In-depth Issue 17 - Rolls-Royce
In-depth Issue 17 - Rolls-Royce
In-depth Issue 17 - Rolls-Royce
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issue<br />
<strong>17</strong><br />
2012<br />
WORLD’S FIRST<br />
GAS TUGS<br />
Gas propulsion for maximum efficiency with<br />
lowest emissions<br />
REGIONAL FOCUS CENTRAL EUROPE<br />
Service centres expand to serve this hub of<br />
marine activity<br />
FLEXIBLE DP UPGRADES<br />
<strong>In</strong>stalling an integrated dynamic positioning<br />
system enhances performance
issue<br />
Contents<br />
36<br />
26<br />
06<br />
PHOTO Aluminium Boats<br />
COVER IMAGE PHOTOLIBRARY<br />
<strong>17</strong><br />
WORLD’S FIRST<br />
GAS TUG<br />
Gas propulsion for maximum efficiency with<br />
lowest emissions<br />
REGIONAL FOCUS CENTRAL EUROPE<br />
Service centres expand to serve this hub of<br />
marine activity<br />
FLEXIBLE DP UPGRADES<br />
<strong>In</strong>stalling an integrated dynamic positioning<br />
system enhances performance<br />
Front cover:<br />
The world’s first LNG-fuelled<br />
tugs are now in build for<br />
operator Buksér og Berging.<br />
Read about them on pages 2<br />
and 6.<br />
<strong>17</strong><br />
2012<br />
News<br />
02-05 News and future events<br />
Technology<br />
06-09 LNG is an option for harbour<br />
and escort tugs<br />
10-12 <strong>Rolls</strong>-<strong>Royce</strong> and Bestway<br />
unveil new energy-efficient<br />
ship designs<br />
13-15 <strong>In</strong>tegrated ship and systems<br />
design = Efficiency<br />
16-19 Stronger together<br />
20-21 Anti-heeling with<br />
simultaneous roll-reduction<br />
22-23 Venice Syncrolift®<br />
demonstrates step change<br />
in shiplift lift capacity<br />
24-25 Safe and efficient deck<br />
operations with new crane<br />
technology<br />
Regional Focus<br />
26-30 Maritime excellence: from<br />
the Bosporus to the Baltic<br />
31 New European Service<br />
Centres up and running<br />
Updates<br />
32-35 EMAS invests in flexibility<br />
with performance<br />
36-37 Working together to reduce weight and<br />
enhance efficiency<br />
38-39 Propelling and positioning drillships<br />
40-43 QE carrier programme advances<br />
44 Accurately placing rocks 1,200 metres deep<br />
45 Pulling power for today’s advanced designs<br />
46-47 Offshore deliveries and orders<br />
48-51 Azimuth thrusters deliver for Swedish<br />
Coast Guard<br />
52 Helping harness the power of the wind<br />
53-55 Power and speed for effective windfarm support<br />
56-57 <strong>In</strong>novation in fishing vessel design<br />
58-59 DDG 1000 programme gathers momentum<br />
Support and Service<br />
60-63 Focusing on training<br />
64-65 Playing a key role in vessel conversion<br />
66 Rapid response for emergency maintenance<br />
67 DFDS ferry trio upgraded with Promas Lite<br />
Contacts<br />
68-69 Contacts<br />
issue <strong>17</strong> 2012<br />
Opinions expressed may not necessarily represent the views of <strong>Rolls</strong>-<strong>Royce</strong> or the editorial team.<br />
The publishers cannot accept liability for errors or omissions.<br />
All photographs © <strong>Rolls</strong>-<strong>Royce</strong> plc unless otherwise stated. <strong>In</strong> which case copyright owned by<br />
photographer/organisation.<br />
EDITOR: Andrew Rice<br />
DESIGNED BY: Paperclip Communications<br />
CONTRIBUTORS: RW – Richard White | CT – Craig Taylor | DC – David Cheong | AM – Amy MacKay |<br />
MG – Mirko Gutemann | MH – Marianne Hovden | AR – Andrew Rice<br />
Printed in the UK.<br />
If your details have changed or if you wish to receive a regular complimentary copy of <strong>In</strong>-<strong>depth</strong> please<br />
email us at: in.<strong>depth</strong>@rolls-royce.com<br />
© <strong>Rolls</strong>-<strong>Royce</strong> plc 2012<br />
The information in this document is the property of <strong>Rolls</strong>-<strong>Royce</strong> plc and may not be<br />
copied, communicated to a third party, or used for any purpose other than that for which<br />
it is supplied, without the express written consent of <strong>Rolls</strong>-<strong>Royce</strong> plc.<br />
While the information is given in good faith, based upon the latest information available<br />
to <strong>Rolls</strong>-<strong>Royce</strong> plc, no warranty or representation is given concerning such information,<br />
which must not be taken as establishing any contractual or other commitment binding<br />
upon <strong>Rolls</strong>-<strong>Royce</strong> plc or any of its subsidiary or associated companies.
Viewpoint<br />
The quest for operating<br />
efficiency drives innovation and<br />
technology.<br />
The message from governments,<br />
bankers and ship operators<br />
seems to be very similar this<br />
year to last, 2012 will be another<br />
tough year. Banks have been cutting<br />
their shipping exposure and financing<br />
has become more difficult as lending<br />
has tightened. The European Union<br />
continues to pursue tighter financial<br />
integration, and in the U.S. real growth<br />
is proving elusive. With China slowing,<br />
global growth forecasts for 2012 have<br />
now reduced to around 3.5 per cent.<br />
How things will eventually unfold<br />
– and the knock-on effect this will have<br />
– is not clear. Continuing volatility, at<br />
least in the near term, is likely to be the<br />
norm and the eventual outcome is likely<br />
to have longer term implications for<br />
shipping in general.<br />
While challenges abound across<br />
the industry, the higher value sectors<br />
are proving resilient. <strong>In</strong> the highly<br />
specialised offshore oil and gas sector,<br />
further investment in deep water<br />
exploration and production looks<br />
particularly robust. We have recently<br />
secured orders to provide thrusters<br />
and engines for drillships in addition to<br />
UT-Design Platform Supply Vessels and<br />
Anchor Handlers.<br />
The shift to low sulphur fuels and<br />
the focus on sustainable shipping<br />
has seen the steady uptake in LNG as<br />
the fuel of choice for a growing number of newbuilds<br />
scheduled for delivery by the 2015 ECA regulation<br />
deadline. Our gas engines have been selected to power<br />
a number of these vessels, including the world’s first<br />
all-gas tugs.<br />
We recently secured orders for the NVC 405 general<br />
cargo carrier variant of our award winning Environship<br />
concept. This innovative design delivers greenhouse gas<br />
emission reductions of more than 40 per cent compared<br />
to similar vessels.<br />
The quest to reduce operating costs and the<br />
environmental impact of vessels has been at the centre<br />
of our thinking for some time, and this drives our<br />
innovation and technology investment programmes to<br />
meet the challenges our customers face.<br />
<strong>In</strong> the naval sector, we have received orders for<br />
power and propulsion systems for two more Littoral<br />
Combat Ships for the US Navy. Twin MT30s power these<br />
vessels, and benefit from over 45 million hours of airline<br />
operating experience.<br />
<strong>Rolls</strong>-<strong>Royce</strong> and Daimler have also joined forces<br />
to create a new marine and industrial engine joint<br />
venture through the acquisition of Tognum, maker of<br />
MTU high speed diesel engines for use at sea and on<br />
land. The engines and technology portfolios are highly<br />
complementary to our Bergen medium speed engines.<br />
As marine systems and equipment suppliers, the<br />
goal of <strong>Rolls</strong>-<strong>Royce</strong> is to provide ship builders and ship<br />
operators in the merchant, offshore and naval sectors with<br />
cost effective, efficient and environmentally compliant<br />
systems. A gas engine is a good start in reducing<br />
emissions, but it is the effective integration of other energy<br />
saving designs and technologies – for which we have a<br />
strong track record and remains our continuing goal – that<br />
makes the real difference.<br />
I hope you enjoy reading more about how this is<br />
being delivered through the articles in this latest edition<br />
of <strong>In</strong>-<strong>depth</strong>.<br />
TONY WOOD<br />
President - Marine
02 NEWS<br />
EVENTS<br />
Visit us at the<br />
following:<br />
2012<br />
JUNE<br />
4-7<br />
EAGE 74th<br />
Copenhagen, Denmark<br />
4-8<br />
Posidonia<br />
Athens, Greece<br />
AUGUST<br />
14-<strong>17</strong><br />
Norfishing<br />
Trondheim, Norway<br />
28-31<br />
ONS<br />
Stavanger, Norway<br />
SEPTEMBER<br />
4-7<br />
SMM<br />
Hamburg, Germany<br />
<strong>17</strong>-20<br />
Rio Oil & Gas<br />
Rio de Janeiro, Brazil<br />
19-22<br />
Monaco Yacht Show<br />
Monaco, France<br />
OCTOBER<br />
22-26<br />
Euronaval<br />
Paris, France<br />
NOVEMBER<br />
4-9<br />
SEG<br />
Las Vegas, Nevada, USA<br />
28-30<br />
<strong>In</strong>ternational<br />
Workboat Show<br />
New Orleans, Louisiana, USA<br />
DECEMBER<br />
4-7<br />
Exponaval<br />
Valparaíso, Chile<br />
For further information,<br />
contact:<br />
Naval and submarines:<br />
Donna Wightman<br />
donna.wightman@rolls-royce.com<br />
Merchant and offshore:<br />
Gunilla Wall<br />
gunilla.wall@rolls-royce.com<br />
NEWS<br />
World’s first<br />
LNG-powered<br />
tugs<br />
ordered<br />
for Norwegian<br />
terminal<br />
60<br />
waterjets for new<br />
<strong>In</strong>dian Coast Guard<br />
fast patrol boats<br />
<strong>Rolls</strong>-<strong>Royce</strong> has secured a contract from <strong>In</strong>dia’s Cochin<br />
Shipyard to supply waterjets for 20 new fast patrol<br />
vessels for the <strong>In</strong>dian Coast Guard.<br />
A total of 60 Kamewa 71S3np waterjets (three per<br />
vessel), and associated equipment including a joystick<br />
control system, which will enhance the manoeuvring<br />
capabilities of the vessels, are to be supplied. The new<br />
Kamewa S3 design offers higher speeds, improved<br />
acceleration and increased efficiency.<br />
Power for each of the 48m long vessels will be<br />
provided by three MTU 16V 4000 M90 engines, each<br />
rated at 3,648kW. The new vessels will be capable of<br />
speeds up to 33 knots.<br />
<strong>Rolls</strong>-<strong>Royce</strong> has been a supplier to the <strong>In</strong>dian<br />
Coast Guard for over 20 years with a large number of<br />
waterjets already in service, as well as CP propellers<br />
and stabilisers on other vessels in the fleet. The first<br />
of three UT 5<strong>17</strong> pollution control<br />
vessels, Samudra Prahari, entered<br />
service in 2010.<br />
Construction of the new ships<br />
is part of an expansion of the<br />
<strong>In</strong>dian Coast Guard.<br />
When they enter service they<br />
will operate in <strong>In</strong>dian coastal<br />
waters and around island<br />
territories. Their roles will include<br />
coastal patrolling, anti-smuggling<br />
missions, fisheries protection, as<br />
well as search and rescue duties.
www.rolls-royce.com<br />
03<br />
A milestone in green tug<br />
development has been reached<br />
with Buksér og Berging ordering<br />
<strong>Rolls</strong>-<strong>Royce</strong> gas propulsion systems<br />
for two powerful LNG-fuelled escort<br />
tugs to operate at the Kårstø gas<br />
terminal near Haugesund in Norway.<br />
The tugs will work for the<br />
state-owned oil company Statoil<br />
and the process plant operator<br />
Gassco on delivery in the third<br />
quarter of 2013. They are 35m long<br />
stern drive azimuth thruster tugs<br />
with a broad 15.4m beam and a<br />
bollard pull of about 65 tonnes. The<br />
design was developed by Buksér og<br />
Berging together with Marin Design.<br />
“This is a breakthrough for our<br />
Bergen gas engines in the tug<br />
market, and for our new US35<br />
thrusters in escort tugs,” says Robert<br />
Løseth, Senior VP - Merchant,<br />
Propulsion Systems and Engines.<br />
“It confirms that our unique engine<br />
performance characteristics in terms<br />
of response time, fuel consumption<br />
and low methane slip are important<br />
to our customers.”<br />
Two 1,705kW Bergen C26:33<br />
6 cyl in-line gas engines will<br />
provide the power. They will drive<br />
two US35 azimuth thrusters of the<br />
latest design through a mechanical<br />
transmission. <strong>Rolls</strong>-<strong>Royce</strong> will also<br />
provide its ACON control system<br />
and monitoring for the gas system,<br />
together with propulsion system<br />
engineering, and the AGA Cryo<br />
single LNG tank plus gas supply<br />
based on two coldboxes. The system<br />
is designed for weekly bunkering<br />
intervals and bunkering time is<br />
estimated to be 45 minutes.<br />
Vetle Sverdrup, Commercial<br />
Director at Buksér og Berging<br />
AS, said, “We wanted to base<br />
the design of the new tugs on<br />
the spark ignition lean burn<br />
engine concept, and the ability<br />
to accommodate direct drive in<br />
addition to a low emission profile.<br />
The propulsion system on high<br />
performance escort tugs needs<br />
to accommodate rapid load<br />
pickup over the entire load range.<br />
Due to these factors, we chose to<br />
work closely with <strong>Rolls</strong>-<strong>Royce</strong> on<br />
this project.”<br />
The tugs are being built in<br />
Turkey by Sanmar Marine. For<br />
more details, go to page 6.<br />
PHOTO Skipsteknisk AS<br />
PHOTO Buksér og Berging<br />
Seismic streamer systems for advanced<br />
COSL vessel<br />
The seismic survey vessel, named HYSY 720, has entered<br />
service with China Oilfield Services Limited (COSL) and is<br />
now operating in the South China Sea.<br />
The vessel is equipped with a <strong>Rolls</strong>-<strong>Royce</strong> streamer<br />
handling system capable of towing 12 streamers, each<br />
8,000m long, to perform high-density seismic data<br />
collection. It is the first and most advanced deepwater<br />
seismic survey vessel built in China so far and is 108.3m<br />
long with a 24m beam, a draught of 9.6m and has an<br />
endurance of 75 days.<br />
To increase operating efficiency,<br />
the vessel is designed for a speed<br />
of 16 knots and a towing speed<br />
of five knots and has a dieselelectric<br />
propulsion system. This will<br />
significantly reduce mobilisation<br />
and demobilisation times, and<br />
also contributes to improving the<br />
comfort of the working and living<br />
environment for the crew.<br />
The model ST-327L CD vessel is<br />
equipped with a new generation of<br />
seismic collection system, integrated<br />
navigation system and lateral control<br />
system. Up to 75 people can be<br />
accommodated onboard.
04 NEWS<br />
PHOTO U. S. Navy<br />
Power for two<br />
more Littoral<br />
Combat Ships<br />
The contract to supply power and propulsion systems for<br />
the two latest vessels in the U.S. Navy’s Littoral Combat Ship<br />
(LCS) programme was recently secured by <strong>Rolls</strong>-<strong>Royce</strong>.<br />
Designed to operate in combat zones close to the shore,<br />
each LCS will be equipped with two <strong>Rolls</strong>-<strong>Royce</strong> MT30 gas<br />
turbines driving four large Kamewa waterjets, enabling the<br />
vessels to reach speeds well in excess of 40 knots.<br />
This latest order is for ships named Little Rock and Sioux<br />
City, and follows previous orders for the Milwaukee and the<br />
Detroit, which are both under construction. <strong>Rolls</strong>-<strong>Royce</strong><br />
already powers two Lockheed Martin Littoral Combat<br />
Ships, the USS Freedom, first deployed two years ago, and<br />
the Fort Worth, which has now completed its U.S. Navy<br />
acceptance trials.<br />
Andrew Marsh, President - Naval said, “We have worked<br />
closely with Lockheed Martin, the U.S. Navy and other<br />
partners during the LCS programme, using our extensive<br />
experience to further develop these highly advanced ships.<br />
The combination of the MT30 gas turbine and our latest<br />
waterjet technology will ensure these ships are at the<br />
cutting edge of global naval capability.”<br />
The MT30 is derived from <strong>Rolls</strong>-<strong>Royce</strong> aero engine<br />
technology and builds on over 45 million hours of<br />
operating experience. At 36 megawatts, it is the world’s<br />
most powerful marine gas turbine and has the highest<br />
power density in its class. The waterjets are among the<br />
largest produced by <strong>Rolls</strong>-<strong>Royce</strong>.<br />
A range of other <strong>Rolls</strong>-<strong>Royce</strong> equipment is specified in<br />
the Lockheed Martin design, including shaftlines, bearings<br />
and propulsion system software.<br />
New service centre in Hong Kong<br />
The <strong>Rolls</strong>-<strong>Royce</strong> service presence<br />
in Hong Kong has been expanded<br />
recently with the opening of a new<br />
and enlarged service centre on Tsing<br />
Yi Island.<br />
It provides specialist support<br />
and engineering services to the<br />
Greater China region and forms<br />
an important component of the<br />
<strong>Rolls</strong>-<strong>Royce</strong> service network that<br />
covers the entire east coast of China,<br />
with existing facilities in Dalian,<br />
Guangzhou and Shanghai.<br />
“With a growing customer base<br />
in Greater China, coupled with an<br />
increasing number of customer<br />
operations within the region, we<br />
have relocated and expanded our<br />
facilities to ensure we can deliver<br />
our services close to where our<br />
customers operate,” says P. T. Tong,<br />
Branch Manager. “Service engineers<br />
based here are on hand to provide<br />
technical support wherever and<br />
whenever required.”<br />
The new facility will provide<br />
support for a variety of vessels,<br />
including a large number of fast<br />
ferries that are in service between<br />
Hong Kong, Macau and the<br />
Pearl Delta. A large number have<br />
<strong>Rolls</strong>-<strong>Royce</strong> propulsion systems<br />
installed. It provides direct waterfront<br />
access to major transport channels<br />
and is capable of undertaking major repair, overhauls<br />
and upgrades for popular <strong>Rolls</strong>-<strong>Royce</strong> products that<br />
include waterjets, tunnel thrusters, azimuth thrusters<br />
and deck machinery.<br />
Sales support in Hong Kong has also moved to the<br />
new facility.
www.rolls-royce.com<br />
05<br />
Four deepwater anchor handling vessels to get<br />
advanced deck machinery<br />
<strong>Rolls</strong>-<strong>Royce</strong> has secured a contract<br />
from Swire Pacific Offshore to supply<br />
advanced anchor handling systems<br />
for four offshore vessels, currently<br />
under construction in Singapore.<br />
The systems are developed for the<br />
safer handling of large anchors on<br />
deck, such as the torpedo anchors<br />
used in the deepwater oil and gas<br />
fields off the coast of Brazil.<br />
Arne Tande, Senior VP - Offshore Deck Machinery, said,<br />
“<strong>Rolls</strong>-<strong>Royce</strong> supplies world-leading marine technology<br />
that enables our customers to operate safely in challenging<br />
conditions, such as the deepwater oil and gas fields. We<br />
are delighted that Swire Pacific Offshore has again selected<br />
our safety-critical technology, which demonstrates that our<br />
focus on research and development and advancements<br />
in the technical capabilities of our products continues to<br />
position <strong>Rolls</strong>-<strong>Royce</strong> as the market leader for specialist<br />
handling equipment in the offshore industry.”<br />
<strong>Rolls</strong>-<strong>Royce</strong> will supply a complete<br />
deck machinery system to each of the<br />
four vessels, which are being built at<br />
the ST Marine Singapore shipyard.<br />
At the heart of each system is a<br />
low-pressure hydraulic winch for<br />
anchor handling and towing duties,<br />
with a pulling capacity of 500t.<br />
Asian orders for popular deepwater UT designs<br />
The rapid expansion of Asia into<br />
the offshore industry looks set<br />
to continue, with shipyards and<br />
operators selecting <strong>Rolls</strong>-<strong>Royce</strong><br />
designs for deeper waters.<br />
Singapore-based PaxOcean<br />
Engineering is building two PSVs to<br />
the <strong>Rolls</strong>-<strong>Royce</strong> UT 755 CD design,<br />
at its shipyard in Zhuhai, China. The<br />
vessels combine a proven ship design<br />
with a range of <strong>Rolls</strong>-<strong>Royce</strong> onboard technologies that<br />
include diesel-electric propulsion and deck machinery.<br />
They are also equipped for firefighting and oil recovery.<br />
The UT 755 CD has a deck cargo area of 670m 2 and an<br />
overall length of 78.7m with a 16m beam. Planned delivery<br />
is the first half of next year.<br />
<strong>In</strong> China four UT 771 CDL vessels will be built by the<br />
COSCO (Guangdong) Shipyard Co. Ltd. These complex<br />
vessels are flexible and highly efficient, featuring a fully<br />
integrated systems package comprising diesel electric<br />
propulsion system, deck machinery,<br />
bulk handling equipment and<br />
automation and control systems. The<br />
vessels will also be able to undertake<br />
firefighting duties. They will be<br />
equipped for transporting pipes,<br />
equipment and cargo to and from<br />
pipelaying barges, oil drilling and<br />
production platforms.<br />
Delivery is scheduled for 2014<br />
and the contract includes options<br />
to build an additional six vessels of<br />
the same design.<br />
Korean shipbuilder Hyundai Mipo<br />
Dockyard Co. Ltd is to build four<br />
UT 776 CD vessels.<br />
Hyundai’s President and CEO<br />
W G Choe said, “We are extremely<br />
pleased to enter into this deepwater<br />
segment by building vessels of<br />
a world-leading design from<br />
<strong>Rolls</strong>-<strong>Royce</strong>.”<br />
The 4,400t, 90m long UT 776 CD<br />
design incorporates a range<br />
of <strong>Rolls</strong>-<strong>Royce</strong> systems like<br />
diesel-electric propulsion. They will<br />
be built at Hyundai’s Ulsan shipyard<br />
for delivery in 2013 and 2014. The<br />
contract includes options for a further<br />
two vessels.
06<br />
PHOTO Øyvind Hagen/Statoil<br />
Technology<br />
The Kårstø gas<br />
terminal near<br />
Haugesund in<br />
Norway where<br />
gas-powered tugs<br />
will begin operating<br />
next year.
07<br />
LNG is an option for<br />
harbour and escort tugs<br />
<strong>Rolls</strong>-<strong>Royce</strong> has a long history of providing conventional<br />
tug propulsion systems and is now the first to provide full<br />
gas systems for this vital application.
08 TECHNOLOGY<br />
1<br />
2<br />
PHOTO Per Magne Einag<br />
3<br />
Providing propulsion systems for tugs comprising Bergen diesel<br />
engines driving azimuth thrusters of various specifications, is<br />
something <strong>Rolls</strong>-<strong>Royce</strong> has been successfully doing for over 25 years.<br />
The rapid response to load and excellent low load fuel<br />
consumption of the Bergen range of gas engines makes them ideally<br />
suited to tug applications. This, coupled with the extensive experience of<br />
<strong>Rolls</strong>-<strong>Royce</strong> in providing gas engines for marine propulsion, has seen designs<br />
for LNG-fuelled tug propulsion being developed for several years. The high<br />
power density of the recently introduced Bergen C-series gas engines is also<br />
an important factor.<br />
The particular attraction of <strong>Rolls</strong>-<strong>Royce</strong> Bergen C-series gas engines to<br />
power tugs is low levels of emissions. These include the greenhouse gas<br />
CO 2<br />
which has a global impact, and because methane slip is very low in this<br />
engine type, the total GHG emission reduction is not seriously compromised<br />
by unburnt methane in the exhaust. NOx emissions are reduced by around<br />
90 per cent and SOx is negligible. Also important in tugs working in ports<br />
and approaches, which are often close to residential areas of high population<br />
density, is the absence of soot and smoke particulates. Of growing concern<br />
are emissions to water, and the likelihood of oil spills is much reduced when<br />
LNG is the fuel.<br />
Bergen gas engines have a high thermal efficiency. SFC, NOx and CO 2<br />
emissions are actually lower at low engine loads, the reverse of most<br />
diesel engines. The C-series gas engines are also approved for both direct
www.rolls-royce.com<br />
09<br />
TABLE 1:<br />
All are based on a tug powered by two <strong>17</strong>05 kW engines driving azimuth thrusters, with a<br />
typical annual operating profile of 300 days per year with 4,200 operating hours.<br />
Operating Mode<br />
TIME%<br />
Standby (coupled & uncoupled) 38%<br />
Transit (sailing from & towards a job) 33%<br />
Assist (connected to ship) 29%<br />
1. The <strong>Rolls</strong>-<strong>Royce</strong><br />
LNG propulsion<br />
system for a<br />
harbour tug.<br />
2. The number of<br />
LNG bunkering<br />
facilities is<br />
growing and<br />
refuelling is a<br />
simple operation<br />
that can take<br />
under an hour.<br />
3. Gas propulsion is<br />
also an option for<br />
pusher tugs.<br />
TABLE 2:<br />
Illustrates the potential saving in fuel and lube oil consumption.<br />
Fuel use comparison MGO* LNG**<br />
Average fuel consumption g/kWh 194 157<br />
Annual fuel use tonnes per year 868 702<br />
Lube oil consumption g/kWh 0.8 0.4<br />
Annual lube oil use tonnes per year 3.3 1.6<br />
Test<br />
Cycle Type<br />
E3 (Variable speed propulsion)<br />
* MGO Specific Heat 43.0 MJ/kg. Density 858 kg/m³<br />
** LNG Specific Heat 49.4 MJ/kg. Density 430 kg/m³<br />
TABLE 3:<br />
Shows the projected reduction in emissions. The Bergen gas engine has a low methane slip of<br />
3.10g/kWh at full load, which has been taken into account when calculating the equivalent CO 2<br />
reduction of 23 per cent.<br />
Emissions comparison MGO LNG<br />
NOx emissions g/kWh 9.6 1,1<br />
NOx tonnes per year 41 5<br />
SOx emissions g/kWh 0.2 0<br />
SOx tonnes per year 0.9 0<br />
CO 2<br />
tonnes per year 2,716 2,202*<br />
Environmental Ship <strong>In</strong>dex ESI 7.27 90.66<br />
*<strong>In</strong>cludes an averaged 3.7 g/kWh methane slip equivalent CO 2<br />
mechanical drive or as gensets and can accept rapid changes in load. They<br />
can therefore be used in a variety of propulsion solutions, depending on the<br />
operating profile of the tug.<br />
A study of ship assist tug operations shows that a tug has a varied working<br />
profile. Long-term operational studies demonstrate that harbour tugs will<br />
typically only spend 29 per cent connected to a ship, actually carrying out its<br />
assistance duties, 33 per cent of total operation time in transit, sailing from<br />
and towards a job, while the remaining 38 per cent is spent on standby and<br />
loitering.<br />
Throughout a day or week, a tug’s power requirements can vary<br />
tremendously. Diesel engines normally have a much higher level of specific<br />
emissions and fuel consumption at low loads, compared with the most<br />
efficient operation at high loads in terms of emissions and fuel burnt per<br />
unit of power output. A characteristic that has resulted in the recent move<br />
to hybrid tugs by some operators. It is here that <strong>Rolls</strong>-<strong>Royce</strong> lean burn gas<br />
engines score.<br />
<strong>Rolls</strong>-<strong>Royce</strong> has evaluated a number of LNG-fuelled propulsion systems for<br />
harbour tugs and the first are now under contract (see page 2). The system<br />
selected produces over 65 tonnes bollard pull and uses a stern drive azimuth<br />
thruster layout based on two US 35 CP thrusters with controllable pitch<br />
propellers. They are directly driven by two Bergen C26:33L6PG gas engines,<br />
each delivering 1,705kW and running at 1,000rpm. Aquapilot controls and<br />
ACON automation are part of the package.<br />
A vertical C-type gas tank of<br />
78m3 capacity and two separate<br />
cold boxes are installed under the<br />
foredeck and provide sufficient<br />
capacity for 150 hours running at<br />
50 per cent load. Refuelling is a<br />
simple operation and is required<br />
once a week from either a<br />
shore-based tank, road tanker or<br />
transport storage unit. Fuel transfer<br />
time is just 45 minutes, provided a<br />
100m3/hr 3<br />
system is used.<br />
Although the initial capital costs<br />
are higher for gas propulsion due to<br />
the cost of the fuel system, this can<br />
be offset within a relatively short<br />
time by significantly lower annual<br />
operating costs. You also have a very<br />
environmentally friendly vessel that<br />
satisfies forthcoming legislation,<br />
with the emissions reduction<br />
advantage there from day one.<br />
Ship construction data is used to<br />
calculate the vessel environmental<br />
ship index (ESI). This is a score<br />
based on the vessels environmental<br />
credentials. It is expected that in<br />
the future, this, or a similar scoring<br />
system will be used to tax vessels<br />
entering port. The score does give a<br />
good indication of how much more<br />
environmentally friendly LNG as a<br />
fuel is, compared to MGO.<br />
These analyses are based on<br />
long-term experience with tug<br />
propulsion. <strong>Rolls</strong>-<strong>Royce</strong> supplies<br />
engines, thrusters and winches<br />
for tugs all over the world and the<br />
US series azimuth thrusters are<br />
particularly popular due to their<br />
good performance and robustness.<br />
US 205 FP thrusters already propel<br />
environmentally friendly tugs and<br />
have been selected for the second<br />
of the Foss hybrid tugs, following<br />
the successful operation of the first<br />
of the type, Carolyn Dorothy, at Long<br />
Beach and Los Angeles over the past<br />
two years. [AR]
10 TECHNOLOGY<br />
1<br />
2<br />
3<br />
4<br />
<strong>Rolls</strong>-<strong>Royce</strong> and Bestway unveil<br />
new energy-efficient ship designs<br />
Combining proven European ship design and systems experience with<br />
Chinese capabilities in ship building, <strong>Rolls</strong>-<strong>Royce</strong> is delivering a range of<br />
new commercial ship designs.<br />
T<br />
The global shipping industry is now firmly committed to using vessel<br />
Tdesigns and systems that will cut greenhouse gas emissions. China<br />
Tis also entering a green era, with national policy supporting energy<br />
Te Tfficiency and environmental protection, with the target of cutting<br />
CO 2 emissions per unit GDP by 40-45 per cent by 2020.<br />
To meet the evolving low emissions requirements of the global,<br />
intra-regional and inland shipping trade, particularly in Asia, <strong>Rolls</strong>-<strong>Royce</strong> and<br />
Bestway formed a Joint Project Team (JPT) in Shanghai at the start of 2011.<br />
The first of the new designs have now emerged.<br />
They range from 2,500 to 100,000 deadweight tonnes (dwt), including<br />
the 4100 Series roro carriers (from below 9,000 – 11,000dwt and above), the<br />
4400 Series container carriers (up to 2,000teu), the 4600<br />
Series general cargo carriers (up to 40,000dwt), the 6400<br />
Series LNG carriers (up to 40,000m 3 ) and the 4800 Series<br />
bulk carriers (up to 100,000dwt). All are designed to comply<br />
with and exceed future emissions targets.<br />
”As more international emissions controls are<br />
progressively introduced, the marine industry is<br />
collaborating to ensure that designers, equipment<br />
manufacturers, yards and owners work together to create<br />
highly efficient vessels that improve operating costs<br />
while reducing harmful environmental impacts,” says
www.rolls-royce.com<br />
11<br />
1. JD 4801 bulk carrier<br />
- 37,000dwt.<br />
2. JD 4601 cargo<br />
carrier - 37,000dwt.<br />
3. JD 4104 GF roro<br />
cargo carrier -<br />
9,000dwt/2,100lm.<br />
4. JD 4103 GF roro<br />
cargo carrier -<br />
9,000dwt/1,750lm.<br />
5. JD 4401 container<br />
carrier - 2,000teu.<br />
5<br />
Arne Magne Vik, JPT Technical Director. ”Through our collaboration with<br />
Bestway, we are well placed to lead this charge.”<br />
The designs benefit from the combined design and systems expertise of both<br />
companies in producing highly efficient vessels tailored specifically for the future<br />
merchant shipping market, in which low emissions and reduced operating<br />
costs are key drivers. This includes the application of Liquified Natural Gas (LNG)-<br />
fuelled propulsion, which is gaining acceptance globally as a marine fuel, and<br />
where <strong>Rolls</strong>-<strong>Royce</strong> has accumulated significant experience with 23 gas-powered<br />
vessels now in service or on order.<br />
With the exception of the general cargo/bulk designs, which have<br />
diesel-only systems at the moment, all designs have the propulsion options<br />
of either conventional diesel/hybrid or gas. Those designs featuring <strong>Rolls</strong>-<strong>Royce</strong><br />
Bergen gas engines already meet IMO Tier III requirements for nitrogen oxide<br />
(NOx), sulphur oxide (SOx) and carbon dioxide (CO 2<br />
) emissions, which come into<br />
force in 2016.<br />
With the Energy Efficiency Design <strong>In</strong>dex (EEDI) being mandated from 2013,<br />
each design has been given an EEDI rating calculated using MEPC 1/Circ 681.<br />
However, they are subject to change, as the formulae have not been fully<br />
clarified for some vessel types.<br />
Roro vessels in the JD4100 model range feature a low drag hull form and<br />
sea-friendly bow with twin Promas integrated propellers and rudders. Three are<br />
based on the same 150m hull design, have a deadweight of 9,000dwt and carry<br />
200teu on the upper deck with 1,800 lane-metres, but<br />
have different stern ramp arrangements. Diesel or gas<br />
propulsion can be specified.<br />
Lane-metre capacity of the gas-powered JD4103GF<br />
is reduced by 50m, as some cargo space is lost to<br />
the gas tank. The 166.6m long JD4104GF, with a<br />
deadweight of 11,000dwt, 21,000 lane-metres and<br />
capacity for more than 250teu, is currently the largest<br />
in the family. It has the same propulsion system as<br />
its smaller sister, which comprises of twin Bergen<br />
B32:40L8PG main engines, rated at 3,220kW, and<br />
a Bergen C26:33L6AG 2,000kW auxiliary generator,<br />
hence the slightly slower service-speed of 15.6 knots.<br />
Range for the gas-powered ships is 6,000nm, with<br />
6,500nm for conventional diesel power. EEDI ratings<br />
range from 19.4 to 15.9, although they do not yet<br />
apply to roro vessels.<br />
The JD4400 series container vessel family so far<br />
comprises two designs able to carry 2,250teu and<br />
2,194teu respectively. Both are 198.5m long with a<br />
deadweight of 30,000dwt. There is an extra cost for<br />
the LNG system and a reduction in cargo handling of
12 TECHNOLOGY<br />
1<br />
3<br />
2<br />
1. Much of the ship<br />
design work is<br />
undertaken in<br />
Shanghai.<br />
2. 6401 LNG carrier –<br />
5,000m³.<br />
3. 6405 LNG carrier –<br />
10,000m³.<br />
56teu to make room for the gas tank. However, the extra capital cost and<br />
the theoretical loss of earnings are more than offset by the fuel economies<br />
and lower emissions of the LNG-fuelled variant, which has an EEDI of 12.2.<br />
It is powered by a single Bergen B35:40V16PG, driving a single Promas<br />
system with CPP, supplemented by three Bergen C26:33L9AG generator<br />
sets, powering through a power-take-in (PTI). The diesel-powered JD4401<br />
drives a FP Promas system and has a 1 knot faster service speed of 18.5<br />
knots with an EEDI of 13.<br />
Adopting a similar hull design and propulsion arrangements are the<br />
JD4601, a 37,000dwt handysize bulker, and the JD4801, a 37,000dwt<br />
general cargo carrier. Both vessels are 180m long, with a beam of 29.8m<br />
and an EEDI of 4.4. Propulsion power is provided by a 6,250kW diesel,<br />
driving a FP Promas system for a service speed of 14 knots.<br />
The final designs are small LNG carriers with capacities from 5,000 to<br />
40,000m 3 , ideal for the anticipated demand in smaller vessels to supply LNG<br />
bunkering points as the world’s LNG infrastructure develops. All have an<br />
EEDI of 23.1, a range of 1,500nm and a service speed of 13 knots. Smallest is<br />
the 5,000m 3 JD6401, with a length of 99.9m and 18.4m beam. Main engine<br />
is a Bergen C26:33L8PG, rated at 2,160kW, which drive a<br />
single Promas system, and a Bergen C26:33L6AG genset.<br />
Both engines are able to run on boil-off gas (BOG) or LNG<br />
from twin 80m 3 storage tanks. A hybrid shaft generator<br />
provides the electrical power, which can be used to<br />
increase propulsion power or for redundant propulsion.<br />
The larger JD6405 with 10,000m 3 capacity can be<br />
specified with either gas or dual fuel propulsion. It is<br />
a shallow draft design well-suited for rivers and coastal<br />
waters and has a length of 124.9m and a 22.4m beam<br />
with 4.5m draught. Propulsion power is provided by twin<br />
1,620kW Bergen C26:33L6PG engines driving Promas<br />
systems and running on LNG stored in two 120m 3 tanks.<br />
The dual-fuel version incorporates two 425kW diesel<br />
gensets that can also provide extra power and emergency<br />
propulsion through a hybrid shaft generator system. [AR]
www.rolls-royce.com 13<br />
<strong>In</strong>tegrated ship and<br />
systems design = Efficiency<br />
Ship design is a complex<br />
subject with many factors<br />
influencing the shape of a<br />
vessel. A distinctive hull form<br />
is important for marketing,<br />
but it is the detail design of<br />
the hull hydrodynamics and<br />
the effective integration of<br />
the propulsion system that<br />
improves profitability and<br />
reduces operating costs<br />
and emissions.
14 TECHNOLOGY<br />
Ship and systems design is<br />
an area where <strong>Rolls</strong>-<strong>Royce</strong><br />
continues to invest heavily in<br />
research and development,<br />
to ensure that the company’s designs<br />
are the optimum for the customer’s<br />
needs and can cope with real<br />
operating conditions.<br />
A combination of CFD<br />
(computational fluid dynamics) and<br />
tank testing is used. Promising designs<br />
can then be verified by tank testing<br />
and compared with operational<br />
feedback from over 800 <strong>Rolls</strong>-<strong>Royce</strong><br />
designed offshore and merchant<br />
vessels operating globally.<br />
Because of its extensive product<br />
range, <strong>Rolls</strong>-<strong>Royce</strong> has the ability to<br />
integrate complex ship systems that<br />
are engineered to work efficiently<br />
together. As an integrator and a<br />
designer, it aims to get the best<br />
products together as an efficient<br />
system and design the optimum ship<br />
around them.<br />
The design process normally starts<br />
by sitting down with ship owners<br />
to gather as much data as possible<br />
on what they want their vessels to<br />
do. Details such as operating routes,<br />
anticipated weather conditions,<br />
turnaround times in port and the<br />
type of cargo all have a significant<br />
impact on the design. A detailed<br />
picture of the operating profile is<br />
built up long before a ship gets to<br />
the drawing board.<br />
With the introduction of new IMO<br />
emissions regulations in 2016, it is also<br />
very important to plan ahead and consider the legislative<br />
landscape and any other requirements that may be in place<br />
when the vessels enter service.<br />
The result for the customer is that the performance of a<br />
new design can be predicted early in contract negotiations,<br />
giving confidence that the actual ship will behave as<br />
calculated and the full benefits of innovation realised.<br />
<strong>In</strong>tegrated processes<br />
Development of a hull form with the required performance<br />
for the customer’s operation goes hand in hand with<br />
structural strength and steel work calculations. Once a ship<br />
design has been agreed on with the owner, <strong>Rolls</strong>-<strong>Royce</strong><br />
works closely with the shipyard and the owner to develop<br />
detailed specifications and working drawings.<br />
As shipyards across the world build <strong>Rolls</strong>-<strong>Royce</strong> designed<br />
vessels, there is a three-way relationship between the<br />
yard, the ship owner and the designer. For merchant<br />
vessels, a team in Croatia specialises in producing the<br />
detailed production drawings of the ship and the installed<br />
equipment. Using powerful software, the exact order<br />
of build can be specified, as can input for the computer<br />
programmes that will cut and weld the steel.<br />
Over the last year, there have been a number of<br />
examples.<br />
NVC 405 – the first of a new generation<br />
Last year, <strong>Rolls</strong>-<strong>Royce</strong> unveiled its new Environship concept<br />
general cargo vessel and secured its first orders from<br />
Norwegian transport group Norlines. The 112m long and<br />
5,000dwt design combines the best available gas power<br />
and propulsion technology into an innovative hull design<br />
to provide numerous environmental benefits, including the<br />
virtual elimination of SOx and a reduction of CO 2<br />
emissions<br />
by more than 40 per cent compared to similar vessels.<br />
The hull incorporates improvements in hydrodynamics<br />
and wave piecing technology (patent pending) that<br />
enables the ship to cut through rather than ride over<br />
waves for improved performance in a seaway, enabling<br />
operators to remain on schedule<br />
without needing to burn additional<br />
fuel to make up lost time.<br />
Powered by a single Bergen B35:40<br />
V12 gas engine developing 3,930kW,<br />
two of the vessels are now being built<br />
at the Tsuji Heavy <strong>In</strong>dustries shipyard<br />
in Jiangsu, China. The vessels will<br />
enter into service progressively from<br />
October 2013, operating along the<br />
West Coast of Norway.<br />
NVC 604 – Bunker tankers<br />
Three NVC 604 bunker tankers have<br />
been designed for Brazilian operator<br />
Navegação São Miguel Ltda (NSM)<br />
to build at their own yard in Niteroi,<br />
Brazil. The vessels have <strong>Rolls</strong>-<strong>Royce</strong><br />
systems and equipment and are to be<br />
delivered by the end of 2014.<br />
<strong>Rolls</strong>-<strong>Royce</strong> has had a fruitful<br />
cooperation with NSM for almost<br />
two years developing these vessels,<br />
which are optimised to meet very<br />
specific requirements, with a high<br />
focus on large cargo tank volume,<br />
high deadweight and good course<br />
keeping in shallow areas. The vessels<br />
will have DNV class, fly the Brazilian<br />
flag and are designed for coastal trade<br />
in Brazil. The cargo will be heavy fuel<br />
oil (HFO) and marine gas oil (MGO) to<br />
a total deadweight of about 4,350t at<br />
the design draught of 4.5m. Service<br />
speed will be approximately 10 knots.<br />
Overall length is 90.2m with a beam<br />
of 18.2m.<br />
NSM began to provide bunkering<br />
operations in 1964 in Guanabara Bay<br />
1
www.rolls-royce.com<br />
15<br />
2<br />
3<br />
4<br />
(Rio de Janeiro) to supply the then incipient Petrobras oil<br />
giant. The company is now responsible for more than 9,000<br />
fuel loading and supply operations to ships along the<br />
entire Brazilian coastline and the three new tankers will join<br />
the owner’s fleet of about 40 specialised vessels.<br />
NVC 401 – Forage carrier<br />
The gas-powered NVC 401 Forage Carrier is the latest ship<br />
design from the award-winning <strong>Rolls</strong>-<strong>Royce</strong> Environship<br />
range and incorporates a variety of features to reduce<br />
environmental impact while increasing efficiency.<br />
Ordered by Norwegian company Eidsvaag AS, it will<br />
undertake feed supply duties to fish farms along the<br />
Norwegian coast when delivered in 2013. The 75m long<br />
vessel can carry up to 1,450t of feed pellets that are stored<br />
in 62 specially designed tanks. A demanding schedule will<br />
ensure fish are fed at the same time every week, regardless<br />
of weather conditions.<br />
<strong>Rolls</strong>-<strong>Royce</strong> will supply all the main systems and<br />
equipment, as well as the ship design. These include a<br />
Bergen C26:33L9PG gas engine, a wave-piercing bow and a<br />
Promas propulsion system. <strong>Rolls</strong>-<strong>Royce</strong> will also supply the<br />
dynamic positioning (DP) system, which will hold the ship<br />
accurately in position during the offloading of fish feed via<br />
the unloading system at the bow.<br />
NVC 386 – First for live fish transport<br />
A new generation of wellboats has been designed and<br />
developed by <strong>Rolls</strong>-<strong>Royce</strong> in close cooperation with<br />
Sølvtrans, the world’s largest operator transporting live fish.<br />
The first vessel is scheduled for delivery in 2013.<br />
It will be 76m long with a beam of 16m and incorporates<br />
the latest developments in hull and systems design. An<br />
advanced diesel-electric propulsion system with hybrid<br />
shaft generator, powered by two Bergen C25:336P<br />
diesels rated at 1,440kW, will deliver low fuel consumption<br />
and emissions.<br />
The design incorporates the latest improvements in<br />
fish welfare and fish handling. Tank capacity of 3,000m3<br />
provides a capability to safely transport up to 450t of<br />
live fish and is divided into three equal cargo holds, with<br />
sliding bulkheads and a pressure system for loading and<br />
unloading. It is fully equipped for transport in a closed<br />
system with no discharge to the sea. Control of the water<br />
flow and circulation in the cargo compartments has been a<br />
key design priority to ensure optimal conditions for the fish.<br />
Considerable emphasis has also been placed on the<br />
living and working environment for the crew. Single cabins<br />
accommodate up to 11 people and there is a fitness centre<br />
and sauna.<br />
The vessel is being built by the Spanish shipyard<br />
Astilleros Zamakona S.A. [RW]<br />
1. NVC 405 general<br />
cargo vessel.<br />
2. NVC 604 bunker<br />
tanker.<br />
3. NVC 401 forage<br />
carrier.<br />
4. NVC 386 live fish<br />
transporter.
16 TECHNOLOGY<br />
Stronger together<br />
<strong>Rolls</strong>-<strong>Royce</strong> and Daimler have joined forces to create a new marine and<br />
industrial engine joint venture through the acquisition of Tognum.<br />
Tognum makes high speed<br />
diesel engines for use at sea<br />
and on land. The engines<br />
are highly complimentary<br />
to the Bergen medium speed diesel<br />
and gas engine portfolio supplied<br />
by <strong>Rolls</strong>-<strong>Royce</strong>. Daimler has global<br />
distribution capability, volume<br />
manufacturing expertise and<br />
technologies for lower emissions<br />
diesel engines. Combining the<br />
strengths of Tognum, <strong>Rolls</strong>-<strong>Royce</strong><br />
and Daimler will create significant<br />
new opportunities and accelerate<br />
growth in a fast-moving global<br />
market worth more than €30 billion a<br />
year. The three companies have wellaligned<br />
portfolios and together, they<br />
can offer a wide range of medium<br />
and high speed diesel and gas<br />
engines for propulsion and power<br />
generation applications. Over time,<br />
there are also clear opportunities in shared technologies,<br />
sales networks and after sales service expertise.<br />
While the Tognum name may not be familiar to all, its<br />
brands are certainly well-known: MTU, MTU Onsite Energy<br />
and L’Orange.<br />
Advanced marine propulsion technology<br />
What do many of the biggest mega yachts and the fastest<br />
high speed ferries of the world have in common? They are<br />
powered by MTU. The same applies worldwide for many<br />
other ships, frigates, tugs and platform supply vessels.<br />
With its two business units, Engines and Onsite Energy<br />
& Components, the Tognum Group is one of the world’s<br />
leading suppliers of engines and propulsion systems<br />
for off-highway applications and of distributed energy<br />
systems. The product portfolio of the Engines business unit<br />
comprises MTU engines and propulsion systems for ships,<br />
for heavy land, rail and defense vehicles and for the oil and<br />
gas industry. Products of the Onsite Energy & Components<br />
business unit include distributed energy systems of the<br />
brand MTU Onsite Energy and fuel-injection systems<br />
from L’Orange.<br />
Under the MTU brand name,<br />
propulsion system solutions are<br />
provided for a range of marine<br />
applications, from naval and<br />
governmental vessels, tugs, offshore<br />
vessels to fast ferries and yachts. The<br />
high speed marine diesel engines<br />
Series 60, Series 396, Series 4000,<br />
Series 1163 and Series 8000 cover<br />
a broad power range from 260 to<br />
9,100 kW. As a systems partner,<br />
complete propulsion packages are<br />
also supplied that include other<br />
equipment such as gearboxes,<br />
propellers, onboard power supplies<br />
and integrated ship automation<br />
systems. The range of products<br />
is complemented by extensive<br />
services provided under the<br />
MTU_ValueCare programme.<br />
<strong>In</strong> 2011, Tognum generated<br />
revenue of nearly €3 billion and<br />
1
www.rolls-royce.com<br />
<strong>17</strong><br />
2<br />
employed more than 9,000 people. With strategic<br />
hubs in Friedrichshafen in Germany, Detroit, Michigan<br />
in the US and Singapore, a point of contact is always<br />
within reach for customers or business partners. Its<br />
global manufacturing, distribution and service structure<br />
comprises 23 fully consolidated companies, more than<br />
140 sales partners and over 500 authorised dealerships at<br />
approximately 1,200 locations.<br />
Propulsion solutions for naval and<br />
coastguard vessels<br />
For more than 50 years, MTU has developed specific<br />
propulsion concepts for the naval sector. As a single<br />
source integrator, MTU configures the propulsion systems<br />
that include automation systems like ‘Callosum’ that best<br />
fit the requirements of navies and coast guards worldwide<br />
– from the Turkish MILGEM frigates – to the US Coast<br />
Guard’s National Security Cutters. Combined propulsion<br />
systems link several fuel-efficient diesel engines, or<br />
diesel engines with gas turbines to provide the needed<br />
flexibility, agility and redundancy. Highly advanced<br />
modern naval vessels like the US Navy’s<br />
<strong>In</strong>dependence-variant Littoral Combat Ships – designed<br />
by a General Dynamics and Austal team – are the first<br />
naval vessels in the world to feature a trimaran hull.<br />
They rely on a combined MTU diesel and gas turbine<br />
propulsion system for efficient operations.<br />
MTU has also been playing an important role in the<br />
development and design of diesel-electric submarine<br />
propulsion systems. The Series 396 is the most successful<br />
MTU submarine engine. It is currently installed in most of<br />
the world’s conventional submarines such as the German<br />
U212, where it generates power for both main propulsion<br />
and on-board utilities.<br />
Proven engines are also the key when it comes to cost,<br />
effectively extending a vessel’s operating lifetime. The<br />
Colombian Navy recently modernised its four Almirante<br />
1. MTU Model<br />
4000 M93 diesel<br />
engines have<br />
an outstanding<br />
power-to-weight<br />
ratio, which puts<br />
them at the top<br />
of their class for<br />
acceleration. With<br />
up to 4,300 kW<br />
of power, they<br />
are ideal for fast<br />
yachts. Pictured:<br />
20V 4000 M93L.<br />
Engine weight<br />
is 13t, with gear<br />
15,6t.<br />
2. The headquarters<br />
and main<br />
manufacturing<br />
is based at<br />
Friedrichshafen in<br />
Germany.<br />
MEDIUM AND HIGH SPEED ENGINES IN AN EXTENDED RANGE<br />
The new entity will bring together the well-known<br />
MTU and Bergen engine names, extending the product<br />
portfolio to include both medium speed and high<br />
speed diesel and gas engines.<br />
Once integrated with the extensive range of<br />
<strong>Rolls</strong>-<strong>Royce</strong> ship designs, systems and equipment, a<br />
much broader range of advanced marine solutions<br />
will be available for customers across the commercial<br />
and naval sectors. The goal is to provide the optimum<br />
system where economical and reliable performance,<br />
environmental compliance and power density are<br />
important factors.<br />
The new joint venture will provide:<br />
An integrated high and medium speed<br />
engine portfolio.<br />
A broader product range for marine and<br />
energy markets.<br />
A greater range of marine propulsion and power<br />
systems solutions.<br />
An enlarged distribution and service network.<br />
A customer and service focused organisation.<br />
At present, all three companies are engaged in<br />
discussions to prepare their future collaboration.<br />
Established individual sales relationships remain<br />
unchanged.<br />
Brands: MTU, MTU Onsite Energy, L’Orange
18 TECHNOLOGY<br />
1<br />
2 3<br />
Padilla class frigates by replacing the vessels’ 30-year-old MTU Series 1163<br />
engines with the current version of the same engine model. This included the<br />
‘Callosum’ ship monitoring, automation and control system, which will extend<br />
propulsion system overhaul period to 20 years. The on-board power generation<br />
systems were also replaced with MTU gensets based on Series 2000 engines.<br />
Opting to modernise this frigate class with MTU engines, the Colombian Navy<br />
was able to make the most of existing assets and facilities.<br />
MTU engines for tugs - reliable and durable<br />
MTU’s Series 4000 ‘Ironmen’ engines, which have a power range of 746 –<br />
1,840kW for unrestricted continuous operation and up to 2,240kW for vessels<br />
such as crewboats, were developed to meet the particular requirements of the<br />
workboat market. Specifically, this means maximising engine performance,<br />
extending the time between overhauls and reducing fuel consumption. As a<br />
result, the ‘Ironmen’ engines deliver a fuel consumption of 195g/kWhr and can<br />
operate for up to 33,000hrs before the engines are due a major overhaul – key<br />
advantages for tugs and other commercial vessels that depend on reliable<br />
and cost-efficient propulsion solutions with the highest<br />
possible availability. <strong>In</strong> a large number of tug systems, MTU<br />
diesels are driving <strong>Rolls</strong>-<strong>Royce</strong> azimuth thrusters.<br />
Power offshore<br />
The ‘Ironmen’ engines are also the base for MTU’s<br />
diesel-electric propulsion systems in the offshore sector.<br />
An example is the PSV Eldborg, which is powered by<br />
four 12 cylinder 4000 M40B engines rated at 1,560kW<br />
and delivered in 2009. Vessels in the offshore wind<br />
industry also benefit from MTU’s diesel and<br />
diesel-electric solutions. Two of the most recent<br />
windfarm support vessel designs feature MTU diesel<br />
and <strong>Rolls</strong>-<strong>Royce</strong> waterjet propulsion (see page 53).<br />
<strong>In</strong>stalling bulky wind turbine towers in rough seas is<br />
a real challenge for a workboat’s propulsion system.<br />
RWE <strong>In</strong>nogy’s latest installation vessels are equipped
www.rolls-royce.com<br />
19<br />
4<br />
with an MTU diesel-electric system for dynamic vessel<br />
positioning and reliable operation of all ship systems<br />
in powerful tidal currents and at high wind speeds. It is<br />
due to these advanced engine technologies that MTU’s<br />
diesel-electric propulsion solutions have since drawn the<br />
attention of a number of international naval architects.<br />
High-performance engines for<br />
fast ferries<br />
<strong>In</strong> order to quickly and reliably transport commuters<br />
and tourists to their destinations, fast ferries depend on<br />
powerful propulsion systems. MTU has been providing<br />
shipyards such as Austal with the solutions to meet<br />
increasing demands on new vessels, which have to carry<br />
more people while completing their routes to the same<br />
schedule. Large modern high-speed catamarans like<br />
the Jean de la Valette and the trimaran ferry Benchijigua<br />
Express are powered by the largest engines MTU<br />
produces, the power-dense 8000 series. Both vessels<br />
are also propelled by <strong>Rolls</strong>-<strong>Royce</strong> waterjets. <strong>In</strong> combination<br />
with comprehensive maintenance contracts, the fast<br />
ferries are well-equipped to meet any current and<br />
future requirements.<br />
State-of-the-art yacht propulsion<br />
The experience and expertise gained from naval and<br />
commercial applications have been incorporated into the<br />
design of MTU’s yacht propulsion systems. This results in<br />
MTU yacht engines not only being extremely powerful,<br />
quiet and compact, but also fuel-efficient, cost-effective<br />
and reliable. As a systems supplier, MTU integrates<br />
all components based on the clients’ most exclusive<br />
demands – from the engine as the heart of the system<br />
to the transmission and generators to the standardised<br />
electronic monitoring and control systems like ‘Blue Vision’.<br />
Drive solutions are individually designed for each yacht.<br />
Italian manufacturer Ferretti, for example, relies on MTU<br />
Series 2000 engines for best in class power-to-weight<br />
ratio. Semi-displacement yachts like those of Dutch<br />
builder Heesen are equipped with Series 4000 engines for<br />
especially high standards with regards to noise, vibration<br />
and reliability.<br />
Implementing key technologies<br />
The manufacture of diesel engines for marine applications<br />
at MTU has a long tradition. Fast-running and compact<br />
four-stroke diesel engines have been developed and<br />
manufactured since the 1930s.<br />
The most significant challenge in the development<br />
of next generation diesel engines is compliance with<br />
future exhaust gas emission limits, while also ensuring<br />
low fuel consumption.<br />
Tognum develops key technologies for clean and<br />
efficient diesel engines in-house. By combining<br />
turbocharging, fuel injection, electronic monitoring and<br />
control systems, in addition to advanced combustion<br />
technology, Tognum engineers have optimised the<br />
in-engine technologies to the point where no additional<br />
external after treatment is necessary to comply with<br />
today’s emission standards.<br />
If in-engine optimisation is no longer sufficient to meet<br />
the more stringent emission requirements, then exhaust<br />
gas after-treatment such as selective catalytic reduction<br />
(SCR) or a diesel particulate filter (DPF) is added. As a result,<br />
system solutions deliver minimised fuel consumption with<br />
low exhaust emissions and long engine life. [MG]<br />
1. The future F125<br />
frigates of the<br />
German Navy will<br />
each be powered<br />
by four MTU<br />
Series 4000 diesel<br />
gensets producing<br />
12,060kW, to power<br />
onboard systems<br />
and provide diesel<br />
electric propulsion<br />
for cruising speeds<br />
up to 20 knots.<br />
2. Four MTU series<br />
8000 engines<br />
rated at 9,100kW<br />
drive three<br />
<strong>Rolls</strong>-<strong>Royce</strong><br />
Kamewa waterjets<br />
to give the<br />
101m trimaran<br />
Benchijigua Express,<br />
operated by Fred<br />
Olsen in the<br />
Canary Islands a<br />
top speed in excess<br />
of 40 knots.<br />
3. Starnav’s line<br />
handling tug Sirius<br />
relies on MTU<br />
16V 4000 M63<br />
‘Ironmen’ engines<br />
to deliver 70t<br />
of bollard pull.<br />
Starnav provides<br />
oil & gas offshore<br />
services to<br />
Petrobras and<br />
Repsol activities<br />
in Brazil.<br />
4. The 73m super<br />
yacht Silver built by<br />
Hanseatic Marine<br />
in West Australia<br />
is powered by two<br />
MTU 16V 4000 M93<br />
diesel engines,<br />
which give a<br />
maximum speed<br />
of 27 knots.
20 TECHNOLOGY<br />
Anti-heeling<br />
with simultaneous roll-reduction<br />
<strong>Rolls</strong>-<strong>Royce</strong> can now provide anti-heeling<br />
and roll-reduction in a single system. Crane<br />
operations at sea can therefore be carried out<br />
on more days than previously possible.<br />
1<br />
<strong>Rolls</strong>-<strong>Royce</strong> has been<br />
designing U-tanks for roll-<br />
reduction and anti-heeling<br />
(formerly <strong>In</strong>tering) for over<br />
40 years. These systems have proved<br />
so reliable that in some places they<br />
have become the accepted standard<br />
for shipyards and shipping lines.<br />
A particular speciality is the<br />
combined U-tank. Roll-reduction<br />
during operations at sea and<br />
anti-heeling in harbour can be<br />
carried out with the one tank, saving<br />
significantly on space. The principle<br />
has been proven with installations<br />
on several hundred ships, but<br />
until recently, it was only possible<br />
to select one of the functions,<br />
depending on requirement.<br />
The next logical step –<br />
anti-heeling with simultaneous<br />
roll-reduction – has now been<br />
successfully realised, with<br />
installations on the ROV/dive<br />
support vessels Deep Cygnus and Normand Pacific, and<br />
feedback is good. They are no longer forced to wait<br />
for sea conditions almost as calm as in harbour before<br />
commencing lifting operations.<br />
The key to simultaneous operation is a multi-tank<br />
system of adequate tank capacity and momentum for<br />
both applications. Since in most cases the tank capacity<br />
is designed according to the maximum crane moment,<br />
simultaneous operation can only take place with the<br />
crane under part load, so that sufficient tank moment<br />
still remains for roll-reduction.<br />
These vessels each have three U-tanks. <strong>In</strong> normal<br />
mode, when crane operations are not being undertaken,<br />
all three tanks operate in roll damping mode. When<br />
crane operations are being carried out, one or two of the<br />
tanks are switched to the anti-heeling mode, depending<br />
on the sea state and the load being lifted. Both systems<br />
are designed for operation with maximum reliability and<br />
minimal energy consumption. There are no moving parts<br />
in the water.<br />
For ice breakers, the system gives another benefit, ice<br />
heeling or duck walk, where the system is set to give<br />
the vessel a gentle roll of 3-4 degrees in a three-minute<br />
cycle. This ensures a regular change in waterline <strong>depth</strong><br />
to keep the sides of the vessel wet,<br />
thereby reducing external ice<br />
build-up and increasing speed. A<br />
wider channel is also created.<br />
Roll-reduction<br />
The directly controlled U-tanks<br />
(wing tanks measuring<br />
approximately two to three decks<br />
in height, connected to each other<br />
by water and air cross-ducts) are<br />
designed to meet the shortest roll<br />
that can be expected from the ship<br />
during its normal operations.<br />
The movement of the tank water<br />
is passive, induced solely by the<br />
rolling movement of the ship, and<br />
the system maintains its full effect<br />
even at zero speed. The shifting of<br />
the centre of gravity, which is the<br />
difference in level between the<br />
two wing tanks, generates the tank<br />
momentum that counteracts the<br />
roll motion.
www.rolls-royce.com<br />
21<br />
2<br />
1. Deep Cygnus uses<br />
three tanks in<br />
combination for<br />
simultaneous<br />
anti-heeling and<br />
roll reduction.<br />
2. For improved<br />
roll reduction,<br />
multiple valves<br />
enable tank delay<br />
to be extended<br />
maintaining a 90°<br />
phase delay as the<br />
roll period varies.<br />
3. The 121m ROV/<br />
dive support<br />
vessel Deep<br />
Cygnus.<br />
4. The multi-tank<br />
system is used<br />
in combination<br />
to reduce roll<br />
and provide antiheeling<br />
during<br />
lifting operations.<br />
3<br />
4<br />
PHOTO Richard Paton<br />
With periodic interruption of the<br />
tank’s ventilation using a series of<br />
durable disc valves that open and<br />
close within 0.4 seconds, the tank<br />
moment can be held constant.<br />
The system can therefore react<br />
automatically to every individual roll<br />
movement of the ship. This control<br />
mode preserves the necessary<br />
delay of ¼ roll period, i.e. 90° of tank<br />
period versus the ship roll motion,<br />
in each single roll movement for the<br />
best possible reduction of roll.<br />
The tanks are usually positioned<br />
in the parallel mid-ship area, where<br />
the leverage is greatest for the tank<br />
moment and therefore the required<br />
mass is smallest. If this is not<br />
possible, the tank can be moved<br />
aft. Moving forward is undesirable<br />
as acceleration forces from pitching<br />
should be avoided inside the tank.<br />
Anti-heeling<br />
The anti-heeling action is achieved using the same tank<br />
but by means of an air blower, which acts on the water<br />
surface with a maximum over-pressure of 1Bar.<br />
The airflow is controlled by a special valve group, which<br />
can switch to any operating condition (water to starboard,<br />
to port, or stop) in less than one second. The system<br />
therefore reacts almost instantaneously to the current<br />
heeling moment. This is particularly useful if the moment<br />
of the crane does not change linearly, but resembles<br />
a sine-function. As air pressure is the weight transfer<br />
medium, the cross-duct no longer has to be tubular<br />
and a roll-reduction tank with its large and rectangular<br />
cross-duct can be used for anti-heeling duties.<br />
A further control option, already proven on<br />
paper-carrier vessels, reduces system reaction time<br />
even further. By programming the anti-heeling system<br />
to receive change of momentum (tm/min) signals<br />
directly from the crane reaction is immediate, no waiting<br />
for the delayed reaction to the ship’s list. <strong>In</strong> the ideal<br />
case, no further list occurs at all, since every crane<br />
movement is compensated for instantaneously by the<br />
anti-heeling system.<br />
Depending on the vessel<br />
application customers can select<br />
from a number of anti-heeling<br />
arrangements.<br />
Now that <strong>Rolls</strong>-<strong>Royce</strong> has become<br />
a major producer of shipboard<br />
cranes for demanding tasks<br />
offshore, as well as a ship designer<br />
and provider of anti-roll and<br />
anti-heel systems, fully integrated<br />
solutions can be designed and<br />
supplied. A combined system<br />
allows crane operations to continue<br />
safely, even in worsening weather<br />
conditions, for more operational<br />
revenue-earning days. [RW]
22 TECHNOLOGY<br />
Venice Syncrolift<br />
demonstrates step change<br />
in shiplift lift capacity<br />
The highest capacity Syncrolift® ever designed by <strong>Rolls</strong>-<strong>Royce</strong> was recently<br />
commissioned in Venice. It sets a new standard in tonne/metre lift capacity<br />
and means shiplifts can now be designed to lift Aframax size vessels.<br />
1<br />
2
www.rolls-royce.com<br />
23<br />
PHOTO GLF<br />
PHOTO GLF<br />
1. Caissons weighing<br />
up to 22,300t<br />
will be launched<br />
by the 52m wide<br />
Syncrolift.<br />
2. Once launched,<br />
the caissons will<br />
be towed out and<br />
placed in position<br />
at the lagoon<br />
inlets.<br />
3. The gates rest<br />
in the caissons<br />
anchored on the<br />
seabed.<br />
4. Aerial view of the<br />
Venice launch site.<br />
With a platform width of 52m and a length of<br />
just 60m, the Venice Syncrolift is the widest<br />
shiplift designed and constructed to date.<br />
Two rows of 1,200 tonne hoists give the<br />
shiplift a net lifting capacity of over 24,000 tonnes –<br />
the greatest tonne/metre capacity of any Syncrolift in<br />
the world.<br />
This latest advance in the application of <strong>Rolls</strong>-<strong>Royce</strong><br />
shiplift technology is now operational in Venice, Italy<br />
and is a revolutionary departure from standard Syncrolift<br />
designs. It will launch concrete caissons, not ships.<br />
The Syncrolift was custom designed to meet the<br />
requirements of the Venice flood barrier project, known<br />
as MOSE. It will be used to launch 18 giant concrete<br />
caissons, fabricated by Grandi Lavori Fincosit (GLF), that<br />
will become the seabed supports for the barriers being<br />
constructed in the inlets of Venice’s three lagoons. When<br />
complete, huge gate-like barriers will be anchored to<br />
the caissons mounted on the seabed and will protect<br />
Venice from high waters that are increasingly threatening<br />
the city.<br />
The full-scale operational trial launched a 7,000<br />
tonne test caisson and proved all aspects of the caisson<br />
preparation, transportation and launch process. It was<br />
3<br />
4<br />
completed by GLF and <strong>Rolls</strong>-<strong>Royce</strong> engineers in less than<br />
eight hours.<br />
Although the test caisson launched into the waters of<br />
the Venice lagoon weighed as much as a small warship,<br />
it was one-third of the weight of the largest caisson that<br />
will be launched.<br />
The MOSE System that will safeguard Venice from high<br />
waters consists of a series of gates that can be raised<br />
to separate the lagoon from the sea. They are being<br />
constructed at the lagoon inlets of Lido, Malamocco<br />
and Chioggia, the three openings in the barrier island<br />
through which tides propagate in the lagoon.<br />
<strong>In</strong> normal tidal conditions, the gates (a type of<br />
pontoon) rest in the caissons anchored on the seabed<br />
in the inlets. They are completely invisible and do not<br />
require modifying exchanges between sea and lagoon.<br />
During high waters, they will be raised to prevent the<br />
tide from entering. At present, the tidal level at which<br />
the gates will be raised has been set at 110 cm, the level<br />
which Venice has been protected by raising quaysides<br />
and paving.<br />
Venice and the lagoon will be protected from tides of<br />
up to 3m and will therefore be effective even if the level<br />
of the sea rises significantly.<br />
The MOSE system is the last and most important<br />
element in the plan of measures implemented by the<br />
Ministry of <strong>In</strong>frastructure and Transport – Venice Water<br />
Authority through the Consorzio Venezia Nuova to<br />
safeguard the Venice lagoon area. GLF will fabricate<br />
and install a total of 18 caissons on the seabed, with the<br />
largest weighing 22,300 tonnes.<br />
Derived from the successful and proven Syncrolift<br />
shiplift and transfer system technology, typically used<br />
for docking and undocking ships, the new <strong>Rolls</strong>-<strong>Royce</strong><br />
caisson lift takes shiplift capability to a new level. With<br />
the integration of 1,200 tonne hoists, it has been possible<br />
to virtually double Syncrolift lift capacity. This, coupled<br />
with the development of the much wider 52m platform,<br />
will enable Syncrolifts to be constructed with capacities<br />
to safely dock and undock much heavier and wider<br />
ships, including Aframaxes and cruise ships, thereby<br />
providing a viable alternative to drydocking for major<br />
ship repairers.<br />
The Syncrolift design is also very flexible, so longer<br />
ships can be accommodated by simply extending the<br />
platform length and adding more hoists.<br />
As the world leader in shiplift and transfer systems<br />
with more than 245 installations designed and supplied<br />
to over 70 countries around the world, <strong>Rolls</strong>-<strong>Royce</strong><br />
is looking to apply greater lifting power to other<br />
applications, and improve operational flexibility for<br />
customers with diverse docking needs. [AR]
24 TECHNOLOGY<br />
1<br />
Safe and<br />
efficient<br />
deck operations<br />
with new crane<br />
technology<br />
The <strong>Rolls</strong>-<strong>Royce</strong> range of advanced,<br />
precision heavy lifting tools, primarily for<br />
offshore vessels, vessels. continues to expand.
www.rolls-royce.com<br />
25<br />
Over the past few<br />
years, <strong>Rolls</strong>-<strong>Royce</strong> has<br />
developed and put into<br />
service a range of deck<br />
machinery to make work on the<br />
decks of offshore anchorhandlers<br />
safer for the crew. The same has been<br />
done for platform supply vessels that<br />
have to load and discharge cargo at<br />
rigs and platforms, often in rough<br />
sea conditions.<br />
This work continues, with a<br />
number of new systems under<br />
development or specified for vessels<br />
currently under construction.<br />
With the acquisition of Odim and<br />
new agreements with partners,<br />
<strong>Rolls</strong>-<strong>Royce</strong> has been able to<br />
rationalise and expand its marine<br />
crane activities.<br />
Rail-mounted cranes for supply<br />
vessels and anchorhandlers are a<br />
feature of many vessels equipped<br />
by <strong>Rolls</strong>-<strong>Royce</strong>, with over a hundred<br />
now in service. They can be fitted<br />
with remote controlled manipulators<br />
to make anchor handling operations<br />
involving chains and wires under high<br />
tension far safer for the deck crew.<br />
The latest development is in the crane itself, with the<br />
introduction of the active heave compensated (AHC) dual<br />
draglink crane. A special parallelogram linkage formed by<br />
the boom and two links, allows the hook to be positioned<br />
anywhere in a much larger working envelope than the<br />
alternative knuckleboom layout. Other advantages include<br />
increased lifting height, efficient vertical and horizontal<br />
load handling with good heave compensation. The crane<br />
itself has a low centre of gravity and is light for its power<br />
and capability.<br />
The first crane of the 50t active heave compensated<br />
dual draglink type is being supplied to Olympic Shipping.<br />
It can handle 50t loads at an outreach of 8m, or 20t on a<br />
20m arm. The active heave compensation system allows<br />
for substantial movements either side of nominal. A<br />
version designed specifically for platform supply vessels<br />
(PSV) is also ready for delivery and will be fitted to the UT<br />
754 WP now being built for Farstad Shipping.<br />
Two types of crane – knuckleboom and dual draglink<br />
– each have advantages and applications and both are<br />
being manufactured and further developed. Feedback<br />
on a 150t knuckleboom crane with heave compensation<br />
delivered to Havila Subsea has been positive and two other<br />
cranes of this configuration are now going into service.<br />
With offshore construction work in deep water<br />
growing rapidly and operations in 4,000m <strong>depth</strong>s<br />
becoming increasingly the basis for specifications, the<br />
application of fibre rope is gaining ground as the limits<br />
of steel wire is reached. Fibre ropes require special<br />
handling, for which <strong>Rolls</strong>-<strong>Royce</strong><br />
has developed the CTCU traction<br />
winch. It has proved very successful,<br />
both technically and in terms of<br />
operating economics. This fibre rope<br />
handling technology is now being<br />
incorporated into <strong>Rolls</strong>-<strong>Royce</strong> cranes,<br />
giving sensitive load control in ultra<br />
deep water with very effective heave<br />
compensation. The same technology<br />
is also being used successfully for<br />
oceanographic research. [RW]<br />
1. On the dual draglink<br />
crane, a special<br />
parallelogram<br />
linkage formed<br />
by the boom<br />
and two links,<br />
allows the hook<br />
to be positioned<br />
anywhere in a much<br />
larger working<br />
envelope, compared<br />
to the knuckleboom<br />
layout.<br />
2. A knuckleboom<br />
crane with 150t<br />
capacity and heavy<br />
compensation is in<br />
service with Havila<br />
Subsea.<br />
2
26<br />
Regional Focus<br />
Marine Policing<br />
Unit of London’s the<br />
Metropolitan Police<br />
patrols 48 miles of<br />
the river Thames,<br />
from Dartford to<br />
Hampton Court.<br />
Largest vessel in the<br />
fleet is the <strong>Rolls</strong>-<strong>Royce</strong><br />
propelled logistic<br />
support vessel, Patrick<br />
Colquhoun capable of<br />
over 30 knots.
27<br />
Maritime excellence:<br />
from the Bosporus<br />
to the Baltic<br />
<strong>In</strong> this, the first of a two-part focus on Europe,<br />
<strong>In</strong>-<strong>depth</strong> looks at the wealth of diversity across<br />
the European maritime industry and how<br />
<strong>Rolls</strong>-<strong>Royce</strong> is positioned throughout the<br />
continent to serve its growing number of<br />
customers, while continuing to develop<br />
innovative technologies and invest in worldclass<br />
manufacturing and service facilities.
28 REGIONAL FOCUS<br />
<strong>In</strong> this issue, we take an inside<br />
view at how <strong>Rolls</strong>-<strong>Royce</strong> has<br />
developed marine operations in<br />
countries stretching from Turkey<br />
to Poland, through the busy shipping<br />
lanes of the Mediterranean, the<br />
English Channel and the southern<br />
shores of the Baltic Sea. Activities<br />
in the Nordic countries and the<br />
opportunities in Russia and the Arctic<br />
region will be subject of a regional<br />
focus in the next issue.<br />
World’s largest<br />
maritime territory<br />
The European Union countries,<br />
collectively, have a coastline seven<br />
times that of the US and four times<br />
as long as Russia’s. When outlying<br />
regions are included, the EU also has<br />
the world’s largest maritime territory.<br />
Europe was the base for world<br />
maritime exploration over the<br />
centuries and is now the home to<br />
some of the world’s biggest merchant<br />
shipping fleets, with names such as<br />
Maersk, MSC and P&O all based in<br />
European waters while plying their<br />
trade across the globe.<br />
There’s no surprise, then, that the<br />
maritime industry is a significant<br />
driving force in the economies of<br />
Europe, playing a key role in the<br />
movement of people and cargo,<br />
fishing, energy production and of<br />
course, in the defence of nations<br />
through significant naval capabilities.<br />
Around 40 per cent of all freight<br />
moved in Europe, is classed as Short<br />
Sea Shipping, meaning many of<br />
hundreds of vessels moving a wide<br />
variety of products over a complex<br />
network of trading routes 365 days<br />
a year.<br />
Europe is also the base for many<br />
of the world’s leading ship designers<br />
and manufacturers of highly<br />
advanced marine equipment. While<br />
ship building volume may have<br />
declined sharply in the last 25 years,<br />
there are still around 200 yards in<br />
Europe building ocean-going vessels,<br />
while many yards are serving the<br />
growth in demand for ship repairs.<br />
Despite recent economic turmoil<br />
in many European countries, the<br />
shipping industry plays a significant<br />
part in the way continental countries<br />
do business with each other and<br />
the rest of the world. <strong>Rolls</strong>-<strong>Royce</strong><br />
PHOTO Bourbon<br />
is investing to provide support across all sectors of the<br />
industry in this hugely diverse region.<br />
Supporting European shipping<br />
across the globe<br />
<strong>In</strong> recent years, <strong>Rolls</strong>-<strong>Royce</strong> has invested significantly in a<br />
network of state-of-the-art marine service centres across<br />
Europe, with new or expanded facilities opening recently<br />
in Rotterdam, Genoa, Hamburg and Gdynia. <strong>In</strong> addition<br />
to the larger service centres, even greater geographic<br />
coverage is maintained through an extensive team of<br />
service engineers, many working from local dedicated<br />
offices, such as those in Greece, Spain, France and Turkey.<br />
“We mustn’t forget that Europe is by far the world’s<br />
largest ship owning region, and with those owners<br />
operating across the globe, we can support them through<br />
our global service network covering 35 countries,” says<br />
Martin Hall, SVP, Services – Europe.<br />
“Owners choose to carry out maintenance work at<br />
whatever yard offers the optimum and most cost effective<br />
solution, and at a time that fits operating schedules, so we<br />
actually work with our customers worldwide, offering a<br />
consistent level of support.”<br />
<strong>In</strong> Europe, <strong>Rolls</strong>-<strong>Royce</strong> has a mix of fixed and mobile<br />
service capability, covering an area from the eastern<br />
Mediterranean to the Atlantic coast, the Baltic and<br />
Nordic region.<br />
A network of convenient, fully<br />
equipped facilities in the major<br />
ports are supplemented by mobile<br />
engineering capability in the shape<br />
of containerised workshops, which<br />
can be deployed exactly where and<br />
when they’re needed.<br />
Mediterranean<br />
The Mediterranean is dominated<br />
by the Merchant sector with an<br />
abundance of cruise ships and ferries<br />
catering to millions of tourists, and<br />
cargo ships of all classes serving<br />
the numerous ports, ranging from<br />
Istanbul, Naples and Genoa, to<br />
Barcelona and Marseille.<br />
However, the merchant sector is<br />
not completely dominant. Italy is<br />
one example of where <strong>Rolls</strong>-<strong>Royce</strong><br />
also has broad coverage across the<br />
naval and offshore sectors, with FF<br />
waterjets powering the Navy’s V2000<br />
fast attack craft – a fleet which will<br />
total 100 boats – and one of the<br />
world’s largest offshore companies<br />
Saipem, operating <strong>Rolls</strong>-<strong>Royce</strong>
www.rolls-royce.com<br />
29<br />
1<br />
2<br />
3<br />
designed UT vessels.<br />
The <strong>Rolls</strong>-<strong>Royce</strong> marine service centre in Genoa, Italy,<br />
is a hub for activity in the region, and as site manager<br />
Stefano Lavezzaro explains, the facility has become<br />
popular with customers, since opening in 2009.<br />
He says: “Italy is one of the world leaders in the design<br />
and construction of luxury yachts. This is a key market for<br />
our smaller Kamewa waterjets and since the opening of<br />
the Genoa service centre, we are seeing many customers<br />
choose <strong>Rolls</strong>-<strong>Royce</strong> for overhaul of these components<br />
during the winter months. We have around 600 of the<br />
small waterjets in service in the region.”<br />
“We also have azimuth thrusters on tugs in all the major<br />
ports, and have close relationships with the three main<br />
tug builders in Europe. We have around 50 per cent of the<br />
Mediterranean market for tug propulsion.”<br />
The cross-sector spread is similar in France, where<br />
Bourbon, another of the leading offshore companies is<br />
an operator of a sizeable fleet of <strong>Rolls</strong>-<strong>Royce</strong> UT vessels,<br />
deployed in oil fields around the world, as well as ocean<br />
going tugs stationed around the entire French coastline.<br />
The French Navy uses <strong>Rolls</strong>-<strong>Royce</strong> equipment, such as<br />
Mermaid Pods and stabilising fins on the Mistral class<br />
amphibious assault ships and propellers on the aircraft<br />
carrier Charles de Gaulle.<br />
Turkey has a buoyant shipping industry, together with<br />
a maritime cluster of more than 50 shipyards around<br />
Istanbul. <strong>Rolls</strong>-<strong>Royce</strong> has established an office in Tusla, in<br />
the heart of Turkey’s ship building and repair industry.<br />
The city’s main ferry operator, IDO, is Europe’s largest<br />
ferry operator by passenger number, moving a colossal<br />
100 million people every year. Fifteen of IDO’s fleet use<br />
<strong>Rolls</strong>-<strong>Royce</strong> propulsion products including Kamewa<br />
waterjets and Azipull thrusters.<br />
Turkey’s Navy is embarking on a major expansion<br />
over the coming decade, with more than 100 new ships<br />
proposed. Many of these platforms will be suited to<br />
<strong>Rolls</strong>-<strong>Royce</strong> propulsion systems and discussions continue<br />
between the company, shipyards and the Navy.<br />
North and West<br />
Europe has a significant number of specialist design<br />
and production facilities, each focused on specific areas<br />
of marine technology. <strong>In</strong> the UK, <strong>Rolls</strong>-<strong>Royce</strong> provides<br />
technical leadership in relation to a number of products<br />
including marine gas turbines, replenishment-at-sea<br />
systems, electrical power and control systems and thrust<br />
and propulsion shaft line bearings.<br />
Bristol is the European headquarters for the <strong>Rolls</strong>-<strong>Royce</strong><br />
Naval business. The range of marine gas turbines is<br />
developed here, with the MT30, the world’s most power<br />
dense, designed, assembled and tested on site. The Naval<br />
team specialises in systems integration offering bespoke<br />
packages suited to customers’ requirements. A dedicated<br />
1. French company<br />
Bourbon operates<br />
a number of<br />
<strong>Rolls</strong>-<strong>Royce</strong><br />
designed and<br />
equipped vessels,<br />
including those<br />
that provide<br />
emergency<br />
support to vessels<br />
in distress.<br />
2. Retractable<br />
stablisers are<br />
designed and<br />
manufactured at<br />
the <strong>Rolls</strong>-<strong>Royce</strong><br />
facilty in<br />
Dunfermline, UK.<br />
These units are for<br />
the Royal Navy’s<br />
new QE class<br />
carriers.<br />
3. Hamburg is one of<br />
Europe’s busiest<br />
ports and is now<br />
served by a new<br />
and enlarged<br />
marine service<br />
centre.
30 REGIONAL FOCUS<br />
naval ship design team has recently<br />
been established.<br />
<strong>In</strong> Newcastle, the <strong>Rolls</strong>-<strong>Royce</strong><br />
Michell Bearings business<br />
manufactures shaft line bearings<br />
and thrust blocks for a range of<br />
commercial and naval customers.<br />
Replenishment-at-sea systems are<br />
also designed at the site.<br />
At Portsmouth, close to the UK’s<br />
largest Naval base, the <strong>Rolls</strong>-<strong>Royce</strong><br />
Marine Electrical Systems business<br />
specialises in low voltage control<br />
systems used predominantly in naval<br />
ships and submarines.<br />
Further north in Scotland, a major<br />
investment in service capability has<br />
seen the establishment of a hub for<br />
diesel engine repair and overhaul<br />
at Dunfermline. The facility is also<br />
a centre of excellence for motion<br />
control systems, designing and<br />
manufacturing retractable and fixed<br />
fin stabilisers. It is currently involved in<br />
the manufacture of underwater tidal<br />
turbines for a demonstration project<br />
off the Orkney Islands.<br />
The UK has a burgeoning market<br />
in offshore wind farms and a number<br />
of smaller yards are developing<br />
innovative designs for support and<br />
crew boats. <strong>Rolls</strong>-<strong>Royce</strong> is supplying<br />
increasing numbers of waterjets to<br />
many of this new class of vessel in<br />
a market that is set to grow with<br />
increased use of renewable energy in<br />
UK waters.<br />
Europe’s largest port, Rotterdam, is<br />
home to one of the largest <strong>Rolls</strong>-<strong>Royce</strong><br />
marine service centres. The facility has<br />
recently undergone a major expansion,<br />
which has doubled workshop space<br />
to 1,500m2 and the introduction of the<br />
latest equipment used in the servicing<br />
marine products.<br />
Southern Baltic<br />
Last year, <strong>Rolls</strong>-<strong>Royce</strong> opened two<br />
new service centres in mainland<br />
Europe, Gdynia, near the southern<br />
Baltic port of Gdansk in Poland,<br />
and Hamburg on Germany’s North<br />
Sea coast (see page 31). These new<br />
world-class facilities are designed to<br />
provide significantly more workshop<br />
space with the capability to handle<br />
and overhaul the larger items of<br />
<strong>Rolls</strong>-<strong>Royce</strong> marine equipment. They<br />
are located close to the waterfront,<br />
which puts the local service teams<br />
1<br />
close to the ship repair yards, simplifying communications<br />
and ensuring the prompt supply of parts and labour.<br />
Naval capability – mission critical<br />
across Europe<br />
The UK Royal Navy is the largest European naval user of<br />
<strong>Rolls</strong>-<strong>Royce</strong> equipment that powers a wide range of vessels<br />
from the entire fleet of nuclear powered submarines to the<br />
latest Type 45 Daring class destroyers. A major part of the<br />
propulsion system for the two new Queen Elizabeth class<br />
aircraft carriers is being supplied by <strong>Rolls</strong>-<strong>Royce</strong>.<br />
The company pioneered the development of<br />
the marine gas turbine more than 50 years ago and<br />
subsequently developed engines such as the Tyne, Spey,<br />
Olympus, WR-21 and today, the MT30.<br />
Most of Europe’s navies operate <strong>Rolls</strong>-<strong>Royce</strong> equipment<br />
in their fleets, and gas turbines are also in service with<br />
France, The Netherlands, Greece, Belgium, Bulgaria and<br />
Romania.<br />
The naval shipbuilding industry in Western Europe has<br />
an enviable heritage. Technical prowess means these yards<br />
are still delivering some of the world’s most advanced<br />
warships. Many commercial yards are now building naval<br />
ships, leading to a growing cross over in technology<br />
from the merchant and offshore sector, and <strong>Rolls</strong>-<strong>Royce</strong><br />
has established links with such yards, many of which are<br />
experienced in building and installing <strong>Rolls</strong>-<strong>Royce</strong> designs<br />
and equipment.<br />
A future of challenges<br />
and opportunities<br />
The coming years will witness massive change for global<br />
shipping as proposed environmental<br />
legislation becomes a reality. As an<br />
Emission Controlled Area (ECA), the<br />
shipping across the entire region<br />
will be subject to allowable sulphur<br />
emissions of less than 0.1 per cent,<br />
meaning technologies such as the<br />
<strong>Rolls</strong>-<strong>Royce</strong> range of lean burn gas<br />
engines will see a growth in demand.<br />
The need to comply with such<br />
tough restrictions is seeing more<br />
owners turn to environmentally<br />
friendly solutions, which in turn is<br />
driving technological advances across<br />
the industry and indeed Europe.<br />
<strong>Rolls</strong>-<strong>Royce</strong> continues to invest<br />
heavily in R&D, and with the world’s<br />
largest range of marine products,<br />
the Group will be at the forefront of<br />
developing the solutions that will<br />
transform shipping in Europe and<br />
beyond. [CT]<br />
1. Type 45 destroyers<br />
are now in service<br />
with the UK’s<br />
Royal Navy. The<br />
all-electric ships<br />
are equipped with<br />
a range of<br />
<strong>Rolls</strong>-<strong>Royce</strong><br />
systems that<br />
include WR-21<br />
gas turbines<br />
and Kamewa<br />
propellers.<br />
PHOTO BAE Systems
www.rolls-royce.com<br />
31<br />
New European Service Centres<br />
up and running<br />
1<br />
2<br />
New and enlarged service facilities in<br />
Hamburg and near Gdansk in Poland are<br />
enabling <strong>Rolls</strong>-<strong>Royce</strong> to provide a broader<br />
range of services in the region<br />
Last year, <strong>Rolls</strong>-<strong>Royce</strong> opened two new service centres in mainland Europe,<br />
Gdynia, near the port of Gdansk on the southern Baltic and Hamburg on<br />
Germany’s North Sea coast. Every year, around 60,000 ships enter or leave<br />
the Baltic Sea, so these world-class facilities are equipped to provide a<br />
significantly enhanced support capability for customers who operate from or use<br />
these centres for ship repairs.<br />
Gdynia, Poland<br />
Officially unveiled in 2011, the Gdynia facility is located in one of Europe’s largest<br />
ship repair yard clusters and is equipped to support and maintain the extensive<br />
range of <strong>Rolls</strong>-<strong>Royce</strong> products in service in the Baltic. The site benefits from having<br />
direct access to the waterfront with ease of access to nearby repair yards, serving<br />
a variety of customers from the commercial and offshore sectors, as well as the<br />
Polish Navy.<br />
<strong>Rolls</strong>-<strong>Royce</strong> has operated a manufacturing facility in Gniew, Poland, for over a<br />
decade, producing winches for merchant, fishing and offshore vessels, and the<br />
safer deck equipment range for offshore vessels. The Gdynia facility now increases<br />
capability in Poland to service a wider range of products that includes diesel<br />
and gas engines, thrusters, steering gear and propellers. It also has the specialist<br />
machining capability to provide a range of additional services that include<br />
propeller blade polishing and root machining.<br />
“Poland is an important market for <strong>Rolls</strong>-<strong>Royce</strong> and this is reflected in our<br />
decision to develop a major new facility in Gdynia, one of the Baltic’s busiest<br />
ports,” says Martin Hall, SVP, Services – Europe. “This will help our customers<br />
maximise availability of their vessels by giving them access to highly skilled service<br />
engineers and state-of-the-art workshop facilities.”<br />
The site comprises 1,000m2 of workshop, stores area and office space, and has<br />
space to accommodate future expansion. Workshop height and crane capacity<br />
have been designed to cope with the largest thrusters<br />
and equipment. <strong>In</strong> addition to providing service engineers<br />
with a range of servicing and maintenance skills across the<br />
<strong>Rolls</strong>-<strong>Royce</strong> product range, the facility is also the base for<br />
new equipment sales and spare parts for the Baltic region.<br />
The larger Gdynia facility replaces the smaller service office<br />
formerly located in the city.<br />
By 2014, around 60 service engineers are expected to be<br />
operating from <strong>Rolls</strong>-<strong>Royce</strong> Poland facilities.<br />
Hamburg, Germany<br />
The newest European service centre is located in the Port of<br />
Hamburg, one of the largest commercial ports in the region.<br />
Opened in September last year, the new 1,100m2 centre<br />
centralises all <strong>Rolls</strong>-<strong>Royce</strong> personnel previously working at<br />
three separate locations in the city.<br />
The workshop is well equipped with repair and overhaul<br />
capabilities for a wide range of equipment including<br />
thrusters, propellers, steering gear and winches. It also<br />
benefits from specialist machining capabilities, allowing a<br />
wide range of repairs to be undertaken in-house.<br />
The facility is also the centre of excellence for the design<br />
and manufacture of tank-based stabilising and anti-heeling<br />
systems, which automatically control water movement<br />
between tanks on either side of a ship to give balance and<br />
counteract roll in rough seas.<br />
Like Gdynia, Hamburg has a team of highly skilled<br />
engineers, available 24/7 to respond to customers’ needs<br />
throughout the region. [DC]<br />
1. External view of<br />
the new Hamburg<br />
facility.<br />
2. Over 100 guests<br />
attended the<br />
formal opening in<br />
Poland.
32<br />
PHOTO EMAS Marine<br />
Updates<br />
UT 788 CD Lewek<br />
Fulmar delivers the<br />
floating production,<br />
storage and<br />
offloading vessel<br />
Lewek EMAS to the<br />
Chim Sao Field,<br />
Vietnam.
33<br />
EMAS invests in flexibility<br />
with performance<br />
Two UT 788 CDs are now operating for EMAS in<br />
support of client operations. They are the largest UT<br />
Offshore vessels to be built in Asia to date and the<br />
design was developed in close cooperation with<br />
the customer to meet a strict set of requirements.
34 UPDATES<br />
1<br />
2<br />
3<br />
PHOTO EMAS Marine<br />
Lewek Fulmar and Lewek Falcon are among the<br />
most powerful vessels of their type operating<br />
today. They are multifunctional deepwater<br />
anchor-handling tug supply and service vessels<br />
with many capabilities: ultra-deepwater anchor-handling,<br />
towing and supply. The specific design brief was to extend<br />
their service scope capability and as such, they can also<br />
support other tasks related to subsea construction, ROV<br />
intervention, subsea maintenance and repair work.<br />
“Central to our vision was that these new vessels would<br />
be technically complex, making the very best of available<br />
technology and able to deliver our clients’ future needs,<br />
even before they knew what those needs were,” says Robin<br />
Kirkpatrick, Chief Executive Officer of EMAS Marine.<br />
“We are continuing to expand globally, to markets<br />
outside Asia where complex vessels are the norm, so<br />
the ability to safely undertake deepwater and harsh<br />
environment operations was at the forefront of our<br />
decision to invest. We took the view that only companies<br />
able to meet the exacting demands of harsh environment<br />
deep water operations and able to satisfy ever more<br />
demanding clients would continue to be successful,”<br />
adds Kirkpatrick. “Early on, there was a lot of dialogue<br />
between <strong>Rolls</strong>-<strong>Royce</strong> and ourselves, as we worked out the<br />
key design and performance parameters. Minimising the<br />
vessel’s environmental impact and maximising crew safety<br />
and comfort were high on the list.”<br />
Powerful and capable<br />
Meeting these demands requires sizable and powerful<br />
vessels, 93.4m long overall, 22m beam with a max draught<br />
of 7.87m and over 25,000kW of installed power and the<br />
largest bollard pull ever achieved from a vessel built<br />
in Asia.<br />
The 815m 2 of deck area is strengthened for heavy<br />
cargoes and ensures all the normal supplies can be<br />
carried up to a deadweight of 4,700 tonnes. Built to<br />
Lloyd’s Register LRS +100A1 class with DP (AA), the vessels<br />
meet Lloyd’s Register Environmental Protection (EP)<br />
requirements for reduced emissions and water pollution<br />
risks. Double skin construction protects fuel tanks and<br />
potentially polluting cargo in the event of collision<br />
or grounding.<br />
With its full outfit of <strong>Rolls</strong>-<strong>Royce</strong> equipment and systems<br />
the UT 788 CD offers impressive capabilities. The main<br />
hydraulic winch has three drums for different tasks. The<br />
anchor-handling drum can pull 500 tonnes and the two<br />
towing/working drums have pulls of 450 tonnes and<br />
can hold 750 tonnes on the brake. All have a large wire<br />
capacity and large rig chain lockers provide for ultradeepwater<br />
anchor-handling.<br />
The main winch is complemented by secondary<br />
winches and deck equipment for safely handling wires<br />
and chains. An installed ROV hanger suitable for a work<br />
class ROV complete with control office is incorporated in<br />
the hull design. Lewek Falcon additionally has a 150t active<br />
heave compensated knuckle boom crane aft and a second<br />
work class ROV on a mezzanine deck.<br />
Sister ship Lewek Fulmar has a 350 tonne capacity A<br />
frame in way of the stern which uses the existing
www.rolls-royce.com<br />
35<br />
<strong>Rolls</strong>-<strong>Royce</strong> winch set up, so that work like the handling of<br />
torpedo anchors can be safely undertaken.<br />
Crew safety, another key requirement, is enhanced by<br />
the <strong>Rolls</strong>-<strong>Royce</strong> Safer Deck Operations systems. Remote<br />
controlled travelling cranes and manipulators, pennant<br />
wire winder and other equipment are used to reduce the<br />
risk to sea staff during operations.<br />
Hybrid system savings<br />
Depending on the type of operation, the UT 788 CD can<br />
run in any of six principle propulsion modes. This caters<br />
for the large differences in power demand in the various<br />
operating modes to both cut fuel consumption and<br />
reduce emissions. Two 8,000kW main engines drive the<br />
propellers and also generate electricity. They can be<br />
used in various combinations with the four 2,230kW<br />
auxiliary generator sets to give a diesel mechanical or<br />
diesel-electric system, providing power in the most<br />
efficient way for propulsion, manoeuvring and for the<br />
deck and hotel electrical modes.<br />
Electric motors supplement the main engines when<br />
high power is required on the propellers. Conversely, two<br />
retractable azimuth thrusters deliver low speed with very<br />
low fuel consumption and provide part of the dynamic<br />
positioning capacity.<br />
“<strong>In</strong> diesel-electric mode the fuel cost saving is<br />
exceptional, up to 71 per cent compared to diesel<br />
mode at the same output”, says Michael Petersson, Fleet<br />
Manager, EMAS Marine, “with a respectable bollard pull of<br />
158 tonnes”.<br />
“The diesel-electric mode is utilised particularly during<br />
voyage, standing by, towing and shallow water anchorhandling.<br />
As a result, running hours of the main engines<br />
is reduced between 50-80 per cent depending on charter<br />
requirements. Further savings will also be achieved in<br />
maintenance and spare parts costs. Clients also benefit<br />
through significantly reduced fuel costs”.<br />
The first job the Lewek Fulmar undertook in 2011<br />
was for a client Offshore <strong>In</strong>dia, laying out rig moorings.<br />
Although a relatively small project, due to improved<br />
stability and a larger deck area, it was possible to get<br />
everything done in a single trip, a few days ahead of<br />
schedule, working to world class safety standards.<br />
The second job was the successful installation of the<br />
co-owned FPSO Lewek EMAS for Vietnam’s Chim Sao<br />
oil project, a job well within the vessel’s capability. The<br />
job demonstrated the full suite of services provided by<br />
the EMAS group with EMAS Production converting and<br />
operating the FPSO, EMAS AMC installing the FPSO, EMAS<br />
Energy doing the well pre-testing and EMAS Marine<br />
supporting the entire project.<br />
Having complex vessels and projects means there is<br />
a need for a highly competent crew able to get the best<br />
from the vessel. These UT 788 vessels provide greater<br />
crew comfort and attention to safety, which helps to both<br />
attract and retain staff as the new vessels create a very<br />
positive working environment. This, coupled with EMAS’<br />
commitment to staff training and development, such as<br />
evidenced by the company’s commitment in its $10M<br />
EMAS Training Academy and Simulation Centre, makes a<br />
powerful combination.<br />
“These vessels are niche, deepwater capable and I<br />
believe this is the first time a Singapore based company<br />
had made a real commitment to complex vessels of the<br />
standard found more typically found in the North Sea for<br />
example,” says Kirkpatrick.<br />
“With a complex vessel, you have the ability to trade<br />
down to maximise utilisation and hybrid propulsion gives<br />
us the flexibility to market the vessels into different roles.<br />
More capability can deliver projects quicker with greater<br />
safety, potentially lower costs and a much reduced<br />
environmental footprint,” adds Kirkpatrick. “Ensuring our<br />
customers understand these key differentiators is our<br />
next challenge but is a challenge that we relish taking on.”<br />
Lewek Fulmar has now commenced a multi-year<br />
contract with a major client in Brazil and Lewek Falcon<br />
is now working full time for EMAS AMC, EMAS’s<br />
growing subsea construction division that has over 40<br />
years of collective experience in design, construction,<br />
transportation and installation work. [AR]<br />
1. Lewek Falcon at<br />
speed.<br />
2. The <strong>Rolls</strong>-<strong>Royce</strong><br />
automation and<br />
control system.<br />
3. Robin Kirkpatrick,<br />
Chief Executive<br />
Officer of EMAS<br />
Marine.<br />
4. Both UT 788 CDs<br />
have a number of<br />
additional features<br />
to enhance safety<br />
on deck.<br />
5. View of the bridge.<br />
4 5
36 UPDATES<br />
Working together to reduce weight and<br />
enhance efficiency<br />
The projected<br />
target weight has<br />
been achieved for<br />
a new series of five<br />
37m Australian<br />
catamarans, and the<br />
tailored installation of<br />
the latest generation<br />
<strong>Rolls</strong>-<strong>Royce</strong><br />
aluminium waterjets<br />
is a key factor<br />
in overall vessel<br />
performance.<br />
A<br />
chain is never stronger than its weakest<br />
link. Therefore, to build a fast ferry with fuel<br />
consumption that is an improvement over the<br />
industry standard requires real team work from<br />
the designer, shipyard and equipment suppliers through<br />
to the customer. During recent sea trials of the first vessel,<br />
Capricorn Dancer, that teamwork has been proven to<br />
deliver, with lower fuel use per passenger than a small four<br />
cylinder car for low environmental impact.<br />
Using the latest CFD analysis, FEA and 3D structural/<br />
systems modelling tools, the design is both light and very<br />
efficient, giving a low resistance with a minimal wake and<br />
wash. The designer of the new ferries is One2Three Naval<br />
Architects. As the catamarans will operate in an Australian<br />
marine park environment, where endangered Dugongs<br />
live, the hull is engineered to have no external protrusions,<br />
with a rounded profile to create a minimal impact zone,<br />
together with a very shallow draught of 1.3m with no keel<br />
or external raw water intakes.<br />
The catamaran is Brisbane<br />
shipbuilder Aluminium Boat<br />
Australia’s largest to date and has<br />
been built on time, to budget and<br />
meets the very ambitious weight<br />
goals set by the designer at the<br />
outset of the project. Even the paint<br />
selection reduces weight. Vinyl was<br />
used on the superstructure for its<br />
eye catching appearance. Offering a<br />
life span two to four times of normal<br />
paint, it is also considerably thinner,<br />
contributing to the weight saving.<br />
The key systems integrator for<br />
the shipyard, supplying all the<br />
electronics, as well as the gearboxes<br />
and waterjets, is Ultimate Marine<br />
Power. Four of the newly developed<br />
Kamewa 40A3 series waterjets were
www.rolls-royce.com<br />
37<br />
1 2<br />
PHOTO Aluminium Boats<br />
selected for propulsion, each driven<br />
by a separate 515kW diesel. As well<br />
as offering the highest efficiency<br />
on the market, the waterjets<br />
have a stainless steel mixed flow<br />
pump for long service life and low<br />
maintenance costs. Even though<br />
key pump components are stainless<br />
steel, the Kamewa units are still very<br />
light, weighing less than comparable<br />
axial flow waterjets.<br />
The Kamewa A3 series of<br />
waterjets also feature a newly<br />
developed steering nozzle and<br />
reversing bucket, greatly improving<br />
steering and reversing efficiency.<br />
This, together with the improved<br />
pump performance characteristics,<br />
means that power in reverse<br />
can be reduced by approximately 30 per cent, while<br />
still delivering the same manoeuvring force as its<br />
predecessor, adding to the vessel’s overall fuel efficiency.<br />
“To assist the yard and designer in their weight saving<br />
efforts and reduce installation time, we were able to<br />
put both waterjets for each hull on a single base plate,<br />
the full width of the hull,” says Joakim Adamsson, sales<br />
manager. “This enabled us to include the stiffeners as<br />
required to maintain the hull stiffness and strength,<br />
while reducing the stiffeners required for the waterjets<br />
themselves, which resulted in a weight saving of five<br />
to 10 per cent compared to a conventional separate<br />
waterjet installation. We were also able to move to<br />
composite shafting within the <strong>Rolls</strong>-<strong>Royce</strong> scope of<br />
supply, which reduced the weight of the couplings and<br />
shaft by almost 50 per cent.”<br />
<strong>In</strong> addition, an interceptor and active ride control<br />
system from Humphree was supplied. This interceptor<br />
system has an automatic trim optimisation system and<br />
once set, ensures that the vessel always operates at its<br />
most favourable trim, minimising the power demand. At<br />
the contract speed, the interceptors brought down the<br />
power demand by 20 per cent. However, the effect of the<br />
interceptors was already included in the naval architect’s<br />
resistance estimates, based on previous experience.<br />
To ensure accurate and easy installation of the<br />
interceptors, an adaptor plate was also part of the<br />
<strong>Rolls</strong>-<strong>Royce</strong> supply and was designed and fitted in<br />
cooperation with Ultimate Marine Power. All hull<br />
penetrations were made at the factory.<br />
The quad engine and waterjet system delivered a<br />
maximum speed in trials of 36 knots, though the Enviro<br />
Cat’s operating speed will be restricted to 25 knots due<br />
to harbour restrictions on the route. When transiting at<br />
low passenger loads, fuel consumption and emissions<br />
are further reduced as two engines can be shut down<br />
while still maintaining the required speed. The ferries<br />
provide high passenger comfort and will be able to<br />
keep to schedule on three engines, which provides<br />
exceptional redundancy for operators. <strong>In</strong> normal<br />
operation, only 75 per cent power is needed on each jet<br />
to give the required service speed,<br />
which should result in good engine<br />
life and extended time between<br />
overhauls.<br />
The first three of the 400<br />
passenger Enviro Cat ferries have<br />
now been delivered to Transit<br />
Systems Australia, who place low<br />
operational costs and redundancy<br />
high on their list of requirements. It<br />
will operate five of these ferries on<br />
the LNG project between Gladstone<br />
Harbour and Curtis Island on the<br />
central Queensland coast. [AR]<br />
1. The new Kamewa<br />
A3 series waterjets<br />
confer excellent<br />
manoeuvrability<br />
and have much<br />
improved reversing<br />
efficiency. For the<br />
same manoeuvring<br />
force, much less<br />
energy is required<br />
for lower fuel bills.<br />
2. Each pair of<br />
waterjets is<br />
mounted on a<br />
specially designed<br />
base plate the full<br />
width of the hull<br />
to save weight and<br />
simplify installation<br />
at the yard.
38 UPDATES<br />
PHOTO Transocean<br />
Propelling and<br />
positioning drillships<br />
As the search for new reserves of offshore oil and gas<br />
moves into very deep waters, operators are continuing to<br />
invest in dynamically positioned units that use multiple<br />
azimuth thrusters to remain on station.
www.rolls-royce.com<br />
39<br />
1<br />
Drillships and semi-submersible rigs are<br />
designed to undertake drilling operations in<br />
waters that can be over 3,000m deep. However,<br />
drillships are able to propel themselves from<br />
well to well, unlike most semi-submersible rigs that must<br />
rely on transport ships or towing to change location.<br />
Therefore, in an industry where “time can be measured in<br />
thousands of dollars”, there has been a growing take up of<br />
drillships. <strong>Rolls</strong>-<strong>Royce</strong> provides the thrusters for both types<br />
of rig and has an established reputation as the main player<br />
in the market.<br />
As the rig owners invest more and more in drillships, the<br />
excellent track record built up by these sturdy <strong>Rolls</strong>-<strong>Royce</strong><br />
azimuth thrusters has resulted in them being selected for a<br />
number of drillship newbuilds.<br />
“<strong>In</strong> the course of 2011, eleven different companies<br />
have ordered a total of 21 drillships and have specified<br />
<strong>Rolls</strong>-<strong>Royce</strong> thrusters,” reports Helge Gjerde, Senior VP for<br />
offshore engines and propulsion. “All the vessels are to be<br />
built by yards in South Korea, with deliveries scheduled<br />
from this year and out to 2014. The customers include<br />
Seadrill, Noble, Atwood, Ocean Rig, Pacific Drilling,<br />
Vantage, Fred Olsen, Pride (now part of Ensco) and Aker<br />
Drilling (now part of Transocean).”<br />
The thrusters selected are the <strong>Rolls</strong>-<strong>Royce</strong> UUC-series<br />
that can be mounted or removed for service underwater,<br />
without drydocking the drillship. This results in significant<br />
time saved when a thruster exchange is required. Each<br />
vessel will have six thrusters, normally three in a triangular<br />
layout at the bow and three in a similar arrangement at<br />
the stern. Thruster frame size and power varies from vessel<br />
to vessel within the 4,500 – 5,500kW power range per unit<br />
and fixed pitch propellers are specified.<br />
When working at great <strong>depth</strong>s, drillships will always<br />
be operating in DP mode without anchoring. As they<br />
are large and susceptible to wind and waves, this places<br />
a heavy demand on thruster performance. Reliability<br />
is equally important to ensure the ship is maintained<br />
accurately in position, no matter what the weather when<br />
drilling operations are in progress.<br />
Operators are now increasingly<br />
concerned about emissions and the<br />
environment, so these propulsion,<br />
manoeuvring and positioning<br />
demands have to be met with the<br />
minimum of energy consumption<br />
and resultant CO 2<br />
emissions.<br />
“The UUC-series thrusters are not<br />
the lightest units on the market<br />
but they win on performance<br />
and robustness,” says Jarle Hessen,<br />
General Manager for offshore E&P<br />
propulsion sales. “We favour large<br />
reduction ratios and big, slow<br />
turning propellers to give maximum<br />
thrust, combined with strong<br />
construction for reliability to provide<br />
a long service life.”<br />
Propulsion for drillships has<br />
been a <strong>Rolls</strong>-<strong>Royce</strong> speciality since<br />
propellers and tunnel thrusters<br />
were first supplied in 1980, multiple<br />
azimuth thruster installations grew<br />
from the mid 1990s and numerous<br />
drillships with <strong>Rolls</strong>-<strong>Royce</strong> UCC<br />
thrusters have been constructed in<br />
the past few years.<br />
Several of the vessels now on<br />
order are to the latest version of<br />
the GustoMSC P10,000 design,<br />
built under licence by HHI in South<br />
Korea. The hull is 210m long with<br />
36m beam, displacing about 70,000<br />
tonnes. These drillships are capable<br />
of dual activity drilling in water<br />
<strong>depth</strong>s of 3,600m to a total drilling<br />
<strong>depth</strong> of 12,000m. [RW]<br />
1.<br />
2.<br />
3.<br />
4.<br />
2<br />
1. The drillship<br />
Deepwater<br />
Champion.<br />
2. UUC-series<br />
thruster can be<br />
removed and reinstalled<br />
without<br />
drydocking the<br />
vessel.<br />
PHOTO Transocean
40 UPDATES<br />
QE carrier programme<br />
advances<br />
PHOTO BAE Systems
www.rolls-royce.com<br />
41<br />
The UK Royal Navy’s<br />
Queen Elizabeth<br />
class aircraft<br />
carrier programme<br />
continues to<br />
forge ahead, with<br />
significant progress<br />
in the modular shipbuild<br />
and equipment<br />
deliveries during the<br />
past year.<br />
The 65,000 tonne<br />
QE class carriers will<br />
provide a four acre<br />
military operating<br />
base that can be<br />
deployed worldwide<br />
and will be versatile<br />
enough to support<br />
operations ranging<br />
from war efforts<br />
to delivering<br />
humanitarian aid and<br />
disaster relief.<br />
<strong>Rolls</strong>-<strong>Royce</strong> is supplying a<br />
comprehensive range of<br />
propulsion equipment and<br />
system to both ships Queen<br />
Elizabeth and Prince of Wales. On<br />
each ship, this includes two MT30<br />
gas turbines, 7m diameter propellers<br />
with shaftlines, bearings and thrust<br />
blocks, steering gear, rudders,<br />
retractable stabilisers and the low<br />
voltage electrical system.<br />
<strong>Rolls</strong>-<strong>Royce</strong> equipment for firstof-class,<br />
Queen Elizabeth, is now<br />
completed and work on the second<br />
ship continues to be planned, with<br />
numerous <strong>Rolls</strong>-<strong>Royce</strong> facilities<br />
delivering products, tested, certified<br />
and stored ready for installation.<br />
Queen Elizabeth is due to be handed<br />
over to the Royal Navy in 2015.<br />
The ships’ hulls are being<br />
constructed in modular sections<br />
at a number of UK yards and then<br />
transported by barge to the Rosyth<br />
Dockyard, near Edinburgh.<br />
A significant milestone was<br />
achieved during 2011 when one<br />
of the largest “blocks” of the hull,<br />
the 8,000t Lower Block 03 was<br />
moved from the BAE Systems yard<br />
in Glasgow, via the north coast of<br />
Scotland to Rosyth. Sponsons and<br />
the upper deck have now been<br />
fitted to this block and the full width<br />
of the 75-metre flight deck is now<br />
clearly visible.
42 UPDATES<br />
<strong>In</strong> February 2012, production of<br />
the Prince of Wales started when the<br />
first steel was cut for the forward<br />
hull section. Known as Lower Block<br />
2, the huge section, which will<br />
weigh around 6,000t on completion,<br />
is being built at BAE Systems in<br />
Portsmouth Naval Base - the home<br />
of the Queen Elizabeth class.<br />
The Aircraft Carrier Alliance or<br />
ACA is responsible for delivering<br />
the Queen Elizabeth class carriers to<br />
time and cost. It comprises a single<br />
integrated team of BAE Systems,<br />
Babcock, Thales UK and the MOD,<br />
who acts as both partner and client.<br />
The power and propulsion system<br />
is being supplied by a sub-alliance<br />
led by Thales UK, also part of the<br />
main Aircraft Carrier Alliance. The<br />
other partners are <strong>Rolls</strong>-<strong>Royce</strong>,<br />
Converteam, now part of GE Energy<br />
and L3. Together they are responsible<br />
for the design, procurement,<br />
manufacture, integration, test and<br />
delivery of the integrated electric<br />
propulsion system.<br />
Latest deliveries<br />
During 2011, <strong>Rolls</strong>-<strong>Royce</strong> completed<br />
all four 36MW MT30 gas turbines for<br />
both ships and the first pair is now<br />
at sub-contractor Cullum Detuners,<br />
where packaging into the steel<br />
acoustic enclosures is underway,<br />
together with the alternator,<br />
manufactured by sub-alliance<br />
partner GE Energy. The first complete<br />
gas turbine alternator package<br />
that will weigh around 75t is due<br />
to be delivered to the ship in late<br />
2012. A successful engine removal<br />
demonstration was carried out to<br />
prove the ease with which<br />
the MT30 gas turbine, weighing<br />
six tonnes, can be exchanged<br />
when the ships are in service.<br />
The purpose built simulator<br />
included bulkheads to replicate the<br />
dimensions and clearances that are<br />
on the actual ship.<br />
The final set of Michell thrust<br />
and lineshaft bearings for the<br />
second ship, Prince of Wales was<br />
handed over recently, designed and<br />
manufactured at the <strong>Rolls</strong>-<strong>Royce</strong><br />
Newcastle facility. For each ship,<br />
<strong>Rolls</strong>-<strong>Royce</strong> has supplied two thrust<br />
blocks and three shaft line bearings.<br />
The thrust blocks, each weighing<br />
1<br />
more than 20 tonnes, perform the essential role of<br />
transferring the thrust from the propellers into the hull<br />
to drive the ship forward.<br />
The lineshaft bearings support the weight of the<br />
propellers and the steel shafts that run through the<br />
ship and are turned by large electric motors. Due to<br />
propulsion system configuration the port shaft is the<br />
longest and supported by two bearings. The shorter<br />
starboard shaft has only one.<br />
Both types of bearing are of a water-cooled, selfcontained<br />
design using heat exchangers to maintain<br />
the fixed volume of oil in each bearing at controlled<br />
temperatures. When the shafts are rotating, a shaft<br />
mounted disc in each bearing transfers oil from the<br />
casing bottom reservoir to the top, from where it<br />
lubricates the working surfaces of the bearings.<br />
The radial and thrust loads are supported on a thin<br />
film of oil which forms between the<br />
stationary white-metal lined bearing<br />
components and the rotating shafts.<br />
The oil film is similar in thickness<br />
to a strand of human hair, making<br />
control of the dimensional and<br />
geometrical tolerances as well as<br />
the surface finish of the bearing<br />
components critically important.<br />
One of the major challenges for the<br />
project was the size and complexity<br />
of the bearings and the stringent<br />
certification requirements for<br />
naval applications.<br />
During the handover, Jim Bennett,<br />
Power & Propulsion Director for the<br />
Aircraft Carrier Alliance, praised the
www.rolls-royce.com<br />
43<br />
2<br />
3<br />
1. The ability to<br />
easily exchange<br />
a 6 tonne MT30<br />
gas turbine when<br />
the carriers are<br />
in service has<br />
been proven on<br />
a purpose built<br />
simulator.<br />
2. A ship set of three<br />
propeller shaft<br />
bearings and two<br />
thrust blocks.<br />
Together, they<br />
safely handle<br />
over 74MW of<br />
propulsive power.<br />
3. The LV electrical<br />
system for each<br />
vessel comprises<br />
over 650 items<br />
and 2,500km of<br />
cabling.<br />
team at Newcastle and said, “The<br />
Michell Bearings site has almost 100<br />
years of association with the Royal<br />
Navy, and this latest contract marks<br />
a significant milestone for the QE<br />
class project.”<br />
“With over 37MW per shaft to<br />
transmit, these bearings are not<br />
without challenges in design and<br />
manufacture. The team who have<br />
built them should be very proud<br />
of the part they are playing in<br />
delivering such impressive and<br />
capable ships to the Royal Navy.”<br />
<strong>Rolls</strong>-<strong>Royce</strong> is also supplying the<br />
entire low-voltage system for the<br />
ships that will provide power to the<br />
mission systems, the auxiliary systems and all<br />
domestic services, with significant volumes of<br />
equipment completed to date. Each ship will have<br />
more than 600 individual items ranging from<br />
switchboards and distribution panels to starter boards,<br />
changeover switches and battery boxes, with over<br />
2,500km of cabling.<br />
“Best-for-project” ethos<br />
The team working approach of the power and<br />
propulsion sub-alliance has delivered real benefits to the<br />
programme in the building of these two 65,000t ships,<br />
with all partners adopting a “best-for-project” approach<br />
to overcome challenges and optimise delivery.<br />
David McConnell, Programme Director – QE Class,<br />
said: “To date, the power and propulsion alliance has not<br />
been late on one delivery, and not adversely affected the<br />
ship build schedule, which is quite<br />
something on a project of this size<br />
and complexity.”<br />
Ben Ford, Programme Manager<br />
– QE Class added, “There are<br />
significant challenges ahead, but<br />
with the maturity of the sub-alliance<br />
and the partners working in the ‘best<br />
for project’ ethos we are well placed<br />
to deliver to time, quality and cost.”<br />
When complete, the QE class<br />
carriers will be the biggest and most<br />
powerful surface warships ever<br />
constructed in the UK. [CT]
44 UPDATES<br />
PHOTO Van Oord<br />
Accurately<br />
placing rocks<br />
1,200<br />
metres<br />
deep<br />
The flexible fallpipe vessel<br />
Stornes is equipped with a range<br />
of <strong>Rolls</strong>-<strong>Royce</strong> systems to ensure<br />
accurate vessel positioning and<br />
rock placement for deepwater<br />
offshore projects.<br />
Dutch Company Van Oord’s new flexible fallpipe<br />
vessel or FFPV, the Stornes went into service<br />
during the last quarter of 2011, following<br />
a christening at the Wilhelmina dock in<br />
Rotterdam, the Netherlands. The vessel was built at the<br />
Yantai CIMC Raffles Offshore yard in China.<br />
The Stornes is an ocean-going vessel that will be used<br />
mainly in the oil and gas industry for precision protection<br />
of pipelines and cables and has been designed to work in<br />
waters ranging from 300-1,200m deep. It is the third flexible<br />
fallpipe vessel in the Van Oord fleet, and with a deadweight<br />
of 27,000t is also the largest.<br />
It is <strong>17</strong>5m long with a 26m beam and 10.67m draught.<br />
Speed is 14.7knots. There is accommodation for up to<br />
51 people.<br />
<strong>Rolls</strong>-<strong>Royce</strong> systems power and propel the vessel.<br />
Main propulsion is two Bergen B32:40L8P diesels rated at<br />
4,000kW driving Kamewa CP propellers through 3000AGHC<br />
gears, which also drive two 2,200kW shaft alternators.<br />
Main propellers and flap rudders are designed for DP<br />
tracking and low noise. They work together with two<br />
<strong>Rolls</strong>-<strong>Royce</strong> ULC255CP retractable thrusters with electric<br />
drive and three TT2400 tunnel thrusters at the bow, each<br />
rated at 1,500kW to give the vessels its DP2 capability. All<br />
are controlled by the <strong>Rolls</strong>-<strong>Royce</strong> supplied automation and<br />
DP-system. Steering gear and deck machinery were also<br />
part of the package.<br />
Fallpipe vessels are one of the<br />
indispensable tools for offshore<br />
exploitation and one of the essential<br />
pieces of equipment in the field of<br />
high-end offshore engineering.<br />
This special type of self-unloader<br />
is able to install rock close to fixed<br />
structures like rigs. Following<br />
commissioning, Stornes went to<br />
work on rock installation projects<br />
in the Norwegian sector of the<br />
North Sea. Likely future offshore<br />
projects are the installation of rock<br />
to secure oil and gas pipelines<br />
or installation of foundations for<br />
offshore wind farms. Other specific<br />
tasks that can be undertaken include<br />
free span correction, pipeline<br />
stabilisation, pipeline crossing and<br />
trench backfilling.<br />
Van Oord developed the flexible<br />
fallpipe technology in-house. Rocks<br />
are lowered through the fallpipe at<br />
a controlled rate and it is guided by<br />
a ROV unit attached to the end. The<br />
ROV is controlled from the ship and<br />
can be precisely positioned above<br />
the job ensuring accurate placement<br />
of the rocks at <strong>depth</strong>. The Stornes<br />
DP2-system tracks and maintains the<br />
ship’s position.<br />
The entry into service of the Stornes<br />
is part of Van Oord’s comprehensive<br />
investment programme for 2011-2015,<br />
totaling almost €1 billion. [AR]<br />
3PHOTO Van OordPHOTO Van Oord<br />
1 2<br />
1. Aerial view of the<br />
<strong>17</strong>5m long Stornes.<br />
2. The ROV<br />
enables precise<br />
positioning over<br />
the job.<br />
3. Rock can be<br />
placed on the<br />
seabed at <strong>depth</strong>s<br />
up to 1,200m.
www.rolls-royce.com<br />
45<br />
Pulling power for today’s<br />
advanced designs<br />
Versatile propulsion systems for high specification tugs are<br />
an ongoing and important part of the <strong>Rolls</strong>-<strong>Royce</strong> business.<br />
PHOTO Robert Allan Ltd<br />
1<br />
2 3 4<br />
PHOTO Damen Shipyards<br />
PHOTO Iske Tugs<br />
Tugs that perform ship<br />
assist duties have a varied<br />
operating profile. They have<br />
powerful engines that drive<br />
<strong>Rolls</strong>-<strong>Royce</strong> azimuth thrusters to<br />
provide high thrust and exceptional<br />
manoeuvrability. Full power is only<br />
required for relatively short periods,<br />
with the rest of the time spent in<br />
transit to the next job or waiting on<br />
the next order from the pilot on the<br />
ship being moved. Time is also spent<br />
moored up waiting for the next job.<br />
Therefore the search has been on<br />
for sometime on the most efficient<br />
way of delivering the right amount<br />
of power, at the right time, to<br />
minimise emissions.<br />
<strong>Rolls</strong>-<strong>Royce</strong> US 205 FP thrusters<br />
have been selected for the second<br />
of the Foss hybrid tugs, following the<br />
successful operation over the last two<br />
years of the first of the type, Carolyn<br />
Dorothy, at Long Beach and Los<br />
Angeles. The latest is a conversion of the Campbell Foss. The<br />
original main engines have been replaced by smaller units<br />
plus gensets and a power management system. Lithiumion<br />
batteries are used instead of the lead acid batteries on<br />
Carolyn Dorothy to provide power for idling and other low<br />
power operations. Reductions in fuel consumption and<br />
emissions are the result.<br />
The RAmparts 2500W is the design used for two new<br />
compact tugs built for Rimorchiatori Reuniti for shipdocking<br />
operations in Genoa, Italy. Norvegia and Spagna are both<br />
equipped with two <strong>Rolls</strong>-<strong>Royce</strong> US 205 azimuth thrusters<br />
with fixed pitch propellers to deliver a bollard pull of 70<br />
tonnes and are fitted with an off-ship fire-fighting system.<br />
The tug design is a new variation on the Robert Allan<br />
standard RAmparts 2500 design, with a wider beam of<br />
11.25m on a length of 24.4m. The wheelhouse is placed<br />
further aft to allow the tugs to work under the bow flare of<br />
the vessels they are handling.<br />
Iskes Towing and Salvage is now operating its new tug<br />
Argus, in the port of Ijmuiden in the Netherlands. The 62.5<br />
tonne bollard pull tug with a free running speed of 13.6<br />
knots is designed and built by Damen, to its popular 28m<br />
ASD 2810 design. Two <strong>Rolls</strong>-<strong>Royce</strong> US 205 thrusters propel<br />
the tug, each driven by a 1,865kW diesel engine.<br />
Also of Damen design, type ASD<br />
3111, are the sister tugs Karloo and<br />
Kalarka, owned by Half Tide Marine<br />
in Australia. They are powered by two<br />
engines totaling 4,180kW and two<br />
<strong>Rolls</strong>-<strong>Royce</strong> US255 thrusters to give<br />
a bollard pull of about 69 tonnes.<br />
This design has been very successful,<br />
with some 20 ASD 3111 tugs now in<br />
operation. An updated design, the<br />
ASD 3112 is coming. Damen’s new<br />
offering will have <strong>Rolls</strong>-<strong>Royce</strong> thrusters<br />
for a 75 tonne bollard pull, and<br />
enhanced towing capability in rough<br />
seas. [RW]<br />
1. The tug Norvegia<br />
is built to a new<br />
variation of the<br />
RAmparts 2500W<br />
design.<br />
2. Karloo and Kalarka<br />
are Damen ASD3111<br />
tugs.<br />
3. The hybrid tug<br />
Carolyn Dorothy.<br />
4. Argus is built by<br />
Damen to its ASD<br />
2810 design.
46 UPDATES<br />
Offshore deliveries<br />
and orders<br />
There is a steady flow of<br />
new <strong>Rolls</strong>-<strong>Royce</strong> UT-design<br />
vessels and systems entering<br />
service with operators around<br />
the globe.<br />
Over 650 <strong>Rolls</strong>-<strong>Royce</strong> UT-Design vessels are now<br />
in service or in build. A number have recently<br />
been delivered, embodying all the latest design<br />
refinements as the industry develops and the<br />
focus moves to deep waters and harsh conditions.<br />
Another two for Island Offshore<br />
Built at the STX OSV yard at Brevik, Norway, Island Centurion<br />
and Island Captain are now in service with specialist<br />
offshore solutions provider Island Offshore. They are the<br />
fifth and sixth UT 776 CD platform supply vessels to go<br />
into service with the company. Another three of the type<br />
are on order, one with a gas and diesel fuelled propulsion<br />
system. Island Offshore have secured a seven-year contract<br />
for these vessels from Schlumberger,<br />
who intends to use them for well<br />
stimulation, starting in 2013.<br />
UT 755 numbers continue<br />
to grow<br />
New variants of the popular UT 755<br />
platform supply vessel design<br />
continue to enter service.<br />
Topaz Energy and Marine, Dubai,<br />
have taken delivery of Caspian Provider,<br />
a UT 755 LC. This vessel differs from<br />
previous deliveries of UT 755 LCs to<br />
Topaz Energy and Marine as it has<br />
an additional accommodation deck,<br />
which gives space for a total of 40<br />
persons on board, together with<br />
covered forecastle deck forward.<br />
Caspian Provider will operate out of<br />
Baku in Azerbaijan.<br />
The Rosetti Marino yard in Ravenna,<br />
Italy has had a busy period recently,<br />
delivering three of the four UT 755<br />
XL PSVs building for owner Fratelli<br />
D’Amato. F.D. <strong>In</strong>domitable and F.D.<br />
Honorable were delivered in late 2011,<br />
and in early 2012 the F.D. Remarkable<br />
joined them, approximately 12<br />
months after building commenced.<br />
The UT 755 XL design has a length of<br />
75m, beam of 16m with a deadweight<br />
of over 3,000t. F.D. Remarkable<br />
mobilised to the North Sea following<br />
delivery and the final vessel, F.D.<br />
<strong>In</strong>comparable is due to be delivered by<br />
the middle of the year.<br />
<strong>In</strong> Canada, Altlantic Towing Ltd has<br />
taken delivery of Atlantic Condor, a UT<br />
755 LN platform supply vessel with a<br />
fully integrated <strong>Rolls</strong>-<strong>Royce</strong> propulsion<br />
system and equipment package. The<br />
vessel is now undertaking service work<br />
on Encana’s Deep Panuke gas field<br />
230km off Nova Scotia. Atlantic Condor<br />
is the sixth vessel built for Atlantic<br />
Towing by Halifax Shipyard Ltd.<br />
1
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47<br />
2 6<br />
3<br />
PHOTO Teekay Corporation<br />
PHOTO Sevan Drilling<br />
4<br />
5<br />
Exploration and production<br />
Recent semi-submersible drilling rig deliveries that are<br />
powered by <strong>Rolls</strong>-<strong>Royce</strong> include West Capricorn for Seadrill,<br />
built at the Jurong yard in Singapore. West Capricorn has<br />
eight underwater mountable thrusters type UUC 355 FP,<br />
each rated at 3,300kW. The rig is built for ultradeep waters<br />
and has been chartered by an undisclosed American<br />
operator for a period of five years.<br />
Sevan Drilling has taken delivery of Sevan Brasil from the<br />
COSCO shipyard group in China. Sevan Brasil is contracted<br />
to Petrobras S.A. on a six-year contract for drilling<br />
operations offshore Brazil. <strong>Rolls</strong>-<strong>Royce</strong> has delivered eight<br />
UUC 355 FP thrusters to the rig, each rated at 3,800kW.<br />
Final three for Teekay<br />
The three remaining shuttle tankers in the Amundsen class<br />
for Teekay Shipping were recently delivered. Named Scott<br />
Spirit, Peary Spirit and Nansen Spirit, they are 250m long and<br />
109,290dwt. <strong>Rolls</strong>-<strong>Royce</strong> supplied propulsion equipment<br />
packages for all four Teekay shuttle tankers, which includes<br />
twin CP propellers, two retractable azimuth thrusters, a<br />
tunnel thruster at the bow and stern, steering gears and<br />
control system. Nansen Spirit is now operating for Statoil in<br />
the North Sea while Scott Spirit and Peary Spirit operate on<br />
the Norwegian and British shelf when on charter. [MH]<br />
PHOTO Island Offshore<br />
PHOTO Rosetti Marino S.p.A.<br />
1. Island Centurion UT 776 CD.<br />
2. Atlantic Condor UT 755 LN.<br />
3. The circular Sevan Brasil in<br />
transit.<br />
4. Caspian Provider UT 755 LC.<br />
5. F. D. <strong>In</strong>domitable UT 755 XL.<br />
6. The three Teekay shuttle<br />
tankers were named in<br />
Stavanger.
PHOTO Swedish Coast Guard<br />
48 UPDATES
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49<br />
Azimuth<br />
thrusters<br />
deliver for<br />
Swedish Coast<br />
Guard<br />
Power and manoeuvrability<br />
provided by <strong>Rolls</strong>-<strong>Royce</strong> is a key<br />
feature of the propulsion system<br />
for the latest multipurpose<br />
vessels to enter service<br />
protecting Sweden’s coastline.<br />
KBV 003 Amfitrite<br />
is equipped for<br />
chemical recovery at<br />
sea, as well as normal<br />
pollution control and<br />
emergency duties.<br />
The new three-vessel fleet of advanced<br />
Coast Guard vessels that now operate from<br />
strategic bases on the Swedish coast are truly<br />
multipurpose. Designed by the Swedish Coast<br />
Guard in cooperation with the Swedish Defence Materiel<br />
Administration (FMV), their primary role is to maintain<br />
the nation’s emergency towing capability in territorial<br />
waters. However, they can also carry out border controls,<br />
pick up oil from the sea, fight fires at sea, control fishing<br />
and rescue distressed sailors. Normally stationed in<br />
Gothenburg, Karlskrona and Visby on the island of<br />
Gotland, two of the fleet are normally always at sea,<br />
operating throughout the Baltic and in the narrow<br />
waters that separate Denmark and Sweden.<br />
The vessels are 82m long, have a beam of 16m and<br />
a design draught of 5m. They have a displacement of<br />
3,900t and a top speed of 16 knots. Designated KBV<br />
001, 002 and 003, all were built by Damen at their yard<br />
in Galati, Romania. The first two vessels comply with<br />
DNV +1A1, TUG, LFL*, SF, OILREC, FIREFIGHTER1, EO,<br />
ICE-1A, DK(+), HA(+), AUT, ICS, NAUT-OSV, COMF V(2)<br />
C(2), CLEAN, RP. The third, KBV 003, is classed by GL and is<br />
equipped for chemical recovery at sea.<br />
The first vessel, KBV 001 Poseidon, joined the Swedish<br />
Coast Guard fleet of 40 ships in 2010. All are propelled<br />
by a pair of <strong>Rolls</strong>-<strong>Royce</strong> azimuth thrusters as part of the<br />
diesel-electric propulsion system.<br />
“As the Swedish Coast Guard has such a wide range of<br />
duties to perform,” explains Captain Christer Fjällstrōm,
50 UPDATES<br />
Captain of KBV 001,” all our next generation ships are<br />
designed to be truly multipurpose. Although these<br />
Emergency Towing Vessels are the largest vessels in the<br />
fleet, they are no exception. As we do not have a large<br />
fleet, we have to ensure all vessels can deliver maximum<br />
effectiveness, no matter what the task is, with low<br />
operating costs.”<br />
A nation largely surrounded by sea with a coastline<br />
of 2,700 kilometres and territorial waters of more<br />
than 60,000 square kilometres, Sweden is the largest<br />
shoreline owner in the Baltic. The waters is a vital<br />
natural resource and protecting it is one of the key roles<br />
of the Swedish Coast Guard.<br />
Designed to meet diverse roles<br />
With large tankers now regularly loading near<br />
St. Petersburg and passing close by Sweden’s coast at the<br />
island of Gotland, continuing down to Denmark, and out<br />
into the North Sea, two major tanker accidents off the<br />
coasts of France and Spain illustrated well what could<br />
happen in the Baltic. The environmental consequences<br />
would be considerable. Therefore, the new vessels,<br />
which have 110t bollard pull, are equipped to catch and<br />
hold on station a fully loaded tanker of 150,000dwt, in<br />
conditions up to Force 10 wind conditions.<br />
The major challenge is to be able to undertake<br />
emergency towing in foul weather. Many scenarios<br />
are regularly practised to connect towlines to moving<br />
vessels with the deck-mounted cranes.<br />
Operating criteria for the new vessel therefore dictated<br />
optimum manoeuvrability and the best possible balance<br />
between high speed for open water patrolling, high<br />
bollard pull for towing and fuel efficient low speeds for<br />
search, rescue and oil recovery.<br />
The most recent addition to the fleet, KBV 003 Amfitrite,<br />
is also equipped for chemical recovery at sea. Additional<br />
onboard systems include accommodation and engine<br />
filtration systems to ensure safety of the vessel and crew,<br />
should it be necessary to operate in dangerous chemical<br />
cloud conditions.<br />
Normal crew complement is 13, but there is spacious<br />
accommodation for up to 44 to cope with exceptional<br />
circumstances. The computer network is extensive with<br />
an internet connection in each cabin.<br />
<strong>In</strong>novative propulsion<br />
To maintain optimum fuel efficiency with low emissions,<br />
the propulsion system is diesel-electric. Six generator<br />
sets provide a total power of 9,000kW.<br />
“Speeds of up to 10 knots can be maintained on<br />
a single engine,” says Hans-Erik Emanuelsson, Chief<br />
Engineer. “This delivers fuel consumption of around<br />
350 l/hr, including the hotel load. Our intention is to<br />
operate all engines at high loads whenever possible, so<br />
the generators are of different sizes enabling the power<br />
to be closely matched to the required load.”<br />
The propulsion package incorporates a pair of<br />
<strong>Rolls</strong>-<strong>Royce</strong> US355 azimuth thrusters, which are<br />
directly coupled to electric motors, with three backup<br />
emergency steering systems. There are two thrusters in<br />
PHOTO Swedish Coast Guard<br />
2<br />
1<br />
3
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51<br />
4<br />
the bow with one being fully-retractable. The remote<br />
control system for the machinery is arranged in the<br />
control room on deck 4.<br />
Azimuth thrusters were selected for their power for<br />
towing and manoeuvrability for oil recovery operations<br />
– a key part of the vessels’ duties as there are some 60<br />
illegal discharges of oil annually from ships in Swedish<br />
waters, as well as accidents.<br />
Protecting the environment and the quick, effective<br />
removal of oil and chemical spills before they reach the<br />
land is the responsibility of the Swedish Coast Guard.<br />
The goal is to contain a spill within four hours and<br />
mobilise a large vessel to remove it within eight hours.<br />
“Oil recovery operations are nearly always conducted<br />
close to shore at speeds of around three knots,” says<br />
Emanualsson. “Therefore, precise manoeuvring is vital.<br />
We normally operate with two hydraulic systems<br />
running on the thrusters for greater responsiveness, and<br />
collecting booms at 90° from both sides of the vessel.<br />
However, on a recent deployment, we were able to try<br />
something new. Our thruster setup enabled us to move<br />
crab-like through the water at 40 degrees with just one<br />
boom deployed. The hull and boom acted as a funnel,<br />
enabling us to reach maximum oil in record time.”<br />
All vessels have a total of six heated tanks, or a total of<br />
1,300m3, to store recovered oil.<br />
1. The multipurpose<br />
vessels are<br />
designed to<br />
operate in<br />
all weather<br />
conditions.<br />
2. Captain of KBV 001<br />
Poseidon, Christer<br />
Fjällstrōm.<br />
3. Access to the<br />
US355 azimuth<br />
thrusters is<br />
unhindered in the<br />
spacious thruster<br />
room.<br />
4. KBV 001 Chief<br />
Engineer, Hans Erik<br />
Emanualsson.<br />
Operational flexibility<br />
Two small high speed craft, one open and one closed, can<br />
be deployed from the side of the vessels at speed. They<br />
are used for investigation or rescue operations, and can be<br />
safely operated and recovered in all but the most severe<br />
conditions. The fire fighting system is equipped with<br />
two water cannons, capable of delivering water at<br />
22,000 litre/min, with a reach of around 150m. The<br />
separate 18m3 foam system has the capacity to spray<br />
foam for around an hour.<br />
The selection of <strong>Rolls</strong>-<strong>Royce</strong> propulsors for these latest<br />
vessels continues the Swedish Coast Guard’s 30 years of<br />
experience in using <strong>Rolls</strong>-<strong>Royce</strong> propulsion products. [AR]
52 UPDATES<br />
Helping harness the<br />
power of the wind<br />
<strong>Rolls</strong>-<strong>Royce</strong> has been involved from the<br />
beginning with propulsion systems for<br />
offshore wind turbine installation vessels.<br />
The first major contract was to supply systems and products for the pioneering<br />
installation jack-up vessel originally named Mayflower Resolution, now MPI<br />
Resolution operated by MPI Offshore, which is part of the Vroon Group.<br />
MPI Resolution was the first purpose-built wind turbine installation vessel<br />
(WTIV), designed to install foundations, towers and nacelles. It has been very successful,<br />
having been involved in the building of several offshore wind farms.<br />
<strong>Rolls</strong>-<strong>Royce</strong> provided complete integrated systems for MPI Resolution, combining its<br />
own products and third party equipment to provide the owner with a single-source<br />
supply. <strong>In</strong>cluded were the propulsion and manoeuvring thrusters – four 1.5MW US 205<br />
azimuth thrusters at the stern and three 700kW CP tunnel thrusters at the bow, and<br />
the integrated control system.<br />
MPI is now putting into service two new WTIVs for which<br />
<strong>Rolls</strong>-<strong>Royce</strong> has provided both diesel electric power and<br />
propulsion systems. These vessels incorporate the<br />
knowledge gained from operating
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53<br />
MPI Resolution under a variety of conditions.<br />
MPI Adventure, the first to be delivered, made the<br />
voyage from the build yard in China to Europe in 2011<br />
and went straight to work. Operating out of Harwich, on<br />
the east coast of England where it is on its first contract,<br />
the MPI Adventure is in charge of installing foundations<br />
and wind turbines on the London Array offshore wind<br />
farm. The wind farm, the world’s largest, is located around<br />
15km from the Kent and Essex coasts in the outer Thames<br />
estuary. Up to 341 turbines will be installed in an area of<br />
around 245km2. When complete, it will provide sufficient<br />
electricity for 750,000 homes.<br />
Sister ship, MPI Discovery, was delivered at the<br />
end of December 2011 and is now operating on the<br />
same project.<br />
MPI Adventure is a large self-propelled jack-up vessel,<br />
138m long with a 40.8m beam, but drawing only 3.5m<br />
light. Six legs allow the vessel to operate in waters of up<br />
to 40m deep, with an ability to jack with 6,000t of cargo<br />
on board. The exact <strong>depth</strong> depends on the amount of<br />
sinkage of legs into the seabed and clearance needed<br />
between the sea surface and the underside of the<br />
jacked-up hull to avoid wave impact. Dynamic<br />
positioning to DP2 standard enables the vessel to be<br />
accurately located at the spot where a turbine is to<br />
be installed. The main crane is rated for 1,000t at 25m<br />
radius, with a hook height of 104m. The vessels also have<br />
accommodation for 112 people.<br />
Six <strong>Rolls</strong>-<strong>Royce</strong> Bergen C25:33L-8 diesel generator<br />
sets provide electrical power for all purposes. Three<br />
<strong>Rolls</strong>-<strong>Royce</strong> US 355 fixed pitch azimuth thrusters propel<br />
MPI Adventure, giving a transit speed of 12.5 knots, and are<br />
complemented by three TT 2200 DP tunnel bow thrusters.<br />
These new MPI-operated vessels are designed to<br />
transport, lift and install turbines and foundations<br />
efficiently, based on a good transit speed. They have the<br />
ability to move quickly from one installation location to<br />
the next, position accurately, jack up rapidly and begin<br />
installation work with minimum delay. The WTIVs can<br />
also remain on station, jacked-up, in severe weather<br />
conditions. [RW]<br />
Power and speed<br />
for effective wind<br />
farm support<br />
Small craft known as wind farm support vessels<br />
are playing a vital role in building offshore wind<br />
farms and their subsequent maintenance.<br />
<strong>Rolls</strong>-<strong>Royce</strong> waterjets are proving the ideal<br />
means of providing the speed, economy and<br />
the power to safely ferry personnel, as well as<br />
transporting heavy equipment.<br />
One of the latest<br />
vessels to join the<br />
Vroon MPI Offshore<br />
fleet, MPI Discovery,<br />
installing wind<br />
turbines at the<br />
London Array off the<br />
UK’s east coast.<br />
With a growing number<br />
wind farms under<br />
construction and<br />
entering service, the<br />
development of the wind farm<br />
support vessel or WFSV is rapidly<br />
expanding. Boatbuilders and<br />
operators worldwide are competing<br />
to develop the best technology<br />
and techniques.<br />
Typically, the boats run at high<br />
speed to and from the wind farm,<br />
but when at a wind turbine they<br />
must push hard against fender<br />
posts to hold themselves in position<br />
against wind, waves and currents<br />
while people transfer to the<br />
tower, or equipment is offloaded.<br />
Good manoeuvrability is vital in<br />
all circumstances, along with the<br />
highest efficiency and safety levels.<br />
“Waterjets have proved to be a
54 UPDATES<br />
winning solution and operators are<br />
finding that <strong>Rolls</strong>-<strong>Royce</strong> waterjets<br />
offer an excellent combination<br />
of speed, static thrust and<br />
manoeuvrability,” says Andy Brett, UK<br />
Sales Manager. “Operator feedback<br />
from vessels in service is good,<br />
and many vessels now on order<br />
will be equipped with these units.<br />
Deliveries include both the smaller<br />
FF-series waterjets and the new<br />
Kamewa A3-series for the highest<br />
possible efficiency and durability.”<br />
<strong>In</strong> the case of Kamewa A3 series<br />
waterjets, the pump unit (impeller,<br />
impeller housing, stator and steering<br />
nozzle) are all made of stainless<br />
steel and are extremely durable in<br />
demanding applications. The pump<br />
performance has been improved in<br />
both the FF- and Kamewa A3-series,<br />
resulting in very high static thrust,<br />
exceptional cavitation margins and<br />
excellent performance over the<br />
whole speed range. All new models<br />
feature factory-mounted hydraulic<br />
valves and piping to reduce<br />
installation time and costs for the<br />
yard. The new compact control<br />
system makes operations easier and<br />
safer and is pre-calibrated, making<br />
the startup procedure extremely<br />
easy and quick. Engine RPM and<br />
clutch controls are integrated to<br />
the control system with several<br />
safety interlocks to avoid potentially<br />
hazardous situations.<br />
<strong>In</strong>let ducts are made of marine<br />
grade aluminium plate, allowing<br />
modular installation while custom<br />
tailoring for individual design needs<br />
can be provided, which further<br />
improves efficiency and optimises<br />
boat design and performance.<br />
Powering the latest<br />
designs<br />
Following experience with a 10m<br />
long boat, CTruk introduced the<br />
15m catamaran Advance, propelled<br />
by two FF41 waterjets with Vector<br />
Stick control. The company’s latest<br />
design, the CTruk 20T MPC, is the<br />
largest to date and for the first<br />
example, CWind Asherah, <strong>Rolls</strong>-<strong>Royce</strong><br />
propulsion has again been selected.<br />
Two FF41 waterjets, each powered<br />
by a 447kW diesel, gives the <strong>17</strong>m by<br />
7m catamaran a speed of 30 knots.<br />
The Vector Stick system means<br />
that control is intuitive, allowing the coxswain to focus<br />
on the safe transfer of people and materials. Waterjet<br />
propulsion allows operation in shallower waters than<br />
other solutions.<br />
CWind Asherah has the CTruk flexible pod system,<br />
which allows the operator to change the vessel’s layout<br />
to suit the requirement within a few hours. By moving<br />
the wheelhouse fore or aft, operators can optimise the<br />
vessel for different tasks, such as ferrying personnel or<br />
carrying service generators, cranes or survey gear. The<br />
vessel is currently operating for Dong Energy on the<br />
Walney array wind farm in the Irish sea.<br />
Alicat Workboats, based in Gt Yarmouth, builds<br />
aluminium catamarans for wind farm support using<br />
designs from Global Marine Design, Western Australia.<br />
They are currently building their third 20m WFSV.<br />
<strong>Rolls</strong>-<strong>Royce</strong> FF41 waterjets give a top speed of over 30<br />
knots with Vector Stick controls for safe operation.<br />
East Coast Charters in the UK has built up a range of<br />
workboat services. Wind farm support is a growing part<br />
of the business and to consolidate<br />
its position in the field, two new<br />
vessels are being added to its fleet.<br />
ECC Topaz is a 15m work catamaran<br />
specifically designed to transfer<br />
stores and personnel to wind<br />
turbines in shallow waters, but it<br />
can also undertake other tasks such<br />
as crew transfer for larger vessels.<br />
Blyth Workcats is the builder and this<br />
WFSV has two 410kW diesels driving<br />
<strong>Rolls</strong>-<strong>Royce</strong> FF41 waterjets with<br />
Vector Stick controls, giving a 25<br />
knot service speed, with a maximum<br />
of 30 knots. ECC Topaz can carry up<br />
to three tonnes of cargo on deck<br />
and is certified for three crew and<br />
12 passengers up to 60 miles from<br />
a safe haven. Its first contract is to<br />
support the wind farm off Barrow in<br />
1<br />
PHOTO Cwind<br />
2<br />
PHOTO Cwind
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55<br />
Furness in north west England.<br />
Austal in Western Australia is<br />
well-known for large aluminium<br />
passenger/vehicle catamaran ferries<br />
and specialist vessels, many with<br />
<strong>Rolls</strong>-<strong>Royce</strong> waterjet propulsion.<br />
Recently launched for this market<br />
sector are the Austal Wind Express<br />
series of catamarans and three are<br />
being built for Turbine Transfers<br />
in the UK. The 21m vessels are<br />
powered by twin MTU 10V2000 M72<br />
diesels each driving a Kamewa 45A3<br />
waterjet with the new compact<br />
control system. They will have a<br />
fine entry chine hullform and a<br />
large tunnel height for operation<br />
at up to 30 knots and targeted<br />
seakeeping ability in up to 2m<br />
significant wave height.<br />
The new compact control system<br />
makes operations easier and safer<br />
and is pre-calibrated, making the<br />
startup procedure extremely easy<br />
and quick.<br />
<strong>In</strong> February, Austal confirmed<br />
a contract for a fourth vessel for<br />
Turbine Transfers. It is the first of a<br />
new design based on the benefits of<br />
Austal’s trimaran hull configuration to<br />
deliver low vessel motions in transit<br />
and when alongside wind turbines.<br />
The 27.4m vessel is powered by two<br />
900kW MTU 10V2000M72 diesels<br />
coupled to Kamewa 50A3 waterjets<br />
to provide a service speed of 23<br />
knots. Operated by a crew of three,<br />
it has an operating range of up to<br />
75 nautical miles offshore and will<br />
be able to transfer 12 wind farm<br />
technicians and over 4t of deck cargo.<br />
The new compact control system is<br />
part of the package, and <strong>Rolls</strong>-<strong>Royce</strong><br />
will also integrate the bow thruster.<br />
The 50A3 waterjets will be mounted<br />
on a common plate and include<br />
part of the bulkhead and ship<br />
struture to ease installation at the<br />
shipyard. An adaptor plate for the<br />
Humphree interceptors will ensure<br />
correct installation.<br />
For South Boats, one of the UK’s<br />
largest builders of WFSVs, <strong>Rolls</strong>-<strong>Royce</strong><br />
will supply Kamewa 56A3 waterjets,<br />
complete with the new compact<br />
control system for three newly<br />
designed 24m long catamarans.<br />
Powered by two MTU diesels, each<br />
rated at 1,081kW, the vessels will have<br />
a top speed in excess of 28 knots.<br />
<strong>Rolls</strong>-<strong>Royce</strong> has also received an<br />
additional order from South Boats<br />
for twin FF500 waterjets to propel a<br />
<strong>17</strong>m WFSV. [RW]<br />
1. CWind Asherah<br />
transferring<br />
maintenance crew<br />
to a wind turbine.<br />
2. The intuitive<br />
waterjet control<br />
system makes<br />
life easier for the<br />
skipper.<br />
3. The Austal 21m<br />
catamarans being<br />
built for Turbine<br />
Transfers are<br />
powered by a pair<br />
of MTU diesels<br />
driving Kamewa<br />
45A3 waterjets.<br />
4. The 15m<br />
catamaran ECC<br />
Topaz can carry<br />
three tonnes<br />
of cargo and is<br />
propelled by two<br />
FF41 waterjets, for<br />
a top speed of<br />
30 Knots.<br />
5. Austal have<br />
designed a<br />
trimaran for wind<br />
farm support,<br />
it has twin MTU<br />
diesels driving<br />
Kamewa 50A3<br />
waterjets.<br />
3<br />
4<br />
PHOTO Austal<br />
5<br />
PHOTO Austal<br />
PHOTO East Coast Charters Ltd
56 UPDATES<br />
<strong>In</strong>novation<br />
in fishing vessel design<br />
Adaptability is a key feature of<br />
the latest <strong>Rolls</strong>-<strong>Royce</strong> designs<br />
that combine low operating<br />
costs with low emissions.<br />
1<br />
NVC 368<br />
Recently delivered is Prestfjord, a 65m long 15m beam NVC 368 factory trawler.<br />
The owner, Prestfjord AS, required an efficient stern trawler with full<br />
onboard factory that would have a low fuel consumption in all modes, a<br />
seakindly hull form and safe working conditions and good accommodation<br />
for the crew of up to 33.<br />
Therefore, the design has a low resistance hull form with bulbous bow and a<br />
hybrid propulsion system that provides fuel efficiency and minimum emissions<br />
in transit and when towing trawls at full power. The trawl deck occupies the<br />
length of the vessel and the processing area is on the main deck, with the<br />
1,235 m3 freezing hold beneath.<br />
Prestfjord is built to DNV +1A1 Ice 1B, EO, Stern Trawler notation with ice class<br />
1A* on the hull and meets the Norwegian Havfiske II requirements. Top speed is<br />
about 16 knots.<br />
The Bergen B32:40L9P main engine delivers 4,500kW and turns the<br />
3.8m diameter CP propeller through an AGSC3000 reduction gear, which<br />
incorporates a PTO/PTI system with a 2,875kWe shaft generator.<br />
PTI power in diesel-electric mode is 1,200kW, and for maximum thrust, the<br />
total power can be boosted to 5,200kW. <strong>In</strong> addition to the 2,250kWe auxiliary<br />
genset, there is a 625kVA harbour/emergency genset.<br />
A total of 20 <strong>Rolls</strong>-<strong>Royce</strong> AC electric winches of various<br />
sizes control all fishing operations. Both pelagic and<br />
bottom trawling can be undertaken with single or double<br />
trawls, and the trawl deck is laid out with four trawl tracks.<br />
Operating mainly in the North Atlantic, the main catch is<br />
expected to be cod, pollack, haddock, redfish and shrimps.<br />
NVC 354<br />
Two 77.5m long pelagic trawlers of the <strong>Rolls</strong>-<strong>Royce</strong> NVC<br />
354 design will soon be fitted out at Larsnes Mek Verksted.<br />
Hull steelwork is now being constructed in Poland, and<br />
the vessels are scheduled for delivery at the middle and<br />
end of 2012 respectively. Although they are for two<br />
different owners, Eros and Kings Bay, the two trawlers will<br />
be identical in all major respects.<br />
The design features an innovative layout for the net<br />
handling system, which is located aft of the superstructure<br />
and under a shelter, giving the crew a safer and better<br />
working environment. The catch will be carried in<br />
refrigerated seawater tanks.
www.rolls-royce.com<br />
57<br />
PHOTO Larnes Mek PHOTO Kleven Maritime<br />
2<br />
3<br />
NVC 341<br />
Abelone Møgster<br />
is a new NVC 341 fishing vessel that is<br />
remarkably adaptable. It can efficiently use purse seines,<br />
pelagic trawls and gillnets to catch different species of fish<br />
in a number of locations at various times of year off the<br />
Norwegian coast.<br />
<strong>Rolls</strong>-<strong>Royce</strong> developed the new design to meet the<br />
special requirements of skipper and owner Harald<br />
Møgster from Austevoll. The vessel was built by Larsnes<br />
Mek Verksted. It is 43.1m long with a 12m beam, and is<br />
classed by DNV with an Ice C rating. The catch is held and<br />
transported alive in 500m3 refrigerated sea water tanks.<br />
Three fishing quotas are expected to provide all-year<br />
employment for Abelone Møgster, with only two weeks<br />
a year set aside for maintenance. Two crews of eight will<br />
man the vessel alternately.<br />
“A hybrid propulsion system was chosen to save<br />
fuel and reduce emissions in all operating modes,” says<br />
Monrad Hide, General Manager – fish. “When trawling, a<br />
combination of diesel mechanical and diesel electric drive<br />
makes maximum use of the available power. For purse<br />
seining, either diesel mechanical or diesel electric can<br />
be chosen. Gillnetting is carried out at a low to medium<br />
power, using diesel electric drive via the active front end<br />
converter and PTI motor. The fourth mode is transit and<br />
here, either diesel or diesel electric drive can be selected<br />
depending on the speed required.”<br />
The 1,325kW main engine drives through a reduction<br />
gearbox, which also carries an 800kW PTI motor and<br />
a 1,000kW shaft generator. Two 550kW diesel gensets<br />
can feed the PTI motor. Two 420kW tunnel thrusters are<br />
installed, one at the bow, the other at the stern.<br />
Abelone Møgster<br />
has two 25 tonne trawling/purse<br />
seining winches, a net drum, a net crane and a deck<br />
crane, two net haulers and two fish pumps for transferring<br />
the catch.<br />
The wheelhouse is laid out with multiple control<br />
stations, each for a particular type of fishing. Purse seine<br />
controls serving the winches and other deck machinery<br />
are located on the starboard side, while to port is the<br />
net handling system for gillnetting. Another station is<br />
concerned with trawling, carried out over the stern. [RW]<br />
TRAWL CONTROL<br />
<strong>Rolls</strong>-<strong>Royce</strong> continues to expand its<br />
range of fishing vessel equipment.<br />
An example is the direct drive<br />
hydraulic winches and control<br />
systems for bottom trawling<br />
supplied for a vessel under<br />
construction in Turkey for Strand.<br />
These winches allow very sensitive<br />
dynamic control of the net, and now<br />
frequency controlled pumps can<br />
be run at speeds that minimise<br />
the use of energy without loss<br />
of responsiveness.<br />
Another refinement in this vessel<br />
will be a further development of the<br />
Synchro RTX autotrawl system,<br />
which has been carried out in<br />
cooperation with the owner<br />
and trialled on Strand’s<br />
trawler Havstrand.<br />
“Better functioning,<br />
more functions available, are<br />
key words in this connection,”<br />
notes Havstrand’s skipper, Nils<br />
Kristian Skjong.<br />
1. The factory trawler<br />
Prestfjord has a<br />
low resistance<br />
hull form and<br />
hybrid propulsion<br />
system. A total<br />
of 20 <strong>Rolls</strong>-<strong>Royce</strong><br />
electric winches<br />
control all fishing<br />
operations.<br />
2. View of Prestfjord’s<br />
aft bridge and<br />
trawl deck.<br />
3. The Abelone<br />
Møgster<br />
has a<br />
hybrid propulsion<br />
system and<br />
winches to<br />
efficiently use<br />
purse seines,<br />
palagic trawls and<br />
gillnets to catch<br />
different species<br />
of fish.
58 UPDATES<br />
PHOTO Raytheon<br />
1<br />
DDG 1000<br />
programme gathers momentum<br />
The contract to supply the<br />
United States Navy with<br />
<strong>Rolls</strong>-<strong>Royce</strong> gas turbine<br />
technology for its new<br />
generation of multi-mission<br />
destroyers, the all electric<br />
DDG 1000 Zumwalt-class, has<br />
advanced with installation of<br />
the first shipset of main power<br />
and auxiliary generators.<br />
<strong>Rolls</strong>-<strong>Royce</strong> will supply two MT30 gas turbines and two RR4500 gas<br />
turbine generator sets for each of the three DDG 1000 destroyers<br />
on order.<br />
A number of key milestones have been achieved recently, including<br />
the installation of the first shipset of main power and auxiliary generators and<br />
the successful full power parallel operation of both gas turbine generator sets<br />
during simulated dynamic ship manoeuvring operations.<br />
The main generator, the <strong>Rolls</strong>-<strong>Royce</strong> MT30 marine gas turbine, and the<br />
auxiliary ship service generator, the <strong>Rolls</strong>-<strong>Royce</strong> MT5S (packaged as the RR4500<br />
generator set), passed a series of rigorous Factory Acceptance Tests in April and<br />
May 2010.<br />
A single MT30 and RR4500 gas turbine generator set have been delivered<br />
to the US Navy’s Surface Warfare Center in Philadelphia for intensive<br />
land-based testing.<br />
For ship two, the Michael Monsoor, the first RR4500 was delivered in April<br />
with the second to follow in July. The two MT30 units will be delivered in<br />
August and September.<br />
The 15,482 tonne, 30 knot, tapered profile “tumblehome” hull DDG1000 will
www.rolls-royce.com<br />
59<br />
2<br />
1. The distinctive<br />
profile of the DDG<br />
1000 Zumwalt<br />
class destroyer.<br />
2. Power for the<br />
new ships will be<br />
provided by two<br />
MT30 marine gas<br />
turbine-driven<br />
generator sets.<br />
3. Auxiliary power<br />
for the class will be<br />
provided by twin<br />
RR4500 generator<br />
sets.<br />
4. Construction of<br />
the third in class,<br />
DDG 1002 has also<br />
begun.<br />
PHOTO Raytheon<br />
be the US Navy’s multi-mission destroyer, a forward-looking class designed<br />
to undertake a wide range of roles. The DDG 1000 is tailored for sustained<br />
operations in the littorals and land attack. It will provide independent forward<br />
presence and deterrence and support Special Operations forces, as an integral<br />
part of joint and combined expeditionary forces.<br />
Power density, manpower economy and advanced ship-board technology<br />
are essential to the Zumwalt class destroyer fulfilling its mission.<br />
Based around two sets of one MT30 and one RR4500, the <strong>Rolls</strong>-<strong>Royce</strong> gas<br />
turbine package provides the DDG 1000 with a highly versatile suite of power<br />
options. While the 36MW MT30s will provide the bulk of the power, the 4MW<br />
RR4500s will provide economy during light load conditions and peaking<br />
power when needed. As the DDG 1000 harnesses approximately ten times the<br />
electrical power of a DDG 51 destroyer, power reliability is paramount.<br />
The MT30, which is derived from the successful Trent family of aero engines,<br />
has a proven track record. Its selection for the DDG 1000 programme marks<br />
the first time a large gas turbine has been ordered by the US Navy for use as a<br />
generator set, providing electrical power for propulsion and on-board systems<br />
throughout the ship.<br />
3<br />
4<br />
Andrew Marsh, President - Naval, said, “The Zumwalt<br />
class destroyer is a highly-advanced vessel, with<br />
demanding performance requirements. The MT30 is<br />
the world’s most powerful marine gas turbine and is<br />
well-suited to delivering the high-power demands of the<br />
latest naval ship designs.”<br />
The MT30 marine gas turbine is already at sea powering<br />
the US Navy’s Littoral Combat Ship USS Freedom. It has also<br />
been selected to power the Royal Navy’s QE class aircraft<br />
carriers (see page 40). Like the Zumwalt class, the UK<br />
carriers will benefit from integrated all-electric propulsion.<br />
Onboard the DDG 1000, the MT30s are the ship’s main<br />
turbine generators and, alongside the RR4500 auxiliary<br />
generator sets, are the power sources for the ship’s<br />
integrated power system. They provide power to propel<br />
the vessel and power for the ship’s hotel load (lighting,<br />
heating and ancillary functions) and other onboard<br />
advanced technologies, such as radar and weapons, and<br />
manages the power sources so the power requirements<br />
can be met when needed.<br />
The reliability and efficiency of the integrated power<br />
system, in combination with the ship control systems,<br />
means that manpower levels on board can be reduced<br />
compared to conventional ships, with less time spent on<br />
routine maintenance. <strong>In</strong> addition, the four-turbine set-up<br />
provides for reconfiguration under a range of operating<br />
conditions for greater survivability, reduced detectability<br />
and more secure communications connectivity.<br />
“The involvement of <strong>Rolls</strong>-<strong>Royce</strong> in the DDG 1000<br />
programme does not end in the engine room,” says Peter<br />
Lapp, Programme Executive. “We are also responsible for<br />
the manufacture of the ship’s fixed-pitch propellers to<br />
stringent US Navy specifications. Two ship-sets have been<br />
cast in our Pascagoula, Mississippi foundry.”<br />
With the acquisition of Odim in 2010, the <strong>Rolls</strong>-<strong>Royce</strong><br />
scope of supply for the class increased further and now<br />
includes the multi-function towed array handling system<br />
or MTAH, which controls the anti-submarine sonar and<br />
torpedo defence systems. The first ship set has already<br />
been assembled and integrated and is awaiting design<br />
verification testing.<br />
Construction of the first ship, the Zumwalt (DDG 1000)<br />
is more than 50 per cent complete at General Dynamics<br />
Bath Iron Works in Bath, Maine, and work on long lead<br />
items for the Michael Monsoor (DDG 1001) and the<br />
yet-to-be-named DDG 1002 has begun. [AR]
60 SUPPORT<br />
Support<br />
The recently opened<br />
<strong>Rolls</strong>-<strong>Royce</strong> training<br />
centre in Seletar,<br />
Singapore.
www.rolls-royce.com<br />
61<br />
Focusing on training<br />
The <strong>Rolls</strong>-<strong>Royce</strong> regional training centre<br />
in Singapore and the marine training and<br />
technology centre in Ålesund are now open<br />
for business, offering a variety of courses.
62 SUPPORT<br />
The <strong>Rolls</strong>-<strong>Royce</strong> marine training facility in Asia<br />
is now open for business at the new 65,000m2<br />
Seletar complex in Singapore, which was<br />
formally opened by <strong>Rolls</strong>-<strong>Royce</strong> Chairman<br />
Sir Simon Robertson and the Prime Minister of<br />
Singapore, Lee Hsien Loong, in February. It is the result<br />
of an overall investment of S$700 million (US$500 million)<br />
and close cooperation between <strong>Rolls</strong>-<strong>Royce</strong> and the<br />
Singapore authorities in new research, training and aero<br />
engine production and test facilities in the region.<br />
It is a first for <strong>Rolls</strong>-<strong>Royce</strong> in that customers from across<br />
the various markets in which the company operates can<br />
be trained in the same location, enabling all attendees<br />
to benefit from purpose-built classrooms and extensive<br />
workshop facilities that includes a canteen and gym.<br />
Although a smaller version of the Ålesund marine<br />
training centre, Singapore can run most of the same<br />
courses. The latest technology, equipment and facilities<br />
are combined to help develop the talent pool of service<br />
engineers the company and its customers require, while<br />
promoting a culture of engineering excellence. With fleets<br />
growing and equipment becoming more complex, risks<br />
increasing and technical and environmental regulations<br />
becoming more demanding, the need for fully competent<br />
crews has never been greater.<br />
The marine section of the facility is equipped for<br />
customer training with two simulator domes that can<br />
be used for Icon DP systems, as well as Helicon X and<br />
Towcon control systems training<br />
for anchor handling winches. They<br />
meet the need for greater realism<br />
and versatility by using a seamless<br />
spherical image of the working<br />
environment and allow trainees to<br />
practise manoeuvring and anchor<br />
handling operations in various sea<br />
states. Three smaller stand-alone DP<br />
manoeuvring stations enable up<br />
to five students to receive operator<br />
training at any one time.<br />
“The simulator domes are<br />
undoubtedly the main attraction<br />
for our customers in Asia. We are<br />
excited to have this new training<br />
resource available to us and the<br />
ability to offer enhanced knowledge<br />
and skills transfer to customers<br />
and partners in this fast-growing<br />
region,” said Gary Wieland, Senior<br />
VP, Services - Asia. The centre is<br />
also equipped to deliver a broad<br />
spectrum of learning across all<br />
<strong>Rolls</strong>-<strong>Royce</strong> business sectors - from<br />
IT to management and leadership,<br />
as well as technical skills. The first<br />
graduating class of technicians is<br />
2<br />
1
www.rolls-royce.com<br />
63<br />
3 4<br />
expected to begin their new roles at <strong>Rolls</strong>-<strong>Royce</strong><br />
in September.<br />
Hardware will change as new products enter service.<br />
Currently, the hardware includes a Canman waterjet<br />
control system, steering gear and controls, a waterjet<br />
module, deck machinery and engine sub-assemblies,<br />
plus a CP propeller hub and automation system<br />
switchboards, which are housed in two workshops. A<br />
range of classrooms will cater for small or larger groups.<br />
Training in Europe<br />
The <strong>Rolls</strong>-<strong>Royce</strong> Training and Technology Centre in<br />
Ålesund, Norway is already in operation, with various<br />
courses in progress. It is located next to the campus of<br />
Ålesund University College, with the building’s grand<br />
opening planned for autumn.<br />
Regular courses for popular <strong>Rolls</strong>-<strong>Royce</strong> products<br />
and systems are a key part of the programme.<br />
Product training courses are run at four distinct levels:<br />
0, 1, 2 and 3. The latest listing and joining instructions are<br />
regularly updated on the marine training pages of the<br />
<strong>Rolls</strong>-<strong>Royce</strong> website.<br />
Entry level (0) is standardised e-learning. It comprises<br />
product-based familiarisation modules, which currently<br />
cover 15 product groups and are the ideal starting point<br />
for any learning programme.<br />
Level 1 goes into more detail with courses available<br />
on most <strong>Rolls</strong>-<strong>Royce</strong> products. While some are purely<br />
equipment familiarisation and operation, others<br />
concentrate on the correct maintenance requirements,<br />
or both. Course duration and scope varies. For example,<br />
for CP propellers there is a four-day operator training<br />
course and a five-day maintenance course. For steering<br />
gears, there is a four-day maintenance course while for<br />
engine maintenance, it is a standard three-day course.<br />
Level 2 courses can be shipowner specific, where<br />
individual crew members need more advanced<br />
knowledge of particular products. The Royal<br />
Norwegian Navy, for example, books higher level<br />
maintenance training.<br />
Levels 2 and 3 are normally targeted at honing<br />
the knowledge and skills of experienced <strong>Rolls</strong>-<strong>Royce</strong><br />
service engineers.<br />
For individual requirements, tailored courses are<br />
developed on request to cater for specific customer<br />
needs. Bespoke courses on relevant ship equipment<br />
normally cover operation, trouble-shooting and<br />
maintenance. They can be run at the <strong>Rolls</strong>-<strong>Royce</strong> training<br />
centre of choice or on board a nominated vessel catering<br />
for the needs of a ship’s crew, typically a group of eight<br />
people or less.<br />
“As the Ålesund Centre currently caters solely for marine<br />
product training, a broader range of product hardware will<br />
be available than in Singapore,” says William Roberts, VP,<br />
Global Training and Service Engineer Development. “It is<br />
growing all the time, expanding as new equipment goes<br />
into service.”<br />
Equipment in the training hall currently includes<br />
operating steering gear with controls, two types of<br />
controllable pitch propeller with gearbox and pitch<br />
setting systems, tunnel thruster, steering system for large<br />
azimuth thrusters, a complete Azipull AZP85 thruster<br />
and a sectioned diesel engine. Power electric systems<br />
are represented with a complete switchboard for three<br />
generators with splittable bus and supply to consumers<br />
with fixed and variable frequency, typical of an offshore<br />
vessel installation. Anchor handling winch motors,<br />
a complete anchor and mooring windlass, seismic<br />
handling equipment and stainless steel and aluminium<br />
waterjets are scheduled to follow shortly.<br />
Simulators include a full-scale offshore vessel bridge with a<br />
360 degree field of vision for ship handling, anchor handling<br />
and other offshore operations. <strong>In</strong>dividual simulators in<br />
another room allow trainees to operate winches, cranes and<br />
other equipment.<br />
The Dynamic Positioning simulator and adjacent technical<br />
room have been expanded and installed in the new<br />
centre. Level 0, 1 and 2 DP courses are offered, covering<br />
familiarisation, basic and advanced operator training,<br />
maintenance and combined operation and technical<br />
courses, with Nautical <strong>In</strong>stitute accreditation. [AR/RW]<br />
1. Both marine<br />
training centres<br />
are equipped with<br />
simulator domes;<br />
in Ålesund there<br />
is also a complete<br />
bridge simulator<br />
with realistic 360°<br />
views.<br />
2. There are<br />
stand-alone DP<br />
simulators for<br />
multiple crew<br />
training.<br />
3. Conventional<br />
classroom<br />
facilities are well<br />
equipped.<br />
4. A wide range of<br />
equipment has<br />
been custom<br />
designed<br />
to enhance<br />
the training<br />
experience.
64 SUPPORT<br />
1<br />
Playing a key<br />
role in vessel<br />
conversion<br />
Preparing a recently<br />
built 11,000dwt dock ship<br />
for a new role as a heavy-lift,<br />
deepwater oil exploration<br />
and offshore support vessel<br />
required a significant upgrade,<br />
including installation of<br />
a dynamic positioning and<br />
thruster package.<br />
Work on converting the <strong>17</strong>2.5m long 25.4m beam 11,000dwt dock<br />
ship owned by Harren and Partner (the former Combi Dock IV)<br />
into the heavy-lift, deep-water oil exploration and offshore<br />
support vessel OIG Giant II, got underway in August 2011<br />
at Lloyd Werft, Bremerhaven.<br />
The vessel is the second ship in the Offshore <strong>In</strong>stallation Groups (OIG) planned<br />
fleet of six offshore support vessels. Combi Dock IV was one of a series of four<br />
heavy lift dock ship sisters built between 2007 and 2010. One has already been<br />
converted into OIG Giant I.<br />
The work undertaken was wide-ranging and used experience gained from the<br />
earlier conversion of the first vessel. At the heart of the work was the installation<br />
of a <strong>Rolls</strong>-<strong>Royce</strong> DP2 system and thruster package.<br />
Dynamic positioning with power and manoeuvrability<br />
New to the ship and consistent with its specialist new tasks is the <strong>Rolls</strong>-<strong>Royce</strong><br />
DP2 equipment package. It includes a DP2 dynamic positioning system, with<br />
sensors and reference system, Poscon joystick, Helicon X3 remote controls and<br />
five new thrusters. The complete system, including the electric motors for the<br />
five thrusters, was designed and supplied within the relatively short five-month<br />
delivery time frame, to meet the conversion schedule, and was managed by the<br />
<strong>Rolls</strong>-<strong>Royce</strong> service team in Ulsteinvik.<br />
To get the required increase in propulsion power into the hull required the<br />
relocation and enlarging of the ship’s forward bow thruster, which was replaced<br />
by a TT2650 tunnel thruster, together with a TCNC92 combined swing-up<br />
azimuth thruster that can also operate as a tunnel thruster when retracted<br />
for operational flexibility. To provide optimum manoeuvrability and due to<br />
the limited space below deck, a TCNS92 swing-up azimuth thruster, rated at<br />
2MW with a 2.2m diameter propeller, was installed in the middle of the ship.<br />
A hull module suitable for a TCNS92 thruster was prepared by the yard for the
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65<br />
PHOTO Offshore <strong>In</strong>stallation Group (OIG)<br />
2 4<br />
PHOTO Offshore <strong>In</strong>stallation Group (OIG)<br />
3<br />
with an active heave compensation system. They<br />
now have a combined safe working load of<br />
500mt for subsea installations to a <strong>depth</strong> of 2,500m.<br />
A 7.8m x 7.4m moonpool on the starboard side of the<br />
loading bay enables divers and equipment to be lowered<br />
into the water.<br />
OIG Giant II was also fitted with a submersible and<br />
tiltable open stern ramp for floating in or out, a helipad<br />
and an additional seven-deck accommodation extension<br />
to the forward superstructure to house a further 86<br />
personnel. Six more generators were also installed<br />
to ensure that the vessel’s new capacities have the<br />
power required.<br />
1. The OIG Giant ll is<br />
the second vessel<br />
to be converted by<br />
OIG to undertake<br />
a variety of subsea<br />
installation work.<br />
2. Two swing-up<br />
thrusters were<br />
installed together<br />
three new tunnel<br />
thrusters.<br />
3. User-friendly DP<br />
controls.<br />
4. The vessel’s first<br />
job was installing<br />
test tidal turbines<br />
at the Falls of<br />
Warness tidal test<br />
site, Orkney.<br />
installation of a third unit, should more power be required<br />
in the future. Two TT2400 tunnel thrusters with CP<br />
propellers were installed in the stern.<br />
“We designed the system to meet the specified<br />
operational profile of the vessel,” says Stein Arve Molnes,<br />
Sales Manager – upgrading/overhaul. “As our DP systems<br />
are designed to work with our thrusters, we were able to<br />
provide a complete system and quote a single package<br />
price. This reduced the number of suppliers involved and<br />
provided the confidence that the system would perform<br />
as designed. Courses for crew training were run at the<br />
Ålesund Training Centre.”<br />
The conversion included a range of other work,<br />
undertaken by the yard. The ship’s two forward, heavy-lift<br />
cranes were significantly lengthened to enable them to<br />
reach as far and as high as possible, and were equipped<br />
Proven in service<br />
The vessel’s first job was the transport and installation of<br />
three turbines for a tidal power station off Orkney in the<br />
North Sea during late 2011. The work was performed with<br />
remarkable accuracy in 30 knot side winds with a 5 knot<br />
current from the stern - a suitable demonstration of the<br />
DP systems performance.<br />
OIG Giant II is the second ship in the planned threevessel<br />
fleet of Singapore-based Offshore <strong>In</strong>stallation<br />
Group (OIG). The recently founded company, a joint<br />
venture between Harren & Partner and Goldman Sachs<br />
Capital Partners, serves the oil and gas industry with large<br />
specialist ships. The vessels are equipped for a variety of<br />
installation work far out to sea and can operate at <strong>depth</strong>s<br />
of up to 2,500m. The large deck area means they are able<br />
to take everything on board at the start of a project, so the<br />
support of other heavy lift vessels to transport equipment<br />
is not required, saving time and money. [AR]<br />
DP2 TURNKEY PACKAGES FOR PSVs<br />
SEACOR Marine was an early<br />
adopter of <strong>Rolls</strong>-<strong>Royce</strong> DP2<br />
systems with the upgrade<br />
of PSV Seabulk Asia. The<br />
turnkey project included<br />
design, integration and<br />
project management and the<br />
supply of the DP2 system,<br />
switchboard, interface<br />
upgrade Helicon X, steering<br />
gear, additional stern<br />
thruster, FMA study, general<br />
arrangement HVAC, capability and<br />
ERN analysis.<br />
“We particularly like the<br />
compact design of the equipment<br />
and the ease with which it interfaces<br />
with other equipment supplied by<br />
<strong>Rolls</strong>-<strong>Royce</strong>,” says Tim Clerc, Manager<br />
of engineering, SEACOR Marine LLC.<br />
Positive feedback led to a similar<br />
installation on Seabulk South Atlantic,<br />
and a further two UT 755 L vessels are<br />
now being upgraded in Brazil.
66 SUPPORT<br />
1<br />
2<br />
PHOTO Ensco<br />
Rapid<br />
response for<br />
emergency<br />
maintenance<br />
Selecting underwater<br />
intervention services offers<br />
enhanced flexibility in<br />
minimising vessel downtime,<br />
particularly when urgent<br />
unplanned maintenance is<br />
required.<br />
<strong>Rolls</strong>-<strong>Royce</strong> added turnkey underwater intervention<br />
to its marine services portfolio over three years ago<br />
and has since developed a number of innovative<br />
repair methods where drydocking is not required.<br />
When a customer contacts <strong>Rolls</strong>-<strong>Royce</strong> with a request for<br />
underwater intervention, the requirement is assessed against<br />
a range of suitable solutions to determine the best approach<br />
relative to the current operating conditions and location.<br />
Once the solution is agreed with the customer, <strong>Rolls</strong>-<strong>Royce</strong><br />
mobilises service engineers, the diving partner and all<br />
necessary equipment to the vessel or quayside. <strong>Rolls</strong>-<strong>Royce</strong><br />
acts as the single point of contact throughout, providing<br />
seamless project planning, management and execution of<br />
the work.<br />
A successful underwater intervention project was recently<br />
undertaken on a <strong>Rolls</strong>-<strong>Royce</strong> TCNS92 azimuth thruster<br />
installed on a semi-submersible rig operating off the coast of<br />
Angra dos Reis near Rio de Janeiro, Brazil. The customer, Ensco,<br />
reported that the thruster on the ENSCO 6000 rig was leaking<br />
at pitch control level and required an emergency repair.<br />
With no time to wait for a suitable dry dock to become<br />
available to enable the repair to be carried out, underwater<br />
intervention provided a safe and vital alternative.<br />
A team from the <strong>Rolls</strong>-<strong>Royce</strong><br />
service centre in Brazil and propulsion<br />
product centre in Norway worked in<br />
collaboration with the diving partner,<br />
Subsea Solutions Alliance, and Ensco<br />
personnel to plan the work. The agreed<br />
solution was an underwater repair of<br />
the oil distribution box with a team<br />
comprising one project manager,<br />
one service engineer and three divers<br />
working over two days to complete<br />
the repair.<br />
“Underwater intervention offers<br />
our customers a time-sensitive<br />
service that enables critical repairs<br />
to be performed directly at the rig’s<br />
location”, said Peter Redpath, VP Sales<br />
in the Gulf of Mexico. “This efficient<br />
operation was concluded within<br />
the allotted time-scale and the rig<br />
was able to return to service with<br />
minimal downtime.”<br />
Ensco, with a fleet of seven drillships,<br />
20 semi-submersible rigs and 49<br />
jackups, recognised the value of<br />
employing <strong>Rolls</strong>-<strong>Royce</strong> to manage<br />
this turnkey project. “We are pleased<br />
the intervention work was conducted<br />
safely, on time and with care to prevent<br />
spills and environmental impacts,” said<br />
Gilles Luca, Ensco Vice President, Brazil.<br />
Amanda Martin, Ensco’s Director of<br />
Supply Chain, Western Hemisphere,<br />
added, “<strong>Rolls</strong>-<strong>Royce</strong> has been a<br />
proactive supplier partner, working<br />
with Ensco stakeholders to improve<br />
the communications and planning<br />
between our organisations. We<br />
appreciate the commitment to<br />
customer satisfaction, which has<br />
resulted in continuously improving<br />
supply and service efficiencies for<br />
our fleet.”<br />
Following this success, Ensco has<br />
selected <strong>Rolls</strong>-<strong>Royce</strong> to undertake<br />
the removal and re-installation of<br />
six UUC 455 azimuth thrusters<br />
installed on the ENSCO DS-6 drillship.<br />
<strong>Rolls</strong>-<strong>Royce</strong> service engineers and<br />
product centre personnel from<br />
Finland will work closely with their<br />
counterparts in Singapore to<br />
perform the operation, needed to<br />
accommodate the massive ship’s hull<br />
in the shipyard prior to the drillship<br />
commencing a new charter later<br />
this year. [AM]<br />
1. <strong>Rolls</strong>-<strong>Royce</strong><br />
mobilised service<br />
engineers and<br />
divers, managing all<br />
aspects of the work.<br />
2. An emergency<br />
underwater<br />
thruster repair was<br />
carried out on the<br />
ENSCO 6000 rig<br />
while it remained<br />
close to its<br />
operating location<br />
off Rio de Janerio.
www.rolls-royce.com<br />
67<br />
1<br />
PHOTO DFDS<br />
DFDS ferry trio upgraded with<br />
Promas Lite<br />
2<br />
Improving propulsive efficiency is key to<br />
reducing fuel burn and emissions, and<br />
the number of vessels successfully upgraded continues to grow. Three ferries<br />
operating on the English Channel crossing are the latest to benefit.<br />
Three more DFDS Seaways<br />
ferries have been upgraded<br />
with the <strong>Rolls</strong>-<strong>Royce</strong> Promas<br />
Lite system to maximise their<br />
propulsive efficiency, reducing fuel<br />
consumption and emissions.<br />
Dover, Dunkerque and Delft Seaways<br />
serve on the Dover-Dunkerque route<br />
across the English Channel. The three<br />
sister ships were originally designed<br />
for a service speed of 26.5 knots and<br />
had Kamewa propellers optimised for<br />
that speed. The requirements for the<br />
Channel route is a lower service speed<br />
of 18-19.5 knots, with a little more<br />
speed available to recover delays and<br />
power for responsive manoeuvring<br />
in port. This has resulted in not only<br />
poor operating efficiency, but also<br />
enhanced vibration levels during<br />
manoeuvring. The ferries have twin<br />
screws and two engines per shaft, and<br />
normal sailing on the route can be<br />
maintained on one engine per shaft,<br />
with more power available if required.<br />
The Promas Lite system was<br />
selected as it integrates the propeller<br />
and rudder into a single system to maximise hydrodynamic<br />
performance over a conventional propeller reblading. The<br />
customised design was developed at the <strong>Rolls</strong>-<strong>Royce</strong> facility<br />
in Kristinehamn, Sweden.<br />
New propeller blades were bolted onto the original<br />
hub and a special hubcap fitted to the propeller, which<br />
streamlines the flow onto a bulb that was fabricated<br />
and welded onto the existing rudder. This effectively<br />
increases propeller thrust, as previously wasted energy<br />
is recovered from the flow, and also reduces drag. The<br />
hubcap is mounted outside of the propeller hub and<br />
acts purely as a hydrodynamic fairing, keeping cost and<br />
technical complexity to a minimum. The settings of the<br />
existing control combinator were revised to ensure that<br />
optimal engine load and propeller pitch was combined for<br />
maximum efficiency.<br />
“Generally, we predict a Promas Lite installation on this<br />
type of vessel, which is also operating significantly off<br />
its original design speed, should provide an efficiency<br />
improvement in the region of 10 to 15 per cent at<br />
transit speed,” says Klas Nygren, Service Sales Manager,<br />
propellers and waterjets. “Depending on the time spent<br />
at transit speed versus manoeuvring in port, the overall<br />
efficiency improvements will obviously be reduced, but<br />
still represent a significant reduction in fuel burn and<br />
emissions. As our systems are performance matched,<br />
a typical side benefit is reduced propeller-induced<br />
vibration, which enhances the<br />
overall passenger experience.”<br />
The turnkey upgrading of all three<br />
ferries was undertaken during the<br />
first quarter of 2012 at the Arno<br />
Dunkerque yard in France. The<br />
first and second installations were<br />
delivered on time, and the third two<br />
days ahead of schedule.<br />
These efficiency improvements<br />
will contribute to the DFDS goal of<br />
reducing CO 2<br />
emissions by 10 per cent<br />
over a five year period. [AR]<br />
1. The three DFDS<br />
ferries operate<br />
on the busy cross<br />
channel service<br />
between Dover<br />
and Dunkerque.<br />
2. For these Promas<br />
Lite installations,<br />
new propeller<br />
blades were<br />
installed to<br />
match the vessels<br />
new operating<br />
profile, with bulbs<br />
fabricated and<br />
welded to the<br />
existing rudders.
68 CONTACTS<br />
Head Offices<br />
Marine<br />
3 Temasek Avenue<br />
#19-01, Centennial Tower<br />
Singapore 039190<br />
Tel: +65 6501 7600<br />
Fax: +65 6501 7700<br />
Offshore<br />
Sjøgata 80<br />
N-6065 Ulsteinvik, Norway<br />
Tel: +47 81 52 00 70<br />
Fax: +47 70 01 40 05<br />
Merchant<br />
Korsegata 4<br />
P.O. Box 22<br />
N-6025 Ålesund, Norway<br />
Tel: +47 81 52 00 70<br />
Fax: +47 70 10 37 03<br />
Naval<br />
P.O. Box 3<br />
Filton, Bristol<br />
BS34 7QE, UK<br />
Tel: +44 1<strong>17</strong> 974 8500<br />
Fax: +44 1<strong>17</strong> 974 8666<br />
110 Norfolk Street,<br />
Walpole, MA 02081, USA<br />
Tel: +1 508 668 9610<br />
Fax: +1 508 668 5638<br />
Submarines<br />
P.O. Box 2000 Raynesway,<br />
Derby DE21 7XX, UK<br />
Tel: +44 1332 661461<br />
Fax: +44 1332 622935<br />
Northern Europe<br />
Denmark<br />
Sales & Service - Aalborg<br />
Vaerftsvej 23, DK-9000 Aalborg<br />
Tel: +45 9930 3600<br />
Fax: +45 9930 3601<br />
Finland<br />
Sales & Service - Helsinki<br />
Itämerenkatu 5, FIN-00180 Helsinki<br />
Tel: +358 9 4730 3301<br />
Fax: +358 9 4730 3999<br />
Waterjets - Kokkola<br />
P.O. Box 579, FIN-67701 Kokkola<br />
Tel: +358 68 324 500<br />
Fax: +358 68 324 511<br />
Rauma<br />
P.O. Box 220, FIN-26100 Rauma<br />
Tel: +358 2 83 794 722<br />
Tel: +358 4 0 828 0013 (24hr)<br />
Fax: +358 2 8379 4804<br />
France<br />
Sales & Service - Rungis<br />
4 place des Etats-Unis, Silic 261,<br />
F-94578 Rungis Cedex<br />
Tel: +33 1 468 62811<br />
Fax: +33 1 468 79398<br />
Germany<br />
Sales & Service - Hamburg<br />
Fährstieg 9, D-21107 Hamburg<br />
Tel.: +49 40 780 9190<br />
Fax: +49 40 780 91919<br />
Stabilisation (<strong>In</strong>tering) - Hamburg<br />
Fährstieg 9, D-21107 Hamburg<br />
Tel.: +49 40 52 87 36 0<br />
Fax: +49 40 52 87 36 66<br />
The Netherlands<br />
Sales & Service - Rotterdam<br />
Werfdijk 2 (Port 2828), 3195 HV Pernis<br />
Tel: +31 10 40 90 920<br />
Fax: +31 10 40 90 921<br />
Norway<br />
Automation - Longva<br />
P.O. Box 1522, N-6025 Ålesund<br />
Tel: +47 81 52 00 70<br />
Tel: +47 97 72 83 60 (24hr)<br />
Fax: +47 70 20 83 51<br />
Deck Machinery &<br />
Steering Gear - Brattvåg<br />
P.O. Box 1522, N-6025 Ålesund<br />
Tel: +47 81 52 00 70<br />
Fax: +47 70 20 86 00<br />
Engines - Bergen<br />
P.O. Box 924 Sentrum<br />
N-5808 Bergen<br />
Tel: +47 81 52 00 70<br />
Tel: +47 91 58 72 41 (24hr)<br />
Fax: +47 55 19 04 05<br />
Foundry - Bergen<br />
P.O. Box 924 Sentrum<br />
N-5808 Bergen<br />
Tel: +47 81 52 00 70<br />
Fax: +47 55 53 65 05<br />
Oslo Office<br />
Karenslyst Allé 57, N-0277 Oslo<br />
Tel: +47 81 52 00 70<br />
Fax: +47 24 00 54 99<br />
Power Electric Systems - Austevoll<br />
N-5394 Kolbeinsvik<br />
Tel: +47 56 18 19 00<br />
Tel: +47 95 29 19 20 (24hr)<br />
Fax: +47 56 18 19 20<br />
Power Electric Systems - Bergen<br />
Postboks 80, Godvik, N-5882 Bergen<br />
Tel: +47 55 50 62 00<br />
Tel: +47 97 65 89 29 (24hr)<br />
Fax: +47 55 50 62 01<br />
Controls/DP – Ålesund<br />
P.O. Box 1522, N-6025 Ålesund<br />
Tel: +47 81 52 00 70<br />
Tel: +47 90 01 09 97 (24hr)<br />
Fax: +47 70 10 37 01<br />
Training Centre - Ålesund<br />
P.O. Box 1522, N-6025 Ålesund<br />
Tel: +47 70 23 51 00<br />
Fax: +47 70 10 37 01<br />
Propulsion - Ulsteinvik<br />
P.O. Box 1522, N-6025 Ålesund<br />
Tel: +47 81 52 00 70<br />
Tel: +47 90 01 09 97 (24hr)<br />
Fax: +47 70 01 40 14<br />
Rudders - Hareid<br />
P.O. Box 1522, N-6025 Ålesund<br />
Tel: +47 81 52 00 70<br />
Tel: +47 90 89 46 74 (24hr)<br />
Fax: +47 70 01 40 21<br />
Ship Technology<br />
Fish & Merchant - Ålesund<br />
P.O. Box 1522<br />
N-6025 Ålesund<br />
Tel: +47 81 52 00 70<br />
Fax: +47 70 10 37 01<br />
Ship Technology Offshore - Ulsteinvik<br />
P.O. Box 1522, N-6025 Ålesund<br />
Tel: +47 81 52 00 70<br />
Fax: +47 70 01 40 13<br />
Steering Gear - Hagavik<br />
P.O. Box 924 Sentrum, N-5808 Bergen<br />
Tel: +47 81 52 00 70<br />
Fax: +47 56 30 82 41<br />
Deck Machinery - Seismic & Subsea -<br />
Hjørungavåg<br />
P.O. Box 193, 6069 Hareid<br />
Tel: +47 70 01 33 00<br />
Tel: +47 91 62 23 36 (24hr)<br />
Fax: +47 70 01 33 01<br />
Cranes - Molde<br />
P.O. Box 2009, 6402 Molde, Norway<br />
Tel: +47 70 31 15 00<br />
Tel: +47 91 62 23 36 (24hr)<br />
Fax: +47 71 <strong>17</strong> 31 40<br />
Deck Machinery - Seismic & Subsea -<br />
Stavanger<br />
P.O. Box 296, 4066 Stavanger<br />
Tel: +47 51 57 28 00<br />
Tel: +47 91 62 23 36 (24hr)<br />
Fax: +47 51 57 28 01<br />
Deck Machinery/Norwinch Service -<br />
Bergen<br />
Tel: +47 56 57 16 00<br />
Tel: +47 91 84 70 67 (24hr)<br />
Fax: +47 56 30 82 41<br />
Poland<br />
Deck Machinery - Gniew<br />
Kopernika 1, 83-140 Gniew<br />
Tel: +48 58 535 25 25<br />
Fax: +48 58 535 22 18<br />
Sales and Service - Gdynia<br />
8 Kontenerowa Str, 81-155 Gdynia<br />
Tel: +48 58 782 06 55<br />
Fax: +48 58 782 06 56<br />
Russia<br />
Business Center B5<br />
Pr Bakunina 5, Office 304<br />
191024 St Petersburg<br />
Tel: +7 812 332 1855<br />
Fax: +7 812 332 1855<br />
Sweden<br />
Propulsion - Kristinehamn<br />
P.O. Box 1010, S-68129 Kristinehamn<br />
Tel: +46 550 840 00<br />
Tel: +46 705 286 566 (24hr)<br />
Fax: +46 550 181 90<br />
United Kingdom<br />
Marine Electrical Systems<br />
Northarbour Road, Cosham<br />
Portsmouth, PO6 3TL<br />
Tel: +44 2392 310 000<br />
Fax: +44 2392 310 001<br />
Sales & Service - Dartford<br />
Nucleus, London Science &<br />
Business Park, Brunel Way<br />
Dartford, Kent DA1 5GA<br />
Tel: +44 1322 312 028<br />
Fax: +44 1322 312 054<br />
Marine Gas turbines - Bristol<br />
P.O. Box 3, Filton, Bristol BS34 7QE<br />
Tel: +44 1<strong>17</strong> 979 7242<br />
Motion Control – Dunfermline<br />
Hillend <strong>In</strong>dustrial Park,<br />
Dunfermline, Fife KY11 9JT<br />
Tel: +44 1383 82 31 88<br />
Fax: +44 1383 82 40 38<br />
Sales & Service - Dunfermline<br />
Hillend <strong>In</strong>dustrial Park<br />
Dunfermline, Fife KY11 9JT<br />
Tel: +44 1383 82 31 88<br />
Tel: +44 7831 1671 38 (24hr)<br />
Fax: +44 1383 82 40 38<br />
RAS Systems - Newcastle<br />
Michell Works, Scotswood Road<br />
Newcastle Upon Tyne, NE15 6LL<br />
Tel: +44 191 256 2800<br />
Fax: +44 191 256 2801<br />
Shaft bearings – Michell Bearings<br />
Scotswood Road<br />
Newcastle Upon Tyne NE15 6LL<br />
Tel: +44 191 273 0291<br />
Fax: +44 191 272 2787<br />
Southern Europe<br />
Italy<br />
Sales & Service - Genova<br />
Via Castel Morrone, 13<br />
16161 Genova<br />
Tel: +39 010 749 391<br />
Fax: +39 010 749 3950<br />
Croatia<br />
Engineering - Navis Consult<br />
Bartola Kasica 5/4<br />
HR-51000 Rijeka<br />
Tel: +385 515 001 00<br />
Fax: +385 515 001 01<br />
Greece<br />
Sales & Service – Piraeus<br />
Akti Miaouli & 2 Kantharou Str.<br />
Piraeus 185 37<br />
Tel: +30 210 4599 688/9<br />
Fax: +30 210 4599 687<br />
Spain<br />
Sales - Madrid<br />
Manuel Tovar 36-2A,<br />
E-28034 Madrid<br />
Tel: +34 913 585 332<br />
Fax: +34 91 735 07 28<br />
Sales & Service – Bilbao<br />
Estartexe, 8 oficina E<br />
48940 Leioa –Vizcaya<br />
Tel: +34 944 805 216<br />
Fax: +34 944 806 482<br />
Turkey<br />
Sales & Service Turkey<br />
Nazan Sok. No:2 Lagoon Plaza D:3<br />
34940 Tuzla, Istanbul<br />
Tel: +90 216 446 9999<br />
Fax: +90 216 395 7152<br />
West Africa<br />
Namibia<br />
Sales & service – Walvis Bay<br />
P.O. Box 4414, Old Power Station<br />
2nd Street East, Walvis Bay<br />
Tel: +264 642 275 440<br />
Fax: +264 275 441<br />
Middle East<br />
United Arab Emirates<br />
Sales & Service - Middle East<br />
P.O. Box 261103<br />
Office 47B Oilfields Supply Centre<br />
RA/09 Jebel Air Free Zone<br />
Dubai, UAE<br />
Tel: + 971 4 883 3881<br />
Fax: + 971 4 883 2639<br />
Naval - Dubai<br />
Dubai Airport, Free Zone<br />
Suite ZW406,<br />
PO Box 54254, Dubai<br />
Tel: +9<strong>17</strong> 4 299 4343<br />
Fax: +9<strong>17</strong> 4 299 4344<br />
Asia Pacific<br />
Australia<br />
Sales & Service – Melbourne<br />
Unit 4, 344 Lorimer Street<br />
Port Melbourne<br />
Victoria 3207, Australia<br />
Tel: +61 396 444 700<br />
Sales & Service - Perth<br />
Unit 2, 8 Wallace Way<br />
Fremantle WA 6160, Perth<br />
Tel: +61 8 9336 7910<br />
Fax: +61 8 9336 7920<br />
Naval - Sydney<br />
PO Box 1<strong>17</strong>, North Ryde, NSW 1670<br />
Tel: +61 2 9325 1333<br />
Fax: +61 2 9325 1300<br />
<strong>In</strong>dia<br />
Sales & Service - Mumbai<br />
TTC <strong>In</strong>dustrial Area,<br />
MIDC Turbhe, NAVI Mumbai 400 703<br />
Tel: +91 22 6726 38 38<br />
Fax: +91 22 6726 38 18<br />
EA&C - <strong>In</strong>dia<br />
TT <strong>In</strong>dustrial Area, MIDC Turbhe<br />
NAVI Mumbai 400 703<br />
Tel: +91 986 703 1823<br />
Malaysia<br />
Naval - Kuala Lumpur<br />
Lot 32C, Floor 32, UBN Tower<br />
10 Jalan P. Ramlee,<br />
50250 Kuala Lumpur, Malaysia<br />
Tel: +60 3 2026 1990<br />
Fax: +60 3 2031 7990<br />
Singapore<br />
Sales & Service - Singapore<br />
No 6, Tuas Drive 1<br />
Singapore 638673<br />
Tel: +65 686 21 901<br />
Fax: +65 686 32 165<br />
Training Centre – Singapore<br />
Tel: +65 6501 7600<br />
New Zealand<br />
Sales & Service - Christchurch<br />
<strong>17</strong>5 Waltham Road<br />
Waltham, Christchurch<br />
Tel: +64 3 962 1230<br />
Fax: +64 3 962 1231<br />
Vietnam<br />
Deck Machinery - Vietnam<br />
Road 4, Dong Xuyen <strong>In</strong>dustrial Park,<br />
Rach Dua Ward, Vung Tau City<br />
Tel: +84 64 3576 000<br />
Fax: +84 64 3576 001
www.rolls-royce.com<br />
69<br />
China<br />
Sales & Service - Hong Kong<br />
3 rd Floor, Main Building, 1-7 Sai Tso Wan<br />
Road, Tsing Yi Island, N.T., Hong Kong<br />
Tel: +852 2526 6937<br />
Fax: +852 2868 5344<br />
Corporate Office - Shanghai<br />
<strong>17</strong> th floor Kerry Parkside,<br />
No. 1155 Fang Dian Road, Pudong,<br />
Shanghai 201204<br />
Tel: +86 21 2030 2800<br />
Fax: +86 21 2030 2828<br />
Sales & Service – Shanghai<br />
No. 1 Xuan Zhong Road - Nan Hui<br />
<strong>In</strong>dustrial Zone, Shanghai 201300<br />
Tel: +86 21 5818 8899<br />
Fax: +86 21 5818 9388<br />
Sales & Service - Dalian<br />
Room 1204/1206 Swissotel<br />
21 Wu Hui Road<br />
116001 Dalian<br />
Tel: +86 411 8230 5198<br />
Fax: +86 411 8230 8448<br />
Sales & Service - Guangzhou<br />
Rm 2213A, Fuying <strong>In</strong>t Tower<br />
166, Changgang Rd, Haizhu 510250<br />
Tel: +86 20 895 77124<br />
Fax: +86 20 89577145<br />
Japan<br />
Sales & Service - Tokyo<br />
31 st Floor Kasumigaseki Building,<br />
3-2-5 Kasumigaseki,<br />
Chiyoda-Ku, Tokyo 100-6031, Japan<br />
Tel: +81 3 3592 0966<br />
Fax: +81 3 3592 0969<br />
Sales & Service - Kobe<br />
Yamasaki Building 1 st & 2 nd Floor,<br />
1-15-11 Kinpei-cho, Hyogo-ku,<br />
Kobe-shi, Hyogo 652-0873<br />
Tel: +81 78 652 8067<br />
Fax: +81 78 652 8068<br />
Republic of Korea<br />
Sales & Service - Busan<br />
Noksan <strong>In</strong>dustrial Complex<br />
18B-2L,1578-1,<br />
Songjeong-dong, Gangseo-gu<br />
Busan 618-270<br />
Tel: +82 51 831 4100<br />
Fax: +82 51 831 4101<br />
Russia<br />
Sales & Service - Vladivostok<br />
5F, 3b, Streinikova str.<br />
Vladivostok 690065<br />
Tel: +7 4232 495 484<br />
Fax: +7 4232 495 484<br />
Americas<br />
Brazil<br />
Sales & Service - Rio<br />
IIha do Caju, 131<br />
CEP 24. 040-005 - Ponta da Areia<br />
Niterói<br />
Tel: +55 21 2707 5900<br />
Fax.: +55 21 2707 5909<br />
Canada<br />
Sales & Service - St. Johns<br />
142 Glencoe Drive, Mount Pearl<br />
Newfoundland NL A1N 4P7<br />
Tel: +1 709 748 7650<br />
Fax: +1 709 364 3053<br />
Naval Undersea Systems-Dartmouth<br />
461 Windmill Road<br />
Dartmouth, Nova Scotia, B3A 1J9<br />
Tel: +1 902 468 2928<br />
Fax: +1 902 468 1388<br />
Naval Undersea Systems- Peterborough<br />
597 The Queensway<br />
Peterborough, Ontario, K9J 7J6<br />
Tel: +1 705 743 9249<br />
Fax: +1 705 743 8003<br />
Sales & Service – Vancouver<br />
96 North Bend Street<br />
Coquitlam BC, V3K 6H1<br />
Tel: +1 604 942 1100<br />
Tel: +1 604 365 7157 (24hr)<br />
Fax: +1 604 942 1125<br />
Chile<br />
Sales & Service - Santiago<br />
Alcántara 200, 13 th Floor, Office 1303,<br />
755, 0159 Las Condes, Santiago<br />
Tel: +56-2-586-4700<br />
Fax: +56-2-586-4705<br />
Mexico<br />
Sales & Service – Veracruz &<br />
Cuida del Carmen<br />
Edif. Torre del Pilar, Blvd Ruiz Cortinez<br />
#3642, Boca del Rio, Veracruz, 94299<br />
Tel: +52 229 272 2240<br />
Tel: +52 229 272 2246 (24hr)<br />
Fax: +52 229 272 2241<br />
USA<br />
Naval Marine <strong>In</strong>c - Walpole<br />
110 Norfolk Street<br />
Walpole, MA 02081<br />
Tel: +1 508 668 9610<br />
Tel: +1 (877) 598 6957 (24hr)<br />
Fax: +1 508 668 2497<br />
Sales & Service – Ft Lauderdale<br />
10125 USA Today Way, Miramar, Fort<br />
Lauderdale, FL 33025<br />
Tel: +1 954 436 7100<br />
Fax: +1 954 436 7101<br />
Americas Corporate Office - Houston<br />
1880 South Dairy Ashford,<br />
Ashford Crossing II<br />
Suite 301, Houston, TX 77077<br />
Tel: +1 281 902 3300<br />
Fax: +1 281 902 3301<br />
Sales & Service - Galveston<br />
Pelican Island 1, 2929 Todd Road<br />
Galveston, TX 77554<br />
Tel: +1 409 765 4800<br />
Tel:+1 (832) 330 2554 (24hr)<br />
Fax: +1 409 765 4801<br />
Engine & Ship Service - Long Beach<br />
2445 N Palm Drive Suite 104<br />
Signal Hill, CA 90755<br />
Tel: +1 562 989 0291<br />
Fax: +1 562 989 0281<br />
Sales & Service - New Orleans<br />
200 James Drive West<br />
St Rose, LA 70087<br />
Tel: +1 504 464 4561<br />
Fax: +1 504 464 4565<br />
Sales & Service - Seattle<br />
<strong>17</strong>31 13 th Ave. SW<br />
Seattle, WA 98134<br />
Tel: +1 206 782 9190<br />
Tel: +1 206 499 8245 (24hr)<br />
Fax: +1 206 782 0<strong>17</strong>6<br />
Naval Marine <strong>In</strong>c - Washington<br />
1875 Explorer Street<br />
Suite 200, Reston, VA 20190<br />
Tel: +1 703 834 <strong>17</strong>00<br />
Fax: +1 703 709 6086<br />
Naval Marine <strong>In</strong>c – <strong>In</strong>dianapolis<br />
Po Box 420, 2001 South Tibbs Ave<br />
Speed Code S-07, <strong>In</strong>dianapolis<br />
<strong>In</strong>diana 46206-0420<br />
Tel: +1 3<strong>17</strong> 230 2000<br />
Fax: +1 3<strong>17</strong> 230 6763<br />
Naval Marine <strong>In</strong>c - Annapolis<br />
190 Admiral Cochrane Drive,<br />
Suite 115, Annapolis, MD 21401<br />
Tel: +1 410 224 2130<br />
Fax: +1 410 266 6721<br />
Naval Marine <strong>In</strong>c – Pascagoula Foundry<br />
3719 <strong>In</strong>dustrial Road, PO Box 1528,<br />
Pascagoula, MS 39567<br />
Tel: +1 228 762 0728<br />
Fax: +1 228 769 7048<br />
Shiplift Systems - Annapolis<br />
190 Admiral Cochrane Drive,<br />
Suite 115, Annapolis, MD 21401<br />
Tel: +1 410 224 2130<br />
Fax: +1 410 266 6721<br />
Naval Undersea Systems - New Bedford<br />
1213 Purchase Street, New Bedford<br />
Massachusetts 02740 USA<br />
Tel: +1 508 990 4575<br />
Fax: +1 508 990 4577<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Offices<br />
Northern Europe<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Rond Point Schuman, 6/5<br />
1040 Brussels, Belgium<br />
Tel: +32 2 230 8652<br />
Fax: +32 2 230 0872<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
New Europe, IBC Building<br />
Pobrenzi 3, 186 00, Prague 8<br />
Czech Republic<br />
Tel: +420 224 835069<br />
Fax: +420 224 835013<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Jägerstraße 59, D-101<strong>17</strong>,<br />
Berlin, Germany<br />
Tel: +49 30 2094 2501<br />
Fax: +49 30 2094 2508<br />
Southern Europe<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Via IV Novembre 114<br />
00187 Roma, Italy<br />
Tel: +39 066 976 671<br />
Fax: +39 066 791 755<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
122 Avenue Charles de Gaulle,<br />
92522 Neuilly-Sur-Seine Cedex,<br />
France<br />
Tel: +33 147 221 440<br />
Fax: +33 147 457 738<br />
Eastern Europe<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Office 26, B. Sadovaya Street 10<br />
123001 Moscow, Russian<br />
Federation<br />
Tel: +7 495 651 9330<br />
Fax: +7 495 651 9332<br />
Middle East<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Futuro Tower, 5 th Floor, Office<br />
Number 4, Ma’ather Raod<br />
P.O. Box 88545<br />
Riyadh 11672, Saudi Arabia<br />
Tel: + 966 1 403 <strong>17</strong>33<br />
Fax: + 966 1 240 <strong>17</strong>13<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Dubai Airport Free Zone,<br />
Suite 2W406,<br />
PO Box 54254, Dubai,<br />
United Arab Emirates<br />
Tel + 971 4 299 4343<br />
Fax + 971 4 299 4344<br />
Asia Pacific<br />
<strong>Rolls</strong>-<strong>Royce</strong> Australia Services<br />
Pty Ltd<br />
Suite 102, Level 1,<br />
2-4 Lyonpark Road, Macquarie<br />
Park, NSW 2113, Australia<br />
Tel: +61 2 9325 1333<br />
Fax: +61 2 9325 1300<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>dia Pvt Ltd<br />
2 nd Floor, Birla Tower (West),<br />
25 Barakhambha Road<br />
New Delhi 110001, <strong>In</strong>dia<br />
Tel: +91 11 2335 7118<br />
Fax: +91 11 2335 71<strong>17</strong><br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Mid Plaza II Building, 16 th Floor,<br />
Jln Jendral Sudirman Kav 10-11,<br />
Jakarta 10220, <strong>In</strong>donesia<br />
Tel: +62 21 570 3888<br />
Fax: +62 21 570 6286<br />
<strong>Rolls</strong>-<strong>Royce</strong> Malaysia Sdn Bhd<br />
32 nd Floor, UBN Tower,<br />
10 Jalan P. Ramlee, 50250<br />
Kuala Lumpur, Malaysia<br />
Tel: +6 03 2096 1990<br />
Fax: +6 03 2031 7990<br />
<strong>Rolls</strong>-<strong>Royce</strong> Singapore Pte Ltd<br />
3 Temasek Avenue #19-01<br />
Centennial Tower<br />
Singapore 039190<br />
Tel: +65 6734 5031<br />
Fax: +65 6734 5038<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
Unit 402,<br />
4th Floor Asia Tower Building<br />
6 Nha Tho Street<br />
Hoan Kiem District, Hanoi<br />
Vietnam<br />
Tel: +84 4 39380 228<br />
Fax: +84 4 39380 230<br />
North East Asia<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational<br />
- China Ltd<br />
2109, China Life Tower<br />
16, Chao Yang Men Wai Street<br />
Beijing 100020<br />
People’s Republic of China<br />
Tel: +86 10 8565 5000<br />
Fax: +86 10 8525 2213<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
4/F, South Tower,<br />
Cathay Pacific City.<br />
8 Scenic Road,<br />
Honkong <strong>In</strong>ternational Airport<br />
Lantau, Hong Kong SAR<br />
Tel: +852 2802 4843<br />
Fax: +852 2511 0461<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
31 st Floor Kasumigaseki Building,<br />
3-2-5 Kasumigaseki,<br />
Chiyoda-Ku,<br />
Tokyo 100-6031, Japan<br />
Tel: +81 3 3592 0966<br />
Fax: +81 3 3592 0969<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational Ltd<br />
23 rd Floor, Olive Tower,<br />
135 Seosomun-dong,<br />
Jung-gu, Seoul,<br />
Korea 100-737<br />
Tel: +82 2 3476 7750/2<br />
Fax: +82 2 3476 0122<br />
<strong>Rolls</strong>-<strong>Royce</strong> (Thailand) Ltd<br />
11 th Floor Tonson Tower,<br />
900 Ploenchit Road,<br />
Bangkok 10330, Thailand<br />
Tel: +66 2 263 0500<br />
Fax: +66 2 263 0505<br />
Americas<br />
<strong>Rolls</strong>-<strong>Royce</strong> North America <strong>In</strong>c<br />
1875 Explorer Street<br />
Suite 200, Reston, VA 20190<br />
Tel: +1 703 834 <strong>17</strong>00<br />
Fax: +1 703 709 6087<br />
<strong>Rolls</strong>-<strong>Royce</strong> <strong>In</strong>ternational<br />
Limitada<br />
Av. Almirante Barroso 52<br />
Sala 2001, 20031-000<br />
Rio de Janeiro, Brazil<br />
Tel: +55 21 2277 0100<br />
Fax: +55 21 2277 0186
in-<strong>depth</strong><br />
The widest range of marine<br />
products from a single supplier<br />
<strong>17</strong><br />
12<br />
Automation and control systems<br />
Azimuth thrusters<br />
Bearings<br />
Bulk handling<br />
Deck machinery<br />
Design and integrated systems<br />
Diesel and gas engines<br />
Dynamic positioning systems<br />
Energy storage<br />
Gas turbines<br />
Power electrics<br />
Propellers<br />
Propulsion systems<br />
Reduction gears<br />
Replenishment-at-sea<br />
Rudders<br />
Seismic and subsea systems<br />
Shiplift systems<br />
Stabilisers<br />
Steering gear<br />
Tunnel thrusters<br />
Turbo generators<br />
Waterjets