PIONEERING PURE LNG POWER - Rolls-Royce/media/Files/R/Rolls... · Atlântico Sul shipyard for Brazilian oil company Petrobras. Rolls-Royce will equip each of the seven vessels, which

PIONEERING PURE LNG POWER ONGOING RESEARCH IDENTIFIES EFFICIENCY GAINS

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Opinions expressed may not necessarily represent the views of Rolls-Royce or the editorial team. The publishers cannot accept liability for errors or omissions.

All photographs © Rolls-Royce plc unless otherwise stated. In which case copyright owned by photographer/organisation.

EDITOR: Andrew Rice

DESIGNED BY: Paperclip Communications

CONTRIBUTORS: CT - Craig Taylor | RW - Richard White | CW - Cara Wong | AR - Andrew Rice

Printed in the UK.

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NEWS News and future events 04

TECHNOLOGY Step-change in efficiency the focus of propulsion research 08

Electric and hybrid propulsion system options for real flexibility 12

The future of command and control 14

All seaways lead to Environship 15

Voyaging into the future 16

Ice class and offshore pods added to Mermaid™ range 18

REGIONAL FOCUS The Nordics - home of maritime excellence and innovation 20

UPDATESPioneering single fuel gas propulsion for coastal duties 24

Damen Schelde Naval Shipbuilding 28

Far Solitaire - a new direction for offshore supply vessels 30

CUSTOMER SUPPORT AND SERVICE24/7 technical support is now only one call away 32

Investing in upgrading for better performance 36

Customer support in China strengthened 37

CONTACTS 38

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CONTENTS

© Rolls-Royce plc 2013

The information in this document is the property of Rolls-Royce plc and may not be copied, communicated to a third party, or used for any purpose other than that for which it is supplied, without the express written consent of Rolls-Royce plc.

While the information is given in good faith, based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.

Scan the code to access www.rolls-royce.com

Front cover: MV Høydal is powered by a single Bergen gas engine and is the world’s first pure LNG fuelled cargo carrier. Manned by a crew of six, it carries 2,250t of fish feed pellets.

ISSUE 18

“As we launch our new-look In-depth customer magazine, I am delighted to have this opportunity to address you as President – Marine and Nuclear. My immediate priority is to ensure that at every level throughout our business we put you, the customer, at the heart of all we do, and in doing so deliver to the highest standards of quality the commitments we have made to you.

I have served Rolls-Royce on the Executive Leadership Team for the past four years as President - Nuclear and in that time I have watched the Marine business grow significantly. As Tony Wood moves into his new role as President - Aerospace, I have much to thank him for, not least for passing on a business with outstanding people, capabilities and expertise, alongside an impressive customer base and product range. But I recognise we can do more to improve our performance. Our support services, delivery and quality must be to world-class standards, and I will closely monitor these key parts of the business to ensure our journey of continuous improvement delivers. We will work closely with you to align our services to your needs and target investment where that is necessary.

I am personally very excited about the opportunity that we now have to play an important role in your success. Rolls-Royce remains committed to technical innovation and continuing to develop leading-edge products that will deliver increased value to our marine customers through the delivery of lower costs and greater operational efficiencies.

LAWRIE HAYNES – PRESIDENT MARINE & NUCLEAR

LAWRIE HAYNESPresident - Marine and Nuclear

VIEWPOINT

Over the coming months I intend to spend a lot of time travelling widely to meet as many of you as possible, so that I can develop a deep understanding of your operational needs and ensure that we continue to grow and align our business and product development to address your requirements, and support you at all times. We already provide over 30 dedicated marine service centres around the world designed to offer the highest levels of service support to our global customer base, the latest being in Guangzhou, China. You can read more about this on page 37.

I hope you enjoy our new In-depth publication and I would welcome any feedback that you may have using the email address on the opposite page. I look forward to working closely with many of you in the future as we continue to invest in and improve our customer service so that it truly reflects all we stand for - a company that is trusted to deliver excellence in everything we do.”

Visit us at the following:

JUNE4-7NorshippingOslo, Norway

11-14Brazil OffshoreMacae, Brazil

25-27SeaworkSouthampton, UK

SEPTEMBER10-13DSEiLondon, UK

22-27SEGSan Antonio, Texas, USA

30-2Middle East WorkboatsAbu Dhabi, U.A.E.

OCTOBER9-11International Workboat ShowNew Orleans, Louisiana, USA

9-11DanfishAalborg, Denmark

22-25KormarineBusan, Korea

NOVEMBER5-8 Europort MaritimeRotterdam, The Netherlands

DECEMBER3-6 MarintecShanghai, China

Atlântico Sul to equip seven drillships for Petrobras with Rolls-Royce equipment

The Bergen C26:33 series marine gas engines with power outputs from 1,460 – 2,430kW have obtained United States Environmental Protection Agency (EPA) Tier 3 certification. The robust and compact engines are available as in-line six, eight and nine cylinder versions.

“As a leading provider of low emission and energy efficient marine propulsion systems, our products must comply with stringent international and U.S. environmental regulations,” said Neil Gilliver, President – Merchant. “Our customers in the U.S. can be confident that we have a range of compliant solutions that meet the needs of the marine industry, and adopting LNG as a ship fuel can dramatically reduce fuel costs when compared to diesel. LNG is indisputably the best long-term solution for ship owners.”

A number of Bergen C gas engines are already operating in Europe, powering car ferries, coastal ferries and coastal cargo vessels. They will also power the world’s first LNG fuelled tugs scheduled to enter service later this year and will be used in operations for the

major Norwegian oil company Statoil.With a load response similar to a diesel

and excellent thermal efficiency, the Bergen C series engines are highly suitable for vessels operating within emission control areas (ECAs), where more stringent emission regulations are scheduled to come into force over the next three years.

In the Bergen C26:33 series gas engines, CO2

emissions are reduced by 22 per cent compared to engines burning liquid fuel, NOx emissions are cut by 92 per cent, while emissions of SOx and particulates are negligible. Engine design also cuts methane slip, seen as a disadvantage of gas engines, to very low levels. The Bergen C26:33 gas already meets IMO Tier 3 regulations and stands ready to meet the more restrictive U.S. EPA Tier 4 regulations when they come into force with minor modifications. This make them an ideal choice where an environmentally ‘future proof’ propulsion system is required.

One of the main hurdles to the more widespread uptake of LNG as a ship fuel has been the lack of adequate bunkering

For further information, contact:Donna WightmanGlobal Event [email protected]

EVENTS / 2013

Bergen C gas engines now EPA Tier 3 compliant

The new drillships will have electrical power provided by six Bergen diesel generators sets and be propelled by six Rolls-Royce UUC underwater mountable thrusters.

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04 NEWS/EVENTS ISSUE 18

Rolls-Royce has secured a comprehensive project management and integrated propulsion and control systems package with Jackson Offshore Operators in the U.S. for four advanced offshore support vessels that will operate in the Gulf of Mexico.

The four Guido Perla designed PSVs will be built at BAE System’s shipyard in Jacksonville, Florida and will enter into service in 2014 and 2015. They will be equipped with an integrated Rolls-Royce propulsion system with two Azipull propulsion thrusters, tunnel thrusters, ACON automation, an Icon DP2 dynamic positioning system and a low-voltage SAVe Line diesel electric power system. See page 12 for more details.

Said Lee Jackson, President and CEO of Jackson Offshore Operators: “We selected the Rolls-Royce systems package based on several key factors. There are efficiencies gained during the build process through the use of a single source supplier of major ship systems, especially one with great experience in complex ship systems integration. Additionally, the operating profile of the vessels with a low-voltage Active Front End diesel electric power system and Azipull thrusters is extremely fuel efficient, yielding reduced exhaust emissions as well as economic benefits to our clients.”

The scope of supply includes the first order for Integrated Electrical Systems Engineering (IESE). Rolls-Royce will handle the electrical integration of both their own products and the interface between them and those sourced by the shipyard. A major benefit of the process is that system integration is dealt with at an early stage in close cooperation with the shipbuilder, while time consuming information exchange is minimised.

Jackson Offshore goes electric

Rolls-Royce is to supply integrated power and propulsion systems for seven offshore drilling vessels in Brazil.

The drillships will be built at the Atlântico Sul shipyard for Brazilian oil company Petrobras. Rolls-Royce will equip each of the seven vessels, which will satisfy local content requirements, with six large thrusters and six Bergen diesel generator sets. Together, the systems will be used to propel the vessels to and from drill sites and to accurately maintain their positioning during drilling operations.

Petrobras’ new drillships will primarily support extraction from wells along the pre-salt layer, located 2,000 - 3,000m below the surface of the Atlantic Ocean, offshore Brazil.

Mr Otoniel Silva Reis, CEO, Atlântico Sul, said: “We look forward to working with Rolls-Royce on this project.

Their vast experience and expertise in providing highly innovative and reliable power and propulsion solutions, particularly in the mobile drilling sector, is a tremendous asset as we build these highly advanced drillships for Petrobras.”

In support of exploration and production activities around the world, Rolls-Royce has delivered propulsion systems for more than 140 mobile drilling units, with systems on order for a further 30 units.

Rolls-Royce has a long and successful relationship with Brazil dating back over 50 years, with facilities in Sao Bernardo do Campo, Rio de Janeiro, Niteroi and Macae. Further investment will see a new facility open in 2013 in Santa Cruz, Rio de Janeiro. It will be dedicated to the assembly and testing of RB211 industrial gas turbines.

The 76m vessels will be qualified under the US Jones Act and equipped with a Rolls-Royce integrated propulsion and control systems package.

infrastructure. This is now rapidly changing, with LNG bunkering planning and investment now well advanced in Europe, the U.S., China

and Singapore. While facilities are being built, bunkering from tanker trucks or a barge is a good option often selected by the early adopters.

PHOTO Guido Perla

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Rolls-Royce is to supply its Promas propulsion systems for two new car and truck carrying vessels that are being built by a Korean shipbuilder for Neptune Lines, based in Piraeus, Greece.

Rolls-Royce is providing an integrated design, power and propulsion and equipment package for four UT 771 CDL offshore supply vessels to be built at COSCO (Zhoushan) Shipyard Co. Ltd in China for a Hong Kong owner.

In addition to ship design, Rolls-Royce will deliver an extensive integrated systems package including: propulsion system, power electric system, bulkhandling system, deck machinery, automation and control, and dynamic positioning.

The contract is the first time Rolls-Royce has incorporated high speed MTU-engines as part of an integrated power and propulsion package within the UT-vessel series. Each vessel will be powered by four MTU generator sets designed specifically for marine applications with 12V 4000 M23S Ironmen engines rated at 1,380kW.

“We are pleased that COSCO have chosen to come back to us with a new customer. This shows that they have confidence in our integrated systems and ship design capabilities. The fact that we met customer needs with two separate, yet complementary offers from Rolls-Royce

Neptune newbuilds to have Promas propulsion

UT-design offshore vessels to have MTU power

Promas is an integrated propeller and rudder system that increases propulsive efficiency and improves manoeuvrability. The vessels, to be built by Hyundai Mipo Dockyard Co (HMD), will

also have Rolls-Royce steering gear and deck machinery installed.

The two ships were originally specified with a competing propulsion system from another supplier, but following additional model testing to demonstrate the possible efficiency gains, Neptune Lines selected the Rolls-Royce Promas system.

Neil Gilliver, President - Merchant, said: “Neptune Lines was determined to install an energy saving propulsion system on these ships, and I’m delighted that they have chosen Promas. The test results exceeded our expectations, showing significantly higher propulsion efficiency than the alternative. This contract not only recognises the quality and reliability of our system but also opens up future business opportunities with Neptune Lines.”

HMD has also signed an agreement with Rolls-Royce for further model testing of Promas in order to evaluate its suitability for a number of other vessel designs. HMD will instruct an independent tank test institute in Korea to conduct the tests, where competing energy saving systems will also be evaluated.

During model tests of competing systems Promas delivered significantly higher propulsive efficiency.

and MTU highlights the potential of our future collaboration,” said Anders Almestad, President – Offshore.

Tognum Chief Sales Officer Dr. Michael Haidinger, is also “proud to be part of this project” and added: “This order highlights

the potential of our future collaboration with Rolls-Royce.”

The four vessels are scheduled for delivery in 2014. At present COSCO group have four other UT-vessels under construction at the COSCO Guangdong shipyard.

The compact and reliable MTU Series 4000 Ironmen engines are ideally suited to power diesel-electric propulsion systems.

06 NEWS/EVENTS ISSUE 18

A series of four ferries designed to serve routes to and from the Lofoten Islands in the north of Norway have recently commenced operating for ferry operator Torgatten Nord. All are powered by Bergen gas engines.

The ferries’ routes bridge the Vestfjorden, a Firth between the Norwegian mainland and the island archipelago that is located north of the Arctic Circle, between the towns of Bodø in the south and Tromsø in the north.

All vessels were built by the Remontowa Group in Poland to a 93m design developed by LMG Marin of Bergen and Remontowa Marine Design and Consulting. A trio of new Rolls-Royce technologies that increase efficiency and reduce emissions have been incorporated into the design. Propulsion power is provided

Rolls-Royce has won a contract to power the U.S. Navy’s future fleet of hovercraft known as the Ship-to-Shore Connector (SSC).

The Group will work with Textron Marine & Land Systems, an operating unit of Textron Systems, a Textron Inc. company, which has been selected to build the initial development craft, in a programme that could extend to 73 craft. The SSC will replace the Navy’s current fleet of Landing Craft Air Cushion (LCAC) hovercraft over the next 20 years. The new hovercraft will be used to rapidly deploy personnel and vehicles between U.S. Navy ships and the shore.

Each SSC will use multiple Rolls-Royce MT7 gas turbines, derived from the highly successful AE1107 engine, which powers the US Marine Corps’ V-22 Osprey tilt-rotor aircraft.

On each hovercraft, the MT7 gas turbines will be connected to a sophisticated gearbox system providing both propulsion and lift. Rolls-Royce will also design and manufacture the air intake and exhaust systems.

The MT7 combines modern turbine materials and technology to provide a state-of-the-art power system suited to a range of naval applications such as main propulsion and power generation. It leverages the robust performance and reliability of the Rolls-Royce AE engine family which has accumulated more than 45 million operating hours.

The gas turbine is the latest from Rolls-Royce to be selected to power a major U.S. Navy programme, and follows the MT30 which is already powering the Freedom class Littoral Combat Ships and will provide electrical power for the DDG-1000 Zumwalt class destroyers.

Long-term planning for the Rolls-Royce scope of supply for the normal maintenance docking of UT 755 L platform supply vessels Seabulk Africa and Seabulk Asia had yet to be finalised with operator Seacor Offshore, when Seabulk Asia had to dock at short notice.

The ship’s operator Seacor Offshore, Dubai, subsequently brought forward the planned docking for Seabulk Asia and requested all the work specified to be carried out at short notice in Durban.

“The parts we know will be needed for these planned overhauls are normally ordered in advance,” says Tushar Mudgal, Service Sales Manager, Dubai. “In this case we had to immediately agree the work scope and order the parts. We then had to arrange logistics to Durban, which was not the originally planned port for the work.”

Gas ferries commence demanding Lofoten schedules

U.S. Navy’s new Ship-to-Shore Connector hovercraft to have Rolls-Royce power

Effective planning limits down time

The new LNG fuelled ferries adopt a conventional drive-through design with stern propulsion.

The new Ship-to-Shore Connector hovercraft will be powered by four Rolls-Royce MT7 gas turbines.

by the latest generation Bergen lean-burn gas engines that have market leading thermal efficiencies with low methane slip. They each drive a Promas integrated propeller and rudder. The vessels also feature innovative Hybrid Shaft Generator (HSG) propulsion.

Although externally identical, the ferries have been built in pairs to serve the outer and inner routes of the Vestfjorden, and therefore have slightly different machinery fits. Assigned to the outer routes are the Landegode and Vaeroy. Each is powered by a single Bergen B35:40 12PG gas engine developing 5,250kW to provide a top speed of 19 knots. Working the inner routes are the Baroy and Lodingen, which have a top speed of 15 knots. They are powered by a single Bergen C26:33 9PG gas engine rated at 2,430kW.

At the same time, service engineers with the right skills for the products involved were mobilised from Rolls-Royce service centres in nearby Walvis Bay and Dubai. Wherever risk to the programme could be minimised, it was. The range of tasks was extensive and included engine and controllable propeller overhauls. As exchange TV150 tunnel thrusters and Bergen engine components were available, they were used to save time.

Although the scope of work was different from that originally planned, all work was completed within the agreed time frame and the vessel returned to charter with no lost time.

With the return to service of Seabulk Asia, planning for Seabulk Africa’s docking resumed. A similar scope of work was undertaken by Rolls-Royce service teams in Limassol, Cyprus.

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Technology

Tank testing for the STREAMLINE programme is being undertaken by SSPA in Gothenburg, one of the main maritime model testing facilities in Europe.

08 ISSUE 18TECHNOLOGY ISSUE 18

Step-change in efficiency the focus of propulsion researchLed by Rolls-Royce, the STREAMLINE programme has renewed the focus on propulsion efficiency and is set to deliver some real gains that will impact significantly on fuel efficiency.


Over the last 50 years, the conventional screw propeller has only seen marginal efficiency improvements, mainly due to the

advanced design tools used. Progress in the better integration of the propeller and hull hydrodynamics has yielded greater results.

The STREAMLINE programme (Strategic Research for Innovative Marine Propulsion Concepts) runs for four years concluding in April 2014, and is one of eight EU funded R&D projects that is currently addressing energy efficiency and environmental aspects as part of the EU’s Sustainable Surface Transport Programme. It is looking at a number of ways whereby vessel propulsive efficiency can be improved.

Led by Rolls-Royce, the €11m research programme is focused on three key areas: radical new concepts, advancing the current state-of-the-art, and improving the detail, speed and accuracy of computational methods (CFD).

Large Area Propeller One of the radical new concepts work packages is the Large Area Propeller or LAP for short. It is investigating the positioning of a single large diameter propeller behind the stern of the ship in the crest of the stern

wave. Positioning the propeller so far aft behind the transom reduces high pressure pulses and vibration, but increases the risk of thrust loss due to ventilation in heavy seas. During 2012, scale model sea-keeping trials were undertaken in Gothenburg, Sweden by SSPA in their test tank on geometry designed by Rolls-Royce. It was the first of a suite of tests on the concept designed to investigate the impact of such a large propeller on a vessel’s performance in rough seas. Testing work to uncover all of the challenges associated with such a radical departure from traditional propeller design is now almost complete. At the end of 2012, self-propulsion tests were carried out followed by cavitation tests in early 2013 on scale models of the concepts. Preliminary analysis of the results is encouraging. Propulsive efficiency is increased by up to 15 per cent compared to a much smaller conventional propeller located under the hull to maintain sufficient hull clearance and avoid excessive pressure pulses.

“As we had hoped, these tests validated our theoretical predictions for the concept,” says Göran Grunditz, Manager of the Rolls-Royce Hydrodynamic Research Centre and leader of the advanced concepts work package for STREAMLINE. “With these concept

tests, we have really pushed the boundaries of our understanding. The knowledge gained is now going to help us explore practical configurations for the remainder of the project.”

Three different hull types are being investigated – an 8,000dwt tanker, a medium-size tanker, and a twin-skeg Ro-Ro. The small tanker hull has shown the greatest gain potential and is being taken through a full system CFD optimisation. Simulations are being undertaken in Gothenburg at Chalmers University, at both model-scale and full size.

In general terms, propeller efficiency is increased due to the large propeller diameter, while hull interactions decrease as the propeller is positioned much further aft. As with other radical concepts in the programme, there are still a number of technical hurdles to overcome before the concept can be trialled at full size.

The LAP work package is just one of a wide range of technologies being explored in STREAMLINE. Work packages are also underway to investigate advanced contra-rotating pod concepts, distributed propulsion and bio-mimicry concepts for inland waterways. Also included is a systematic study of a large selection of

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1. Testing of the Large Area Propeller (LAP) has indicated significant performance improvements will result from positioning the propeller behind the stern of the ship.

2. The concept of a CP propeller with a contra-rotating pod located immediately behind has showed the most promise in terms of lower power consumption.

3. Tests of both concepts have been undertaken by SSPA to benchmark cavitation and pressure pulse performance.

4. A further concept being trialled is mounting two contra-rotating propellers on the same pod.

5. Self-propulsion tank tests undertaken by SSPA for the two single keg pod concepts are being compared to the baseline twin skeg hull.

mainline shaft propeller, and mounting two contra-rotating propellers onto the same pod. The baseline hull was a state-of-the-art twin-skeg ferry, chosen in order to give the concept a challenge. This was redesigned into a single-skeg hull configuration able to take both propulsion concepts.

In parallel to physical testing, new computational techniques that have been developed in STREAMLINE were put to

work analysing the concepts. “It was really great to capture the details of the propeller in the context of the whole vessel,” says Torbjörn Lindquist, Chief Engineer for STREAMLINE. “The results from the analysis agreed really well with the model tests and performance improvements to the vessel were impressive.”

Propellers were individually designed for each of the concepts being trialled. Rolls-Royce designed the propellers for the pod behind a CPP with SSPA designing those for the pod with contra-rotating propellers.

Both single-skeg concepts were then compared to the baseline twin-skeg hull performance using self-propulsion tests in the test tank. Encouraging improvements in power saving was recorded for both concepts, with the CRP/pod configuration showing the best gains, in the region of 13 per cent compared to the twin-skeg design at 20 knots with conventional propellers. Cavitation tests were also carried out by SSPA on both concept designs to benchmark cavitation and pressure pulse performance as a basis for future design work.

“The results from the contra-rotating propeller studies have so far given us a greater insight and allowed us to look at new ways of integrating existing products to deliver efficiency improvements for our customers,” said Grunditz. “We can combine our popular Azipull thrusters or Mermaid pods with our Kamewa propellers into energy saving propulsion systems for a variety of vessels, and we have already designed our first system. Improving efficiency results in lower fuel consumption and emissions, and this is the key to our customers continued profitability.”

One of the major beneficial features of such a large coordinated programme of work is that the different studies are being carried out in fair comparison. The benefits of different technologies can often be skewed by the type of ship they are demonstrated on. In STREAMLINE, the partners have ensured that wherever possible, technology is evaluated on comparable ship designs so that fair comparisons can be made throughout for the greater good. AR

The research leading to these results has received funding from the European Union Seventh Framework Programme (FP7/2007-2013) under Grant Agreement n°233896

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inflow improving devices and propeller enhancements that are not so radical, but could be much simpler to implement.

Contra-rotating propellers and podsAnother part of the project that is coming to a close, is a systematic investigation into the benefits of contra-rotating propellers. In STREAMLINE, two different concepts were investigated: mounting a pod behind a


Rolls-Royce has developed a range of robust integrated electric propulsion system solutions that can be optimised for different operational modes on a wide range of vessels, saving fuel and reducing emissions. Matching the right system to the vessel and its operating profile is the key to minimising fuel consumption and emissions.

A large number of vessels have operational profiles that can be split into a number of modes where the power required is significantly

different. The challenge for the designer is maximising efficiency in each mode, so fuel consumption and emissions can be minimised.

By moving to electric or hybrid propulsion, owners have that inbuilt flexibility and can not only reduce emissions and optimise fuel

Electric and hybrid propulsion system options for real flexibility

SAVe lineA traditional diesel-electric propulsion system now operating on over 130 vessels.

Uses Active Front End (AFE) technology for more stable clean voltage and fast response to load control changes.

The number of generators installed is dependent on the total shipboard power requirements and the operating profile. When transiting at slow speed or in stand-by mode, some engines can be turned off.

Vessels: Platform supply, multi-purpose, emergency response/rescue, coastguard, research.

SAVe CubeThe latest generation system designed with a single integrated drive-switchboard for the whole vessel. All frequency convertors, drives and switchboards are housed in a single cabinet for a space-saving footprint. It is also much simpler to install, as many connection terminations can be done at the factory and cooling is simplified.

Additional battery power is available for slow speed transits or for peak power load smoothing.

All engines can operate at variable speeds to maximise their efficiency and output is automatically adjusted to the power being demanded.

Vessels: Platform supply, multi-purpose, emergency response/rescue, coastguard, research.

SYSTEM OPTIONS

consumption, but benefit from more space, less weight, lower noise and vibration with reduced maintenance costs.

Rolls-Royce electric propulsion systems are normally transformer-less with variable frequency motors on a fixed frequency network. This means they are lighter and take up less space. They can also accommodate a battery power supply, if that is a desired feature, and can be plugged into a shore

connection of variable frequency. “We design and supply the complete system

in-house,” says John Roger Nesje, Sales Manager - Power Electric Systems. “This approach relieves the shipbuilder of much of the technical risk and managing multiple equipment suppliers, and gives the ship owner a rugged and well designed system. We offer systems powered by either Bergen medium speed gas/diesel engines or MTU high speed diesels.”


SAVe StepSimilar system to the SAVe Line system but specifically designed for high powered vessels with over 20MW of installed generated power. The main difference is the incorporation of transformers to step-down the voltage. Uses high voltage (3 - 11kV) on the main switchboard and generators, and low voltage on the consumers and distribution. Combined pulse (12, 18 or 24 pulse) and step-down transformers can be used in combination with pulse drive units. Or the system can be based on AFE drive units, therefore step-down transformers and the advantages of the SAVe LINE system with AFE are realised.

Vessels: Power intensive - small cruise, diving support, platform supply, construction support, jack-up, well intervention.

SAVe CombiAs its name suggests, this hybrid system is made up of a variety of building blocks and can be designed to almost any desired systems architecture/modes. One cabinet performs the task of several power functions and drives. The compact design reduces footprint size to save space and weight.

System accommodates: Hybrid shaft generator (PTP/PTI), battery energy storage for load smoothing/operation, shore connection, winch drive or power for any other electrical equipment.Vessels: Tugs, pelagic trawlers.

Simply shifting modesWith complex hybrid systems changing, operating modes can be complicated. The newly developed Rolls-Royce ACON Mode Shift system automates the process, so that with a

OTHER SYSTEMS AVAILABLE ARE:• Hybrid (Bypass Hybrid Generator)• Conventional Hybrid• Hybrid Shaft Generator

single action on the bridge, the captain can shift from one mode to another. Optimal and economic operation also requires an overview of the ship systems. Here, the ACON Economy system provides the basis for optimisation, or

indicates the need to move to a different mode. Combining these products with a

Rolls-Royce power and propulsion system gives a unique combination of user-friendliness and flexibility. AR

1. Economy screen – shows fuel consumption for main and auxiliary engines.

2. Mode selection screen (HSG) – used by the crew to send commands to the various systems. A small mimic shows the current status with available modes.

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The new Unified Bridge from Rolls-Royce simplifies the range of controls for the various onboard systems and provides significantly improved ergonomics with easier operation.

A ship is a complex assembly of systems and equipment, all of which have to be controlled and monitored. The role of Unified

Bridge is to provide the operator with a functional and easily used human/machine interface with ergonomically placed control levers, touch screens by which systems can be called up and controlled, and information logically presented on system status.

“Our key aims in designing Unified Bridge has been to offer the operator performance, simplicity and safety with proximity,“ says Ingemund Longva, VP – Automation and

The future of command and control

Control. “Proximity is having information the operator may require quickly and unambiguously available, with controls conveniently to hand to carry out whatever action is needed.”

The bridge itself is built up from a series of modular consoles with controls and screens, the layout can be tailored to suit the type of vessel and owner specific requirements. Its design is based on results from an ongoing Rolls-Royce human factors research project that has involved observation studies and data collection from vessels in service to establish what ships’ crews actually need for safe and

effective ship operation, and how best to present information without cognitive overload. The research work has also tested experimental layouts to evaluate the cognitive loads on dynamic positioning (DP) operators.

But this is just the visible face of a high level of systems integration. An important development is that the bridge displays, incorporates and controls the latest version of the Furuno INS navigation system.

The Rolls-Royce common control platform allows systems to be easily interfaced with each other, minimising the amount of cabling and simplifying installation at the shipyard and subsequent maintenance in service. Ethernet and CANbus are the main tools for this. Furuno’s INS navigation system uses a high degree of sensor redundancy for reliability, communicates with the Rolls-Royce system by ethernet, and is operated from the mutifunctional touch screens. Third party products are integrated and controlled via various other communication links including ethernet, serial bus and analogue or digital input/output.

“Unified Bridge presents information on the status of all these systems, and provides the means of controlling them to the people responsible for operating the ship in a clear and logical way,” says Longva. “This helps reduce fatigue, prevent mistakes and misunderstandings and so improve safety at sea.”

A Unified Bridge is now installed at the new Rolls-Royce Technology and Training Centre in Ålesund, Norway, where potential owners and yards can see for themselves the functionality of this innovative system.

The first commercial installation will be on a UT 776 WP platform supply vessel for Simon Møkster Shipping. This vessel is being built in Spain by Astillieros Gondan, with both design and the main systems and equipment provided by Rolls-Royce, following close cooperation on system integration and bridge layout. RW

1. The open-fronted layout gives the watchkeepers an excellent view. Joysticks and control handles are positioned so that the operator can work comfortably from a standing or sitting position.

2. Essential data like the radar picture and electronic charts are displayed on large touch screens while other systems are monitored and controlled from smaller touch screens in the consoles. Different screens can be used for different systems and functions as the operators prefer.

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Vessels of widely differing types use the Environship concept which integrates innovations in hullform, power and propulsion system.

To meet the growing use of LNG as a marine fuel, the world’s bunkering infrastructure is developing, particularly in Europe. To help

ensure bunkering quantities of gas are available at the right place at the right time, Rolls-Royce is developing a family of efficient LNG carrier and bunker tanker designs.

An example is the NVC 606 GT a 6,200m³ bunker tanker. The 99.8m long ship uses all the Environship features and carries its cargo of LNG in five tanks. It is designed to load LNG at a terminal and discharge either into a port’s shoreside bunker tanks or to lie alongside a vessel to transfer fuel directly into the on-board tanks. Smallest in the range is the NVC 605 GT with a 1,250m³ capacity.

Towards the end of last year, Rolls-Royce signed a teaming agreement with Italian company Lauro Shipping to design innovative new gas powered ferries based on the Environship concept. It is the first time the concept will be used for a passenger vessel.

Lauro Shipping is one of the largest ferry operators in Italy’s Campania region, providing connections to the islands of

All seawayslead to Environship

Capri and Ischia. The company has also recently acquired Siremar, which operates services to Sicily.

This agreement covers the basic design of a new ship class, which will be scalable for smaller and larger versions. Rolls-Royce and Lauro Shipping are jointly developing the design, prior to engaging with suitable shipyards.

Salvatore Lauro, Chief Executive of Lauro Shipping said: “We’re pleased to announce this teaming agreement with Rolls-Royce to jointly develop an innovative, environmentally friendly Ro-Pax ferry design that will meet the latest technological requirements for emissions while reducing fuel consumption and operational costs.”

The ship design designated NVC 256, will carry passengers and vehicles, and integrate features to reduce environmental impact while increasing efficiency. This Environship solution includes Bergen gas engines, the special vertical bow with bulb, and a Promas propeller/rudder. The twin screw propulsion system incorporating the Rolls-Royce Hybrid Shaft Generator (HSG) enables electrical

power to be produced from the propulsion engines instead of running auxiliary diesel generators, and allows the engine rpm and propeller pitch to be optimised for best overall fuel efficiency.

The Environship concept combines all these features to give reductions of CO

2 emissions of more than 40 per cent,

depending on the operating profile, compared to an oil fuelled vessel with conventional hull.

The Lauro ferry has an overall length of 82m, a beam of 16.7m and a 3.8m design draught.

Up to 92 cars and 600 passengers can be carried, or a mix of trucks and cars plus passengers at a service speed of 15 knots. A single LNG tank will be installed forward of the engine room, to provide a range of about 700 nautical miles, allowing for several trips plus a good reserve. Existing port facilities have to be used, so vehicles will be loaded and discharged over a stern ramp.

A 120m ferry design is also being developed for operating out from Sicily (Trapani) to Naples, Panelleria and Lampedusa.

The first vessel based on the Environship ship concept to commence operations will be the 75m forage carrier Eidsvaag Pioneer, delivered from VARD Aukra in Norway this summer. RW

The NVC 256 Ro-Pax ferry design being developed with Italian ferry operator Lauro Shipping will be capable of carrying up to 92 cars and 600 passengers, or a mix of trucks and passengers.


Oskar Levander, VP – Innovation, Engineering and Technology talks about the challenges and opportunities for the marine world.

Voyaging into the future

SOMETIMES WHAT WAS UNTHINKABLE YESTERDAY IS TOMORROW’S REALITY

Ship efficiency is the principal driver for the future as it directly impacts operating costs. There are many ways to improve it – change the vessel’s design to do its job more effectively, improve the hullform and systems to reduce fuel burn, and by optimising the transport chain of which the vessel is a part. All these factors

must be evaluated together, avoiding silos of thinking to get the best results.

Fuel transitionThe era of cheap energy seems to be over; we are at the dawn of the fuel transition era. Today almost all marine fuel is oil based. In the future, there will be three or more choices. Heavy fuel oil (HFO) will not disappear, and low sulphur distillates will gain acceptance. Alternatives such as dimethyl ether (DME), methanol and other biofuels will probably play a smaller part. Fuel choice is driven by cost, and increasingly by emissions regulations. These rules mean there is no alternative but to move to greener fuels or fit abatement systems.


Emission control areas have been introduced to limit NOx and SOx in Europe and the U.S. Legislation, plus incentives like Norway’s NOx emissions tax and subsidy, are cutting pollution levels. Now attention is turning to the gases which contribute to climate change, first is CO

2.

Reducing CO2 emissions is not so easy, and I

have been convinced for a long time that LNG will be the fuel of the future for most ships. Natural gas is available worldwide and when used in a gas engine, CO

2 reduction is sizeable,

at over 20 per cent. It also supports human health concerns as particulates are negligable.

LNG as a marine fuel has begun to take off, but so far is restricted by lack of bunkering. The engines and systems to burn the fuel are available, proven and simple to use. The transition looks like it will be similar to the change from sail to coal, which was first used on routes where coal was already available, before expanding worldwide.

Choosing a fuel is one thing, but improving ship efficiency to use less is another. Times are changing, with statutory measures such as Energy Efficiency Design Index (EEDI) coming in. I approve of the idea of encouraging more efficient ships with a design index, but I am sceptical about the formulations used in EEDI. It is penalising installed power and thereby ship speed, not focusing on the actual efficiency of the design in real conditions. There is no doubt fuel efficiency will remain prominent, with plenty of new ideas and new twists on old ones.

Propulsion systemsRolls-Royce already has successful references for hybrid propulsion in various configurations combining mechanical and electric drive to get the lowest fuel burn in different operating modes. The use of permanent magnet motors also offers an increase in operating efficiency. The future will see other types of hybrid adding to this. Already with us, and discussed on page 12, are hybrids combining engine power with energy storage. Harbour tugs, due to their operating profile are ideal candidates for gas engines plus battery hybrid propulsion, as are many coastal and short sea vessels, MS Høydal being a good example.

Another approach is to harness solar, wave and wind energy. Solar cells are used in pleasure boats and small commercial craft, but the output is low. The question is whether solar panels can contribute to more than a ‘green feel-good factor‘ for larger vessels.

Wind energy on the other hand can have a more positive impact, although I’m not suggesting a return to the days of clipper ships. Calculations show that even with

today’s shipping routes and service speeds, auxiliary wind power could cut fuel use by five to 30 per cent and possibly more.

But there are constraints. Masts and sails must not get in the way of cargo handling and they should be simple to operate. It will be a significant challenge for soft sails to meet these criteria, but some types of hard sail may, as could Flettner rotors that have the advantage of simple control and no manual intervention.

Thinking the unthinkableSometimes what was unthinkable yesterday is tomorrow’s reality. So now it is time to consider a roadmap to unmanned vessels of various types. Steps have already been taken, mainly in the naval area. On the way, certain functions will be moved ashore. Engine/equipment monitoring and some underwater operations in the offshore sector could be the first. A growing number of vessels are already equipped with cameras that can see at night and through fog and snow, and have systems to transmit large volumes of data. Given that the technology is in place, is now the time to move some operations ashore? Is it better to

have a crew of 20 sailing in a gale in the North Sea, or say five in a control room on shore?

When ‘fleet optimisation’ is considered, the advantages compound. The same person can monitor and steer many ships. As conditions ashore are often preferred, it will also help retain qualified and competent crew, and is safer.

Many facilities and systems on board are only there to ensure that the crew is kept fed, safe, and comfortable. Eliminate or reduce the need for people, and vessels could be radically simplified. Attitudes and ways of working will need to change, but safe operation is possible, particularly for vessels running between two or three fixed points.

Shipping’s approach is usually about complying to regulations in the most cost efficient way while addressing the key cost issues of fuel, finance, cargo handling and crew. They can all be influenced by holistic ship design. In the future, we must not think of a ship as a number of separate processes or systems, but as a whole where all aspects affect the other. Only by thinking the unthinkable can we truly affect costs. AR

1. In the future we will see a more diverse fuel palette.

2. Taking steps towards unmanned vessels could well be viable for specific types of shipping on defined routes in the forseeable future.

1

2

Sail

Coal

Diesel

HFO

LNG

Methanol

DME

Bio Diesel

Sail

Today


Electric azimuthing pods are successfully propelling many types of vessel such as cruise ships, naval vessels and offshore semi-submersible drilling rigs.

All pods share the main feature, an electric motor in a streamlined steerable underwater unit directly coupled to the propeller to save

space on board. A bearing in the hull mounting allows the pod to rotate about the vertical axis for steering, and inside the hull is the steering gear, cooling system and the slip ring unit that feeds power from the ship’s electrical system to the pod’s motor. Rolls-Royce and GE Power Conversion have been working together in pod development since the late 1990s to develop a tightly integrated mechanical and electrical machine that is robust and can withstand the highly dynamic environment. Advances in design have increased the power density, which means for a given power the

Ice class and offshore pods added to Mermaid™ range

pod diameter can be reduced, allowing a more steamlined form for the underwater unit, which improves efficiency. With a modular specification, it is very flexible so that units can be built to suit the customer’s particular needs and selected hullform.

All Mermaid pods have the motors shrink-fitted into the housing, which has two advantages – a slimmer underwater housing is possible with lower resistance and higher overall efficiency – and motor heat is dissipated in the surrounding waterflow, reducing the size of the cooling system mounted inside the hull.

Different applications require different things from a propulsor, so Mermaid pods are now built in three ranges, optimised for

specific applications. The standard range, available in five frame sizes, suits faster vessels such as cruise ships, which normally fit the pulling propeller. This gives a good smooth flow of water to the propeller while the long streamlined skeg and motor housing control the slipstream from the propeller, cutting noise and vibration to a minimum. The propeller itself can be either a one piece, or a hub with bolted blades so blades can be easily replaced in the event of damage. Seals are designed so that no single failure will result in a pollution risk. Typical installations use two Mermaid pods, but the liner Queen Mary 2 is so far unique in having four units to spread the 84MW of propulsion power over a wide area of the stern.

Sectional view of a typical pod installation. The cooling cubical is mounted on the steering unit, which can be electric or hydraulic inside the ship. The pod seating is custom-built for each hull.


ROLLS-ROYCE MERMAID PODDED PROPULSORS FIRST CAME ON THE MARKET OVER 10 YEARS AGO AND SINCE THEN HAVE BEEN USED IN ALL THESE TYPES, WITH THE RANGE RECENTLY UPDATED AND EXPANDED TO PROVIDE POWERS RANGING FROM 5 TO 27MW.

Mermaid™ PUSHWhere a high bollard pull, high load and a medium speed is needed, the Mermaid PUSH is the logical choice. Here the pushing propeller is located aft of the underwater motor housing in an hydrodynamically optimised nozzle. The result is a very high thrust that can be steered in any direction for manoeuvring or station keeping. These units, typically rated at 5 - 11MW, suit offshore rigs where they have been in successful operation for many years. This type is particularly attractive for vessels that are difficult to drydock as the pod can be exchanged underwater.

Mermaid™ ICE and HICERolls-Royce has significant experience in ice-class propellers and geared azimuth thrusters for propulsion in heavy ice. With interest growing in Arctic operations plus an expanding adventure tourism market, bringing with it a requirement for ships that can navigate safely and reliably in first year and multiyear ice, pulling Mermaid ice strengthened pods (ICE and HICE types) were a natural evolution. Their design is based on the other Mermaid units, but strengthened in all critical parts to withstand the extreme demands of polar operations. For the Mermaid range as a whole, there is a choice of a synchronous motor with brushless excitation, or induction motor. A synchronous motor has a slightly higher efficiency, but for the ice-class pods an induction motor is usually preferred for its robustness and very high torque at low shaft speeds. It is fed from a pulse width modulation (PWM) drive system and turns a fixed pitch stainless steel propeller with bolted blades. Three frame sizes are available and are designed to IACS PC4. Pods for heavy ice duty are designed up to PC1 and cover a power spectrum from 5 - 18MW to match most applications.

Determining the once-in-a-lifetime ice loading when unexpected large blocks of ice interact with the propellers is vital. Rolls-Royce has worked together with classification societies and some of the world’s leading ice institutes to ensure these definitions are correct, due to the difficulties in replicating them in sea trials or model testing.

In serviceThe updated design of the Mermaid pod was first introduced over three years ago. Two 7.25MW units have been selected to power a new cruise ship and are now

undergoing commissioning and sea trials. All French Navy Mistral class helicopter carriers are propelled by two 7MW Mermaid pods and confer excellent manouverability for their military and humanitarian missions. The first of the French Navy vessels was taken into operation in 2006 and the third last year.

The total operating hours for the Mermaid installed fleet will pass three million hours this year. RW

1. Mermaid ice strengthened pods are specially designed for all Baltic classes that operate in the toughest arctic conditions.

2. PUSH pods with custom-designed nozzles enable operators to benefit from the space saving features of electric pods.

3. Scale model testing of a four pod setup in ice conditions.

1 2

3


Regional Focus

The city of Ålesund, which is often the stopover for cruise vessels like the Queen Mary 2, is where the new Rolls-Royce Technology and Training Centre is located, with other key centres located within an hour’s drive or ferry trip.

20 ISSUE 18REGIONAL FOCUS

The Nordics - home of maritime excellence and innovationIn the second of a two-part series on Europe, In-depth takes a close look at the Nordics, home of around two-thirds of marine employees in Rolls-Royce and key product centres in Norway, Finland and Sweden.


In this issue, we take a brief look at how Rolls-Royce has developed its marine operations in the Nordics, the countries of Denmark, Finland, Iceland, Norway

and Sweden.Norway, for example, is home to just 0.1

per cent of the world’s population but is said to have the second largest offshore fleet in the world, after the U.S. With over 650 Rolls-Royce designed offshore vessels now operating or in-build and originating in Norway, it is just one of the reasonsRolls-Royce marine activities are centred in the region.

Capable product centresMost of the Rolls-Royce product centres in the Nordic countries are close to waters with tough weather conditions and can trace their maritime roots back over 100 years. At the end of the 1960s when the oil industry came to Norway, work was initially handled by American technology. But the offshore vessels designed for calmer conditions were poorly suited to

the North Sea’s stormy waters. This was a key factor that resulted in the development of the now famous Rolls-Royce UT series of vessels. The northerly location has also led to the development of robust and reliable propulsion systems for harsh operations as well as severe ice conditions, powerful and durable deck machinery and many other products.

In Norway’s Sunnmøre region, located around the town of Ålesund are six key Rolls-Royce sites. To the north, Brattvåg is the centre of excellence for the design and manufacture of specialist winches and steering gear. Longva is home to automation and bridge control systems development. In Ålesund itself is the new Rolls-Royce Technology and Training Centre, where key skills in merchant ship design, dynamic positioning and automation are co-located. Further to the west is Ulsteinvik, the headquarters of the Rolls-Royce Offshore business, where leading-edge developments in offshore ship design, propulsion systems and marine technologies are developed

in support of oil and gas exploration and production around the globe. Adjacent is the extensive Rolls-Royce propulsion equipment and gear manufacturing facility, which also undertakes a range of R&D work in thruster and systems design. On the waterfront is the large service support facility and workshop that serves the growing customer base in the region. Close by, Hjørungavåg is the centre for seismic and subsea equipment design and development. This area is often referred to as the Norwegian maritime cluster, home to both partners and competitors, with a local population that has a remarkable global mindset.

Some 150 miles further south is the city of Bergen, and the Bergen engine factory. Power electric systems development is also undertaken in the city. Stavanger, towards Norway’s southern tip is the base for Rolls-Royce well intervention activities and technology development.

In Finland, Rolls-Royce manufacturing operations are centred on two locations, Rauma and 200 miles further north, Kokkola on the west coast. A wide range of azimuth thrusters with powers from 330kW to 6.5MW and a wide range of winches and lightweight aluminium waterjets are the products manufactured.

In Sweden, Kristinehamn is the Rolls-Royce centre of excellence for FP and CP propellers, stainless steel waterjets and podded propulsors. The Hydrodynamic Research Centre houses two large cavitation tunnels that are used to test propeller and impellor designs.

In the port of Aalborg, Denmark, a recently enlarged workshop and skilled service engineers support a wide range of equipment and customers operating there.

Unrivalled ship designsUT design offshore vessels are a familiar feature along the Norwegian coast and now in Icelandic waters. With over 1.8 million square kilometres of ocean to patrol, the Icelandic Coast Guard is now operating Thor, a Rolls-Royce designed and equipped UT 512 L. Larger and double the power of other ships in the Icelandic fleet, Thor is one of the most advanced coastguard vessels in the world, and joins others of Rolls-Royce design undertaking coastguard and anti-pollution duties for countries that include France and India.

Pioneering LNG as fuelWith pristine coastlines to protect and home to some of the world’s most important spawning grounds, it is not surprising that Norway has led

1

PHOTO Kockums

22 ISSUE 18REGIONAL FOCUS

As well as workshops and classrooms, part of one floor houses the Offshore Simulator Centre partly owned by Rolls-Royce. Independent organisations Sintef, the Ålesund University College Centre of Excellence and Møreforskning, are also co-located, helping create a stimulating centre for research.

Simulators include a complete 360 degree offshore vessel bridge for ship handling, anchor handling and other offshore operations. Smaller individual simulators allow trainees to operate winches, cranes, thrusters and other equipment.

The Dynamic Positioning simulator and courses offered have been expanded, with Nautical Institute accreditation. Comprehensive course details are listed on the Rolls-Royce web site. AR

1. All the region’s navies use Rolls-Royce equipment. The Royal Swedish Navy’s advanced Visby corvettes have Kamewa waterjet propulsion.

2. Operated by the Icelandic Coast Guard, Thor is a UT 512 L design classed to DP1 with a top speed of 19.5 knots and has a bollard pull of around 120t.

3. The new polar ice breaking vessel designed by Rolls-Royce will be capable of undertaking a range of duties from oceanography to seismic operations.

2

Tailor-made courses are offered for a ship’s crew as a group covering equipment operation, troubleshooting and maintenance. Other courses are customised for individual shipowners. The Royal Norwegian Navy, for example, books some higher level maintenance training.

“Open scheduled courses with general system or product training are proving very popular,” says Will Roberts, Training Manager. “They give customers the flexibility to book just one place, or several for crew members. There is no need to buy a complete course or send the whole crew at once. Individuals can select the type of product training they need.”

Course duration and scope varies and the number of training days can be extended depending on requirements. They are delivered as blended learning, with a theoretical element led by a classroom instructor integrated with hands-on training in the workshop.

Delivering a truly realistic training experience

the world in the adoption of LNG as a marine fuel. The LNG fuelled Bergen engines that power most of the vessels are designed and manufactured in Norway. The first Rolls-Royce gas powered ferries commenced service in 2006. The latest quartet operated by Torgatten Nord in the north recently entered service as has the world’s first single LNG fuelled cargo vessel MS Høydal. See page 24.

The ArcticAnother market opening up is the Arctic, which will involve operating in heavy sea ice. Here Rolls-Royce propellers and thrusters have a pedigree, with experience from icebreaker propulsion dating back to the early 1980s and more recently in the Sakhalin I gas field.

In Norway, the government has recently given the go-ahead to fund a new Rolls-Royce designed polar research vessel.

“The vessel design is special because it will be the first of its kind and will operate unassisted in some of the most environmentally sensitive areas in the world,” said Monrad Hide, General Manager – Fish, and based in Ålesund. “This 100m long icebreaking vessel will be equipped to perform a wide range of duties, from oceanography to marine biology, and from fishing to seismic operations.”

Russia is also building more ships in its Baltic shipyards. To support this growth, Rolls-Royce opened a marine service centre in St. Petersburg in 2010 and is now commissioning systems for tugs. AR

3

PHOTO Icelandic Coastguard

With the offical opening of the new Rolls-Royce Technology and Training Centre in Ålesund, a greater depth of training is now available for customers under one roof.

Courses are offered in both operation and maintenance for most products. Familiarisation and operator training can be conducted onboard a vessel or at any pre-selected venue.


Updates

Høydal alongside the Biomar quay in Myre taking on a fresh cargo of feed pellets. Rolls-Royce supplied the complete propulsion system including the hybrid shaft generator and Promas propeller, with the automation and DP system.

24 ISSUE 18UPDATE

In Northern Norway, one relatively small but significant ship is attracting the attention of ship owners from around the world. As the operator of the world’s first pure gas powered cargo carrier, NSK Shipping is a real trendsetter.

Pioneering single fuel gas propulsion for coastal duties


Norway, with its own ample supply of LNG has led the way in the use of gas for powering ships, predominantly with ferries

operating in the south, offering quick access across numerous fjords, connecting communities and forming a vital part of the national road network.

Bergen engines power many such ferries. It is therefore only a natural evolution that the world’s first pure gas powered cargo carrier is now operating there too, also powered by Bergen.

Launched last summer, MS Høydal is purpose built for replenishing the salmon and trout farms located along North Norway’s coast. It operates a weekly route north and south of the fishing port of Myre in Vesterålen in Nordland county.

Myre is home to the BioMar factory that produces over 90 different types of fish feed, which are supplied to the numerous local fish farms. The Høydal brings a step change in distribution capability, offering increased capacity with much lower emissions.

“There are three things that drove the decision to select LNG – the environment, rising fuel costs, and government support in the form of subsidy,” says Kristian Høydal, Managing Director of NSK Shipping.

Tromsø based NSK Shipping owns and operates the ship, and is a key transport partner of BioMar. The scope of operation stretches from the city of Bodø, up as far

as the waters around Alta, which is located towards the border with Russia.

“We operate very differently from a gas powered ferry which spends all day criss-crossing a fjord, so I’d say in many ways we’re pioneers, and we’re very proud of that fact,” says Kristian. “Every week, I get ship owners calling me up and asking about operating LNG – there’s a genuinely large interest in this ship.”

With the majority of the ferries in southern Norway operating on fixed routes, there is a growing bunkering infrastructure to supply LNG fuel. The story’s very different in the north, where Høydal is the first of what Kristian hopes will be many LNG fuelled ships working in the region.

“There are no LNG bunkering stations around here, so we rely on road tankers. That means we have to think creatively and work closely with the gas companies to ensure we can get a truck to the harbour when we need it, which is usually once a week. When the ship was delivered from Turkey, it called at Gibraltar to be met by road tankers. A 3,600 mile voyage, that with some careful planning was easily achievable.

“No one will invest in bunkering until there is a large enough LNG fleet, so for the time being we’ll carry on operating using road deliveries – it’s not a problem for us, that’s how we developed the business case. But in the common future interests of shipping, LNG bunkering would benefit all, and I think in time it will come here if the balance in favour is

tipped by a mix of government incentives and a desire to go green from the ship owners.”

“For now, we’re happy being unique, but it would be great to have a large gas powered fleet operating in these waters, with all the environmental benefits that it brings,” adds Kristian.

“With fishing being such an important industry up here, perhaps it’s about time we saw some innovative LNG powered fishing trawler designs.”

The 70m long, 16m beam Høydal is classed by DNV and manned by a crew of just six, responsible for operation, maintenance and the loading and delivery of the cargo of up

MS Høydal is the world’s first pure gas powered cargo carrier to enter service. It operates a weekly route north and south of the fishing port of Myre on Norway’s northern coast, keeping fish farms stocked with feed.

Kristian Høydal, Managing Director of NSK Shipping

26 ISSUE 18UPDATE

to 2,250 tonnes of fish feed pellets. A typical mission is to visit 10 – 15 fish farms to the south of Myre before returning to the BioMar factory to reload with feed, and then set out northbound to replenish another 10 – 15 farms. Normal speed is around 12 knots with very low NOx emissions. LNG consumption is in the region of 240kg/hr.

Captain Halvard Valø says: “The trips are fairly routine. We tend to visit the Myre factory on Wednesdays and Sundays. As we are passing a number of ports it’s not unusual for us to refuel in Bodø, Tromsø, Harstad or Alta.”

“Some of the fish farms are difficult to reach with a ship of this size, so we rely heavily on our Rolls-Royce Dynamic Positioning (DP) system. Some of the fjords have a lot of rocks just beneath the surface and accurate navigation is essential. DP is also extremely useful when we’re unloading feed in strong winds.”

For the ship’s Chief Engineer, Vadim Guzev, this is, like his colleagues, his first experience of working with LNG. “As a new crew for a new type of ship, we all learned together. We also spent a lot of time in the shipyard during construction as it was a new experience for us too.”

The crew underwent rigorous training in the use, storage and handling of LNG, and there was a wealth of strict procedures to implement. Numerous safety features are built into the ship, including gas sensors

to detect the smallest leak and air-tight chambers separating the engine room from other parts of the ship. All LNG carrying pipe work is painted yellow and double-walled for safety.

“Storage of the LNG is a safety critical feature,” says Guzev. “The 90m³ capacity insulated gas tank is positioned aft on the deck and enclosed in protective cage, over which crane operations are prohibited. The liquid gas is stored at -162 degrees Celsius.”

“The rules of LNG operation state that you must have an alternative means of propulsion on board, even if it’s just to get you home. We have the Rolls-Royce hybrid shaft generator (HSG) propulsion system fitted, so the main engine also generates electricity for the ship. It enables us to vary engine speed to suit the vessel speed, saving fuel, and as the generator also acts as a propulsion motor (PTI), we can use our smaller diesel generator to power the ship if LNG wasn’t available,” he adds.

Høydal, which has a range of Rolls-Royce equipment installed, was built in the Tersan Shipyard in Turkey – the first LNG powered ship to emerge from the country’s yards.

Guzev adds, “We have a truly integrated propulsion system, from the six cylinder Bergen C26:33 gas engine rated at 1,620kW and Promas combined rudder and propeller system, to the tunnel thruster at the bow, the automation and DP system.”

“There is a lot less maintenance than on a diesel engine, in some ways you could say that for servicing, all you need to do is change the spark plugs and some filters – it’s a completely clean engine, and quite a luxury for someone who’s spent their working life in diesel engine rooms. Most of the time, we just fill up with gas and sail.”

LNG is proving advantageous on maintenance costs, as Kristian explains, “It is still early days, we haven’t been in service for a year yet, but the signs are good – I would estimate that we are saving a good five or ten per cent in costs.”

While MS Høydal may not be the world’s largest ship, it represents what could be the future model for clean shipping – energy saving technologies integrated into a highly efficient ship, running on a cleaner fuel.

Kristian summarises, “There is no doubt, that you get a positive environmental image when you use LNG. But it’s more than that. When you are in the pristine fjords where we do our business, you don’t see any black smoke coming from our engine. In addition, LNG eliminates the risk of contamination from heavy fuel oil by accident. To me it just seems right to be doing this. When you consider the health of the fish, and upholding the high quality of the seafood we produce in Norway, it is even more important.” CT

The vessel is powered by the six cylinder version of the newly developed Bergen C26:33 gas engine. A cleaner engine room and reduced maintenance requirements is already realising savings in running costs.


Damen Schelde and Rolls-Royce have a solid relationship in ship propulsion for today’s innovative and technologically advanced naval vessels. The propellers installed on these modern ships are key to their success in terms of performance, reliability and fuel efficiency as recent projects for the Morrocan and Netherlands navies illustrate.

Damen Schelde Naval Shipbuilding

The four corvettes were the first to be built to a new design methodogy known as SIGMA (Ship Integrated Geometrical Modularity Approach), which is based on the adoption, as far as practical, of commercial standards and the use of standardised hull modules.

“More recently we were successful in winning a further contract for three frigates for the Royal Moroccan Navy,” says Rino Brugge, Project Manager, Damen Schelde. “They are a further development of the SIGMA-corvettes for the Indonesian Navy. Kamewa controllable pitch propellers from Rolls-Royce were selected to propel all the vessels and had to meet stringent requirements for pressure pulse levels and cavitation inception speeds that were taken into account during the blade design.”

These units provide efficient propulsion over the full operating spectrum and can move from forward to reverse thrust in under 30 secs. Highly-skewed propeller blades reduce the noise signature.

The Rolls-Royce scope of supply was for twin five blade high-skew Kamewa XF5 CP propellers of 3.35m diameter and shaftlines with water-lubricated bearings for each ship. The hub/propeller ratio was optimised for maximum efficiency. Manufactured from NiAI bronze, each propeller can transmit

Damen Schelde Naval Shipbuilding activities are centred in the Netherlands port of Vlissingen, where the company can trace its

naval roots back over 135 years. For more than 50 years, the shipyard has been the dedicated shipbuilder for the Royal Netherlands Navy, designing and constructing eight generations of combatants as well as naval auxiliaries – a number of them powered by Rolls-Royce marine gas turbines.

The name Damen Schelde Naval Shipbuilding or DSNS was introduced in 2008. Formerly known as Royal Schelde, the yard became part of the Damen Group in 2001. From that time, a unique and innovative approach has been applied to

the naval shipbuilding business – to supply vessels using the standardised modularised construction concept – pioneered by Damen in commercial shipbuilding.

Rolls-Royce has a long track record in supplying Kamewa naval propellers to the Vlissingen yard. The first was back in 1996 for the amphibious transport vessel HRMS Rotterdam, and later for four Indonesian Navy corvettes.

“The highest risk on a vessel for us is the propeller,” says Leon Goossens, Chief Naval Architect and Manager of Product Development, Damen Schelde. “So getting the design 100 per cent right with low vibrations up to full power is our first priority in any ship design.”

1PHOTO Damen Schelde Naval Shipbuilding

28 ISSUE 18UPDATE

up to 8,544kW. The shaftlines are of hollow bore design to meet the low system weight requirement with maximum strength.

“The SIGMA approach applies modularity in many areas and means we can easily tailor the ship design to individual customer requirements in a cost effective way,” says Brugge. “The Indonesian Navy corvettes were 91m in length and 1,700t displacement with no helicopter hanger, just a landing pad. By adding 7.2m, the ship design could include a hanger, specified by the Moroccan Navy. Then by extending the mid section by a further 7.2m, we were able to equip the first vessel with an admiral’s cabin and a command and control suite.”

Propulsion power is provided by a twin 8,100kW diesel arrangement, driving through single stage reduction gearboxes. The system delivers a top speed of 27.5 knots, a cruising speed of 18 knots and an endurance of more than 4,000 nautical miles.

The first of the Royal Moroccan Navy SIGMA frigates, the 105.11m long 2,336t displacement Tarik Ben Ziyad was officially commissioned at the end of 2011. The first of its sisters, the 97.91m long 2,088t displacement Sultan Moulay Ismal was handed over in March 2012.

The third and final ship, Allal Ben Abdellah was handed over in September 2012. The

time from effective date of contact to delivery of the first ship was 44 months, and 56 months for the third ship.

The new frigates have a crew of 111 or 91, dependent on their size. They are designed primarily for maritime security as well as traditional naval tasks. The layout of the ship’s spaces, manning requirements and the equipment fit was defined in detail with the shipbuilder during the engineering phase. The design was ‘locked down’ early on, so avoiding the additions and alterations that can easily lead to costly redesign during the build process.

Entering service with the Royal Netherlands Navy from 2011 to 2013 are four Holland class ocean going patrol vessels. The ships are designed for use worldwide and are well prepared for coastguard and humanitarian aid tasks, and well-equipped for international law enforcement and security missions to counter piracy and drug smuggling operations.

“Three main factors determined their design: the need for long endurance, reduced manning and low operating costs,” says Jeroen Waalewijn, Project Manager, Damen Schelde. “To optimise seakeeping, the hull has been lengthened. For vessels of this type, the speed that can be reached in adverse weather conditions is important. From our many studies we know lengthening the ship,

while retaining the same functionality, can increase ship operability.”

The crew complement is 50, fewer than traditional frigates. But space is available for additional mission modules and manpower, which can extend the crew to a maximum of 90. There is also space to carry up to 100 evacuees.

The 108m long vessels have a beam of 16m, a displacement of 3,750t and a top speed of 21.5 knots. They are planned to be primarily deployed to the Netherlands Antilles in the Caribbean region, where they act as guard ships based in Willemstad (Curacao), the Caribbean Sea and the North Sea. Endurance is 30 days and range is 7,000 nautical miles at 15 knots. Propulsion is combined electric or diesel (CODELOD) with two 5,400kW diesels combined with electric motors driving 3.2m diameter Kamewa XF5 CPPs with hi-skew blades, designed by Rolls-Royce to match the exacting specifications of DSNS and the Royal Netherlands Navy.

In order to deliver the ships over a relatively short time, construction was done in parallel with two being built at the Damen Schelde shipyard in Vlissingen and two at the Damen shipyard in Galati, Romania. The Romanian built ships had their final outfitting in Vlissingen, including the combat system. AR

1. The first of the Moroccan Navy’s three frigates, Tarik Ben Ziyad at the Damen Schelde Vlissingen yard.

2. Allal Ben Abdellah, the final frigate of the Moroccan navy trio to be delivered.

3. HRMS Holland, first of a class of four new ocean going patrol vessels for the Royal Netherlands Navy.

4. Kamewa XF5 CP propellers with hi-skew blades for the Holland class are 3.2m in diameter.

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Far Solitaire - a new direction for offshore supply vessels

Far Solitaire is powered by three Bergen C25:33 L9A generator sets rated at 2,765kWe with selective catalytic convertors. The propulsion system has multiple redundancy, giving an ERN number 99.99.99.99 in DP mode.

30 ISSUE 18UPDATE ISSUE 18

An advanced supply vessel of Rolls-Royce design owned and operated by Farstad Shipping has now entered service. Named Far Solitaire and given the type name UT 754 WP, it has been developed by Rolls-Royce and Farstad working closely together, with good support from the classification society DNV.

As Far Solitaire approaches, its most striking visual feature is its wavepiercing bow developed by Rolls-Royce for optimum seakeeping

qualities, improved crew comfort and reduced fuel consumption. It is the first vessel to enter service with the new bow design.

But the key capability that distinguishes the UT 754 WP without being visible, is its very large capacity for carrying hazardous and noxious liquid cargo, without prejudicing its other supply functions.

As Martijn de Jongh, Designer in Ship Technology - Offshore, explains: “The UT 754 WP can carry much more than the usual 800m³ limit of hazardous and noxious liquid cargo, as defined by IMO Res. A.673(16), IBC code Chap 2. The reason is the newly revised wording of the resolution, which in practice now classes drilling mud and brine as hazardous and noxious liquids, because they contain chemicals that are so listed. The amounts mixed in may be small, but the whole volume of mud or brine then comes under the same category. Since a North Sea supply boat load of mud and brine would typically be in the 1,000-1,200m³ range, this means that either loads would have to be cut to less than the 800m³ limit, or a new solution found to allow the desirable amount to be carried per trip, while still complying with the rules. The UT 754 WP is that solution. It is not a chemical tanker, but the vessel meets the damage stability rules and ventilation requirements for chemical tankers, together with other design features, and is approved for carrying more than 1,600m³ of noxious liquids. Slop and backload tanks are also equipped with hydrogen sulphide (H

2S)

detection and alarm systems. “Multi-purpose rectangular tanks are free

of internal structural stiffeners, giving an easily-cleaned interior. The multi-product cylindrical tanks are designed for carrying liquids with a low flash point. Groups of tanks can also be used for recovered oil, giving the substantial volume of 2,200m³, valuable in an oil spill control situation. Cargo pumps

and piping systems are segregated to avoid mixing different products, getting rid of the typical common pumps in a pump room arrangement. Pumps can be easily and safely shifted to handle different products via hatches in the main deck, using the rail crane if required.

“The design name UT 754 WP denotes a UT-series vessel with the new wavepiercing bow,” says de Jongh. “Here the upper portion comes into effect in severe head seas. At the same time the full beneficial effect of a bulbous bow is gained in a hullform that is easily driven despite its wide beam and large capacity, giving a low fuel consumption

over a range of transit speeds. All Rolls-Royce wavepiercing vessels are designed to meet Clean Design requirements. “

The vessel, built by STX Offshore Norway, is also the first to be equipped with the new Rolls-Royce Dual Draglink cargo rail crane. Installed on the starboard cargo rail, it features increased lifting height, with efficient vertical and horizontal load handling. A new shore connector system allows shore power of any voltage and frequency to be used independently, or in parallel with the ship’s generator to cut emissions in port. RW

1. The remotely controlled cargo rail crane is of the new Dual Draglink design, which provides a very wide operating envelope, and is rated at 10t at 10m.

2. 3,200t of cargo is permissable on deck and the deck area is about 1,000m². The length is sufficient to carry four lengths of pipe.

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Customer Support

32 ISSUE 18CUSTOMER SUPPORT AND SERVICE ISSUE 18

24/7 technical support is now only one call awayFor users of Rolls-Royce marine equipment who have technical questions on any of the company’s products or systems, there is a global team dedicated to getting the answer quickly.


24/7Marine Technical Support

From making sure you have the right oil on board for most routine service jobs, to effectively troubleshooting a potential equipment malfunction

can involve a lot of time referring to a number of service manuals or maintenance guides. They may not always be available or may have not been updated. Should more information or support be required, that will normally involve a call or email to the equipment supplier. However, finding the right person to help can be frustrating and time consuming as names and organisations change. For the continued safe running of the equipment, vessel or rig and avoiding potentially expensive mistakes, getting the right technical information quickly is a key issue.

“From the regular feedback we receive from our customers, we were well aware that access to accurate technical support is a vital requirement for them,” says Pieter Blom, 24/7 Technical Support Project Leader. “And it was something we could improve. This support was also needed 24/7 and 365 days a year. As our business had grown with new product groups being regularly added, it had become more difficult for customers to identify the right location and the right person with the right product knowledge to call or email.”

Rolls-Royce therefore embarked on a development programme with the goal of providing the best in 24/7 technical support to customers. It would be accessible from anywhere in the world by dialing a single number or contacting a single email address. All that would be required was a phone or Internet access.

“From our brainstorming sessions to drive out the process, key drivers were identified as available, knowledgeable, responsive and listening,” adds Blom. “The overwhelming no’s were: no pre-recorded messages with long lists of menu-options to select from and no mall style music. The time wasted not knowing who to talk to had to be reduced, ideally speaking to a competent person at the first time of asking. If they didn’t have the answer themselves, the customer expects that person to know where to go to get the answer and be able to do it quickly.”

“Rolls-Royce is a global business and so are a large number of our customers. As our marine service network is never closed, the decision was made to use it to the full,” adds Blom.

Two strategic locations, also marine service centres, were selected as 24/7 technical support hubs: Rotterdam in Europe and Singapore in Asia. Singapore operates for eight hours then hands over to Rotterdam for the other time zones. From the customer viewpoint, the service is seamless. Calls or emails are directed to the office open at the time the request is received. It can therefore be immediately acknowledged, answered if practical, or escalated for additional support from the appropriate product centre. Once in the ‘issues handling system’, progress and response can be managed from any location 24/7. It also ensures all calls are monitored and tracked for continual improvement, and simplifies follow-up when necessary.

For 24/7 marine technical support, depending on your location, contact:

Rotterdam : +31 20 700 6476

Houston : +1 312 725 5727

Singapore : +65 6818 5665

Email : [email protected]

For more information, please visit www.rolls-royce.com/marine247

To ensure the best possible level of service, the key requirement is to ensure that all calls or emails are answered by a competent technical support engineer. Due to the broad range of Rolls-Royce marine products, all members of the 24/7 team have been trained across all products. Back office systems provide details of original equipment installed, direct access to all service and product manuals, and when required, installation drawings.

Calls are tiered to ensure the issue is handled by the engineer with the right experience to answer it quickly. The receiving technical support team quickly reviews the question or problem, and if necessary, contacts the customer for additional information, so the appropriate level of expertise can be assigned to solving it.

Level 1 issues will normally be answered by the duty service team based on training and reference to the relevant technical publications. Where the question requires deeper technical knowledge, it is escalated to Level 2 and the 24/7 Product Centre support team will become involved. The most complex questions will be escalated to Level 3 and a product specialist assigned. A state-of-the-art telephone system enables the 24/7 technical support team to communicate swiftly within the support network and set up conference calls with the customer and product specialist when necessary.

If intervention by the nearest Rolls-Royce service team is required, together with the ordering of spares, this can also be coordinated by the 24/7 technical support team. AR

Marine Technical Supportis only one call away

34 ISSUE 18CUSTOMER SUPPORT AND SERVICE


Older vessels with early generation equipment can be upgraded to ensure they remain safe, reliable and competitive in their

marketplace. Upgrading is an integral step in the product lifecycle for some, often driven by the pace of evolution. Electrical and electronic products, for example, evolve much faster than mechanical or hydraulic products. Rolls-Royce takes a proactive approach, offering a broad range of upgrade options.

Modernising propulsion controlCustomers operating old analogue controls can update their equipment with the latest remote control system, Helicon-X3, used on a variety of vessels and rigs. The manoeuvring station comprises a lever and touch screen, usually located on the bridge or pilot house and engine control room; additional stations can be supplied on request. The new system is compact with key push-buttons integrated into ergonomic levers, and the touch screen

After

allows operators to access and control multiple thruster installations from a single screen. Additional screens can be installed in different locations for easy access. Upgrading to Helicon-X3 allows propulsion system performance to be optimised for a particular operation, reducing wear and tear on thrusters. This, combined with the simplified layout in the pilot house, improves efficiency.

As a key OEM supplier to the Transocean Leader rig, Rolls-Royce was invited to assist with planning recent maintenance activities. This semi-submersible rig first entered service in 1987, and the four azimuth thrusters were still operating on the original configuration.

“During maintenance planning, our recommendation to upgrade the rig to the Helicon-X3 propulsion control system was accepted,” says Roger Moltu, Sales Engineer for propulsion upgrades and overhaul. “We then worked closely to time the upgrade during a major maintenance period when the rig would be off-hire for a month.”

The scope of the project was substantial, including the supply of four new remote control units (Helicon-X3 standard), a new joystick and overhaul of the thrusters. The operating stations were transformed – the compact Helicon-X3 levers and touch screen required minimal space in the pilot house and engine control room. The upgrade was completed on time and the rig returned to service in the North Sea as planned.

Frode Pedersen, Asset Manager at Transocean says, “It is critical for Transocean that equipment on our rigs is always safe and reliable. Feedback from the crew after Transocean Leader returned to operation has been nothing but positive. They are impressed with the new Helicon-X3 system; all information required for our thruster control system is shown on the new displays such as a full overview of pumps, thrusters, capacities and alarms. The whole system is easy to learn and use. We were very satisfied with the turnkey project.” AR

Moving to the latest technology brings benefits such as performance improvement or operating cost reduction.

Investing in upgrading for better performance

Before

36 ISSUE 18CUSTOMER SUPPORT AND SERVICE

To serve the additional demand for services from a growing customer base in China, Rolls-Royce has expanded its marine service

network. A new marine service centre has been recently opened in Guangzhou to better serve customers operating or visiting southern China.

Located in the Nansha development zone, the service centre is close to Guangzhou’s busy Nansha Port, where cargo volumes have been steadily increasing. With a growing number of ships entering and exiting the port, the need for maintenance and repair for ships and their equipment has been growing.

“The Pearl River Delta is one of the busiest shipping locations in China and a regional hub for ship repair activities,” says Gary Wieland, Marine Regional Director - Greater China. “With the opening of our service centre here, we are continuing to invest in and strengthen our global marine service footprint. It will enable us to better meet the needs of our marine customers in this region with tailored services and consistent quality.”

Occupying an area of 700 square metres, the facility will serve customers in the commercial and offshore sectors.

“It is well equipped to undertake a wide range of machining and surface grinding, as well as provide a range of equipment

overhauls, “ says Benson Chan, Service Centre Manager. “These include diesel engine components, tunnel thrusters and CP propellers.”

A team of service engineers and customer support staff are based at the facility to provide routine maintenance as well as urgent repair and overhaul services for the range of Rolls-Royce marine equipment. Engineers also travel to site to carry out servicing and repairs onboard vessels docked in the area.

In recent years, the Rolls-Royce marine business in China has experienced continued growth. With the increasing importance of the offshore equipment sector, that part of the business has developed together with the merchant sector. A number of Rolls-Royce designed offshore and commercial vessels are currently building in China.

The Guangzhou service facility marks the latest stage in the implementation of a global marine service centre network, which offers dedicated repair services in 28 countries, providing 24/7 support to customers worldwide. In the last three years, Rolls-Royce has invested to create or enlarge marine service centres in 13 different locations.

The establishment of the service centre in Guangzhou has broadened the Rolls-Royce service network in China, marking a new phase of its regional marine service network development. Guangzhou will join facilities already in operation in Hong Kong, Dalian and Shanghai. Shanghai is also a key marine equipment manufacturing centre.

Other Rolls-Royce service centres in the Asian region are located in Busan, South Korea, Kobe in Japan, and Singapore. CW

With the opening of the latest Rolls-Royce service centre in Guangzhou in the Pearl River delta, there are now four Rolls-Royce service centres at strategic ports along China’s east coast to better serve customers.

Dalian

Hong Kong

Shanghai

China

Guangzhou

Gary Wieland (2nd from right), Marine Regional Director - Greater China, and Arnaud Ayral (3rd from right), Vice President, Marine Services – Asia, leading the unveiling at the opening of the new facility.

Guangzhou is the latest addition to the marine service network in China.

Customer support in China strengthened


Head Offices

Marine3 Temasek Avenue #19-01, Centennial TowerSingapore 039190Tel: +65 6501 7600 Fax: +65 6501 7700

OffshoreSjøgata 80N-6065 Ulsteinvik, NorwayTel: +47 81 52 00 70Fax: +47 70 01 40 05

MerchantKorsegata 4P.O. Box 22N-6025 Ålesund, NorwayTel: +47 81 52 00 70Fax: +47 70 10 37 03

NavalP.O. Box 3Filton, BristolBS34 7QE, UKTel: +44 117 979 1234Fax: +44 117 974 8666

110 Norfolk Street,Walpole, MA 02081, USATel: +1 508 668 9610Fax: +1 508 668 5638

SubmarinesP.O. Box 2000 Raynesway,Derby DE21 7XX, UKTel: +44 1332 661461Fax: +44 1332 622935

Deck Machinery & Steering Gear - BrattvågAarsundveien 24, N-6270 BrattvaagTel: +47 81 52 00 70Fax: +47 70 20 86 00

Engines - BergenP.O. Box 924 SentrumN-5808 BergenTel: +47 81 52 00 70Tel: +47 55 53 64 00 (24hr)Fax: +47 55 19 04 05

Foundry - BergenP.O. Box 924 SentrumN-5808 Bergen Tel: +47 81 52 00 70Fax: +47 55 53 65 05

Oslo OfficeKarenslyst Allé 57, N-0277 OsloTel: +47 81 52 00 70 Fax: +47 24 00 54 99

Power Electric Systems - AustevollN-5394 KolbeinsvikTel: +47 56 18 19 00Tel: +47 94 65 89 29 (24hr)Fax: +47 56 18 19 20

Power Electric Systems - BergenPostboks 80, Godvik, N-5882 BergenTel: +47 55 50 62 00Tel: +47 97 65 89 29 (24hr)Fax: +47 55 50 62 01

Controls/DP – ÅlesundP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70 Tel: +47 90 01 09 97 (24hr)Fax: +47 70 10 37 01

Training Centre - Ålesund P.O. Box 1522, N-6025 ÅlesundTel: +47 70 23 51 00 Fax: +47 70 10 37 01

Propulsion - UlsteinvikP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Tel: +47 90 01 09 97 (24hr)Fax: +47 70 01 40 14

Rudders - HareidP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Tel: +47 90 89 46 74 (24hr)Fax: +47 70 01 40 21

Ship Technology Fish & Merchant - ÅlesundP.O. Box 1522N-6025 ÅlesundTel: +47 81 52 00 70Fax: +47 70 10 37 01

Ship Technology Offshore - UlsteinvikP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Fax: +47 70 01 40 13

Steering Gear - HagavikUlvenveien 345, N-5220 HagavikTel: +47 81 52 00 70Fax: +47 56 30 82 41

Deck Machinery - Seismic & Subsea - HjørungavågP.O. Box 193, 6069 HareidTel: +47 70 01 33 00 Tel: +47 91 62 23 36 (24hr)Fax: +47 70 01 33 01

Cranes - MoldeP.O. Box 2009, 6402 MoldeTel: +47 70 31 15 00Tel: +47 91 62 23 36 (24hr)Fax: +47 71 17 31 40

Deck Machinery - Seismic & Subsea - StavangerP.O. Box 296, 4066 StavangerTel: +47 51 57 28 00Tel: +47 91 62 23 36 (24hr)Fax: +47 51 57 28 01

Deck Machinery/Norwinch Service - BergenTel: +47 56 57 16 00 Tel: +47 91 84 70 67 (24hr)Fax: +47 56 30 82 41

PolandDeck Machinery - GniewKopernika 1, 83-140 GniewTel: +48 58 535 25 25Fax: +48 58 535 22 18

Sales and Service - Gdynia8 Kontenerowa Str, 81-155 GdyniaTel: +48 58 782 06 55Fax: +48 58 782 06 56

RussiaOffice 41H, 32, Nevsky pr., 191011 St. PetersburgTel: +7 812 332 1855Fax: +7 812 332 1855

SwedenPropulsion - KristinehamnP.O. Box 1010, S-68129 KristinehamnTel: +46 550 840 00Tel: +46 550 841 00 (24hr)Fax: +46 550 181 90

United KingdomMarine Electrical SystemsNortharbour Road, CoshamPortsmouth, PO6 3TLTel: +44 2392 310 000Fax: +44 2392 310 001

Sales & Service - DartfordNucleus, London Science & Business Park, Brunel WayDartford, Kent DA1 5GATel: +44 1322 312 028Fax: +44 1322 312 054

Marine Gas turbines - BristolP.O. Box 3, Filton, Bristol BS34 7QETel: +44 117 979 7242

Motion Control – DunfermlineTaxiway, Hillend Industrial Park, Dunfermline, Fife KY11 9JTTel: +44 1383 82 31 88 Fax: +44 1383 82 40 38

Sales & Service - DunfermlineTaxiway, Hillend Industrial ParkDunfermline, Fife KY11 9JTTel: +44 1383 82 31 88Tel: +44 7831 1671 38 (24hr)Fax: +44 1383 82 40 38

RAS Systems - NewcastleMichell Works, Scotswood RoadNewcastle Upon Tyne, NE15 6LLTel: +44 191 256 2800Fax: +44 191 256 2801

Shaft bearings – Michell BearingsScotswood RoadNewcastle Upon Tyne NE15 6LLTel: +44 191 273 0291Fax: +44 191 272 2787

Southern EuropeItalySales & Service - GenovaVia Castel Morrone, 1316161 GenovaTel: +39 010 749 391Fax: +39 010 749 3950

CroatiaEngineering - Navis ConsultBartola Kasica 5/4HR-51000 RijekaTel: +385 515 001 00Fax: +385 515 001 01

GreeceSales & Service – Piraeus2 Kantharou Str., Piraeus 185 37Tel: +30 210 4599 688/9Fax: +30 210 4599 687

SpainSales - MadridManuel Tovar 36-2A, E-28034 MadridTel: +34 913 585 332Fax: +34 91 735 07 28

Sales & Service – Bilbao Estartexe, 8 oficina E 48940 Leioa –VizcayaTel: +34 944 805 216 Fax: +34 944 806 482

Sales & Service - TarragonaC/Dinamarca s/n (Pol. Ind. Constanti) 43120 Constanti, Tarragona Tel: +34 977 296 444

TurkeySales & Service TurkeyNazan Sok. No:2 Lagoon Plaza D:3 34940 Tuzla, IstanbulTel: +90 216 446 9999 Fax: +90 216 395 7152

West AfricaNamibiaSales & service – Walvis BayP.O. Box 4414, Old Power Station2nd Street East, Walvis BayTel: +264 642 275 440 Fax: +264 275 441

Middle EastUnited Arab EmiratesSales & Service - Middle EastPO Box 261103, Oilfields Supply Centre, Shed no. 47, Jebel Air Free Zone, DubaiTel: + 971 4 883 3881 Fax: + 971 4 883 2639

Naval - DubaiDubai Airport, Free ZoneSuite ZW406, PO Box 54254, DubaiTel: +917 4 299 4343Fax: +917 4 299 4344

Asia PacificAustraliaSales & Service – MelbourneUnit 4, 344 Lorimer Street, Port Melbourne, Victoria 3207Tel: +61 396 444 700

Sales & Service - PerthUnit 2, 8 Wallace WayFremantle WA 6160, PerthTel: +61 8 9336 7910Fax: +61 8 9336 7920

Naval - SydneyPO Box 117, North Ryde, NSW 1670 Tel: +61 2 9325 1333Fax: +61 2 9325 1300

IndiaSales & Service - MumbaiD/505 TTC Industrial Area, MIDC Turbhe, Navi Mumbai 400703Tel: +91 22 6726 38 38Fax: +91 22 6726 38 18

EA&C - IndiaD/505 TTC Industrial Area, MIDC Turbhe, Navi Mumbai 400703Tel: +91 986 703 1823

MalaysiaNaval - Kuala LumpurLot 32C, 32nd Floor, UBN Tower, 10 Jalan P. Ramlee, 50250 Kuala LumpurTel: +60 3 2026 1990Fax: +60 3 2031 7990

SingaporeSales & Service - SingaporeNo 6, Tuas Drive 1Singapore 638673Tel: +65 6862 1901Fax: +65 6863 2165

Training Centre – SingaporeTel: +65 6501 7600

New ZealandSales & Service - Christchurch175 Waltham Road Waltham, ChristchurchTel: +64 3 962 1230Fax: +64 3 962 1231

VietnamDeck Machinery - VietnamRoad 4, Dong Xuyen Industrial Park, Rach Dua Ward, Vung Tau City Tel: +84 64 3576 000 Fax: +84 64 3576 001

Northern Europe

DenmarkSales & Service - AalborgVaerftsvej 23, DK-9000 AalborgTel: +45 9930 3600Fax: +45 9930 3601

FinlandSales & Service - HelsinkiItämerenkatu 5, FIN-00180 HelsinkiTel: +358 9 4730 3301Fax: +358 9 4730 3999

Waterjets - KokkolaP.O. Box 579, FIN-67701 KokkolaTel: +358 68 324 500Fax: +358 68 324 511

Propulsion - RaumaP.O. Box 220, FIN-26100 RaumaTel: +358 2 83 794 791Tel: +358 2 83 794 722 (24hr)Fax: +358 2 8379 4804

Winches - RaumaTel: +358 2 8379 4853Tel: +358 4 006 66678 (24hr)Fax: +358 2 8379 4804

FranceSales & Service - Rungis4 place des Etats-Unis, Silic 261,F-94578 Rungis CedexTel: +33 1 468 62811Fax: +33 1 468 79398

GermanySales & Service - Hamburg Fährstieg 9, D-21107 Hamburg Tel: +49 40 780 9190 Fax: +49 40 780 91918

Stabilisation (Intering) - HamburgFährstieg 9, D-21107 Hamburg Tel.: +49 40 52 87 36 0 Fax: +49 40 52 87 36 66

The NetherlandsSales & Service - RotterdamWerfdijk 2 (Port 2828), 3195 HV PernisTel: +31 10 40 90 920Fax: +31 10 40 90 921

NorwayAutomation - LongvaN-6293 Longva Tel: +47 70 20 82 14Tel: +47 97 72 83 60 (24hr)Fax: +47 70 20 83 51

38 ISSUE 18CONTACTS

Rolls-Royce International Offices

Northern EuropeRolls-Royce International LtdRond Point Schuman, 6/5 1040 Brussels, BelgiumTel: +32 2 230 8652Fax: +32 2 230 0872

Rolls-Royce International LtdNew Europe, IBC BuildingPobrenzi 3, 186 00, Prague 8Czech RepublicTel: +420 224 835069Fax: +420 224 835013

Rolls-Royce International LtdJägerstraße 59, D-10117, Berlin, GermanyTel: +49 30 2094 2501Fax: +49 30 2094 2508

Rolls-Royce International Ltd122 Avenue Charles de Gaulle, 92522 Neuilly-Sur-Seine Cedex, FranceTel: +33 147 221 440Fax: +33 147 457 738

Southern EuropeRolls-Royce International LtdVia IV Novembre 11400187 Roma, ItalyTel: +39 066 976 671Fax: +39 066 791 755

Eastern EuropeRolls-Royce International LtdOffice 26, B. Sadovaya Street 10123001 Moscow, Russian FederationTel: +7 495 651 9330Fax: +7 495 651 9332

Middle EastRolls-Royce International LtdFuturo Tower, 5th Floor, Office Number 4, Ma’ather RaodP.O. Box 88545Riyadh 11672, Saudi ArabiaTel: + 966 1 403 1733Fax: + 966 1 240 1713

Rolls-Royce International LtdDubai Airport Free Zone, Suite 2W406,PO Box 54254, Dubai, United Arab EmiratesTel + 971 4 299 4343 Fax + 971 4 299 4344

Asia PacificRolls-Royce Australia Services Pty LtdSuite 102, Level 1,2-4 Lyonpark Road, Macquarie Park, NSW 2113, AustraliaTel: +61 2 9325 1333Fax: +61 2 9325 1300

Rolls-Royce India Pvt Ltd2nd Floor, Birla Tower (West), 25 Barakhambha RoadNew Delhi 110001, IndiaTel: +91 11 2335 7118Fax: +91 11 2335 7117

Rolls-Royce International LtdMid Plaza II Building, 16th Floor,Jln Jendral Sudirman Kav 10-11, Jakarta 10220, IndonesiaTel: +62 21 570 3888Fax: +62 21 570 6286

ChinaSales & Service - Hong Kong3rd Floor, Main Building, 1-7 Sai Tso Wan Road, Tsing Yi Island, N.T., Hong KongTel: +852 2526 6937Fax: +852 2868 5344

Corporate Office - Shanghai17th floor Kerry Parkside, No. 1155 Fang Dian Road, Pudong, Shanghai 201204Tel: +86 21 2030 2800 Fax: +86 21 2030 2828

Sales & Service – ShanghaiNo. 1 Xuan Zhong Road - Nan Hui Industrial Zone, Shanghai 201300Tel: +86 21 5818 8899Fax: +86 21 5818 9388

Sales & Service - DalianRoom 1204/1206 Swissotel21 Wu Hui Road116001 DalianTel: +86 411 8230 5198Fax: +86 411 8230 8448

Sales & Service - GuangzhouNo. 107-4, Shiyu Road, Tianyi Village, Dongchong Town, Nansha District, 511475 GuangzhouTel: +86 20 895 77124Fax: +86 20 89577145

JapanSales & Service - Tokyo31st Floor Kasumigaseki Building, 3-2-5 Kasumigaseki,Chiyoda-Ku, Tokyo 100-6031, JapanTel: +81 3 3592 0966 Fax: +81 3 3592 0969

Sales & Service - KobeYamasaki Building 1st & 2nd Floor,1-15-11 Kinpei-cho, Hyogo-ku,Kobe-shi, Hyogo 652-0873Tel: +81 78 652 8067 Fax: +81 78 652 8068

Republic of KoreaSales & Service - Busan197, Noksansaneopbuk-ro Gangseo-gu, Busan 618-818Tel: +82 51 831 4100Fax: +82 51 831 4101

RussiaSales & Service - Vladivostok5F, 3b, Streinikova str.Vladivostok 690065Tel: +7 4232 495 484Fax: +7 4232 495 484

AmericasBrazilSales & Service - RioIIha do Caju, 131CEP 24. 040-005 - Ponta da AreiaNiterói Tel: +55 21 2707 5900 Fax.: +55 21 2707 5909

CanadaSales & Service - St. Johns142 Glencoe Drive, Mount PearlNewfoundland NL A1N 4P7Tel: +1 709 748 7650Fax: +1 709 364 3053

Naval Undersea Systems-Dartmouth461 Windmill RoadDartmouth, Nova Scotia, B3A 1J9Tel: +1 902 468 2928Fax: +1 902 468 1388

Naval Undersea Systems- Peterborough597 The QueenswayPeterborough, Ontario, K9J 7J6Tel: +1 705 743 9249Fax: +1 705 743 8003

Sales & Service – Vancouver96 North Bend StreetCoquitlam BC, V3K 6H1Tel: +1 604 942 1100Tel: +1 604 365 7157 (24hr)Fax: +1 604 942 1125

ChileSales & Service - SantiagoAlcántara 200, 13th Floor, Office 1303, 755 0159 Las Condes, SantiagoTel: +56 2 586 4700Fax: +56 2 586 4705

MexicoSales & Service – Veracruz & Cuida del CarmenEdif. Torre del Pilar, Blvd Ruiz Cortinez #3642, Boca del Rio, Veracruz, 94299Tel: +52 229 272 2240Tel: +52 229 272 2246 (24hr)Fax: +52 229 272 2241

USANaval Marine Inc - Walpole110 Norfolk StreetWalpole, MA 02081Tel: +1 508 668 9610Tel: +1 (877) 598 6957 (24hr)Fax: +1 508 668 2497

Sales & Service – Ft Lauderdale10125 USA Today Way, Miramar, Fort Lauderdale, FL 33025Tel: +1 954 436 7100 Fax: +1 954 436 7101

Americas Corporate Office - Houston1880 South Dairy Ashford, Ashford Crossing IISuite 301, Houston, TX 77077Tel: +1 281 902 3300Fax: +1 281 902 3301

Sales & Service - GalvestonPelican Island 1, 2929 Todd RoadGalveston, TX 77554Tel: +1 409 765 4800Tel: +1 (832) 298 7804 (24hr)Fax: +1 409 765 4801

Sales & Service - New Orleans200 James Drive WestSt Rose, LA 70087Tel: +1 504 464 4561Fax: +1 504 464 4565

Sales & Service - Seattle1731 13th Ave. SWSeattle, WA 98134Tel: +1 206 782 9190Tel: +1 206 499 8245 (24hr)Fax: +1 206 782 0176

Naval Marine Inc - Washington1875 Explorer StreetSuite 200, Reston, VA 20190Tel: +1 703 834 1700Fax: +1 703 709 6086

Naval Marine Inc – IndianapolisPo Box 420, 2001 South Tibbs Ave Speed Code S-07, Indianapolis Indiana 46206-0420Tel: +1 317 230 2000 Fax: +1 317 230 6763

Naval Marine Inc - Annapolis190 Admiral Cochrane Drive,Suite 115, Annapolis, MD 21401Tel: +1 410 224 2130Fax: +1 410 266 6721

Naval Marine Inc – Pascagoula Foundry3719 Industrial Road, PO Box 1528,Pascagoula, MS 39567Tel: +1 228 762 0728Fax: +1 228 769 7048

Shiplift Systems - Annapolis190 Admiral Cochrane Drive,Suite 115, Annapolis, MD 21401Tel: +1 410 224 2130Fax: +1 410 266 6721

Naval Undersea Systems - New Bedford1213 Purchase Street, New BedfordMassachusetts 02740 USATel: +1 508 990 4575Fax: +1 508 990 4577

Rolls-Royce Malaysia Sdn Bhd32nd Floor, UBN Tower,10 Jalan P. Ramlee, 50250Kuala Lumpur, MalaysiaTel: +6 03 2096 1990Fax: +6 03 2031 7990

Rolls-Royce Singapore Pte Ltd3 Temasek Avenue #19-01 Centennial Tower Singapore 039190Tel: +65 6501 7600 Fax: +65 6501 7700

Rolls-Royce International LtdUnit 402, 4th Floor Asia Tower Building6 Nha Tho StreetHoan Kiem District, HanoiVietnamTel: +84 4 39380 228Fax: +84 4 39380 230

North East AsiaRolls-Royce International - China Ltd2109, China Life Tower16, Chao Yang Men Wai Street Beijing 100020People’s Republic of ChinaTel: +86 10 8565 5000Fax: +86 10 8525 2213

Rolls-Royce International Ltd4/F, South Tower, Cathay Pacific City. 8 Scenic Road, Honkong International Airport Lantau, Hong Kong SARTel: +852 2802 4843Fax: +852 2511 0461

Rolls-Royce International Ltd31st Floor Kasumigaseki Building, 3-2-5 Kasumigaseki,Chiyoda-Ku, Tokyo 100-6031, JapanTel: +81 3 3592 0966Fax: +81 3 3592 0969

Rolls-Royce International Ltd23rd Floor, Olive Tower, 135 Seosomun-dong, Jung-gu, Seoul, Korea 100-737Tel: +82 2 3476 7750/2Fax: +82 2 3476 0122

Rolls-Royce (Thailand) Ltd11th Floor Tonson Tower, 900 Ploenchit Road, Bangkok 10330, ThailandTel: +66 2 263 0500Fax: +66 2 263 0505

AmericasRolls-Royce North America Inc1875 Explorer StreetSuite 200, Reston, VA 20190Tel: +1 703 834 1700Fax: +1 703 709 6087

Rolls-Royce International LimitadaAv. Almirante Barroso 52Sala 2001, 20031-000Rio de Janeiro, BrazilTel: +55 21 2277 0100Fax: +55 21 2277 0186


The widest range of marine products from a single supplierAutomation and control systems

Azimuth thrusters

Bearings

Bulk handling

Deck machinery

Design and integrated systems

Diesel and gas engines

Dynamic positioning systems

Energy storage

Gas turbines

Power electrics

Propellers

Propulsion systems

Reduction gears

Replenishment-at-sea

Rudders

Seismic and subsea systems

Shiplift systems

Stabilisers

Steering gear

Tunnel thrusters

Turbo generators

Waterjets

Documents

PIONEERING PURE LNG POWER - Rolls-Royce/media/Files/R/Rolls... · Atlântico Sul shipyard for Brazilian oil company Petrobras. Rolls-Royce will equip each of the seven vessels, which