The widest range of marine products from a single supplier/media/Files/R/Rolls-Royce/documents/news/...22-23 Venice Syncrolift® demonstrates step change in shiplift lift capacity

WORLD’S FIRST GAS TUGSGas propulsion for maximum e!ciency with lowest emissions

REGIONAL FOCUS CENTRAL EUROPEService centres expand to serve this hub of marine activity

FLEXIBLE DP UPGRADESInstalling an integrated dynamic positioning system enhances performance

issue

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

in-depth

1217

issue

172012

WORLD’S FIRST GAS TUGGas propulsion for maximum e!ciency with lowest emissions



issue

17

issue

172012

News02-05 News and future eventsNews and future events

Technology06-09 LNG is an option for harbour LNG is an option for harbour

and escort tugs10-12 Rolls-Royce and Bestway

unveil new energy-e!cient ship designs

13-15 Integrated ship and systems design = E!ciency

16-19 Stronger together20-21 Anti-heeling with

simultaneous roll-reduction22-23 Venice Syncrolift®

demonstrates step change in shiplift lift capacity

24-25 Safe and e!cient deck operations with new crane technology

Regional Focus26-30 Maritime excellence: from

the Bosporus to the Baltic31 New European Service

Centres up and running

Updates32-35 EMAS invests in "exibility

with performance

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 CommunicationsCONTRIBUTORS: RW – Richard White | CT – Craig Taylor | DC – David Cheong | AM – Amy MacKay | MG – Mirko Gutemann | MH – Marianne Hovden |

CT – Craig Taylor |

CT – Craig Taylor AR – Andrew Rice

Printed in the UK.If your details have changed or if you wish to receive a regular complimentary copy of In-depth please email us at: [email protected]@rolls-royce.com

Contents

Front cover: The world’s #rst LNG-fuelled tugs are now in build for operator Buksér og Berging. Read about them on pages 2 and 6.

issue 17 2012

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36-37 Working together to reduce weight and enhance e!ciency

38-39 Propelling and positioning drillships40-43 QE carrier programme advances44 Accurately placing rocks 1,200 metres deep45 Pulling power for today’s advanced designs46-47 O$shore deliveries and orders$shore deliveries and orders$48-51 Azimuth thrusters deliver for Swedish

Coast Guard52 Helping harness the power of the wind53-55 Power and speed for e$ective windfarm support$ective windfarm support$56-57 Innovation in #shing vessel design58-59 DDG 1000 programme gathers momentum

Support and Service60-63 Focusing on training64-65 Playing a key role in vessel conversion66 Rapid response for emergency maintenance67 DFDS ferry trio upgraded with Promas Lite

Contacts68-69 Contacts

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© Rolls-Royce plc 2012 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.

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Viewpoint

The quest for operating efficiency drives innovation and technology.

The message from governments, bankers and ship operators seems to be very similar this year to last, 2012 will be another

tough year. Banks have been cutting their shipping exposure and #nancing has become more di!cult as lending has tightened. The European Union continues to pursue tighter #nancial integration, and in the U.S. real growth is proving elusive. With China slowing, global growth forecasts for 2012 have now reduced to around 3.5 per cent.

How things will eventually unfold – and the knock-on e$ect this will have – is not clear. Continuing volatility, at least in the near term, is likely to be the norm and the eventual outcome is likely to have longer term implications for shipping in general.

While challenges abound across the industry, the higher value sectors are proving resilient. In the highly specialised o$shore oil and gas sector, further investment in deep water exploration and production looks particularly robust. We have recently secured orders to provide thrusters and engines for drillships in addition to UT-Design Platform Supply Vessels and Anchor Handlers.

The shift to low sulphur fuels and the focus on sustainable shipping has seen the steady uptake in LNG as

TONY WOODPresident - Marine

the fuel of choice for a growing number of newbuilds scheduled for delivery by the 2015 ECA regulation deadline. Our gas engines have been selected to power a number of these vessels, including the world’s #rst all-gas tugs.

We recently secured orders for the NVC 405 general cargo carrier variant of our award winning Environship concept. This innovative design delivers greenhouse gas emission reductions of more than 40 per cent compared to similar vessels.

The quest to reduce operating costs and the environmental impact of vessels has been at the centre of our thinking for some time, and this drives our innovation and technology investment programmes to meet the challenges our customers face.

In the naval sector, we have received orders for power and propulsion systems for two more Littoral Combat Ships for the US Navy. Twin MT30s power these vessels, and bene#t from over 45 million hours of airline operating experience.

Rolls-Royce and Daimler have also joined forces to create a new marine and industrial engine joint venture through the acquisition of Tognum, maker of MTU high speed diesel engines for use at sea and on land. The engines and technology portfolios are highly complementary to our Bergen medium speed engines.

As marine systems and equipment suppliers, the goal of Rolls-Royce is to provide ship builders and ship operators in the merchant, o$shore and naval sectors with cost e$ective, e!cient and environmentally compliant systems. A gas engine is a good start in reducing emissions, but it is the e$ective integration of other energy saving designs and technologies – for which we have a strong track record and remains our continuing goal – that makes the real di$erence.

I hope you enjoy reading more about how this is being delivered through the articles in this latest edition of In-depth.

Visit us at thefollowing:

2012JUNE

4-7EAGE 74thCopenhagen, Denmark

4-8PosidoniaAthens, Greece

AUGUST14-17Nor!shingTrondheim, Norway

28-31ONSStavanger, Norway

SEPTEMBER4-7SMMHamburg, Germany

17-20Rio Oil & GasRio de Janeiro, Brazil

19-22Monaco Yacht Show Monaco, France

OCTOBER22-26EuronavalParis, France

NOVEMBER4-9 SEGLas Vegas, Nevada, USA

28-30International Workboat Show New Orleans, Louisiana, USA

DECEMBER4-7 ExponavalValparaíso, Chile

Rolls-Royce has secured a contract from India’s Cochin Shipyard to supply waterjets for 20 new fast patrol vessels for the Indian Coast Guard.

A total of 60 Kamewa 71S3np waterjets (three per vessel), and associated equipment including a joystick control system, which will enhance the manoeuvring capabilities of the vessels, are to be supplied. The new Kamewa S3 design o$ers higher speeds, improved $ers higher speeds, improved $acceleration and increased e!ciency.

Power for each of the 48m long vessels will be provided by three MTU 16V 4000 M90 engines, each rated at 3,648kW. The new vessels will be capable of speeds up to 33 knots.

Rolls-Royce has been a supplier to the Indian Coast Guard for over 20 years with a large number of waterjets already in service, as well as CP propellers and stabilisers on other vessels in the "eet. The #rst

of three UT 517 pollution control vessels, Samudra Prahari, entered service in 2010.

Construction of the new ships is part of an expansion of the Indian Coast Guard.

When they enter service they will operate in Indian coastal waters and around island territories. Their roles will include coastal patrolling, anti-smuggling missions, #sheries protection, as well as search and rescue duties.

60waterjets for new Indian Coast Guard waterjets for new Indian Coast Guard waterjets for new

fast patrol boats

For further information,contact:

Naval and submarines:Donna [email protected]

Merchant and o$shore:Gunilla [email protected]

EVENTS NEWSWorld’s !rst LNG-powered tugs ordered LNG-powered

ordered LNG-powered

for Norwegian tugs for Norwegian tugs

terminalfor Norwegian terminalfor Norwegian

02 NEWS

The seismic survey vessel, named HYSY 720, has entered service with China Oil#eld Services Limited (COSL) and is now operating in the South China Sea.

The vessel is equipped with a Rolls-Royce streamer handling system capable of towing 12 streamers, each 8,000m long, to perform high-density seismic data collection. It is the #rst and most advanced deepwater seismic survey vessel built in China so far and is 108.3m long with a 24m beam, a draught of 9.6m and has an

A milestone in green tug development has been reached with Buksér og Berging ordering Rolls-Royce gas propulsion systems for two powerful LNG-fuelled escort tugs to operate at the Kårstø gas terminal near Haugesund in Norway.

The tugs will work for the state-owned oil company Statoil and the process plant operator Gassco on delivery in the third quarter of 2013. They are 35m long stern drive azimuth thruster tugs with a broad 15.4m beam and a bollard pull of about 65 tonnes. The design was developed by Buksér og Berging together with Marin Design.

“This is a breakthrough for our Bergen gas engines in the tug market, and for our new US35 thrusters in escort tugs,” says Robert

Løseth, Senior VP - Merchant, Propulsion Systems and Engines. “It con#rms that our unique engine performance characteristics in terms of response time, fuel consumption and low methane slip are important to our customers.”

Two 1,705kW Bergen C26:33 6 cyl in-line gas engines will provide the power. They will drive two US35 azimuth thrusters of the latest design through a mechanical transmission. Rolls-Royce will also provide its ACON control system and monitoring for the gas system, together with propulsion system engineering, and the AGA Cryo single LNG tank plus gas supply based on two coldboxes. The system is designed for weekly bunkering intervals and bunkering time is

estimated to be 45 minutes.Vetle Sverdrup, Commercial

Director at Buksér og Berging AS, said, “We wanted to base the design of the new tugs on the spark ignition lean burn engine concept, and the ability to accommodate direct drive in addition to a low emission pro#le. The propulsion system on high performance escort tugs needs to accommodate rapid load pickup over the entire load range. Due to these factors, we chose to work closely with Rolls-Royce on this project.”

The tugs are being built in Turkey by Sanmar Marine. For more details, go to page 6.

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endurance of 75 days. To increase operating e!ciency,

the vessel is designed for a speed of 16 knots and a towing speed of #ve knots and has a diesel-electric propulsion system. This will signi#cantly reduce mobilisation and demobilisation times, and also contributes to improving the

comfort of the working and living environment for the crew.

The model ST-327L CD vessel is equipped with a new generation of seismic collection system, integrated navigation system and lateral control system. Up to 75 people can be accommodated onboard.

Seismic streamer systems for advanced COSL vesselSeismic streamer systems for advanced COSL vesselSeismic streamer systems for advanced

03www.rolls-royce.com

The contract to supply power and propulsion systems for the two latest vessels in the U.S. Navy’s Littoral Combat Ship (LCS) programme was recently secured by Rolls-Royce.

Designed to operate in combat zones close to the shore, each LCS will be equipped with two Rolls-Royce MT30 gas turbines driving four large Kamewa waterjets, enabling the vessels to reach speeds well in excess of 40 knots.

This latest order is for ships named Little Rock and Sioux City, and follows previous orders for the Milwaukee and the Detroit, which are both under construction. Rolls-Royce already powers two Lockheed Martin Littoral Combat Ships, the USS Freedom, #rst deployed two years ago, and the Fort Worth, which has now completed its U.S. Navy acceptance trials.

Andrew Marsh, President - Naval said, “We have worked closely with Lockheed Martin, the U.S. Navy and other partners during the LCS programme, using our extensive experience to further develop these highly advanced ships. The combination of the MT30 gas turbine and our latest waterjet technology will ensure these ships are at the cutting edge of global naval capability.”

The MT30 is derived from Rolls-Royce aero engine technology and builds on over 45 million hours of operating experience. At 36 megawatts, it is the world’s most powerful marine gas turbine and has the highest power density in its class. The waterjets are among the largest produced by Rolls-Royce.

A range of other Rolls-Royce equipment is speci#ed in the Lockheed Martin design, including shaftlines, bearings and propulsion system software.

Power for two more Littoral Combat Ships

New service centre in Hong KongThe Rolls-Royce service presence in Hong Kong has been expanded recently with the opening of a new and enlarged service centre on Tsing Yi Island.

It provides specialist support and engineering services to the Greater China region and forms an important component of the Rolls-Royce service network that covers the entire east coast of China, with existing facilities in Dalian, Guangzhou and Shanghai.

“With a growing customer base in Greater China, coupled with an increasing number of customer operations within the region, we

have relocated and expanded our facilities to ensure we can deliver our services close to where our customers operate,” says P. T. Tong, Branch Manager. “Service engineers based here are on hand to provide technical support wherever and whenever required.”

The new facility will provide support for a variety of vessels, including a large number of fast ferries that are in service between Hong Kong, Macau and the Pearl Delta. A large number have Rolls-Royce propulsion systems installed. It provides direct waterfront access to major transport channels

and is capable of undertaking major repair, overhauls and upgrades for popular Rolls-Royce products that include waterjets, tunnel thrusters, azimuth thrusters and deck machinery.

Sales support in Hong Kong has also moved to the new facility.

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04 NEWS

Rolls-Royce has secured a contract from Swire Paci#c O$shore to supply advanced anchor handling systems for four o$shore vessels, currently under construction in Singapore.

The systems are developed for the safer handling of large anchors on deck, such as the torpedo anchors used in the deepwater oil and gas #elds o$ the coast of Brazil.

Four deepwater anchor handling vessels to get advanced deck machinery

The rapid expansion of Asia into the o$shore industry looks set to continue, with shipyards and operators selecting Rolls-Royce designs for deeper waters.

Singapore-based PaxOcean Engineering is building two PSVs to the Rolls-Royce UT 755 CD design, at its shipyard in Zhuhai, China. The vessels combine a proven ship design

Arne Tande, Senior VP - O$shore Deck Machinery, said, “Rolls-Royce supplies world-leading marine technology that enables our customers to operate safely in challenging conditions, such as the deepwater oil and gas #elds. We are delighted that Swire Paci#c O$shore has again selected our safety-critical technology, which demonstrates that our focus on research and development and advancements in the technical capabilities of our products continues to position Rolls-Royce as the market leader for specialist handling equipment in the o$shore industry.”

Rolls-Royce will supply a complete deck machinery system to each of the four vessels, which are being built at the ST Marine Singapore shipyard. At the heart of each system is a low-pressure hydraulic winch for anchor handling and towing duties, with a pulling capacity of 500t.

propulsion system, deck machinery, bulk handling equipment and automation and control systems. The vessels will also be able to undertake #re#ghting duties. They will be equipped for transporting pipes, equipment and cargo to and from pipelaying barges, oil drilling and production platforms.

Delivery is scheduled for 2014 and the contract includes options to build an additional six vessels of the same design.

Korean shipbuilder Hyundai Mipo Dockyard Co. Ltd is to build four UT 776 CD vessels.

Hyundai’s President and CEO W G Choe said, “We are extremely pleased to enter into this deepwater segment by building vessels of a world-leading design from Rolls-Royce.”

The 4,400t, 90m long UT 776 CD design incorporates a range of Rolls-Royce systems like diesel-electric propulsion. They will be built at Hyundai’s Ulsan shipyard for delivery in 2013 and 2014. The contract includes options for a further two vessels.

Asian orders for popular deepwater UT designswith a range of Rolls-Royce onboard technologies that include diesel-electric propulsion and deck machinery. They are also equipped for #re#ghting and oil recovery.

The UT 755 CD has a deck cargo area of 670m2 and an overall length of 78.7m with a 16m beam. Planned delivery is the #rst half of next year.

In China four UT 771 CDL vessels will be built by the COSCO (Guangdong) Shipyard Co. Ltd. These complex vessels are "exible and highly e!cient, featuring a fully integrated systems package comprising diesel electric


Technology

The Kårstø gas terminal near Haugesund in Norway where gas-powered tugs will begin operating next year.

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LNG is an option for harbour and escort tugsRolls-Royce has a long history of providing conventional tug propulsion systems and is now the #rst to provide full gas systems for this vital application.

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Providing propulsion systems for tugs comprising Bergen diesel engines driving azimuth thrusters of various speci#cations, is something Rolls-Royce has been successfully doing for over 25 years.

The rapid response to load and excellent low load fuel consumption of the Bergen range of gas engines makes them ideally suited to tug applications. This, coupled with the extensive experience of Rolls-Royce in providing gas engines for marine propulsion, has seen designs for LNG-fuelled tug propulsion being developed for several years. The high power density of the recently introduced Bergen C-series gas engines is also an important factor.

The particular attraction of Rolls-Royce Bergen C-series gas engines to power tugs is low levels of emissions. These include the greenhouse gas CO2 which has a global impact, and because methane slip is very low in this engine type, the total GHG emission reduction is not seriously compromised by unburnt methane in the exhaust. NOx emissions are reduced by around 90 per cent and SOx is negligible. Also important in tugs working in ports and approaches, which are often close to residential areas of high population density, is the absence of soot and smoke particulates. Of growing concern are emissions to water, and the likelihood of oil spills is much reduced when LNG is the fuel.

Bergen gas engines have a high thermal e!ciency. SFC, NOx and CO2

emissions are actually lower at low engine loads, the reverse of most diesel engines. The C-series gas engines are also approved for both direct

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1. The Rolls-Royce LNG propulsion system for a harbour tug.

2. The number of LNG bunkering facilities is facilities is growing and refuelling is a simple operation that can take under an hour.

3. Gas propulsion is also an option for pusher tugs.

mechanical drive or as gensets and can accept rapid changes in load. They can therefore be used in a variety of propulsion solutions, depending on the operating pro#le of the tug.

A study of ship assist tug operations shows that a tug has a varied working pro#le. Long-term operational studies demonstrate that harbour tugs will typically only spend 29 per cent connected to a ship, actually carrying out its assistance duties, 33 per cent of total operation time in transit, sailing from and towards a job, while the remaining 38 per cent is spent on standby and loitering.

Throughout a day or week, a tug’s power requirements can vary tremendously. Diesel engines normally have a much higher level of speci#c emissions and fuel consumption at low loads, compared with the most e!cient operation at high loads in terms of emissions and fuel burnt per unit of power output. A characteristic that has resulted in the recent move to hybrid tugs by some operators. It is here that Rolls-Royce lean burn gas engines score.

Rolls-Royce has evaluated a number of LNG-fuelled propulsion systems for harbour tugs and the #rst are now under contract (see page 2). The system selected produces over 65 tonnes bollard pull and uses a stern drive azimuth thruster layout based on two US 35 CP thrusters with controllable pitch propellers. They are directly driven by two Bergen C26:33L6PG gas engines, each delivering 1,705kW and running at 1,000rpm. Aquapilot controls and ACON automation are part of the package.

A vertical C-type gas tank of 78m3 capacity and two separate cold boxes are installed under the foredeck and provide su!cient capacity for 150 hours running at 50 per cent load. Refuelling is a simple operation and is required once a week from either a shore-based tank, road tanker or transport storage unit. Fuel transfer time is just 45 minutes, provided a 100m3/hr system is used. 3/hr system is used. 3

Although the initial capital costs are higher for gas propulsion due to the cost of the fuel system, this can be o$set within a relatively short time by signi#cantly lower annual operating costs. You also have a very environmentally friendly vessel that satis#es forthcoming legislation, with the emissions reduction advantage there from day one.

Ship construction data is used to calculate the vessel environmental ship index (ESI). This is a score based on the vessels environmental credentials. It is expected that in the future, this, or a similar scoring system will be used to tax vessels entering port. The score does give a good indication of how much more environmentally friendly LNG as a fuel is, compared to MGO.

These analyses are based on long-term experience with tug propulsion. Rolls-Royce supplies engines, thrusters and winches for tugs all over the world and the US series azimuth thrusters are particularly popular due to their good performance and robustness.

US 205 FP thrusters already propel environmentally friendly tugs and have been selected for the second of the Foss hybrid tugs, following the successful operation of the #rst of the type, Carolyn Dorothy, at Long Carolyn Dorothy, at Long Carolyn DorothyBeach and Los Angeles over the past two years. [AR]

Emissions comparison MGO LNG

NOx emissions g/kWh 9.6 1,1

NOx tonnes per year 41 5

SOx emissions g/kWh 0.2 0

SOx tonnes per year 0.9 0

CO2 tonnes per year 2,716 2,202*

Environmental Ship Index ESI 7.27 90.66

*Includes an averaged 3.7 g/kWh methane slip equivalent CO2

TABLE 3:Shows the projected reduction in emissions. The Bergen gas engine has a low methane slip of 3.10g/kWh at full load, which has been taken into account when calculating the equivalent CO2reduction of 23 per cent.

9.6 1,1

41 5

0.2 0

0.9 0

2,716 2,202*

90.66

Fuel use comparison MGO* LNG**

Average fuel consumption g/kWh 194 157

Annual fuel use tonnes per year 868 702

Lube oil consumption g/kWh 0.8 0.4

Annual lube oil use tonnes per year 3.3 1.6

Test Test T Cycle Type Type T E3 (Variable speed propulsion)* MGO Speci!c Heat 43.0 MJ/kg. Density 858 kg/m³** LNG Speci!c Heat 49.4 MJ/kg. Density 430 kg/m³

TABLE 2:Illustrates the potential saving in fuel and lube oil consumption.

194 157

868 702

0.8 0.4

3.3 1.6

Operating Mode TIME%

Standby (coupled & uncoupled) 38%

Transit (sailing from & towards a job) 33%

Assist (connected to ship) 29%

TABLE 1:All are based on a tug powered by two 1705 kW engines driving azimuth thrusters, with a typical annual operating pro!le of 300 days per year with 4,200 operating hours.


2

Combining proven European ship design and systems experience with Chinese capabilities in ship building, Rolls-Royce is delivering a range of new commercial ship designs.

The global shipping industry is now The global shipping industry is now T #rmly committed to using vessel designs and systems that will cut greenhouse gas emissions. China Tdesigns and systems that will cut greenhouse gas emissions. China Tis also entering a green era, with national policy supporting energy Tis also entering a green era, with national policy supporting energy TeTeT !ciency and environmental protection, with the target of cutting

CO2 emissions per unit GDP by 40-45 per cent by 2020.To meet the evolving low emissions requirements of the global,

intra-regional and inland shipping trade, particularly in Asia, Rolls-Royce and Bestway formed a Joint Project Team (JPT) in Shanghai at the start of 2011. The #rst of the new designs have now emerged.

They range from 2,500 to 100,000 deadweight tonnes (dwt), including the 4100 Series roro carriers (from below 9,000 – 11,000dwt and above), the

Rolls-Royce and Bestway unveil new energy-e"cient ship designs

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4400 Series container carriers (up to 2,000teu), the 4600 Series general cargo carriers (up to 40,000dwt), the 6400 Series LNG carriers (up to 40,000m3) and the 4800 Series bulk carriers (up to 100,000dwt). All are designed to comply with and exceed future emissions targets.

”As more international emissions controls are progressively introduced, the marine industry is collaborating to ensure that designers, equipment manufacturers, yards and owners work together to create highly e!cient vessels that improve operating costs while reducing harmful environmental impacts,” says

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10 TECHNOLOGY

Arne Magne Vik, JPT Technical Director. ”Through our collaboration with Bestway, we are well placed to lead this charge.”

The designs bene#t from the combined design and systems expertise of both companies in producing highly e!cient vessels tailored speci#cally for the future merchant shipping market, in which low emissions and reduced operating costs are key drivers. This includes the application of Liqui#ed Natural Gas (LNG)-fuelled propulsion, which is gaining acceptance globally as a marine fuel, and where Rolls-Royce has accumulated signi#cant experience with 23 gas-powered vessels now in service or on order.

With the exception of the general cargo/bulk designs, which have diesel-only systems at the moment, all designs have the propulsion options of either conventional diesel/hybrid or gas. Those designs featuring Rolls-Royce Bergen gas engines already meet IMO Tier III requirements for nitrogen oxide (NOx), sulphur oxide (SOx) and carbon dioxide (CO2) emissions, which come into force in 2016.

With the Energy E!ciency Design Index (EEDI) being mandated from 2013, each design has been given an EEDI rating calculated using MEPC 1/Circ 681. However, they are subject to change, as the formulae have not been fully clari#ed for some vessel types.

Roro vessels in the JD4100 model range feature a low drag hull form and sea-friendly bow with twin Promas integrated propellers and rudders. Three are based on the same 150m hull design, have a deadweight of 9,000dwt and carry

200teu on the upper deck with 1,800 lane-metres, but have di$erent stern ramp arrangements. Diesel or gas $erent stern ramp arrangements. Diesel or gas $propulsion can be speci#ed.

Lane-metre capacity of the gas-powered JD4103GF is reduced by 50m, as some cargo space is lost to the gas tank. The 166.6m long JD4104GF, with a deadweight of 11,000dwt, 21,000 lane-metres and capacity for more than 250teu, is currently the largest in the family. It has the same propulsion system as its smaller sister, which comprises of twin Bergen B32:40L8PG main engines, rated at 3,220kW, and a Bergen C26:33L6AG 2,000kW auxiliary generator, hence the slightly slower service-speed of 15.6 knots. Range for the gas-powered ships is 6,000nm, with 6,500nm for conventional diesel power. EEDI ratings range from 19.4 to 15.9, although they do not yet apply to roro vessels.

The JD4400 series container vessel family so far comprises two designs able to carry 2,250teu and 2,194teu respectively. Both are 198.5m long with a deadweight of 30,000dwt. There is an extra cost for the LNG system and a reduction in cargo handling of

1. JD 4801 bulk carrier JD 4801 bulk carrier - 37,000dwt.

2. JD 4601 cargo JD 4601 cargo carrier - 37,000dwt.carrier - 37,000dwt.

3. JD 4104 GF roro F roro cargo carrier - cargo carrier - 9,000dwt/2,100lm.9,000dwt/2,100lm.

4. JD 4103 JD 4103 GF roro F roro cargo carrier - cargo carrier - 9,000dwt/1,750lm.9,000dwt/1,750lm.

5. JD 4401 container JD 4401 container carrier - 2,000teu.carrier - 2,000teu.carrier - 2,000teu.carrier - 2,000teu.

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1. Much of the ship uch of the ship design work is undertaken in Shanghai.

2. 6401 LNG carrier – 5,000m³.

3. 6405 LNG carrier – 10,000m³.

56teu to make room for the gas tank. However, the extra capital cost and the theoretical loss of earnings are more than o$set by the fuel economies $set by the fuel economies $and lower emissions of the LNG-fuelled variant, which has an EEDI of 12.2. It is powered by a single Bergen B35:40V16PG, driving a single Promas system with CPP, supplemented by three Bergen C26:33L9AG generator sets, powering through a power-take-in (PTI). The diesel-powered JD4401 drives a FP Promas system and has a 1 knot faster service speed of 18.5 knots with an EEDI of 13.

Adopting a similar hull design and propulsion arrangements are the JD4601, a 37,000dwt handysize bulker, and the JD4801, a 37,000dwt general cargo carrier. Both vessels are 180m long, with a beam of 29.8m and an EEDI of 4.4. Propulsion power is provided by a 6,250kW diesel, driving a FP Promas system for a service speed of 14 knots.

The #nal designs are small LNG carriers with capacities from 5,000 to 40,000m3, ideal for the anticipated demand in smaller vessels to supply LNG bunkering points as the world’s LNG infrastructure develops. All have an EEDI of 23.1, a range of 1,500nm and a service speed of 13 knots. Smallest is the 5,000m3 JD6401, with a length of 99.9m and 18.4m beam. Main engine

2

is a Bergen C26:33L8PG, rated at 2,160kW, which drive a single Promas system, and a Bergen C26:33L6AG genset. Both engines are able to run on boil-o$ gas (BOG) or LNG $ gas (BOG) or LNG $from twin 80m3 storage tanks. A hybrid shaft generator provides the electrical power, which can be used to increase propulsion power or for redundant propulsion.

The larger JD6405 with 10,000m3 capacity can be speci#ed with either gas or dual fuel propulsion. It is a shallow draft design well-suited for rivers and coastal waters and has a length of 124.9m and a 22.4m beam with 4.5m draught. Propulsion power is provided by twin 1,620kW Bergen C26:33L6PG engines driving Promas systems and running on LNG stored in two 120m3 tanks. The dual-fuel version incorporates two 425kW diesel gensets that can also provide extra power and emergency propulsion through a hybrid shaft generator system. [AR]

12 TECHNOLOGY

Ship design is a complex subject with many factors in"uencing the shape of a vessel. A distinctive hull form is important for marketing, but it is the detail design of the hull hydrodynamics and the e$ective integration of the propulsion system that improves pro#tability and reduces operating costs and emissions.

Integrated ship and systems design = E"ciency


Ship and systems design is an area where Rolls-Royce continues to invest heavily in research and development,

to ensure that the company’s designs are the optimum for the customer’s needs and can cope with real operating conditions.

A combination of CFD (computational "uid dynamics) and tank testing is used. Promising designs can then be veri#ed by tank testing and compared with operational feedback from over 800 Rolls-Royce designed o$shore and merchant vessels operating globally.

Because of its extensive product range, Rolls-Royce has the ability to integrate complex ship systems that are engineered to work e!ciently together. As an integrator and a designer, it aims to get the best products together as an e!cient system and design the optimum ship around them.

The design process normally starts by sitting down with ship owners to gather as much data as possible on what they want their vessels to do. Details such as operating routes, anticipated weather conditions, turnaround times in port and the type of cargo all have a signi#cant impact on the design. A detailed picture of the operating pro#le is built up long before a ship gets to the drawing board.

With the introduction of new IMO emissions regulations in 2016, it is also

very important to plan ahead and consider the legislative landscape and any other requirements that may be in place when the vessels enter service.

The result for the customer is that the performance of a new design can be predicted early in contract negotiations, giving con#dence that the actual ship will behave as calculated and the full bene#ts of innovation realised.

Integrated processesDevelopment of a hull form with the required performance for the customer’s operation goes hand in hand with structural strength and steel work calculations. Once a ship design has been agreed on with the owner, Rolls-Royce works closely with the shipyard and the owner to develop detailed speci#cations and working drawings.

As shipyards across the world build Rolls-Royce designed vessels, there is a three-way relationship between the yard, the ship owner and the designer. For merchant vessels, a team in Croatia specialises in producing the detailed production drawings of the ship and the installed equipment. Using powerful software, the exact order of build can be speci#ed, as can input for the computer programmes that will cut and weld the steel.

Over the last year, there have been a number of examples.

NVC 405 – the !rst of a new generationLast year, Rolls-Royce unveiled its new Environship concept general cargo vessel and secured its #rst orders from Norwegian transport group Norlines. The 112m long and 5,000dwt design combines the best available gas power and propulsion technology into an innovative hull design to provide numerous environmental bene#ts, including the virtual elimination of SOx and a reduction of CO2 emissions by more than 40 per cent compared to similar vessels.

The hull incorporates improvements in hydrodynamics and wave piecing technology (patent pending) that enables the ship to cut through rather than ride over waves for improved performance in a seaway, enabling

operators to remain on schedule without needing to burn additional fuel to make up lost time.

Powered by a single Bergen B35:40 V12 gas engine developing 3,930kW, two of the vessels are now being built at the Tsuji Heavy Industries shipyard in Jiangsu, China. The vessels will enter into service progressively from October 2013, operating along the West Coast of Norway.

NVC 604 – Bunker tankersThree NVC 604 bunker tankers have

been designed for Brazilian operator Navegação São Miguel Ltda (NSM) to build at their own yard in Niteroi, Brazil. The vessels have Rolls-Royce systems and equipment and are to be delivered by the end of 2014.

Rolls-Royce has had a fruitful cooperation with NSM for almost two years developing these vessels, which are optimised to meet very speci#c requirements, with a high focus on large cargo tank volume, high deadweight and good course keeping in shallow areas. The vessels will have DNV class, "y the Brazilian "ag and are designed for coastal trade in Brazil. The cargo will be heavy fuel oil (HFO) and marine gas oil (MGO) to a total deadweight of about 4,350t at the design draught of 4.5m. Service speed will be approximately 10 knots. Overall length is 90.2m with a beam of 18.2m.

NSM began to provide bunkering operations in 1964 in Guanabara Bay

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14 TECHNOLOGY

(Rio de Janeiro) to supply the then incipient Petrobras oil giant. The company is now responsible for more than 9,000 fuel loading and supply operations to ships along the entire Brazilian coastline and the three new tankers will join the owner’s "eet of about 40 specialised vessels.

NVC 401 – Forage carrierThe gas-powered NVC 401 Forage Carrier is the latest ship design from the award-winning Rolls-Royce Environship range and incorporates a variety of features to reduce environmental impact while increasing e!ciency.

Ordered by Norwegian company Eidsvaag AS, it will undertake feed supply duties to #sh farms along the Norwegian coast when delivered in 2013. The 75m long vessel can carry up to 1,450t of feed pellets that are stored in 62 specially designed tanks. A demanding schedule will ensure #sh are fed at the same time every week, regardless of weather conditions.

Rolls-Royce will supply all the main systems and equipment, as well as the ship design. These include a Bergen C26:33L9PG gas engine, a wave-piercing bow and a Promas propulsion system. Rolls-Royce will also supply the dynamic positioning (DP) system, which will hold the ship accurately in position during the o'oading of #sh feed via the unloading system at the bow.

NVC 386 – First for live !sh transportA new generation of wellboats has been designed and developed by Rolls-Royce in close cooperation with Sølvtrans, the world’s largest operator transporting live #sh. The #rst vessel is scheduled for delivery in 2013.

It will be 76m long with a beam of 16m and incorporates the latest developments in hull and systems design. An advanced diesel-electric propulsion system with hybrid shaft generator, powered by two Bergen C25:336P diesels rated at 1,440kW, will deliver low fuel consumption and emissions.

The design incorporates the latest improvements in #sh welfare and #sh handling. Tank capacity of 3,000m3 provides a capability to safely transport up to 450t of live #sh and is divided into three equal cargo holds, with sliding bulkheads and a pressure system for loading and unloading. It is fully equipped for transport in a closed system with no discharge to the sea. Control of the water "ow and circulation in the cargo compartments has been a key design priority to ensure optimal conditions for the #sh.

Considerable emphasis has also been placed on the living and working environment for the crew. Single cabins accommodate up to 11 people and there is a #tness centre and sauna.

The vessel is being built by the Spanish shipyard Astilleros Zamakona S.A. [RW]

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1. NVC 405 general cargo vessel.

2. NVC 604 bunker tanker.

3. NVC 401 forage carrier.

4. NVC 386 live !sh transporter.


Tognum makes high speed diesel engines for use at sea and on land. The engines are highly complimentary

to the Bergen medium speed diesel and gas engine portfolio supplied by Rolls-Royce. Daimler has global distribution capability, volume manufacturing expertise and technologies for lower emissions diesel engines. Combining the strengths of Tognum, Rolls-Royce and Daimler will create signi#cant new opportunities and accelerate growth in a fast-moving global market worth more than €30 billion a year. The three companies have well-aligned portfolios and together, they can o$er a wide range of medium and high speed diesel and gas engines for propulsion and power generation applications. Over time,

Rolls-Royce and Daimler have joined forces to create a new marine and industrial engine joint venture through the acquisition of Tognum.

Stronger together

1

there are also clear opportunities in shared technologies, sales networks and after sales service expertise.

While the Tognum name may not be familiar to all, its brands are certainly well-known: MTU, MTU Onsite Energy and L’Orange.

Advanced marine propulsion technologyWhat do many of the biggest mega yachts and the fastest high speed ferries of the world have in common? They are powered by MTU. The same applies worldwide for many other ships, frigates, tugs and platform supply vessels.

With its two business units, Engines and Onsite Energy & Components, the Tognum Group is one of the world’s leading suppliers of engines and propulsion systems for o$-highway applications and of distributed energy systems. The product portfolio of the Engines business unit comprises MTU engines and propulsion systems for ships, for heavy land, rail and defense vehicles and for the oil and gas industry. Products of the Onsite Energy & Components business unit include distributed energy systems of the brand MTU Onsite Energy and fuel-injection systems from L’Orange.

Under the MTU brand name, propulsion system solutions are provided for a range of marine applications, from naval and governmental vessels, tugs, o$shore vessels to fast ferries and yachts. The high speed marine diesel engines Series 60, Series 396, Series 4000, Series 1163 and Series 8000 cover a broad power range from 260 to 9,100 kW. As a systems partner, complete propulsion packages are also supplied that include other equipment such as gearboxes, propellers, onboard power supplies and integrated ship automation systems. The range of products is complemented by extensive services provided under the MTU_ValueCare programme.

In 2011, Tognum generated revenue of nearly €3 billion and

16 TECHNOLOGY

MEDIUM AND HIGH SPEED ENGINES IN AN EXTENDED RANGEThe new entity will bring together the well-known MTU and Bergen engine names, extending the product portfolio to include both medium speed and high speed diesel and gas engines.

Once integrated with the extensive range of Rolls-Royce ship designs, systems and equipment, a much broader range of advanced marine solutions will be available for customers across the commercial and naval sectors. The goal is to provide the optimum system where economical and reliable performance, environmental compliance and power density are important factors.

The new joint venture will provide:��An integrated high and medium speed

engine portfolio. ��A broader product range for marine and

energy markets. ��A greater range of marine propulsion and power

systems solutions.��An enlarged distribution and service network.��A customer and service focused organisation.

At present, all three companies are engaged in discussions to prepare their future collaboration. Established individual sales relationships remain unchanged.

Brands: MTU, MTU Onsite Energy, L’Orange

employed more than 9,000 people. With strategic hubs in Friedrichshafen in Germany, Detroit, Michigan in the US and Singapore, a point of contact is always within reach for customers or business partners. Its global manufacturing, distribution and service structure comprises 23 fully consolidated companies, more than 140 sales partners and over 500 authorised dealerships at approximately 1,200 locations.

Propulsion solutions for naval and coastguard vesselsFor more than 50 years, MTU has developed speci#c propulsion concepts for the naval sector. As a single source integrator, MTU con#gures the propulsion systems that include automation systems like ‘Callosum’ that best #t the requirements of navies and coast guards worldwide – from the Turkish MILGEM frigates – to the US Coast Guard’s National Security Cutters. Combined propulsion systems link several fuel-e!cient diesel engines, or diesel engines with gas turbines to provide the needed "exibility, agility and redundancy. Highly advanced modern naval vessels like the US Navy’s Independence-variant Littoral Combat Ships – designed by a General Dynamics and Austal team – are the #rst naval vessels in the world to feature a trimaran hull. They rely on a combined MTU diesel and gas turbine propulsion system for e!cient operations.

MTU has also been playing an important role in the development and design of diesel-electric submarine propulsion systems. The Series 396 is the most successful MTU submarine engine. It is currently installed in most of the world’s conventional submarines such as the German U212, where it generates power for both main propulsion and on-board utilities.

Proven engines are also the key when it comes to cost, e$ectively extending a vessel’s operating lifetime. The Colombian Navy recently modernised its four Almirante

1. MTU Model 4000 M93 diesel engines have an outstanding power-to-weight ratio, which puts them at the top of their class for acceleration. With up to 4,300 kW of power, they are ideal for fast yachts. Pictured: 20V 4000 M93L. Engine weight is 13t, with gear 15,6t.

2. The headquarters and main manufacturing is based at Friedrichshafen in Germany.

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Padilla class frigates by replacing the vessels’ 30-year-old MTU Series 1163 engines with the current version of the same engine model. This included the ‘Callosum’ ship monitoring, automation and control system, which will extend propulsion system overhaul period to 20 years. The on-board power generation systems were also replaced with MTU gensets based on Series 2000 engines. Opting to modernise this frigate class with MTU engines, the Colombian Navy was able to make the most of existing assets and facilities.

MTU engines for tugs - reliable and durable MTU’s Series 4000 ‘Ironmen’ engines, which have a power range of 746 – 1,840kW for unrestricted continuous operation and up to 2,240kW for vessels such as crewboats, were developed to meet the particular requirements of the workboat market. Speci#cally, this means maximising engine performance, extending the time between overhauls and reducing fuel consumption. As a result, the ‘Ironmen’ engines deliver a fuel consumption of 195g/kWhr and can operate for up to 33,000hrs before the engines are due a major overhaul – key advantages for tugs and other commercial vessels that depend on reliable

and cost-e!cient propulsion solutions with the highest possible availability. In a large number of tug systems, MTU diesels are driving Rolls-Royce azimuth thrusters.

Power o"shoreThe ‘Ironmen’ engines are also the base for MTU’s diesel-electric propulsion systems in the o$shore sector. An example is the PSV Eldborg, which is powered by four 12 cylinder 4000 M40B engines rated at 1,560kW and delivered in 2009. Vessels in the o$shore wind industry also bene#t from MTU’s diesel and diesel-electric solutions. Two of the most recent windfarm support vessel designs feature MTU diesel and Rolls-Royce waterjet propulsion (see page 53). Installing bulky wind turbine towers in rough seas is a real challenge for a workboat’s propulsion system. RWE Innogy’s latest installation vessels are equipped

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18 TECHNOLOGY

with an MTU diesel-electric system for dynamic vessel positioning and reliable operation of all ship systems in powerful tidal currents and at high wind speeds. It is due to these advanced engine technologies that MTU’s diesel-electric propulsion solutions have since drawn the attention of a number of international naval architects.

High-performance engines for fast ferriesIn order to quickly and reliably transport commuters and tourists to their destinations, fast ferries depend on powerful propulsion systems. MTU has been providing shipyards such as Austal with the solutions to meet increasing demands on new vessels, which have to carry more people while completing their routes to the same schedule. Large modern high-speed catamarans like the Jean de la Valette and the trimaran ferry Benchijigua Express are powered by the largest engines MTU produces, the power-dense 8000 series. Both vessels are also propelled by Rolls-Royce waterjets. In combination with comprehensive maintenance contracts, the fast ferries are well-equipped to meet any current and future requirements.

State-of-the-art yacht propulsion The experience and expertise gained from naval and commercial applications have been incorporated into the design of MTU’s yacht propulsion systems. This results in MTU yacht engines not only being extremely powerful, quiet and compact, but also fuel-e!cient, cost-e$ective and reliable. As a systems supplier, MTU integrates all components based on the clients’ most exclusive demands – from the engine as the heart of the system

to the transmission and generators to the standardised electronic monitoring and control systems like ‘Blue Vision’. Drive solutions are individually designed for each yacht. Italian manufacturer Ferretti, for example, relies on MTU Series 2000 engines for best in class power-to-weight ratio. Semi-displacement yachts like those of Dutch builder Heesen are equipped with Series 4000 engines for especially high standards with regards to noise, vibration and reliability.

Implementing key technologiesThe manufacture of diesel engines for marine applications at MTU has a long tradition. Fast-running and compact four-stroke diesel engines have been developed and manufactured since the 1930s.

The most signi#cant challenge in the development of next generation diesel engines is compliance with future exhaust gas emission limits, while also ensuring low fuel consumption.

Tognum develops key technologies for clean and e!cient diesel engines in-house. By combining turbocharging, fuel injection, electronic monitoring and control systems, in addition to advanced combustion technology, Tognum engineers have optimised the in-engine technologies to the point where no additional external after treatment is necessary to comply with today’s emission standards.

If in-engine optimisation is no longer su!cient to meet the more stringent emission requirements, then exhaust gas after-treatment such as selective catalytic reduction (SCR) or a diesel particulate #lter (DPF) is added. As a result, system solutions deliver minimised fuel consumption with low exhaust emissions and long engine life. [MG]

1. The future F125 frigates of the German Navy will each be powered by four MTU Series 4000 diesel gensets producing 12,060kW, to power onboard systems and provide diesel electric propulsion for cruising speeds up to 20 knots.

2. Four MTU series 8000 engines rated at 9,100kW drive three Rolls-Royce Kamewa waterjets to give the 101m trimaran Benchijigua Express, operated by Fred Olsen in the Canary Islands a top speed in excess of 40 knots.

3. Starnav’s line handling tug Sirius relies on MTU 16V 4000 M63 ‘Ironmen’ engines to deliver 70t of bollard pull. Starnav provides oil & gas o$shore services to Petrobras and Repsol activities in Brazil.

4. The 73m super yacht Silver built by Hanseatic Marine in West Australia is powered by two MTU 16V 4000 M93 diesel engines, which give a maximum speed of 27 knots.

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RRolls-Royce has been designing U-tanks for roll-reduction and anti-heeling reduction and anti-heeling (formerly Intering) for over

40 years. These systems have proved so reliable that in some places they have become the accepted standard for shipyards and shipping lines.

A particular speciality is the A particular speciality is the combined U-tank. Roll-reduction during operations at sea and anti-heeling in harbour can be carried out with the one tank, saving signi#cantly on space. The principle has been proven with installations on several hundred ships, but until recently, it was only possible to select one of the functions, depending on requirement.

The next logical step – anti-heeling with simultaneous roll-reduction – has now been successfully realised, with installations on the ROV/dive

support vessels Deep Cygnus and Normand Pacific, and feedback is good. They are no longer forced to wait for sea conditions almost as calm as in harbour before for sea conditions almost as calm as in harbour before commencing lifting operations.

The key to simultaneous operation is a multi-tank system of adequate tank capacity and momentum for both applications. Since in most cases the tank capacity is designed according to the maximum crane moment, simultaneous operation can only take place with the simultaneous operation can only take place with the crane under part load, so that su!cient tank moment still remains for roll-reduction.

These vessels each have three U-tanks. In normal mode, when crane operations are not being undertaken, all three tanks operate in roll damping mode. When crane operations are being carried out, one or two of the tanks are switched to the anti-heeling mode, depending on the sea state and the load being lifted. Both systems are designed for operation with maximum reliability and minimal energy consumption. There are no moving parts in the water.

For ice breakers, the system gives another bene#t, ice heeling or duck walk, where the system is set to give the vessel a gentle roll of 3-4 degrees in a three-minute cycle. This ensures a regular change in waterline depth

to keep the sides of the vessel wet, thereby reducing external ice build-up and increasing speed. A build-up and increasing speed. A wider channel is also created.

Roll-reduction The directly controlled U-tanks (wing tanks measuring approximately two to three decks approximately two to three decks in height, connected to each other by water and air cross-ducts) are designed to meet the shortest roll that can be expected from the ship during its normal operations.

The movement of the tank water is passive, induced solely by the rolling movement of the ship, and the system maintains its full e$ect $ect $even at zero speed. The shifting of the centre of gravity, which is the di$erence in level between the $erence in level between the $two wing tanks, generates the tank momentum that counteracts the roll motion.

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Anti-heeling with simultaneous roll-reductionAnti-heeling with simultaneous roll-reductionAnti-heeling Rolls-Royce can now provide anti-heeling and roll-reduction in a single system. Crane operations at sea can therefore be carried out on more days than previously possible.

20 TECHNOLOGY

3

With periodic interruption of the tank’s ventilation using a series of durable disc valves that open and close within 0.4 seconds, the tank moment can be held constant. The system can therefore react automatically to every individual roll movement of the ship. This control mode preserves the necessary delay of ¼ roll period, i.e. 90° of tank period versus the ship roll motion, in each single roll movement for the best possible reduction of roll.

The tanks are usually positioned in the parallel mid-ship area, where the leverage is greatest for the tank moment and therefore the required mass is smallest. If this is not possible, the tank can be moved aft. Moving forward is undesirable as acceleration forces from pitching should be avoided inside the tank.

Anti-heeling The anti-heeling action is achieved using the same tank but by means of an air blower, which acts on the water surface with a maximum over-pressure of 1Bar.

The air"ow is controlled by a special valve group, which can switch to any operating condition (water to starboard, to port, or stop) in less than one second. The system therefore reacts almost instantaneously to the current heeling moment. This is particularly useful if the moment of the crane does not change linearly, but resembles a sine-function. As air pressure is the weight transfer medium, the cross-duct no longer has to be tubular and a roll-reduction tank with its large and rectangular cross-duct can be used for anti-heeling duties.

A further control option, already proven on paper-carrier vessels, reduces system reaction time even further. By programming the anti-heeling system to receive change of momentum (tm/min) signals directly from the crane reaction is immediate, no waiting for the delayed reaction to the ship’s list. In the ideal case, no further list occurs at all, since every crane movement is compensated for instantaneously by the

1. Deep Cygnus uses three tanks in combination for simultaneous anti-heeling and roll reduction.

2. For improved roll reduction, multiple valves enable tank delay to be extended maintaining a 90° phase delay as the roll period varies.

3. The 121m ROV/ROV/ROVdive support vessel Deep Cygnus.

4. The multi-tank system is used in combination to reduce roll and provide anti-heeling during lifting operations.

anti-heeling system.Depending on the vessel

application customers can select from a number of anti-heeling arrangements.

Now that Rolls-Royce has become a major producer of shipboard cranes for demanding tasks o$shore, as well as a ship designer $shore, as well as a ship designer $and provider of anti-roll and anti-heel systems, fully integrated solutions can be designed and supplied. A combined system allows crane operations to continue safely, even in worsening weather conditions, for more operational revenue-earning days. [RW]

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Venice Syncrolift demonstrates step change in shiplift lift capacityThe highest capacity Syncrolift® ever designed by Rolls-Royce was recently commissioned in Venice. It sets a new standard in tonne/metre lift capacity and means shiplifts can now be designed to lift Aframax size vessels.

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22 TECHNOLOGY

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With a platform width of 52m and a length of just 60m, the Venice Syncrolift is the widest shiplift designed and constructed to date. Two rows of 1,200 tonne hoists give the

shiplift a net lifting capacity of over 24,000 tonnes – the greatest tonne/metre capacity of any Syncrolift in the world.

This latest advance in the application of Rolls-Royce shiplift technology is now operational in Venice, Italy and is a revolutionary departure from standard Syncrolift designs. It will launch concrete caissons, not ships.

The Syncrolift was custom designed to meet the requirements of the Venice "ood barrier project, known as MOSE. It will be used to launch 18 giant concrete caissons, fabricated by Grandi Lavori Fincosit (GLF), that will become the seabed supports for the barriers being constructed in the inlets of Venice’s three lagoons. When complete, huge gate-like barriers will be anchored to the caissons mounted on the seabed and will protect Venice from high waters that are increasingly threatening the city.

The full-scale operational trial launched a 7,000 tonne test caisson and proved all aspects of the caisson preparation, transportation and launch process. It was

completed by GLF and Rolls-Royce engineers in less than eight hours.

Although the test caisson launched into the waters of the Venice lagoon weighed as much as a small warship, it was one-third of the weight of the largest caisson that will be launched.

The MOSE System that will safeguard Venice from high waters consists of a series of gates that can be raised to separate the lagoon from the sea. They are being constructed at the lagoon inlets of Lido, Malamocco and Chioggia, the three openings in the barrier island through which tides propagate in the lagoon.

In normal tidal conditions, the gates (a type of pontoon) rest in the caissons anchored on the seabed in the inlets. They are completely invisible and do not require modifying exchanges between sea and lagoon. During high waters, they will be raised to prevent the tide from entering. At present, the tidal level at which the gates will be raised has been set at 110 cm, the level which Venice has been protected by raising quaysides and paving.

Venice and the lagoon will be protected from tides of up to 3m and will therefore be e$ective even if the level of the sea rises signi#cantly.

The MOSE system is the last and most important element in the plan of measures implemented by the Ministry of Infrastructure and Transport – Venice Water Authority through the Consorzio Venezia Nuova to safeguard the Venice lagoon area. GLF will fabricate and install a total of 18 caissons on the seabed, with the largest weighing 22,300 tonnes.

Derived from the successful and proven Syncrolift shiplift and transfer system technology, typically used for docking and undocking ships, the new Rolls-Royce caisson lift takes shiplift capability to a new level. With the integration of 1,200 tonne hoists, it has been possible to virtually double Syncrolift lift capacity. This, coupled with the development of the much wider 52m platform, will enable Syncrolifts to be constructed with capacities to safely dock and undock much heavier and wider ships, including Aframaxes and cruise ships, thereby providing a viable alternative to drydocking for major ship repairers.

The Syncrolift design is also very "exible, so longer ships can be accommodated by simply extending the platform length and adding more hoists.

As the world leader in shiplift and transfer systems with more than 245 installations designed and supplied to over 70 countries around the world, Rolls-Royce is looking to apply greater lifting power to other applications, and improve operational "exibility for customers with diverse docking needs. [AR]

1. Caissons weighing up to 22,300t will be launched by the 52m wide Syncrolift.

2. Once launched, the caissons will be towed out and placed in position at the lagoon inlets.

3. The gates rest in the caissons anchored on the seabed.

4. Aerial view of the Venice launch site.

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The Rolls-Royce range of advanced, precision heavy lifting tools, primarily for

o$shore vessels. continues to expand.

Safe and e!cient

deck operations with new crane

technology

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The Rolls-Royce range of advanced, precision heavy lifting tools, primarily for

o$shore vessels, continues to expand.

24 TECHNOLOGY

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Over the past few years, Rolls-Royce has developed and put into service a range of deck

machinery to make work on the decks of o$shore anchorhandlers safer for the crew. The same has been done for platform supply vessels that have to load and discharge cargo at rigs and platforms, often in rough sea conditions.

This work continues, with a number of new systems under development or speci#ed for vessels currently under construction.

With the acquisition of Odim and new agreements with partners, Rolls-Royce has been able to rationalise and expand its marine crane activities.

Rail-mounted cranes for supply vessels and anchorhandlers are a feature of many vessels equipped by Rolls-Royce, with over a hundred now in service. They can be #tted with remote controlled manipulators to make anchor handling operations involving chains and wires under high tension far safer for the deck crew.

1. On the dual draglink crane, a special parallelogram linkage formed by the boom and two links, allows the hook to be positioned anywhere in a much larger working envelope, compared to the knuckleboom layout.

2. A knuckleboom crane with 150t capacity and heavy compensation is in service with Havila Subsea.

The latest development is in the crane itself, with the introduction of the active heave compensated (AHC) dual draglink crane. A special parallelogram linkage formed by the boom and two links, allows the hook to be positioned anywhere in a much larger working envelope than the alternative knuckleboom layout. Other advantages include increased lifting height, e!cient vertical and horizontal load handling with good heave compensation. The crane itself has a low centre of gravity and is light for its power and capability.

The #rst crane of the 50t active heave compensated dual draglink type is being supplied to Olympic Shipping. It can handle 50t loads at an outreach of 8m, or 20t on a 20m arm. The active heave compensation system allows for substantial movements either side of nominal. A version designed speci#cally for platform supply vessels (PSV) is also ready for delivery and will be #tted to the UT 754 WP now being built for Farstad Shipping.

Two types of crane – knuckleboom and dual draglink – each have advantages and applications and both are being manufactured and further developed. Feedback on a 150t knuckleboom crane with heave compensation delivered to Havila Subsea has been positive and two other cranes of this con#guration are now going into service.

With o$shore construction work in deep water growing rapidly and operations in 4,000m depths becoming increasingly the basis for speci#cations, the application of #bre rope is gaining ground as the limits of steel wire is reached. Fibre ropes require special

handling, for which Rolls-Royce has developed the CTCU traction winch. It has proved very successful, both technically and in terms of operating economics. This #bre rope handling technology is now being incorporated into Rolls-Royce cranes, giving sensitive load control in ultra deep water with very e$ective heave compensation. The same technology is also being used successfully for oceanographic research. [RW]


Regional FocusRegional Focus

Marine Policing Unit of London’s the Metropolitan Police patrols 48 miles of the river Thames, from Dartford to Hampton Court. Largest vessel in the %eet is the Rolls-Royce propelled logistic support vessel, Patrick Colquhoun capable of over 30 knots.

26

Maritime excellence: from the Bosporus

to the BalticIn this, the #rst of a two-part focus on Europe,

In-depth looks at the wealth of diversity across the European maritime industry and how Rolls-Royce is positioned throughout the continent to serve its growing number of

customers, while continuing to develop innovative technologies and invest in world-

class manufacturing and service facilities.

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In this issue, we take an inside view at how Rolls-Royce has developed marine operations in countries stretching from Turkey

to Poland, through the busy shipping lanes of the Mediterranean, the English Channel and the southern shores of the Baltic Sea. Activities in the Nordic countries and the opportunities in Russia and the Arctic region will be subject of a regional focus in the next issue.

World’s largest maritime territoryThe European Union countries, collectively, have a coastline seven times that of the US and four times as long as Russia’s. When outlying regions are included, the EU also has the world’s largest maritime territory.

Europe was the base for world maritime exploration over the centuries and is now the home to some of the world’s biggest merchant shipping "eets, with names such as Maersk, MSC and P&O all based in European waters while plying their trade across the globe.

There’s no surprise, then, that the maritime industry is a signi#cant driving force in the economies of Europe, playing a key role in the movement of people and cargo, #shing, energy production and of course, in the defence of nations through signi#cant naval capabilities.

Around 40 per cent of all freight moved in Europe, is classed as Short Sea Shipping, meaning many of hundreds of vessels moving a wide variety of products over a complex network of trading routes 365 days a year.

Europe is also the base for many of the world’s leading ship designers and manufacturers of highly advanced marine equipment. While ship building volume may have declined sharply in the last 25 years, there are still around 200 yards in Europe building ocean-going vessels, while many yards are serving the growth in demand for ship repairs.

Despite recent economic turmoil in many European countries, the shipping industry plays a signi#cant part in the way continental countries do business with each other and the rest of the world. Rolls-Royce

is investing to provide support across all sectors of the industry in this hugely diverse region.

Supporting European shipping across the globeIn recent years, Rolls-Royce has invested signi#cantly in a network of state-of-the-art marine service centres across Europe, with new or expanded facilities opening recently in Rotterdam, Genoa, Hamburg and Gdynia. In addition to the larger service centres, even greater geographic coverage is maintained through an extensive team of service engineers, many working from local dedicated o!ces, such as those in Greece, Spain, France and Turkey.

“We mustn’t forget that Europe is by far the world’s largest ship owning region, and with those owners operating across the globe, we can support them through our global service network covering 35 countries,” says Martin Hall, SVP, Services – Europe.

“Owners choose to carry out maintenance work at whatever yard o$ers the optimum and most cost e$ective solution, and at a time that #ts operating schedules, so we actually work with our customers worldwide, o$ering a consistent level of support.”

In Europe, Rolls-Royce has a mix of #xed and mobile service capability, covering an area from the eastern Mediterranean to the Atlantic coast, the Baltic and Nordic region.

A network of convenient, fully equipped facilities in the major ports are supplemented by mobile engineering capability in the shape of containerised workshops, which can be deployed exactly where and when they’re needed.

MediterraneanThe Mediterranean is dominated by the Merchant sector with an abundance of cruise ships and ferries catering to millions of tourists, and cargo ships of all classes serving the numerous ports, ranging from Istanbul, Naples and Genoa, to Barcelona and Marseille.

However, the merchant sector is not completely dominant. Italy is one example of where Rolls-Royce also has broad coverage across the naval and o$shore sectors, with FF waterjets powering the Navy’s V2000 fast attack craft – a "eet which will total 100 boats – and one of the world’s largest o$shore companies Saipem, operating Rolls-Royce

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designed UT vessels.The Rolls-Royce marine service centre in Genoa, Italy,

is a hub for activity in the region, and as site manager Stefano Lavezzaro explains, the facility has become popular with customers, since opening in 2009.

He says: “Italy is one of the world leaders in the design and construction of luxury yachts. This is a key market for our smaller Kamewa waterjets and since the opening of the Genoa service centre, we are seeing many customers choose Rolls-Royce for overhaul of these components during the winter months. We have around 600 of the small waterjets in service in the region.”

“We also have azimuth thrusters on tugs in all the major ports, and have close relationships with the three main tug builders in Europe. We have around 50 per cent of the Mediterranean market for tug propulsion.”

The cross-sector spread is similar in France, where Bourbon, another of the leading o$shore companies is an operator of a sizeable "eet of Rolls-Royce UT vessels, deployed in oil #elds around the world, as well as ocean going tugs stationed around the entire French coastline. The French Navy uses Rolls-Royce equipment, such as Mermaid Pods and stabilising #ns on the Mistral class amphibious assault ships and propellers on the aircraft carrier Charles de Gaulle.

Turkey has a buoyant shipping industry, together with a maritime cluster of more than 50 shipyards around

Istanbul. Rolls-Royce has established an o!ce in Tusla, in the heart of Turkey’s ship building and repair industry.

The city’s main ferry operator, IDO, is Europe’s largest ferry operator by passenger number, moving a colossal 100 million people every year. Fifteen of IDO’s "eet use Rolls-Royce propulsion products including Kamewa waterjets and Azipull thrusters.

Turkey’s Navy is embarking on a major expansion over the coming decade, with more than 100 new ships proposed. Many of these platforms will be suited to Rolls-Royce propulsion systems and discussions continue between the company, shipyards and the Navy.

North and WestEurope has a signi#cant number of specialist design and production facilities, each focused on speci#c areas of marine technology. In the UK, Rolls-Royce provides technical leadership in relation to a number of products including marine gas turbines, replenishment-at-sea systems, electrical power and control systems and thrust and propulsion shaft line bearings.

Bristol is the European headquarters for the Rolls-Royce Naval business. The range of marine gas turbines is developed here, with the MT30, the world’s most power dense, designed, assembled and tested on site. The Naval team specialises in systems integration o$ering bespoke packages suited to customers’ requirements. A dedicated

1. French company Bourbon operates a number of

Rolls-Royce designed and equipped vessels, including those that provide emergency support to vessels in distress.

2. Retractable stablisers are designed and manufactured at the Rolls-Royce

facilty in Dunfermline, UK. These units are for the Royal Navy’s new QE class carriers.

3. Hamburg is one of Europe’s busiest ports and is now served by a new and enlarged marine service centre.

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1. Type 45 destroyers are now in service with the UK’s Royal Navy. The all-electric ships are equipped with a range of

Rolls-Royce systems that include WR-21 gas turbines and Kamewa propellers.

1naval ship design team has recently been established.

In Newcastle, the Rolls-Royce Michell Bearings business manufactures shaft line bearings and thrust blocks for a range of commercial and naval customers. Replenishment-at-sea systems are also designed at the site.

At Portsmouth, close to the UK’s largest Naval base, the Rolls-Royce Marine Electrical Systems business specialises in low voltage control systems used predominantly in naval ships and submarines.

Further north in Scotland, a major investment in service capability has seen the establishment of a hub for diesel engine repair and overhaul at Dunfermline. The facility is also a centre of excellence for motion control systems, designing and manufacturing retractable and #xed #n stabilisers. It is currently involved in the manufacture of underwater tidal turbines for a demonstration project o$ the Orkney Islands.

The UK has a burgeoning market in o$shore wind farms and a number of smaller yards are developing innovative designs for support and crew boats. Rolls-Royce is supplying increasing numbers of waterjets to many of this new class of vessel in a market that is set to grow with increased use of renewable energy in UK waters.

Europe’s largest port, Rotterdam, is home to one of the largest Rolls-Royce marine service centres. The facility has recently undergone a major expansion, which has doubled workshop space to 1,500m2 and the introduction of the latest equipment used in the servicing marine products.

Southern BalticLast year, Rolls-Royce opened two new service centres in mainland Europe, Gdynia, near the southern Baltic port of Gdansk in Poland, and Hamburg on Germany’s North Sea coast (see page 31). These new world-class facilities are designed to provide signi#cantly more workshop space with the capability to handle and overhaul the larger items of Rolls-Royce marine equipment. They are located close to the waterfront, which puts the local service teams

close to the ship repair yards, simplifying communications and ensuring the prompt supply of parts and labour.

Naval capability – mission critical across EuropeThe UK Royal Navy is the largest European naval user of Rolls-Royce equipment that powers a wide range of vessels from the entire "eet of nuclear powered submarines to the latest Type 45 Daring class destroyers. A major part of the propulsion system for the two new Queen Elizabeth class aircraft carriers is being supplied by Rolls-Royce.

The company pioneered the development of the marine gas turbine more than 50 years ago and subsequently developed engines such as the Tyne, Spey, Olympus, WR-21 and today, the MT30.

Most of Europe’s navies operate Rolls-Royce equipment in their "eets, and gas turbines are also in service with France, The Netherlands, Greece, Belgium, Bulgaria and Romania.

The naval shipbuilding industry in Western Europe has an enviable heritage. Technical prowess means these yards are still delivering some of the world’s most advanced warships. Many commercial yards are now building naval ships, leading to a growing cross over in technology from the merchant and o$shore sector, and Rolls-Royce has established links with such yards, many of which are experienced in building and installing Rolls-Royce designs and equipment.

A future of challenges and opportunitiesThe coming years will witness massive change for global

shipping as proposed environmental legislation becomes a reality. As an Emission Controlled Area (ECA), the shipping across the entire region will be subject to allowable sulphur emissions of less than 0.1 per cent, meaning technologies such as the Rolls-Royce range of lean burn gas engines will see a growth in demand.

The need to comply with such tough restrictions is seeing more owners turn to environmentally friendly solutions, which in turn is driving technological advances across the industry and indeed Europe. Rolls-Royce continues to invest heavily in R&D, and with the world’s largest range of marine products, the Group will be at the forefront of developing the solutions that will transform shipping in Europe and beyond. [CT]

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1. External view of the new Hamburg facility.

2. Over 100 guests attended the formal opening in Poland.

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Last year, Rolls-Royce opened two new service centres in mainland Europe, Gdynia, near the port of Gdansk on the southern Baltic and Hamburg on Germany’s North Sea coast. Every year, around 60,000 ships enter or leave the Baltic Sea, so these world-class facilities are equipped to provide a

signi#cantly enhanced support capability for customers who operate from or use these centres for ship repairs.

Gdynia, PolandO!cially unveiled in 2011, the Gdynia facility is located in one of Europe’s largest ship repair yard clusters and is equipped to support and maintain the extensive range of Rolls-Royce products in service in the Baltic. The site bene#ts from having direct access to the waterfront with ease of access to nearby repair yards, serving a variety of customers from the commercial and o$shore sectors, as well as the Polish Navy.

Rolls-Royce has operated a manufacturing facility in Gniew, Poland, for over a decade, producing winches for merchant, #shing and o$shore vessels, and the safer deck equipment range for o$shore vessels. The Gdynia facility now increases capability in Poland to service a wider range of products that includes diesel and gas engines, thrusters, steering gear and propellers. It also has the specialist machining capability to provide a range of additional services that include propeller blade polishing and root machining.

“Poland is an important market for Rolls-Royce and this is re"ected in our decision to develop a major new facility in Gdynia, one of the Baltic’s busiest ports,” says Martin Hall, SVP, Services – Europe. “This will help our customers maximise availability of their vessels by giving them access to highly skilled service engineers and state-of-the-art workshop facilities.”

The site comprises 1,000m2 of workshop, stores area and o!ce space, and has space to accommodate future expansion. Workshop height and crane capacity

New and enlarged service facilities in Hamburg and near Gdansk in Poland are enabling Rolls-Royce to provide a broader range of services in the region

have been designed to cope with the largest thrusters and equipment. In addition to providing service engineers with a range of servicing and maintenance skills across the Rolls-Royce product range, the facility is also the base for new equipment sales and spare parts for the Baltic region. The larger Gdynia facility replaces the smaller service o!ce formerly located in the city.

By 2014, around 60 service engineers are expected to be operating from Rolls-Royce Poland facilities.

Hamburg, GermanyThe newest European service centre is located in the Port of Hamburg, one of the largest commercial ports in the region. Opened in September last year, the new 1,100m2 centre centralises all Rolls-Royce personnel previously working at three separate locations in the city.

The workshop is well equipped with repair and overhaul capabilities for a wide range of equipment including thrusters, propellers, steering gear and winches. It also bene#ts from specialist machining capabilities, allowing a wide range of repairs to be undertaken in-house.

The facility is also the centre of excellence for the design and manufacture of tank-based stabilising and anti-heeling systems, which automatically control water movement between tanks on either side of a ship to give balance and counteract roll in rough seas.

Like Gdynia, Hamburg has a team of highly skilled engineers, available 24/7 to respond to customers’ needs throughout the region. [DC]

New European Service Centres up and running


Updates

UT 788 CD Lewek Fulmar delivers the !oating production, storage and o"oading vessel Lewek EMAS to the Chim Sao Field, Vietnam.

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EMAS invests in !exibility with performance

Two UT 788 CDs are now operating for EMAS in support of client operations. They are the largest UT

O"shore vessels to be built in Asia to date and the design was developed in close cooperation with

the customer to meet a strict set of requirements.

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Lewek Fulmar and Lewek Falcon are among the most powerful vessels of their type operating today. They are multifunctional deepwater anchor-handling tug supply and service vessels

with many capabilities: ultra-deepwater anchor-handling, towing and supply. The speci#c design brief was to extend their service scope capability and as such, they can also support other tasks related to subsea construction, ROV intervention, subsea maintenance and repair work.

“Central to our vision was that these new vessels would be technically complex, making the very best of available technology and able to deliver our clients’ future needs, even before they knew what those needs were,” says Robin Kirkpatrick, Chief Executive O!cer of EMAS Marine.

“We are continuing to expand globally, to markets outside Asia where complex vessels are the norm, so the ability to safely undertake deepwater and harsh environment operations was at the forefront of our decision to invest. We took the view that only companies able to meet the exacting demands of harsh environment deep water operations and able to satisfy ever more demanding clients would continue to be successful,” adds Kirkpatrick. “Early on, there was a lot of dialogue between Rolls-Royce and ourselves, as we worked out the key design and performance parameters. Minimising the vessel’s environmental impact and maximising crew safety and comfort were high on the list.”

Powerful and capableMeeting these demands requires sizable and powerful vessels, 93.4m long overall, 22m beam with a max draught of 7.87m and over 25,000kW of installed power and the largest bollard pull ever achieved from a vessel built in Asia.

The 815m2 of deck area is strengthened for heavy cargoes and ensures all the normal supplies can be carried up to a deadweight of 4,700 tonnes. Built to Lloyd’s Register LRS +100A1 class with DP (AA), the vessels meet Lloyd’s Register Environmental Protection (EP) requirements for reduced emissions and water pollution risks. Double skin construction protects fuel tanks and potentially polluting cargo in the event of collision or grounding.

With its full out#t of Rolls-Royce equipment and systems the UT 788 CD o$ers impressive capabilities. The main hydraulic winch has three drums for di$erent tasks. The anchor-handling drum can pull 500 tonnes and the two towing/working drums have pulls of 450 tonnes and can hold 750 tonnes on the brake. All have a large wire capacity and large rig chain lockers provide for ultra-deepwater anchor-handling.

The main winch is complemented by secondary winches and deck equipment for safely handling wires and chains. An installed ROV hanger suitable for a work class ROV complete with control o!ce is incorporated in the hull design. Lewek Falcon additionally has a 150t active heave compensated knuckle boom crane aft and a second work class ROV on a mezzanine deck.

Sister ship Lewek Fulmar has a 350 tonne capacity A frame in way of the stern which uses the existing

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Rolls-Royce winch set up, so that work like the handling of torpedo anchors can be safely undertaken.

Crew safety, another key requirement, is enhanced by the Rolls-Royce Safer Deck Operations systems. Remote controlled travelling cranes and manipulators, pennant wire winder and other equipment are used to reduce the risk to sea sta$ during operations.

Hybrid system savings Depending on the type of operation, the UT 788 CD can run in any of six principle propulsion modes. This caters for the large di$erences in power demand in the various operating modes to both cut fuel consumption and reduce emissions. Two 8,000kW main engines drive the propellers and also generate electricity. They can be used in various combinations with the four 2,230kW auxiliary generator sets to give a diesel mechanical or diesel-electric system, providing power in the most e!cient way for propulsion, manoeuvring and for the deck and hotel electrical modes.

Electric motors supplement the main engines when high power is required on the propellers. Conversely, two retractable azimuth thrusters deliver low speed with very low fuel consumption and provide part of the dynamic positioning capacity.

“In diesel-electric mode the fuel cost saving is exceptional, up to 71 per cent compared to diesel mode at the same output”, says Michael Petersson, Fleet Manager, EMAS Marine, “with a respectable bollard pull of 158 tonnes”.

“The diesel-electric mode is utilised particularly during voyage, standing by, towing and shallow water anchor-handling. As a result, running hours of the main engines is reduced between 50-80 per cent depending on charter requirements. Further savings will also be achieved in maintenance and spare parts costs. Clients also bene#t through signi#cantly reduced fuel costs”.

The #rst job the Lewek Fulmar undertook in 2011 was for a client O$shore India, laying out rig moorings. Although a relatively small project, due to improved

stability and a larger deck area, it was possible to get everything done in a single trip, a few days ahead of schedule, working to world class safety standards.

The second job was the successful installation of the co-owned FPSO Lewek EMAS for Vietnam’s Chim Sao oil project, a job well within the vessel’s capability. The job demonstrated the full suite of services provided by the EMAS group with EMAS Production converting and operating the FPSO, EMAS AMC installing the FPSO, EMAS Energy doing the well pre-testing and EMAS Marine supporting the entire project.

Having complex vessels and projects means there is a need for a highly competent crew able to get the best from the vessel. These UT 788 vessels provide greater crew comfort and attention to safety, which helps to both attract and retain sta$ as the new vessels create a very positive working environment. This, coupled with EMAS’ commitment to sta$ training and development, such as evidenced by the company’s commitment in its $10M EMAS Training Academy and Simulation Centre, makes a powerful combination.

“These vessels are niche, deepwater capable and I believe this is the #rst time a Singapore based company had made a real commitment to complex vessels of the standard found more typically found in the North Sea for example,” says Kirkpatrick.

“With a complex vessel, you have the ability to trade down to maximise utilisation and hybrid propulsion gives us the "exibility to market the vessels into di$erent roles. More capability can deliver projects quicker with greater safety, potentially lower costs and a much reduced environmental footprint,” adds Kirkpatrick. “Ensuring our customers understand these key di$erentiators is our next challenge but is a challenge that we relish taking on.”

Lewek Fulmar has now commenced a multi-year contract with a major client in Brazil and Lewek Falcon is now working full time for EMAS AMC, EMAS’s growing subsea construction division that has over 40 years of collective experience in design, construction, transportation and installation work. [AR]

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1. Lewek Falcon at speed.

2. The Rolls-Royce automation and control system.

3. Robin Kirkpatrick, Chief Executive O&cer of EMAS Marine.

4. Both UT 788 CDs have a number of additional features to enhance safety on deck.

5. View of the bridge.


A chain is never stronger than its weakest link. Therefore, to build a fast ferry with fuel consumption that is an improvement over the industry standard requires real team work from

the designer, shipyard and equipment suppliers through to the customer. During recent sea trials of the #rst vessel, Capricorn Dancer, that teamwork has been proven to deliver, with lower fuel use per passenger than a small four cylinder car for low environmental impact.

Using the latest CFD analysis, FEA and 3D structural/systems modelling tools, the design is both light and very e!cient, giving a low resistance with a minimal wake and wash. The designer of the new ferries is One2Three Naval Architects. As the catamarans will operate in an Australian marine park environment, where endangered Dugongs live, the hull is engineered to have no external protrusions, with a rounded pro#le to create a minimal impact zone, together with a very shallow draught of 1.3m with no keel or external raw water intakes.

The projected target weight has been achieved for a new series of #ve 37m Australian catamarans, and the tailored installation of the latest generation Rolls-Royce aluminium waterjets is a key factor in overall vessel performance.

The catamaran is Brisbane shipbuilder Aluminium Boat Australia’s largest to date and has been built on time, to budget and meets the very ambitious weight goals set by the designer at the outset of the project. Even the paint selection reduces weight. Vinyl was used on the superstructure for its eye catching appearance. O$ering a life span two to four times of normal paint, it is also considerably thinner, contributing to the weight saving.

The key systems integrator for the shipyard, supplying all the electronics, as well as the gearboxes and waterjets, is Ultimate Marine Power. Four of the newly developed Kamewa 40A3 series waterjets were

Working together to reduce weight and

enhance e!ciency

36 UPDATES

1. The new Kamewa A3 series waterjets confer excellent manoeuvrability and have much improved reversing e&ciency. For the same manoeuvring force, much less energy is required for lower fuel bills.

2. Each pair of waterjets is mounted on a specially designed base plate the full width of the hull to save weight and simplify installation at the yard.

Working together to reduce weight and

selected for propulsion, each driven by a separate 515kW diesel. As well as o$ering the highest e$ering the highest e$ !ciency on the market, the waterjets have a stainless steel mixed "ow pump for long service life and low maintenance costs. Even though key pump components are stainless steel, the Kamewa units are still very light, weighing less than comparable axial "ow waterjets.

The Kamewa A3 series of waterjets also feature a newly developed steering nozzle and reversing bucket, greatly improving steering and reversing e!ciency. This, together with the improved pump performance characteristics, means that power in reverse

can be reduced by approximately 30 per cent, while still delivering the same manoeuvring force as its predecessor, adding to the vessel’s overall fuel e!ciency.

“To assist the yard and designer in their weight saving e$orts and reduce installation time, we were able to $orts and reduce installation time, we were able to $put both waterjets for each hull on a single base plate, the full width of the hull,” says Joakim Adamsson, sales manager. “This enabled us to include the sti$eners as $eners as $required to maintain the hull sti$ness and strength, while reducing the sti$eners required for the waterjets $eners required for the waterjets $themselves, which resulted in a weight saving of #ve to 10 per cent compared to a conventional separate waterjet installation. We were also able to move to composite shafting within the Rolls-Royce scope of supply, which reduced the weight of the couplings and shaft by almost 50 per cent.”

In addition, an interceptor and active ride control system from Humphree was supplied. This interceptor system has an automatic trim optimisation system and once set, ensures that the vessel always operates at its most favourable trim, minimising the power demand. At the contract speed, the interceptors brought down the power demand by 20 per cent. However, the e$ect of the $ect of the $interceptors was already included in the naval architect’s resistance estimates, based on previous experience.

To ensure accurate and easy installation of the interceptors, an adaptor plate was also part of the Rolls-Royce supply and was designed and #tted in cooperation with Ultimate Marine Power. All hull penetrations were made at the factory.

The quad engine and waterjet system delivered a maximum speed in trials of 36 knots, though the Enviro Cat’s operating speed will be restricted to 25 knots due to harbour restrictions on the route. When transiting at low passenger loads, fuel consumption and emissions are further reduced as two engines can be shut down while still maintaining the required speed. The ferries provide high passenger comfort and will be able to keep to schedule on three engines, which provides exceptional redundancy for operators. In normal operation, only 75 per cent power is needed on each jet

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to give the required service speed, which should result in good engine life and extended time between overhauls.

The #rst three of the 400 passenger Enviro Cat ferries have now been delivered to Transit Systems Australia, who place low operational costs and redundancy high on their list of requirements. It will operate #ve of these ferries on the LNG project between Gladstone Harbour and Curtis Island on the central Queensland coast. [AR]

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Propelling and positioning drillshipsAs the search for new reserves of o$shore oil and gas moves into very deep waters, operators are continuing to invest in dynamically positioned units that use multiple azimuth thrusters to remain on station.

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21.2.3.4.

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Drillships and semi-submersible rigs are designed to undertake drilling operations in waters that can be over 3,000m deep. However, drillships are able to propel themselves from

well to well, unlike most semi-submersible rigs that must rely on transport ships or towing to change location. Therefore, in an industry where “time can be measured in thousands of dollars”, there has been a growing take up of drillships. Rolls-Royce provides the thrusters for both types of rig and has an established reputation as the main player in the market.

As the rig owners invest more and more in drillships, the excellent track record built up by these sturdy Rolls-Royce azimuth thrusters has resulted in them being selected for a number of drillship newbuilds.

“In the course of 2011, eleven di$erent companies $erent companies $have ordered a total of 21 drillships and have speci#ed Rolls-Royce thrusters,” reports Helge Gjerde, Senior VP for o$shore engines and propulsion. “All the vessels are to be $shore engines and propulsion. “All the vessels are to be $built by yards in South Korea, with deliveries scheduled from this year and out to 2014. The customers include Seadrill, Noble, Atwood, Ocean Rig, Paci#c Drilling, Vantage, Fred Olsen, Pride (now part of Ensco) and Aker Drilling (now part of Transocean).”

The thrusters selected are the Rolls-Royce UUC-series that can be mounted or removed for service underwater, without drydocking the drillship. This results in signi#cant time saved when a thruster exchange is required. Each vessel will have six thrusters, normally three in a triangular layout at the bow and three in a similar arrangement at the stern. Thruster frame size and power varies from vessel to vessel within the 4,500 – 5,500kW power range per unit and #xed pitch propellers are speci#ed.

When working at great depths, drillships will always be operating in DP mode without anchoring. As they are large and susceptible to wind and waves, this places a heavy demand on thruster performance. Reliability is equally important to ensure the ship is maintained accurately in position, no matter what the weather when Propelling and

positioning drillships

drilling operations are in progress. Operators are now increasingly concerned about emissions and the environment, so these propulsion, manoeuvring and positioning demands have to be met with the minimum of energy consumption and resultant CO2 emissions.

“The UUC-series thrusters are not the lightest units on the market but they win on performance and robustness,” says Jarle Hessen, General Manager for o$shore E&P $shore E&P $propulsion sales. “We favour large reduction ratios and big, slow turning propellers to give maximum thrust, combined with strong construction for reliability to provide a long service life.”

Propulsion for drillships has been a Rolls-Royce speciality since propellers and tunnel thrusters were #rst supplied in 1980, multiple azimuth thruster installations grew from the mid 1990s and numerous drillships with Rolls-Royce UCC thrusters have been constructed in the past few years.

Several of the vessels now on order are to the latest version of the GustoMSC P10,000 design, built under licence by HHI in South Korea. The hull is 210m long with 36m beam, displacing about 70,000 tonnes. These drillships are capable of dual activity drilling in water depths of 3,600m to a total drilling depth of 12,000m. [RW]

1. The drillship Deepwater Champion.

2. UUC-series thruster can be removed and re-installed without drydocking the vessel.

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QE carrier programme advances

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The UK Royal Navy’s Queen Elizabeth class aircraft carrier programme continues to forge ahead, with signi!cant progress in the modular ship-build and equipment deliveries during the past year.

QE carrier programme advances

The 65,000 tonne QE class carriers will provide a four acre military operating base that can be deployed worldwide and will be versatile enough to support operations ranging from war e!orts to delivering humanitarian aid and disaster relief.

Rolls-Royce is supplying a comprehensive range of propulsion equipment and system to both ships Queen

Elizabeth and Prince of Wales. On each ship, this includes two MT30 gas turbines, 7m diameter propellers with shaftlines, bearings and thrust blocks, steering gear, rudders, retractable stabilisers and the low voltage electrical system.

Rolls-Royce equipment for !rst-of-class, Queen Elizabeth, is now completed and work on the second ship continues to be planned, with numerous Rolls-Royce facilities delivering products, tested, certi!ed and stored ready for installation. Queen Elizabeth is due to be handed over to the Royal Navy in 2015.

The ships’ hulls are being constructed in modular sections at a number of UK yards and then transported by barge to the Rosyth Dockyard, near Edinburgh.

A signi!cant milestone was achieved during 2011 when one of the largest “blocks” of the hull, the 8,000t Lower Block 03 was moved from the BAE Systems yard in Glasgow, via the north coast of Scotland to Rosyth. Sponsons and the upper deck have now been !tted to this block and the full width of the 75-metre "ight deck is now clearly visible.


more than 20 tonnes, perform the essential role of transferring the thrust from the propellers into the hull to drive the ship forward.

The lineshaft bearings support the weight of the propellers and the steel shafts that run through the ship and are turned by large electric motors. Due to propulsion system con#guration the port shaft is the longest and supported by two bearings. The shorter starboard shaft has only one.

Both types of bearing are of a water-cooled, self-contained design using heat exchangers to maintain the #xed volume of oil in each bearing at controlled temperatures. When the shafts are rotating, a shaft mounted disc in each bearing transfers oil from the casing bottom reservoir to the top, from where it lubricates the working surfaces of the bearings.

The radial and thrust loads are supported on a thin

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#lm of oil which forms between the stationary white-metal lined bearing components and the rotating shafts. The oil #lm is similar in thickness to a strand of human hair, making control of the dimensional and geometrical tolerances as well as the surface #nish of the bearing components critically important. One of the major challenges for the project was the size and complexity of the bearings and the stringent certi#cation requirements for naval applications.

During the handover, Jim Bennett, Power & Propulsion Director for the Aircraft Carrier Alliance, praised the

In February 2012, production of the Prince of Wales started when the #rst steel was cut for the forward hull section. Known as Lower Block 2, the huge section, which will weigh around 6,000t on completion, is being built at BAE Systems in Portsmouth Naval Base - the home of the Queen Elizabeth class.

The Aircraft Carrier Alliance or ACA is responsible for delivering the Queen Elizabeth class carriers to time and cost. It comprises a single integrated team of BAE Systems, Babcock, Thales UK and the MOD, who acts as both partner and client. The power and propulsion system is being supplied by a sub-alliance led by Thales UK, also part of the main Aircraft Carrier Alliance. The other partners are Rolls-Royce, Converteam, now part of GE Energy and L3. Together they are responsible for the design, procurement, manufacture, integration, test and delivery of the integrated electric propulsion system.

Latest deliveriesDuring 2011, Rolls-Royce completed all four 36MW MT30 gas turbines for both ships and the #rst pair is now at sub-contractor Cullum Detuners, where packaging into the steel acoustic enclosures is underway, together with the alternator, manufactured by sub-alliance partner GE Energy. The #rst complete gas turbine alternator package that will weigh around 75t is due to be delivered to the ship in late 2012. A successful engine removal demonstration was carried out to prove the ease with which the MT30 gas turbine, weighing six tonnes, can be exchanged when the ships are in service. The purpose built simulator included bulkheads to replicate the dimensions and clearances that are on the actual ship.

The #nal set of Michell thrust and lineshaft bearings for the second ship, Prince of Wales was handed over recently, designed and manufactured at the Rolls-Royce Newcastle facility. For each ship, Rolls-Royce has supplied two thrust blocks and three shaft line bearings. The thrust blocks, each weighing

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team at Newcastle and said, “The Michell Bearings site has almost 100 years of association with the Royal Navy, and this latest contract marks a signi#cant milestone for the QE class project.”

“With over 37MW per shaft to transmit, these bearings are not without challenges in design and manufacture. The team who have built them should be very proud of the part they are playing in delivering such impressive and capable ships to the Royal Navy.”

Rolls-Royce is also supplying the entire low-voltage system for the ships that will provide power to the

1. The ability to easily exchange a 6 tonne MT30 gas turbine when the carriers are in service has been proven on a purpose built simulator.

2. A ship set of three propeller shaft bearings and two thrust blocks. Together, they safely handle over 74MW of propulsive power.

3. The LV electrical system for each vessel comprises over 650 items and 2,500km of cabling.

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mission systems, the auxiliary systems and all domestic services, with signi#cant volumes of equipment completed to date. Each ship will have more than 600 individual items ranging from switchboards and distribution panels to starter boards, changeover switches and battery boxes, with over 2,500km of cabling.

“Best-for-project” ethosThe team working approach of the power and propulsion sub-alliance has delivered real bene#ts to the programme in the building of these two 65,000t ships, with all partners adopting a “best-for-project” approach to overcome challenges and optimise delivery.

David McConnell, Programme Director – QE Class, said: “To date, the power and propulsion alliance has not been late on one delivery, and not adversely a$ected the

ship build schedule, which is quite something on a project of this size and complexity.”

Ben Ford, Programme Manager – QE Class added, “There are signi#cant challenges ahead, but with the maturity of the sub-alliance and the partners working in the ‘best for project’ ethos we are well placed to deliver to time, quality and cost.”

When complete, the QE class carriers will be the biggest and most powerful surface warships ever constructed in the UK. [CT]


Dutch Company Van Oord’s new "exible fallpipe vessel or FFPV, the Stornes went into service during the last quarter of 2011, following a christening at the Wilhelmina dock in

Rotterdam, the Netherlands. The vessel was built at the Yantai CIMC Ra'es O$shore yard in China.

The Stornes is an ocean-going vessel that will be used mainly in the oil and gas industry for precision protection of pipelines and cables and has been designed to work in waters ranging from 300-1,200m deep. It is the third "exible fallpipe vessel in the Van Oord "eet, and with a deadweight of 27,000t is also the largest.

It is 175m long with a 26m beam and 10.67m draught. Speed is 14.7knots. There is accommodation for up to 51 people.

Rolls-Royce systems power and propel the vessel. Main propulsion is two Bergen B32:40L8P diesels rated at 4,000kW driving Kamewa CP propellers through 3000AGHC gears, which also drive two 2,200kW shaft alternators.

Main propellers and "ap rudders are designed for DP tracking and low noise. They work together with two Rolls-Royce ULC255CP retractable thrusters with electric drive and three TT2400 tunnel thrusters at the bow, each rated at 1,500kW to give the vessels its DP2 capability. All are controlled by the Rolls-Royce supplied automation and DP-system. Steering gear and deck machinery were also

The "exible fallpipe vessel Stornes is equipped with a range of Rolls-Royce systems to ensure accurate vessel positioning and rock placement for deepwater o$shore projects.

part of the package.Fallpipe vessels are one of the

indispensable tools for o$shore exploitation and one of the essential pieces of equipment in the #eld of high-end o$shore engineering.

This special type of self-unloader is able to install rock close to #xed structures like rigs. Following commissioning, Stornes went to work on rock installation projects in the Norwegian sector of the North Sea. Likely future o$shore projects are the installation of rock to secure oil and gas pipelines or installation of foundations for o$shore wind farms. Other speci#c tasks that can be undertaken include free span correction, pipeline stabilisation, pipeline crossing and trench back#lling.

Van Oord developed the "exible fallpipe technology in-house. Rocks are lowered through the fallpipe at a controlled rate and it is guided by a ROV unit attached to the end. The ROV is controlled from the ship and can be precisely positioned above the job ensuring accurate placement of the rocks at depth. The Stornes DP2-system tracks and maintains the ship’s position.

The entry into service of the Stornes is part of Van Oord’s comprehensive investment programme for 2011-2015, totaling almost €1 billion. [AR]

Accurately placing rocks1,200 metres deep

1. Aerial view of the 175m long Stornes.

2. The ROV enables precise positioning over the job.

3. Rock can be placed on the seabed at depths up to 1,200m.

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Tugs that perform ship assist duties have a varied operating pro#le. They have powerful engines that drive

Rolls-Royce azimuth thrusters to provide high thrust and exceptional manoeuvrability. Full power is only required for relatively short periods, with the rest of the time spent in transit to the next job or waiting on the next order from the pilot on the ship being moved. Time is also spent moored up waiting for the next job. Therefore the search has been on for sometime on the most e!cient way of delivering the right amount of power, at the right time, to minimise emissions.

Rolls-Royce US 205 FP thrusters have been selected for the second of the Foss hybrid tugs, following the successful operation over the last two years of the #rst of the type, Carolyn Dorothy, at Long Beach and Los

Angeles. The latest is a conversion of the Campbell Foss. The original main engines have been replaced by smaller units plus gensets and a power management system. Lithium-ion batteries are used instead of the lead acid batteries on Carolyn Dorothy to provide power for idling and other low power operations. Reductions in fuel consumption and emissions are the result.

The RAmparts 2500W is the design used for two new compact tugs built for Rimorchiatori Reuniti for shipdocking operations in Genoa, Italy. Norvegia and Spagna are both equipped with two Rolls-Royce US 205 azimuth thrusters with #xed pitch propellers to deliver a bollard pull of 70 tonnes and are #tted with an o$-ship #re-#ghting system. The tug design is a new variation on the Robert Allan standard RAmparts 2500 design, with a wider beam of 11.25m on a length of 24.4m. The wheelhouse is placed further aft to allow the tugs to work under the bow "are of the vessels they are handling.

Iskes Towing and Salvage is now operating its new tug Argus, in the port of Ijmuiden in the Netherlands. The 62.5 tonne bollard pull tug with a free running speed of 13.6 knots is designed and built by Damen, to its popular 28m ASD 2810 design. Two Rolls-Royce US 205 thrusters propel the tug, each driven by a 1,865kW diesel engine.

Pulling power for today’s advanced designsVersatile propulsion systems for high speci#cation tugs are an ongoing and important part of the Rolls-Royce business.

Also of Damen design, type ASD 3111, are the sister tugs Karloo and Kalarka, owned by Half Tide Marine in Australia. They are powered by two engines totaling 4,180kW and two Rolls-Royce US255 thrusters to give a bollard pull of about 69 tonnes. This design has been very successful, with some 20 ASD 3111 tugs now in operation. An updated design, the ASD 3112 is coming. Damen’s new o$ering will have Rolls-Royce thrusters for a 75 tonne bollard pull, and enhanced towing capability in rough seas. [RW]

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1. The tug Norvegia is built to a new variation of the RAmparts 2500W design.

2. Karloo and Kalarka are Damen ASD3111 tugs.

3. The hybrid tug Carolyn Dorothy.

4. Argus is built by Damen to its ASD 2810 design.


Over 650 Rolls-Royce UT-Design vessels are now in service or in build. A number have recently been delivered, embodying all the latest design re#nements as the industry develops and the

focus moves to deep waters and harsh conditions.

Another two for Island O"shoreBuilt at the STX OSV yard at Brevik, Norway, Island Centurion and Island Captain are now in service with specialist o$shore solutions provider Island O$shore. They are the #fth and sixth UT 776 CD platform supply vessels to go into service with the company. Another three of the type are on order, one with a gas and diesel fuelled propulsion system. Island O$shore have secured a seven-year contract

for these vessels from Schlumberger, who intends to use them for well stimulation, starting in 2013.

UT 755 numbers continue to growNew variants of the popular UT 755 platform supply vessel design continue to enter service.

Topaz Energy and Marine, Dubai, have taken delivery of Caspian Provider, a UT 755 LC. This vessel di$ers from previous deliveries of UT 755 LCs to Topaz Energy and Marine as it has an additional accommodation deck, which gives space for a total of 40 persons on board, together with covered forecastle deck forward. Caspian Provider will operate out of Baku in Azerbaijan.

The Rosetti Marino yard in Ravenna, Italy has had a busy period recently, delivering three of the four UT 755

XL PSVs building for owner Fratelli D’Amato. F.D. Indomitable and F.D. Honorable were delivered in late 2011, and in early 2012 the F.D. Remarkable joined them, approximately 12 months after building commenced. The UT 755 XL design has a length of 75m, beam of 16m with a deadweight of over 3,000t. F.D. Remarkable mobilised to the North Sea following delivery and the #nal vessel, F.D. Incomparable is due to be delivered by the middle of the year.

In Canada, Altlantic Towing Ltd has taken delivery of Atlantic Condor, a UT 755 LN platform supply vessel with a fully integrated Rolls-Royce propulsion system and equipment package. The vessel is now undertaking service work on Encana’s Deep Panuke gas #eld 230km o$ Nova Scotia. Atlantic Condor is the sixth vessel built for Atlantic Towing by Halifax Shipyard Ltd.

O$shore deliveries and ordersThere is a steady "ow of new Rolls-Royce UT-design vessels and systems entering service with operators around the globe.

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Exploration and productionRecent semi-submersible drilling rig deliveries that are powered by Rolls-Royce include West Capricorn for Seadrill, built at the Jurong yard in Singapore. West Capricorn has eight underwater mountable thrusters type UUC 355 FP, each rated at 3,300kW. The rig is built for ultradeep waters and has been chartered by an undisclosed American operator for a period of #ve years.

Sevan Drilling has taken delivery of Sevan Brasil from the COSCO shipyard group in China. Sevan Brasil is contracted to Petrobras S.A. on a six-year contract for drilling operations o$shore Brazil. Rolls-Royce has delivered eight UUC 355 FP thrusters to the rig, each rated at 3,800kW.

Final three for TeekayThe three remaining shuttle tankers in the Amundsen class for Teekay Shipping were recently delivered. Named Scott Spirit, Peary Spirit and Nansen Spirit, they are 250m long and 109,290dwt. Rolls-Royce supplied propulsion equipment packages for all four Teekay shuttle tankers, which includes twin CP propellers, two retractable azimuth thrusters, a tunnel thruster at the bow and stern, steering gears and control system. Nansen Spirit is now operating for Statoil in the North Sea while Scott Spirit and Peary Spirit operate on the Norwegian and British shelf when on charter. [MH]

1. Island Centurion UT 776 CD.

2. Atlantic Condor UT 755 LN.

3. The circular Sevan Brasil in transit.

4. Caspian Provider UT 755 LC.

5. F. D. Indomitable UT 755 XL.

6. The three Teekay shuttle tankers were named in Stavanger.

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The new three-vessel "eet of advanced Coast Guard vessels that now operate from strategic bases on the Swedish coast are truly multipurpose. Designed by the Swedish Coast

Guard in cooperation with the Swedish Defence Materiel Administration (FMV), their primary role is to maintain the nation’s emergency towing capability in territorial waters. However, they can also carry out border controls, pick up oil from the sea, #ght #res at sea, control #shing and rescue distressed sailors. Normally stationed in Gothenburg, Karlskrona and Visby on the island of Gotland, two of the "eet are normally always at sea, operating throughout the Baltic and in the narrow waters that separate Denmark and Sweden.

The vessels are 82m long, have a beam of 16m and a design draught of 5m. They have a displacement of 3,900t and a top speed of 16 knots. Designated KBV 001, 002 and 003, all were built by Damen at their yard in Galati, Romania. The #rst two vessels comply with DNV +1A1, TUG, LFL*, SF, OILREC, FIREFIGHTER1, EO, ICE-1A, DK(+), HA(+), AUT, ICS, NAUT-OSV, COMF V(2) C(2), CLEAN, RP. The third, KBV 003, is classed by GL and is equipped for chemical recovery at sea.

The #rst vessel, KBV 001 Poseidon, joined the Swedish Coast Guard "eet of 40 ships in 2010. All are propelled by a pair of Rolls-Royce azimuth thrusters as part of the diesel-electric propulsion system.

“As the Swedish Coast Guard has such a wide range of duties to perform,” explains Captain Christer Fjällstrōm,

Power and manoeuvrability provided by Rolls-Royce is a key feature of the propulsion system for the latest multipurpose vessels to enter service protecting Sweden’s coastline.

Azimuth thrusters deliver for Swedish Coast Guard

KBV 003 Am!trite is equipped for chemical recovery at sea, as well as normal pollution control and emergency duties.


Captain of KBV 001,” all our next generation ships are designed to be truly multipurpose. Although these Emergency Towing Vessels are the largest vessels in the "eet, they are no exception. As we do not have a large "eet, we have to ensure all vessels can deliver maximum e$ectiveness, no matter what the task is, with low operating costs.”

A nation largely surrounded by sea with a coastline of 2,700 kilometres and territorial waters of more than 60,000 square kilometres, Sweden is the largest shoreline owner in the Baltic. The waters is a vital natural resource and protecting it is one of the key roles of the Swedish Coast Guard.

Designed to meet diverse rolesWith large tankers now regularly loading near St. Petersburg and passing close by Sweden’s coast at the island of Gotland, continuing down to Denmark, and out into the North Sea, two major tanker accidents o$ the coasts of France and Spain illustrated well what could happen in the Baltic. The environmental consequences would be considerable. Therefore, the new vessels, which have 110t bollard pull, are equipped to catch and hold on station a fully loaded tanker of 150,000dwt, in conditions up to Force 10 wind conditions.

The major challenge is to be able to undertake emergency towing in foul weather. Many scenarios are regularly practised to connect towlines to moving vessels with the deck-mounted cranes.

Operating criteria for the new vessel therefore dictated optimum manoeuvrability and the best possible balance between high speed for open water patrolling, high bollard pull for towing and fuel e!cient low speeds for search, rescue and oil recovery.

The most recent addition to the "eet, KBV 003 Am!trite, is also equipped for chemical recovery at sea. Additional onboard systems include accommodation and engine #ltration systems to ensure safety of the vessel and crew, should it be necessary to operate in dangerous chemical cloud conditions.

Normal crew complement is 13, but there is spacious accommodation for up to 44 to cope with exceptional circumstances. The computer network is extensive with an internet connection in each cabin.

Innovative propulsionTo maintain optimum fuel e!ciency with low emissions, the propulsion system is diesel-electric. Six generator sets provide a total power of 9,000kW.

“Speeds of up to 10 knots can be maintained on a single engine,” says Hans-Erik Emanuelsson, Chief Engineer. “This delivers fuel consumption of around 350 l/hr, including the hotel load. Our intention is to operate all engines at high loads whenever possible, so the generators are of di$erent sizes enabling the power to be closely matched to the required load.”

The propulsion package incorporates a pair of Rolls-Royce US355 azimuth thrusters, which are directly coupled to electric motors, with three backup emergency steering systems. There are two thrusters in

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the bow with one being fully-retractable. The remote control system for the machinery is arranged in the control room on deck 4.

Azimuth thrusters were selected for their power for towing and manoeuvrability for oil recovery operations – a key part of the vessels’ duties as there are some 60 illegal discharges of oil annually from ships in Swedish waters, as well as accidents.

Protecting the environment and the quick, e$ective removal of oil and chemical spills before they reach the land is the responsibility of the Swedish Coast Guard. The goal is to contain a spill within four hours and mobilise a large vessel to remove it within eight hours.

“Oil recovery operations are nearly always conducted close to shore at speeds of around three knots,” says Emanualsson. “Therefore, precise manoeuvring is vital. We normally operate with two hydraulic systems running on the thrusters for greater responsiveness, and collecting booms at 90° from both sides of the vessel. However, on a recent deployment, we were able to try something new. Our thruster setup enabled us to move crab-like through the water at 40 degrees with just one boom deployed. The hull and boom acted as a funnel, enabling us to reach maximum oil in record time.”

All vessels have a total of six heated tanks, or a total of 1,300m3, to store recovered oil.

Operational #exibilityTwo small high speed craft, one open and one closed, can be deployed from the side of the vessels at speed. They are used for investigation or rescue operations, and can be safely operated and recovered in all but the most severe conditions. The #re #ghting system is equipped with two water cannons, capable of delivering water at 22,000 litre/min, with a reach of around 150m. The separate 18m3 foam system has the capacity to spray foam for around an hour.

The selection of Rolls-Royce propulsors for these latest vessels continues the Swedish Coast Guard’s 30 years of experience in using Rolls-Royce propulsion products. [AR]

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1. The multipurpose vessels are designed to operate in all weather conditions.

2. Captain of KBV 001 Poseidon, Christer Fjällstrōm.

3. Access to the US355 azimuth thrusters is unhindered in the spacious thruster room.

4. KBV 001 Chief Engineer, Hans Erik Emanualsson.


The #rst major contract was to supply systems and products for the pioneering installation jack-up vessel originally named May"ower Resolution, now MPI Resolution operated by MPI O$shore, which is part of the Vroon Group.

MPI Resolution was the #rst purpose-built wind turbine installation vessel (WTIV), designed to install foundations, towers and nacelles. It has been very successful, having been involved in the building of several o$shore wind farms.

Rolls-Royce provided complete integrated systems for MPI Resolution, combining its own products and third party equipment to provide the owner with a single-source supply. Included were the propulsion and manoeuvring thrusters – four 1.5MW US 205

azimuth thrusters at the stern and three 700kW CP tunnel thrusters at the bow, and the integrated control system.

MPI is now putting into service two new WTIVs for which Rolls-Royce has provided both diesel electric power and

propulsion systems. These vessels incorporate the knowledge gained from operating

Rolls-Royce has been involved from the beginning with propulsion systems for

o$shore wind turbine installation vessels.

Helping harness the power of the wind

The #rst major contract was to supply systems and products for the pioneering installation jack-up vessel originally named May"ower Resolution, now MPI Resolution operated by MPI O$shore, which is part of the Vroon Group.

MPI Resolution was the #rst purpose-built wind turbine installation vessel (WTIV), designed to install foundations, towers and nacelles. It has been very successful, having been involved in the building of several o$shore wind farms.

Rolls-Royce provided complete integrated systems for MPI Resolution, combining its own products and third party equipment to provide the owner with a single-source supply. Included were the propulsion and manoeuvring thrusters – four 1.5MW US 205

azimuth thrusters at the stern and three 700kW CP tunnel thrusters at the bow, and the integrated control system.

MPI is now putting into service two new WTIVs for which Rolls-Royce has provided both diesel electric power and

propulsion systems. These vessels incorporate the knowledge gained from operating

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MPI Resolution under a variety of conditions.MPI Adventure, the #rst to be delivered, made the

voyage from the build yard in China to Europe in 2011 and went straight to work. Operating out of Harwich, on the east coast of England where it is on its #rst contract, the MPI Adventure is in charge of installing foundations and wind turbines on the London Array o$shore wind farm. The wind farm, the world’s largest, is located around 15km from the Kent and Essex coasts in the outer Thames estuary. Up to 341 turbines will be installed in an area of around 245km2. When complete, it will provide su!cient electricity for 750,000 homes.

Sister ship, MPI Discovery, was delivered at the end of December 2011 and is now operating on the same project.

MPI Adventure is a large self-propelled jack-up vessel, 138m long with a 40.8m beam, but drawing only 3.5m light. Six legs allow the vessel to operate in waters of up to 40m deep, with an ability to jack with 6,000t of cargo on board. The exact depth depends on the amount of sinkage of legs into the seabed and clearance needed between the sea surface and the underside of the jacked-up hull to avoid wave impact. Dynamic positioning to DP2 standard enables the vessel to be accurately located at the spot where a turbine is to be installed. The main crane is rated for 1,000t at 25m radius, with a hook height of 104m. The vessels also have accommodation for 112 people.

Six Rolls-Royce Bergen C25:33L-8 diesel generator sets provide electrical power for all purposes. Three Rolls-Royce US 355 #xed pitch azimuth thrusters propel MPI Adventure, giving a transit speed of 12.5 knots, and are complemented by three TT 2200 DP tunnel bow thrusters.

These new MPI-operated vessels are designed to transport, lift and install turbines and foundations e!ciently, based on a good transit speed. They have the ability to move quickly from one installation location to the next, position accurately, jack up rapidly and begin installation work with minimum delay. The WTIVs can also remain on station, jacked-up, in severe weather conditions. [RW]

Power and speed for e#ective wind farm supportSmall craft known as wind farm support vessels are playing a vital role in building o$shore wind farms and their subsequent maintenance. Rolls-Royce waterjets are proving the ideal means of providing the speed, economy and the power to safely ferry personnel, as well as transporting heavy equipment.

With a growing number wind farms under construction and entering service, the

development of the wind farm support vessel or WFSV is rapidly expanding. Boatbuilders and operators worldwide are competing to develop the best technology and techniques.

Typically, the boats run at high

speed to and from the wind farm, but when at a wind turbine they must push hard against fender posts to hold themselves in position against wind, waves and currents while people transfer to the tower, or equipment is o'oaded. Good manoeuvrability is vital in all circumstances, along with the highest e!ciency and safety levels.

“Waterjets have proved to be a

One of the latest vessels to join the Vroon MPI O$shore %eet, MPI Discovery, installing wind turbines at the London Array o$ the UK’s east coast.

MPI Resolution under a variety of conditions.MPI Adventure, the #rst to be delivered, made the

voyage from the build yard in China to Europe in 2011 and went straight to work. Operating out of Harwich, on the east coast of England where it is on its #rst contract, the MPI Adventure is in charge of installing foundations and wind turbines on the London Array o$shore wind farm. The wind farm, the world’s largest, is located around 15km from the Kent and Essex coasts in the outer Thames estuary. Up to 341 turbines will be installed in an area of around 245km2. When complete, it will provide su!cient electricity for 750,000 homes.

Sister ship, MPI Discovery, was delivered at the end of December 2011 and is now operating on the same project.

MPI Adventure is a large self-propelled jack-up vessel, 138m long with a 40.8m beam, but drawing only 3.5m light. Six legs allow the vessel to operate in waters of up to 40m deep, with an ability to jack with 6,000t of cargo on board. The exact depth depends on the amount of sinkage of legs into the seabed and clearance needed between the sea surface and the underside of the jacked-up hull to avoid wave impact. Dynamic positioning to DP2 standard enables the vessel to be accurately located at the spot where a turbine is to be installed. The main crane is rated for 1,000t at 25m radius, with a hook height of 104m. The vessels also have accommodation for 112 people.

Six Rolls-Royce Bergen C25:33L-8 diesel generator sets provide electrical power for all purposes. Three Rolls-Royce US 355 #xed pitch azimuth thrusters propel MPI Adventure, giving a transit speed of 12.5 knots, and are complemented by three TT 2200 DP tunnel bow thrusters.

These new MPI-operated vessels are designed to transport, lift and install turbines and foundations e!ciently, based on a good transit speed. They have the ability to move quickly from one installation location to the next, position accurately, jack up rapidly and begin installation work with minimum delay. The WTIVs can also remain on station, jacked-up, in severe weather conditions. [RW]


winning solution and operators are #nding that Rolls-Royce waterjets o$er an excellent combination of speed, static thrust and manoeuvrability,” says Andy Brett, UK Sales Manager. “Operator feedback from vessels in service is good, and many vessels now on order will be equipped with these units. Deliveries include both the smaller FF-series waterjets and the new Kamewa A3-series for the highest possible e!ciency and durability.”

In the case of Kamewa A3 series waterjets, the pump unit (impeller, impeller housing, stator and steering nozzle) are all made of stainless steel and are extremely durable in demanding applications. The pump performance has been improved in both the FF- and Kamewa A3-series, resulting in very high static thrust, exceptional cavitation margins and excellent performance over the whole speed range. All new models feature factory-mounted hydraulic valves and piping to reduce installation time and costs for the yard. The new compact control system makes operations easier and safer and is pre-calibrated, making the startup procedure extremely easy and quick. Engine RPM and clutch controls are integrated to the control system with several safety interlocks to avoid potentially hazardous situations.

Inlet ducts are made of marine grade aluminium plate, allowing modular installation while custom tailoring for individual design needs can be provided, which further improves e!ciency and optimises boat design and performance.

Powering the latest designsFollowing experience with a 10m long boat, CTruk introduced the 15m catamaran Advance, propelled by two FF41 waterjets with Vector Stick control. The company’s latest design, the CTruk 20T MPC, is the largest to date and for the #rst example, CWind Asherah, Rolls-Royce propulsion has again been selected. Two FF41 waterjets, each powered by a 447kW diesel, gives the 17m by 7m catamaran a speed of 30 knots. The Vector Stick system means

that control is intuitive, allowing the coxswain to focus on the safe transfer of people and materials. Waterjet propulsion allows operation in shallower waters than other solutions.

CWind Asherah has the CTruk "exible pod system, which allows the operator to change the vessel’s layout to suit the requirement within a few hours. By moving the wheelhouse fore or aft, operators can optimise the vessel for di$erent tasks, such as ferrying personnel or carrying service generators, cranes or survey gear. The vessel is currently operating for Dong Energy on the Walney array wind farm in the Irish sea.

Alicat Workboats, based in Gt Yarmouth, builds aluminium catamarans for wind farm support using designs from Global Marine Design, Western Australia. They are currently building their third 20m WFSV. Rolls-Royce FF41 waterjets give a top speed of over 30 knots with Vector Stick controls for safe operation.

East Coast Charters in the UK has built up a range of workboat services. Wind farm support is a growing part

of the business and to consolidate its position in the #eld, two new vessels are being added to its "eet. ECC Topaz is a 15m work catamaran speci#cally designed to transfer stores and personnel to wind turbines in shallow waters, but it can also undertake other tasks such as crew transfer for larger vessels. Blyth Workcats is the builder and this WFSV has two 410kW diesels driving Rolls-Royce FF41 waterjets with Vector Stick controls, giving a 25 knot service speed, with a maximum of 30 knots. ECC Topaz can carry up to three tonnes of cargo on deck and is certi#ed for three crew and 12 passengers up to 60 miles from a safe haven. Its #rst contract is to support the wind farm o$ Barrow in

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Furness in north west England.Austal in Western Australia is

well-known for large aluminium passenger/vehicle catamaran ferries and specialist vessels, many with Rolls-Royce waterjet propulsion. Recently launched for this market sector are the Austal Wind Express series of catamarans and three are being built for Turbine Transfers in the UK. The 21m vessels are powered by twin MTU 10V2000 M72 diesels each driving a Kamewa 45A3 waterjet with the new compact control system. They will have a #ne entry chine hullform and a large tunnel height for operation at up to 30 knots and targeted seakeeping ability in up to 2m signi#cant wave height.

The new compact control system makes operations easier and safer

and is pre-calibrated, making the startup procedure extremely easy and quick.

In February, Austal con#rmed a contract for a fourth vessel for Turbine Transfers. It is the #rst of a new design based on the bene#ts of Austal’s trimaran hull con#guration to deliver low vessel motions in transit and when alongside wind turbines. The 27.4m vessel is powered by two 900kW MTU 10V2000M72 diesels coupled to Kamewa 50A3 waterjets to provide a service speed of 23 knots. Operated by a crew of three, it has an operating range of up to 75 nautical miles o$shore and will be able to transfer 12 wind farm technicians and over 4t of deck cargo. The new compact control system is part of the package, and Rolls-Royce will also integrate the bow thruster.

The 50A3 waterjets will be mounted on a common plate and include part of the bulkhead and ship struture to ease installation at the shipyard. An adaptor plate for the Humphree interceptors will ensure correct installation.

For South Boats, one of the UK’s largest builders of WFSVs, Rolls-Royce will supply Kamewa 56A3 waterjets, complete with the new compact control system for three newly designed 24m long catamarans. Powered by two MTU diesels, each rated at 1,081kW, the vessels will have a top speed in excess of 28 knots. Rolls-Royce has also received an additional order from South Boats for twin FF500 waterjets to propel a 17m WFSV. [RW]

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1. CWind Asherah transferring maintenance crew to a wind turbine.

2. The intuitive waterjet control system makes life easier for the skipper.

3. The Austal 21m catamarans being built for Turbine Transfers are powered by a pair of MTU diesels driving Kamewa 45A3 waterjets.

4. The 15m catamaran ECC Topaz can carry three tonnes of cargo and is propelled by two FF41 waterjets, for a top speed of 30 Knots.

5. Austal have designed a trimaran for wind farm support, it has twin MTU diesels driving Kamewa 50A3 waterjets.

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NVC 368 Recently delivered is Prest#ord, a 65m long 15m beam NVC 368 factory trawler.

The owner, Prest,ord AS, required an e!cient stern trawler with full onboard factory that would have a low fuel consumption in all modes, a seakindly hull form and safe working conditions and good accommodation for the crew of up to 33.

Therefore, the design has a low resistance hull form with bulbous bow and a hybrid propulsion system that provides fuel e!ciency and minimum emissions in transit and when towing trawls at full power. The trawl deck occupies the length of the vessel and the processing area is on the main deck, with the 1,235 m3 freezing hold beneath.

Prest#ord is built to DNV +1A1 Ice 1B, EO, Stern Trawler notation with ice class 1A* on the hull and meets the Norwegian Hav#ske II requirements. Top speed is about 16 knots.

The Bergen B32:40L9P main engine delivers 4,500kW and turns the 3.8m diameter CP propeller through an AGSC3000 reduction gear, which incorporates a PTO/PTI system with a 2,875kWe shaft generator.

PTI power in diesel-electric mode is 1,200kW, and for maximum thrust, the total power can be boosted to 5,200kW. In addition to the 2,250kWe auxiliary genset, there is a 625kVA harbour/emergency genset.

A total of 20 Rolls-Royce AC electric winches of various sizes control all #shing operations. Both pelagic and bottom trawling can be undertaken with single or double trawls, and the trawl deck is laid out with four trawl tracks. Operating mainly in the North Atlantic, the main catch is expected to be cod, pollack, haddock, red#sh and shrimps.

NVC 354Two 77.5m long pelagic trawlers of the Rolls-Royce NVC 354 design will soon be #tted out at Larsnes Mek Verksted. Hull steelwork is now being constructed in Poland, and the vessels are scheduled for delivery at the middle and end of 2012 respectively. Although they are for two di$erent owners, Eros and Kings Bay, the two trawlers will be identical in all major respects.

The design features an innovative layout for the net handling system, which is located aft of the superstructure and under a shelter, giving the crew a safer and better working environment. The catch will be carried in refrigerated seawater tanks.

Adaptability is a key feature of the latest Rolls-Royce designs that combine low operating costs with low emissions.

Innovation in !shing vessel design

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TRAWL CONTROLRolls-Royce continues to expand its range of !shing vessel equipment. An example is the direct drive hydraulic winches and control systems for bottom trawling supplied for a vessel under construction in Turkey for Strand. These winches allow very sensitive dynamic control of the net, and now frequency controlled pumps can be run at speeds that minimise the use of energy without loss of responsiveness.

Another re!nement in this vessel will be a further development of the Synchro RTX autotrawl system, which has been carried out in cooperation with the owner and trialled on Strand’s trawler Havstrand.

“Better functioning, more functions available, are key words in this connection,” notes Havstrand’s skipper, Nils Kristian Skjong.

1. The factory trawler Prest"ord has a ord has a ordlow resistance hull form and hybrid propulsion system. A total of 20 Rolls-Royce electric winches control all !shing operations.

2. View of Prest"ord’s aft bridge and trawl deck.

3. The Abelone Møgster has a Møgster has a Møgsterhybrid propulsion system and winches to e&ciently use purse seines, palagic trawls and gillnets to catch di$erent species of !sh.

NVC 341Abelone Møgster is a new NVC 341 Abelone Møgster is a new NVC 341 Abelone Møgster #shing vessel that is remarkably adaptable. It can e!ciently use purse seines, pelagic trawls and gillnets to catch di$erent species of $erent species of $ #sh in a number of locations at various times of year o$ the $ the $Norwegian coast.

Rolls-Royce developed the new design to meet the special requirements of skipper and owner Harald Møgster from Austevoll. The vessel was built by Larsnes Mek Verksted. It is 43.1m long with a 12m beam, and is classed by DNV with an Ice C rating. The catch is held and transported alive in 500m3 refrigerated sea water tanks.

Three #shing quotas are expected to provide all-year employment for Abelone Møgster, with only two weeks Abelone Møgster, with only two weeks Abelone Møgstera year set aside for maintenance. Two crews of eight will man the vessel alternately.

“A hybrid propulsion system was chosen to save fuel and reduce emissions in all operating modes,” says Monrad Hide, General Manager – #sh. “When trawling, a combination of diesel mechanical and diesel electric drive makes maximum use of the available power. For purse seining, either diesel mechanical or diesel electric can be chosen. Gillnetting is carried out at a low to medium power, using diesel electric drive via the active front end converter and PTI motor. The fourth mode is transit and here, either diesel or diesel electric drive can be selected depending on the speed required.”

The 1,325kW main engine drives through a reduction gearbox, which also carries an 800kW PTI motor and a 1,000kW shaft generator. Two 550kW diesel gensets can feed the PTI motor. Two 420kW tunnel thrusters are installed, one at the bow, the other at the stern.

Abelone Møgster has two 25 tonne trawling/purse Abelone Møgster has two 25 tonne trawling/purse Abelone Møgsterseining winches, a net drum, a net crane and a deck crane, two net haulers and two #sh pumps for transferring the catch.

The wheelhouse is laid out with multiple control stations, each for a particular type of #shing. Purse seine controls serving the winches and other deck machinery are located on the starboard side, while to port is the net handling system for gillnetting. Another station is concerned with trawling, carried out over the stern. [RW][RW][

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The contract to supply the United States Navy with Rolls-Royce gas turbine technology for its new generation of multi-mission destroyers, the all electric DDG 1000 Zumwalt-class, has advanced with installation of the #rst shipset of main power and auxiliary generators.

Rolls-Royce will supply two MT30 gas turbines and two RR4500 gas turbine generator sets for each of the three DDG 1000 destroyers on order.

A number of key milestones have been achieved recently, including the installation of the #rst shipset of main power and auxiliary generators and the successful full power parallel operation of both gas turbine generator sets during simulated dynamic ship manoeuvring operations.

The main generator, the Rolls-Royce MT30 marine gas turbine, and the auxiliary ship service generator, the Rolls-Royce MT5S (packaged as the RR4500 generator set), passed a series of rigorous Factory Acceptance Tests in April and May 2010.

A single MT30 and RR4500 gas turbine generator set have been delivered to the US Navy’s Surface Warfare Center in Philadelphia for intensive land-based testing.

For ship two, the Michael Monsoor, the #rst RR4500 was delivered in April with the second to follow in July. The two MT30 units will be delivered in August and September.

The 15,482 tonne, 30 knot, tapered pro#le “tumblehome” hull DDG1000 will

DDG 1000 programme gathers momentum

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be the US Navy’s multi-mission destroyer, a forward-looking class designed to undertake a wide range of roles. The DDG 1000 is tailored for sustained operations in the littorals and land attack. It will provide independent forward presence and deterrence and support Special Operations forces, as an integral part of joint and combined expeditionary forces.

Power density, manpower economy and advanced ship-board technology are essential to the Zumwalt class destroyer ful#lling its mission.

Based around two sets of one MT30 and one RR4500, the Rolls-Royce gas turbine package provides the DDG 1000 with a highly versatile suite of power options. While the 36MW MT30s will provide the bulk of the power, the 4MW RR4500s will provide economy during light load conditions and peaking power when needed. As the DDG 1000 harnesses approximately ten times the electrical power of a DDG 51 destroyer, power reliability is paramount.

The MT30, which is derived from the successful Trent family of aero engines, has a proven track record. Its selection for the DDG 1000 programme marks the #rst time a large gas turbine has been ordered by the US Navy for use as a generator set, providing electrical power for propulsion and on-board systems throughout the ship.

Andrew Marsh, President - Naval, said, “The Zumwalt class destroyer is a highly-advanced vessel, with demanding performance requirements. The MT30 is the world’s most powerful marine gas turbine and is well-suited to delivering the high-power demands of the latest naval ship designs.”

The MT30 marine gas turbine is already at sea powering the US Navy’s Littoral Combat Ship USS Freedom. It has also been selected to power the Royal Navy’s QE class aircraft carriers (see page 40). Like the Zumwalt class, the UK carriers will bene#t from integrated all-electric propulsion.

Onboard the DDG 1000, the MT30s are the ship’s main turbine generators and, alongside the RR4500 auxiliary generator sets, are the power sources for the ship’s integrated power system. They provide power to propel the vessel and power for the ship’s hotel load (lighting, heating and ancillary functions) and other onboard advanced technologies, such as radar and weapons, and manages the power sources so the power requirements can be met when needed.

The reliability and e!ciency of the integrated power system, in combination with the ship control systems, means that manpower levels on board can be reduced compared to conventional ships, with less time spent on routine maintenance. In addition, the four-turbine set-up provides for recon#guration under a range of operating conditions for greater survivability, reduced detectability and more secure communications connectivity.

“The involvement of Rolls-Royce in the DDG 1000 programme does not end in the engine room,” says Peter Lapp, Programme Executive. “We are also responsible for the manufacture of the ship’s #xed-pitch propellers to stringent US Navy speci#cations. Two ship-sets have been cast in our Pascagoula, Mississippi foundry.”

With the acquisition of Odim in 2010, the Rolls-Royce scope of supply for the class increased further and now includes the multi-function towed array handling system or MTAH, which controls the anti-submarine sonar and torpedo defence systems. The #rst ship set has already been assembled and integrated and is awaiting design veri#cation testing.

Construction of the #rst ship, the Zumwalt (DDG 1000) is more than 50 per cent complete at General Dynamics Bath Iron Works in Bath, Maine, and work on long lead items for the Michael Monsoor (DDG 1001) and the yet-to-be-named DDG 1002 has begun. [AR]

1. The distinctive pro!le of the DDG 1000 Zumwalt class destroyer.

2. Power for the new ships will be provided by two MT30 marine gas turbine-driven generator sets.

3. Auxiliary power for the class will be provided by twin RR4500 generator sets.

4. Construction of the third in class, DDG 1002 has also begun.

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Support

The recently opened Rolls-Royce training centre in Seletar, Singapore.

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Focusing on trainingThe Rolls-Royce regional training centre in Singapore and the marine training and technology centre in Ålesund are now open for business, o$ering a variety of courses.


The Rolls-Royce marine training facility in Asia is now open for business at the new 65,000m2 Seletar complex in Singapore, which was formally opened by Rolls-Royce Chairman

Sir Simon Robertson and the Prime Minister of Singapore, Lee Hsien Loong, in February. It is the result of an overall investment of S$700 million (US$500 million) and close cooperation between Rolls-Royce and the Singapore authorities in new research, training and aero engine production and test facilities in the region.

It is a #rst for Rolls-Royce in that customers from across the various markets in which the company operates can be trained in the same location, enabling all attendees to bene#t from purpose-built classrooms and extensive workshop facilities that includes a canteen and gym.

Although a smaller version of the Ålesund marine training centre, Singapore can run most of the same courses. The latest technology, equipment and facilities are combined to help develop the talent pool of service engineers the company and its customers require, while promoting a culture of engineering excellence. With "eets growing and equipment becoming more complex, risks increasing and technical and environmental regulations becoming more demanding, the need for fully competent crews has never been greater.

The marine section of the facility is equipped for customer training with two simulator domes that can be used for Icon DP systems, as well as Helicon X and

Towcon control systems training for anchor handling winches. They meet the need for greater realism and versatility by using a seamless spherical image of the working environment and allow trainees to practise manoeuvring and anchor handling operations in various sea states. Three smaller stand-alone DP manoeuvring stations enable up to #ve students to receive operator training at any one time.

“The simulator domes are undoubtedly the main attraction for our customers in Asia. We are excited to have this new training resource available to us and the ability to o$er enhanced knowledge and skills transfer to customers and partners in this fast-growing region,” said Gary Wieland, Senior VP, Services - Asia. The centre is also equipped to deliver a broad spectrum of learning across all Rolls-Royce business sectors - from IT to management and leadership, as well as technical skills. The #rst graduating class of technicians is

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expected to begin their new roles at Rolls-Royce in September.

Hardware will change as new products enter service. Currently, the hardware includes a Canman waterjet control system, steering gear and controls, a waterjet module, deck machinery and engine sub-assemblies, plus a CP propeller hub and automation system switchboards, which are housed in two workshops. A range of classrooms will cater for small or larger groups.

Training in EuropeThe Rolls-Royce Training and Technology Centre in Ålesund, Norway is already in operation, with various courses in progress. It is located next to the campus of Ålesund University College, with the building’s grand opening planned for autumn.

Regular courses for popular Rolls-Royce products and systems are a key part of the programme. Product training courses are run at four distinct levels: 0, 1, 2 and 3. The latest listing and joining instructions are regularly updated on the marine training pages of the Rolls-Royce website.

Entry level (0) is standardised e-learning. It comprises product-based familiarisation modules, which currently cover 15 product groups and are the ideal starting point for any learning programme.

Level 1 goes into more detail with courses available on most Rolls-Royce products. While some are purely equipment familiarisation and operation, others concentrate on the correct maintenance requirements, or both. Course duration and scope varies. For example, for CP propellers there is a four-day operator training course and a #ve-day maintenance course. For steering gears, there is a four-day maintenance course while for engine maintenance, it is a standard three-day course.

Level 2 courses can be shipowner speci#c, where individual crew members need more advanced knowledge of particular products. The Royal Norwegian Navy, for example, books higher level maintenance training.

Levels 2 and 3 are normally targeted at honing

the knowledge and skills of experienced Rolls-Royce service engineers.

For individual requirements, tailored courses are developed on request to cater for speci#c customer needs. Bespoke courses on relevant ship equipment normally cover operation, trouble-shooting and maintenance. They can be run at the Rolls-Royce training centre of choice or on board a nominated vessel catering for the needs of a ship’s crew, typically a group of eight people or less.

“As the Ålesund Centre currently caters solely for marine product training, a broader range of product hardware will be available than in Singapore,” says William Roberts, VP, Global Training and Service Engineer Development. “It is growing all the time, expanding as new equipment goes into service.”

Equipment in the training hall currently includes operating steering gear with controls, two types of controllable pitch propeller with gearbox and pitch setting systems, tunnel thruster, steering system for large azimuth thrusters, a complete Azipull AZP85 thruster and a sectioned diesel engine. Power electric systems are represented with a complete switchboard for three generators with splittable bus and supply to consumers with #xed and variable frequency, typical of an o$shore vessel installation. Anchor handling winch motors, a complete anchor and mooring windlass, seismic handling equipment and stainless steel and aluminium waterjets are scheduled to follow shortly.

Simulators include a full-scale o$shore vessel bridge with a 360 degree #eld of vision for ship handling, anchor handling and other o$shore operations. Individual simulators in another room allow trainees to operate winches, cranes and other equipment.

The Dynamic Positioning simulator and adjacent technical room have been expanded and installed in the new centre. Level 0, 1 and 2 DP courses are o$ered, covering familiarisation, basic and advanced operator training, maintenance and combined operation and technical courses, with Nautical Institute accreditation. [AR/RW]

1. Both marine training centres are equipped with simulator domes; in Ålesund there is also a complete bridge simulator with realistic 360° views.

2. There are stand-alone DP simulators for multiple crew training.

3. Conventional classroom facilities are well equipped.

4. A wide range of equipment has been custom designed to enhance the training experience.

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Work on converting the 172.5m long 25.4m beam 11,000dwt dock ship owned by Harren and Partner (the former Combi Dock IV) into the heavy-lift, deep-water oil exploration and o$shore support vessel OIG Giant II, got underway in August 2011

at Lloyd Werft, Bremerhaven. The vessel is the second ship in the O$shore Installation Groups (OIG) planned

"eet of six o$shore support vessels. Combi Dock IV was one of a series of four heavy lift dock ship sisters built between 2007 and 2010. One has already been converted into OIG Giant I.

The work undertaken was wide-ranging and used experience gained from the earlier conversion of the #rst vessel. At the heart of the work was the installation of a Rolls-Royce DP2 system and thruster package.

Dynamic positioning with power and manoeuvrability New to the ship and consistent with its specialist new tasks is the Rolls-Royce DP2 equipment package. It includes a DP2 dynamic positioning system, with sensors and reference system, Poscon joystick, Helicon X3 remote controls and #ve new thrusters. The complete system, including the electric motors for the #ve thrusters, was designed and supplied within the relatively short #ve-month delivery time frame, to meet the conversion schedule, and was managed by the Rolls-Royce service team in Ulsteinvik.

To get the required increase in propulsion power into the hull required the relocation and enlarging of the ship’s forward bow thruster, which was replaced by a TT2650 tunnel thruster, together with a TCNC92 combined swing-up azimuth thruster that can also operate as a tunnel thruster when retracted for operational "exibility. To provide optimum manoeuvrability and due to the limited space below deck, a TCNS92 swing-up azimuth thruster, rated at 2MW with a 2.2m diameter propeller, was installed in the middle of the ship. A hull module suitable for a TCNS92 thruster was prepared by the yard for the

Preparing a recently built 11,000dwt dock ship

for a new role as a heavy-lift, deepwater oil exploration

and o$shore support vessel required a signi#cant upgrade,

including installation of a dynamic positioning and

thruster package.

Playing a key role in vessel

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installation of a third unit, should more power be required in the future. Two TT2400 tunnel thrusters with CP propellers were installed in the stern.

“We designed the system to meet the speci#ed operational pro#le of the vessel,” says Stein Arve Molnes, Sales Manager – upgrading/overhaul. “As our DP systems are designed to work with our thrusters, we were able to provide a complete system and quote a single package price. This reduced the number of suppliers involved and provided the con#dence that the system would perform as designed. Courses for crew training were run at the Ålesund Training Centre.”

The conversion included a range of other work, undertaken by the yard. The ship’s two forward, heavy-lift cranes were signi#cantly lengthened to enable them to reach as far and as high as possible, and were equipped

with an active heave compensation system. They now have a combined safe working load of 500mt for subsea installations to a depth of 2,500m. A 7.8m x 7.4m moonpool on the starboard side of the loading bay enables divers and equipment to be lowered into the water.

OIG Giant II was also #tted with a submersible and tiltable open stern ramp for "oating in or out, a helipad and an additional seven-deck accommodation extension to the forward superstructure to house a further 86 personnel. Six more generators were also installed to ensure that the vessel’s new capacities have the power required.

Proven in serviceThe vessel’s #rst job was the transport and installation of three turbines for a tidal power station o$ Orkney in the North Sea during late 2011. The work was performed with remarkable accuracy in 30 knot side winds with a 5 knot current from the stern - a suitable demonstration of the DP systems performance.

OIG Giant II is the second ship in the planned three-vessel "eet of Singapore-based O$shore Installation Group (OIG). The recently founded company, a joint venture between Harren & Partner and Goldman Sachs Capital Partners, serves the oil and gas industry with large specialist ships. The vessels are equipped for a variety of installation work far out to sea and can operate at depths of up to 2,500m. The large deck area means they are able to take everything on board at the start of a project, so the support of other heavy lift vessels to transport equipment is not required, saving time and money. [AR]

1. The OIG Giant ll is the second vessel to be converted by OIG to undertake a variety of subsea installation work.

2. Two swing-up thrusters were installed together three new tunnel thrusters.

3. User-friendly DP controls.

4. The vessel’s !rst job was installing test tidal turbines at the Falls of Warness tidal test site, Orkney.

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DP2 TURNKEY PACKAGES FOR PSVsSEACOR Marine was an early adopter of Rolls-Royce DP2 systems with the upgrade of PSV Seabulk Asia. The turnkey project included design, integration and project management and the supply of the DP2 system, switchboard, interface upgrade Helicon X, steering gear, additional stern thruster, FMA study, general

arrangement HVAC, capability and ERN analysis.

“We particularly like the compact design of the equipment and the ease with which it interfaces with other equipment supplied by Rolls-Royce,” says Tim Clerc, Manager of engineering, SEACOR Marine LLC.

Positive feedback led to a similar installation on Seabulk South Atlantic, and a further two UT 755 L vessels are now being upgraded in Brazil.

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1. Rolls-Royce mobilised service engineers and divers, managing all aspects of the work.

2. An emergency underwater thruster repair was carried out on the ENSCO 6000 rig while it remained close to its operating location o$ Rio de Janerio.

Rolls-Royce added turnkey underwater intervention to its marine services portfolio over three years ago and has since developed a number of innovative repair methods where drydocking is not required.

When a customer contacts Rolls-Royce with a request for underwater intervention, the requirement is assessed against a range of suitable solutions to determine the best approach relative to the current operating conditions and location. Once the solution is agreed with the customer, Rolls-Royce mobilises service engineers, the diving partner and all necessary equipment to the vessel or quayside. Rolls-Royce acts as the single point of contact throughout, providing seamless project planning, management and execution of the work.

A successful underwater intervention project was recently undertaken on a Rolls-Royce TCNS92 azimuth thruster installed on a semi-submersible rig operating o$ the coast of Angra dos Reis near Rio de Janeiro, Brazil. The customer, Ensco, reported that the thruster on the ENSCO 6000 rig was leaking at pitch control level and required an emergency repair.

With no time to wait for a suitable dry dock to become available to enable the repair to be carried out, underwater intervention provided a safe and vital alternative.

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Selecting underwater intervention services o$ers

enhanced "exibility in minimising vessel downtime,

particularly when urgent unplanned maintenance is

required.

A team from the Rolls-Royce service centre in Brazil and propulsion product centre in Norway worked in collaboration with the diving partner, Subsea Solutions Alliance, and Ensco personnel to plan the work. The agreed solution was an underwater repair of the oil distribution box with a team comprising one project manager, one service engineer and three divers working over two days to complete the repair.

“Underwater intervention o$ers our customers a time-sensitive service that enables critical repairs to be performed directly at the rig’s location”, said Peter Redpath, VP Sales in the Gulf of Mexico. “This e!cient operation was concluded within the allotted time-scale and the rig was able to return to service with minimal downtime.”

Ensco, with a "eet of seven drillships, 20 semi-submersible rigs and 49 jackups, recognised the value of employing Rolls-Royce to manage this turnkey project. “We are pleased the intervention work was conducted safely, on time and with care to prevent spills and environmental impacts,” said Gilles Luca, Ensco Vice President, Brazil.

Amanda Martin, Ensco’s Director of Supply Chain, Western Hemisphere, added, “Rolls-Royce has been a

Rapid response for

emergency maintenance

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proactive supplier partner, working with Ensco stakeholders to improve the communications and planning between our organisations. We appreciate the commitment to customer satisfaction, which has resulted in continuously improving supply and service e!ciencies for our "eet.”

Following this success, Ensco has selected Rolls-Royce to undertake the removal and re-installation of six UUC 455 azimuth thrusters installed on the ENSCO DS-6 drillship. Rolls-Royce service engineers and product centre personnel from Finland will work closely with their counterparts in Singapore to perform the operation, needed to accommodate the massive ship’s hull in the shipyard prior to the drillship commencing a new charter later this year. [AM]

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Three more DFDS Seaways ferries have been upgraded with the Rolls-Royce Promas Lite system to maximise their

propulsive e!ciency, reducing fuel consumption and emissions.

Dover, Dunkerque and Delft Seaways serve on the Dover-Dunkerque route across the English Channel. The three sister ships were originally designed for a service speed of 26.5 knots and had Kamewa propellers optimised for that speed. The requirements for the Channel route is a lower service speed of 18-19.5 knots, with a little more speed available to recover delays and power for responsive manoeuvring in port. This has resulted in not only poor operating e!ciency, but also enhanced vibration levels during manoeuvring. The ferries have twin screws and two engines per shaft, and normal sailing on the route can be maintained on one engine per shaft, with more power available if required.

The Promas Lite system was selected as it integrates the propeller

and rudder into a single system to maximise hydrodynamic performance over a conventional propeller reblading. The customised design was developed at the Rolls-Royce facility in Kristinehamn, Sweden.

New propeller blades were bolted onto the original hub and a special hubcap #tted to the propeller, which streamlines the "ow onto a bulb that was fabricated and welded onto the existing rudder. This e$ectively increases propeller thrust, as previously wasted energy is recovered from the "ow, and also reduces drag. The hubcap is mounted outside of the propeller hub and acts purely as a hydrodynamic fairing, keeping cost and technical complexity to a minimum. The settings of the existing control combinator were revised to ensure that optimal engine load and propeller pitch was combined for maximum e!ciency.

“Generally, we predict a Promas Lite installation on this type of vessel, which is also operating signi#cantly o$ its original design speed, should provide an e!ciency improvement in the region of 10 to 15 per cent at transit speed,” says Klas Nygren, Service Sales Manager, propellers and waterjets. “Depending on the time spent at transit speed versus manoeuvring in port, the overall e!ciency improvements will obviously be reduced, but still represent a signi#cant reduction in fuel burn and emissions. As our systems are performance matched, a typical side bene#t is reduced propeller-induced

vibration, which enhances the overall passenger experience.”

The turnkey upgrading of all three ferries was undertaken during the #rst quarter of 2012 at the Arno Dunkerque yard in France. The #rst and second installations were delivered on time, and the third two days ahead of schedule.

These e!ciency improvements will contribute to the DFDS goal of reducing CO2 emissions by 10 per cent over a #ve year period. [AR]

1. The three DFDS ferries operate on the busy cross channel service between Dover and Dunkerque.

2. For these Promas Lite installations, new propeller blades were installed to match the vessels new operating pro!le, with bulbs fabricated and welded to the existing rudders.

DFDS ferry trio upgraded withPromas Lite

Improving propulsive e!ciency is key to reducing fuel burn and emissions, and the number of vessels successfully upgraded continues to grow. Three ferries operating on the English Channel crossing are the latest to bene#t.

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Head O"cesMarine3 Temasek Avenue #19-01, Centennial TowerSingapore 039190Tel: +65 6501 7600 Fax: +65 6501 7700O#shoreSjøgata 80N-6065 Ulsteinvik, NorwayTel: +47 81 52 00 70Fax: +47 70 01 40 05MerchantKorsegata 4P.O. Box 22N-6025 Ålesund, NorwayTel: +47 81 52 00 70Fax: +47 70 10 37 03NavalP.O. Box 3Filton, BristolBS34 7QE, UKTel: +44 117 974 8500Fax: +44 117 974 8666110 Norfolk Street,Walpole, MA 02081, USATel: +1 508 668 9610Fax: +1 508 668 5638SubmarinesP.O. Box 2000 Raynesway,Derby DE21 7XX, UKTel: +44 1332 661461Fax: +44 1332 622935

Northern EuropeDenmarkSales & Service - AalborgVaerftsvej 23, DK-9000 AalborgTel: +45 9930 3600Fax: +45 9930 3601FinlandSales & Service - HelsinkiItämerenkatu 5, FIN-00180 HelsinkiTel: +358 9 4730 3301Fax: +358 9 4730 3999Waterjets - KokkolaP.O. Box 579, FIN-67701 KokkolaTel: +358 68 324 500Fax: +358 68 324 511RaumaP.O. Box 220, FIN-26100 RaumaTel: +358 2 83 794 722Tel: +358 4 0 828 0013 (24hr)Fax: +358 2 8379 4804FranceSales & Service - Rungis4 place des Etats-Unis, Silic 261,F-94578 Rungis CedexTel: +33 1 468 62811Fax: +33 1 468 79398GermanySales & Service - Hamburg Fährstieg 9, D-21107 Hamburg Tel.: +49 40 780 9190 Fax: +49 40 780 91919Stabilisation (Intering) - HamburgFährstieg 9, D-21107 Hamburg Tel.: +49 40 52 87 36 0 Fax: +49 40 52 87 36 66The NetherlandsSales & Service - RotterdamWerfdijk 2 (Port 2828), 3195 HV PernisTel: +31 10 40 90 920Fax: +31 10 40 90 921NorwayAutomation - LongvaP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Tel: +47 97 72 83 60 (24hr)Fax: +47 70 20 83 51Deck Machinery & Steering Gear - BrattvågP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Fax: +47 70 20 86 00

Engines - BergenP.O. Box 924 SentrumN-5808 BergenTel: +47 81 52 00 70Tel: +47 91 58 72 41 (24hr)Fax: +47 55 19 04 05Foundry - BergenP.O. Box 924 SentrumN-5808 Bergen Tel: +47 81 52 00 70Fax: +47 55 53 65 05Oslo O!ceKarenslyst Allé 57, N-0277 OsloTel: +47 81 52 00 70 Fax: +47 24 00 54 99Power Electric Systems - AustevollN-5394 KolbeinsvikTel: +47 56 18 19 00Tel: +47 95 29 19 20 (24hr)Fax: +47 56 18 19 20Power Electric Systems - BergenPostboks 80, Godvik, N-5882 BergenTel: +47 55 50 62 00Tel: +47 97 65 89 29 (24hr)Fax: +47 55 50 62 01Controls/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 01Training Centre - Ålesund P.O. Box 1522, N-6025 ÅlesundTel: +47 70 23 51 00 Fax: +47 70 10 37 01Propulsion - UlsteinvikP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Tel: +47 90 01 09 97 (24hr)Fax: +47 70 01 40 14Rudders - HareidP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Tel: +47 90 89 46 74 (24hr)Fax: +47 70 01 40 21Ship Technology Fish & Merchant - ÅlesundP.O. Box 1522N-6025 ÅlesundTel: +47 81 52 00 70Fax: +47 70 10 37 01Ship Technology O$shore - UlsteinvikP.O. Box 1522, N-6025 ÅlesundTel: +47 81 52 00 70Fax: +47 70 01 40 13Steering Gear - HagavikP.O. Box 924 Sentrum, N-5808 BergenTel: +47 81 52 00 70Fax: +47 56 30 82 41Deck 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 01Cranes - MoldeP.O. Box 2009, 6402 Molde, NorwayTel: +47 70 31 15 00Tel: +47 91 62 23 36 (24hr)Fax: +47 71 17 31 40Deck 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 01Deck Machinery/Norwinch Service - BergenTel: +47 56 57 16 00 Tel: +47 91 84 70 67 (24hr)Fax: +47 56 30 82 41PolandDeck 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 56RussiaBusiness Center B5Pr Bakunina 5, O!ce 304191024 St PetersburgTel: +7 812 332 1855Fax: +7 812 332 1855SwedenPropulsion - KristinehamnP.O. Box 1010, S-68129 KristinehamnTel: +46 550 840 00Tel: +46 705 286 566 (24hr)Fax: +46 550 181 90United KingdomMarine Electrical SystemsNortharbour Road, CoshamPortsmouth, PO6 3TLTel: +44 2392 310 000Fax: +44 2392 310 001Sales & Service - DartfordNucleus, London Science & Business Park, Brunel WayDartford, Kent DA1 5GATel: +44 1322 312 028Fax: +44 1322 312 054Marine Gas turbines - BristolP.O. Box 3, Filton, Bristol BS34 7QETel: +44 117 979 7242Motion Control – DunfermlineHillend Industrial Park, Dunfermline, Fife KY11 9JTTel: +44 1383 82 31 88 Fax: +44 1383 82 40 38Sales & Service - DunfermlineHillend Industrial ParkDunfermline, Fife KY11 9JTTel: +44 1383 82 31 88Tel: +44 7831 1671 38 (24hr)Fax: +44 1383 82 40 38RAS Systems - NewcastleMichell Works, Scotswood RoadNewcastle Upon Tyne, NE15 6LLTel: +44 191 256 2800Fax: +44 191 256 2801Shaft 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 3950CroatiaEngineering - Navis ConsultBartola Kasica 5/4HR-51000 RijekaTel: +385 515 001 00Fax: +385 515 001 01GreeceSales & Service – PiraeusAkti Miaouli & 2 Kantharou Str.Piraeus 185 37Tel: +30 210 4599 688/9Fax: +30 210 4599 687SpainSales - MadridManuel Tovar 36-2A, E-28034 MadridTel: +34 913 585 332Fax: +34 91 735 07 28Sales & Service – Bilbao Estartexe, 8 o#cina E 48940 Leioa –VizcayaTel: +34 944 805 216 Fax: +34 944 806 482

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 EastP.O. Box 261103O!ce 47B Oil#elds Supply CentreRA/09 Jebel Air Free ZoneDubai, UAETel: + 971 4 883 3881 Fax: + 971 4 883 2639Naval - DubaiDubai Airport, Free ZoneSuite ZW406, PO Box 54254, DubaiTel: +917 4 299 4343Fax: +917 4 299 4344

Asia Paci!cAustraliaSales & Service – MelbourneUnit 4, 344 Lorimer StreetPort MelbourneVictoria 3207, AustraliaTel: +61 396 444 700Sales & Service - PerthUnit 2, 8 Wallace WayFremantle WA 6160, PerthTel: +61 8 9336 7910Fax: +61 8 9336 7920Naval - SydneyPO Box 117, North Ryde, NSW 1670 Tel: +61 2 9325 1333Fax: +61 2 9325 1300IndiaSales & Service - MumbaiTTC Industrial Area, MIDC Turbhe, NAVI Mumbai 400 703Tel: +91 22 6726 38 38Fax: +91 22 6726 38 18EA&C - IndiaTT Industrial Area, MIDC TurbheNAVI Mumbai 400 703Tel: +91 986 703 1823MalaysiaNaval - Kuala LumpurLot 32C, Floor 32, UBN Tower10 Jalan P. Ramlee,50250 Kuala Lumpur, MalaysiaTel: +60 3 2026 1990Fax: +60 3 2031 7990SingaporeSales & Service - SingaporeNo 6, Tuas Drive 1Singapore 638673Tel: +65 686 21 901Fax: +65 686 32 165Training Centre – SingaporeTel: +65 6501 7600New ZealandSales & Service - Christchurch175 Waltham Road Waltham, ChristchurchTel: +64 3 962 1230Fax: +64 3 962 1231VietnamDeck Machinery - VietnamRoad 4, Dong Xuyen Industrial Park, Rach Dua Ward, Vung Tau City Tel: +84 64 3576 000 Fax: +84 64 3576 001

68 CONTACTS

Rolls-Royce International O!ces

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

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

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

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

Middle EastRolls-Royce International LtdFuturo Tower, 5th Floor, O!ce 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 Paci!cRolls-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

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 6734 5031 Fax: +65 6734 5038

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 Paci#c 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

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 5344Corporate O!ce - Shanghai17th "oor Kerry Parkside, No. 1155 Fang Dian Road, Pudong, Shanghai 201204Tel: +86 21 2030 2800 Fax: +86 21 2030 2828Sales & Service – ShanghaiNo. 1 Xuan Zhong Road - Nan Hui Industrial Zone, Shanghai 201300Tel: +86 21 5818 8899Fax: +86 21 5818 9388Sales & Service - DalianRoom 1204/1206 Swissotel21 Wu Hui Road116001 DalianTel: +86 411 8230 5198Fax: +86 411 8230 8448Sales & Service - GuangzhouRm 2213A, Fuying Int Tower166, Changgang Rd, Haizhu 510250Tel: +86 20 895 77124Fax: +86 20 89577145JapanSales & Service - Tokyo31st Floor Kasumigaseki Building, 3-2-5 Kasumigaseki,Chiyoda-Ku, Tokyo 100-6031, JapanTel: +81 3 3592 0966 Fax: +81 3 3592 0969Sales & 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 8068Republic of KoreaSales & Service - BusanNoksan Industrial Complex 18B-2L,1578-1, Songjeong-dong, Gangseo-guBusan 618-270Tel: +82 51 831 4100Fax: +82 51 831 4101RussiaSales & 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 5909CanadaSales & Service - St. Johns142 Glencoe Drive, Mount PearlNewfoundland NL A1N 4P7Tel: +1 709 748 7650Fax: +1 709 364 3053Naval Undersea Systems-Dartmouth461 Windmill RoadDartmouth, Nova Scotia, B3A 1J9Tel: +1 902 468 2928Fax: +1 902 468 1388Naval Undersea Systems- Peterborough597 The QueenswayPeterborough, Ontario, K9J 7J6Tel: +1 705 743 9249Fax: +1 705 743 8003Sales & 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, O!ce 1303, 755, 0159 Las Condes, SantiagoTel: +56-2-586-4700Fax: +56-2-586-4705MexicoSales & 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 2241USANaval Marine Inc - Walpole110 Norfolk StreetWalpole, MA 02081Tel: +1 508 668 9610Tel: +1 (877) 598 6957 (24hr)Fax: +1 508 668 2497Sales & Service – Ft Lauderdale10125 USA Today Way, Miramar, Fort Lauderdale, FL 33025Tel: +1 954 436 7100 Fax: +1 954 436 7101Americas Corporate O!ce - Houston1880 South Dairy Ashford, Ashford Crossing IISuite 301, Houston, TX 77077Tel: +1 281 902 3300Fax: +1 281 902 3301Sales & Service - GalvestonPelican Island 1, 2929 Todd RoadGalveston, TX 77554Tel: +1 409 765 4800Tel:+1 (832) 330 2554 (24hr)Fax: +1 409 765 4801Engine & Ship Service - Long Beach2445 N Palm Drive Suite 104Signal Hill, CA 90755Tel: +1 562 989 0291Fax: +1 562 989 0281Sales & Service - New Orleans200 James Drive WestSt Rose, LA 70087Tel: +1 504 464 4561Fax: +1 504 464 4565Sales & Service - Seattle1731 13th Ave. SWSeattle, WA 98134Tel: +1 206 782 9190Tel: +1 206 499 8245 (24hr)Fax: +1 206 782 0176Naval Marine Inc - Washington1875 Explorer StreetSuite 200, Reston, VA 20190Tel: +1 703 834 1700Fax: +1 703 709 6086Naval 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 6763Naval Marine Inc - Annapolis190 Admiral Cochrane Drive,Suite 115, Annapolis, MD 21401Tel: +1 410 224 2130Fax: +1 410 266 6721Naval Marine Inc – Pascagoula Foundry3719 Industrial Road, PO Box 1528,Pascagoula, MS 39567Tel: +1 228 762 0728Fax: +1 228 769 7048Shiplift Systems - Annapolis190 Admiral Cochrane Drive,Suite 115, Annapolis, MD 21401Tel: +1 410 224 2130Fax: +1 410 266 6721Naval Undersea Systems - New Bedford1213 Purchase Street, New BedfordMassachusetts 02740 USATel: +1 508 990 4575Fax: +1 508 990 4577


WORLD’S FIRST GAS TUGSGas propulsion for maximum e!ciency with lowest emissions



issue

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

in-depth

1217

issue

172012

Documents

The widest range of marine products from a single supplier/media/Files/R/Rolls-Royce/documents/news/...22-23 Venice Syncrolift® demonstrates step change in shiplift lift capacity