in-depth

17 The widest range of marine 12 products from a single supplier

Automation and control systems

Azimuth thrusters issue Bearings 17 2012 Bulk handling Deck machinery Design and integrated systems Diesel and gas engines Dynamic positioning systems Energy storage Gas turbines Power electrics Propellers Propulsion systems WORLD’S FIRST Reduction gears Replenishment-at-sea GAS TUGS Rudders Gas propulsion for maximum e!ciency with Seismic and subsea systems lowest emissions Shiplift systems Stabilisers REGIONAL FOCUS CENTRAL EUROPE Steering gear Service centres expand to serve this hub of Tunnel thrusters marine activity Turbo generators Waterjets FLEXIBLE DP UPGRADES Installing an integrated dynamic positioning system enhances performance Contents 36 26

06 luminium Boats A PHOTO PHOTO

News 17 02-05 News and future events

issue PHOTOLIBRARY 17 2012 Technology 06-09 LNG is an option for harbour WORLD’S FIRST and escort tugs

COVER IMAGE GAS TUG Gas propulsion for maximum e!ciency with lowest emissions 10-12 Rolls-Royce and Bestway 36-37 Working together to reduce weight and REGIONAL FOCUS CENTRAL EUROPE Service centres expand to serve this hub of unveil new energy-e!cient enhance e!ciency marine activity

FLEXIBLE DP UPGRADES Installing an integrated dynamic positioning ship designs 38-39 Propelling and positioning drillships system enhances performance 13-15 Integrated ship and systems 40-43 QE carrier programme advances design = E!ciency 44 Accurately placing rocks 1,200 metres deep 16-19 Stronger together 45 Pulling power for today’s advanced designs 20-21 Anti-heeling with 46-47 O$shore deliveries and orders simultaneous roll-reduction Front cover: 48-51 Azimuth thrusters deliver for Swedish The world’s #rst LNG-fuelled 22-23 Venice Syncrolift® Coast Guard tugs are now in build for demonstrates step change operator Buksér og Berging. in shiplift lift capacity 52 Helping harness the power of the wind Read about them on pages 2 53-55 Power and speed for e$ective windfarm support and 6. 24-25 Safe and e!cient deck operations with new crane 56-57 Innovation in #shing vessel design technology 58-59 DDG 1000 programme gathers momentum Regional Focus Support and Service 26-30 Maritime excellence: from 60-63 Focusing on training the Bosporus to the Baltic 64-65 Playing a key role in vessel conversion 31 New European Service Centres up and running 66 Rapid response for emergency maintenance 67 DFDS ferry trio upgraded with Promas Lite Updates 32-35 EMAS invests in "exibility Contacts with performance 68-69 Contacts

issue 17 2012

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 © Rolls-Royce plc 2012 DESIGNED BY: Paperclip Communications The information in this document is the property of Rolls-Royce plc and may not be CONTRIBUTORS: RW – Richard White | CT – Craig Taylor | DC – David Cheong | AM – Amy MacKay | copied, communicated to a third party, or used for any purpose other than that for which MG – Mirko Gutemann | MH – Marianne Hovden | AR – Andrew Rice it is supplied, without the express written consent of Rolls-Royce plc. Printed in the UK. 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, If your details have changed or if you wish to receive a regular complimentary copy of In-depth please which must not be taken as establishing any contractual or other commitment binding email us at: [email protected] upon Rolls-Royce plc or any of its subsidiary or associated companies. Viewpoint

The quest for operating the fuel of choice for a growing number of newbuilds scheduled for delivery by the 2015 ECA regulation efficiency drives innovation and deadline. Our gas engines have been selected to power technology. a number of these vessels, including the world’s #rst all-gas tugs. We recently secured orders for the NVC 405 general he message from governments, cargo carrier variant of our award winning Environship bankers and ship operators concept. This innovative design delivers greenhouse gas seems to be very similar this emission reductions of more than 40 per cent compared year to last, 2012 will be another to similar vessels. toughT year. Banks have been cutting The quest to reduce operating costs and the their shipping exposure and #nancing environmental impact of vessels has been at the centre has become more di!cult as lending of our thinking for some time, and this drives our has tightened. The European Union innovation and technology investment programmes to continues to pursue tighter #nancial meet the challenges our customers face. integration, and in the U.S. real growth In the naval sector, we have received orders for is proving elusive. With China slowing, power and propulsion systems for two more Littoral global growth forecasts for 2012 have Combat Ships for the US Navy. Twin MT30s power these now reduced to around 3.5 per cent. vessels, and bene#t from over 45 million hours of airline How things will eventually unfold operating experience. – and the knock-on e$ect this will have Rolls-Royce and Daimler have also joined forces – is not clear. Continuing volatility, at to create a new marine and industrial engine joint least in the near term, is likely to be the venture through the acquisition of Tognum, maker of norm and the eventual outcome is likely MTU high speed diesel engines for use at sea and on to have longer term implications for land. The engines and technology portfolios are highly shipping in general. complementary to our Bergen medium speed engines. While challenges abound across As marine systems and equipment suppliers, the the industry, the higher value sectors goal of Rolls-Royce is to provide ship builders and ship are proving resilient. In the highly operators in the merchant, o$shore and naval sectors with specialised o$shore oil and gas sector, cost e$ective, e!cient and environmentally compliant further investment in deep water systems. A gas engine is a good start in reducing exploration and production looks emissions, but it is the e$ective integration of other energy particularly robust. We have recently saving designs and technologies – for which we have a secured orders to provide thrusters strong track record and remains our continuing goal – that and engines for drillships in addition to makes the real di$erence. UT-Design Platform Supply Vessels and I hope you enjoy reading more about how this is Anchor Handlers. being delivered through the articles in this latest edition The shift to low sulphur fuels and of In-depth. the focus on sustainable shipping TONY WOOD has seen the steady uptake in LNG as President - Marine 02 NEWS EVENTS NEWS Visit us at the following: World’s !rst 2012 LNG-powered JUNE tugs ordered 4-7 EAGE 74th Copenhagen, Denmark for Norwegian 4-8 Posidonia Athens, Greece terminal AUGUST 14-17 Nor!shing Trondheim, Norway 28-31 ONS Stavanger, Norway SEPTEMBER 4-7 SMM Hamburg, Germany 17-20 Rio Oil & Gas Rio de Janeiro, Brazil 19-22 Monaco Yacht Show Monaco, France OCTOBER 22-26 Euronaval 60 Paris, France waterjets for new NOVEMBER 4-9 Indian Coast Guard SEG Las Vegas, Nevada, USA fast patrol boats 28-30 International Rolls-Royce has secured a contract from India’s Cochin Workboat Show Shipyard to supply waterjets for 20 new fast patrol New Orleans, Louisiana, USA vessels for the Indian Coast Guard. DECEMBER A total of 60 Kamewa 71S3np waterjets (three per vessel), and associated equipment including a joystick of three UT 517 pollution control 4-7 Exponaval control system, which will enhance the manoeuvring vessels, Samudra Prahari, entered Valparaíso, Chile capabilities of the vessels, are to be supplied. The new service in 2010. Kamewa S3 design o$ers higher speeds, improved Construction of the new ships acceleration and increased e!ciency. is part of an expansion of the For further information, Indian Coast Guard. contact: Power for each of the 48m long vessels will be provided by three MTU 16V 4000 M90 engines, each When they enter service they Naval and submarines: rated at 3,648kW. The new vessels will be capable of will operate in Indian coastal Donna Wightman waters and around island [email protected] speeds up to 33 knots. Rolls-Royce has been a supplier to the Indian territories. Their roles will include Merchant and o$shore: Coast Guard for over 20 years with a large number of coastal patrolling, anti-smuggling Gunilla Wall waterjets already in service, as well as CP propellers missions, #sheries protection, as [email protected] and stabilisers on other vessels in the "eet. The #rst well as search and rescue duties. www.rolls-royce.com 03

A milestone in green tug Løseth, Senior VP - Merchant, estimated to be 45 minutes. development has been reached Propulsion Systems and Engines. Vetle Sverdrup, Commercial

Buksér og Berging with Buksér og Berging ordering “It con#rms that our unique engine Director at Buksér og Berging Rolls-Royce gas propulsion systems performance characteristics in terms AS, said, “We wanted to base PHOTO PHOTO for two powerful LNG-fuelled escort of response time, fuel consumption the design of the new tugs on tugs to operate at the Kårstø gas and low methane slip are important the spark ignition lean burn terminal near Haugesund in Norway. to our customers.” engine concept, and the ability The tugs will work for the Two 1,705kW Bergen C26:33 to accommodate direct drive in state-owned oil company Statoil 6 cyl in-line gas engines will addition to a low emission pro#le. and the process plant operator provide the power. They will drive The propulsion system on high Gassco on delivery in the third two US35 azimuth thrusters of the performance escort tugs needs quarter of 2013. They are 35m long latest design through a mechanical to accommodate rapid load stern drive azimuth thruster tugs transmission. Rolls-Royce will also pickup over the entire load range. with a broad 15.4m beam and a provide its ACON control system Due to these factors, we chose to bollard pull of about 65 tonnes. The and monitoring for the gas system, work closely with Rolls-Royce on design was developed by Buksér og together with propulsion system this project.” Berging together with Marin Design. engineering, and the AGA Cryo The tugs are being built in “This is a breakthrough for our single LNG tank plus gas supply Turkey by Sanmar Marine. For Bergen gas engines in the tug based on two coldboxes. The system more details, go to page 6. market, and for our new US35 is designed for weekly bunkering thrusters in escort tugs,” says Robert intervals and bunkering time is AS Skipsteknisk PHOTO PHOTO

Seismic streamer systems for advanced COSL vessel The seismic survey vessel, named HYSY 720, has entered endurance of 75 days. comfort of the working and living service with China Oil#eld Services Limited (COSL) and is To increase operating e!ciency, environment for the crew. now operating in the South China Sea. the vessel is designed for a speed The model ST-327L CD vessel is The vessel is equipped with a Rolls-Royce streamer of 16 knots and a towing speed equipped with a new generation of handling system capable of towing 12 streamers, each of #ve knots and has a diesel- seismic collection system, integrated 8,000m long, to perform high-density seismic data electric propulsion system. This will navigation system and lateral control collection. It is the #rst and most advanced deepwater signi#cantly reduce mobilisation system. Up to 75 people can be seismic survey vessel built in China so far and is 108.3m and demobilisation times, and accommodated onboard. long with a 24m beam, a draught of 9.6m and has an also contributes to improving the 04 NEWS

avy Power for two U. S. U. N PHOTO more Littoral Combat Ships 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.

New service centre in Hong Kong The Rolls-Royce service presence have relocated and expanded our in Hong Kong has been expanded facilities to ensure we can deliver recently with the opening of a new our services close to where our and enlarged service centre on Tsing customers operate,” says P. T. Tong, Yi Island. Branch Manager. “Service engineers It provides specialist support based here are on hand to provide and engineering services to the technical support wherever and Greater China region and forms whenever required.” an important component of the The new facility will provide Rolls-Royce service network that support for a variety of vessels, covers the entire east coast of China, including a large number of fast with existing facilities in Dalian, ferries that are in service between and is capable of undertaking major repair, overhauls Guangzhou and Shanghai. Hong Kong, Macau and the and upgrades for popular Rolls-Royce products that “With a growing customer base Pearl Delta. A large number have include waterjets, tunnel thrusters, azimuth thrusters in Greater China, coupled with an Rolls-Royce propulsion systems and deck machinery. increasing number of customer installed. It provides direct waterfront Sales support in Hong Kong has also moved to the operations within the region, we access to major transport channels new facility. www.rolls-royce.com 05

Four deepwater anchor handling vessels to get advanced deck machinery Rolls-Royce has secured a contract Arne Tande, Senior VP - O$shore Deck Machinery, said, Rolls-Royce will supply a complete from Swire Paci#c O$shore to supply “Rolls-Royce supplies world-leading marine technology deck machinery system to each of the advanced anchor handling systems that enables our customers to operate safely in challenging four vessels, which are being built at for four o$shore vessels, currently conditions, such as the deepwater oil and gas #elds. We the ST Marine Singapore shipyard. under construction in Singapore. are delighted that Swire Paci#c O$shore has again selected At the heart of each system is a The systems are developed for the our safety-critical technology, which demonstrates that our low-pressure hydraulic winch for safer handling of large anchors on focus on research and development and advancements anchor handling and towing duties, deck, such as the torpedo anchors in the technical capabilities of our products continues to with a pulling capacity of 500t. used in the deepwater oil and gas position Rolls-Royce as the market leader for specialist #elds o$ the coast of Brazil. handling equipment in the o$shore industry.”

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 Asian orders for popular deepwater UT designs pleased to enter into this deepwater segment by building vessels of The rapid expansion of Asia into with a range of Rolls-Royce onboard technologies that a world-leading design from the o$shore industry looks set include diesel-electric propulsion and deck machinery. Rolls-Royce.” to continue, with shipyards and They are also equipped for #re#ghting and oil recovery. The 4,400t, 90m long UT 776 CD operators selecting Rolls-Royce The UT 755 CD has a deck cargo area of 670m2 and an design incorporates a range designs for deeper waters. overall length of 78.7m with a 16m beam. Planned delivery of Rolls-Royce systems like Singapore-based PaxOcean is the #rst half of next year. diesel-electric propulsion. They will Engineering is building two PSVs to In China four UT 771 CDL vessels will be built by the be built at Hyundai’s Ulsan shipyard the Rolls-Royce UT 755 CD design, COSCO (Guangdong) Shipyard Co. Ltd. These complex for delivery in 2013 and 2014. The at its shipyard in Zhuhai, China. The vessels are "exible and highly e!cient, featuring a fully contract includes options for a further vessels combine a proven ship design integrated systems package comprising diesel electric two vessels. 06 tatoil PHOTO ØyvindPHOTO Hagen/S

Technology

The Kårstø gas terminal near Haugesund in Norway where gas-powered tugs will begin operating next year. 07

LNG is an option for harbour and escort tugs Rolls-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. 08 TECHNOLOGY

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roviding propulsion systems for tugs comprising Bergen diesel 2 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 consumptionP 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 PHOTO Per MagnePHOTO Einag

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 3 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 www.rolls-royce.com 09

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.

Operating Mode TIME% Standby (coupled & uncoupled) 38% Transit (sailing from & towards a job) 33% Assist (connected to ship) 29%

TABLE 2: Illustrates the potential saving in fuel and lube oil consumption. A vertical C-type gas tank of Fuel use comparison MGO* LNG** 78m& capacity and two separate Average fuel consumption g/kWh 194 157 cold boxes are installed under the foredeck and provide su!cient Annual fuel use tonnes per year 868 702 capacity for 150 hours running at Lube oil consumption g/kWh 0.8 0.4 50 per cent load. Refuelling is a Annual lube oil use tonnes per year 3.3 1.6 simple operation and is required once a week from either a Test Cycle Type E3 (Variable speed propulsion) * MGO Speci!c Heat 43.0 MJ/kg. Density 858 kg/m³ shore-based tank, road tanker or ** LNG Speci!c Heat 49.4 MJ/kg. Density 430 kg/m³ transport storage unit. Fuel transfer time is just 45 minutes, provided a TABLE 3: Shows the projected reduction in emissions. The Bergen gas engine has a low methane slip of 100m&/hr system is used. 3.10g/kWh at full load, which has been taken into account when calculating the equivalent CO 2 Although the initial capital costs reduction of 23 per cent. are higher for gas propulsion due to Emissions comparison MGO LNG the cost of the fuel system, this can NOx emissions g/kWh 9.6 1,1 be o$set within a relatively short time by signi#cantly lower annual NOx tonnes per year 41 5 operating costs. You also have a very SOx emissions g/kWh 0.2 0 environmentally friendly vessel that SOx tonnes per year 0.9 0 satis#es forthcoming legislation, with the emissions reduction CO2 tonnes per year 2,716 2,202* advantage there from day one. Environmental Ship Index ESI 7.27 90.66 Ship construction data is used to

*Includes an averaged 3.7 g/kWh methane slip equivalent CO2 calculate the vessel environmental ship index (ESI). This is a score based on the vessels environmental mechanical drive or as gensets and can accept rapid changes in load. They credentials. It is expected that in 1. The Rolls-Royce LNG propulsion can therefore be used in a variety of propulsion solutions, depending on the the future, this, or a similar scoring system for a harbour tug. operating pro#le of the tug. system will be used to tax vessels 2. The number of A study of ship assist tug operations shows that a tug has a varied working entering port. The score does give a LNG bunkering facilities is pro#le. Long-term operational studies demonstrate that harbour tugs will good indication of how much more growing and environmentally friendly LNG as a refuelling is a typically only spend 29 per cent connected to a ship, actually carrying out its simple operation assistance duties, 33 per cent of total operation time in transit, sailing from fuel is, compared to MGO. that can take under an hour. and towards a job, while the remaining 38 per cent is spent on standby and These analyses are based on 3. Gas propulsion is loitering. long-term experience with tug also an option for pusher tugs. Throughout a day or week, a tug’s power requirements can vary propulsion. Rolls-Royce supplies tremendously. Diesel engines normally have a much higher level of speci#c engines, thrusters and winches emissions and fuel consumption at low loads, compared with the most for tugs all over the world and the e!cient operation at high loads in terms of emissions and fuel burnt per US series azimuth thrusters are unit of power output. A characteristic that has resulted in the recent move particularly popular due to their to hybrid tugs by some operators. It is here that Rolls-Royce lean burn gas good performance and robustness. engines score. US 205 FP thrusters already propel Rolls-Royce has evaluated a number of LNG-fuelled propulsion systems for environmentally friendly tugs and harbour tugs and the #rst are now under contract (see page 2). The system have been selected for the second selected produces over 65 tonnes bollard pull and uses a stern drive azimuth of the Foss hybrid tugs, following thruster layout based on two US 35 CP thrusters with controllable pitch the successful operation of the #rst propellers. They are directly driven by two Bergen C26:33L6PG gas engines, of the type, Carolyn Dorothy, at Long each delivering 1,705kW and running at 1,000rpm. Aquapilot controls and Beach and Los Angeles over the past ACON automation are part of the package. two years. [AR] 10 TECHNOLOGY

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

he global shipping industry is now #rmly committed to using vessel 4400 Series container carriers (up to 2,000teu), the 4600 designs and systems that will cut greenhouse gas emissions. China Series general cargo carriers (up to 40,000dwt), the 6400 is also entering a green era, with national policy supporting energy Series LNG carriers (up to 40,000m3) and the 4800 Series e!ciency and environmental protection, with the target of cutting bulk carriers (up to 100,000dwt). All are designed to comply

COT2 emissions per unit GDP by 40-45 per cent by 2020. with and exceed future emissions targets. To meet the evolving low emissions requirements of the global, ”As more international emissions controls are intra-regional and inland shipping trade, particularly in Asia, Rolls-Royce and progressively introduced, the marine industry is Bestway formed a Joint Project Team (JPT) in Shanghai at the start of 2011. collaborating to ensure that designers, equipment The #rst of the new designs have now emerged. manufacturers, yards and owners work together to create They range from 2,500 to 100,000 deadweight tonnes (dwt), including highly e!cient vessels that improve operating costs the 4100 Series roro carriers (from below 9,000 – 11,000dwt and above), the while reducing harmful environmental impacts,” says www.rolls-royce.com 11

1. JD 4801 bulk carrier - 37,000dwt. 2. JD 4601 cargo carrier - 37,000dwt. 3. JD 4104 GF roro cargo carrier - 9,000dwt/2,100lm. 4. JD 4103 GF roro cargo carrier - 9,000dwt/1,750lm. 5. JD 4401 container carrier - 2,000teu.

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Arne Magne Vik, JPT Technical Director. ”Through our collaboration with 200teu on the upper deck with 1,800 lane-metres, but Bestway, we are well placed to lead this charge.” have di$erent stern ramp arrangements. Diesel or gas The designs bene#t from the combined design and systems expertise of both propulsion can be speci#ed. companies in producing highly e!cient vessels tailored speci#cally for the future Lane-metre capacity of the gas-powered JD4103GF merchant shipping market, in which low emissions and reduced operating is reduced by 50m, as some cargo space is lost to costs are key drivers. This includes the application of Liqui#ed Natural Gas (LNG)- the gas tank. The 166.6m long JD4104GF, with a fuelled propulsion, which is gaining acceptance globally as a marine fuel, and deadweight of 11,000dwt, 21,000 lane-metres and where Rolls-Royce has accumulated signi#cant experience with 23 gas-powered capacity for more than 250teu, is currently the largest vessels now in service or on order. in the family. It has the same propulsion system as With the exception of the general cargo/bulk designs, which have its smaller sister, which comprises of twin Bergen diesel-only systems at the moment, all designs have the propulsion options B32:40L8PG main engines, rated at 3,220kW, and of either conventional diesel/hybrid or gas. Those designs featuring Rolls-Royce a Bergen C26:33L6AG 2,000kW auxiliary generator, Bergen gas engines already meet IMO Tier III requirements for nitrogen oxide hence the slightly slower service-speed of 15.6 knots.

(NOx), sulphur oxide (SOx) and carbon dioxide (CO2) emissions, which come into Range for the gas-powered ships is 6,000nm, with force in 2016. 6,500nm for conventional diesel power. EEDI ratings With the Energy E!ciency Design Index (EEDI) being mandated from 2013, range from 19.4 to 15.9, although they do not yet each design has been given an EEDI rating calculated using MEPC 1/Circ 681. apply to roro vessels. However, they are subject to change, as the formulae have not been fully The JD4400 series container vessel family so far clari#ed for some vessel types. comprises two designs able to carry 2,250teu and Roro vessels in the JD4100 model range feature a low drag hull form and 2,194teu respectively. Both are 198.5m long with a sea-friendly bow with twin Promas integrated propellers and rudders. Three are deadweight of 30,000dwt. There is an extra cost for based on the same 150m hull design, have a deadweight of 9,000dwt and carry the LNG system and a reduction in cargo handling of 12 TECHNOLOGY

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1. Much 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 is a Bergen C26:33L8PG, rated at 2,160kW, which drive a the theoretical loss of earnings are more than o$set by the fuel economies single Promas system, and a Bergen C26:33L6AG genset. and lower emissions of the LNG-fuelled variant, which has an EEDI of 12.2. Both engines are able to run on boil-o$ gas (BOG) or LNG It is powered by a single Bergen B35:40V16PG, driving a single Promas from twin 80m3 storage tanks. A hybrid shaft generator system with CPP, supplemented by three Bergen C26:33L9AG generator provides the electrical power, which can be used to sets, powering through a power-take-in (PTI). The diesel-powered JD4401 increase propulsion power or for redundant propulsion. drives a FP Promas system and has a 1 knot faster service speed of 18.5 The larger JD6405 with 10,000m3 capacity can be knots with an EEDI of 13. speci#ed with either gas or dual fuel propulsion. It is Adopting a similar hull design and propulsion arrangements are the a shallow draft design well-suited for rivers and coastal JD4601, a 37,000dwt handysize bulker, and the JD4801, a 37,000dwt waters and has a length of 124.9m and a 22.4m beam general cargo carrier. Both vessels are 180m long, with a beam of 29.8m with 4.5m draught. Propulsion power is provided by twin and an EEDI of 4.4. Propulsion power is provided by a 6,250kW diesel, 1,620kW Bergen C26:33L6PG engines driving Promas driving a FP Promas system for a service speed of 14 knots. systems and running on LNG stored in two 120m3 tanks. The #nal designs are small LNG carriers with capacities from 5,000 to The dual-fuel version incorporates two 425kW diesel 40,000m3, ideal for the anticipated demand in smaller vessels to supply LNG gensets that can also provide extra power and emergency bunkering points as the world’s LNG infrastructure develops. All have an propulsion through a hybrid shaft generator system. [AR] 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 www.rolls-royce.com 13

Integrated ship and = systems design E"ciency 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. 14 TECHNOLOGY

hip and systems design is very important to plan ahead and consider the legislative operators to remain on schedule an area where Rolls-Royce landscape and any other requirements that may be in place without needing to burn additional continues to invest heavily in when the vessels enter service. fuel to make up lost time. research and development, The result for the customer is that the performance of a Powered by a single Bergen B35:40 Sto ensure that the company’s designs new design can be predicted early in contract negotiations, V12 gas engine developing 3,930kW, are the optimum for the customer’s giving con#dence that the actual ship will behave as two of the vessels are now being built needs and can cope with real calculated and the full bene#ts of innovation realised. at the Tsuji Heavy Industries shipyard operating conditions. in Jiangsu, China. The vessels will A combination of CFD Integrated processes enter into service progressively from (computational "uid dynamics) and Development of a hull form with the required performance October 2013, operating along the tank testing is used. Promising designs for the customer’s operation goes hand in hand with West Coast of Norway. can then be veri#ed by tank testing structural strength and steel work calculations. Once a ship and compared with operational design has been agreed on with the owner, Rolls-Royce NVC 604 – Bunker tankers feedback from over 800 Rolls-Royce works closely with the shipyard and the owner to develop Three NVC 604 bunker tankers have designed o$shore and merchant detailed speci#cations and working drawings. been designed for Brazilian operator vessels operating globally. As shipyards across the world build Rolls-Royce designed Navegação São Miguel Ltda (NSM) Because of its extensive product vessels, there is a three-way relationship between the to build at their own yard in Niteroi, range, Rolls-Royce has the ability to yard, the ship owner and the designer. For merchant Brazil. The vessels have Rolls-Royce integrate complex ship systems that vessels, a team in Croatia specialises in producing the systems and equipment and are to be are engineered to work e!ciently detailed production drawings of the ship and the installed delivered by the end of 2014. together. As an integrator and a equipment. Using powerful software, the exact order Rolls-Royce has had a fruitful designer, it aims to get the best of build can be speci#ed, as can input for the computer cooperation with NSM for almost products together as an e!cient programmes that will cut and weld the steel. two years developing these vessels, system and design the optimum ship Over the last year, there have been a number of which are optimised to meet very around them. examples. speci#c requirements, with a high The design process normally starts focus on large cargo tank volume, by sitting down with ship owners NVC 405 – the !rst of a new generation high deadweight and good course to gather as much data as possible Last year, Rolls-Royce unveiled its new Environship concept keeping in shallow areas. The vessels on what they want their vessels to general cargo vessel and secured its #rst orders from will have DNV class, "y the Brazilian do. Details such as operating routes, Norwegian transport group Norlines. The 112m long and "ag and are designed for coastal trade anticipated weather conditions, 5,000dwt design combines the best available gas power in Brazil. The cargo will be heavy fuel turnaround times in port and the and propulsion technology into an innovative hull design oil (HFO) and marine gas oil (MGO) to type of cargo all have a signi#cant to provide numerous environmental bene#ts, including the a total deadweight of about 4,350t at impact on the design. A detailed virtual elimination of SOx and a reduction of CO2 emissions the design draught of 4.5m. Service picture of the operating pro#le is by more than 40 per cent compared to similar vessels. speed will be approximately 10 knots. built up long before a ship gets to The hull incorporates improvements in hydrodynamics Overall length is 90.2m with a beam the drawing board. and wave piecing technology (patent pending) that of 18.2m. With the introduction of new IMO enables the ship to cut through rather than ride over NSM began to provide bunkering emissions regulations in 2016, it is also waves for improved performance in a seaway, enabling operations in 1964 in Guanabara Bay

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(Rio de Janeiro) to supply the then incipient Petrobras oil 2 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 carrier The 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 3 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 transport A 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 3,000m& 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 4 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]

1. NVC 405 general cargo vessel. 2. NVC 604 bunker tanker. 3. NVC 401 forage carrier. 4. NVC 386 live !sh transporter. 16 TECHNOLOGY Stronger together Rolls-Royce and Daimler have joined forces to create a new marine and industrial engine joint venture through the acquisition of Tognum.

ognum makes high speed there are also clear opportunities in shared technologies, Under the MTU brand name, diesel engines for use at sea sales networks and after sales service expertise. propulsion system solutions are and on land. The engines While the Tognum name may not be familiar to all, its provided for a range of marine are highly complimentary brands are certainly well-known: MTU, MTU Onsite Energy applications, from naval and toT the Bergen medium speed diesel and L’Orange. governmental vessels, tugs, o$shore and gas engine portfolio supplied vessels to fast ferries and yachts. The by Rolls-Royce. Daimler has global Advanced marine propulsion technology high speed marine diesel engines distribution capability, volume What do many of the biggest mega yachts and the fastest Series 60, Series 396, Series 4000, manufacturing expertise and high speed ferries of the world have in common? They are Series 1163 and Series 8000 cover technologies for lower emissions powered by MTU. The same applies worldwide for many a broad power range from 260 to diesel engines. Combining the other ships, frigates, tugs and platform supply vessels. 9,100 kW. As a systems partner, strengths of Tognum, Rolls-Royce With its two business units, Engines and Onsite Energy complete propulsion packages are and Daimler will create signi#cant & Components, the Tognum Group is one of the world’s also supplied that include other new opportunities and accelerate leading suppliers of engines and propulsion systems equipment such as gearboxes, growth in a fast-moving global for o$-highway applications and of distributed energy propellers, onboard power supplies market worth more than €30 billion a systems. The product portfolio of the Engines business unit and integrated ship automation year. The three companies have well- comprises MTU engines and propulsion systems for ships, systems. The range of products aligned portfolios and together, they for heavy land, rail and defense vehicles and for the oil and is complemented by extensive can o$er a wide range of medium gas industry. Products of the Onsite Energy & Components services provided under the and high speed diesel and gas business unit include distributed energy systems of the MTU_ValueCare programme. engines for propulsion and power brand MTU Onsite Energy and fuel-injection systems In 2011, Tognum generated generation applications. Over time, from L’Orange. revenue of nearly €3 billion and

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2 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 vessels For 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 MEDIUM AND HIGH SPEED ENGINES IN AN EXTENDED RANGE power-to-weight ratio, which puts them at the top The new entity will bring together the well-known The new joint venture will provide: of their class for acceleration. With MTU and Bergen engine names, extending the product An integrated high and medium speed up to 4,300 kW of power, they portfolio to include both medium speed and high engine portfolio. are ideal for fast yachts. Pictured: speed diesel and gas engines. A broader product range for marine and 20V 4000 M93L. Once integrated with the extensive range of energy markets. Engine weight is 13t, with gear Rolls-Royce ship designs, systems and equipment, a A greater range of marine propulsion and power 15,6t. much broader range of advanced marine solutions systems solutions. 2. The headquarters and main will be available for customers across the commercial An enlarged distribution and service network. manufacturing is based at and naval sectors. The goal is to provide the optimum A customer and service focused organisation. Friedrichshafen in Germany. system where economical and reliable performance, At present, all three companies are engaged in environmental compliance and power density are discussions to prepare their future collaboration. important factors. Established individual sales relationships remain unchanged. Brands: MTU, MTU Onsite Energy, L’Orange 18 TECHNOLOGY

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Padilla class frigates by replacing the vessels’ 30-year-old MTU Series 1163 and cost-e!cient propulsion solutions with the highest engines with the current version of the same engine model. This included the possible availability. In a large number of tug systems, MTU ‘Callosum’ ship monitoring, automation and control system, which will extend diesels are driving Rolls-Royce azimuth thrusters. propulsion system overhaul period to 20 years. The on-board power generation systems were also replaced with MTU gensets based on Series 2000 engines. Power o"shore Opting to modernise this frigate class with MTU engines, the Colombian Navy The ‘Ironmen’ engines are also the base for MTU’s was able to make the most of existing assets and facilities. diesel-electric propulsion systems in the o$shore sector. An example is the PSV Eldborg, which is powered by MTU engines for tugs - reliable and durable four 12 cylinder 4000 M40B engines rated at 1,560kW MTU’s Series 4000 ‘Ironmen’ engines, which have a power range of 746 – and delivered in 2009. Vessels in the o$shore wind 1,840kW for unrestricted continuous operation and up to 2,240kW for vessels industry also bene#t from MTU’s diesel and such as crewboats, were developed to meet the particular requirements of the diesel-electric solutions. Two of the most recent workboat market. Speci#cally, this means maximising engine performance, windfarm support vessel designs feature MTU diesel extending the time between overhauls and reducing fuel consumption. As a and Rolls-Royce waterjet propulsion (see page 53). result, the ‘Ironmen’ engines deliver a fuel consumption of 195g/kWhr and can Installing bulky wind turbine towers in rough seas is operate for up to 33,000hrs before the engines are due a major overhaul – key a real challenge for a workboat’s propulsion system. advantages for tugs and other commercial vessels that depend on reliable RWE Innogy’s latest installation vessels are equipped www.rolls-royce.com 19

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1. The future F125 with an MTU diesel-electric system for dynamic vessel to the transmission and generators to the standardised frigates of the German Navy will positioning and reliable operation of all ship systems electronic monitoring and control systems like ‘Blue Vision’. each be powered in powerful tidal currents and at high wind speeds. It is Drive solutions are individually designed for each yacht. by four MTU Series 4000 diesel due to these advanced engine technologies that MTU’s Italian manufacturer Ferretti, for example, relies on MTU gensets producing 12,060kW, to power diesel-electric propulsion solutions have since drawn the Series 2000 engines for best in class power-to-weight onboard systems attention of a number of international naval architects. ratio. Semi-displacement yachts like those of Dutch and provide diesel electric propulsion builder Heesen are equipped with Series 4000 engines for for cruising speeds up to 20 knots. especially high standards with regards to noise, vibration High-performance engines for 2. Four MTU series fast ferries and reliability. 8000 engines rated at 9,100kW In order to quickly and reliably transport commuters drive three Rolls-Royce and tourists to their destinations, fast ferries depend on Implementing key technologies Kamewa waterjets powerful propulsion systems. MTU has been providing The manufacture of diesel engines for marine applications to give the 101m trimaran shipyards such as Austal with the solutions to meet at MTU has a long tradition. Fast-running and compact Benchijigua Express, operated by Fred increasing demands on new vessels, which have to carry four-stroke diesel engines have been developed and Olsen in the more people while completing their routes to the same manufactured since the 1930s. Canary Islands a top speed in excess schedule. Large modern high-speed catamarans like The most signi#cant challenge in the development of 40 knots. 3. Starnav’s line the Jean de la Valette and the trimaran ferry Benchijigua of next generation diesel engines is compliance with handling tug Sirius Express are powered by the largest engines MTU future exhaust gas emission limits, while also ensuring relies on MTU 16V 4000 M63 produces, the power-dense 8000 series. Both vessels low fuel consumption. ‘Ironmen’ engines to deliver 70t are also propelled by Rolls-Royce waterjets. In combination Tognum develops key technologies for clean and of bollard pull. with comprehensive maintenance contracts, the fast e!cient diesel engines in-house. By combining Starnav provides oil & gas o$shore ferries are well-equipped to meet any current and turbocharging, fuel injection, electronic monitoring and services to Petrobras and future requirements. control systems, in addition to advanced combustion Repsol activities technology, Tognum engineers have optimised the in Brazil. 4. The 73m super State-of-the-art yacht propulsion in-engine technologies to the point where no additional yacht Silver built by Hanseatic Marine The experience and expertise gained from naval and external after treatment is necessary to comply with in West Australia commercial applications have been incorporated into the today’s emission standards. is powered by two MTU 16V 4000 M93 design of MTU’s yacht propulsion systems. This results in If in-engine optimisation is no longer su!cient to meet diesel engines, which give a MTU yacht engines not only being extremely powerful, the more stringent emission requirements, then exhaust maximum speed quiet and compact, but also fuel-e!cient, cost-e$ective gas after-treatment such as selective catalytic reduction of 27 knots. and reliable. As a systems supplier, MTU integrates (SCR) or a diesel particulate #lter (DPF) is added. As a result, all components based on the clients’ most exclusive system solutions deliver minimised fuel consumption with demands – from the engine as the heart of the system low exhaust emissions and long engine life. [MG] 20 TECHNOLOGY Anti-heeling with simultaneous roll-reduction 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.

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olls-Royce has been support vessels Deep Cygnus and Normand Pacific, and to keep the sides of the vessel wet, designing U-tanks for roll- feedback is good. They are no longer forced to wait thereby reducing external ice reduction and anti-heeling for sea conditions almost as calm as in harbour before build-up and increasing speed. A (formerly Intering) for over commencing lifting operations. wider channel is also created. 40R years. These systems have proved The key to simultaneous operation is a multi-tank so reliable that in some places they system of adequate tank capacity and momentum for Roll-reduction have become the accepted standard both applications. Since in most cases the tank capacity The directly controlled U-tanks for shipyards and shipping lines. is designed according to the maximum crane moment, (wing tanks measuring A particular speciality is the simultaneous operation can only take place with the approximately two to three decks combined U-tank. Roll-reduction crane under part load, so that su!cient tank moment in height, connected to each other during operations at sea and still remains for roll-reduction. by water and air cross-ducts) are anti-heeling in harbour can be These vessels each have three U-tanks. In normal designed to meet the shortest roll carried out with the one tank, saving mode, when crane operations are not being undertaken, that can be expected from the ship signi#cantly on space. The principle all three tanks operate in roll damping mode. When during its normal operations. has been proven with installations crane operations are being carried out, one or two of the The movement of the tank water on several hundred ships, but tanks are switched to the anti-heeling mode, depending is passive, induced solely by the until recently, it was only possible on the sea state and the load being lifted. Both systems rolling movement of the ship, and to select one of the functions, are designed for operation with maximum reliability and the system maintains its full e$ect depending on requirement. minimal energy consumption. There are no moving parts even at zero speed. The shifting of The next logical step – in the water. the centre of gravity, which is the anti-heeling with simultaneous For ice breakers, the system gives another bene#t, ice di$erence in level between the roll-reduction – has now been heeling or duck walk, where the system is set to give two wing tanks, generates the tank successfully realised, with the vessel a gentle roll of 3-4 degrees in a three-minute momentum that counteracts the installations on the ROV/dive cycle. This ensures a regular change in waterline depth roll motion. www.rolls-royce.com 21

1. Deep Cygnus uses 2 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/ dive support vessel Deep Cygnus. 4. The multi-tank system is used in combination to reduce roll and provide anti- heeling during lifting operations.

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With periodic interruption of the Anti-heeling tank’s ventilation using a series of The anti-heeling action is achieved using the same tank durable disc valves that open and but by means of an air blower, which acts on the water anti-heeling system. close within 0.4 seconds, the tank surface with a maximum over-pressure of 1Bar. Depending on the vessel moment can be held constant. The air"ow is controlled by a special valve group, which application customers can select The system can therefore react can switch to any operating condition (water to starboard, from a number of anti-heeling automatically to every individual roll to port, or stop) in less than one second. The system arrangements. movement of the ship. This control therefore reacts almost instantaneously to the current Now that Rolls-Royce has become mode preserves the necessary heeling moment. This is particularly useful if the moment a major producer of shipboard delay of ¼ roll period, i.e. 90° of tank of the crane does not change linearly, but resembles cranes for demanding tasks period versus the ship roll motion, a sine-function. As air pressure is the weight transfer o$shore, as well as a ship designer in each single roll movement for the medium, the cross-duct no longer has to be tubular and provider of anti-roll and best possible reduction of roll. and a roll-reduction tank with its large and rectangular anti-heel systems, fully integrated The tanks are usually positioned cross-duct can be used for anti-heeling duties. solutions can be designed and in the parallel mid-ship area, where A further control option, already proven on supplied. A combined system the leverage is greatest for the tank paper-carrier vessels, reduces system reaction time allows crane operations to continue moment and therefore the required even further. By programming the anti-heeling system safely, even in worsening weather mass is smallest. If this is not to receive change of momentum (tm/min) signals conditions, for more operational possible, the tank can be moved directly from the crane reaction is immediate, no waiting revenue-earning days. [RW] aft. Moving forward is undesirable for the delayed reaction to the ship’s list. In the ideal as acceleration forces from pitching case, no further list occurs at all, since every crane should be avoided inside the tank. movement is compensated for instantaneously by the 22 TECHNOLOGY Venice Syncrolift demonstrates step change in shiplift lift capacity The 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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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 3 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

LF through which tides propagate in the lagoon. In normal tidal conditions, the gates (a type of

PHOTO G PHOTO 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 4 element in the plan of measures implemented by the Ministry of Infrastructure and Transport – Venice Water Authority through the Consorzio Venezia Nuova to 1. Caissons weighing up to 22,300t ith a platform width of 52m and a length of safeguard the Venice lagoon area. GLF will fabricate will be launched just 60m, the Venice Syncrolift is the widest and install a total of 18 caissons on the seabed, with the by the 52m wide Syncrolift. shiplift designed and constructed to date. largest weighing 22,300 tonnes. 2. Once launched, Two rows of 1,200 tonne hoists give the Derived from the successful and proven Syncrolift the caissons will be towed out and Wshiplift a net lifting capacity of over 24,000 tonnes – shiplift and transfer system technology, typically used placed in position at the lagoon the greatest tonne/metre capacity of any Syncrolift in for docking and undocking ships, the new Rolls-Royce inlets. the world. caisson lift takes shiplift capability to a new level. With 3. The gates rest in the caissons This latest advance in the application of Rolls-Royce the integration of 1,200 tonne hoists, it has been possible anchored on the shiplift technology is now operational in Venice, Italy seabed. to virtually double Syncrolift lift capacity. This, coupled 4. Aerial view of the and is a revolutionary departure from standard Syncrolift with the development of the much wider 52m platform, Venice launch site. designs. It will launch concrete caissons, not ships. will enable Syncrolifts to be constructed with capacities The Syncrolift was custom designed to meet the to safely dock and undock much heavier and wider requirements of the Venice "ood barrier project, known ships, including Aframaxes and cruise ships, thereby as MOSE. It will be used to launch 18 giant concrete providing a viable alternative to drydocking for major caissons, fabricated by Grandi Lavori Fincosit (GLF), that ship repairers. will become the seabed supports for the barriers being The Syncrolift design is also very "exible, so longer constructed in the inlets of Venice’s three lagoons. When ships can be accommodated by simply extending the complete, huge gate-like barriers will be anchored to platform length and adding more hoists. the caissons mounted on the seabed and will protect As the world leader in shiplift and transfer systems Venice from high waters that are increasingly threatening with more than 245 installations designed and supplied the city. to over 70 countries around the world, Rolls-Royce The full-scale operational trial launched a 7,000 is looking to apply greater lifting power to other tonne test caisson and proved all aspects of the caisson applications, and improve operational "exibility for preparation, transportation and launch process. It was customers with diverse docking needs. [AR] 24 TECHNOLOGY

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Safe and e!cient deck operations with new crane technology

The Rolls-Royce range of advanced, precision heavy lifting tools, primarily for o$shore vessels,vessels. continues to expand. www.rolls-royce.com 25

ver the past few The latest development is in the crane itself, with the handling, for which Rolls-Royce years, Rolls-Royce has introduction of the active heave compensated (AHC) dual has developed the CTCU traction developed and put into draglink crane. A special parallelogram linkage formed by winch. It has proved very successful, service a range of deck the boom and two links, allows the hook to be positioned both technically and in terms of Omachinery to make work on the anywhere in a much larger working envelope than the operating economics. This #bre rope decks of o$shore anchorhandlers alternative knuckleboom layout. Other advantages include handling technology is now being safer for the crew. The same has been increased lifting height, e!cient vertical and horizontal incorporated into Rolls-Royce cranes, done for platform supply vessels that load handling with good heave compensation. The crane giving sensitive load control in ultra have to load and discharge cargo at itself has a low centre of gravity and is light for its power deep water with very e$ective heave rigs and platforms, often in rough and capability. compensation. The same technology sea conditions. The #rst crane of the 50t active heave compensated is also being used successfully for This work continues, with a dual draglink type is being supplied to Olympic Shipping. oceanographic research. [RW] number of new systems under It can handle 50t loads at an outreach of 8m, or 20t on a development or speci#ed for vessels 20m arm. The active heave compensation system allows currently under construction. for substantial movements either side of nominal. A With the acquisition of Odim and version designed speci#cally for platform supply vessels new agreements with partners, (PSV) is also ready for delivery and will be #tted to the UT

Rolls-Royce has been able to 754 WP now being built for Farstad Shipping. 1. On the dual draglink rationalise and expand its marine Two types of crane – knuckleboom and dual draglink crane, a special parallelogram crane activities. – each have advantages and applications and both are linkage formed by the boom Rail-mounted cranes for supply being manufactured and further developed. Feedback and two links, vessels and anchorhandlers are a on a 150t knuckleboom crane with heave compensation allows the hook to be positioned feature of many vessels equipped delivered to Havila Subsea has been positive and two other anywhere in a much larger working by Rolls-Royce, with over a hundred cranes of this con#guration are now going into service. envelope, compared to the knuckleboom now in service. They can be #tted With o$shore construction work in deep water layout. with remote controlled manipulators growing rapidly and operations in 4,000m depths 2. A knuckleboom crane with 150t to make anchor handling operations becoming increasingly the basis for speci#cations, the capacity and heavy involving chains and wires under high application of #bre rope is gaining ground as the limits compensation is in service with Havila tension far safer for the deck crew. of steel wire is reached. Fibre ropes require special Subsea.

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RegionalRegional FocusFocus

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. 27 Maritime excellence: from the Bosporus to the Baltic In 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. 28 REGIONAL FOCUS

n this issue, we take an inside view at how Rolls-Royce has developed marine operations in countries stretching from Turkey Ito Poland, through the busy shipping PHOTO Bourbon PHOTO 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 territory The 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, is investing to provide support across all sectors of the A network of convenient, fully #shing, energy production and of industry in this hugely diverse region. equipped facilities in the major course, in the defence of nations ports are supplemented by mobile through signi#cant naval capabilities. Supporting European shipping engineering capability in the shape Around 40 per cent of all freight across the globe of containerised workshops, which moved in Europe, is classed as Short In recent years, Rolls-Royce has invested signi#cantly in a can be deployed exactly where and Sea Shipping, meaning many of network of state-of-the-art marine service centres across when they’re needed. hundreds of vessels moving a wide Europe, with new or expanded facilities opening recently variety of products over a complex in Rotterdam, Genoa, Hamburg and Gdynia. In addition Mediterranean network of trading routes 365 days to the larger service centres, even greater geographic The Mediterranean is dominated a year. coverage is maintained through an extensive team of by the Merchant sector with an Europe is also the base for many service engineers, many working from local dedicated abundance of cruise ships and ferries of the world’s leading ship designers o!ces, such as those in Greece, Spain, France and Turkey. catering to millions of tourists, and and manufacturers of highly “We mustn’t forget that Europe is by far the world’s cargo ships of all classes serving advanced marine equipment. While largest ship owning region, and with those owners the numerous ports, ranging from ship building volume may have operating across the globe, we can support them through Istanbul, Naples and Genoa, to declined sharply in the last 25 years, our global service network covering 35 countries,” says Barcelona and Marseille. there are still around 200 yards in Martin Hall, SVP, Services – Europe. However, the merchant sector is Europe building ocean-going vessels, “Owners choose to carry out maintenance work at not completely dominant. Italy is while many yards are serving the whatever yard o$ers the optimum and most cost e$ective one example of where Rolls-Royce growth in demand for ship repairs. solution, and at a time that #ts operating schedules, so we also has broad coverage across the Despite recent economic turmoil actually work with our customers worldwide, o$ering a naval and o$shore sectors, with FF in many European countries, the consistent level of support.” waterjets powering the Navy’s V2000 shipping industry plays a signi#cant In Europe, Rolls-Royce has a mix of #xed and mobile fast attack craft – a "eet which will part in the way continental countries service capability, covering an area from the eastern total 100 boats – and one of the do business with each other and Mediterranean to the Atlantic coast, the Baltic and world’s largest o$shore companies the rest of the world. Rolls-Royce Nordic region. Saipem, operating Rolls-Royce www.rolls-royce.com 29

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designed UT vessels. Istanbul. Rolls-Royce has established an o!ce in Tusla, in 1. French company Bourbon operates The Rolls-Royce marine service centre in Genoa, Italy, the heart of Turkey’s ship building and repair industry. a number of Rolls-Royce is a hub for activity in the region, and as site manager The city’s main ferry operator, IDO, is Europe’s largest designed and Stefano Lavezzaro explains, the facility has become ferry operator by passenger number, moving a colossal equipped vessels, including those popular with customers, since opening in 2009. 100 million people every year. Fifteen of IDO’s "eet use that provide emergency He says: “Italy is one of the world leaders in the design Rolls-Royce propulsion products including Kamewa support to vessels and construction of luxury yachts. This is a key market for waterjets and Azipull thrusters. in distress. 2. Retractable our smaller Kamewa waterjets and since the opening of Turkey’s Navy is embarking on a major expansion stablisers are designed and the Genoa service centre, we are seeing many customers over the coming decade, with more than 100 new ships manufactured at choose Rolls-Royce for overhaul of these components proposed. Many of these platforms will be suited to the Rolls-Royce facilty in during the winter months. We have around 600 of the Rolls-Royce propulsion systems and discussions continue Dunfermline, UK. These units are for small waterjets in service in the region.” between the company, shipyards and the Navy. the Royal Navy’s “We also have azimuth thrusters on tugs in all the major new QE class carriers. ports, and have close relationships with the three main North and West 3. Hamburg is one of tug builders in Europe. We have around 50 per cent of the Europe has a signi#cant number of specialist design Europe’s busiest ports and is now Mediterranean market for tug propulsion.” and production facilities, each focused on speci#c areas served by a new and enlarged The cross-sector spread is similar in France, where of marine technology. In the UK, Rolls-Royce provides marine service Bourbon, another of the leading o$shore companies is technical leadership in relation to a number of products centre. an operator of a sizeable "eet of Rolls-Royce UT vessels, including marine gas turbines, replenishment-at-sea deployed in oil #elds around the world, as well as ocean systems, electrical power and control systems and thrust going tugs stationed around the entire French coastline. and propulsion shaft line bearings. The French Navy uses Rolls-Royce equipment, such as Bristol is the European headquarters for the Rolls-Royce Mermaid Pods and stabilising #ns on the Mistral class Naval business. The range of marine gas turbines is amphibious assault ships and propellers on the aircraft developed here, with the MT30, the world’s most power carrier Charles de Gaulle. dense, designed, assembled and tested on site. The Naval Turkey has a buoyant shipping industry, together with team specialises in systems integration o$ering bespoke a maritime cluster of more than 50 shipyards around packages suited to customers’ requirements. A dedicated 30 REGIONAL FOCUS naval ship design team has recently 1 been established.

In Newcastle, the Rolls-Royce ystems S

Michell Bearings business AE manufactures shaft line bearings and thrust blocks for a range of B PHOTO 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 close to the ship repair yards, simplifying communications shipping as proposed environmental of smaller yards are developing and ensuring the prompt supply of parts and labour. legislation becomes a reality. As an innovative designs for support and Emission Controlled Area (ECA), the crew boats. Rolls-Royce is supplying Naval capability – mission critical shipping across the entire region increasing numbers of waterjets to across Europe will be subject to allowable sulphur many of this new class of vessel in The UK Royal Navy is the largest European naval user of emissions of less than 0.1 per cent, a market that is set to grow with Rolls-Royce equipment that powers a wide range of vessels meaning technologies such as the increased use of renewable energy in from the entire "eet of nuclear powered submarines to the Rolls-Royce range of lean burn gas UK waters. latest Type 45 Daring class destroyers. A major part of the engines will see a growth in demand. Europe’s largest port, Rotterdam, is propulsion system for the two new Queen Elizabeth class The need to comply with such home to one of the largest Rolls-Royce aircraft carriers is being supplied by Rolls-Royce. tough restrictions is seeing more marine service centres. The facility has The company pioneered the development of owners turn to environmentally recently undergone a major expansion, the marine gas turbine more than 50 years ago and friendly solutions, which in turn is which has doubled workshop space subsequently developed engines such as the Tyne, Spey, driving technological advances across to 1,500m* and the introduction of the Olympus, WR-21 and today, the MT30. the industry and indeed Europe. latest equipment used in the servicing Most of Europe’s navies operate Rolls-Royce equipment Rolls-Royce continues to invest marine products. in their "eets, and gas turbines are also in service with heavily in R&D, and with the world’s France, The Netherlands, Greece, Belgium, Bulgaria and largest range of marine products, Southern Baltic Romania. the Group will be at the forefront of Last year, Rolls-Royce opened two The naval shipbuilding industry in Western Europe has developing the solutions that will new service centres in mainland an enviable heritage. Technical prowess means these yards transform shipping in Europe and Europe, Gdynia, near the southern are still delivering some of the world’s most advanced beyond. [CT] Baltic port of Gdansk in Poland, warships. Many commercial yards are now building naval and Hamburg on Germany’s North ships, leading to a growing cross over in technology Sea coast (see page 31). These new from the merchant and o$shore sector, and Rolls-Royce 1. Type 45 destroyers are now in service world-class facilities are designed to has established links with such yards, many of which are with the UK’s Royal Navy. The provide signi#cantly more workshop experienced in building and installing Rolls-Royce designs all-electric ships and equipment. are equipped with space with the capability to handle a range of and overhaul the larger items of Rolls-Royce systems that Rolls-Royce marine equipment. They A future of challenges include WR-21 gas turbines are located close to the waterfront, and opportunities and Kamewa which puts the local service teams The coming years will witness massive change for global propellers. www.rolls-royce.com 31 New European Service Centres up and running

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New and enlarged service facilities in have been designed to cope with the largest thrusters and equipment. In addition to providing service engineers Hamburg and near Gdansk in Poland are with a range of servicing and maintenance skills across the enabling Rolls-Royce to provide a broader Rolls-Royce product range, the facility is also the base for new equipment sales and spare parts for the Baltic region. range of services in the 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 ast year, Rolls-Royce opened two new service centres in mainland Europe, operating from Rolls-Royce Poland facilities. 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 Hamburg, Germany the Baltic Sea, so these world-class facilities are equipped to provide a The newest European service centre is located in the Port of signiL#cantly enhanced support capability for customers who operate from or use Hamburg, one of the largest commercial ports in the region. these centres for ship repairs. Opened in September last year, the new 1,100m* centre centralises all Rolls-Royce personnel previously working at Gdynia, Poland three separate locations in the city. O!cially unveiled in 2011, the Gdynia facility is located in one of Europe’s largest The workshop is well equipped with repair and overhaul ship repair yard clusters and is equipped to support and maintain the extensive capabilities for a wide range of equipment including range of Rolls-Royce products in service in the Baltic. The site bene#ts from having thrusters, propellers, steering gear and winches. It also direct access to the waterfront with ease of access to nearby repair yards, serving bene#ts from specialist machining capabilities, allowing a a variety of customers from the commercial and o$shore sectors, as well as the wide range of repairs to be undertaken in-house. Polish Navy. The facility is also the centre of excellence for the design Rolls-Royce has operated a manufacturing facility in Gniew, Poland, for over a and manufacture of tank-based stabilising and anti-heeling decade, producing winches for merchant, #shing and o$shore vessels, and the systems, which automatically control water movement safer deck equipment range for o$shore vessels. The Gdynia facility now increases between tanks on either side of a ship to give balance and capability in Poland to service a wider range of products that includes diesel counteract roll in rough seas. and gas engines, thrusters, steering gear and propellers. It also has the specialist Like Gdynia, Hamburg has a team of highly skilled machining capability to provide a range of additional services that include engineers, available 24/7 to respond to customers’ needs propeller blade polishing and root machining. throughout the region. [DC] “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 1. External view of maximise availability of their vessels by giving them access to highly skilled service the new Hamburg facility. engineers and state-of-the-art workshop facilities.” 2. Over 100 guests The site comprises 1,000m* of workshop, stores area and o!ce space, and has attended the formal opening in space to accommodate future expansion. Workshop height and crane capacity Poland. 32 PHOTO EMAS PHOTO Marine

Updates

UT 788 CD Lewek Fulmar delivers the !oating production, storage and o"oading vessel Lewek EMAS to the Chim Sao Field, Vietnam. 33

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. 34 UPDATES

ewek Fulmar and Lewek Falcon are among the 1 most powerful vessels of their type operating

arine today. They are multifunctional deepwater M anchor-handling tug supply and service vessels withL many capabilities: ultra-deepwater anchor-handling, towing and supply. The speci#c design brief was to extend PHOTO EMAS PHOTO 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 2 and comfort were high on the list.”

Powerful and capable Meeting 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 3 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 www.rolls-royce.com 35

Rolls-Royce winch set up, so that work like the handling of stability and a larger deck area, it was possible to get 1. Lewek Falcon at torpedo anchors can be safely undertaken. everything done in a single trip, a few days ahead of speed. 2. The Rolls-Royce Crew safety, another key requirement, is enhanced by schedule, working to world class safety standards. automation and the Rolls-Royce Safer Deck Operations systems. Remote The second job was the successful installation of the control system. 3. Robin Kirkpatrick, controlled travelling cranes and manipulators, pennant co-owned FPSO Lewek EMAS for Vietnam’s Chim Sao Chief Executive wire winder and other equipment are used to reduce the oil project, a job well within the vessel’s capability. The O&cer of EMAS Marine. risk to sea sta$ during operations. job demonstrated the full suite of services provided by 4. Both UT 788 CDs the EMAS group with EMAS Production converting and have a number of additional features Hybrid system savings operating the FPSO, EMAS AMC installing the FPSO, EMAS to enhance safety on deck. Depending on the type of operation, the UT 788 CD can Energy doing the well pre-testing and EMAS Marine 5. View of the bridge. run in any of six principle propulsion modes. This caters supporting the entire project. for the large di$erences in power demand in the various Having complex vessels and projects means there is operating modes to both cut fuel consumption and a need for a highly competent crew able to get the best reduce emissions. Two 8,000kW main engines drive the from the vessel. These UT 788 vessels provide greater propellers and also generate electricity. They can be crew comfort and attention to safety, which helps to both used in various combinations with the four 2,230kW attract and retain sta$ as the new vessels create a very auxiliary generator sets to give a diesel mechanical or positive working environment. This, coupled with EMAS’ diesel-electric system, providing power in the most commitment to sta$ training and development, such as e!cient way for propulsion, manoeuvring and for the evidenced by the company’s commitment in its $10M deck and hotel electrical modes. EMAS Training Academy and Simulation Centre, makes a Electric motors supplement the main engines when powerful combination. high power is required on the propellers. Conversely, two “These vessels are niche, deepwater capable and I retractable azimuth thrusters deliver low speed with very believe this is the #rst time a Singapore based company low fuel consumption and provide part of the dynamic had made a real commitment to complex vessels of the positioning capacity. standard found more typically found in the North Sea for “In diesel-electric mode the fuel cost saving is example,” says Kirkpatrick. exceptional, up to 71 per cent compared to diesel “With a complex vessel, you have the ability to trade mode at the same output”, says Michael Petersson, Fleet down to maximise utilisation and hybrid propulsion gives Manager, EMAS Marine, “with a respectable bollard pull of us the "exibility to market the vessels into di$erent roles. 158 tonnes”. More capability can deliver projects quicker with greater “The diesel-electric mode is utilised particularly during safety, potentially lower costs and a much reduced voyage, standing by, towing and shallow water anchor- environmental footprint,” adds Kirkpatrick. “Ensuring our handling. As a result, running hours of the main engines customers understand these key di$erentiators is our is reduced between 50-80 per cent depending on charter next challenge but is a challenge that we relish taking on.” requirements. Further savings will also be achieved in Lewek Fulmar has now commenced a multi-year maintenance and spare parts costs. Clients also bene#t contract with a major client in Brazil and Lewek Falcon through signi#cantly reduced fuel costs”. is now working full time for EMAS AMC, EMAS’s The #rst job the Lewek Fulmar undertook in 2011 growing subsea construction division that has over 40 was for a client O$shore India, laying out rig moorings. years of collective experience in design, construction, Although a relatively small project, due to improved transportation and installation work. [AR]

4 5 36 UPDATES

Working together to reduce weight and enhance e!ciency

The projected chain is never stronger than its weakest The catamaran is Brisbane link. Therefore, to build a fast ferry with fuel shipbuilder Aluminium Boat target weight has consumption that is an improvement over the Australia’s largest to date and has been achieved for industry standard requires real team work from been built on time, to budget and theA designer, shipyard and equipment suppliers through meets the very ambitious weight a new series of #ve to the customer. During recent sea trials of the #rst vessel, goals set by the designer at the 37m Australian Capricorn Dancer, that teamwork has been proven to outset of the project. Even the paint deliver, with lower fuel use per passenger than a small four selection reduces weight. Vinyl was catamarans, and the cylinder car for low environmental impact. used on the superstructure for its tailored installation of Using the latest CFD analysis, FEA and 3D structural/ eye catching appearance. O$ering a systems modelling tools, the design is both light and very life span two to four times of normal the latest generation e!cient, giving a low resistance with a minimal wake and paint, it is also considerably thinner, Rolls-Royce wash. The designer of the new ferries is One2Three Naval contributing to the weight saving. Architects. As the catamarans will operate in an Australian The key systems integrator for aluminium waterjets marine park environment, where endangered Dugongs the shipyard, supplying all the is a key factor live, the hull is engineered to have no external protrusions, electronics, as well as the gearboxes with a rounded pro#le to create a minimal impact zone, and waterjets, is Ultimate Marine in overall vessel together with a very shallow draught of 1.3m with no keel Power. Four of the newly developed performance. or external raw water intakes. Kamewa 40A3 series waterjets were www.rolls-royce.com 37

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Working together to reduce weight and

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$orts and reduce installation time, we were able to put both waterjets for each hull on a single base plate, the full width of the hull,” says Joakim Adamsson, sales manager. “This enabled us to include the sti$eners as required to maintain the hull sti$ness and strength, while reducing the sti$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 to give the required service speed, shaft by almost 50 per cent.” which should result in good engine In addition, an interceptor and active ride control life and extended time between system from Humphree was supplied. This interceptor overhauls. system has an automatic trim optimisation system and The #rst three of the 400 PHOTO AluminiumPHOTO Boats once set, ensures that the vessel always operates at its passenger Enviro Cat ferries have most favourable trim, minimising the power demand. At now been delivered to Transit the contract speed, the interceptors brought down the Systems Australia, who place low selected for propulsion, each driven power demand by 20 per cent. However, the e$ect of the operational costs and redundancy by a separate 515kW diesel. As well interceptors was already included in the naval architect’s high on their list of requirements. It as o$ering the highest e!ciency resistance estimates, based on previous experience. will operate #ve of these ferries on on the market, the waterjets To ensure accurate and easy installation of the the LNG project between Gladstone have a stainless steel mixed "ow interceptors, an adaptor plate was also part of the Harbour and Curtis Island on the pump for long service life and low Rolls-Royce supply and was designed and #tted in central Queensland coast. [AR] maintenance costs. Even though cooperation with Ultimate Marine Power. All hull key pump components are stainless penetrations were made at the factory. 1. The new Kamewa A3 series waterjets steel, the Kamewa units are still very The quad engine and waterjet system delivered a confer excellent manoeuvrability light, weighing less than comparable maximum speed in trials of 36 knots, though the Enviro and have much axial "ow waterjets. Cat’s operating speed will be restricted to 25 knots due improved reversing e&ciency. For the The Kamewa A3 series of to harbour restrictions on the route. When transiting at same manoeuvring force, much less waterjets also feature a newly low passenger loads, fuel consumption and emissions energy is required developed steering nozzle and are further reduced as two engines can be shut down for lower fuel bills. 2. Each pair of reversing bucket, greatly improving while still maintaining the required speed. The ferries waterjets is steering and reversing e!ciency. mounted on a provide high passenger comfort and will be able to specially designed This, together with the improved keep to schedule on three engines, which provides base plate the full width of the hull pump performance characteristics, exceptional redundancy for operators. In normal to save weight and simplify installation means that power in reverse operation, only 75 per cent power is needed on each jet at the yard. 38 azimuth thrusters to remain onstation. invest indynamicallypositioned units thatusemultiple deepwaters,moves intooperators very are continuingto As thesearch ofo$ for reserves new positioning Propelling PHOTO Transocean UPDATES shore oilandgas

and drillships www.rolls-royce.com 39

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rillships and semi-submersible rigs are drilling operations are in progress. designed to undertake drilling operations in Operators are now increasingly waters that can be over 3,000m deep. However, concerned about emissions and the drillships are able to propel themselves from environment, so these propulsion, wellD to well, unlike most semi-submersible rigs that must manoeuvring and positioning rely on transport ships or towing to change location. demands have to be met with the Therefore, in an industry where “time can be measured in minimum of energy consumption

thousands of dollars”, there has been a growing take up of and resultant CO2 emissions. drillships. Rolls-Royce provides the thrusters for both types “The UUC-series thrusters are not of rig and has an established reputation as the main player the lightest units on the market in the market. but they win on performance As the rig owners invest more and more in drillships, the and robustness,” says Jarle Hessen, excellent track record built up by these sturdy Rolls-Royce General Manager for o$shore E&P azimuth thrusters has resulted in them being selected for a propulsion sales. “We favour large number of drillship newbuilds. reduction ratios and big, slow “In the course of 2011, eleven di$erent companies turning propellers to give maximum have ordered a total of 21 drillships and have speci#ed thrust, combined with strong Rolls-Royce thrusters,” reports Helge Gjerde, Senior VP for construction for reliability to provide o$shore engines and propulsion. “All the vessels are to be a long service life.” built by yards in South Korea, with deliveries scheduled Propulsion for drillships has from this year and out to 2014. The customers include been a Rolls-Royce speciality since Seadrill, Noble, Atwood, Ocean Rig, Paci#c Drilling, propellers and tunnel thrusters Vantage, Fred Olsen, Pride (now part of Ensco) and Aker were #rst supplied in 1980, multiple Drilling (now part of Transocean).” azimuth thruster installations grew The thrusters selected are the Rolls-Royce UUC-series from the mid 1990s and numerous that can be mounted or removed for service underwater, drillships with Rolls-Royce UCC without drydocking the drillship. This results in signi#cant thrusters have been constructed in time saved when a thruster exchange is required. Each the past few years. vessel will have six thrusters, normally three in a triangular Several of the vessels now on layout at the bow and three in a similar arrangement at order are to the latest version of the stern. Thruster frame size and power varies from vessel the GustoMSC P10,000 design, to vessel within the 4,500 – 5,500kW power range per unit built under licence by HHI in South and #xed pitch propellers are speci#ed. Korea. The hull is 210m long with When working at great depths, drillships will always 36m beam, displacing about 70,000 be operating in DP mode without anchoring. As they tonnes. These drillships are capable are large and susceptible to wind and waves, this places of dual activity drilling in water a heavy demand on thruster performance. Reliability depths of 3,600m to a total drilling is equally important to ensure the ship is maintained depth of 12,000m. [RW] accurately in position, no matter what the weather when

and 1. 2 1. The drillship Propelling Deepwater 2. Champion. 3. 2. UUC-series 4. thruster can be removed and re- installed without positioning drillships drydocking the vessel. PHOTO TransoceanPHOTO 40 UPDATES

QE carrier programme advances PHOTO BAE Systems PHOTO www.rolls-royce.com 41

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

olls-Royce is supplying a comprehensive range of propulsion equipment and system to both ships Queen RElizabeth 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 65,000 tonne QE class carriers will the 8,000t Lower Block 03 was provide a four acre military operating moved from the BAE Systems yard base that can be in Glasgow, via the north coast of deployed worldwide and will be versatile Scotland to Rosyth. Sponsons and enough to support operations ranging the upper deck have now been from war e!orts to delivering !tted to this block and the full width humanitarian aid and of the 75-metre "ight deck is now disaster relief. clearly visible. 42 UPDATES

In February 2012, production of the Prince of Wales started when the 1 #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 deliveries During 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 more than 20 tonnes, perform the essential role of #lm of oil which forms between the the MT30 gas turbine, weighing transferring the thrust from the propellers into the hull stationary white-metal lined bearing six tonnes, can be exchanged to drive the ship forward. components and the rotating shafts. when the ships are in service. The lineshaft bearings support the weight of the The oil #lm is similar in thickness The purpose built simulator propellers and the steel shafts that run through the to a strand of human hair, making included bulkheads to replicate the ship and are turned by large electric motors. Due to control of the dimensional and dimensions and clearances that are propulsion system con#guration the port shaft is the geometrical tolerances as well as on the actual ship. longest and supported by two bearings. The shorter the surface #nish of the bearing The #nal set of Michell thrust starboard shaft has only one. components critically important. and lineshaft bearings for the Both types of bearing are of a water-cooled, self- One of the major challenges for the second ship, Prince of Wales was contained design using heat exchangers to maintain project was the size and complexity handed over recently, designed and the #xed volume of oil in each bearing at controlled of the bearings and the stringent manufactured at the Rolls-Royce temperatures. When the shafts are rotating, a shaft certi#cation requirements for Newcastle facility. For each ship, mounted disc in each bearing transfers oil from the naval applications. Rolls-Royce has supplied two thrust casing bottom reservoir to the top, from where it During the handover, Jim Bennett, blocks and three shaft line bearings. lubricates the working surfaces of the bearings. Power & Propulsion Director for the The thrust blocks, each weighing The radial and thrust loads are supported on a thin Aircraft Carrier Alliance, praised the www.rolls-royce.com 43

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1. The ability to 3 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.

team at Newcastle and said, “The mission systems, the auxiliary systems and all ship build schedule, which is quite Michell Bearings site has almost 100 domestic services, with signi#cant volumes of something on a project of this size years of association with the Royal equipment completed to date. Each ship will have and complexity.” Navy, and this latest contract marks more than 600 individual items ranging from Ben Ford, Programme Manager a signi#cant milestone for the QE switchboards and distribution panels to starter boards, – QE Class added, “There are class project.” changeover switches and battery boxes, with over signi#cant challenges ahead, but “With over 37MW per shaft to 2,500km of cabling. with the maturity of the sub-alliance transmit, these bearings are not and the partners working in the ‘best without challenges in design and “Best-for-project” ethos for project’ ethos we are well placed manufacture. The team who have The team working approach of the power and to deliver to time, quality and cost.” built them should be very proud propulsion sub-alliance has delivered real bene#ts to the When complete, the QE class of the part they are playing in programme in the building of these two 65,000t ships, carriers will be the biggest and most delivering such impressive and with all partners adopting a “best-for-project” approach powerful surface warships ever capable ships to the Royal Navy.” to overcome challenges and optimise delivery. constructed in the UK. [CT] Rolls-Royce is also supplying the David McConnell, Programme Director – QE Class, entire low-voltage system for the said: “To date, the power and propulsion alliance has not ships that will provide power to the been late on one delivery, and not adversely a$ected the 44 UPDATES

Accurately placing rocks 1,200

metres Oord Van PHOTO deep Van Oord Van PHOTO 1 2

The "exible fallpipe vessel part of the package. 3 Fallpipe vessels are one of the Stornes is equipped with a range indispensable tools for o$shore of Rolls-Royce systems to ensure exploitation and one of the essential pieces of equipment in the #eld of accurate vessel positioning and high-end o$shore engineering. rock placement for deepwater This special type of self-unloader is able to install rock close to #xed o$shore projects. structures like rigs. Following commissioning, Stornes went to utch Company Van Oord’s new "exible fallpipe work on rock installation projects vessel or FFPV, the Stornes went into service in the Norwegian sector of the during the last quarter of 2011, following North Sea. Likely future o$shore a christening at the Wilhelmina dock in projects are the installation of rock DRotterdam, the Netherlands. The vessel was built at the to secure oil and gas pipelines Yantai CIMC Ra'es O$shore yard in China. or installation of foundations for The Stornes is an ocean-going vessel that will be used o$shore wind farms. Other speci#c mainly in the oil and gas industry for precision protection tasks that can be undertaken include of pipelines and cables and has been designed to work in free span correction, pipeline waters ranging from 300-1,200m deep. It is the third "exible stabilisation, pipeline crossing and fallpipe vessel in the Van Oord "eet, and with a deadweight trench back#lling. of 27,000t is also the largest. Van Oord developed the "exible It is 175m long with a 26m beam and 10.67m draught. fallpipe technology in-house. Rocks Speed is 14.7knots. There is accommodation for up to are lowered through the fallpipe at 51 people. a controlled rate and it is guided by Rolls-Royce systems power and propel the vessel. a ROV unit attached to the end. The Van Oord Van PHOTO Main propulsion is two Bergen B32:40L8P diesels rated at ROV is controlled from the ship and 4,000kW driving Kamewa CP propellers through 3000AGHC can be precisely positioned above gears, which also drive two 2,200kW shaft alternators. the job ensuring accurate placement Main propellers and "ap rudders are designed for DP of the rocks at depth. The Stornes 1. Aerial view of the tracking and low noise. They work together with two DP2-system tracks and maintains the 175m long Stornes. 2. The ROV Rolls-Royce ULC255CP retractable thrusters with electric ship’s position. enables precise positioning over drive and three TT2400 tunnel thrusters at the bow, each The entry into service of the Stornes the job. rated at 1,500kW to give the vessels its DP2 capability. All is part of Van Oord’s comprehensive 3. Rock can be placed on the are controlled by the Rolls-Royce supplied automation and investment programme for 2011-2015, seabed at depths DP-system. Steering gear and deck machinery were also totaling almost €1 billion. [AR] up to 1,200m. www.rolls-royce.com 45

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

PHOTO Robert Ltd Allan PHOTO 1

2 3 4 PHOTO Damen Shipyards PHOTO Tugs Iske PHOTO

ugs that perform ship Angeles. The latest is a conversion of the Campbell Foss. The Also of Damen design, type ASD assist duties have a varied original main engines have been replaced by smaller units 3111, are the sister tugs Karloo and operating pro#le. They have plus gensets and a power management system. Lithium- Kalarka, owned by Half Tide Marine powerful engines that drive ion batteries are used instead of the lead acid batteries on in Australia. They are powered by two TRolls-Royce azimuth thrusters to Carolyn Dorothy to provide power for idling and other low engines totaling 4,180kW and two provide high thrust and exceptional power operations. Reductions in fuel consumption and Rolls-Royce US255 thrusters to give manoeuvrability. Full power is only emissions are the result. a bollard pull of about 69 tonnes. required for relatively short periods, The RAmparts 2500W is the design used for two new This design has been very successful, with the rest of the time spent in compact tugs built for Rimorchiatori Reuniti for shipdocking with some 20 ASD 3111 tugs now in transit to the next job or waiting on operations in Genoa, Italy. Norvegia and Spagna are both operation. An updated design, the the next order from the pilot on the equipped with two Rolls-Royce US 205 azimuth thrusters ASD 3112 is coming. Damen’s new ship being moved. Time is also spent with #xed pitch propellers to deliver a bollard pull of 70 o$ering will have Rolls-Royce thrusters moored up waiting for the next job. tonnes and are #tted with an o$-ship #re-#ghting system. for a 75 tonne bollard pull, and Therefore the search has been on The tug design is a new variation on the Robert Allan enhanced towing capability in rough for sometime on the most e!cient standard RAmparts 2500 design, with a wider beam of seas. [RW] way of delivering the right amount 11.25m on a length of 24.4m. The wheelhouse is placed 1. The tug Norvegia of power, at the right time, to further aft to allow the tugs to work under the bow "are of is built to a new variation of the minimise emissions. the vessels they are handling. RAmparts 2500W Rolls-Royce US 205 FP thrusters Iskes Towing and Salvage is now operating its new tug design. 2. Karloo and Kalarka have been selected for the second Argus, in the port of Ijmuiden in the Netherlands. The 62.5 are Damen ASD3111 of the Foss hybrid tugs, following the tonne bollard pull tug with a free running speed of 13.6 tugs. 3. The hybrid tug successful operation over the last two knots is designed and built by Damen, to its popular 28m Carolyn Dorothy. years of the #rst of the type, Carolyn ASD 2810 design. Two Rolls-Royce US 205 thrusters propel 4. Argus is built by Damen to its ASD Dorothy, at Long Beach and Los the tug, each driven by a 1,865kW diesel engine. 2810 design. 46 UPDATES O$shore deliveries and orders There is a steady "ow of for these vessels from Schlumberger, XL PSVs building for owner Fratelli who intends to use them for well D’Amato. F.D. Indomitable and F.D. new Rolls-Royce UT-design stimulation, starting in 2013. Honorable were delivered in late 2011, vessels and systems entering and in early 2012 the F.D. Remarkable UT 755 numbers continue joined them, approximately 12 service with operators around to grow months after building commenced. the globe. New variants of the popular UT 755 The UT 755 XL design has a length of platform supply vessel design 75m, beam of 16m with a deadweight continue to enter service. of over 3,000t. F.D. Remarkable ver 650 Rolls-Royce UT-Design vessels are now Topaz Energy and Marine, Dubai, mobilised to the North Sea following in service or in build. A number have recently have taken delivery of Caspian Provider, delivery and the #nal vessel, F.D. been delivered, embodying all the latest design a UT 755 LC. This vessel di$ers from Incomparable is due to be delivered by re#nements as the industry develops and the previous deliveries of UT 755 LCs to the middle of the year. Ofocus moves to deep waters and harsh conditions. Topaz Energy and Marine as it has In Canada, Altlantic Towing Ltd has an additional accommodation deck, taken delivery of Atlantic Condor, a UT Another two for Island O"shore which gives space for a total of 40 755 LN platform supply vessel with a Built at the STX OSV yard at Brevik, Norway, Island Centurion persons on board, together with fully integrated Rolls-Royce propulsion and Island Captain are now in service with specialist covered forecastle deck forward. system and equipment package. The o$shore solutions provider Island O$shore. They are the Caspian Provider will operate out of vessel is now undertaking service work #fth and sixth UT 776 CD platform supply vessels to go Baku in Azerbaijan. on Encana’s Deep Panuke gas #eld into service with the company. Another three of the type The Rosetti Marino yard in Ravenna, 230km o$ Nova Scotia. Atlantic Condor are on order, one with a gas and diesel fuelled propulsion Italy has had a busy period recently, is the sixth vessel built for Atlantic system. Island O$shore have secured a seven-year contract delivering three of the four UT 755 Towing by Halifax Shipyard Ltd.

1 www.rolls-royce.com 47

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3 Teekay Corporation Teekay PHOTO

Exploration and production Recent 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, PHOTO Sevan Drilling PHOTO 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. 4 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 Teekay The 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 5 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. shore $ 3. The circular Sevan Brasil in transit. 4. Caspian Provider UT 755 LC. 5. F. D. Indomitable UT 755 XL.

PHOTO Rosetti Marino S.p.A. PHOTO The three Teekay shuttle PHOTO Island O PHOTO 6. tankers were named in Stavanger. PHOTO Swedish Coast Guard 48 UPDATES www.rolls-royce.com 49

Azimuth thrusters deliver for Swedish Coast Guard 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.

he 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 GuardT 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 KBV 003 Am!trite is equipped for by a pair of Rolls-Royce azimuth thrusters as part of the chemical recovery at sea, as well as normal diesel-electric propulsion system. pollution control and “As the Swedish Coast Guard has such a wide range of emergency duties. duties to perform,” explains Captain Christer Fjällstrōm, 50 UPDATES

Captain of KBV 001,” all our next generation ships are 1 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 roles With 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 uard 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. Swedish Coast G The most recent addition to the "eet, KBV 003 Am!trite, PHOTO PHOTO is also equipped for chemical recovery at sea. Additional onboard systems include accommodation and engine 2 3 #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 propulsion To 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 www.rolls-royce.com 51

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the bow with one being fully-retractable. The remote 1. The multipurpose vessels are control system for the machinery is arranged in the designed to operate in control room on deck 4. all weather Azimuth thrusters were selected for their power for conditions. 2. Captain of KBV 001 towing and manoeuvrability for oil recovery operations Poseidon, Christer – a key part of the vessels’ duties as there are some 60 Fjällstrōm. 3. Access to the illegal discharges of oil annually from ships in Swedish US355 azimuth thrusters is waters, as well as accidents. unhindered in the Protecting the environment and the quick, e$ective spacious thruster room. removal of oil and chemical spills before they reach the 4. KBV 001 Chief land is the responsibility of the Swedish Coast Guard. Engineer, Hans Erik Emanualsson. 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 1,300m&, to store recovered oil.

Operational #exibility Two 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 18m& 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] 52 UPDATES

Helping harness the power of the wind Rolls-Royce has been involved from the beginning with propulsion systems for o$shore wind turbine installation vessels.

he #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$shore, which is part of the Vroon Group. MPI Resolution was the #rst purpose-built wind turbine installation vessel (WTIV),T designed to install foundations, towers and nacelles. It has been very successful, having been involved in the building of several o$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 www.rolls-royce.com 53

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$shore wind farm. The wind farm, the world’s largest, is located around 15km from the Kent and Essex coasts in the outer Thames estuary. Up to 341 turbines will be installed in an area of around 245km*. When complete, it will provide su!cient electricity for 750,000 homes. Sister ship, MPI Discovery, was delivered at the end of December 2011 and is now operating on the same project. MPI Adventure is a large self-propelled jack-up vessel, 138m long with a 40.8m beam, but drawing only 3.5m light. Six legs allow the vessel to operate in waters of up to 40m deep, with an ability to jack with 6,000t of cargo on board. The exact depth depends on the amount of sinkage of legs into the seabed and clearance needed between the sea surface and the underside of the jacked-up hull to avoid wave impact. Dynamic positioning to DP2 standard enables the vessel to be accurately located at the spot where a turbine is to be installed. The main crane is rated for 1,000t at 25m radius, with a hook height of 104m. The vessels also have accommodation for 112 people. Six Rolls-Royce Bergen C25:33L-8 diesel generator Power and speed sets provide electrical power for all purposes. Three Rolls-Royce US 355 #xed pitch azimuth thrusters propel for e#ective wind MPI Adventure, giving a transit speed of 12.5 knots, and are complemented by three TT 2200 DP tunnel bow thrusters. These new MPI-operated vessels are designed to farm support transport, lift and install turbines and foundations e!ciently, based on a good transit speed. They have the Small craft known as wind farm support vessels ability to move quickly from one installation location to the next, position accurately, jack up rapidly and begin are playing a vital role in building o$shore wind installation work with minimum delay. The WTIVs can farms and their subsequent maintenance. also remain on station, jacked-up, in severe weather conditions. [RW] 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.

ith a growing number speed to and from the wind farm, wind farms under but when at a wind turbine they construction and must push hard against fender entering service, the posts to hold themselves in position developmentW of the wind farm against wind, waves and currents One of the latest support vessel or WFSV is rapidly while people transfer to the vessels to join the expanding. Boatbuilders and tower, or equipment is o'oaded. Vroon MPI O$shore %eet, MPI Discovery, operators worldwide are competing Good manoeuvrability is vital in installing wind turbines at the to develop the best technology all circumstances, along with the London Array o$ the UK’s east coast. and techniques. highest e!ciency and safety levels. Typically, the boats run at high “Waterjets have proved to be a 54 UPDATES winning solution and operators are #nding that Rolls-Royce waterjets 1 o$er an excellent combination wind of speed, static thrust and C manoeuvrability,” says Andy Brett, UK

Sales Manager. “Operator feedback PHOTO 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 2 whole speed range. All new models feature factory-mounted hydraulic wind valves and piping to reduce C installation time and costs for the PHOTO PHOTO 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 that control is intuitive, allowing the coxswain to focus of the business and to consolidate can be provided, which further on the safe transfer of people and materials. Waterjet its position in the #eld, two new improves e!ciency and optimises propulsion allows operation in shallower waters than vessels are being added to its "eet. boat design and performance. other solutions. ECC Topaz is a 15m work catamaran CWind Asherah has the CTruk "exible pod system, speci#cally designed to transfer Powering the latest which allows the operator to change the vessel’s layout stores and personnel to wind designs to suit the requirement within a few hours. By moving turbines in shallow waters, but it Following experience with a 10m the wheelhouse fore or aft, operators can optimise the can also undertake other tasks such long boat, CTruk introduced the vessel for di$erent tasks, such as ferrying personnel or as crew transfer for larger vessels. 15m catamaran Advance, propelled carrying service generators, cranes or survey gear. The Blyth Workcats is the builder and this by two FF41 waterjets with Vector vessel is currently operating for Dong Energy on the WFSV has two 410kW diesels driving Stick control. The company’s latest Walney array wind farm in the Irish sea. Rolls-Royce FF41 waterjets with design, the CTruk 20T MPC, is the Alicat Workboats, based in Gt Yarmouth, builds Vector Stick controls, giving a 25 largest to date and for the #rst aluminium catamarans for wind farm support using knot service speed, with a maximum example, CWind Asherah, Rolls-Royce designs from Global Marine Design, Western Australia. of 30 knots. ECC Topaz can carry up propulsion has again been selected. They are currently building their third 20m WFSV. to three tonnes of cargo on deck Two FF41 waterjets, each powered Rolls-Royce FF41 waterjets give a top speed of over 30 and is certi#ed for three crew and by a 447kW diesel, gives the 17m by knots with Vector Stick controls for safe operation. 12 passengers up to 60 miles from 7m catamaran a speed of 30 knots. East Coast Charters in the UK has built up a range of a safe haven. Its #rst contract is to The Vector Stick system means workboat services. Wind farm support is a growing part support the wind farm o$ Barrow in www.rolls-royce.com 55

Furness in north west England. and is pre-calibrated, making the The 50A3 waterjets will be mounted 1. CWind Asherah transferring Austal in Western Australia is startup procedure extremely easy on a common plate and include maintenance crew well-known for large aluminium and quick. part of the bulkhead and ship to a wind turbine. 2. The intuitive passenger/vehicle catamaran ferries In February, Austal con#rmed struture to ease installation at the waterjet control system makes and specialist vessels, many with a contract for a fourth vessel for shipyard. An adaptor plate for the life easier for the Rolls-Royce waterjet propulsion. Turbine Transfers. It is the #rst of a Humphree interceptors will ensure skipper. 3. The Austal 21m Recently launched for this market new design based on the bene#ts of correct installation. catamarans being For South Boats, one of the UK’s built for Turbine sector are the Austal Wind Express Austal’s trimaran hull con#guration to Transfers are series of catamarans and three are deliver low vessel motions in transit largest builders of WFSVs, Rolls-Royce powered by a pair of MTU diesels being built for Turbine Transfers and when alongside wind turbines. will supply Kamewa 56A3 waterjets, driving Kamewa in the UK. The 21m vessels are The 27.4m vessel is powered by two complete with the new compact 45A3 waterjets. 4. The 15m powered by twin MTU 10V2000 M72 900kW MTU 10V2000M72 diesels control system for three newly catamaran ECC Topaz can carry diesels each driving a Kamewa 45A3 coupled to Kamewa 50A3 waterjets designed 24m long catamarans. three tonnes waterjet with the new compact to provide a service speed of 23 Powered by two MTU diesels, each of cargo and is propelled by two control system. They will have a knots. Operated by a crew of three, rated at 1,081kW, the vessels will have FF41 waterjets, for a top speed of #ne entry chine hullform and a it has an operating range of up to a top speed in excess of 28 knots. 30 Knots. large tunnel height for operation 75 nautical miles o$shore and will Rolls-Royce has also received an 5. Austal have designed a at up to 30 knots and targeted be able to transfer 12 wind farm additional order from South Boats trimaran for wind farm support, seakeeping ability in up to 2m technicians and over 4t of deck cargo. for twin FF500 waterjets to propel a it has twin MTU signi#cant wave height. The new compact control system is 17m WFSV. [RW] diesels driving Kamewa 50A3 The new compact control system part of the package, and Rolls-Royce waterjets. makes operations easier and safer will also integrate the bow thruster.

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ustal A PHOTO East Coast Charters Ltd PHOTO

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ustal A PHOTO 56 UPDATES

Adaptability is a key feature of Innovation the latest Rolls-Royce designs that combine low operating in !shing vessel design costs with low emissions.

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NVC 368 A total of 20 Rolls-Royce AC electric winches of various Recently delivered is Prest#ord, a 65m long 15m beam NVC 368 factory trawler. sizes control all #shing operations. Both pelagic and The owner, Prest,ord AS, required an e!cient stern trawler with full bottom trawling can be undertaken with single or double onboard factory that would have a low fuel consumption in all modes, a trawls, and the trawl deck is laid out with four trawl tracks. seakindly hull form and safe working conditions and good accommodation Operating mainly in the North Atlantic, the main catch is for the crew of up to 33. expected to be cod, pollack, haddock, red#sh and shrimps. 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 NVC 354 in transit and when towing trawls at full power. The trawl deck occupies the Two 77.5m long pelagic trawlers of the Rolls-Royce NVC length of the vessel and the processing area is on the main deck, with the 354 design will soon be #tted out at Larsnes Mek Verksted. 1,235 m& freezing hold beneath. Hull steelwork is now being constructed in Poland, and Prest#ord is built to DNV +1A1 Ice 1B, EO, Stern Trawler notation with ice class the vessels are scheduled for delivery at the middle and 1A* on the hull and meets the Norwegian Hav#ske II requirements. Top speed is end of 2012 respectively. Although they are for two about 16 knots. di$erent owners, Eros and Kings Bay, the two trawlers will The Bergen B32:40L9P main engine delivers 4,500kW and turns the be identical in all major respects. 3.8m diameter CP propeller through an AGSC3000 reduction gear, which The design features an innovative layout for the net incorporates a PTO/PTI system with a 2,875kWe shaft generator. handling system, which is located aft of the superstructure PTI power in diesel-electric mode is 1,200kW, and for maximum thrust, the and under a shelter, giving the crew a safer and better total power can be boosted to 5,200kW. In addition to the 2,250kWe auxiliary working environment. The catch will be carried in genset, there is a 625kVA harbour/emergency genset. refrigerated seawater tanks. www.rolls-royce.com 57

2 NVC 341 Abelone Møgster is a new NVC 341 #shing vessel that is aritime remarkably adaptable. It can e!ciently use purse seines, pelagic trawls and gillnets to catch di$erent species of #sh

Kleven M in a number of locations at various times of year o$ the Norwegian coast. PHOTO 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 500m& refrigerated sea water tanks. Three #shing quotas are expected to provide all-year employment for Abelone Møgster, with only two weeks a 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 3 be chosen. Gillnetting is carried out at a low to medium ek power, using diesel electric drive via the active front end converter and PTI motor. The fourth mode is transit and

Larnes M here, either diesel or diesel electric drive can be selected depending on the speed required.” PHOTO PHOTO 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 seining 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]

1. The factory trawler Prest"ord has a low resistance TRAWL CONTROL hull form and hybrid propulsion system. A total Rolls-Royce continues to expand its Another re!nement in this vessel of 20 Rolls-Royce electric winches range of !shing vessel equipment. will be a further development of the control all !shing An example is the direct drive Synchro RTX autotrawl system, operations. 2. View of Prest"ord’s hydraulic winches and control which has been carried out in aft bridge and systems for bottom trawling cooperation with the owner trawl deck. 3. The Abelone supplied for a vessel under and trialled on Strand’s Møgster has a construction in Turkey for Strand. trawler Havstrand. hybrid propulsion system and These winches allow very sensitive “Better functioning, winches to e&ciently use dynamic control of the net, and now more functions available, are purse seines, palagic trawls and frequency controlled pumps can key words in this connection,” gillnets to catch be run at speeds that minimise notes Havstrand’s skipper, Nils di$erent species of !sh. the use of energy without loss Kristian Skjong. of responsiveness. 58 UPDATES

1 Raytheon PHOTO

DDG 1000 programme gathers momentum

The contract to supply the olls-Royce will supply two MT30 gas turbines and two RR4500 gas turbine generator sets for each of the three DDG 1000 destroyers United States Navy with on order. Rolls-Royce gas turbine A number of key milestones have been achieved recently, including theR installation of the #rst shipset of main power and auxiliary generators and technology for its new the successful full power parallel operation of both gas turbine generator sets generation of multi-mission during simulated dynamic ship manoeuvring operations. The main generator, the Rolls-Royce MT30 marine gas turbine, and the destroyers, the all electric auxiliary ship service generator, the Rolls-Royce MT5S (packaged as the RR4500 DDG 1000 Zumwalt-class, has generator set), passed a series of rigorous Factory Acceptance Tests in April and May 2010. advanced with installation of A single MT30 and RR4500 gas turbine generator set have been delivered the #rst shipset of main power to the US Navy’s Surface Warfare Center in Philadelphia for intensive land-based testing. and auxiliary generators. 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 www.rolls-royce.com 59

1. The distinctive pro!le of the DDG 2 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.

Andrew Marsh, President - Naval, said, “The Zumwalt class destroyer is a highly-advanced vessel, with demanding performance requirements. The MT30 is 3 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 4 the vessel and power for the ship’s hotel load (lighting, heating and ancillary functions) and other onboard

Raytheon advanced technologies, such as radar and weapons, and manages the power sources so the power requirements PHOTO PHOTO 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 be the US Navy’s multi-mission destroyer, a forward-looking class designed programme does not end in the engine room,” says Peter to undertake a wide range of roles. The DDG 1000 is tailored for sustained Lapp, Programme Executive. “We are also responsible for operations in the littorals and land attack. It will provide independent forward the manufacture of the ship’s #xed-pitch propellers to presence and deterrence and support Special Operations forces, as an integral stringent US Navy speci#cations. Two ship-sets have been part of joint and combined expeditionary forces. cast in our Pascagoula, Mississippi foundry.” Power density, manpower economy and advanced ship-board technology With the acquisition of Odim in 2010, the Rolls-Royce are essential to the Zumwalt class destroyer ful#lling its mission. scope of supply for the class increased further and now Based around two sets of one MT30 and one RR4500, the Rolls-Royce gas includes the multi-function towed array handling system turbine package provides the DDG 1000 with a highly versatile suite of power or MTAH, which controls the anti-submarine sonar and options. While the 36MW MT30s will provide the bulk of the power, the 4MW torpedo defence systems. The #rst ship set has already RR4500s will provide economy during light load conditions and peaking been assembled and integrated and is awaiting design power when needed. As the DDG 1000 harnesses approximately ten times the veri#cation testing. electrical power of a DDG 51 destroyer, power reliability is paramount. Construction of the #rst ship, the Zumwalt (DDG 1000) The MT30, which is derived from the successful Trent family of aero engines, is more than 50 per cent complete at General Dynamics has a proven track record. Its selection for the DDG 1000 programme marks Bath Iron Works in Bath, Maine, and work on long lead the #rst time a large gas turbine has been ordered by the US Navy for use as a items for the Michael Monsoor (DDG 1001) and the generator set, providing electrical power for propulsion and on-board systems yet-to-be-named DDG 1002 has begun. [AR] throughout the ship. 60 SUPPORT

Support

The recently opened Rolls-Royce training centre in Seletar, Singapore. www.rolls-royce.com 61

Focusing on training The 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. 62 SUPPORT

he Rolls-Royce marine training facility in Asia Towcon control systems training 2 is now open for business at the new 65,000m* for anchor handling winches. They Seletar complex in Singapore, which was meet the need for greater realism formally opened by Rolls-Royce Chairman and versatility by using a seamless TSir Simon Robertson and the Prime Minister of spherical image of the working Singapore, Lee Hsien Loong, in February. It is the result environment and allow trainees to of an overall investment of S$700 million (US$500 million) practise manoeuvring and anchor and close cooperation between Rolls-Royce and the handling operations in various sea Singapore authorities in new research, training and aero states. Three smaller stand-alone DP engine production and test facilities in the region. manoeuvring stations enable up It is a #rst for Rolls-Royce in that customers from across to #ve students to receive operator the various markets in which the company operates can training at any one time. be trained in the same location, enabling all attendees “The simulator domes are to bene#t from purpose-built classrooms and extensive undoubtedly the main attraction workshop facilities that includes a canteen and gym. for our customers in Asia. We are Although a smaller version of the Ålesund marine excited to have this new training training centre, Singapore can run most of the same resource available to us and the courses. The latest technology, equipment and facilities ability to o$er enhanced knowledge are combined to help develop the talent pool of service and skills transfer to customers engineers the company and its customers require, while and partners in this fast-growing promoting a culture of engineering excellence. With "eets region,” said Gary Wieland, Senior growing and equipment becoming more complex, risks VP, Services - Asia. The centre is increasing and technical and environmental regulations also equipped to deliver a broad becoming more demanding, the need for fully competent spectrum of learning across all crews has never been greater. Rolls-Royce business sectors - from The marine section of the facility is equipped for IT to management and leadership, customer training with two simulator domes that can as well as technical skills. The #rst be used for Icon DP systems, as well as Helicon X and graduating class of technicians is

1 www.rolls-royce.com 63

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1. Both marine expected to begin their new roles at Rolls-Royce the knowledge and skills of experienced Rolls-Royce training centres are equipped with in September. service engineers. simulator domes; Hardware will change as new products enter service. For individual requirements, tailored courses are in Ålesund there is also a complete Currently, the hardware includes a Canman waterjet developed on request to cater for speci#c customer bridge simulator with realistic 360° control system, steering gear and controls, a waterjet needs. Bespoke courses on relevant ship equipment views. module, deck machinery and engine sub-assemblies, normally cover operation, trouble-shooting and 2. There are stand-alone DP plus a CP propeller hub and automation system maintenance. They can be run at the Rolls-Royce training simulators for multiple crew switchboards, which are housed in two workshops. A centre of choice or on board a nominated vessel catering training. range of classrooms will cater for small or larger groups. for the needs of a ship’s crew, typically a group of eight 3. Conventional classroom people or less. facilities are well Training in Europe “As the Ålesund Centre currently caters solely for marine equipped. 4. A wide range of The Rolls-Royce Training and Technology Centre in product training, a broader range of product hardware will equipment has Ålesund, Norway is already in operation, with various be available than in Singapore,” says William Roberts, VP, been custom designed courses in progress. It is located next to the campus of Global Training and Service Engineer Development. “It is to enhance the training Ålesund University College, with the building’s grand growing all the time, expanding as new equipment goes experience. opening planned for autumn. into service.” Regular courses for popular Rolls-Royce products Equipment in the training hall currently includes and systems are a key part of the programme. operating steering gear with controls, two types of Product training courses are run at four distinct levels: controllable pitch propeller with gearbox and pitch 0, 1, 2 and 3. The latest listing and joining instructions are setting systems, tunnel thruster, steering system for large regularly updated on the marine training pages of the azimuth thrusters, a complete Azipull AZP85 thruster Rolls-Royce website. and a sectioned diesel engine. Power electric systems Entry level (0) is standardised e-learning. It comprises are represented with a complete switchboard for three product-based familiarisation modules, which currently generators with splittable bus and supply to consumers cover 15 product groups and are the ideal starting point with #xed and variable frequency, typical of an o$shore for any learning programme. vessel installation. Anchor handling winch motors, Level 1 goes into more detail with courses available a complete anchor and mooring windlass, seismic on most Rolls-Royce products. While some are purely handling equipment and stainless steel and aluminium equipment familiarisation and operation, others waterjets are scheduled to follow shortly. concentrate on the correct maintenance requirements, Simulators include a full-scale o$shore vessel bridge with a or both. Course duration and scope varies. For example, 360 degree #eld of vision for ship handling, anchor handling for CP propellers there is a four-day operator training and other o$shore operations. Individual simulators in course and a #ve-day maintenance course. For steering another room allow trainees to operate winches, cranes and gears, there is a four-day maintenance course while for other equipment. engine maintenance, it is a standard three-day course. The Dynamic Positioning simulator and adjacent technical Level 2 courses can be shipowner speci#c, where room have been expanded and installed in the new individual crew members need more advanced centre. Level 0, 1 and 2 DP courses are o$ered, covering knowledge of particular products. The Royal familiarisation, basic and advanced operator training, Norwegian Navy, for example, books higher level maintenance and combined operation and technical maintenance training. courses, with Nautical Institute accreditation. [AR/RW] Levels 2 and 3 are normally targeted at honing 64 SUPPORT

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ork on converting the 172.5m long 25.4m beam 11,000dwt dock Playing a key ship owned by Harren and Partner (the former Combi Dock IV) into the heavy-lift, deep-water oil exploration and o$shore support vessel OIG Giant II, got underway in August 2011 role in vessel Wat Lloyd Werft, Bremerhaven. The vessel is the second ship in the O$shore Installation Groups (OIG) planned conversion "eet of six o$shore support vessels. Combi Dock IV was one of a series of four heavy lift dock ship sisters built between 2007 and 2010. One has already been converted into OIG Giant I. Preparing a recently The work undertaken was wide-ranging and used experience gained from the built 11,000dwt dock ship earlier conversion of the #rst vessel. At the heart of the work was the installation of a Rolls-Royce DP2 system and thruster package. for a new role as a heavy-lift, deepwater oil exploration Dynamic positioning with power and manoeuvrability New to the ship and consistent with its specialist new tasks is the Rolls-Royce and o$shore support vessel DP2 equipment package. It includes a DP2 dynamic positioning system, with required a signi#cant upgrade, sensors and reference system, Poscon joystick, Helicon X3 remote controls and #ve new thrusters. The complete system, including the electric motors for the including installation of #ve thrusters, was designed and supplied within the relatively short #ve-month a dynamic positioning and delivery time frame, to meet the conversion schedule, and was managed by the Rolls-Royce service team in Ulsteinvik. thruster package. 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 PHOTO O$shore Installation Group (OIG) reach as far and as high as possible, and were equipped equipped were and possible, as high as and far as reach cranes were signi# heavy-lift forward, ship’s two yard. The the by undertaken Ålesund Training Centre.” as designed. Courses for crew trainingwere runatthe provided thecon#dencethatsystem would perform price. This reduced thenumberofsuppliersinvolved and provide acomplete system andquote asinglepackage are designed to withourthrusters, work we were ableto –upgrading/overhaul.Sales Manager “As ourDPsystems operational pro#le ofthevessel,” Molnes, says Stein Arve propellers were installedinthestern. in thefuture. Two tunnelthrusters withCP TT2400 installation ofathird unit,shouldmore power berequired 3 2 The conversion included a range of other work, work, other of range a included conversion The designed thesystem“We to meetthespeci#ed cantly lengthened to enable them to to them enable to lengthened cantly is notrequired, saving timeandmoney. equipment vessels to lift ofotherheavy transport support ofaproject,sothe onboard atthestart everything to take of upto 2,500m. The large deck area are meansthey able farouttoinstallation work seaandcanoperate atdepths specialist ships. The vessels are of equippedfor avariety withlarge theoilandgasindustry Capital Partners, serves venture Harren Sachs between &Partner andGoldman Group (OIG). The recently founded company, ajoint O vessel "eetofSingapore-based DP systems performance. current from -asuitabledemonstrationofthe thestern sidewindswitha5knot in30knot accuracy remarkable late 2011. during Sea with North The wasperformed work inthe three for turbines atidalpower stationo$Orkney The vessel’s andinstallationof #rstjobwasthetransport Proven inservice power required. to ensure thatthevessel’s capacitieshave new the personnel. Sixmore generators were alsoinstalled 86 to superstructureto theforward houseafurther accommodation extension and anadditionalseven-deck rampfortiltable openstern "oatinginorout,ahelipad water. the into lowered be to equipment and divers enables bay loading the of side starboard the on moonpool 7.4m x 7.8m A 2,500m. of depth a to installations subsea for 500mt of load working safe combined a have now They system. compensation heave active an with DP OIG GiantIIisthesecondshipinplannedthree- OIG GiantIIwasalso#tted withasubmersibleand 4 2 T thruster, F gear, additionalstern upgrade Helicon X,steering switchboard, interface supply oftheDP2system, managementproject and the design, integration and included project turnkey . Asia of PSVSeabulk The systems withtheupgrade adopter of Rolls-Royce DP2 SEACOR was anearly Marine URNKEY MA study, general PA $ shore Installation shore Installation CK [ AR] AGES of engineering, SEACORM R by supplied equipment other with interfaces it which with ease the and equipment the of design compact ERN analysis. arrangement HVAC now beingupgraded inBrazil. two UT755Lvessels are and afurther Atlantic, South installation onSeabulk olls-Royce,” says T “We particularly like the the like particularly “We Positive feedback ledto asimilar FO R R www.rolls-royce.com Clerc, Manager Manager im Clerc, , capability and , capability PSVs 4. 3. 2. 1. site, Orkney. Warness tidaltest at theFalls of test tidalturbines job was installing The vessel’s !rst controls. User-friendly DP thrusters. three newtunnel installed together thrusters were Two swing-up installation work. ofsubsea a variety OIG to undertake to beconverted by the second vessel The OIGGiantllis arine LL arine 65 C. PHOTO O$shore Installation Group (OIG) 66 SUPPORT

1 2 PHOTO Ensco PHOTO

Rapid response for emergency maintenance

Selecting underwater A team from the Rolls-Royce proactive supplier partner, working intervention services o$ers service centre in Brazil and propulsion with Ensco stakeholders to improve product centre in Norway worked in the communications and planning enhanced "exibility in collaboration with the diving partner, between our organisations. We minimising vessel downtime, Subsea Solutions Alliance, and Ensco appreciate the commitment to personnel to plan the work. The agreed customer satisfaction, which has particularly when urgent solution was an underwater repair of resulted in continuously improving unplanned maintenance is the oil distribution box with a team supply and service e!ciencies for comprising one project manager, our "eet.” required. one service engineer and three divers Following this success, Ensco has working over two days to complete selected Rolls-Royce to undertake olls-Royce added turnkey underwater intervention the repair. the removal and re-installation of to its marine services portfolio over three years ago “Underwater intervention o$ers six UUC 455 azimuth thrusters and has since developed a number of innovative our customers a time-sensitive installed on the ENSCO DS-6 drillship. repair methods where drydocking is not required. service that enables critical repairs Rolls-Royce service engineers and RWhen a customer contacts Rolls-Royce with a request for to be performed directly at the rig’s product centre personnel from underwater intervention, the requirement is assessed against location”, said Peter Redpath, VP Sales Finland will work closely with their a range of suitable solutions to determine the best approach in the Gulf of Mexico. “This e!cient counterparts in Singapore to relative to the current operating conditions and location. operation was concluded within perform the operation, needed to Once the solution is agreed with the customer, Rolls-Royce the allotted time-scale and the rig accommodate the massive ship’s hull mobilises service engineers, the diving partner and all was able to return to service with in the shipyard prior to the drillship necessary equipment to the vessel or quayside. Rolls-Royce minimal downtime.” commencing a new charter later acts as the single point of contact throughout, providing Ensco, with a "eet of seven drillships, this year. [AM] seamless project planning, management and execution of 20 semi-submersible rigs and 49 1. Rolls-Royce the work. jackups, recognised the value of mobilised service engineers and A successful underwater intervention project was recently employing Rolls-Royce to manage divers, managing all undertaken on a Rolls-Royce TCNS92 azimuth thruster this turnkey project. “We are pleased aspects of the work. 2. An emergency installed on a semi-submersible rig operating o$ the coast of the intervention work was conducted underwater thruster repair was Angra dos Reis near Rio de Janeiro, Brazil. The customer, Ensco, safely, on time and with care to prevent carried out on the reported that the thruster on the ENSCO 6000 rig was leaking spills and environmental impacts,” said ENSCO 6000 rig while it remained at pitch control level and required an emergency repair. Gilles Luca, Ensco Vice President, Brazil. close to its operating location With no time to wait for a suitable dry dock to become Amanda Martin, Ensco’s Director of o$ Rio de Janerio. available to enable the repair to be carried out, underwater Supply Chain, Western Hemisphere, intervention provided a safe and vital alternative. added, “Rolls-Royce has been a www.rolls-royce.com 67

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DFDS ferry trio upgraded with PHOTO DFDS PHOTO Promas Lite

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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.

hree more DFDS Seaways and rudder into a single system to maximise hydrodynamic vibration, which enhances the ferries have been upgraded performance over a conventional propeller reblading. The overall passenger experience.” with the Rolls-Royce Promas customised design was developed at the Rolls-Royce facility The turnkey upgrading of all three Lite system to maximise their in Kristinehamn, Sweden. ferries was undertaken during the propulsiveT e!ciency, reducing fuel New propeller blades were bolted onto the original #rst quarter of 2012 at the Arno consumption and emissions. hub and a special hubcap #tted to the propeller, which Dunkerque yard in France. The Dover, Dunkerque and Delft Seaways streamlines the "ow onto a bulb that was fabricated #rst and second installations were serve on the Dover-Dunkerque route and welded onto the existing rudder. This e$ectively delivered on time, and the third two across the English Channel. The three increases propeller thrust, as previously wasted energy days ahead of schedule. sister ships were originally designed is recovered from the "ow, and also reduces drag. The These e!ciency improvements for a service speed of 26.5 knots and hubcap is mounted outside of the propeller hub and will contribute to the DFDS goal of

had Kamewa propellers optimised for acts purely as a hydrodynamic fairing, keeping cost and reducing CO2 emissions by 10 per cent that speed. The requirements for the technical complexity to a minimum. The settings of the over a #ve year period. [AR] Channel route is a lower service speed existing control combinator were revised to ensure that of 18-19.5 knots, with a little more optimal engine load and propeller pitch was combined for speed available to recover delays and maximum e!ciency. power for responsive manoeuvring “Generally, we predict a Promas Lite installation on this 1. The three DFDS in port. This has resulted in not only type of vessel, which is also operating signi#cantly o$ ferries operate on the busy cross poor operating e!ciency, but also its original design speed, should provide an e!ciency channel service enhanced vibration levels during improvement in the region of 10 to 15 per cent at between Dover and Dunkerque. manoeuvring. The ferries have twin transit speed,” says Klas Nygren, Service Sales Manager, 2. For these Promas screws and two engines per shaft, and propellers and waterjets. “Depending on the time spent Lite installations, new propeller normal sailing on the route can be at transit speed versus manoeuvring in port, the overall blades were installed to maintained on one engine per shaft, e!ciency improvements will obviously be reduced, but match the vessels new operating with more power available if required. still represent a signi#cant reduction in fuel burn and pro!le, with bulbs The Promas Lite system was emissions. As our systems are performance matched, fabricated and welded to the selected as it integrates the propeller a typical side bene#t is reduced propeller-induced existing rudders. 68 CONTACTS

Engines - Bergen Sales and Service - Gdynia Turkey Head O"ces P.O. Box 924 Sentrum 8 Kontenerowa Str, 81-155 Gdynia Sales & Service Turkey Marine N-5808 Bergen Tel: +48 58 782 06 55 Nazan Sok. No:2 Lagoon Plaza D:3 3 Temasek Avenue Tel: +47 81 52 00 70 Fax: +48 58 782 06 56 34940 Tuzla, Istanbul #19-01, Centennial Tower Tel: +47 91 58 72 41 (24hr) Russia Tel: +90 216 446 9999 Singapore 039190 Fax: +47 55 19 04 05 Business Center B5 Fax: +90 216 395 7152 Tel: +65 6501 7600 Foundry - Bergen Pr Bakunina 5, O!ce 304 Fax: +65 6501 7700 P.O. Box 924 Sentrum 191024 St Petersburg West Africa O#shore N-5808 Bergen Tel: +7 812 332 1855 Namibia Sjøgata 80 Tel: +47 81 52 00 70 Fax: +7 812 332 1855 Fax: +47 55 53 65 05 Sales & service – Walvis Bay N-6065 Ulsteinvik, Norway Sweden P.O. Box 4414, Old Power Station Tel: +47 81 52 00 70 Oslo O!ce Propulsion - Kristinehamn 2nd Street East, Walvis Bay Fax: +47 70 01 40 05 Karenslyst Allé 57, N-0277 Oslo P.O. Box 1010, S-68129 Kristinehamn Tel: +264 642 275 440 Merchant Tel: +47 81 52 00 70 Tel: +46 550 840 00 Fax: +264 275 441 Korsegata 4 Fax: +47 24 00 54 99 Tel: +46 705 286 566 (24hr) P.O. Box 22 Power Electric Systems - Austevoll Fax: +46 550 181 90 Middle East N-6025 Ålesund, Norway N-5394 Kolbeinsvik United Kingdom Tel: +47 81 52 00 70 Tel: +47 56 18 19 00 Marine Electrical Systems United Arab Emirates Fax: +47 70 10 37 03 Tel: +47 95 29 19 20 (24hr) Northarbour Road, Cosham Sales & Service - Middle East Fax: +47 56 18 19 20 Portsmouth, PO6 3TL P.O. Box 261103 Naval O!ce 47B Oil#elds Supply Centre P.O. Box 3 Power Electric Systems - Bergen Tel: +44 2392 310 000 Fax: +44 2392 310 001 RA/09 Jebel Air Free Zone Filton, Bristol Postboks 80, Godvik, N-5882 Bergen Dubai, UAE BS34 7QE, UK Tel: +47 55 50 62 00 Sales & Service - Dartford Tel: + 971 4 883 3881 Tel: +44 117 974 8500 Tel: +47 97 65 89 29 (24hr) Nucleus, London Science & Fax: + 971 4 883 2639 Fax: +44 117 974 8666 Fax: +47 55 50 62 01 Business Park, Brunel Way Dartford, Kent DA1 5GA Naval - Dubai 110 Norfolk Street, Controls/DP – Ålesund Dubai Airport, Free Zone Walpole, MA 02081, USA P.O. Box 1522, N-6025 Ålesund Tel: +44 1322 312 028 Fax: +44 1322 312 054 Suite ZW406, Tel: +1 508 668 9610 Tel: +47 81 52 00 70 PO Box 54254, Dubai Fax: +1 508 668 5638 Tel: +47 90 01 09 97 (24hr) Marine Gas turbines - Bristol Tel: +917 4 299 4343 Submarines Fax: +47 70 10 37 01 P.O. Box 3, Filton, Bristol BS34 7QE Fax: +917 4 299 4344 P.O. Box 2000 Raynesway, Training Centre - Ålesund Tel: +44 117 979 7242 Derby DE21 7XX, UK P.O. Box 1522, N-6025 Ålesund Motion Control – Dunfermline Asia Paci!c Tel: +44 1332 661461 Tel: +47 70 23 51 00 Hillend Industrial Park, Fax: +44 1332 622935 Fax: +47 70 10 37 01 Dunfermline, Fife KY11 9JT Australia Sales & Service – Melbourne Propulsion - Ulsteinvik Tel: +44 1383 82 31 88 Fax: +44 1383 82 40 38 Unit 4, 344 Lorimer Street Northern Europe P.O. Box 1522, N-6025 Ålesund Port Melbourne Denmark Tel: +47 81 52 00 70 Sales & Service - Dunfermline Victoria 3207, Australia Sales & Service - Aalborg Tel: +47 90 01 09 97 (24hr) Hillend Industrial Park Tel: +61 396 444 700 Vaerftsvej 23, DK-9000 Aalborg Fax: +47 70 01 40 14 Dunfermline, Fife KY11 9JT Tel: +44 1383 82 31 88 Sales & Service - Perth Tel: +45 9930 3600 Rudders - Hareid Unit 2, 8 Wallace Way Fax: +45 9930 3601 P.O. Box 1522, N-6025 Ålesund Tel: +44 7831 1671 38 (24hr) Fax: +44 1383 82 40 38 Fremantle WA 6160, Perth Finland Tel: +47 81 52 00 70 Tel: +61 8 9336 7910 Sales & Service - Helsinki Tel: +47 90 89 46 74 (24hr) RAS Systems - Newcastle Fax: +61 8 9336 7920 Itämerenkatu 5, FIN-00180 Helsinki Fax: +47 70 01 40 21 Michell Works, Scotswood Road Newcastle Upon Tyne, NE15 6LL Naval - Sydney Tel: +358 9 4730 3301 Ship Technology PO Box 117, North Ryde, NSW 1670 Fax: +358 9 4730 3999 Fish & Merchant - Ålesund Tel: +44 191 256 2800 Fax: +44 191 256 2801 Tel: +61 2 9325 1333 Waterjets - Kokkola P.O. Box 1522 Fax: +61 2 9325 1300 N-6025 Ålesund Shaft bearings – Michell Bearings P.O. Box 579, FIN-67701 Kokkola India Tel: +358 68 324 500 Tel: +47 81 52 00 70 Scotswood Road Fax: +47 70 10 37 01 Newcastle Upon Tyne NE15 6LL Sales & Service - Mumbai Fax: +358 68 324 511 TTC Industrial Area, Ship Technology O$shore - Ulsteinvik Tel: +44 191 273 0291 Rauma Fax: +44 191 272 2787 MIDC Turbhe, NAVI Mumbai 400 703 P.O. Box 220, FIN-26100 Rauma P.O. Box 1522, N-6025 Ålesund Tel: +91 22 6726 38 38 Tel: +358 2 83 794 722 Tel: +47 81 52 00 70 Fax: +91 22 6726 38 18 Fax: +47 70 01 40 13 Southern Europe Tel: +358 4 0 828 0013 (24hr) EA&C - India Fax: +358 2 8379 4804 Steering Gear - Hagavik Italy TT Industrial Area, MIDC Turbhe France P.O. Box 924 Sentrum, N-5808 Bergen Sales & Service - Genova NAVI Mumbai 400 703 Sales & Service - Rungis Tel: +47 81 52 00 70 Via Castel Morrone, 13 Tel: +91 986 703 1823 Fax: +47 56 30 82 41 16161 Genova 4 place des Etats-Unis, Silic 261, Malaysia F-94578 Rungis Cedex Deck Machinery - Seismic & Subsea - Tel: +39 010 749 391 Fax: +39 010 749 3950 Naval - Kuala Lumpur Tel: +33 1 468 62811 Hjørungavåg Lot 32C, Floor 32, UBN Tower Fax: +33 1 468 79398 P.O. Box 193, 6069 Hareid Croatia 10 Jalan P. Ramlee, Germany Tel: +47 70 01 33 00 Engineering - Navis Consult 50250 Kuala Lumpur, Malaysia Sales & Service - Hamburg Tel: +47 91 62 23 36 (24hr) Bartola Kasica 5/4 Tel: +60 3 2026 1990 Fährstieg 9, D-21107 Hamburg Fax: +47 70 01 33 01 HR-51000 Rijeka Fax: +60 3 2031 7990 Tel.: +49 40 780 9190 Cranes - Molde Tel: +385 515 001 00 Fax: +385 515 001 01 Singapore Fax: +49 40 780 91919 P.O. Box 2009, 6402 Molde, Norway Sales & Service - Singapore Stabilisation (Intering) - Hamburg Tel: +47 70 31 15 00 Greece No 6, Tuas Drive 1 Fährstieg 9, D-21107 Hamburg Tel: +47 91 62 23 36 (24hr) Sales & Service – Piraeus Singapore 638673 Tel.: +49 40 52 87 36 0 Fax: +47 71 17 31 40 Akti Miaouli & 2 Kantharou Str. Tel: +65 686 21 901 Fax: +49 40 52 87 36 66 Deck Machinery - Seismic & Subsea - Piraeus 185 37 Fax: +65 686 32 165 Stavanger Tel: +30 210 4599 688/9 The Netherlands Fax: +30 210 4599 687 Training Centre – Singapore Sales & Service - Rotterdam P.O. Box 296, 4066 Stavanger Tel: +65 6501 7600 Werfdijk 2 (Port 2828), 3195 HV Pernis Tel: +47 51 57 28 00 Spain Tel: +47 91 62 23 36 (24hr) Sales - Madrid New Zealand Tel: +31 10 40 90 920 Sales & Service - Christchurch Fax: +31 10 40 90 921 Fax: +47 51 57 28 01 Manuel Tovar 36-2A, E-28034 Madrid 175 Waltham Road Norway Deck Machinery/Norwinch Service - Waltham, Christchurch Bergen Tel: +34 913 585 332 Automation - Longva Fax: +34 91 735 07 28 Tel: +64 3 962 1230 P.O. Box 1522, N-6025 Ålesund Tel: +47 56 57 16 00 Fax: +64 3 962 1231 Tel: +47 91 84 70 67 (24hr) Sales & Service – Bilbao Tel: +47 81 52 00 70 Vietnam Tel: +47 97 72 83 60 (24hr) Fax: +47 56 30 82 41 Estartexe, 8 o#cina E 48940 Leioa –Vizcaya Deck Machinery - Vietnam Fax: +47 70 20 83 51 Poland Road 4, Dong Xuyen Industrial Park, Deck Machinery - Gniew Tel: +34 944 805 216 Deck Machinery & Fax: +34 944 806 482 Rach Dua Ward, Vung Tau City Steering Gear - Brattvåg Kopernika 1, 83-140 Gniew Tel: +84 64 3576 000 P.O. Box 1522, N-6025 Ålesund Tel: +48 58 535 25 25 Fax: +84 64 3576 001 Tel: +47 81 52 00 70 Fax: +48 58 535 22 18 Fax: +47 70 20 86 00 www.rolls-royce.com 69

China Chile Sales & Service - Hong Kong Sales & Service - Santiago 3rd Floor, Main Building, 1-7 Sai Tso Wan Alcántara 200, 13th Floor, O!ce 1303, Rolls-Royce International O!ces Road, Tsing Yi Island, N.T., Hong Kong 755, 0159 Las Condes, Santiago Tel: +852 2526 6937 Tel: +56-2-586-4700 Fax: +852 2868 5344 Fax: +56-2-586-4705 Northern Europe Rolls-Royce Malaysia Sdn Bhd 32nd Floor, UBN Tower, Corporate O!ce - Shanghai Mexico Rolls-Royce International Ltd th 10 Jalan P. Ramlee, 50250 17 "oor Kerry Parkside, Sales & Service – Veracruz & Rond Point Schuman, 6/5 Kuala Lumpur, Malaysia No. 1155 Fang Dian Road, Pudong, Cuida del Carmen 1040 Brussels, Belgium Tel: +6 03 2096 1990 Shanghai 201204 Edif. Torre del Pilar, Blvd Ruiz Cortinez Tel: +32 2 230 8652 Fax: +6 03 2031 7990 Tel: +86 21 2030 2800 #3642, Boca del Rio, Veracruz, 94299 Fax: +32 2 230 0872 Fax: +86 21 2030 2828 Tel: +52 229 272 2240 Rolls-Royce Singapore Pte Ltd Tel: +52 229 272 2246 (24hr) Rolls-Royce International Ltd Sales & Service – Shanghai 3 Temasek Avenue #19-01 Fax: +52 229 272 2241 New Europe, IBC Building No. 1 Xuan Zhong Road - Nan Hui Centennial Tower Pobrenzi 3, 186 00, Prague 8 Industrial Zone, Shanghai 201300 USA Singapore 039190 Czech Republic Tel: +86 21 5818 8899 Naval Marine Inc - Walpole Tel: +65 6734 5031 Tel: +420 224 835069 Fax: +86 21 5818 9388 110 Norfolk Street Fax: +65 6734 5038 Fax: +420 224 835013 Sales & Service - Dalian Walpole, MA 02081 Tel: +1 508 668 9610 Rolls-Royce International Ltd Room 1204/1206 Swissotel Rolls-Royce International Ltd Tel: +1 (877) 598 6957 (24hr) Unit 402, 21 Wu Hui Road Jägerstraße 59, D-10117, Fax: +1 508 668 2497 4th Floor Asia Tower Building 116001 Dalian Berlin, Germany 6 Nha Tho Street Tel: +86 411 8230 5198 Sales & Service – Ft Lauderdale Tel: +49 30 2094 2501 Hoan Kiem District, Hanoi Fax: +86 411 8230 8448 10125 USA Today Way, Miramar, Fort Fax: +49 30 2094 2508 Lauderdale, FL 33025 Vietnam Sales & Service - Guangzhou Tel: +84 4 39380 228 Rm 2213A, Fuying Int Tower Tel: +1 954 436 7100 Southern Europe Fax: +1 954 436 7101 Fax: +84 4 39380 230 166, Changgang Rd, Haizhu 510250 Rolls-Royce International Ltd Tel: +86 20 895 77124 Americas Corporate O!ce - Houston Via IV Novembre 114 North East Asia Fax: +86 20 89577145 1880 South Dairy Ashford, 00187 Roma, Italy Rolls-Royce International Japan Ashford Crossing II Tel: +39 066 976 671 - China Ltd Sales & Service - Tokyo Suite 301, Houston, TX 77077 Fax: +39 066 791 755 31st Floor Kasumigaseki Building, Tel: +1 281 902 3300 2109, China Life Tower 3-2-5 Kasumigaseki, Fax: +1 281 902 3301 Rolls-Royce International Ltd 16, Chao Yang Men Wai Street Chiyoda-Ku, Tokyo 100-6031, Japan Sales & Service - Galveston 122 Avenue Charles de Gaulle, Beijing 100020 Tel: +81 3 3592 0966 Pelican Island 1, 2929 Todd Road 92522 Neuilly-Sur-Seine Cedex, People’s Republic of China Fax: +81 3 3592 0969 Galveston, TX 77554 France Tel: +86 10 8565 5000 Fax: +86 10 8525 2213 Sales & Service - Kobe Tel: +1 409 765 4800 Tel: +33 147 221 440 Fax: +33 147 457 738 Yamasaki Building 1st & 2nd Floor, Tel:+1 (832) 330 2554 (24hr) Rolls-Royce International Ltd 1-15-11 Kinpei-cho, Hyogo-ku, Fax: +1 409 765 4801 4/F, South Tower, Kobe-shi, Hyogo 652-0873 Engine & Ship Service - Long Beach Eastern Europe Cathay Paci#c City. Tel: +81 78 652 8067 2445 N Palm Drive Suite 104 Rolls-Royce International Ltd 8 Scenic Road, Fax: +81 78 652 8068 Signal Hill, CA 90755 O!ce 26, B. Sadovaya Street 10 Honkong International Airport Republic of Korea Tel: +1 562 989 0291 123001 Moscow, Russian Lantau, Hong Kong SAR Sales & Service - Busan Fax: +1 562 989 0281 Federation Tel: +852 2802 4843 Noksan Industrial Complex Sales & Service - New Orleans Tel: +7 495 651 9330 Fax: +852 2511 0461 18B-2L,1578-1, 200 James Drive West Fax: +7 495 651 9332 Rolls-Royce International Ltd Songjeong-dong, Gangseo-gu St Rose, LA 70087 st Busan 618-270 Tel: +1 504 464 4561 Middle East 31 Floor Kasumigaseki Building, 3-2-5 Kasumigaseki, Tel: +82 51 831 4100 Fax: +1 504 464 4565 Rolls-Royce International Ltd Chiyoda-Ku, Fax: +82 51 831 4101 Futuro Tower, 5th Floor, O!ce Sales & Service - Seattle Tokyo 100-6031, Japan th Number 4, Ma’ather Raod Russia 1731 13 Ave. SW Tel: +81 3 3592 0966 P.O. Box 88545 Sales & Service - Vladivostok Seattle, WA 98134 Fax: +81 3 3592 0969 5F, 3b, Streinikova str. Tel: +1 206 782 9190 Riyadh 11672, Saudi Arabia Vladivostok 690065 Tel: +1 206 499 8245 (24hr) Tel: + 966 1 403 1733 Rolls-Royce International Ltd Tel: +7 4232 495 484 Fax: +1 206 782 0176 Fax: + 966 1 240 1713 23rd Floor, Olive Tower, Fax: +7 4232 495 484 135 Seosomun-dong, Naval Marine Inc - Washington Rolls-Royce International Ltd Jung-gu, Seoul, 1875 Explorer Street Dubai Airport Free Zone, Korea 100-737 Americas Suite 200, Reston, VA 20190 Suite 2W406, Tel: +82 2 3476 7750/2 Brazil Tel: +1 703 834 1700 PO Box 54254, Dubai, Fax: +82 2 3476 0122 Sales & Service - Rio Fax: +1 703 709 6086 United Arab Emirates IIha do Caju, 131 Naval Marine Inc – Indianapolis Tel + 971 4 299 4343 Rolls-Royce (Thailand) Ltd CEP 24. 040-005 - Ponta da Areia Po Box 420, 2001 South Tibbs Ave Fax + 971 4 299 4344 11th Floor Tonson Tower, Niterói Speed Code S-07, Indianapolis 900 Ploenchit Road, Tel: +55 21 2707 5900 Indiana 46206-0420 Asia Paci!c Bangkok 10330, Thailand Fax.: +55 21 2707 5909 Tel: +1 317 230 2000 Tel: +66 2 263 0500 Fax: +1 317 230 6763 Rolls-Royce Australia Services Canada Pty Ltd Fax: +66 2 263 0505 Sales & Service - St. Johns Naval Marine Inc - Annapolis Suite 102, Level 1, 142 Glencoe Drive, Mount Pearl 190 Admiral Cochrane Drive, 2-4 Lyonpark Road, Macquarie Americas Newfoundland NL A1N 4P7 Suite 115, Annapolis, MD 21401 Park, NSW 2113, Australia Rolls-Royce North America Inc Tel: +1 410 224 2130 Tel: +1 709 748 7650 Tel: +61 2 9325 1333 1875 Explorer Street Fax: +1 709 364 3053 Fax: +1 410 266 6721 Fax: +61 2 9325 1300 Suite 200, Reston, VA 20190 Naval Undersea Systems-Dartmouth Naval Marine Inc – Pascagoula Foundry Tel: +1 703 834 1700 461 Windmill Road 3719 Industrial Road, PO Box 1528, Rolls-Royce India Pvt Ltd nd Fax: +1 703 709 6087 Dartmouth, Nova Scotia, B3A 1J9 Pascagoula, MS 39567 2 Floor, Birla Tower (West), Tel: +1 902 468 2928 Tel: +1 228 762 0728 25 Barakhambha Road Rolls-Royce International Fax: +1 902 468 1388 Fax: +1 228 769 7048 New Delhi 110001, India Limitada Tel: +91 11 2335 7118 Naval Undersea Systems- Peterborough Shiplift Systems - Annapolis Av. Almirante Barroso 52 Fax: +91 11 2335 7117 597 The Queensway 190 Admiral Cochrane Drive, Sala 2001, 20031-000 Rio de Janeiro, Brazil Peterborough, Ontario, K9J 7J6 Suite 115, Annapolis, MD 21401 Rolls-Royce International Ltd Tel: +55 21 2277 0100 Tel: +1 705 743 9249 Tel: +1 410 224 2130 Mid Plaza II Building, 16th Floor, Fax: +55 21 2277 0186 Fax: +1 705 743 8003 Fax: +1 410 266 6721 Jln Jendral Sudirman Kav 10-11, Sales & Service – Vancouver Naval Undersea Systems - New Bedford Jakarta 10220, Indonesia 96 North Bend Street 1213 Purchase Street, New Bedford Tel: +62 21 570 3888 Coquitlam BC, V3K 6H1 Massachusetts 02740 USA Fax: +62 21 570 6286 Tel: +1 604 942 1100 Tel: +1 508 990 4575 Tel: +1 604 365 7157 (24hr) Fax: +1 508 990 4577 Fax: +1 604 942 1125 in-depth

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Azimuth thrusters issue Bearings 17 2012 Bulk handling Deck machinery Design and integrated systems Diesel and gas engines Dynamic positioning systems Energy storage Gas turbines Power electrics Propellers Propulsion systems WORLD’S FIRST Reduction gears Replenishment-at-sea GAS TUGS Rudders Gas propulsion for maximum e!ciency with Seismic and subsea systems lowest emissions Shiplift systems Stabilisers REGIONAL FOCUS CENTRAL EUROPE Steering gear Service centres expand to serve this hub of Tunnel thrusters marine activity Turbo generators Waterjets FLEXIBLE DP UPGRADES Installing an integrated dynamic positioning system enhances performance