THE GLOBAL MAGAZINE FOR MARINE CUSTOMERS

I N S I D E M A R I N E N E W S A N D D E V E L O P M E N T S / T E C H N O L O G Y / U P D AT E S / C U S T O M E R S U P P O R T

ISSUE 25 2015

INTO THE FUTURE

THE TECHNOLOGY BEHIND THE US

NAVY’S NEXT GENERATION DESTROYERS

MT30 READY TO POWER THE ROYAL NAVY’S TYPE 26 GLOBAL COMBAT SHIPS

UNDER ORDERS

W E LC O M E

MIKAEL MÄKINEN, PRESIDENT – MARINE, ROLLS-ROYCE

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COVER: Production of the MT30 gas turbine for the first T26 Global Combat Ship has begun.

around hydrodynamics of both hull forms and propulsion. This academic network gives us an opportunity to think more widely about what our future technological demands and opportunities will be.

This year, we celebrate ten years of the Trondheim UTC, which focuses on hydrodynamic performance in a seaway. You can read more about this fascinating place and some of its recent achievements in this issue.

The ability to transfer technology has enabled us to develop world-class products, none more so than our gas turbine technology, which is meeting the growing demand for power and ultra-reliable performance from the world’s navies.

We’ve begun to assemble the first MT30 gas turbine for the Royal Navy’s new Type 26 Global Combat Ship. For a class of ship that will be in service until 2060, an engine of proven performance and reliability is required. The MT30 is derived from the Trent aero engine family,

In Rolls-Royce, the drive to innovate never ends. For more than 100 years, the company has been at the forefront of technological developments that have helped shape our world today.

Our company has more than 15,000 engineers worldwide, specialising in technologies, from materials science, to advanced data analysis, combustion, acoustics and aerodynamics, to name but a few.

While some of the above may not appear relevant to those of us with seawater in our veins, the power of shared knowledge, and the potential it offers, cannot be underestimated.

Across the world we also have a unique network of University Technology Centres, each addressing a specific field of research. We have close ties with hundreds of academics, working on numerous research programmes that often result in great ideas becoming reality.

Two of these centres are specifically focussed on maritime technologies,

which has powered Boeing 777 aircraft through millions of trouble-free flying hours. It’s an example of how technology we develop for one market can be deployed for the benefit of our marine customers.

Collaboration between our technologists doesn’t stop at hardware. The future transition to intelligent ships is another area where we are already working with our colleagues in aerospace. They’re monitoring thousands of jet engines on-wing in real time and crunching the data to predict maintenance and monitor efficiency. We are developing that capability to enable our marine customers to operate their future fleets more efficiently and, perhaps, even remotely.

If there’s a future technology under development, we probably have an engineer or academic partner involved somewhere along the way, as we increase our R&D investment to shape the future and deliver the technologies of tomorrow.

Rolls-Royce has always strived to deliver innovation relevant to our customers’ needs, and the future will be no different. One of our essential attributes is the ability to collaborate across the company, and apply learnings beyond the boundaries of the Marine business

THE STRENGTH OF SHARED KNOWLEDGE

THE GLOBAL MAGAZINE FOR MARINE CUSTOMERS

I N S I D E M A R I N E N E W S A N D D E V E L O P M E N T S / T E C H N O L O G Y / U P D AT E S / C U S T O M E R S U P P O R T

ISSUE 25 2015

INTO THE FUTURE

THE TECHNOLOGY BEHIND THE US

NAVY’S NEXT GENERATION DESTROYERS

MT30 READY TO POWER THE ROYAL NAVY’S TYPE 26 GLOBAL COMBAT SHIPS

UNDER ORDERS

www.rolls-royce.com

MT30 – the power behind the world’s most demanding naval platforms

MT30 is the most power dense naval gas turbine available today, proven to deliver superior performance, operational flexibility and reliability. This is why it is already the engine of choice for five of the world’s latest naval platforms including the Royal Navy’s Queen Elizabeth Aircraft Carriers and Type 26 Global Combat Ship, the US Navy’s Littoral Combat Ship Freedom Class variant and DDG-1000 advanced destroyer, and the Republic of Korea Navy’s FFX-Batch II frigate.Rolls-Royce combines innovative naval technology with a proven high performing naval pedigree to deliver the most cost effective and efficient ship power, propulsion and through-life solutions…for over 4,000 customers around the world.

Trusted to deliver excellence

US Navy’s Littoral Combat Ship, Freedom Class variantImage courtesy of Lockheed Martin © 2015

03 WELCOMEAn essential attribute of Rolls-Royce is the ability to collaborate and apply learnings beyond the boundaries of any one business, says Mikael Mäkinen, President – Marine

06 NEWS ROUND UPThe latest developments from the world of Rolls-Royce

INTERVIEW10 BUILDING TRUSTPresident Naval Marine, Don Roussinos is focused on building customer trust and being highly responsive to customer needs

TECHNOLOGY12 MT30 FOR T26Rolls-Royce is to supply the MT30 gas turbine packages for the first three Global Combat Ships for the Royal Navy

14 POWERING A FUTURE FLEETThe Rolls-Royce MT7 is set to power the US Navy’s Ship-to-Shore Connector future fleet hovercraft

16 TECHNOLOGY FOR TUGSFairplay Towage has taken one of the first IMO Tier III diesel generator sets into service on the innovative Fairplay XI

18 RESEARCHING THE FUTUREAcademic establishments play a major role in Rolls-Royce R&D

20 LONGEST VOYAGE ON LNGA Rolls-Royce Bergen pure-gas engine has propelled the world’s first vessel to operate between Asia and Europe solely on LNG as the ship’s bunker fuel

CUSTOMER FOCUS24 POWER AND PRECISIONThe first Rolls-Royce MT30 gas turbine has been successfully installed into the Royal Navy’s second aircraft carrier, HMS Prince of Wales, marking the completion of another milestone for the Queen Elizabeth Class programme

Opinions expressed may not necessarily represent the views of Rolls-Royce or the editorial team. The publishers cannot accept liability for errors or omissions. All photographs © Rolls-Royce plc unless otherwise stated. In which case copyright owned by photographer/organisation.

EDITOR: Andrew Rice

DESIGNED AND PRODUCED BY: Connect Publications Ltd

CONTRIBUTORS: RG – Richard Goslan; SK – Simon Kirby; GEN – Gro Elizabeth Naalsund; AR – Andrew Rice; SR – Silke Rockenstein; CT – Craig Taylor; JW – Jonathan Webster; PW – Patrik Wheater; RW – Richard White

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

Printed in the UK.

© Rolls-Royce plc 2015

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

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

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C O N T E N T S

GET IN TOUCHOur offices and sector contacts, as well as key websites and portals, are listed on the inside back cover

ABOUT

UPDATES26 GOING DEEPER WITH FIBREThe next step in deepwater subsea handling operations using fibre ropes

28 THE BIGGEST LIFTSRolls-Royce has supplied the azimuth thruster systems to Pioneering Spirit, the world’s largest twin hulled vessel

30 FIRST WITH DP3Far Sleipner is the first vessel to be equipped with the latest DP3 technology and propulsion

32 FUTURISTIC ZUMWALTThe contract to supply the US Navy with

Rolls-Royce gas turbine technology for its futuristic DDG 1000 Zumwalt class of destroyers has entered its final phase

CUSTOMER SUPPORT34 THE BIG DATA GAMEExtracting value from information results in greater operational efficiency, cost reductions and reduced risk of failures

36 THE LNG MAKEOVERA retrofitting service can deliver the same economic and environmental benefits to existing vessels

38 MARINE CARE PACKAGETESO’s new ferry is in safe hands

NEWS AND FEATURES

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Research vessel breakthrough

Unmanned ship partnershipRolls-Royce is to lead a new €6.6 million (£4.59m) project that could pave the way for autonomous ships.

The Advanced Autonomous Waterborne Applications Initiative will produce the specification and preliminary designs for the next generation of advanced ship solutions.

The project is funded by Tekes (Finnish Funding Agency for Technology and Innovation) and will bring together universities, ship designers, equipment manufacturers, and classification societies to explore the economic, social, legal, regulatory and technological factors that need to be addressed to make autonomous ships a reality. The project will run until the end of 2017 and will pave the way for solutions designed to

validate the project’s research. The project will combine the expertise

of some of Finland’s top academic researchers from Tampere University of Technology; VTT Technical Research Centre of Finland Ltd; Åbo Akademi University; Aalto University; the University of Turku; and leading members of the maritime cluster including Rolls-Royce, NAPA, Deltamarin, DNV GL and Inmarsat.

Rolls-Royce has signed an order for another live fish carrier with Norwegian ship owner Sølvtrans AS, one of the world’s largest transporters of live fish.

The latest addition to the Sølvtrans fleet, a NVC 387 design vessel, is the third to be developed for the operator by Rolls-Royce and will be built by Kleven at their Myklebust yard in Norway. The contract with the yard includes an option for a second ship.

Monrad Hide, VP Sales Europe, said: “Sølvtrans requires vessels with

the highest level of technology, redundancy and environmental compliance. We are proud to be chosen again to develop their fleet renewal. Our innovative ship design ensures cost-effective operations and fuel efficiency as well as low emissions to air and sea.”

The NVC 387 live fish carrier has a load capacity of 3,200m³ and its three tanks can take in up to approximately 500 tonnes of live fish. In order to transport live fish efficiently and in a healthy

The FF Kronprins Haakon, an NVC 395 polar design from Rolls-Royce, will be the first Norwegian icebreaker specifically built for polar research since the days of Roald Amundsen, when it enters service in 2017.

The 100m long vessel has been ordered by the Norwegian Institute of Marine Research and is now being built by Fincantieri in Italy, who will also undertake detailed design.

Rolls-Royce has also been awarded the contract by Fincantieri to supply the vessel’s integrated propulsion system. It will comprise two Bergen B32:40L9ACD and two Bergen B32:40L6ACD diesel gensets rated at 4,100kWe and 2,750kWe respectively, together with a power

electric system, ice-class azimuth thrusters (US ARC 0.8) rated at 5,000kW with 4,000mm diameter propellers and two tunnel thrusters. A range of electrical systems will also be included.

The vessel is designed to collect scientific data when operating in ice and in open waters, and will be equipped to undertake a wide range of research activities, such as monitoring fish stocks, metrological studies, sea floor sampling and mapping. Onboard accommodation caters for 55.

The Norwegian Institute of Marine Research and the Norwegian Polar Institute act as consultants to Norwegian authorities and contribute to the maintenance and administration

standards in Norwegian waters and polar areas, helping ensure they remain some of the best preserved wilderness areas in the world.

The Kronprins Haakon will be homeported in Tromsø.

The Norwegian

Institute of Marine Research and the

Norwegian Polar Institute contribute to the maintenance of administration standards in

Norwegian waters and polar areas to ensure they remain some of the best-preserved

wilderness areas in the world

Rolls-Royce has been awarded the contract by ship builder Fincantieri to supply a fully integrated propulsion system for the Norwegian Institute of Marine Research’s new

polar icebreaker, FF Kronprins Haakon

The Rolls-Royce designed Polar research vessel Kronprins Haakon will collect a wide range of scientific data in arctic waters.

ARCTIC ICEBREAKER

condition from fish farms to fish processing plants on shore, spacious temperature-controlled tanks are required in the hold of the ship.

The bow shape is designed to optimise cargohold conditions while minimising hull resistance to limit the amount of propulsion power needed. Fuel consumption and the vessel’s environmental footprint are reduced while conditions for crew and fish are improved.

The expected delivery from the yard is March 2017.

New order for live fish carrier

ABOVE: The latest NVC 387 design can transport up to 500 tonnes of live fish in three tanks.

DESIGN EFFICIENCY

“THE PROJECT WILL COMBINE THE EXPERTISE OF FINLAND’S TOP ACADEMIC RESEARCHERS AND LEADING MEMBERS OF THE MARITIME CLUSTER, INCLUDING ROLLS-ROYCE”

Rolls-Royce is leading a new project that is taking the first steps towards making remotely controlled ship applications a reality.

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2015Marine EventsRolls-Royce and MTU will be attending these events. For more information, please contact: Donna Wightman, Head of Global Events. donna.wightman@rolls-royce.com

Sept1-4MPSO Expo, Keilce, Poland

15-18 DSEi, London, UK

Oct6-8Pacific 2015, Sydney, Australia

7-9Danfish, Aalborg, Denmark

18-23SEG, New Orleans, USA

20-23, Kormarine, Busan, Korea

Nov3-6Europort, Rotterdam, Netherlands

Dec1-4, Marintec, Shanghai, China2-4, Work Boat Show, New Orleans, USA

First Bergen B33:45 deliveredThe first unit in the new B33:45 medium speed engine series from Bergen Engines has now been shipped. The new-generation engine left the factory in Bergen, Norway in early July.

As the type name suggests, a bore of 330mm with 450mm stroke was selected, so the B33:45 series delivers a power of 600kW per cylinder, a 20 per cent power increase compared with current B-series engines. This allows the power demand to be met with fewer cylinders, which influences maintenance costs and space required.

Specific fuel consumption is 175g/kWh at 85 per cent MCR and 177g/kWh at full load.

The 5,400 kW engine delivery is part of an order that includes the Rolls-Royce NVC 372 ship design, and a wide range of propulsion equipment and deck machinery.

Advanced stern trawler pair orderedThe Kleven shipyard in Norway is to build two stern trawlers designed and equipped by Rolls-Royce. The fishing vessels have been ordered by the German company DFFU, which is fully owned by the Icelandic seafood company Samherji.

Samherji is among the world’s largest investors in the fishing industry and it has selected the two highly innovative vessels of Rolls-Royce NVC 374 WP design.

Torstein Mar Baldvinson, CEO, Samherji Group, said: “Our aim is sustainable fishing and these two new vessels mark an important next step in our company’s development. A huge improvement in the working and living conditions for our crew is a main objective for making this commitment. As well as fulfilling significant environmental criteria, we are confident that these vessels – designed and built in Norway – will take the company and its employees into a positive future development.”

The stern trawlers will be 80m long and with hulls of ICE 1A class, and equipped with a range of Rolls-Royce equipment, including Bergen main engines, thrusters, automation, winches and the fuel efficient Wave Piercing bow design. Operational efficiency, low emissions, crew comfort, safety and excellent seakeeping capabilities have been the main considerations in the development of the ship design and equipment package.

“It’s been a pleasure working with such a knowledgeable yard and owner to prepare this contract,” said John Knudsen, President Commercial Marine. “Our hull design and equipment will help ensure that these will be among the most effective and modern fishing vessels in the world. Both vessels will be powered by our latest Bergen B33:45 series engines, and they will be the first fishing vessels to feature our innovative wave piercing bow design.”

INSET: Two trawlers of the innovative NVC 374

design are being built in Norway for DFFU.

Latest LCS launchedThe Lockheed Martin-led industry team launched the US Navy’s ninth Littoral Combat Ship (LCS), Little Rock, into the Menominee River at the Marinette Marine Corporation (MMC) shipyard in July.

Secretary of the Navy Ray Mabus, who served as an officer aboard the cruiser USS Little Rock, presented the keynote address.

Following its naming and launch, Little Rock is continuing with outfitting and testing before delivery to the Navy later this year.

“This future USS Little Rock will use interchangeable mission modules that empower her to face a variety of high-priority missions, from Anti-Surface Warfare to Anti-Submarine Warfare to Mine Countermeasures,” said Vice President of Littoral Ships & Systems, Joe North.

“She is ideally suited to navigate the reefs and shallows in the Asia-Pacific,

as so well demonstrated by USS Fort Worth on her current deployment.”

The Little Rock is one of seven Littoral Combat Ships under construction at Marinette Marine. Each one is powered by two MT30 marine gas turbines driving four Rolls-Royce waterjets in a CODAG arrangement that delivers a top speed of over 40 knots.

The Lockheed Martin-led industry team is building the Freedom variant and has already delivered two ships to the US Navy. USS Freedom (LCS 1) successfully deployed to Southeast Asia in 2013 and is currently operating out of its homeport in San Diego, California.

USS Fort Worth (LCS 3) is currently deployed in South East Asia, serving in the US 7th Fleet to strengthen international relationships, engage in multi-regional naval exercises and further LCS capabilities using manned and unmanned assets.

INSET: The ninth Littoral Combat Ship, the future USS Little Rock, is launched into the Menominee River in Marinette, Wisconsin. Image Credit: Lockheed Martin

Win an iPad miniOur business is continually looking to improve, and we at In-depth (our Marine customer magazine) are no different. That’s why we’re inviting you to take part in a short survey, to tell us what you think of the publication and find out how we can better meet your needs.

We’re keen to hear what current content you currently find most useful? What additional content would you like us to introduce? Is the information presented in an accessible and appropriate way? And how do you prefer to read the magazine – on paper, on a desktop or on a portable device? Do you think this is likely to change in the coming months? To this end, we’ve designed a short online survey for you to complete, which should only take a few minutes. And everyone who completes the survey will be entered into a prize draw, with one lucky winner scooping the latest iPad mini.

MTU gensets for Type 23 shipsRolls-Royce is to supply a total of 48 MTU diesel gensets for the UK Royal Navy’s 12 Duke-class (Type 23) frigates. It is the first time that MTU engines will be in use with the Royal Navy in combat ships.

The vessels will each be equipped with four new MTU 12V 4000 M53B diesel gensets as part of the Royal

Navy’s vessel life extension programme.The diesel gensets will be delivered

from late 2016 to Devonport Naval Base, where the repowering work is being carried out by Babcock Marine. The deal also includes a comprehensive logistics package for the provision of spare parts and an introductory training package.

BELOW: The nine-cylinder variant of the Bergen

B33:45 will power a new stern trawler.

As part of a vessel life extension programme, the Royal Navy’s Type 23 frigates are to be repowered with MTU 12V 4000 M53B gensets. Image credit T23: UK MoD Crown copyright

Win an iPad miniGo to tinyurl.com/indepthsurvey

or follow the link from your digital In-depth to win

an iPad mini

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I N T E R V I E W

Don Roussinos leads the Marine business’s naval customer-facing activities. A Native American, he moved

to his current position from the naval electronics and communications sector. In-depth contributor Jonathan Webster spent time with him talking about his vision for the Naval business, what is changing and the technologies required for the future.

Your background prior to joining Rolls-Royce was in electronics and communications systems. What insights and experiences from those industries have shaped your approach to managing the Naval business?DR: I have been in the naval business for over 25 years, and have learned that to succeed one must attain and nurture customer trust. This is paramount to everything we do, and that is what we are doing here today.

From my experience, how one builds trust is through being highly responsive to our customers’ needs, being obsessed with quality, value and delivery, and by always standing by our products.

Regardless of the industry or the company, this has been my approach to managing a successful organisation.

Delivering affordability in naval programmes is now more important than ever. What is Rolls-Royce doing to ensure its products match the procurement requirements of the world’s navies?DR: First and foremost we understand

our customers’ needs and strive to provide them with the best power technology at an affordable price. That said, it is important to view affordability throughout the lifecycle of the equipment. We define total affordability from acquisition through operations and continuing maintenance over decades. Ultimately, for us, providing affordability and value is about ensuring the quality and dependability of our products and systems through life.

It is also about designing and building something today that is more future proof tomorrow.

To illustrate this, the total ship power that our main and auxiliary turbine gensets provide on the first DDG 1000 Zumwalt class multi-mission destroyer is sufficient for the ship’s current needs and for its future foreseeable needs, as advanced systems are incorporated into its total capability package.

The era of the all-electric ship is approaching, with six Royal Navy Type 45 destroyers in service and assets

RESPONSIVENESSpropulsion systems integration area is one of my highest priorities. The reason is that naval customers today want to de-risk their platforms and have fewer, stronger risk sharing partners. By having a single integrator such as Rolls-Royce, all the mission critical capability, from the main and auxiliary engines to the propeller, can be supplied. This means the customer has a single proven leader to design, build, install, launch and maintain that system through life.

One way to be more responsive to the customer is to be the single vendor responsible for both the main propulsion diesel engine and gas turbine. So many of our naval customers employ CODAG (combined diesel and gas turbine) systems; like those on the LCS with the US Navy or the single gas turbine hybrid systems planned for the Royal Navy’s Type 26 frigate and the Republic of Korea FFX Batch II frigate.

How do you see the technology and innovation from other parts of Rolls-Royce enhancing the overall naval capability that can be provided to benefit our customers?DR: As we continue to invest in R&D we will continue to maintain a focus on developing new technologies that can be leveraged across all the business sectors; Commercial Aerospace, Defence Aerospace and Land & Sea, of which our Naval business is a part of. That’s being smart about our technology and innovation strategy and roadmap. When we design and build engines, we have a business vision that crosses all sectors, one that asks the question where else can we apply this technology to meet our customer’s needs.

On a personal note – when you’re not working, what do you do to unwind?DR: When I am not travelling, meeting with customers and employees, I enjoy a bit of skiing and boating, depending on the season. What I enjoy best of all though is the heated competition on the golf course with my wife! JW

“BY HAVING A SINGLE INTEGRATOR SUCH AS ROLLS-ROYCE, ALL THE MISSION CRITICAL CAPABILITY CAN BE SUPPLIED”

As President Naval Marine, Don Roussinos is focused on building customer trust and being highly responsive to customer needs

such as the US Navy’s DDG 1000 and the Royal Navy’s QE class entering service in the next few years.

How revolutionary do you think these performance enhancers will be? DR: Ultimately, it is about the operating efficiency of the vessel. For the all-electric ship to really take off, the next step in making it viable is making it affordable. And it will take a few years of operating these ships before we realise the real potential and efficiency of the integrated power system.

That said, we are already talking to the US Navy about similar power and propulsion options for the future surface combatants that will replace today’s Aegis cruisers and destroyers.

Some navies are investing in new capability, while others are looking to become smaller yet more flexible. With these differing trends emerging, how do you see the naval market developing in the next ten years? DR: Defence budgets throughout the world will continue to be pressurised

despite the fact that emerging threats are becoming

more capable. Ships will continue to

be built

to meet evolving naval needs, but they need to be versatile and able to perform multiple roles. And one trend that is constant across all geographies and ship classes is the increasing demand for greater efficiency and cost, from design and build, through the operational life of the vessel.

In those countries where defence budgets are declining, they must develop new maritime strategies.

Looking at South East Asia, as an example, there is an increasing need to protect shipping lanes. Over 50 per cent of the world’s shipping tonnage passes through the straits of Malacca, while a third of the global crude oil and half of the LNG trade moves through the South China Sea.

For the US, five of our top 15 trading partners are in the Asia-Pacific region while five of our seven security treaties are also in the region. That means it’s reasonable to deduce the re-balance means properly postured forward Naval forces such as what we are seeing with Litteral Combat Ship 3 (LCS) USS Fort Worth operating out of Singapore and deployed to the South China Sea.

Look at Europe, there are different macroeconomic and geo-political factors impacting the approach to current and future shipbuilding programmes. Eastern and Central Europe have seen growth in military expenditure in response to an increasingly complex geo-political landscape. Some economies simply need to create jobs, while for others it is important that they maintain and sustain a shipbuilding capability that they cannot let deteriorate.

The marine gas turbine has developed a real niche in the naval sector. Where will the developing technologies of today take this product in the future, and do you foresee any new applications?DR: There will always be new applications for the gas turbine as it is the most power dense, efficient,

safe and affordable solution for power generation on naval vessels. Look at the MT7 gas turbine we designed for the US Navy’s future hovercraft, or Ship-to-Shore Connector. We have recently completed the successful 500-hour endurance test on this engine and are now looking at other applications for it, to meet a capability gap for other ship types.

Similarly, the AG9160 gensets will provide the electrical power for the DDG 51 Flight III ships. The AG9160 genset is state of the market, built to deliver 4MW of power at 4,160 VAC, with a three per cent fuel saving. And we need to up our game in the energy storage area to develop a capability to replace the 100+ uninterrupted power supply systems we have today.

Power and propulsion systems integration has been a successful formula for your commercial marine business. How important is this capability within naval?DR: Entering the power and

Building trust and

“First and foremost we understand our customers’ needs and strive to provide them with the best power technology at an affordable price.”

DON ROUSSINOS

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requirements into our compact package design.

“The selection of the MT30, the most powerful marine gas turbine in operation today, for the Type 26 continues our long and successful history of developing and supplying gas turbines for the Royal Navy fleet.We’re extremely proud that our MT30 will be powering the Type 26 and look forward to working with BAE Systems and the Royal Navy on this project.”

Rolls-Royce has also signed DDAs with BAE Systems for steering gear, stabilising fins and mission bay handling equipment. MTU Friedrichshafen has a DDA for the diesel generator sets. The advanced CODLOG (Combined Diesel eLectric Or Gas turbine) propulsion system selected will combine four MTU 20V 4000 M53B diesel gensets with a single MT30.

The Type 26 Global Combat Ship will be a globally deployable, multi-mission warship capable of undertaking a wide range of roles from high-intensity warfare to humanitarian assistance, either operating independently or as part of a task group. The ship will take full advantage of modular design and open systems architecture, ensuring it can be easily upgraded as new technology develops and can accommodate different sub-systems and equipment suited to potential overseas customer needs.

Under current planning assumptions, 13 Type 26 ships will be delivered to the Royal Navy in both anti-submarine warfare and general purpose variants. Operational

displacement is around 6,000 tonnes, with a range of some 7,000 nautical miles and the ability to land helicopters on deck. The first vessel is due to enter service in the early 2020s and the Type 26 class will remain in service into the middle of this century and beyond. The class will be powered by Rolls-Royce.

The MT30 is derived from Rolls-Royce Trent aero engine technology and builds on more than 45 million hours of operating experience and high reliability. Producing 36MW to 40MW, it is the

T E C H N O LO G Y

MT30 ordered for

TYPE 26Rolls-Royce has signed a contract to supply the MT30 gas turbine packages for the first three Type 26 Global Combat Ships for the Royal Navy

Single GT for boost propulsion can bring economies: Richard Partridge, Chief of Naval Systems explains:

Ship designers and propulsion engineers continue to look for machinery arrangements that provide greater power density with lower ownership costs. Therefore there is a trend to use fewer but more powerful prime movers and adopt hybrid or partial electric propulsion.

A single gas turbine system must be reliable. With the MT30 we are building on more than

45 million hours of aero parent experience. The Trent 800 is exceptionally reliable, achieving 99.993 per cent availability and on board maintenance is typically no more than 90 minutes per week.

There is a natural assumption that fewer prime movers means reduced system redundancy. Using careful layout and separation of equipment, a high

degree of resilience can be built in. Our detailed analysis shows that improved survivability can be achieved with a single-GT CODLOG arrangement, more than a classic twin-GT arrangement, where the loss of the aft engine room can mean loss of propulsion. There is also the benefit of lower procurement and through life costs.

In a modern single-GT CODLOG arrangement with five engines a single point of

LEFT: The Royal Navy’s new Type 26 Global Combat Ship will have a single-GT CODLOG propulsion arrangement with a single MT30 gas turbine and four MTU diesel gensets.

BOTTOM: For Type 26 the MT30 will be rated at 40MW giving the class a top speed of over 26 knots.

world’s most powerful in-service marine gas turbine and has the highest power density – a key factor in naval propulsion where delivering a high power output in a compact space is essential.

Initially built in separate modules on the same build line as the Rolls-Royce Trent aero engines in Derby, the MT30 is then assembled at the company’s Bristol facility. The engines will then undergo a rigorous test programme before the first one is delivered to the Type 26 programme in late 2016.

Earlier this year, Rolls-Royce installed the first MT30 in the Royal Navy’s second aircraft carrier HMS Prince of Wales (see page 24). The MT30 is also in service with the US Navy and has been selected for the Republic of Korea Navy’s latest frigate programme. AR

failure can be avoided by careful location of the diesel generator sets, power convertors, transformers and by selecting coupling, clutches and bearings designed to run in the flooded condition.

The propulsion system can be arranged into three machinery spaces, and the loss of any one does not mean loss of propulsion. For the designer this translates into reduced ducting and more deck space and topside volumes. By including

growth potential in system design, the vessels top speed can be maintained, while at the same time releasing the ship’s electrical capacity to support additional electrical demand.

Three navies have so far specified a single-GT CODLOG system solution. In 2012 the MT30 was selected for the first ship in a class of eight FFX Batch 2 frigates by the Republic of Korea Navy. A single gas turbine will be fitted alongside four MTU 12V 4000 diesel generators.

Testing of the first engine was complete in 2014 and it has now been shipped to HHI (Hyundai Heavy Industries) for packaging.

This contract marks the first for the MT30 at its 40MW rating. For the Royal Navy’s Type 26 Global Combat Ship, mechanical, all-electric and hybrid power and propulsion options were evaluated during the programme’s assessment phase. A single GT-CODOG hybrid arrangement was ultimately selected, a diesel-electric system

with MTU diesels and shaft mounted propulsion motors for cruise speeds, and a single boost GT providing speeds of over 26 knots. Having spent many years evaluating various options, BAE systems and the MoD converged on hybrid electric-mechanical as the best balance between performance, survivability and affordability.

Therefore we see the MT30 with up to 40MW as offering new choices for propulsion configurations and selection.

Manufacture of the MT30 gas turbines and the surrounding steel packages for the ships, which are to be built

by prime contractor BAE Systems, has now begun at the Rolls-Royce facilities in Derby, UK.

Don Roussinos, President – Naval, said: “We are delighted to now move onto the production phase for the first MT30s for the Type 26 programme, following the Design Development Agreement (DDA) phase where we have incorporated the Type 26 specific

DigitalTo see more of

the Type 26 project and how

Rolls-Royce Marine has been involved,

download the In-depth app

Following the Design

Development Agreement (DDA) phase,

production has begun on the first MT30

for the Type 26 programme

COURTESY OF BAE SYSTEMS NAVAL SHIPS

14 15

T E C H N O LO G Y

An illustration of the US Navy’s SSC, which will replace the legacy fleet of LCAC craft.

IMAGE CREDIT TEXTRON MARINE & LAND SYSTEMS

The MT7 marine gas turbine, which will power the US Navy’s future hovercraft known as the Ship-to-Shore Connector (SSC), is nearing

completion of a series of gruelling certification tests and is undergoing preparations for the delivery of the first shipset to Textron Marine and Land Systems later this year.

Leading the battery of tests conducted by the Indianapolis-based Experimental Test Team, with support from the SSC Engineering Development Team, was the 500-hour ABS (American Bureau of Shipping) endurance test.

This test completion supports the USN Milestone C for craft production readiness. The successful completion of this endurance test has been achieved and is a prelude for the last few requirements of ABS NVR (Naval Vessel Rules) engine certification, as well as on time customer delivery.

Following the major ABS endurance test, a post-performance assessment was performed, which measured engine power, fuel consumption and other performance criteria during the 500-hour run. The MT7 has successfully passed these post-performance assessments and is conducting a final teardown and inspection, which is in progress at time of print and should be completed in September.

At that time, the MT7 engine programme will then quickly move into a limited-rate initial production schedule over the next couple of years, with the first ship sets of MT7s planned for delivery to Textron later this year. After that, they will be integrated into the craft and go through commissioning at some point late next year or in early 2017.

The MT7 marine gas turbine is derived from the AE1107, which is in service on board the V-22 Osprey tilt rotor aircraft as used by the US Marine Corps. Both engine types share an identical core, which will benefit spares and servicing efforts to ships that will operate both the V-22s and the SSC.

The engine will provide both

propulsion and lift and will deliver an increase in power of 25 per cent, compared to the previous generation engines. At the same time, fuel efficiency will be improved by 11 per cent. Weighing 441kg, it is the most power dense engine in its class.

MT7 is also well suited to other naval applications, providing increased flexibility in terms of propulsion systems layout and can be configured for either mechanical or electrical drive.

The SSCFour Rolls-Royce MT7 marine gas turbines will power each of the SSC hovercraft, which the US Navy plans to operate over the next several decades.

The SSC will have a speed of more than 35 knots and an

increased capacity over its predecessor, the

Landing Craft Air Cushion (LCAC), to better cope with

the increasing weight of the equipment being used by the US Army and Marine Corps.

Like the LCAC, the SSC will be used by the Navy and Marine Corps to perform a broad spectrum of missions, from humanitarian assistance and disaster response to multi-dimensional amphibious assault, according to the US Naval Sea Systems Command. They will be used primarily to haul vehicles, heavy equipment, and supplies from amphibious ships to the beach.

The new air cushion vehicles, offering increased reliability and availability, are designed for a 30-year service life. They will use more corrosion-resistant aluminium in the hull than the current LCAC, as well as composites in the propeller shroud assembly and shafting to increase craft availability and lower life-cycle maintenance costs.

These craft will also incorporate an advanced skirt, a pilot/co-pilot arrangement, a cargo deck to accommodate a 74 short tonne payload (up to M1A1 Tank) and the more powerful, fuel-efficient Rolls-Royce MT7 engines. JW

FIND OUT MOREpaul.g.jones@rolls-royce.com

When the US Navy starts using its Ship-to-Shore Connector future fleet hovercraft, the vessels will be powered by the Rolls-Royce MT7. The latest

marine gas turbine has successfully completed its 500-hour ABS certification test milestone, with the first ship sets due to be delivered this year

POWERING AFUTURE

FLEETTOP: The MT7 is derived from the AE1107 that powers the V-22 Osprey tilt rotor aircraft.

ABOVE: The MT7 has now completed its 500-hour ABS certification test milestone, moving the programme closer to scaled production and customer delivery.

BELOW: The US Navy’s current fleet of Landing Craft, Air Cushion (LCAC) hovercraft (shown) will be replaced by the SSC programme.

COURTESY OF US NAVY

COURTESY OF US NAVY

SCR at a glanceSelective Catalytic Reduction (SCR) is one of the most fuel-efficient diesel engine emissions control technologies. It is used to describe a chemical reaction in which harmful nitrogen oxides (NOx) in the exhaust gas are converted into water (H2O) and nitrogen (N2) vapour, through the use of a reducing agent as the catalyst.

In the catalytic converter the reducing agent is continually injected into the exhaust flow using a metering module. It initially reacts with the gas flow to produce ammonia and very small amounts of carbon dioxide (CO2). The chemical compound reacts with the NOx to convert the pollutants into nitrogen gas and water vapour. The non-toxic and odourless reducing agent is widely used in commercial vehicle applications and has been available throughout Europe since 2004 and in the US since 2010. It is marketed in Europe under the trade name ‘Ad Blue’. It consists of a 32.5 per cent solution of extra pure grade urea in de-ionized water.

An SRC system removes almost 90 per cent of the NOx produced during the combustion process from the exhaust gas.

ensure we have the most efficient system up and running when IMO Tier III comes into force in Europe,” explains Walter Collet, Managing Director at Fairplay. “MTU assisted us with extraordinary cooperation and engineering to get this project going.”

Built by the Spanish shipbuilder Astilleros Armon Navia Shipyards, the new Fairplay tug has a bollard pull of some 90 tonnes with a total installed power of 5,680kW.

Significantly reduced NOx emissions were recorded during trials on the delivery voyage between Spain and Holland – 81 per cent below the values currently required by IMO Tier II emission regulations.

The 30m tractor tug features a combined diesel-mechanical and diesel-electrical propulsion arrangement.

The diesel-electric propulsion system is primarily used when manoeuvring in and out of port at speeds up to ten knots, with the two main engines cutting in for mechanical propulsion when maximum bollard pull is required.

For around 50 per cent of its operational time the tug uses electric propulsion.

The SCR system minimises emissions for environmentally compatible operation in metropolitan areas.

Headquartered in Hamburg, Germany, Fairplay Towage is one of Europe’s leading tugboat operators, with 40 vessels in service around the continent.

Additional technologyEmission regulations and life-cycle-costs are the most important factors that influence customer choice and specification in the tug market. As well as SCR exhaust gas treatment systems, MTU supplies high-speed gas engines and hybrid E-Drive systems.

Damen Shipyards, MTU and Denmark’s SVITZER have teamed up to bring the first ever compressed natural gas (CNG) tug to the market. It combines high power with lower fuel costs and a substantial reduction in emissions. The official launch of the new eco-friendly tug is planned for 2016. SR

16 17

T E C H N O LO G Y

The Fairplay XI, a new harbour tug that features diesel gensets certified to IMO Tier III, was officially named in Rotterdam in July.

Fairplay specified the new tug should be powerful, agile, environmentally friendly and cost efficient. Powered by MTU Series 4000 engines featuring an SCR exhaust aftertreatment system, these diesel gensets are some of the first gensets in the world certified as complying with IMO Tier III emission levels, which come into force in 2016.

Rolls-Royce delivered the two MTU 16V 4000 M63L main propulsion engines, each delivering 2,000kW, one Series 4000 M23F 16-cylinder diesel genset rated at 1,520kW and the MTU-developed SCR system.

The exhaust aftertreatment system featuring selective catalytic reduction technology is combined with the diesel genset.

As with modern commercial

vehicle SRC systems, an aqueous urea solution reacts with the nitrogen oxides (NOx) in the exhaust gas to neutralise them.

“We are proud of being able to demonstrate the capabilities of this pre-series, space-saving solution to our client in the course of these trials,” says Nadine Buhmann, Head of Marine & Offshore Business at MTU.

With trials in the Fairplay tug scheduled to last some 10,000 hours, MTU is advancing its series solution for IMO Tier III marine engines.

As of 2016, new vessels operating in the so-called Emission Control Areas off the North American coast and in the Caribbean must comply with the NOx limits defined by the IMO Tier III emission level of the International Maritime Organisation’s MARPOL Annex VI regulations. Compared with the Tier II level, NOx emissions are reduced from eight to two grams per kW/h.

The Fairplay shipping company can be seen as taking a pioneering role in trialling high-speed diesel engines featuring SCR technology to meet the requirements of IMO Tier III.

“We’re eager to gather experience in this field at an early stage to

Fairplay Towage has taken one of the first IMO Tier III certified MTU diesel gensets into service on the innovative Fairplay XI

ABOVE TOP: Rolls-Royce supplied the two MTU 16V 4000 M63L main propulsion engines, each delivering 2,000 kW, one Series 4000 M23F 16-cylinder diesel genset with 1,520 kW and the MTU-developed SCR system.

ABOVE: Dr Holger Sinzenich (right) and Dr Daniel Chatterjee (left) of MTU present the Engine International Air Pollution Prevention Certificate to Fairplay CEO Walter Collet at the naming of Fairplay XI.

BELOW: The new MTU-powered harbour tug Fairplay XI was officially named in Rotterdam in July.

DigitalTo hear more about the benefits of the MTU engines from Nadine Buhmann,

download the free In-depth app

from iTunes or Googleplay

Technology for

tugs

18 19

T E C H N O LO G Y

University Technology Centres (UTCs) are at the heart of the Rolls-Royce approach to developing technology to deliver its vision and secure a competitive advantage. The UTC model has been developed over two decades. Rolls-Royce has established 31

UTC partnerships around the world as part of its £1bn plus annual research and development budget. Funding is provided through rolling five-year contracts, which enable UTC teams to take a long-term strategic view of how to achieve specified research programme targets set with Rolls-Royce.

Each UTC is led by a senior academic with a global reputation. At the Norwegian University of Science and Technology (NTNU) in Trondheim, Norway, this is Professor Sverre Steen, who heads an academic team of seven researchers and four PhD candidates. Depending on the number of ongoing projects, Rolls-Royce provides

part of the centre’s funding. The partnership also receives support from the Research Council of Norway and other industrial sponsors. Marintek provides applied research, software development, simulation and model tests.

Ten years of successThe NTNU collaboration celebrated its tenth anniversary in May. The NTNU UTC is the only one of its kind in Norway and one of two in the Nordic region. Speaking at the anniversary celebration, Ric Parker, Director of Research & Technology, praised the Trondheim UTC for its “significant contribution to our understanding of the behaviour of ships and propulsion systems in extreme sea conditions, feeding into our award-winning designs”.

The UTC’s research looks at three specific areas. The first looks at the impact on the propulsion system of changing sea states. Such changes impose larger loads and extreme load variations throughout the propulsion system.

The Institute’s EU-funded HyDynPro project, in which Rolls-Royce has participated, is one such exploration. Offshore vessels and rigs tend to operate in extreme environments, including large waves and ice. The azimuth thrusters that power them are then subject to large loads and extreme load variations.

Previous research investigated the hydrodynamic loads on the propellers in such extreme wave conditions. However, to understand the loads in the drive train, for instance in the lower bevel gear, the dynamic response of the drive train to these extreme load variations has to be taken into account. In HyDynPro, this is done by means of a Multi-Body Simulation Model.

The UTC is also working with Rolls-Royce to test two permanent magnet azimuth thrusters on its research ship Gunnerus. (See the last issue of In-depth).

A second area of research is exploring energy saving technology, harnessing wind and wave power to minimise shipping’s environmental impact.

One project is looking at wave foil propulsion. This uses the relative vertical motion between ship and water to

create forward momentum while reducing resistance. The system works by attaching two wings, one either side of the bow of the vessel. As waves strike, they cause the bow to move and create relative vertical velocities between the fins and the water. This captures the energy from the wave and moves the ship forward in much the same way as the tail of a whale propels it through the water.

The concept is currently being tested at NTNU’s Towing Tank at Tyholt. Built in 1939, the 260m-long tank has tested more than 3,000 ship models and 1,250 propellers, giving the University a wealth of experience and data.

The third area of research work is developing software and simulation tools to model hydrodynamic performance of the hull and propellers. The UTC has played a role in the development of an advanced suite of ship performance prediction tools, named ‘ShipX’, and has been instrumental in the development of a modular time-domain simulation tool for ships manoeuvring in calm water and in waves, ‘Vesim’. This has given Rolls-Royce ship designers the ability to undertake complex hydrodynamic calculations as they develop their designs, which allows multiple design iterations in the search for the best design to meet the customer’s needs.

In Professor Steen’s view, the Trondheim UTC is “a good example of how R&D contributes to the development of strong business clusters through a very close collaboration between industry and academia. Companies not only contribute funds, but also take part in research, which is both important and has the potential for commercialisation.” SK

FIND OUT MORE torbjorn.lindquist@rolls-royce.com

Designing naval ship propulsion systems is particularly challenging. Navies require the optimum blend of efficiency, low noise and vibration, and strength. This in turn requires detailed hydrodynamic modelling and usually results in a custom-made blade solution for every ship.

The Rolls-Royce Hydrodynamic Research Centre (RRHRC) in Sweden played a key role in the development of the propellers for the QE class aircraft carriers. Following design calculations, the “final design” was tested in the cavitation tunnel using a 220mm dia. scale propeller on a hull with all appendages. Cavitation was shown to be very limited. No erosion cavitation was observed under any of the conditions tested.

Hydrodynamic optimisation of the initial semi-spade rudder design was also carried out.

In comparison, waterjet design is more straightforward. The interaction between the hull and the waterjet is the most important element, where optimisation can represent potential efficiency gains of up to ten per cent for a 35-knot vessel.

The RRHRC has combined computational fluid dynamics (CFD) with experimental testing to optimise trim angle to take into account the effect of the waterjets and has modelled transom flow and jet effect. Noise was reduced by varying inflow conditions to the waterjet pump, modifying the rotor/stator interaction and reducing the type and behaviour of impeller cavitation. A mix of CFD and model test analysis helped Rolls-Royce develop the waterjet designs for the Lockheed Martin variant of the US Littoral Combat Ship – giving more cavitation-free performance for their size and power.

Göran Grunditz, Manager of the RRHRC, describes the Centre’s cavitation tunnel as “the best tool we have today to accurately simulate cavitation. We also have the strength to combine both computational and experimental fluid dynamics to develop new products.”

Perfecting naval propulsors

Researching the

FUTUREBELOW: Rolls-Royce provides funding to Norwegian University of Science and Technology (NTNU).

DigitalTo find out more about the work going on at the

UTCs, download the digital edition of

In-depth, available free on iTunes and

Googleplay

Academic establishments play a major role in Rolls-Royce research and development. Part of the R&D budget is used to support research at universities worldwide. The Rolls-Royce University Technology Centre for Performance in a Seaway is at the Norwegian University of Science and Technology

“COMPANIES NOT ONLY CONTRIBUTE FUNDS, BUT ALSO TAKE PART IN RESEARCH, WHICH HAS THE POTENTIAL FOR COMMERCIALISATION”

Professor Sverre Steen heads a team of researchers and PhD candidates at the Norwegian University of Science and Technology.

GLOBAL REPUTATION

A wave foil propulsion project taking place at NTNU’s Towing Tank facility at Tyholt.

Detailed hydrodynamic modelling is required for a custom-made blade solution.

When Kvitbjørn completed its journey to Norway from Tsuji Heavy Industries

shipyard in Jiangsu, China, it marked the longest voyage ever undertaken by a vessel running solely on LNG.

The 5,000dwt 112m-long short sea cargo vessel, built to Rolls-Royce’s award-winning Environship concept, sailed via Singapore and only bunkered LNG twice, in Cochin, India, and Cartagena, Spain.

The journey was completed in Bergen at the end of March, with the total distance covered roughly 13,000 nautical miles.

Tor Arne Borge, Nor Lines, CEO, said: “The success of the voyage from Asia to Europe on LNG not only confirms the energy-saving and emissions-reduction attributes of the pure-gas engine from Rolls-Royce, but also provides evidence to owners of larger tonnage that LNG is not just for short sea coastal ships. The Environship concept with the Bergen engine has exceeded all our expectations.”

The Environship, which can be adapted for different ship types, incorporates a range of Rolls-Royce

technologies to deliver efficiency savings for ship owners. These include a Bergen gas engine fuelled by LNG, the Promas integrated rudder and propeller, a hybrid shaft generator (HSG) to optimise electrical power generation and propulsion system efficiency, together with the patented wave-piercing hull design. These combined technologies that make up the Environship concept reduce CO

2 emissions by up to 40 per cent

compared to similar diesel-powered vessels, dependent on the operational profile.

“The realisation of Kvitbjørn is a significant milestone as the shipping industry transitions from diesel fuel to LNG,” says Oscar Kallerdahl, Sales Manager, LNG Systems. “It is important to note that the Bergen B35:40 9PG engine that powers the vessel is not a dual-fuel engine. A pure-gas engine with mechanical drive to the propeller

T E C H N O LO G Y

21

WORLD’S LONGEST VOYAGE ON

A Rolls-Royce Bergen pure-gas engine has propelled Nor Lines’ latest vessel Kvitbjørn into the history books by becoming the world’s first vessel to operate between Asia and Europe solely on LNG as the ship’s bunker fuel

TOP LEFT: Nor Lines’ Kvitbjørn travelled roughly 13,000 nautical miles running solely on LNG.

BOTTOM LEFT: The engine room onboard the Kvitbjørn.

LNG

››“THE SUCCESS OF THE VOYAGE ON LNG CONFIRMS THE ENERGY-SAVING AND EMISSIONS-REDUCTION ATTRIBUTES OF THE PURE-GAS ENGINES FROM ROLLS-ROYCE”

DigitalTo see a video of

the Nor Lines LNG-powered

vessel Kvitbøjrn, download the In-depth app

from iTunes or Googleplay

22

T E C H N O LO G Y

23

China National Offshore Oil Corporation (CNOOC) has taken delivery of Hai Yang Shi You 525, Asia’s first tug designed to operate exclusively on LNG as a fuel

Hai Yang Shi You 525 and her soon-to-be delivered sister were built by the Zhenjiang Shipyard for CNOOC. They feature a propulsion package based on two Rolls-Royce Bergen C26:33L9PG engines rated at 2,430kW each driving a Rolls-Royce US 255 CP azimuth thruster, with a propeller diameter of 2,800mm. The tugs are 40.8m long with a beam of 11.6m and are designed for a bollard pull of 78 tonnes. During sea trials both bollard pull and speed exceeded expectations.

The collaborative efforts and co-operation between Rolls-Royce, CNOOC, Zhenjiang shipyard, and Bestway Marine Engineering Design contributed to the successful delivery.

“We have worked with Rolls-Royce for more than twenty years and are a regular user of Rolls-Royce thrusters,” says Guo Yan, Managing Director, Zhenjiang Shipyard. “The successful delivery of China’s first LNG powered tug is a very meaningful milestone for us.”

Both tugs will operate at the CNOOC Hainan LNG terminal in the Hainan province, China. Their primary role will be assisting the safe berthing of large LNG carriers.

The Hainan LNG project covers an area of 57.2 hectares and comprises the LNG receiving terminal, port terminal and gas pipeline. Total investment is 6.5 billion yuan and operation started in August 2014. The LNG terminal has an annual capacity of 3 million tons of LNG.

“We are proud to be powering Asia’s first gas-powered tug so shortly after delivering Borgøy, the world’s first LNG-powered tug, to Norwegian owner Buksèr og Berging last year,” said Richard Wang, Senior Vice President – Commercial Marine.

“The entry into service of Hai Yang Shi You 525 marks a new era for tugboat propulsion technology in China. As the country’s shipbuilding industry shifts focus from standard designs to more sophisticated tonnage, more owners and operators will see the benefit of using

cleaner, more efficient fuelling solutions for their vessels.”“With CNOOC as the visionary pioneer of these two

LNG tugs, and government air quality goals I believe other operators will consider choosing LNG as the main fuel for their vessels,” said Yu Hua, Deputy CTO, General Manager of Oil Production Services Co., CNOOC Energy.

The decision to operate on LNG follows the Chinese government’s 2011 plan to strengthen its maritime

base with the manufacture of high-end, ecologically-efficient ships and technology.

is the most effective configuration for keeping emissions and fuel consumption low.”

This arrangement is coupled with the HSG for electric power take in/out (PTI/PTO) which ensures flexibility and redundancy, as the shaft generator also acts as an electric motor. The ship’s auxiliary gensets are diesels so propulsion is not dependent on LNG availability. The HSG and active front end (AFE) system means electrical power at the right voltage and frequency is supplied from the main engine at a variable and low shaft rpm, which means there is a reduced need to run the auxiliary gensets.

Nor Lines handles mixed cargoes, with containers carried on the weather deck along with deck cargoes such as offshore construction equipment. Trailers can be carried on the same deck under the forward superstructure.

As Nor Lines has a fuel supply

“A PURE-GAS ENGINE WITH MECHANICAL DRIVE IS THE MOST EFFECTIVE CONFIGURATION FOR KEEPING EMISSIONS AND FUEL CONSUMPTION LOW”

››

“THE ENTRY INTO SERVICE OF HAI YANG SHI YOU 525 MARKS A NEW ERA FOR TUGBOAT PROPULSION TECHNOLOGY IN CHINA”

First gas tug

IN CHINA

ABOVE: From left, Richard Wang, Senior Vice President – Commercial Marine; Guo Yan, Managing Director, Zhenjiang Shipyard and senior representatives from CNOOC at the on board visit to Hai Yang Shi You 525.

contract with Norwegian supplier Skangas, the vessels will primarily bunker LNG at the new Stavanger Risavika terminal.

The entry into service of Kvitbjørn, and later this year her sister Kvitnos, provides the Nor Lines roro service between the north German port of Cuxhaven and Norway. It connects the Oslo fjord to ports on the west coast

like Bergen, Ålesund and Trondheim, and includes Norway’s most northern mainland city, Hammerfest, a return journey of over 2,500 nautical miles.

As In-depth went to press, Kvitnos had successfully completed its delivery. CT

FIND OUT MOREoscar.kallerdahl@rolls-royce.com

ABOVE: LNG was only bunkered twice on the 13,000 nautical mile voyage, at Cochin, India and Cartagena, Spain.

LNG BUNKER STATIONS

25

C U S TO M E R F O C U S

The QEC programme involves the design, construction, integration, commissioning and test of two 65,000-tonne aircraft carriers, HMS Queen

Elizabeth and HMS Prince of Wales, for the Royal Navy.

The programme is being delivered by the Aircraft Carrier Alliance (ACA), an agreement between industry – BAE Systems, Babcock and Thales UK – and the Ministry of Defence (acting as both partner and client). Rolls-Royce is part of the Power and Propulsion Sub-Alliance that has overall responsibility for delivery of the entire power and propulsion system, along with GE, Thales and L-3.

At 36MW, the MT30 is the world’s most power-dense marine gas turbine, a key feature for naval ships where high power in the minimum space is essential. Two MT30s will power each carrier, delivering around two thirds of the electrical power generated onboard.

The MT30 and GE alternator, which

make up each gas turbine alternator (GTA), together weigh 120 tonnes. The installation involves the lifting of the MT30 gas turbine and associated ancillary equipment – housed in a steel package known as the gas turbine enclosure – onto the ship structure. With the enclosure in place, the large alternator is then hoisted into position and fixed in place.

Once operational, the two GTAs and four diesel generators will supply high-voltage power to the four propulsion motors, as well as the 13 ship service transformers. These transformers distribute low-voltage power to the weapons systems, mission systems equipment and navigation systems, as well as power to the hotel services required to run the ships.

At the end of June, HMS Queen Elizabeth’s diesel generators were fired up for the first time, bringing the ship to life. The first run of the MT30 GTAs is scheduled for Q3 2015.

Continuous improvementThe installation of the first GTA on HMS

Prince of Wales took place in one day at Babcock’s Rosyth shipyard in Scotland, halving the time taken to install the units into first of class, HMS Queen Elizabeth.

“Installation of the first GTA on HMS Prince of Wales was very significant, because it demonstrated to the wider stakeholder community that we were determined to continuously improve

on what had been done on HMS Queen Elizabeth,” said Jim Bennett, Power & Propulsion Director for the ACA. “So not only was the GTA installed earlier in the build, it was also installed in half the time. The key challenge for the Sub-Alliance was to ensure that everything was ready in time for the narrow window in the weather to allow the ‘heavy lift team’ to lift the GTA on-board with precision.”

“The successful achievement of installing the GTA is symbolic of the progress we are making with the build of the second QEC carrier,” said Angus Holt, Delivery Director, HMS Prince of Wales. “To have

successfully lifted the most powerful engine in the Royal Navy

onto the biggest ship ever built for the Royal Navy, using one of the

biggest capacity gantry cranes in Europe, is an important event in the construction HMS Prince

of Wales. Everyone involved should take huge pride in

their contribution to this national endeavour.”

The second GTA, located in the aft section

POWER AND PRECISION

of the HMS Prince of Wales, has already been delivered to Rosyth, and is scheduled to be fitted at the beginning of 2016.

The two 6.7m-diameter adjustable bolted

propellers that will propel the ship passed factory

acceptance tests at the Rolls-Royce factory in Sweden in June. Their delivery completed the Rolls-Royce equipment supply to the shipyard.

Don Roussinos, Rolls-Royce, President – Naval, said: “These aircraft carriers will be the backbone of the Royal Navy’s capability for decades to come and we’re proud to be working alongside such a strong team in the Power & Propulsion Sub-Alliance, as these highly capable ships get closer to entering service.

“We installed our very first marine gas turbine more than 60 years ago, and are delighted to continue that long and proud history of delivering advanced marine gas turbine and propulsion technology to the Royal Navy.”

The MT30 has also been selected to power the Royal Navy’s new Type 26 frigates, and major naval programmes for the US and Republic of Korea navies. RG

When the first Rolls-Royce MT30 gas turbine was successfully installed into the Royal Navy’s second aircraft carrier HMS Prince of Wales in March, it marked the completion of another successful milestone for the Queen Elizabeth Class (QEC) programme

The two Kamewa adjustable bolted propellers for HMS Prince of Wales were delivered in June.

DELIVERED

24

BELOW: Once completed, the HMS Queen Elizabeth and HMS Prince of Wales will be backbone of the Royal Navy’s capability for decades to come.

LEFT: Angus Holt, Delivery Director, HMS Prince of Wales.

The installation of the first MT30 gas turbine

on HMS Prince of Wales took place in one day, half the time it took on HMS

Queen Elizabeth

COURTESY OF AIRCRAFT CARRIER ALLIANCE

2726

When Rolls-Royce signed a contract to supply its complete subsea module handling system to the

Aker Wayfarer, it continued the long-standing co-operation between the same partners, with a similar system responsible for more than 600 operations carried out offshore Brazil in the last five years.

Rolls-Royce installed the module handling system onboard the AKOFS Offshore-operated subsea support vessel Skandi Santos in 2009. It has now been on contract with Petrobras for five years, installing and retrieving subsea xmas trees and modules in depths up to 2,200 metres.

Between 2010 and 2014, several hundred operations were completed using the fibre rope system, a far higher level of productivity than any other solution. In 2014, the number of installations of this type made by Skandi Santos increased from 28 per

cent to 44 per cent of Petrobras’s total. It found the vessel to be one of the most efficient and reliable in its fleet, reducing installation time by 50 per cent, with 98 per cent availability. The work can be done with a subsea equipment support vessel such as Skandi Santos equipped with the Rolls-Royce module handling and fibre rope system, with the time saved approximately ten days, worth about US$5m (£3.2m) per well.

The handling system is key to this. A typical subsea xmas tree is made up of a number of elements for the safety and control of the well. Before the complete tree can be lowered and mated with the well, two or three heavy sections have to be assembled into a vertical stack, weighing 60-80 tonnes. Sections are secured until needed to pallets on skidways on the aft deck. Then a section on its pallet is shifted along or across the deck and placed in one side bay of the tower. A winch and cursor allows it to be hoisted and

the next module moved in. With a similar station on the other side of the tower, two trees can be built up and tested simultaneously.

Once ready for installation, the completed stack is moved over the moonpool. The tree is then lowered with the fibre rope deployment system (FRDS), based on the Rolls-Royce-patented Cable Traction Control Unit (CTCU) technology, and guided by the main cursor system until clear of the ship. Then the FRDS deploys it safely to the seabed, where mating of xmas tree and well is carried out in active heave compensation mode, assisted and supervised by remote operated vehicles (ROVs). Skandi Santos manoeuvres using its dynamic positioning system and the subsea orientation equipment system (SOES) to ensure the tree lands precisely and at the correct heading.

FRDS comprises eight individually driven and controlled sheaves that work together, increasing the pull on the rope at each sheave, to give a final pull of five to 125 tonnes, depending on the frame size. The CTCU is a traction winch and is

synchronised with a storage reel with capacity suited to the water depth. With fibre rope neutrally buoyant, there is no intrinsic limit (see graphic above). The capacity of the Aker Wayfarer system is 7,000m of 88mm diameter rope.

Petrobras has renewed its charter agreement with AKOFS Offshore for Skandi Santos. Aker Wayfarer will be deployed on a five-year charter, carrying out subsea intervention services offshore Brazil. RW

FIND OUT MORE bjorn.gjerde@rolls-royce.com

The benefits of fibre ropeTraditional steel wire rope becomes less and less attractive as water depth increases. The prime reason is the weight of the wire itself. The high specific gravity of steel means that as the wire is paid out, its own weight in water becomes a significant part of the load on the winch. At a depth of 3,000 metres, the wire accounts for about half the load, leaving a limited useful payload compared with the rope diameter.

By its very nature, synthetic fibre rope avoids this limitation. The chosen fibre material has a specific gravity close to that of water, so its hanging weight is negligible, it is light to transport and its full strength is available for handling payload.

A mixture of synthetic polymer fibre types, a typical braided rope construction, is used to give the desired combination of strength, elasticity, bending fatigue resistance and friction. The used rope is known as BOB – braid optimised for bending. This construction provides a rope that can repeatedly be taken over sheaves, and it has no tendency to twist.

Subsea cranes are now available with fibre rope technology.

ABOVE: The subsea module handling system and fibre rope system from Rolls-Royce has proven to be more productive than any other solution.

LEFT: The tower and its integrated equipment is normally customised to the vessel or application.

“THE FIBRE ROPE SYSTEM PROVIDES A HIGHER LEVEL OF PRODUCTIVITY THAN ANY OTHER SOLUTION”

U P D AT E S

WITH STEEL WIRE

120kg PER METER

3,500m 420 tonnes

(in air)

4,000m IMPOSSIBLE

3,500m 370 tonnes (in water)

WITH FIBRE ROPE

10kg PER METER

3,500m 35 tonnes

(in air)

...EVEN10,000m

3,500m 0 tonnes (in water)

Wire and chains practically stop

at 2,000m

Fibre rope goes the distance

500m

500m

1000m

1500m

2000m

2500m

3000m

3500m

4000m

500m

500m

1000m

1500m

2000m

2500m

3000m

3500m

4000m

RIGHT: A typical fibre rope with a 12x12 BOB construction.

LEFT: The active heave compensated CTCU that handles the fibre rope is integrated with the module handling tower.

The supply of a complete module handling system for the AKOFS Offshore-operated subsea construction vessel Aker Wayfarer marks the next step in deepwater operations using fibre ropes

GOING DEEPER WITH

FIBRE

28 29

U P D AT E S

When the platform installation/decommissioning and pipelay vessel Pieter Schelte was renamed Pioneering Spirit this year, offshore company Allseas said the new title was much more representative of the technical innovation behind

what is the largest twin-hulled vessel built to date.Daewoo Shipbuilding & Marine Engineering’s (DSME)

Okpo yard delivered the vessel in November 2014 for installation of topside lifting systems in Alexiahaven, the inner lake of Rotterdam’s Maasvlakte 2 industrial complex, 30 years since the project was first mooted by Allseas.

The Switzerland-based subsea construction specialist unveiled a design based on two VLCCs in 1987. New designs followed in 1999, but it wasn’t until 2008 – when the shipping industry was just beginning to feel the effects of a free-falling global economy – that Edward Heerema, the chairman of Allseas Group, was ready with a basic design that DSME would subsequently build.

platform – would mean cutting it up into smaller sections before being lifted on to a vessel. But since the jacket can remain intact, it can be reused for new projects. The capability to lift 48,000 tonnes of topsides offers the same benefits to other components, as larger sections can be installed or removed in one piece for reuse.

The vessel, specifically built for the removal of the 470 ageing oil and gas platforms in the North Sea – a market that analysts believe to be worth £47.5 billion over the next 30 years – features a slotted bow to aid the lifting of topsides using two sets of four horizontal lifting beams.

As it approaches the platform, the vessel manoeuvres so the rig slots between the vessel’s twin hulls. Lifting beams extend out underneath the rig, securing the structure with a hydraulic, motion-compensating clamping system, before raising the topsides off its jacket. In the case of gravity-based platforms, special purpose strong points are mounted to the underside of the topsides to facilitate the lift-off operation.

According to Allseas, because the lifting procedure is displacement driven and ample lift capacity is provided, the system does not require accurate knowledge of the platform weight or where the centre of gravity is located.

Subsea jackets can also be removed without having to offload topsides from the vessel. Once the topsides are secure, Pioneering Spirit manoeuvres to approach the jacket legs astern, raising its two tilting lift beams to resemble the heavy lift arrangement of a sheerleg barge. Cables are attached to the metal frame, after which the jacket is hoisted on to the vessel’s working deck in a single lift, avoiding the need for cutting work. For platform installation, these procedures are simply reversed.

Although the vessel has been built to tap the potentially lucrative rig decommissioning market, its pipelay equipment has been designed to install heavyweight pipelines from shallow to ultra-deep water, pushing tensioner capacity boundaries to 2,000 tonnes to surpass Allseas’ Solitaire as the world’s largest pipelaying vessel.

Once lifted on to Pioneering Spirit by way of three 50-tonne transfer cranes, 12-metre pipe sections are fed into a pipe storage area on the main deck or into one of the double-joint plants in the main firing line. This area, equipped with six welding and coating stations and a non-destructive testing area, is where the pipe is held under tension by four 500-tonne tensioners, before it is fed out through the 170m-long stinger suspended in the slot between the bow sections. The vessel has deck capacity to carry 27,000 tonnes of pipe work with a maximum diameter of 68 inches.

With a key aspect of vessel operations involving high manoeuvrability capability in inclement environments, Pioneering Spirit is diesel-electric and powered by eight generator sets split between four engine rooms, and one emergency genset that provide a combined output of 95MW. The propulsion equipment comprises 12 Rolls-Royce UUC 455 underwater mountable azimuth thrusters (plus one spare), each rated at 5,500kW. Each unit produces a thrust of about 100 tonnes that can be used for propulsion to provide a maximum speed of 14 knots and the requisite DP3 capability for North Sea operations.

Three thrusters are located under each bow, and six under the stern – three to port and three to starboard. As the number of UUC thrusters in service increases, Rolls-Royce has established four specialist overhaul workshops around the world that can take the largest thrusters.

“Our facilities need to be close to where our customers are operating to support the periodic maintenance required by class society rules,” explained Matti Randell, Vice President, Marine Services Operations, Propulsion. “In these facilities, the overhaul includes torque testing with full quality and inspection documentation for class requirements. Up to two thrusters can be overhauled at the same time. We have also this year launched our UUC thruster turnkey support programme, where we take full responsibility for all aspects of the thruster exchange and work to an agreed time frame to minimise any downtime.”

By the time Pioneering Spirit undergoes its first periodic survey, a number of topsides will have been removed or installed, the first of which will be the three topsides and jackets from defunct Shell platforms in the Brent field, 186km north-east of Lerwick, Scotland.

Such is the potential market for the removal of decommissioned rigs and the anticipated success of this revolutionary vessel, Allseas has already mooted a larger sister for Pioneering Spirit with a topside lift capacity of 72,000 tonnes. PW

Ready for theBIGGEST LIFTS

The following year, Finnish naval architect Deltamarin advanced the detailed design as part of a contract that included naval architecture, structural engineering, accommodation and system engineering.

The 382m-long, 124m-wide vessel has a displacement at full load of nearly 900,000 tonnes. With its tilting beams and unprecedented lift capacity, it is capable of removing topsides weighing up to 48,000 tonnes and installing 25,000-tonne jackets in a single lift, significantly reducing the amount of work involved in platform installation and decommissioning.

Usually, the removal of a jacket – the substructure of a

TOP: The shipset of azimuth thrusters for Pioneering Spirit being loaded on the ship for transport to the DSME shipyard.

ABOVE: A graphic representation of how the Allseas vessel can manoeuvre its twin hulls to lift a rig.

When Rolls-Royce received the order to supply 12 large azimuth thruster systems to Allseas, the contract was the largest propulsion order for a single vessel in the company’s history. The vessel, Pioneering Spirit, is now going into service

BELOW: Pioneering Spirit is the largest twin-hulled vessel ever built, with a displacement at full load of nearly 900,000 tonnes.

IMAGE CREDIT: ALLSEAS

30 31

U P D AT E S

FIRST WITH DP3Far Sleipner, the advanced subsea and construction vessel that is now part of the Farstad Shipping ASA fleet, is the first to be equipped with the latest DP3 technology and propulsion from Rolls-Royce

The recent commissioning of Far Sleipner marked the first delivery of a vessel equipped with the latest generation DP3 dynamic positioning system from Rolls-Royce. Designed and built

by Vard (Vard 3 07 model), the vessel is also equipped with Rolls-Royce bridge controls, Bergen engines and propulsion equipment.

Børge Nakken, Farstad Shipping, Vice President Technology & Development, said: “The DP3 positioning system on board Far Sleipner ensures that the vessel stays in position, even in the event of an unforeseen situation, for instance, if one out of two separate machinery systems fails. This enables the vessel to complete its task in a safe and efficient manner.”

The main difference between a DP2 and DP3 dynamic positioning system is related to

redundancy and tolerance for system failure. All key components of the systems are doubled up in a DP3 system. This ensures that, for instance, neither a flooding nor a fire in one part of the vessel will make it lose position and require the operation to be halted.

John Knudsen, Rolls-Royce, President Commercial Marine, said: “It’s been a privilege to work closely with both Farstad and Vard on this project. We’ve walked several paths together towards innovation before, but this is probably one of the most advanced projects we’ve worked on so far. When all components in a ship system must be able to function and be controlled independently across fire zones, the complexity of the automation and control systems increases significantly.”

Rolls-Royce supplies complete systems

that meet the positioning requirements of many types of vessel that are equipped with suitable propulsor/thrusters arrangements, from simple systems through to those meeting the strictest redundancy arrangements, including DP2+ and DP3.

These DP systems are made up from two main elements. One is the Icon DP control system, which takes information from position reference systems such as DGNSS and laser radars, processes it and issues commands to the propulsors and thrusters to move the vessel to the desired position and heading. Then it ensures the vessel is held accurately in position despite the wind, waves and current trying to drive it off station.

The other element is the Icon DP operator station, the effective and functional interface between the operator and the system. It is designed to simplify DP operations and to

bring the system physically closer to the operator, enhancing both performance and safety. Icon DP uses the Rolls-Royce Common Controls Platform system, architecture, hardware and software.

Far Sleipner is the first of three new subsea vessels to be delivered to Farstad Shipping. It is primarily designed for subsea construction missions and can also perform IMR (Inspection, Maintenance and Repair) operations down to 3,000m water depth. It has an overall length of 142.6m, beam of 25m and a deck area of 1,800m². The vessel’s diesel-electric propulsion system comprises four Bergen B32:40L9 engines of 4,190kW, with two Azipull 120 azimuth thrusters rated at 2,500kW,

a CP propeller via a gearbox, and for optimum manoeuvrability, a swing-up TCNS 92/62 thruster and three TT2650 tunnel thrusters with CP propellers. Service speed is 14 knots.

As well as two deck cranes with heave compensation, the vessel is equipped with a Remote Operating Vehicle (ROV) hangar and is arranged for the simultaneous operation of three ROVs through the moonpool and over the side. Accommodation is provided for 130 people in single cabins. Following commissioning, Far Sleipner went straight into a charter arrangement with Technip.

Design excellence award for Rolls-Royce The Rolls-Royce Unified Bridge and

Icon DP have been recognised with the Norwegian Design Council 2015 award for design excellence.

The awarding jury said: “In a conservative business with many class regulations, it is a challenging task to develop innovative solutions for user interfaces. This solution appears significantly better than competing solutions, and the quality of the interaction design is high.

“The user interface is based on modern navigational principles. The work surfaces are layered, which enable navigation on one surface, and with the touch screen reduces cognitive load for operators.” RW

FIND OUT MORE jann.strand@rolls-royce.com

“THIS SOLUTION APPEARS SIGNIFICANTLY BETTER

THAN COMPETING SOLUTIONS, AND THE QUALITY OF

THE INTERACTION DESIGN IS HIGH”

ABOVE AND BELOW: Views of the Far Sleipner bridge that incorporates the ergonomic Icon DP3 system.

ABOVE: The DP3 system ensures the Far Sleipner can maintain its position, even in unforeseen situations,

allowing for safe and efficient operations.IMAGE COURTESY OF HARALD M VANDERHAUG

3332

U P D AT E S

After entering the water in October 2013, the US Navy’s first DDG 1000 next-generation multi-mission destroyer, the future

USS Zumwalt, is gearing up for trials. This is a first-of-class ship and because of the complexity, integration testing is extensive.

The future USS Zumwalt, and each subsequent ship in the series, will be powered by a pair of Rolls-Royce MT30 main turbine generator sets (MTGs) and two MT5S auxiliary turbine generator sets (ATGs),

packaged as the RR4500. The MTGs provide 35.4MW each and the ATGs 3.9MW each, combining to deliver 78MW of total ship power.

The four turbine generator sets provide increased operational efficiency and flexibility to suit the

mission’s power requirements, as well as allowing reconfiguration of power output under a range of operating conditions for greater survivability and reduced detectability.

The vessel’s electric system is configured as an Integrated Power System (IPS), which allows for power generated by the turbine generator sets to be used for propulsion as well as the ship’s weapons, sensors, and on-board systems as the tactical situation demands.

The MT30 is already at sea powering the US Navy’s current and future Freedom Class Littoral Combat Ships (LCS), the USS Freedom (LCS 1) and USS Fort Worth (LCS 3).

package for the future USS Lyndon B. Johnson is scheduled for delivery in late 2015 and early 2016.

They are a forward-looking class designed to undertake a wide range of roles, primarily land attack and littoral or shallow-water coastal missions. They will provide an independent forward presence and deterrence, and support Special Operations forces, as an integral part of joint and combined expeditionary forces. JW

FUTURISTIC ZUMWALT

The contract to supply the US Navy with Rolls-Royce gas turbine technology for its futuristic class of multi-mission destroyers, the all-electric DDG 1000 Zumwalt class, has entered its final phase. The first of class is in the water and is well into execution of dockside testing at General Dynamics Bath Iron Works’ Maine shipyard

The Republic of Korea (ROK) Navy will integrate the MT30 as part of the CODLOG (Combined Diesel eLectric Or Gas) hybrid propulsion arrangement that will power the first FFX batch II frigates, with the first engine scheduled for delivery later this year. Two MT30s will also power the Royal Navy’s QE Class carriers and a single unit the innovative new Type 26 destroyer, through a hybrid propulsion system that is being designed around it. The Royal Navy’s QE Class carriers also use integrated electric propulsion.

The US Navy has incorporated many new technologies into the ship’s unique tumblehome hull. The shape of the superstructure and the arrangement of its antennas significantly reduce the ship’s radar cross section, making the ship less visible to radar at sea.

The reliability and efficiency of the IPS, in combination with the ship control system, also allows for optimal manning with a crew size of 147, and an aviation detachment of 28. Undersea warfare anti-submarine technology is also part of the DDG 1000’s technical configuration. Rolls-Royce is supplying the Multi-function Towed Array Handling System (MTAH) that deploys the

anti-submarine warfare towed array sonar and torpedo defence system.

The future USS Zumwalt will be the first of three Zumwalt-class destroyers. The second two Zumwalt-class destroyers planned are the future USS Michael Monsoor (DDG 1001) and the future USS Lyndon B. Johnson (DDG 1002). The four Rolls-Royce gas turbine generator sets have already been delivered and installed in the future USS Michael Monsoor, and a similar

Driving confidenceThe recent delivery of the two fixed pitch propellers to Bath Iron Works marks the completion of the power and propulsion system delivery from Rolls-Royce for the first ship.

The five-bladed nickel aluminium bronze propellers that are being fitted to the future USS Zumwalt measure over 18 feet in diameter and weigh nearly 60,000 pounds.

The production of the

unique pattern on the propeller blades – designed by NAVSEA – began in 2009. The propellers were then cast and machined at the Rolls-Royce facility in Pascagoula, Mississippi, and delivered in May 2015.

To support Bath Iron Works and the Navy with the timely delivery of the ship, Rolls-Royce designed and manufactured a set of zero thrust propellers, which will enable testing of the

entire generation, auxiliary and propulsion systems at the pier. These propellers weigh the same as the actual propellers but generate a significant amount of torque and almost no thrust, allowing for pier side testing.

LEFT: The future USS Zumwalt will be powered by a pair of Rolls-Royce MT30 main turbine generator sets and two MT5S auxiliary turbine generator sets (shown), packaged as the RR4500.

UNDER TESTThe future USS Zumwalt

next-generation destroyer entering the water. IMAGE

CREDIT: BATH IRON WORKS/US NAVY

“THIS IS A FIRST OF-CLASS SHIP AND BECAUSE OF THE COMPLEXITY, INTEGRATION

TESTING IS EXTENSIVE”

opportunity to adjust the vessels speed and trim to save fuel.

“By focusing on fuel consumption and emissions we believe this will give Golden Energy Offshore a competitive advantage. Saving 1-2m³ of fuel each day results in significant fuel savings for charterers, which can mount up over a two year period or more. We also have an environmental responsibility and as a company focus on emissions and sustainability.”

There is also a trend in governments providing incentives for companies that are going green. The two UT 776 CD s are already at the top of the Environmental Ship Index (ESI). Diesel-electric propulsion powered by four Bergen C25:33LCD diesel generator sets is designed to minimise emissions over a wide range of operating conditions.

An ESI score of over 50 now attracts a reduction in harbour and pilot readiness fees in two ports in Norway (Ålesund and Stavanger).

But this is not unique to Norway. The ESI operates under an umbrella of IAPH’s environmental initiative – WPCI (World Ports Climate Initiative) and a growing number of harbours around the world are now considering and

giving fee reductions. There are also NOx tax implications in the Norwegian sector.

As Golden Energy Offshore has two vessels operating out of Stavanger twice a week the saving could be significant. “Hopefully the industry will continue to reward environmental friendly companies for their efforts into the future,” says Per Ivar.

Since the project started in late 2014, there has been great commitment and engagement from both sides.

“We have learned a lot from each other, and the co-operation has paid off,” says Per Ivar. “Choosing the Rolls-Royce monitoring system was the optimal choice for us since we have two Rolls-Royce designed vessels with Rolls-Royce equipment on board.

“We knew we would not meet any barriers of third-party equipment integration. The operational profiles of these two PSVs, with their extremely sophisticated equipment, are quite different from deep-sea vessels.

“Besides running our fleet in the most efficient way there is also the human factor to consider. By focusing on the environment, we – along with our crew, captains and chiefs – are motivating each other to pass on the right behaviours.

“We are therefore proud that Golden Energy Offshore is one of the few companies in the world that has the ISO 50.001 certification for their entire fleet of offshore service vessels.” GEN

FIND OUT MORE geir.otterlei@rolls-royce.com

With fuel accounting for up to 50 per cent of operating costs vessel operators increasingly

need clear visibility of energy use and emissions. It is also a comparison criterion for charterers.

Golden Energy Offshore is a fully integrated shipowner and operator of modern specialised offshore vessels for the global oil and gas industry and takes big data seriously. The company’s operations have grown significantly in under a decade. From operating two vessels in 2007, it now owns and operates nine modern vessels with an average age of three years.

Golden Energy Offshore´s goal is to achieve a highly cost-effective

34 35

C U S TO M E R S U P P O R T

Golden Energy Offshore has made considerable progress integrating sustainability into business processes and systems.

“We are now ready for the next step, addressing sustainability challenges in a way that creates growth,” says Per Ivar Fagervoll, CEO Golden Energy Offshore.

“We will never stop working to be transparent and responsible, but we must now add to this and take sustainability a step further, and the pilot project with Rolls-Royce, developing and implementing the Acon Energy Monitoring system is an important tool for us.

“It enables us to monitor the power distribution of the vessels and gives reliable information of general systems condition from monitoring the propulsion machinery. It can also give us insights on machinery that is performing above the normal specification.

“We are able to optimise the energy use on board by taking advantage of various switchboard configurations, efficient use of the generators for stand-by sailing and when in DP mode. Accurate fuel consumption measured at an early stage gives us the

Extracting value from information can lead to more confident decision-making. For vessel operators such as Golden Energy Offshore, that results in greater operational efficiency, cost reductions and reduced risk of equipment failure

THE BIGdata game

Remote energy monitoring – information at your fingertipsFleet comparisons and trends can be analysed on a daily or monthly basis on the web portal. Feedback can influence crew behaviours and encourage working/learning together, so best practice can be adopted to reduce fuel consumption.

The web portal gives operators access to the data and provides evidence of a vessel’s compliance with emissions regulations.

Upgrades or other measures taken to improve energy efficiency can be accurately accessed and verified.

operation for all of its vessels and it has recently launched a five-year plan to save fuel. A management system known as GIMS (Golden Energy Offshore Internal Management System) keeps track of the energy performance indicators that are used to measure energy use on all its vessels.

In the Golden Energy Offshore fleet are two Rolls-Royce UT 776 CD PSVs with oil spill clean-up capability that operate out of Tananger in Stavanger, Norway. With the need to monitor the vessels’ fuel consumption, operating profile and emissions, the Rolls-Royce Acon Energy Monitoring system was added to the vessels’ Acon control and automation system and Rolls-Royce started to collect vessel data earlier this year.

The Acon Energy Monitoring system captures data on board, transfers the data ashore, processes it and displays it graphically in a variety of forms via a web portal. The team at Golden Energy Offshore can then view the detailed energy consumption performance of their vessels and take any action. The data

is updated daily. On board the vessels the

captains are also involved in optimising the information that is displayed on the screens. As there are already many screens

with a lot of information on the bridge, it is important they are programmed to display

only essential information and do not overload the user.

BELOW: The Acon Energy Monitoring System captures on-board data and displays it via a web portal.

ABOVE: The data monitoring system could help save tens of thousands of pounds each year.

BELOW: Per Ivar Fagervoll, CEO of Golden Energy Offshore.

36 37

C U S TO M E R S U P P O R T

THE LNGMAKEOVER

In June 2015, Bergen Viking returned to service following a successful retrofit to convert the vessel from diesel-electric to LNG-electric propulsion. John Knudsen, President, Commercial Marine, says: “The Bergen

Viking project demonstrates that LNG is an option not just for new vessels, but can be successfully retrofitted into existing ships to deliver significant economic and environmental benefits for owners.”

Bergen Viking is a 95m chemical and product tanker, supplying diesel and petrol along the Norwegian coastline. Delivered in 2007, it is part of a total fleet of six vessels owned by Bergen Tankers AS.

The retrofit replaced four of the ship’s original six diesel generator sets with two Bergen 26:33L6AG gas gensets, one in each of the ship’s port and starboard engine rooms. Each Bergen engine, rated at 1,460kW, delivers sufficient power to replace three of the ship’s original diesel gensets, but two were retained, one in each engine room to provide auxiliary/emergency power.

The engines supply power to all the ship’s electrical equipment, as well as propulsion. There is a 900kW electric motor on each propeller shaft and a smaller motor powers the bow thruster.

The power of LNGLNG is growing in popularity as a marine fuel, and to date Rolls-Royce has delivered a total of 63 LNG engines to a range of ship types, including coastal cargo ships, tankers, cruise

ferries, tugs and offshore support vessels. The first engines using LNG entered service in 2006 powering doubled-end car ferries.

LNG reduces nitrogen oxide (NOx) emissions by about 90 per cent while sulphur oxide (SOx) and particulates emissions are negligible. LNG engines also reduce CO2 emissions by 25 to 30 per cent in general, compared with diesel or heavy fuel oil powered vessels. Emissions from Rolls-Royce gas engines are already within the limits of International Maritime Organisation (IMO) Tier III environmental legislation, due to come into force in 2016.

Emissions reduction is important to Kjell Olav Haugland, Managing Director of Bergen Tankers. “Our fleet sails along the long and beautiful Norwegian coast, and visits several ports every day, therefore reducing emissions is an obligation we take very seriously,” he says. “With Bergen Viking returning to service now LNG powered, we are also looking forward to significant savings in operational costs.”

EfficientCost savings can result from the highly efficient nature of the Bergen lean burn gas engines, which turn around 50 per cent of the energy in the fuel into power at the flywheel.

The engines’ lean burn combustion technology is also very robust and ensures they can operate on a wide range of gas qualities.

Efficiency does not come at the expense of power. Bergen gas engines are as responsive as their diesel counterparts. Variable turbocharger

geometry responds quickly to throttle changes, delivering the torque necessary to meet the increased power demand, and fuel efficiency throughout the power range.

Engine rooms on gas-powered vessels also stay much cleaner, saving operators’ time and money by reducing the frequency of cleaning tasks and the cost of chemicals. Crews also appreciate the clean, safe working environment.

Rolls-Royce also supplied Bergen Viking’s LNG fuel containment system and the control and safety system. Two 155m³ LNG tanks store the fuel

and are approximately 18m long and 6m high. They are mounted on each side of the deck towards the bow in the only space available. The LNG fuel containment system and control system are configured for redundant propulsion, with crossover options both on bunkering and supply lines.

Bunkering LNG should be possible as part of Bergen Viking’s normal operating routine, with refuelling required about every three weeks.

Crew training is a key part of every Rolls-Royce LNG installation, to get the best out of the new systems and operate the vessel safely. A range of

training courses on products and associated control and automation systems help customers optimise their operations.

Time – the biggest challenge“The biggest challenge of this or any other retrofit is the amount of time available to complete all the work required,” says Sølve Bratland, Commissioning Project Manager. “The old systems must be removed and replaced with the new, then integrating and commissioning them must be completed against tight deadlines. A particular challenge – and source of satisfaction – was connecting the new technology to the legacy systems on board, so they all work together seamlessly. At Rolls-Royce, we have a strong engineering community with significant knowledge and experience of integrating such complex systems.”

Worldwide experienceBergen engines fuelled solely by natural gas have been in production since 1991 and have completed more than 25 million hours of operation, with one million at sea. Since the introduction of Bergen Engines lean burn technology, more than 650 gas engines havebeen delivered.

Recent contracts include a collaboration agreement with Spanish energy company Gas Natural Fenosa to develop and install a Bergen C26:33L6AG gas genset on the Baleària-operated ropax ferry Abel Matutes. The contract gives Rolls-Royce its first reference for a pure-gas engine installation on a European-flagged ferry operating outside of Norwegian waters.

In Singapore, Keppel Shipyard has ordered two Bergen B35:40V20AG gas engines for power generation on board a Floating Liquefaction Vessel (FLNGV) owned by Golar LNG Ltd. The vessel Hilli was a former LNG carrier and is being converted to a FLNGV carrier.

The contract includes an option for an additional two engines for a second Golar LNG carrier to be converted. SK

FIND OUT MOREOscar.kallerdahl@rolls-royce.com

It’s not only new builds that can benefit from using LNG as a marine fuel. A retrofitting service from Rolls-Royce can deliver the same economic and environmental benefits to existing vessels

“OUR FLEET SAILS ALONG THE LONG AND BEAUTIFUL NORWEGIAN COAST, THEREFORE REDUCING EMISSIONS IS AN OBLIGATION WE TAKE VERY SERIOUSLY”

ABOVE: The LNG gas tanks on the deck of Bergen Viking during the final stages of its retrofit.

ABOVE: A three-dimensional view of where the LNG gas tanks are situated on board Bergen Viking.

CREDIT: BERGEN TANKERS

38

C U S TO M E R S U P P O R T

Global services networkHEADQUARTERS

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The new passenger and vehicle ferry Texelstroom is due to go into service in 2016, operating from the Dutch mainland

to the island of Texel. The Marine Care service agreement

signed with operator Texels Eigen Stoomboot Onderneming (TESO) follows the contract award to supply four (plus one spare) Rolls-Royce US 255 P430 FP azimuth thrusters to this double-ended, dual fuel and solar-powered ferry.

Marcel Wandel, Sales Manager, Benelux, said: “This is the second TESO vessel we have signed a Marine Care agreement for. The first covered the thrusters on Dokter Wagemaker. The agreement for Texelstroom is similar and will be activated when the vessel enters service.”

The agreement covering Dokter Wagemaker was signed in 2006, with Rolls-Royce taking responsibility for thruster maintenance at a fixed cost per running hour. The diesel-electric ferry carries 1,750 people and has two car decks, capable of transporting 320 cars or an equivalent

mix of vehicles. Rolls-Royce supplied the four

azimuth thrusters. Two US255 thrusters with fixed pitch propellers are located at each end of the symmetrical double-ended vessel. There are regular planned maintenance checks.

Thrusters can be removed and installed via the vehicle deck with the ferry afloat, allowing quick replacement in the event of one being damaged. The spare thruster is used as part of the exchange programme where a thruster is removed for overhaul at regular intervals. That thruster then becomes the spare in a continuous rotation.

Texelstroom will be 135m with a wider beam to carry the same number of passengers, but a larger mix of vehicles. It will have electric drive to the Rolls-Royce thrusters that satisfy all the propulsion and manoeuvring

requirements. Power is by dual fuel engines using CNG, supplemented by batteries and 700m2 of solar cells.

The thruster layout and the ability to exchange thrusters afloat is the same as Wagemaker, but Texelstroom thrusters have an integral condition monitoring system, allowing more effective planning of service and giving even more confidence in reliability.

On delivery, Texelstroom will become the main TESO ferry, with Wagemaker covering weekends and other busy periods. RW

FIND OUT MOREChrisse.kemp@rolls-royce

DOUBLE DUTCHWhen the new ferry Texelstroom begins operations in the Netherlands, it will be supported with a Marine Care service agreement for the planned and unplanned maintenance of four

azimuth thrusters, signed between Rolls-Royce and Dutch operator TESO

ABOVE: When TESO’s new passenger and vehicle ferry Texelstroom goes into service in 2016, it will be covered by a Rolls-Royce Marine Care service agreement. BELOW: Maintentance of the thrusters on Dokter Wagemaker has been covered by Rolls-Royce since 2006.

TAKING CARE

PIC

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Going the extra mile

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