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Norwegian ferry and expedition cruise operator Hurtigruten has signed a letter of intent with the Kleven shipyard in Norway for the construction of two new ships, with an option for an additional two vessels.
The concept described in the letter has been designed and developed by Rolls-Royce and the new ships are the first in a new generation of super-efficient, environmentally friendly vessels designed to meet growing passenger demand for adventure or expedition cruises.
"We are delighted and very proud to be involved in Hurtigruten's new project," said Helge Gjerde, President Offshore and Merchant Solutions at Rolls-Royce. "We have developed a vessel whose technology will contribute to lower emissions, and whose modern design will give a unique passenger experience."
"Given the current slowdown in the oil industry, we are focusing on growth in other markets, including the cruise sector. A contract from Hurtigruten at this time helps us with realignment of the business here in Norway."
Rolls-Royce has worked with Norwegian yacht designer Espen Øino on the external styling of the new vessels.
"We wanted to preserve Hurtigruten's classic lines, but with an updated, contemporary look. There are few Norwegians better able to do just that than Espen Øino," said Helge Gjerde.
Adventure or expedition cruises are an interesting proposition as they represent one of the most rapidly growing areas of the overall cruise market - which has been enjoying about 8% year on year passenger growth.
The deal shows how Rolls-Royce's Marine business is taking existing technology and adapting it for 'adjacent' markets. The 'wave piercing' bow design of the new Hurtigruten ships was originally developed for cargo vessels, and is now used on all new offshore vessels designed by Rolls-Royce. It's designed to cut through the water with the least possible resistance, ensuring a comfortable journey for both passengers and crew. It also reduces fuel consumption and gives the ship greater stability in rough seas.
The ships are intended to operate in some of the most environmentally sensitive areas of the world, including the Arctic.
The new vessels will receive the design designation NVC 2140 from Rolls-Royce. This is not the first time Rolls-Royce has designed a ship for Hurtigruten. The previous was Polarlys, which was delivered 20 years ago, in 1996.
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The Advanced Autonomous Waterborne Applications Initiative (AAWA) project, led by Rolls-Royce, introduced the project’s first commercial ship operators: ferry operator Finferries and dry bulk cargo carriers ESL Shipping Oy. The announcement came at a conference presenting the findings of the initiative’s first year of research at Helsinki’s Finlandia Hall last week.
The AAWA project brings together universities, ship designers, equipment manufacturers and classification societies to explore the economic, social, legal, regulatory and technological factors which need to be addressed to make autonomous ships a reality. It will produce the specification and preliminary designs for the next generation of advanced ship solutions.
Finferries will assist the project by carrying out a series of tests of sensor arrays in a range of operating and climatic conditions on board their 65 metre double ended ferry, the Stella, which operates between Korpo and Houtskär.
Mats Rosin, Finferries, Managing Director, said: “Finferries is pleased to be able to contribute to the development of a safer shipping industry by finding the optimum, cost effective, combination of visual and thermal cameras, radar and LIDAR to enhance mariners’ situational awareness, helping them navigate safely and avoid collisions.”
ESL Shipping Ltd will help the project explore the implications of remote and autonomous ships for the short sea cargo sector.
Mikki Koskinen, ESL Shipping Oy, Managing Director, said: “We have seen increasing interest in, and acceptance of, remote and autonomous technologies worldwide across the transport and logistics industries. While not all ships will be remotely operated or autonomous, these developments have the potential to transform mariners’ jobs for the better. The work will not disappear but it will be different and more attractive to younger generations. By participating in the AAWA project we will get an early insight into the impact of such transformation on our industry, our business and the lives of the people who work in it.”
Welcoming the companies to the project Mikael Makinen, Rolls-Royce, President – Marine, said: “Autonomous shipping is the future of the maritime industry. As disruptive as the smart phone, the smart ship will revolutionise the landscape of ship design and operations. I welcome the involvement of both Finferries and ESL Shipping and look forward to the commercial experience and industry insight they will bring to the project.”
Rolls-Royce is responding to customer needs with its new UT 7217. The anchorhandling tug supply vessel (AHTS) will lower build and operating expenses, while providing high flexibility and cost-efficient operations – no matter what role it is asked to fulfil.
The UT 7217 fits the general needs of the market around the world for a capable mid-range AHTS with a guaranteed bollard pull of 100 tonnes and plenty of capacity for liquid and powder cargo in the supply boat role.
Close attention has been paid in developing this vessel to reduce both building cost and operating expense without compromising quality or functionality. The full equipment package from Rolls-Royce is of high quality to ensure the UT 7217 can work reliably wherever it finds itself in the world. But the design is robust, providing the shipyard and vessel owner with the possibility of influencing the maker’s list for major as well as minor equipment.
Introducing the new vessel design, Jan Emblemsvåg, Senior Vice President Ship Design & Systems, said: “The dramatic reduction in the oil price has forced both vessel operators and oil companies to trim their organisations and constantly look for more cost-effective ways of working, eliminating ‘gold-plated’ solutions.
“This applies to support vessels as well as equipment. Our UT 7217 is designed to meet the requirements of the future, which will be significantly different to the past.”
The design includes SPS notation for enhanced flexibility, allowing the vessel to carry out a wide variety of tasks, from cargo supply, towing and anchorhandling to remote-operated vehicle (ROV) and maintenance operations, with accommodation for up to 40 special-purpose personnel if required. If the OSV standard is selected, the complement is up to 40 people, personnel and crew, which includes a maximum of 12 passengers. An optimised hull form and propulsion and power system is designed for low fuel consumption and low levels of emissions. It meets the ENVIRO+ class level and may be further enhanced by installing an SCR exhaust gas cleaning system.
A simple but efficient propulsion system is based on two medium- speed Bergen C25:33L9P CD diesel engines, each producing 3,000kW. They drive through a direct mechanical transmission to US305 azimuth thrusters with 3.2m diameter CP propellers in nozzles. To give high efficiency over the full spectrum of operating modes, an advanced combinator is used to control both propeller pitch and engine speed over a wide range. Each engine also drives a shaft generator and fire pump for FiFi 1 class.
Electrical power is independently provided by two diesel gensets, each supplying 400kW. Among the consumers are two 590kW tunnel bow thrusters. The redundancy of the propulsion and power system meets IMO DP2 dynamic positioning requirements.
At the heart of the vessel is the main winch. A powerful and proven Rolls-Royce two-drum, low-pressure hydraulic winch is specified, with 200 tonne heave and 250 tonne brake rating. Each drum can hold 1,545m of 64mm wire, cable lifter pull is 155 tonnes at 8m/min, and there are large rig chain lockers.
A containerised launch and recovery system can be included for work and OBS class ROVs, enabling the UT 7217 to undertake inspection and maintenance work.
Safety and freedom from pollution is important, so the design provides protected locations for fuel oil tanks and those carrying hazardous liquids.
Ease and economy of construction is a key design consideration of the concept, making the UT 7217 a good choice for building at a wide variety of shipyards. The design minimises double curvature hull plating, and internal structures are suitable for panel line production. It also avoids the need for complex structures and piping arrangements.
The UT 7217 concept and Basic Design incorporates a Rolls-Royce equipment package. If the yard and owner agree to use the complete equipment package, the Basic Design is ready for class approval. Then Rolls-Royce will also be able to support the yard and owner in the detailed integration and interface of the vessel equipment and systems. But should operators have their own equipment preferences there is adequate flexibility in specifying for example other propulsion systems.
Full article ID27 - Highs & Lows
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ID27 Full article - Revolution to reality
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For the people of Dunoon on the Cowal Peninsula in Scotland their Western Ferries service can literally be a matter of life and death. The service provides swift access to the main hospital with its Accident and Emergency and Maternity Units as well as the Crematorium.
Western Ferries operates four purpose built passenger and vehicle ferries carrying up to 220 passengers and a combination of up to 40 cars, light vans and HGVs on the 20 minute two and a half mile journey across the Clyde from Dunoon to Gourock 20 miles west of Glasgow.
Operating every 15 minutes, 365 days a year the company carries over 1.3 million passengers and 600,000 vehicles a year and crosses the Clyde over 32,000 times.
To do this “reliability and safety are absolutely paramount,” according to Graeme Fletcher the company’s Technical Director. “You have to keep it stupidly simple and don’t overcomplicate things. Having good, fit for purpose designed vessels and reliable equipment is essential.”
The Rolls-Royce Contaz contra rotating (CRP) azimuthing thruster has been an important part of that design. Western Ferries were the first company in the UK to operate CRPs, fitting them to their first two newbuild vessels in 2001 and 2003.
Contaz thrusters fit well with Graeme’s “stupidly simple” philosophy applied to Western Ferries operations. “Don’t over design or over complicate things, keep costs down and buy fit for purpose, quality products from reliable suppliers.”
Reliable efficient equipment has helped Western Ferries become the busiest single ferry route in Scotland and the country’s most successful privately owned ferry company. “I don’t think there are ships like this anywhere else. We worked hard with ship designers and Rolls-Royce to optimise hull design to the propulsion package, and to build vessels that allow us to provide exactly what our customers want; an affordable, reliable, safe and convenient service that they can rely on.”
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Full article taken from In-depth issue 27
With an operating life likely to exceed 30 years, naval combatants have to remain relevant. That’s not easy in an era of tightening defence budgets and in a world where predicting global security is, by its nature, difficult to do.
The Royal Navy’s new Type 26 Global Combat Ship, which will replace the Type 23 frigate as the workhorse of the Fleet, is designed to evolve in line with the future needs of a modern Navy.
Designing a modern warship is no mean feat. It’s a lengthy process that requires a mix of expertise, capability and experience.
Eight Type 26s will replace the eight dedicated anti-submarine frigates, alongside a new class of general purpose light frigates, announced in the Strategic Defence & Security Review last year.
First and foremost, the new ships are being designed to protect the nation’s strategic deterrent and new aircraft carriers from hostile submarines. They will feature some of the most modern and effective weapons systems available today.
Rolls-Royce is delivering the majority of the propulsion system. Power will come from a single MT30 gas turbine, providing direct drive through a gearbox, and four MTU Series 4000 diesel gensets from Rolls-Royce Power Systems. This configuration is known as CODLOG, or combined diesel or gas, and offers flexibility, efficiency and power on demand.
The first MT30 recently completed its factory acceptance test at the Rolls-Royce facility in Bristol. Completion of what is the first ‘real’ component on the ship was a major achievement. “It was a very significant moment for the whole programme,” says Geoff Searle - BAE Systems’ Programme Director Type 26.
“While we don’t start building the hull for some time, there’s a great deal of work going on right across the supply chain now, particularly in manufacturing of the propulsion equipment and the key combat technologies.”
The Global Combat Ship is designed with modularity and flexibility in mind. The key feature which sets it apart from competing designs is its mission bay. Located just forward of the hangar, the mission bay allows the use of a wide range of payloads through the ship’s life.
Geoff says: “Everything from disaster relief stores, through to deploying surface and underwater vehicles, or high-speed special boats for maritime security can be handled in the mission bay.
“The Rolls-Royce Handling System enables the self-loading of the mission bay. So, you can rapidly load from any port in the world. It’s a very innovative design, and enables the safe launch and recovery of vehicles in conditions up to sea state 6.
“The mission bay concept is that the people come with the payload,” adds Geoff. “It’s about having the right people for the mission. So, rather than carrying 250 people around all the time, it’ll have a smaller crew and the ‘capability teams’ will be embarked for whichever role the ship is doing.”
While the external appearance of the ship is quite well known, those impressive sleek lines and graphic renditions mask what is a hugely complex design challenge underneath. It’s a challenge that’s being tackled using the latest visualisation techniques, which allow the programme team to make detailed design decisions in real time, from opposite ends of the country. “We’re using 3D CAD modelling techniques and so far we have digitised 180,000 components and that’s set to grow.”
“Visualisation technology is transforming the way we design, build and deliver complex warships. By creating a virtual prototype, we can gain a real understanding of the vessel and the experience of those serving on board before manufacturing begins.
“We use large screens showing live CAD models, at up to five locations simultaneously. We can zoom in to any part of the ship in full scale and even deploy digital avatars to populate the ship, which is a great way of getting the detail just right from the crew’s perspective.
There are two clear strands to Geoff’s day job. Firstly, it’s about progressing the engineering and the supply chain. “The other part, is preparing for the next phase, and that means maturing the cost models, developing the build schedules and managing risks so that when it’s time to build, we’re ready to go,” he says.
How do Geoff and the team ensure it’s a design that’s still relevant decades from now?
“If you look back at how naval warfare has changed in the last 30 years, you have to also take a look forward and try to predict how it will change over the next 30, so through-life capability is a key part of what we’re doing right now.”
Size is important too. The volume of the ship, its much longer range, and the physical features such as the mission bay and large flight deck – which can accommodate a Chinook helicopter – give the ship that all important flexibility.
“The design philosophy is about trying to build on proven, existing technology to help de-risk the programme. The mission bay handling system is a great example of this. It’s technology that has its pedigree in the offshore oil and gas world, where Rolls-Royce has extensive experience, and we’re developing that to meet the Royal Navy’s requirements.”
And for the Rolls-Royce Engineering to Order Team’s Manager Ludvig Kåre Øyen, based in Aalesund, it’s a poignant moment. Øyen worked on fitting the then new Icon DP system aboard the Harstad when it was built in 2005. At the time the Harstad was the first vessel to be equipped with such a system. Now, ten years later, the vessel has returned to Aalesund to be refitted with the company’s latest Icon DP system delivered as DP1 installation.
The flexible Icon DP system can be configured for DP1, 2 and 3 depending on the mission profile of the vessel and allows the vessel to automatically maintain position or heading by using its propellers, rudders and thrusters contributing to safer and more accurate operations.
The Icon DP system enables the load and status on the switchboard to be read allowing the operator to know what power is being used and is still available. That allows more efficient management of the available thrusters and propellers and avoids overloading the generators.
Following her refit the Harstad is also equipped with the latest version of the Rolls-Royce Common Control components. This includes an award winning user interface designed to improve ease of operation for the DP Operator. The most frequently used controls are presented on a single touch screen making them easy to find. Further detail can be obtained by touching individual icons whilst less frequently used functions are hidden. The overall approach aims to simplify DP operations by reducing the cognitive load on the operator improving their performance and consequently overall operational safety.
In the new Icon DP version, the user interaction is further simplified by moving all essential functions for DP operation into just one joystick operator device. The user can now easily change position of the vessel by using the new push-buttons on top of the joystick lever."
Following its refit the Harstad will be the first vessel to be fitted with the Rolls-Royce weather optimized positioning function. This can be a useful attribute when you spend your life operating in extreme conditions. When activated this allows the vessel to automatically position itself into the wind minimising the amount of fuel used to maintain position. This is particularly useful when on standby, for example when awaiting the return of one of the vessel’s tenders has been dispatched to carry out an inspection which can take several hours.
Øyen described how things have changed since he worked on the vessel in 2005, “as you would expect things are much more advanced, software has improved significantly and at Rolls-Royce we have given significant thought to the Human – Machine Interface resulting in changes to the operational interfaces designed to improve the ease and safety of the system’s operation.”
The K/V Harstad undertakes a variety of coastguard and EEZ (Exclusive Economic Zone) management roles. These include offshore standby and rescue, firefighting, salvage, and general law enforcement operations and fishery control. She is crewed, as are other Norwegian coastguard vessels, by a combined military and civilian crew and accommodates up to 35 people in single and twin berth cabins with full facilities.
Operating along the full length of Norway’s coastline and throughout the country’s exclusive economic zone involves spending much time in the Barent’s Sea, so the vessel is ICE 1B class and has anti-icing measures such as heated shelters for the two MOB/boarding boats.
The vessel is fitted with Rolls-Royce deck machinery, comprising a main low pressure hydraulic towing winch with a 50 tonne pull and 250 tonne brake holding load, anchor windlass, capstan and tugger winch. Towing pins and a hydraulic deck crane are also provided. The vessel was the first to be supplied with a Rolls-Royce safer deck system designed to reduce the risk of accidents for the crew.
One of the Harstad’s most important duties is pollution prevention. The KV Harstad is on standby against the risk that a disabled vessel grounds and causes an oil spill. The Rolls-Royce deck machinery allows the emergency towing of tankers up to about 200,000dwt and spill clean-up. For towing and emergency work the Harstad has an optimally located towing winch, a reinforced pushbow, FiFi 1 firefighting capability, a hospital, and extensive equipment including line throwing gear, a harpoon system for attaching the tow wire to stricken vessels, oil spill booms and skimmers and 1,000m³ of tankage for recovered oil.
The vessel is also able to support the NATO Submarine Rescue System. The Harstad is a Rolls-Royce UT512 design. She is 83m long with a top speed of about 18.5 knots to enable the vessel to reach the scene of an incident quickly and a bollard pull of about 110 tonnes to tow a stricken vessel to safety.
The vessel’s main propulsion engines are two 8-cylinder Bergen B32:40L diesels, each developing 4,000kW, turning a CP propellers in nozzles. Independent steering gears operate the high lift rudders, and there are two electrically driven thrusters at the bow. One is a 736kW tunnel thruster and the other is a swing-up azimuth thruster rated at 883kW of Rolls-Royce manufacture.
For its patrol boat role it has a foredeck mounted gun and it is equipped with fast rescue/boarding boats and a full military and civilian communications system.
All images courtesy Norwegian Coast Guard
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Rolls-Royce has signed a US$6.5 million contract with Tersan Shipyard in Turkey. The contract is to supply a Liquefied Natural Gas (LNG) propulsion package for a cargo carrier designed by NSK Ship Design for Norwegian ship owner NSK Shipping. The vessel will deliver fish food on behalf of BioMar Group.
The new cargo carrier will be a slightly larger sister ship to NSK Shipping’s MS Høydal which was the world’s first LNG powered cargo vessel and which was delivered from Tersan Shipyard in 2012. Both ships are designed by NSK Ship Design
The 81.5m long vessel will be able to carry 2.700 tonnes of fish food to fish farms along the Norwegian coast.
Kristian Høydal, NSK Shipping, Managing Director said: “We are proud to be trusted once again by BioMar to deliver their finished product to the fish farming industry and to be able to work with Rolls-Royce on the delivery of a more environmentally friendly and effective LNG powered vessel.”
Kjartan Karlsen, NSK Ship Design, Managing Director stated that: “We are thrilled that our designs have contributed to the use of LNG in powering cargo vessels, therefore reducing carbon footprints. We commend NSK Shipping and Rolls Royce for being at the helm of a more sustainable industry.”
Helge Gjerde, Rolls-Royce, President Offshore and Merchant Solutions, said: “BioMar and NSK Shipping invest in modern technology that helps reduce fuel costs and environmental footprint. They are among the absolute frontrunners in the area of short sea shipping.”
The LNG Propulsion system comprises one eight cylinder Bergen C26:33 natural gas engine rated at 2160kW, Promas combined rudder and propeller system, one tunnel thruster in the bow and one in the aft, and a Rolls-Royce automation and DP system.
The vessel is also equipped with the Rolls-Royce hybrid shaft generator (HSG) propulsion system. This means the main engine also generates electricity for the ship. The Hybrid Shaft Generator will generate electrical power for the ship even if the engine power output varies, saving fuel. The HSG can also act as a propulsion motor (PTI) providing an alternative power source should LNG becomes unavailable – a prerequisite for class approval.
Bergen Gas Engines from Rolls-Royce are the only pure gas engines on the market using a spark plug ignition. Alternative “dual fuel” engines use a small amount of diesel for ignition. The B and C Series engines emit around 22% (including methane slip) less CO2per unit of power than a diesel engine and Nitrogen Oxide (NOx) emissions are reduced by 90%. Sulphur Oxide (SOx) emissions are negligible. Bergen gas engines deliver a significant reduction in fuel and lubrication oil consumption. In addition, the clean, safe engine rooms and advanced technology can reduce maintenance costs as well as providing a more pleasant working environment for the crew.
BioMar has 11 factories producing fish food, in Norway, Chile, Denmark, Scotland, Spain, France, Greece, Turkey and Costa Rica.
The new cargo carrier is expected to be delivered from the yard in 2017.
The vessel is scheduled to be delivered from the yard in the second half of 2018.
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You are the captain: What do you do when a vital piece of equipment stops working miles from home?
When the dynamic positioning system on one of the world’s most advanced subsea construction vessels stopped working the stakes were high. For every day a vessel like this is unable to work on contract it’s costing the owner tens of thousands of pounds. A solution was needed fast.
The problem is it was Saturday, the weekend before Christmas and the captain and his ship were just off the coast of Kongo, West Africa. Home is Aalesund in Norway, close to 8000 kilometres away as the crow flies.
This is what happened to the 142 meter long vessel Far Sleipner on Saturday 19 December 2015.
Attempts by the crew, with the assistance of Rolls-Royce staff on the phone, couldn’t get it working again. Fortunately, this vessel came fitted with the Rolls-Royce Acon Connect – Remote Access System. This meant that a highly skilled software engineer at the Rolls-Royce Operations Centre in Aalesund could log on to the vessel and help.
“Remote access is increasingly used for service, troubleshooting and maintenance on our vessels, and has obvious great advantages. If a ship has to go off-hire due to technical problems it does not only lose income, but our expenses are still running and what’s worse; our end client will likely be affected by an unwanted delay. Getting us safely back in operation as fast as possible is really what it’s all about”, said Børge Nakken, Vice President – Technology & Development at Farstad Shipping.
With a remote access system installed, instead of being thousands of kilometres away, the service engineer just needed to get to the office onshore to be virtually on board Far Sleipner. Once the captain had given his permission, and quite literally switched on the connection from the bridge – an essential security precaution – the engineer was able to establish a secure encrypted link with the ship, explore the ship’s systems and identify and fix the problem.
According to Tore Gangstad Rolls-Royce EHM & Remote Access Support Manager: “It wasn’t a quick job. It took the engineer about nine hours. But in the past it would have required getting a work visa and flying an engineer out to meet the ship. That would have taken several days, and you can only imagine the costs for the owner.”
About Far Sleipner:
Far Sleipner was delivered from the Vard Langsten shipyard to Farstad Shipping in 2015. It is designed for subsea construction/IMR operations down to 3,000 meters water depth, has an overall length of 142.6 meters, beam of 25 meters and a deck area of 1,800 m². The vessel is arranged for three WROV’s (Remote Operating Vehicles), has one 50t and one 350t offshore crane and accommodation for 130 persons in single cabins.
Far Sleipner is equipped with Rolls-Royce bridge controls and was the first vessel delivered with Rolls-Royce DP3, the dynamic positioning system. Far Sleipner is also powered by Rolls-Royce engines and propulsion.
The need to provide immediate and responsive services to support shipyards building ships equipped with Rolls-Royce products and routine maintenance or overhauls for the growing number of ships owned by local operators has resulted in continued expansion of the Rolls-Royce service capability in China. From a service centre in Shanghai, other service locations have been established in Dalian, Hong Kong and Guangzhou.
Martin Cunningham, VP Service Delivery Asia Pacific and Middle East said: “To better service our broad product range, we have made, and are continuing to make, significant investment in training our service engineers at our European product centres. We are committed to ensuring our teams have the skills and competencies in countries that our customers need, especially in China, where we have a high volume of commissioning work across our product and systems portfolio.
“With our colleagues at MTU we also have a programme of cross-training service engineers to provide a more flexible and reactive resource. Having the right skills ensures we can respond quickly and cost-effectively to those requests where more than one of our products needs servicing. We continue to demonstrate that we can cost-effectively overhaul our products to very tight deadlines and so shorten drydocking times.”
Our operations across China are designed to give us the flexibility to carry out a wide variety of work on Rolls-Royce products including azimuth thrusters, CP propellers and tunnel thrusters. When certain skills are in great demand, we can pull in resources from our other China service sites as well as our wider regional and global network and, increasingly in the future, also from MTU. We work collaboratively on customer issues.
Chi Xun, Service Coordinator explains:
Located close to the shipyards, a team of engineers work in close cooperation with key customers. The team is very experienced, with field and workshop capabilities across the full marine product range, concentrated mainly on propulsion.
We are creating a deck machinery support cell to ensure that we have the right repair and overhaul capabilities for a very responsive level of service. Our engineer team is mobile and can travel to where customers are overhauling or drydocking vessels.
Timothy Lau, Service Sales Manager explains:
Our facility is home to Rolls-Royce and MTU teams servicing customers operating in and around Hong Kong. It is close to the major shipyards and the waterfront, where our engineers can be on site quickly to deal with any unplanned maintenance on visiting vessels. We regularly service products from Z-drives, CPPs and waterjets to control systems and steering gear.
As a large number of fast ferries operating in Hong Kong are powered by Kamewa waterjets and MTU diesels, our engineers work together to offer a cohesive customer service.
Andy Wu, Service Sales Manager explains:
Our service centre in Guangzhou comprises a 700m² workshop and a team of service engineers and technicians. We maintain a close relationship with our customers operating in South China. We have extended efforts to store spare parts locally, so improving our responsiveness and delivery times.
We have also developed a Bergen engine component exchange programme specifically for customers in the Guangzhou area, whereby we store a pool of Bergen engine components and provide a cost and time efficient exchange solution to benefit customers.
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Serving China - Full article (ID26)
Rolls-Royce has won a contract to supply its 100th and 101st Launch and Recovery Systems (LARS). The contract signed with DOF Subsea, will see the latest two systems installed aboard the DOF Subsea Skandi Neptune.
Rolls-Royce Launch and Recovery Systems allow the deployment and recovery of remotely operated vehicles (ROVs) to a depth of 3,000m plus. The system has highly accurate active heave compensation to cope with severe weather and can automatically launch and recover a ROV to a given target depth and at a given target speed.
Ingve Osberg, DOF Subsea, Group Asset Manager, said: “DOF Subsea have 31 Rolls-Royce Launch and Recovery Systems deploying and retrieving a range of ROVs safely, precisely and reliably in a wide range of operating environments worldwide.”
Bjørn Gjerde, Rolls-Royce, General Sales Manager, said: “DOF are the largest operator of our Launch and Recovery System and their purchase of over 30 of these systems is evidence of our products’ ability to meet our customer’s needs for advanced technology which can operate reliably in even the most extreme conditions.”
Rolls-Royce Launch and Recovery Systems are also used by Farstad, Olympic, REM, Havila, k-Line, Ocean Installer, Eidesvik, GC Rieber, Allseas, COOEC and TechDOF.
About DOF Subsea
The DOF Subsea Group is a specialist subsea service business that provides subsea construction, subsea engineering, inspection, repair and maintenance and survey services, which involve complex and challenging engineering in an international environment.
DOF Subsea owns a large fleet of modern subsea construction, intervention and survey vessels that enable it to offer differentiated positions with its clients and work in long term relationships, which enhance service delivery and reduce the overall risk.
The company’s core business is project management, engineering, vessel operations, survey, remote intervention and diving operations, primarily for the Oil and Gas, Marine Telecommunications and Renewables markets.
Rolls-Royce and the Norwegian Coastal Administration (NCA) have signed a contract to provide an extensive power system package for the NCA’s third multifunctional vessel OV Bøkfjord to be built at the Hvide Sande Shipyard in Denmark. The vessel is scheduled for delivery in the Summer of 2016.
The vessel will be equipped with a Rolls-Royce hybrid power system designed to lower emissions and use less fuel. This will help the NCA meet its ambitious climate and environmental strategy and reduce maintenance costs. Based on typical operating patterns the NCA anticipates a cut in fuel consumption of 25%.
As part of the hybrid power systemOV Bøkfjord will be equipped with an 850kW battery, which is fully integrated into the vessel’s automation and Power Management System.
The hybrid power system allows the batteries to be re-charged in operation as well as for smoothing the peak power load on the main generator sets. It also eliminates the need to start an extra auxiliary engine when the vessel operating in dynamic positioning.
Once in harbour the vessel can use the battery energy storage without having to rely on finding a harbour with a shore connection. “The availability of shore connections is still an issue due to a lack of capacity in harbours in our operational area.” says Kurt-Ivar Gram Franch, Technical Manager, NCA.
Rolls-Royce, has already tested a similar hybrid system for another Norwegian ship operator and says Frode Vik, Rolls-Royce Area Sales Manager “We are confident that with the new hybrid power system will be the optimal solution for NCA and their new vessel”
Image (top): OV Bøkfjord, courtesy Hvide Sande Shipyard
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Cruise ships are among the most demanding vessels for the propeller designer. With a large number of passengers on board, all of them expecting a high-class cruise experience, comfort and low levels of noise and vibration are established prerequisites for the cruise ship designer. Those requirements are ultimately passed on to the propeller designer.
Mein Schiff 3 and 4, operated by Hamburg-based TUI Cruises and built by Meyer Turku Oy, are sophisticated and highly innovative cruise ships that serve mainly premium German speaking cruise travellers. At 99,500gt, they are 294m long and 36m wide, have 1,253 cabins and can accommodate over 2,500 passengers. Mein Schiff 3 was the world’s first ship to have a fully equipped concert hall. The ‘Klanghaus’ (sound House) is a 270m² room in the centre of the ship with seating for 300 and equipped with the best in acoustic and sound control.
“We had no part in the ship design, but our work is vital for the passenger experience,” says Per Arén, Senior Hydrodynamicist at the Rolls-Royce Hydrodynamic Research Centre in Sweden. “For these vessels, the Kamewa fixed bolted propeller design was selected. Each propeller delivers 14MW at full speed, which is over 21 knots, with reduced vibration and pressure fluctuations compared to a four-bladed propeller. Having a concert hall on board and the glass diamond space with important venues at the stern, directly above the propellers, really put our work in the spotlight with the shipyard, Meyer Turku Oy. We had to stretch one step further than we had ever done before to get the propeller characteristics a near-perfect match to the vessel and its operating profile. To achieve the comfort class, every possible aspect was taken into consideration; hull shape, water inflow to the propellers, V-bracket design, propeller design cavitation and propeller-excited dynamic forces.”
“Early in the design process, we made a propeller design and propeller model so we could conduct open-water efficiency tests to validate that the high- efficiency requirements could be achieved while delivering exceptionally low noise,” adds Arén. “At that stage, we also made viscous CFD calculations to validate the propeller efficiency. During sea trials the propellers’ noise and vibration characteristics were validated by pressure fluctuation measurements
in the hull plating above the propellers. Actual cavitation was observed through windows installed in the hull above the propellers. These observations revealed minimal tip vortex cavitation, confirming the model testing.
Gaining a deep understanding of the hydrodynamic issues that affect propeller design requires a lot of experience and historical data to draw upon. The Rolls-Royce Hydrodynamic Research Centre has been undertaking detailed propulsor design studies for over 70 years. More than 1,500 propeller designs have been model-tested to date, and around 40 are undertaken each year.”
Perfecting the propeller - full article
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With well known, fairly short and repetitive journeys the roro market is ripe to reap the benefits of ship intelligence. And many ships operating in this market today are old and in need of replacement.
To maintain and even increase traffic on these routes needs a new design philosophy to stimulate new builds and provide more efficient and more environmentally sound vessels.
To prove this Rolls-Royce has developed the “Lean Roro” concept. The concept could save operators up to €2.65m per annum in operating costs when compared to a second hand vessel and €1.65 million when compared to a conventional new build. CAPEX would also be lower - in the region of €3m compared to a conventional new build.
These savings come from reductions in:
But there’s a snag. Before such a vessel can become a reality action is needed by both rulemakers and operators. Rulemakers need to look at the areas of vessel operation where the possibility of intelligent applications could play a role in reducing crew size reviewing the rules with a view to adapting them. Operators would then need to embrace the technology to turn vision into a reality.As the industry looks to become more cost competitive at a time of reduced margins, adopting new technologies and managing the risks could be rewarding. A Lean Roro concept for short sea shipping might be the place to start.
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VP Innovation, Engineering & Technology, Marine
The Rolls-Royce powered future USS Zumwalt DDG-1000 put to sea for the first time on Monday 7 December 2015. At 8.27 a.m local time she left the dock side at General Dynamics Bath Iron Works Shipyard in Maine, USA, and headed out into the Kinnebeck river.
This advanced destroyer is lead ship in a class of three powered by Rolls-Royce technology. Zumwalt class destroyers provide multi-mission offensive and defensive capabilities and can operate independently or as part of carrier strike groups, surface action groups, amphibious ready groups, and underway replenishment groups.
The future USS Zumwalt, and each subsequent ship in the series, will be powered by a pair of Rolls-Royce MT30 main gas turbine generator sets (MTGs) providing 35.4MW each and two MT5S auxiliary turbine generator sets (ATGs) 3.9MW each, combining to deliver 78MW of total ship power. Zumwalt’s electrical 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.
In addition, Rolls-Royce Naval is also providing two fixed pitch propellers to this ship, cast and machined at Pascagoula in Mississippi US. Rolls-Royce Naval facilities in Canada have supplied the Multi-function Towed Array Handling System (MTAH) that deploys the anti-submarine warfare towed array sonar and torpedo defence system.
Neil Pickard, Naval Program Director - Americas stated, “Today marks the culmination of the tremendous efforts undertaken by the Naval team. Due to the innovative technology involved with this being the first all-electric ship, we have had many significant challenges to overcome throughout this programme. I would like to thank everyone in Rolls-Royce who has been involved in DDG-1000.”
Alex Greve, Project Engineer Naval said, “DDG-1000’s alpha trials will mobilise nearly 80MW of power on a single vessel. I am proud to be part of the team that will meet this challenge. Our gas turbine generator sets will provide the power density our customer needs to bring tomorrow’s military technology alive.”
Rob Rice, Service Engineer Naval said, “Having served in the US Navy on-board ships powered by Rolls-Royce equipment, I always had a great sense of pride standing on my ship’s deck, porting anywhere in the world! Now, as a Rolls-Royce team member providing an excellent product for our United States Navy and my Country, words will never describe the sense of achievement as I witness USS Zumwalt, light-off, set restricted manoeuvring, cast off lines, and set a course out to sea!”
Image top: USS Zumwalt DDG-1000 sea trials - Courtesy US Navy.
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Operating in sub-zero temperatures places special demands on a ship’s propulsion system. As demand grows for ships to undertake oil and gas exploration, research and even tourism in polar regions so does demand for Rolls-Royce extensive experience in this field.
Rolls-Royce had delivered 550 stainless steel and 400 nickel aluminium bronze propellers with ice class 1A or higher. If lower ice classes are included the number is nearly 2,000. Designs encompass fixed pitch, controllable pitch and the adjustable bolted type, with or without nozzles.
Geared azimuth thrusters and electric pods have advantages for icebreakers. They provide agile manoeuvring in ice, can be steered so that the propeller slipstream is directed at an angle to the side, washing away ice fragments and creating a channel wider than the beam of the vessel. This is ideal for cutting a channel for other ships to follow. Thrusters can also be used for breaking thick ice by “ice milling,” running stern-first and using the thrusters to draw water from under the ice and weaken the floe, helping the hull shape break up the ice.
Rolls-Royce propulsors for ice form two categories
Those designed specifically for ice operation; ARC azimuth thrusters, TT Polar tunnel thrusters and propellers, and those designed for normal operations, with ice strengthening and delivered with a lower power rating.
ARC series azimuth thrusters are made in four sizes covering powers 3.5MW to 9.0MW, with or without nozzles. The icebreaker/offshore vessels Nordica and Fennica which operate as icebreakers in the winter and as offshore support vessels in summer in the Baltic were successful early adopters of this technology. A new addition to the product range the TT Polar tunnel thruster is scheduled for delivery this year.
Azipull thrusters with their pulling propellers are popular for propelling offshore supply vessels, ferries, cargo ships and specialised vessels, all of which may need some type of ice class.
Rolls-Royce has undertaken extensive research to understand the impact of polar operations on propulsion. The company collaborated with DNV GL with support from Forskiningsrådet (Norwegian Research Council) to measure ice impacts on azimuth thrusters and conventional shaftlines.
An intensive programme of trials was carried out with the Swedish Coastguard vessel KBV002 Triton. Built to DNV Ice 1A* and capable of breaking 50cm thick ice at 4 knots the research programme took the ship into the northern Gulf of Bothnia breaking level ice typically 37cm thick.
Fitted with extensive instrumentation over 40 hours of ice operation were tracked using GPS. Ice properties were measured and underwater videos made of the vessel passing through ice.
Data about driveline torque response, the forces applied to the thruster housing – in terms of number and strength, motor speed, steering forces and steering angle measurements as well as noise both inside and outside the ship were collected.
The data has now been analysed and is being used by Rolls-Royce to develop innovative thrusters even better suited to operating in ice.
ID26 Polar Push - full article
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