the power & the gloryMeet the all-electric USS Zumwalt – the most

advanced naval ship patrolling today’s oceans Pages 28-29

Customer focusFast ferry service speeds commuters to The City

Leading innovationRolls-Royce AutoCrossing brings safety & efficiency

Latest projects Kleven investment pays

off with polar project

Latest technologyInnovation in modular ship design is unveiled

The Rolls-Royce marine magazine Issue 29 • February 2017

About Indepth magazine People© Rolls-Royce plc 2017. The information in this publication 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. 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.

Editor: Yrjar GarsholSub-editor: Iain MasonDesign: Renny Hutchison; Felipe PerezContributors: Simon Kirby; Andrew Rice; Craig Taylor; Richard White Production: Connect Publications Ltd

16SPEAKING VOLUMESThe Bergen medium-speed diesel is enjoying excellent feedback and increased orders

28FROM A TO ZThe world’s most advanced naval ship, USS Zumwalt, has finally arrived in its homeport

Issue 29 • February 2017

Contents

rolls-royce indepth magazine 03

upfront

Customer focus

Latest projects

Leading innovation

12OPTIMISING BATTERY POWERThe latest double-ended ferries will offer both efficient propulsion and outstanding energy efficiency

14LEADING THE CHARGERolls-Royce is playing its part in helping the environment with hybrid and SAVe CHARGE propulsion systems

10CROSSING THE DIVIDEWith Rolls-Royce AutoCrossing, future ferry passages will be safer, more efficient and environmentally friendly

34A SEISMIC SHIFTA new hi-tech training facility allows crews to master complex streamer operations

36SHAPING THE FUTUREWith its innovative modular design, our new vessel seeks to show the way forward

Latest technology

26 F IS FOR FLEXIBILITY Why Fincantieri is enjoying a healthy outlook across military and commercial markets

rolls-royce.com

Propulsion systems optimised for the mission and the environmentRolls-Royce is widely recognised for its propulsion system solutions for a broad range of vessel types. These comprise propellers and thrusters, diesel and gas engines, stabilisers, rudders, steering gear, automation and control systems. We have a strong focus on research and development and our hydrodynamic research centre offers a unique resource which enables us to deliver system solutions fully optimised for the vessel´s operation.

Trusted to deliver excellence

C&P_

Prop

ulsion

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_012

016

18MEN OF STEELInvesting in technology has proved a successful move for Norway’s Kleven shipbuilders

22LEANER AND SMARTEROskar Levander, VP Innovation, on how Ship Intelligence could shape a revolution in marine

24SIGNIFICANT SAVINGSOur new energy management system reduces costs, improves efficiency and aids compliance

30EVERY SECOND COUNTS

Fast catamarans deliver customers to the heart of The City

rolls-royce indepth magazine 0504 rolls-royce indepth magazine

upfront upfront

alking with customers I am struck by the many challenges of operating in the current market.

Not least is the intense focus on emissions. This has been highlighted recently by the adoption of the world’s first universal, legally binding, global climate deal (COP21) and the decision of the IMO Marine Environment Protection Committee (MEPC) to develop a comprehensive Road Map for addressing CO2 emissions. Plus, we have the decision to set the implementation date for the 0.5 per cent global sulphur cap for 2020.

Rolls-Royce is always looking for ways to help our customers meet their most pressing challenges, including compliance with emissions regulations.

In Norway, we’re helping the explorer cruise line, Hurtigruten, to build two new expedition ships which will use a new, environmentally sustainable battery-based hybrid power solution to allow silent, emission-free sailing.

is our close relationship with customers. During the development process they played a significant role in helping specify its design. As a consequence, it offers customers 20 per cent increased power compared to its predecessor, delivering the same output with fewer cylinders. This lowers the costs through the engine’s lifecycle, and allows for smaller engine rooms on board. The engine is designed for up to 25,000 hours between major maintenance, with modular design making servicing easier.

Importantly, the engine meets international environment requirements for IMO NOx Tier III, with support from an SCR system and is also economical down to very low loads.

I’m proud to think that Rolls-Royce equipment, including the B33:45, will play a role in helping climate scientists understand how changes in the Arctic and Antarctic will impact the wider global climate.

The Rolls-Royce designed RRS Sir David Attenborough is the most advanced scientific maritime vessel ever constructed. We had to

EditorialAs the global focus turns to emissions, Rolls-Royce is helping its customers meet compliance challenges. From polar cruise ships to scientific vessels, innovative design has never been more important

with mikael mäkinen

Thought leadership from our Executives

T

meet a very demanding list of design requirements from our customer, the British Antarctic Survey.

Clever design was needed, so we used all of the ship’s available volume to get everything in the right place operationally, while finding the optimum balance of trim, stability and dead weight.

As a result of its innovative hull design, the integration of the propeller and rudder with the hull, and its powerful and efficient Bergen engines, the Polar Class 5 vessel can break ice to a thickness of 1.5m at a minimum 3 knots.

We used techniques more

“I’m proud that Rolls-Royce equipment will play a role in helping scientists understand how changes in the Arctic and Antarctic will impact the wider global climate”

commonly found in naval vessels to ensure the vessel makes as little underwater noise as possible when undertaking subsea survey work. Our deck machinery systems also support a wide range of vital tasks, including towing subsea acoustic survey equipment and deploying equipment to collect seawater and seabed samples.

I’ve spoken a lot about the impact of digitalisation on marine in general and the disruptive potential of remote and autonomous ships in particular. But I recently saw the first waypoint on the voyage to the digital future, when we

www.rolls-royce.com/ products-and-services/marine

www.linkedin.com/ company/rolls-royce

marineinfo @rolls-royce.com

ABOVE: Building the RRS Sir David Attenborough meant meeting a demanding list of design requirements

BELOW: The two expedition ships being built for Hurtigruten will use an environmentally sustainable battery-based hybrid powersolution

LEFT: Since its launch in 2015, the Bergen B33:45 has become a hit with customers around the world

The Rolls-Royce designed MS Roald Amundsen and MS Fridtjof Nansen will make fully electric propulsion on a passenger ship possible. Hurtigruten’s new ships will probably be the first in the world to do that. They represent something of a dream project for us, providing innovative technology for beautifully designed, purpose-built vessels.

In addition to the hybrid power solution, they will have the latest automation and control systems, including the Rolls-Royce Unified Bridge, the first two Azipull propellers using vertical mounted permanent magnet technology, two large tunnel thrusters, stabilisers, winches, power electric systems and four Bergen B33:45 engines.

The Bergen B33:45 has proved to be something of a hit with customers. Two years on from its launch we are closing in on the sale of our 60th engine. The B33:45 has been chosen for a wide range of ship designs across the globe, from Norway to New Zealand.

Part of the secret of its success

signed a deal to supply our – and I think the world’s – first automatic crossing system to Norwegian ferry company Fjord1.

Battery-powered ferries have strict yearly limits on energy consumption as part of the commercial agreement between the operator and the government. Automatic systems ensure consistent behaviour during the journey, controlling the vessel’s acceleration, deceleration, speed and track, providing predictable energy consumption. Two energy-efficient Rolls-Royce Azipull thrusters respond adaptively to environmental conditions to maximise efficiency.

Significantly, almost exactly ten years ago, Fjord1 was the first reference for our then innovative LNG-powered Bergen engines.

Who knows what the next ten years will bring? But whatever they do, we’ll be ready.

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Rolls-Royce has recognised the commitment of the Grimaldi Group to achieving energy efficiency with the award of its first Excellence in Energy Efficiency Award.

The award recognises the work undertaken by Grimaldi Group to update its vessels with Promas Lite, a version of the Rolls-Royce Promas integrated propeller and rudder system. Promas Lite is designed as an upgrade for vessels already in service. A key feature of its energy efficiency and emission reduction capability.

Our picture shows Rolls-Royce, President – Marine, Mikael Mäkinen, presenting the Managing Director of Grimaldi Group, Dr Emanuele Grimaldi, with the award in Naples in September.

Polar vessels to show off coolest technology

approximately 20 per cent and CO2 emissions from the ships by 20 per cent. This amounts to more than 3,000 metric tons of CO2 per year.

Daniel Skjeldam, CEO of Hurtigruten, says: “The future of shipping is, without a doubt, silent and emission-free. We will use our new expeditionary ships as groundbreakers for this new technology and show the world that hybrid propulsion on large ships is possible, today.

“A passenger ship requires enormous amounts of energy to operate and, so far, there have been no technologies able to fulfil the requirements of a fully-electric Hurtigruten ship. Hurtigruten’s new ships will probably be the first in the world.”

Mikael Mäkinen, Rolls-Royce, President – Marine, says: “The two new explorer cruise vessels for Hurtigruten represent somewhat of a dream project for us; delivering our latest technology innovations into beautifully designed and fit-for-purpose vessels.”

The Rolls-Royce designed MS Roald Amundsen and MS Fridtjof Nansen, to be constructed at Kleven Yard in Norway for Norwegian explorer cruise line, Hurtigruten, will be packed with a host of innovative Rolls-Royce technology.

In addition to the hybrid power solution, making fully electric propulsion possible, the vessels will have the latest automation and control systems. These will include the Rolls-Royce Unified Bridge, the first delivery of two Azipull propellers using permanent magnet technology, two large tunnel thrusters, stabilisers, four Bergen B33:45 engines, winches and power electric systems.

The decision to invest in a hybrid solution is an important milestone in Hurtigruten’s goal of sailing fully- electric expeditionary ships in the Arctic and Antarctic.

Hybrid technology, in combination with the construction of the hull and effective use of electricity on board, will reduce the vessel’s fuel consumption by

The latest developments across Rolls-Royce marine

ABOVE: The new polar cruise ships for Hurtigruten will be packed with a host

of innovations from Rolls-Royce. Hybrid

power solutions, automated control

systems and Azipull propellers with

permanent magnet technology are

among the many features planned for the MS Roald

Amundsen and MS Fridtjof Nansen

Grimaldi given energy award

New crossing system looks to

the future

Rolls-Royce has secured a contract to supply diesel generators, propellers and shaft lines for the US Navy’s new fleet replenishment oiler ships, the John Lewis Class.

Rolls-Royce will supply each ship with two Kamewa 150A Controllable Pitch Propellers (CPP), produced at the company’s facility in Walpole, Massachusetts, while two Bergen B32:40xL8A generator sets will provide power to satisfy onboard energy requirements.

Don Roussinos, Rolls-Royce, President – Naval, says: “We are extremely proud to renew our long-standing relationship with General Dynamics’ NASSCO shipyard in San Diego. Rolls-Royce controllable pitch propellers have been powering the US Navy fleet for many years, and

Slick operation will equip US oiler ships

ABOVE: The US Navy’s new oiler ships will be fitted with diesel generators, propellers and shaft lines from Rolls-Royce

Rolls-Royce has signed a deal to supply its first automatic crossing system to Norwegian ferry company Fjord1.

The system, the first of its kind, will control two new double-ended battery ferries as they cross between Anda and Lote on the 1330km-long E39 which connects communities along the west coast of Norway.

The automatic crossing system ensures safe and energy-efficient transit back and forth by automatically controlling the vessel’s acceleration, deceleration, speed and track. Two energy-efficient Rolls-Royce Azipull thrusters respond adaptively to environmental conditions to ensure optimal behaviour and maximise efficiency.

The captain will supervise the automatic system and intervene

using traditional manoeuvring systems if needed. If, for some reason the captain is not able to take manual control, the system stops the vessel at a safe distance from the quayside and keeps it safely positioned automatically until further action can be taken.

Introducing the new technology, Jann Peter Strand, Rolls-Royce, Product Manager, Automation & Control – Marine, says: “The automatic crossing system has been developed

with the company’s Ship Intelligence programme and is a step on the road to realising Rolls-Royce’s goal of remote and autonomous vessels.”

The automatic crossing system can be installed as an add-on to any standard Rolls-Royce azimuthing thruster.

This means it can be retrofitted to the existing fleet of ferries around the world.

Marine eventsApril3-5: Sea-Air-Space, Maryland, USA

4-7: Gastech, Tokyo

25-26: Marine Propulsion Conference, Amsterdam

25-27: Sea Asia, Singapore

May1-4: Offshore Technology Conference, Texas, USA

16-18: IMDEX Asia, Singapore

30-2 June: NOR Shipping, Oslo, Norway

31-1 June: CANSEC, Ottowa

we’re delighted that the John Lewis Class will continue this for decades to come, playing a significant role in the US Navy’s operations around the globe.”

Each ship will have capacity to carry 156,000 barrels of fuel oil, and also provide significant dry cargo capacity, and aviation capability.

They will operate at speeds of up to 20 knots.

The contract covers the first ship, with options for five more. The project will see 17 new ships built at the rate of one per year and will be America’s largest ship building programme. Equipment for the lead ship is scheduled for delivery in 2018.

Read more about the new vessels

and Kleven itself on p18-21

Read more on p10-11

ABOVE: The new automatic crossing system

will offer both optimal

behaviour and maximum efficiency

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upfront upfront

Ambitious stern trawler projects are reeled in

Rolls-Royce is easing commuters’ journeys to work in some of the world’s biggest cities.

In Hong Kong, Rolls-Royce has signed a contract to provide power and propulsion for a third Blue Sea Jet fast ferry for the Zhuhai High-Speed Passenger Ferry Co, Ltd.

The catamaran, driven by twin MTU 16V 4000M70 engines powering Rolls-Royce Kamewa S71-4 waterjets, will carry 288 passengers

Waterjets get the job donein the world’sbiggest cities

between Zhuhai and Hong Kong quickly, quietly and in comfort.

In New York, the city’s newest and largest high-speed luxury ferry operated by New Jersey-based Seastreak is driven by Rolls-Royce. The catamaran will carry up to 600 passengers between Monmouth County, New Jersey and Wall Street in less than 40 minutes at a top speed of 35 knots.

Power comes from four high-

ABOVE: The high-speed Seastreak catamaran will carry up to 600 passengers past

some of New York’s most famous

landmarks

ABOVE: John Syvret, Cammell Laird CEO, with Sir David

RIGHT: John Drummond, Cammell Laird Project Director, on the left, and Jeff Jones, Cammell Laird Head of Construction, on the right, watch Sir David start the process

speed MTU type 12V 4000 M64 diesel engines which are EPA Tier III compliant and offer the lowest emissions on the market.

The four engines will drive four Rolls-Royce Kamewa 63S4 waterjets, providing both reliability and redundancy.

And in London, Rolls-Royce Kamewa waterjets are helping Thames Clippers carry 4 million people in and out of The City.

Two Rolls-Royce designed stern trawlers are to be built by the Freire Shipyard in Spain. Both vessels have been ordered by Greenland-based ship owners, Qajaq Trawl and Polar Seafood.

The vessels are designed to catch shrimp and are fitted with a wide range of Rolls-Royce equipment, including nine-cylinder Bergen B33:45 engines, Promas propulsion system, automation, winches, steering gear and a power electric system.

Operational efficiency, low emissions, crew comfort, safety and

Five alive for Fincantieri cruise ships

Rolls-Royce has announced a deal to provide propulsion and deck machinery to five cruise ships being built by Fincantieri at their shipyards in Italy.

The firm will supply a Promas system, deck machinery and steering gear to two vessels being built for Viking Ocean Cruises.

The contract also covers steering gear and deck machinery for a vessel under construction for Regent Seven Seas Cruises. Steering gear is also being provided for two vessels being built for Princess Cruises.

Sir David meets fellow explorerThe Rolls-Royce designed UK polar research vessel, the RRS Sir David Attenborough, has reached its first construction milestone – the laying of its keel.

In a special ceremony at builders Cammell Laird, which the naturalist and broadcaster described “as an honour,” Sir David started the process that lowered the keel’s 100-tonne first segment into place.

Commissioned by the UK’s National Environment Research Council, the vessel is a Rolls-Royce UT 851 PRV design. It meets a very demanding list of design requirements and ensures operators British Antarctic Survey receives the most advanced scientific maritime vessel ever constructed.

The vessel will undertake voyages of up to 19,000 nautical miles and carry up to 90 research scientists and crew. Scientists will explore how changes in the Arctic and Antarctic will impact the wider global climate.

The RRS Sir David Attenborough is the largest commercial shipbuilding project at a UK shipyard for 30 years. The ship, and the projects associated with it, represent the largest UK Government investment in polar science infrastructure since the 1980s.

The two stern trawlers will be fitted with a wide range of Rolls-Royce equipment, including nine-cylinder Bergen B33:45 engines

excellent seakeeping capabilities have been the main considerations in the development of the ship design and equipment package.

The vessels are of NVC 375 design and will be about 80m long with hulls to DNVGL 1A fishing vessel class. They are scheduled to be delivered from the yard in 2018/19.

Since the early 1970s, Rolls-Royce has designed around 130 vessels of NVC design for the fishing industry. The current order book reflects a high period of new building activity in the sector.

Rolls-Royce is to supply 14 of its highest-power MTU, Series 8000 diesel engines for seven new multi-purpose ocean-going patrol vessels being built for the Italian Navy by Fincantieri.

This will be the first time MTU engines have been used in newly-designed surface vessels operated by the navy.

The Pattugliatori Polivalenti d’Altura (PPA) are multi-purpose ocean-going patrol vessels and form part of the navy’s fleet renewal plan. They are intended to be the future naval backbone, replacing patrol boats, corvettes and frigates. With a multi-module design, the vessels will undertake a

ABOVE: The first of the new multi-purpose

ocean-going patrol vessels is due to be delivered by 2021

BELOW: The 20V 8000 M91L engine produces around

10,000 kW of power

wide variety of tasks and missions. Each vessel’s propulsion system includes two MTU diesel engines able to power the vessels above 24 knots in diesel mode. The type 20V 8000 M91L engines each produce 10,000 kW of power.

Knut Müller, Head of Marine and Government Business at MTU, says: “The order demonstrates that Series 8000 engines set the standard in this segment with their high-power density, low emissions and demonstrated economy.”

Series 8000 engines are the top-selling propulsion

engines in their power class for naval vessels.

The first new vessel is set to be delivered in 2021,

with six more by 2026. The procurement plan includes

an option to order a further three PPA vessels.

Read more about Fincantieri

on p26- 27

Engines provide the power for new Italian naval fleet

Rolls-Royce will supply Fincantieri with Promas systems for five vessels

Find about our waterjets on p30-33

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The world of autonomous vessels has come another step closer with the launch of Rolls-Royce AutoCrossing. Thanks to its focus on safety and energy consumption, the Norwegian communities of Anda and Lote will soon become the first to enjoy secure and efficient ferry crossings – with the vessel itself in the driving seatR

olls-Royce AutoCrossing is the first in a new series of systems that will increasingly

automate ferry operations. In the longer term, these ferries – which typically form links across water for highways carrying vehicles and passengers – are likely to be remote controlled or autonomous.

Its first application will be on two ferries ordered by Fjord1 for the Anda-Lote link in the E39 highway on the west coast of Norway, due into service in January 2018. The technology and operating background of these ferries are covered in more detail on pages 12 and 13.

AutoCrossing can be retrofitted to existing ferries, particularly if they already have Rolls-Royce thrusters. It is also backed up by the great breadth and depth of knowledge and practical experience of the Rolls-Royce marine business.

Autocrossing addresses a number of challenges facing ferry operators who have yearly energy consumption targets to meet and are under pressure to reduce environmental impact.

They also need to reduce energy requirements on battery powered vessels, and face eternal pressure to cut costs and focus on safety.

“We tackle these challenges in several ways,” says Jann Peter Strand, Rolls-Royce, Product Manager, Automation & Control.

“AutoCrossing simplifies the ferry crossing operation and cuts the energy consumption per trip to the minimum.

“At the same time it documents both performance and energy consumption. It also helps to improve operating safety.”

Typically, a ferry crossing involves a

distinct series of operations:1. Departure from the linkspan2. Acceleration to transit speed3. Transit at constant speed4. Deceleration on approach to

the terminal, and5. Manoeuvring prior to

connecting to linkspan. At present AutoCrossing is

configured to cover the middle three elements, leaving the docking manoeuvring to the captain. Once at a designated point, the operator can engage the AutoCrossing.

At the other end, in the predetermined arrival zone, the captain disengages the system and takes manual control for the docking manoeuvres. If he is incapacitated, the system brings the ferry to a safe stop in the arrival zone. The captain can also disengage the system and

available time. Combinators in the Rolls-Royce control systems do this by determining the rate of change of propeller pitch and rpm and the thruster azimuth angle. The system also activates/deactivates the

resume command at any time during the crossing.

Acceleration, transit and deceleration are the phases where most of the energy is consumed.

Fig.1 shows the five phases, the area under the time/speed curve being the distance covered. Faster acceleration and slowing down gives more transit time, which can be at a lower speed. So that total energy used per trip is a balance between the phases, as shown in Fig.2.

AutoCrossing optimises this for different vessel loads and weathers, keeping to agreed departure times and crossing durations.

Propulsion motors are the largest energy consumers, so savings come from providing only enough power to smoothly accelerate the ferry to the required cruising speed in the

ABOVE: The new AutoCrossing is designed for optimum performance in all weather conditions

leading innovation

words: richard white

Crossing the divide

feathering function on the leading propeller as needed. In addition to minimising energy use, it helps to protect the battery of all-electric ferries.

AutoCrossing takes data from the gyrocompass, differential global positioning system (DGPS), speed log and wind sensor. The outputs control the propulsion thrusters and propeller pitch/rpm to give the required acceleration and speed with optimised use of power, while keeping the ferry on the chosen track.

The display in the wheelhouse shows where the ferry is at any given time, and during docking provides full information on position relative to the dock and the external forces acting on the ferry in terms of size and direction.

As standard, Rolls-Royce AutoCrossing provides assistance to the crew in operating their vessel efficiently. But it can also be a part of the Rolls-Royce Energy Management System that collects real time data in large quantities from the on-board systems, processing them to provide full information about the vessel’s energy use.

As a result, the crew can operate their vessel more efficiently. Information can also be transmitted via a secure data link to the office onshore, where ferry performance

on other routes can be analysed and compared to improve the energy efficiency of the whole fleet, as well as allowing better maintenance planning.

The next step is a situational awareness package to improve safety, which provides a picture of vessels crossing the ferry route or other potential hazards. This leads naturally into a docking function, automating the first and last phases of the crossing right up to the linkspan at the terminal.

A docking system will use additional sensors to assess proximity to harbour structures such as moles at the entrance, distance to the berth, harbour traffic and other factors. The propulsion system will be adjusted by the system to bring the ferry safely and with minimum energy consumption to and from the docks.

With these systems installed, the ferry is prepared for remote operation from a control station ashore. In the longer term, where regulations and other factors allow it, ferries could be autonomous, without human intervention in navigation under normal conditions but with the options of switching to remote or local control if the situation demands it.

Ferries of the future would be almost completely autonomous, with minimal

human input on crossings

Read more about the Anda-Lote

ferries on p12-13

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Annotated graph showing speed/time profile and

accumulated energy consumption

Spee

d (k

nots

)

TIME

1

2

3

4

5area = distance

1 Low speed manoeuvring departing from pier • 2 Acceleration • 3 Steady speed • 4 Retardation

• 5 Manoeuvring towards destination pier

kWh

ENERGY CONSUMPTION

Fig 1

Fig 2

CFD illustrates the very low drag of the fully feathered bow thruster and the efficient stern Azipull

12 rolls-royce indepth magazine rolls-royce indepth magazine 13

Two double-ended ferries using batteries as the sole power source are to be built for the link between Anda and Lote on

the E39 main road on Norway’s west coast. They will be operated by Fjord1, and Statens Veivesen, the Norwegian public roads authority, has stipulated zero emissions.

Multi Maritime has been contracted to design the ferries and has been working closely with Rolls-Royce to ensure that the Azipull thruster propulsion system and hullform cut the energy requirement to a minimum, while delivering sufficient low-speed thrust (or manoeuvring power) during adverse weather conditions, so minimising the size of battery needed.

Each ferry will carry up to 120 cars, 12 trailers and 349 passengers on the crossing of approximately 2km. The battery vessels will replace diesel-powered ferries, and the lithium ion batteries will be charged at each side of the crossing, with a shore connection to the local grid.

A single Azipull AZP 85CP-F thruster will be located at each end of a ferry. Both will be powered when manoeuvring and accelerating away from the terminal, but in transit only the aft unit will be active.

The pulling propeller and the streamlined lower gear housing that provides increased thrust by recovering

some of the energy usually lost in propeller swirl, give high efficiency over a wide speed range with low vibration levels. This has made Azipull units attractive for a wide variety of vessel types, including many double-ended ferries and the pioneering battery ferry Ampere.

For this application, the availability of the Azipull with a controllable pitch and feathering propeller was a deciding factor. CFD and other studies carried out by Rolls-Royce for this Multi Maritime MM 103 FE EL ferry design, covering speeds from six to 14 knots, indicated that in transit the lowest power requirement is when the

aft thruster provides all the propulsion thrust and steering.

In this mode the forward thruster only represents drag, and the design of the AZP 85CP-F enables this to be cut to a few per cent of the total thrust by setting the CP propeller to the fully feathered position. But the full propulsion and steering capabilities of both are available for manoeuvring or in emergency.

This type of vessel does not turn around for the return trip. In propulsion terms this means that the thrusters exchange functions and the previously feathered idle unit provides transit propulsion. Efficient

words: richard white

Optimising ferries for leading innovation

The new ferries will be powered solely by batteries for the 2km crossing, propelled by two Azipull thrusters with fully featherable CP propellers

Picture courtesy of Multi Maritime

operation over the different phases of the crossing is ensured by combinators that form part of the Rolls-Royce control logic for the Azipull thrusters. They have adjustable parameters, which can be tuned to optimise the mutual interactions between the prime mover and the azimuth thrusters. The basic modes are transit and manoeuvring. In transit mode the steering angle is limited to ±35 degrees. In manoeuvring mode the azimuth thruster can rotate through the full 360 degrees.

For double-ended ferries the transit mode (combinator A) is the same, but the manoeuvring mode is split into two; normal (combinator B) covering the typical reduced power requirements during low speed manoeuvring in moderate weather, and max output (combinator C), which can be set at the press of a button to cater for bad weather.

The typical different phases of a

crossing are low speed manoeuvring when departing from the terminal, acceleration to transit speed and the transit speed phase, at about eight knots for the Anda-Lote service. This is followed by retardation and finally manoeuvring at the destination terminal.

Combinators A and C utilise full power, while B adjusts rpm and pitch within lower limits. Transit combinator A (transit) also takes care of the powering and feathering of the two thrusters for maximum energy efficiency.

For these ferries Rolls-Royce will also provide its new automatic crossing system. This automates the combinator functions to give a secure and energy efficient profile for phases of the crossing. It can be overridden by the captain if an abnormal situation develops and can in many ways be likened to the aircraft procedure of ‘climb to cruise altitude’.

The ferries are now under construction at the Tersan shipyard in Turkey and are scheduled to go into service in January 2018.

Azipull 85 azimuth thrusters with fully featherable large area propellers and a new automated crossing system will give Fjord1’s latest battery ferries efficient propulsion and outstanding energy efficiency

Instead of turning around for the return trip, the thrusters exchange functions and the previously feathered idle unit provides transit propulsion

powerbattery

both battery capacity and charging time can be problematic. Here, hybrid plug-in systems can provide the answer, reducing emissions and giving operating flexibility.

Hybrid powerBatteries and engines complement each other. The engines can be diesel, or burn biogas or biodiesel depending on requirements. The battery can be charged to the extent that time and shore infrastructure allow, and it enables the engines to be run with less load change and lower emissions as the battery takes care of the transients. Engine maintenance may also be reduced.

A battery hybrid system can also be attractive even when recharging from the land grid is not realistic. The energy storage system can be sized to bridge intermittent load peaks so that the engines can be smaller and therefore operate more efficiently. This type of hybrid not only allows installed engine power to be reduced, it provides virtually

unlimited range and improved safety through system redundancy.

The systems interface with other Rolls-Royce products ensures optimum efficiency. These include the recently introduced AZP-PM, a new development of the Azipull thruster, successfully applied to ferry propulsion since the early 2000s. AZP-PM has the same underwater unit with an integrated PM motor in an L-drive configuration.

ExperienceRolls-Royce carries out research into large scale marine battery applications. Part of this work has been on the UT 776 CDG vessel Island Crusader using a 200kWh/ 600kW battery container on deck. The battery can be coupled in to investigate load smoothing and peak shaving, and the effect of this on performance and emissions. The attraction of using a containerised battery is that it can be moved from vessel to vessel to suit different requirements.

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Effectively storing electrical energy has historically been expensive and heavy. But advancing technology has now removed many of the negatives. The environmental advantages of battery propulsion and load smoothing can now be harnessed to the full, reducing the number of engines required and saving procurement and through-life costsN

ow that battery technology has improved and cost per kWh is steadily

decreasing, battery-only and battery hybrid systems are becoming attractive for a variety of types of vessel. Some countries such as Norway are stipulating that certain new vessels must turn away from fossil fuels and adopt low, or no, emissions energy sources.

One example is double-ended ferries carrying passengers and vehicles across fjords and sounds, forming vital links in the road network. For many of these routes, pure battery ferries are already a realistic choice, charged from shore connections to the grid at the ferry terminals. On longer routes, this is not yet practicable and hybrid systems combining batteries with bio or fossil-fuelled engines are the favoured solution.

Rolls-Royce is deeply involved in these developments, both hybrid and battery only, as John Roger Nesje, VP Electric Power Systems, explains: “Vessel operating profile is the key factor when deciding which combination of technologies to use, so we have developed several

words: richard white

Bøkfjord’s main task is the building, operation and maintenance of lighthouses and other seamarks in the Troms and Finnmark regions of northern Norway, for Kystverket (Norwegian Coastal Administration).

Rolls-Royce supplied the hybrid power system for the 44m vessel, which incorporates gensets and a 500kWh/1,500kW Li-ion superphosphate battery pack.

The hybrid solution delivers environmental and efficiency benefits. In transit at 11 knots, the three gensets charge the battery as well as propelling the vessel. When working on DP, often using the 7t/11m crane, a single engine can be run with the battery supplying the peak loads. This allows the engine to run at its optimum efficiency. When

in port without shore power the battery can supply the hotel loads without running a harbour generator, but a shore power connection is included.

The recently ordered Hurtigruten adventure cruise ships will have battery hybrid propulsion. The first will be equipped with a limited battery capacity for peak load shaving, the second with a larger system allowing for cruising in sensitive areas with no emissions. See pages 20 and 21 for further details.

system solutions, both for part-time and full-time battery operation. Two vessels are sailing with large battery systems from us, while the polar research ship RRS Sir David Attenborough, now building at Cammell Laird, will have a 1 MWh/2.5MW battery installed.

“We have also introduced our SAVe CHARGE system, designed for vessels such as double-ended ferries where the energy is provided from shore and the battery is the sole power source for transit, manoeuvring and ship electrical loads. One or two minor gensets may be included for possible hybrid modes during heavy duty operations or as a safety back-up.”

Battery powerSAVe CHARGE is designed to be safe, efficient and easy to operate. The system never has more than a single conversion between energy storage and consumers, reducing the losses that occur at a conversion stage and allowing a smaller battery to do the same useful work.

Redundancy is built into the system, giving the ability to bypass any single fault. The back-up engine or engines, if specified, enable the vessel to continue in service even if the shore power supply fails. Charging from shore is simple, and does not require switches or breakers to be operated on board when connecting or disconnecting the electricity supply from the land grid. If the hybrid version is chosen, when running the genset will charge the batteries at an optimised load of around 85-95 per cent, maximising the engine efficiency and so minimising fuel consumption and emissions.

SAVe CHARGE is just one of a range of energy storage solutions from Rolls-Royce that are aimed at different types of vessel and their specialised needs, in this particular case the pure electric way, with optional genset backup.

But for double-ended ferries on longer routes, or intensive operations where there is a short turnaround time and no long overnight layover,

Leading the charge

Hybrid benefits are plain to see

ABOVE: A fully integrated battery pack is a key feature of the multipurpose vessel Bøkfjord

To find out more email:

john.roger.nesje@rolls-royce.com

leading innovation

pure batteryCharging is from the shore grid and the system supplies power to the permanent magnet L-drive Azipull thrusters at each end, as well as other services. There are zero emissions.

plug-in hybridWhere charging time or grid capacity does not allow a pure battery solution, this system is economic, with low emissions. Smaller gas or diesel engines can be combined with a sizeable battery capacity to provide power flexibility. Peak shaving reduces engine load changes and so cuts emissions.

gas/diesel hybridWhen charging from shore is not possible, this system with a smaller battery capacity gives long range, operational flexibility and redundancy. The battery provides load smoothing, improving engine efficiency for reduced emissions.

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Following a successful launch at SMM in 2014, the latest Bergen medium-speed diesel is already showing its pedigree, with excellent customer feedback, a growing order book and applications in some very high-profile vessels

wo years after its launch in Germany, more than 60 Bergen B33:45 engines of different

models have been sold, with those now in service given glowing testimonials by customers.

The new medium-speed engine has been chosen by a variety of owners and yards for a range of ship designs. These include fishing vessels, a number of specialist vessels including the RRS Sir David Attenborough, a new £200million polar research vessel for the UK, two unique cargo transfer vessels intended to transfer fluid between an offshore production facility and a tanker, plus two new polar adventure cruise ships building for operator Hurtigruten (see page 20).

Orders have been received from all over the world, from Norway to New Zealand, and include the UK,

Spain, Canada, China and Singapore.The first vessel to be powered by

a nine-cylinder Bergen B33:45L9P, the trawler Holmøy, entered service in Norwegian waters early in 2016, and subsequently six Bergen B33:45L9A gensets with SCR systems have been delivered for the world’s first seabed mining vessel.

“The B33:45 was defined by our customers and embodies 70 years’ engine experience in a modern package,” says Kjell Harloff, VP Engines. “Since its launch, it has been very well received by the market.”

Rated at 600kW per cylinder and offering customers a 20 per cent increase in power compared to its predecessor from virtually the same footprint, the B33:45 delivers its power with fewer cylinders. This lowers engine lifecycle costs and the excellent power density allows for smaller or more spacious engine rooms.

The engine meets the

international environment requirements for IMO NOx Tier III when fitted with the factory tested and supplied selective catalytic reduction (SCR) system. Specific fuel consumption is economical at part loads – 175g/kWh at 85 per cent MCR and 177g/kWh at full load.

Modular design gives the engine a modern clean appearance and makes servicing easier. It has been designed for up to 25,000 hours between major maintenance when operating at average loads.

“One of the most important success factors for us today and throughout the years is the close relationship we have

maintained with our customers during the development process,” says Bergen Engines AS Managing Director, Jeff Elliott. “We invested in getting a deep understanding of their requirements before we started the design.”

Outstanding part load fuel consumptionBergen engineers inspected the first operating B33:45 engine after 4,000 operating hours. As fishing vessels operate 24/7 when they are out trawling, they rack up operating hours very quickly. In fact the 5,400kW Bergen B33:45 that normally provides Holmøy’s main propulsion and all electrical power has run for a full month without stopping. Normal fishing operations are undertaken at between 10-11 knots, with the main engine running on the propeller curve at 600rpm and running at about 60 per cent of the engine’s power.

At slower speeds it can be more economical to run the auxiliary gensets in diesel-electric mode using the power take in, with the main engine stopped.

With the B33:45 this is definitely not the case. At this power the engine, which is providing all power needed on board, is using around 400l/hr. By contrast, the high-speed diesels use significantly more.

Holmøy is a 69m stern trawler of NVC 370 design and the third vessel of

Rolls-Royce design to join the Havfiske Prestfjord fleet. It benefits from other new Rolls-Royce products that include the Promas system with CP propeller and Innoduct nozzle to maximise propulsion efficiency.

Celebrating 70 yearsBergen Engines AS is Norway’s only manufacturer of large reciprocating engines and the largest industrial workplace within the Bergen region. The company marked 70 years of engine production in the country during 2016. The company’s first diesel engine was built in Solheimsviken in 1946.

Since then, more than 7,000 engines have been delivered and more than 4,000

are still operating and supported. The Bergen facility at Hordvikneset is the Rolls-Royce centre of excellence for medium-speed engines, with a large R&D area, alongside engine production and test beds. It also includes a dock for shipping engines by sea and for Bergen-powered ships to berth for factory overhauls.

Engines are manufactured for both marine and power generation applications. Since gas engines were added in 1991, Bergen engines have completed over 25 million operating hours on land and at sea, powered solely by liquefied natural gas (LNG).

ABOVE: As the type name suggests, the Bergen B33:45 has a bore of 330mm with 450mm stroke and is of modular construction for simpler maintenance and minimal external pipework’

words: andrew rice

Performance already speaks volumes

The first Bergen B33:45 L9 went into service in early 2014, powering

the 69m stern trawler Holmøy

latest projects

Send an email to: kjell.harloff@rolls-royce.com

IMO Tier lll certification• The Bergen diesel engine range is now undergoing class approval to IMO Tier III with

all major classification societies. Compact SCR units are matched to the engine power.

• Bergen B33:45L series and the Bergen C25:33L range have completed testing with factory-fitted SCR systems, and certification will follow from DNV GL and CCS. Bergen C26:33L series gas engines are in the testing phase.

• The SRC technology will be available as a kit for straightforward retrofit to in-service Bergen engines and will be the subject of a more detailed review in the next issue.

T

“Since its launch in 2014, the Bergen B33:45 has been very well received by customers worldwide”Kjell Harloff

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words: richard white

Signing a contract to build two cruise vessels for Hurtigruten, with options for two more, marked a significant milestone

for Kleven Maritime and its Ulsteinvik shipyard in west Norway. The order – which features a Rolls-Royce design, systems and equipment package – was won in international competition, initially against 12 other yards.

One factor in winning the contract was the yard’s investment in recent years in shipbuilding technology, part of which has enabled Kleven to efficiently fabricate large distortion-free panels in thin steel plate – vital for passenger ship superstructures.

Another was the credibility that comes from building a wide range of complex vessel types, including superyachts for adventure cruising, large fishing and aquaculture support vessels, hybrid ferries, a multitude of offshore vessels, and last but not least, earlier ships for Hurtigruten.

Kleven splits its workload between its two yards – the site in Ulsteinvik and the Myklebust yard, which is located on a fjord a few kilometres away on the next island. Myklebust is the oldest established, having celebrated its centenary in 2015. It has a large dry dock and tends to build the fishing vessels, bringing in hull steelwork from Poland for fitting out.

Investing in shipbuilding technology has paid off for Norway’s Kleven Maritime, who recently won the contract to construct two polar cruise vessels for Hurtigruten. This expertise also means they can tackle a wide range of other complex projects, from superyachts and hybrid ferries to offshore and fishing vessels

Both yards grew from small beginnings as forges. The Kleven site started this way in 1939 and quickly grew into a shipyard that has expanded continuously by building quays and cutting into the steeply rising ground behind the yard.

Ships are built in large sections, with steelwork capacity greatly increased, and a move to fabricating and fitting out full-breadth sections towards the middle of the vessel, which contain the bulk of the systems and the most flat panel structure.

The sections towards the ends with more

curvature and more labour hours per tonne of steel worked are brought on lighters from Poland, with a large hall capable of holding Panamax-wide sections allowing early fitting out. Sections are then assembled on the slipway – a process that has been reduced to a few weeks as production has been streamlined – before the part-complete vessel is laid alongside the quay for final fitting out.

“Our investment in steel fabrication is now paying off” says Tore Roppen, Production Manager. “Robotic welding enables us to produce large panels up to 16x30m, complete with girders and stiffening profiles. The line can fabricate steel plate in the thicknesses needed for different parts of the ship.

“The main advantages are speed, precision and a reduction in weight of welding consumables. Welding stiffeners to shell plates is done from one side, giving a consistent full penetration weld, so halving the number of welding passes, saving time. The accuracy is high, and the speed is about five to ten times that achievable by hand welding. A further benefit is that the heat input is low, so thin material such as class minimum 5mm steel for superstructures can be welded without distortion.”

Managing Director Ståle Rasmussen is pleased that Kleven has a healthy order book covering the next two years, at a time when many yards are struggling to win contracts.

“We have been able to diversify away from too great a reliance on vessels for the offshore oil and gas industry in good time, while still building this type of ship, for example a series of anchorhandlers for Mærsk,” he says. “Kleven has built more than 80 vessels in the past decade, ranging from a diamond mining vessel that will shortly go into service in Namibia to go-anywhere adventure cruising yachts. The first yacht, Ulysses, was delivered in August 2015, and a second larger yacht of the same type was recently delivered to the same New Zealand owner.

“Our investment in efficient production is making our yards attractive to customers. We can bring home much steel work that was formerly outsourced, and with our local constellation of regular equipment suppliers and contractors, keep close control over quality and scheduling. In the case of the Hurtigruten ships, nearly half the steel fabrication will take place in our yard.

“Many of the vessels we have built or have on order use Rolls-Royce design and equipment packages and many of the others have Rolls-Royce equipment and systems. The Hurtigruten cruise vessels, two firm orders plus two options, are to the NVC 2140 design. Four fishing trawlers for various owners use the Rolls-Royce NVC 374 WP design and are being built at the Myklebust yard. Reflecting the importance of the aquaculture industry in Norway are two live fish transport vessels for Sølvtrans on order to the NVC 387 design.”

ABOVE: Managing Director Ståle Rasmussen says diversity has helped to fill Kleven’s order book for the next two years

“Robotic welding enables us to produce large panels up to 16x30m, complete with girders and stiffening profiles”Tore Roppen

Kleven is well aware of the need for training to develop the marine industry people of the future.

“We have taken on a total of 38 apprentices this year, both male and female,” says Inge Jonny Hide, Personnel Manager. “They are split among several trades, and while we recognise that not all of them will stay with Kleven after they finish their apprenticeships, we anticipate that many of those who don’t will find jobs within the regional maritime cluster of companies, among which are the bulk of our regular suppliers and contractors.”

steel

ABOVE: The investment in steel fabrication is paying off, according to Kleven Production Manager Tore Roppen

Prestfjord 1 is one of several Rolls-Royce designed vessels built at Kleven

ABOVE: The Kleven workload is split between two yards, one in Ulsteinvik and the other a few kilometres away in Myklebust

LEFT: Robotic laser welding is the key to efficient steel fabrication

Men of latest projects latest projects

NOW READ MORE ABOUT KLEVEN’S POLAR EXPRESS

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words: richard white

The new polar hybrids will be an impressive sight, at about 140m long, with a beam of 23.6m and 5.3m draught, and facilities for

passengers and crew spread over nine decks. In addition to comfortable

accommodation for up to 600 passengers in 300 cabins – plus crew, hotel staff and shore expedition leaders – there will be a top deck with a large observation lounge, pool and saunas. Lower down will be the main restaurant, several fine dining areas, a gym and massage rooms, shopping zone, multi-purpose activity centre with lecture halls, and an immersive science centre.

As the new ships will sail very long distances in the course of a year – some of it in ice infested waters – both strength and low propulsion power for a given speed are required, while the shallow draught will allow them to access a wide variety of ports and near-shore anchorages. To give

New ships will bring adventure for chill seekers Hurtigruten started in 1893 as a service carrying passengers and goods on Norway’s long coastline from Bergen to Kirkenes in the far north, linking 34 towns and villages along the way. It still operates on the same route, but now is more of a tourist experience than an economic lifeline. In recent years, Hurtigruten has extended its activities, with several of the newer ships engaged on seasonal adventure cruising to Svalbard, Iceland, Greenland and in Antarctic waters, but also able to operate the traditional service. As the adventure cruising side of Hurtigruten’s business is being expanded, Rolls-Royce has signed a contract to design two new ships for expedition cruising in polar waters, with options for two more. Kleven (see pages 18 and 19) will build the vessels. The first, MS Roald Amundsen is scheduled for delivery in June 2018 with the second, MS Fridtjof Nansen, following a year later.

Rolls-Royce has worked closely with Hurtigruten and Kleven to ensure that the NVC 2140 design meets every requirement in tough polar conditions. Expeditionary cruise ships MS Roald Amundsen and MS Fridtjof Nansen will have hybrid diesel electric battery power, enabling them to travel without emissions in sensitive areas

a seakindly and easily propelled vessel, the Rolls-Royce Environship design principles are used with a near vertical bow and integrated bulb.

Rolls-Royce is providing an extensive package of equipment and systems for both vessels. The design supply itself covers basic design, detail engineering and production documentation.

Green technologyThese Hurtigruten ships are the first to use the newly developed AZP 120L-PM thrusters for main propulsion and manoeuvring. They have the popular Azipull lower gearhouse and pulling CP propeller integrated with a PM electric motor in a compact L-drive

arrangement. Each of the two thrusters is rated at 3,000kW.

Battery powerThe cornerstone of the innovative hybrid system will be four Bergen B33:45L6AD gensets, each producing 3,600kW with SCR system for NOx removal to IMO Tier III requirements, in combination with batteries.

Rolls-Royce will supply the complete electric power system, including generators, motors, switchboards and power management system.

In addition to the control system there will be full ACON integrated automation and the Unified Bridge system complete with chairs, consoles and auxiliary bridge

control. Manoeuvring will be assisted by two TT 2,400 tunnel bow thrusters each of 1,550kW, and there will be DP0 dynamic positioning and an Aquarius 100 folding fin stabiliser system.

The electrical delivery extends to deck machinery; mooring winches and cable lifters with frequency control.

The hybrid technology for the Hurtigruten vessels is planned for delivery in two phases. In phase one, auxiliary battery power will provide large reductions in fuel consumption related to ‘peak shaving’. This solution will be installed on the first ship the MS Roald Amundsen, scheduled for delivery in 2018.

For phase two it is planned that larger batteries will be installed, allowing fully-electric sailing across greater distances and for longer periods. This propulsion option will be used when sailing into fjords, in port and in vulnerable areas.

Rolls-Royce aims to install this new technology in ship number two, the MS Fridtjof Nansen, scheduled for delivery from the Kleven Yard in 2019. The aim of Hurtigruten is to retrofit ship number one with the same battery technology.

Daniel Skjeldam, CEO of Hurtigruten, said: “The future of shipping is, without a doubt, silent and emission-free. We will use our new expeditionary ships as ground-breakers for this new technology and show the world that hybrid propulsion on large ships is possible, today.”

The decision to invest in a hybrid solution is an important milestone in Hurtigruten’s goal of sailing fully electric expeditionary

ships in the Arctic and Antarctic. The technology, in combination with the

construction of the hull and effective use of electricity on board, will reduce the fuel consumption by approximately 20 per cent and CO2 emissions from the ships by 20 per cent. This amounts to more than 3,000 tonnes of CO2 saved per year.

For more information email: knut.rosvik@rolls-royce.com

ABOVE: A full suite of equipment is being

supplied and hybrid propulsion will allow

full-electric propulsion on batteries alone for short periods of time

RIGHT: The ships will be the first to be propelled

by Azipull AZP-PM thrusters, powered by a

compact shaft-mounted permanent magnet

motor. The small motor size means it fits within

the diameter of the mounting flange

The polar express

The new 140m expeditionary cruise ships Roald Amundsen and Fridtjof Nansen represent the largest single investment in the history of Hurtigruten

Discover articles and downloads

about hybrid systems in

the Indepth mobile appIndepth is on Apple’s App Store and on

Google Play store

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indepth magazine 2322 rolls-royce indepth magazine

an you remember when the world changed? The first time you flew with a low-cost carrier;

a Ryanair, easyJet, Norwegian, Southwest Airlines or Air Asia?

You probably didn’t realise it then, but you were part of a revolution that disrupted the passenger airline business forever. Booking was through the internet, rather than a travel agent, so the fare was cheaper. But the carrier was able to draw on the internet data generated to dynamically manage its pricing and asset utilisation.

At the airport, you experienced the carrier’s lean organisation and new operating model. New planes of the same model meant lower fuel, training and maintenance costs. Expensive charges for hold luggage meant you took a smaller carry-on bag, so the number of airport staff could be minimised.

You travelled point-to-point, arriving and departing from a smaller regional airport that had

Ccompeted on price to attract your carrier. Established carriers were forced to respond, modifying their business model or, in some cases, dying.

What Rolls-Royce calls Ship Intelligence is creating the climate for a similar revolution in the marine sector. The use of ‘big data’, advanced automation and smart applications will help ship owners and operators manage their ships and fleets more efficiently, effectively and safely.

At a ship level, an original equipment manufacturer (OEM) like Rolls-Royce can install sensors deep inside its equipment. These continuously monitor equipment performance and transmit that data back to an onshore centre. Here, the data can be compared to that generated by the whole fleet, which spans a number of years.

Knowing how its products should be behaving and when they are deviating means advance recommendations on preventative maintenance, equipment and

vessel optimisation can be delivered to the operator.

The collection and analysis of significant quantities of operating data and the development of enhanced analytic capabilities will be crucial to the development of remote and autonomous ships. Massive data sets will enable robust trends to be developed and valid predictions of ship reliability made. Significantly, more standardised and reliable ships will be essential if they are to operate at sea for several weeks without on-board engineers.

The development of more standardised and reliable ships will drive new, more efficient and smaller designs, able to operate with less crew.

This will erode some of the cost advantages inherent in the economies of scale of bigger ships. These smaller vessels will be able to take advantage of smaller ports with less costly cargo handling. Smaller vessels also require a simpler infrastructure, so cost savings can be passed on to customers or the bottom line.

Large vessels, by comparison, will continue to need and use big hubs, aggregating cargos, using

feeder vessels and having longer unproductive loading and unloading times. Smaller ships exploiting smaller, lower cost ports will have more destinations available to them, which will make offering point-to-point operations more likely. This will increase customer choice and the ability to customise routes.

The use of more and smaller ports will allow ship operators to integrate themselves more closely with their customers’ distribution operations, collecting goods from, and delivering them to, where they are required more precisely.

Operators will be able to exploit the increasing connectivity in every aspect of the supply chain. Today this is not straightforward, as a host of intermediaries exist to facilitate. Increasingly, computer algorithms will exploit improving data quality

to remove these inefficiencies. This will lead to more flexible

pricing and better asset utilisation, in much the same way as low-cost airlines have filled their planes, managed their yields and reduced the number and margins of travel agents.

This isn’t science fiction. New players are already emerging. Flexport, a start-up, has raised venture capital for the likes of Google ventures to develop a web-based system, allowing US importers to search online for the best price to ship goods from A to B by competing modes of transport. Their software will take care

of customs tariffs etc. Established logistics companies like DHL are already operating international supply chain management systems. And then there’s Amazon, rumoured to be building its own end-to-end logistics, leasing jets and potentially vessels.

At the same time, many vessel operators today have fleets of large, relatively new vessels, with the associated finance costs.

They need larger crews and continue to rely on a host of intermediaries to sell their services worldwide, further increasing costs that need to be passed on to customers.

The future market rquirements will challenge the vessel operators, not least evolving environmental legislation and the recent International Maritime Organisation (IMO) decisions on CO2 reduction.

The time is ripe for an alternative model – low-cost smart shipping. Like the established airlines in the 1990s, new players are likely to enter and massively disrupt the market. I see this happening first in short sea shipping in areas with strong environmental legislation, such as Northern Europe.

Ultimately Rolls-Royce is well placed to exploit such change. You can read about our latest smart ship concept on pages 36 and 37.

“The use of ‘big data’, advanced automation and smart applications will help ship owners and operators manage their ships and fleets more efficiently, effectively and safely”

ABOVE: The low-cost smart shipping model will take advantage of smaller, reliable and more standardised ships, leased not purchased outright, with smaller crews able to offer more flexible point-to-point services while incorporating the latest technologies

TOP: The coming of the budget airline changed the model of the established airlines forever. The same is beginning to happen in shipping

BELOW: Oskar Levander, VP Innovation

To find out more email:

oskar.levander@ rolls-royce.com

Oskar Levander, VP Innovation, discusses how our industry could change to meet the many challenges we’re already seeing

smarterLeaner &

latest projects

rolls-royce indepth magazine 2524 rolls-royce indepth magazine

Our newly enhanced energy management system reduces costs and improves efficiency by cutting energy usage and fuel consumption – which also helps environmental compliance

s the wide field of Ship Intelligence continues to grow, Rolls-Royce is playing its part by

introducing the next generation of energy management (EM) systems.

EM 2.0 is an advanced awareness and enabling system that builds on the limited version EM 1.0 fuel consumption measurement system installed on more than 30 vessels, and pilot versions of the new system. It helps improve crew awareness of their ship’s performance, supports environmental compliance, and potentially allows customers to reduce energy usage, fuel

consumption and operating costs. The new system offers a greatly

enhanced ability to improve the performance of an individual vessel or fleet. For a start, it provides details on current fuel consumption for all engines and fuel used per nautical mile, allowing the crew to minimise fuel use and cut emissions.

It also provides vessel performance information that enables the ship to comply with ship energy efficiency management plan (SEEMP) rules and IMO regulations.

Plus it is customisable to meet specific customer needs and applicable to a wide range of vessels, particularly those using large quantities of fuel such as ferries, cruise and ropax ships,

offshore vessels, fishing vessels and cargo ships. EM 2.0 takes data from a multitude of sensors on the vessel, logged at frequent intervals and processed.

Sources include the engines, propulsion system, deck machinery and other equipment. Selected information is displayed graphically using the clear Rolls-Royce Common Look and Feel presentation style.

For example, fuel consumption and fuel consumption per nautical mile are displayed, showing current levels against a baseline of historical data.

This shows whether consumption is higher than needed for the conditions, and whether the number of engines running should be changed to bring the operating engines into the load range with the lowest specific fuel consumption.

All the data collected from frequent sampling is available on board and is transmitted via a securely encrypted data link to a web portal hosted by Rolls-Royce,

speed optimisation and propulsion performance, with the system detecting and advising if propeller cavitation is likely. It also displays energy balance, which maps the produced electrical power on board against the distribution of its major energy-consuming equipment. The thermal Sankey module visualises the thermal energy path and shows energy loss and recovery from the heat waste system.

Beyond these standard features, EM 2.0 offers customisable modules that can be tailored to meet specific customer needs. Examples include hull growth indication, hull condition monitoring and custom operational key performance indicator (KPI) reporting.

For the ship owner and fleet managers, EM 2.0 is a valuable tool for comparing performance across the fleet, with inputs customised to accommodate user KPIs. It can also improve the performance of a specific vessel through the propagation of best operating practices gleaned from fleet performance data, and even through the introduction of healthy vessel-to-vessel benchmarking and competition.

Many vessels have two crews alternating, often with different

detailed ways of operating the ship. EM 2.0 allows the results of this to be analysed and used for further improvements.

As a marine integrated equipment supplier, Rolls-Royce can provide expert analysis and suggest where further improvements could be made through upgrading equipment, such as propeller re-blading. Analysis of data from a vessel in service can improve future vessels in an owner’s fleet renewal programme. For example, knowledge of engine energy flows can enable waste heat to be used to reduce energy consumption in fish processing.

Our trials of the pilot installation of EM 2.0 on board two of Golden Energy Offshore’s (GEO) UT 776 CD PSVs have demonstrated significant savings both in reduction in fuel consumption, reduction in emission and also reduction in operational cost for the customer.

It has also allowed GEO to track and monitor vessel and fleet performance, supporting a data-driven fleet management approach. EM 2.0 pilots are also installed on the newly delivered fishing vessel Ramoen and will also be installed on board the cruise vessel Midnattsol.

where more detailed analysis and comparisons can be carried out. Our cloud-based portal enables fleet operators to compare real-time and historical data. Performance indicators and baseline analysis create potential for improvement, and help enable a more data-driven performance management and decision-making approach.

The EM 2.0 system can be supplied in the following three levels of monitoring:

Level OneThe basic level covers fuel and emissions monitoring, with both sailing performance and stationary performance shown for the actual operational profile. Different legs of a voyage can be automatically detected and compared, and the necessary evidence provided for energy efficiency compliance.

Level TwoThe second level – fuel, emissions and ship performance monitoring – adds to the basic features by giving a fuller performance picture and suggesting ways efficiency may be improved. Included here are analyses of the ship – including voyage performance, weather resistance indication, active trim optimisation and operating cost – as well as engine performance and power-speed performance. This solution may require more sensors.

Level ThreeThe third level – comprehensive performance monitoring – provides an even deeper insight into ship system performance. This includes

BELOW: Key information is presented in an easily understandable format on board fishing vessels like the Ramoen

ABOVE: EM 2.0 is a decision support tool that aids efficient operation of a fleet and helps improve awareness of performance

words: richard white

The system structure

Rolls-Royceenergy management system

Propulsion

Engines

Ship securednetwork

* Possible to integrate with existing ship control displays

Web portal, performance data,

trends, statistics etc.

ONBOARD

ONSHORE

One-way data interface

Ship open network

OthersDeck machinery

Automation Ship internetouter

Display* Data logger Processor

Customer

Secured internet access

Secured data server

A

savingsSignificant latest projects

To find out more email:

yuenchong.chim@rolls-royce.com

26 rolls-royce indepth magazine

customer focus

Fincantieri is one of the world’s largest shipbuilding groups and number one by diversification and innovation. With a healthy outlook across both military and commercial markets, an exciting voyage lies ahead. Indepth recently met a few of the people behind this success

Headquartered in the historic city of Trieste, Fincantieri is a true global player. Meeting

the demands of a diverse mix of customers, whether they’re ordering a cruise ship, naval vessel or bespoke mega-yacht, requires a unique blend of experience, skills and innovation.

At Fincantieri, there’s one other vital ingredient that has a big part to play in success – flexibility.

Visit any one of the 20 Fincantieri shipyards across Europe, Asia and the Americas, and you will see why the Italian group is a key player in many markets. A consistently high focus on quality and style, plus the ability to design and build a diverse range of vessels, means the business is going from strength to strength.

For years, Fincantieri has been a major customer for Rolls-Royce technology. During 2016 that relationship took a new turn when the MT30 gas turbine was selected to power the future Landing Helicopter

Dock (LHD) which Fincantieri is building for the Italian Navy.

As Angelo Fusco, Senior Vice President Naval Vessels Business Unit & Italy Business Unit explains, things are changing as Italy embarks on one of today’s most ambitious ship building programmes.

“We’re in exciting times as a result of Italy’s Navy Act, which sees the government providing a total of €5.4 billion to modernise the fleet. We’ll design and build a range of ships including a seven-strong fleet of multi-purpose ocean-going patrol vessels known as the Pattugliatori Polivalenti d’Altura (PPA).

“Then we have the LHD, which will give the Navy a whole new level of capability. We are in the advanced design stages and expect to cut steel this summer.”

Rolls-Royce will provide much of the power requirement for this new fleet, with 14 of its highest-power MTU diesel engines powering the seven PPA ships, and a pair of 36MW

MT30 gas turbines for the LHD. Fusco adds: “We’ve worked with Rolls-Royce for many years, and the range of products available has in some ways opened up a new universe for us, especially when specifying this new fleet of ships.

“For the LHD there is a high power requirement, and we were pleased with the record of the MT30. It is fitted into a range of international projects, including the US Navy’s monohull Littoral Combat Ship, which we build in our yard in Wisconsin, so we know the engine and its capabilities.”

The LHD will be built and launched in the Castellammare di Stabia shipyard near Naples, with delivery from Muggiano in 2022.

Riva Trigoso, 50km south of Genoa is one of two naval shipyards. “Here we typically build around 90 per cent of the ship,” says Fusco. “The steelwork is constructed and the majority of equipment installed. It’s suited to building big military ships, but not LHD, which is just too big.”

The near-completed ships then make a short journey south to the other yard in this integrated operation, Muggiano, for fitting out.

Stefano Orlando, Deputy SVP Italy Business Unit & Senior Vice President Integrated Naval Shipyard Riva Trigoso-Muggiano, has responsibility for both yards. “We typically build smaller, specialist ships including mega-yachts and submarines, and are currently building Norway’s new polar research ship, a Rolls-Royce

design with Rolls-Royce equipment.We have to quickly switch our attention between customers of very different ship types, and have an extensive list of suppliers. These relationships are important, and we’re continually pushing all our suppliers to share our targets.

“When all of our suppliers deliver on time and on quality, we are more confident, and our customers become more confident in us.”

On the other side of Italy, in the north, is Fincantieri’s Monfalcone yard, where world-class cruise ships are built, many with Rolls-Royce equipment. The yard is currently building its largest ship to date, the first of two 154,000-tonne MSC Seaside ships.

Production Manager Roberto De Luca oversees deliveries and says: “We have a long history of delivering ground-breaking ship designs and today is no different. A typical cruise ship takes around 25 months to build, from the first steel plate

arriving to being ready to go to sea with up to 5,000 passengers.

“When the ships leave, they go straight into service, so every knife, fork and glass must be perfectly clean, every piece of furniture in the right place and swimming pools filled ready for customers. There can be no slippage in delivery or quality.”

With a full order book, Fincantieri is benefitting from the current boom in cruise vessels and firm orders for its naval business, but has its eyes set firmly on the future.

De Luca adds: “We’re investing in our yards and in our people, and delivering to the high standards our customers demand, but we also have to be ready for what comes next.”

So what excites De Luca about the future? “For me it’s size. Just how big will these ships get? We’re building ships today for 5,000 passengers, but it won’t be too long before ships get even bigger and we’re ready for this challenge.”

ABOVE: Ariel view of Fincantieri’s Muggiano shipyard where the majority of large naval vessels are fitted out

BELOW: The Italian Navy’s LHD that will enter service in 2022 will be powered by two MT30 marine gas turbines

words: craig taylor

i s f o r f l e x i b i l i t y

Angelo Fusco, Senior Vice President Naval Vessels Business Unit & Italy Business Unit

Roberto De Luca is Production Managerat Fincantieri’s Monfalcone yard

customer focus

The Californian city of San Diego recently saw the long-awaited arrival of the world’s most advanced naval ship, USS Zumwalt. After its formal commissioning in Baltimore late last year, the ship and crew arrived in their homeport to prepare this game-changing piece of naval tech for life at sea

Powered by two Rolls-Royce MT30 gas turbine generators, the most powerful in service

today, together with two smaller RR4500 turbines, the Zumwalt is an all-electric ship at the cutting edge of naval technology. The Rolls-Royce scope of supply also includes two monobloc propellers, manufactured to a US Navy design in its Pascagoula facility in Mississippi.

The commissioning and the subsequent entry into service brings to completion an extensive programme of technical preparation and sea trials for Zumwalt, the first in a class of three destroyers.

Built in General Dynamics’ Bath Iron Works shipyard in Maine, Zumwalt first took to the seas last year, and its arrival in Baltimore followed a demanding period of sea trials.

Programme Manager, Andrew Leech led the commissioning team for the past two years. He says: “Commissioning is a massive project. We had to work closely with other key defence industry suppliers, Bath Iron Works, and of course our customer, the US Navy.

“Before it sailed we’ve had to

commission each generator set, carry out the turbine light-off, tune the engines and then get all of the generators properly synched. On completion of all commissioning procedures, we then hand over to the customer.”

Service Engineer, Scott Riemersma has served on board the Zumwalt since September. He spoke of his pride at sailing with such an iconic vessel. “We make sure the generators that drive our propellers are running smoothly,” says Scott. “I’m pleased to report we’ve seen no big surprises with only minor glitches to resolve. I have ridden this ship all the way to its homeport of San Diego, where I was reunited with my family. It’s been an amazing journey.”

While serving onboard ship, Scott has

ABOVE: Technology on the Zumwalt

includes new radar, sonar, missiles,

propulsion system and computing infrastructure

BELOW: Don Roussinos, President

– Naval, presents Captain James Kirk, with a scale model

of the MT30

words: craig taylor

“We’re supplying nearly 80MW of power. It’s something that no other ship has”Don Roussinos

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shared living quarters with many contractors. “It’s been quite tight on space with lots of extra engineers, but the vessel is as impressive on the inside as it is from the outside,” says Scott. “It helps that there’s a great vibe among the crew. Everyone is

excited to be on the Zumwalt.”The ship is named in honour

of the former Chief of Naval Operations, Admiral

take on the most challenging missions.”

Praising the contribution of industry partners, including Rolls-Royce, he adds: “These industry teams were more than just the builders of the ship and suppliers of equipment, they also trained us on this equipment and became partners in our success.”

Don Roussinos, President – Naval, presented Captain Kirk, with a scale model of the MT30. He says: “There will always be a partnership between Rolls-Royce and the Zumwalt class ships and with the officers and crew, because it’s important to us as an equipment provider that we know our mission. We’re supplying nearly 80MW of power. It’s

Elmo ‘Bud’ Zumwalt, a man widely recognised for transforming the US Navy into a modern day fighting force.

Speaking at the commissioning event, the ship’s commanding officer Captain James Kirk says: “We’re here to celebrate this marvellous ship, this marvellous machine. Technology that is far and away beyond what we have in the fleet today, generating 78 megawatts of power.

“The only way you can run a ship of this complexity with only 147 sailors is by having a high degree of technology. It has new radar, sonar, missiles, propulsion system and computing infrastructure – all of this is new and it’s a fantastic ship. What’s even more fantastic is we as a Navy decided to name the ship Zumwalt – a transformational name.”

Thanks to its unique stealth shape, Zumwalt’s radar signature is just 1/50th that of other destroyers in the fleet, akin to a small fishing trawler. Captain Kirk adds: “Zumwalt is today a technical marvel. When deployed, our nation will have a multi-mission destroyer with the stealth and the combat power to

something that no other ship has. It provides immediate responsiveness. It also gives flexibility for the mission ahead.”

Rolls-Royce’s association with the ship goes back to its early days, and for many employees the commissioning marked a memorable step in the long story of the DDG 1000.

Mark Nittel, today Campaigns Director for the Naval business, and also a naval architect, witnessed the historic occasion. “I’ve been involved since 1998 and it’s really a great feeling to know that I had some small part to play in this great ship,” he says.

“As a naval architect, it’s really radical and like nothing I’ve ever seen before. I’ve had the opportunity to go on board a couple of times and in every sense it’s an amazing piece of naval architecture, in ways that you just can’t imagine. That hull design and even the wake it leaves behind make it very difficult to detect.

“There’s nothing else like it in the world and our equipment is at the heart of it.”

tof r o m

rolls-royce indepth magazine 29

customer focus

BELOW: The Zumwalt leaves Baltimore following its formal commissioning in October

The all-electric ship arrives in its homeport of San Diego in December

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customer focus customer focus

to whisk you through London in celebrity style.

In 2015 MBNA Thames Clippers carried 3.8 million passengers. The service is popular with tourists seeking a scenic way to visit Greenwich. A third of the company’s customers are commuters who live and work close to the river. With the current rate of development along the river to both east and west, the business is set to continue growing.

Rolls-Royce has supplied Kamewa steel-series S40-3 waterjets to MBNA Thames Clippers’ two most recent Hunt-class vessels, the Neptune and Galaxy, built by Incat Tasmania. A 625kW diesel in each hull drives the waterjet through a reduction gear. Smaller Kamewa FF310 jets propel the VIP launch Orion.

According to David Hickey, the company’s Head of Engineering, they are “exceeding design performance”, providing manoeuvrability, reliability and, from the grids in front of the impeller, they are protected from fouling and damage if the

vessels encounter any debris floating in the Thames.

The Kamewa waterjets have been integral in allowing MBNA Thames Clippers to operate very low draft vessels in shallower waters, such as those found up towards Putney at low tide. Compared to conventional propellers, waterjets have bought the service valuable inches, allowing them to travel upstream without losing efficiency or churning up the river bed.

For Hickey, the twin secrets of the company’s success are speed and reliability. “When we say fast ferry, we really mean it,” he says. “We are really efficient with our vessels and

we need bulletproof technology on board if we’re going to get where we say we’re going to be at the time we say we’re going to be there.

“There are very few businesses like ours globally. Other people run fast cat ferries but most run them for longer and in cleaner waters. MBNA Thames Clippers start and stop a lot as they crisscross the river, picking up and setting down at pier stops, which can be only two or three minutes apart. This calls for a lot of manoeuvring, accelerating and stopping with little scope for running the engines at the optimum speed of 25 knots.

“And the Thames is an environment which makes that challenging. Our boats operate in both brackish and fresh water depending on the tides, which makes corrosion a constant challenge. The weather, particularly heavy rain, can wash everything from trees and railway sleepers to centuries-old rope, into

words: simon kirby

MBNA Thames Clippers operate a scheduled service of passenger-carrying fast

catamarans on two core routes into the centre of London from Woolwich and Greenwich in the east, and from Putney and Chelsea in the west. Both services bring customers into the heart of London – serving Central London piers such as Canary Wharf, London Bridge and Embankment.

MBNA Thames Clippers provides an alternative mode of mass transit in London, offering a guaranteed seat, catering and toilets to a discriminating and selective customer base making an end-to-end journey of up to an hour.

Founded in 1999, the company has grown to employ approximately 250 people and runs 15 scheduled service vessels using five classes of vessel on six routes. The company also operates a 12-seater VIP vessel, the Orion, which can be hired

e v e r y s e c o n d c o u n t sIn London’s financial district, known as ‘The City,’ time is money. And if you operate a fast passenger ferry to and from its heart, the same applies

“There are very few businesses like ours globally. Other people run fast cat ferries but most run them for longer and in cleaner waters”

BELOW: The alternate mode of mass transit offers a guaranteed seat, plus catering and toilets, to a select customer base working in London

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From airliners to Thames Clippers David Hickey began his career in the aeronautical business, writing service bulletins and technical publications for Boeing, before becoming a key project engineer on Virgin Atlantic’s aircraft acquisitions project. In 2014 MBNA Thames Clippers offered him a new challenge and the opportunity to work in an entirely different field. For the last two years, Hickey has been adapting his airline experience of maintenance best practice and a safety-first approach to help the business grow and develop.

path of the vessels. That puts a lot of strain on the hardware. This requires the correct scoping of the technical specifications

in the first place. A really good maintenance programme is also required, finely judging the lifecycle of the equipment, so the boats can do what is needed of them, when it’s needed over their lifetime.”

Smooth acceleration is important, not only in running to a tight timetable, but also in being a good neighbour. People still live and work on the river, and as it gets busier, they will have to contend with the wake from an increasing number of vessels. Therefore, the quicker the vessel can achieve the design intent of the hull and get above its critical washpoint, the less wash it creates. This means it has less impact on the surrounding environment and other river users.

According to Hickey, the Kamewa waterjets have very smooth acceleration, but really come into their own when an emergency stop is needed. This is essential to operate safely on a narrow, busy river.

“These ferries pick up speed quickly, but they stop even faster and that gives our highly qualified captains confidence when the need to stop suddenly arises,” Hickey says. “You drop the waterjets’ deflector bucket fully, while maintaining full power. This generates significant amounts of reverse thrust in a similar way to an airliner slowing itself on landing.

“The majority of our older vessels are propeller-driven and essentially hydraulically operated, and our older waterjet systems have separate controls for the throttle, buckets (deflectors) and direction.

“The Rolls-Royce system has a single control joystick and the system’s software decides the balance of propulsion power and the angle of the bucket. Rolls-Royce has used technology to make the operation simple.”

The control system’s ‘harbour mode’ gives the skippers an extra option if they want finer control over the vessel. It allows them to dock precisely, quickly and confidently, which is vital when up to 150 people are waiting to board.

“That does mean you’re relying on the technology,” says Hickey. “If the system isn’t reliable, that would be an enormous problem. But it’s not, because the system has been excellent. Considering its complexity they are relatively straightforward to maintain – we’ve worked out a very specific maintenance schedule with Rolls-Royce and consequently their reliability has been excellent.”

According to Hickey, if you want to know what Rolls-Royce waterjets have contributed to MBNA Thames Clippers, all you have to do is talk to the captains. “You’ll get a list of glowing reports,” he says. “They love how they handle and they love their control.”

TOP: The MBNA Thames Clippers Neptune and Galaxy deliver commuters to the very heart of The City

ABOVE:The waterjets ensure vessels can travel in shallower waters without losing efficiency or churning up the river bed as they pass famous London landmarks

RIGHT: The fine controls ensure captains can dock quickly and confidently

Kamewa waterjets There are two families of Kamewa waterjets – steel and aluminium. Kamewa steel-series waterjets are more efficient and 15 per cent lighter than former models. Steering and reversing have been improved with a new bucket design and the hydraulic cylinders are located inboard for greater protection. The range spans 19 frames sizes with powers from around 450kW to over 25,000kW. The number in the model name is the pump diameter in cm.

For more information email: tommi.vipperi@rolls-royce.com

customer focus customer focus

ABOVE: A trainee’s view of the aft deck of a large seismic vessel in the simulator. Picture courtesy of Peder Otto Dybvik

Training in the new simulator gets under way Picture courtesy of Peder Otto Dybvik

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Anew seismic simulator is now in operation at the Rolls-Royce Training Centre in Ålesund,

Norway. This large development project between the global geoscience company CGG and Rolls-Royce will allow crews from CGG’s seismic vessels to train in highly complex seismic cable handling operations.

Several organisations have contributed in making this simulator a reality.

The technical solution is based on specifications established by CGG, with Rolls-Royce providing the handling control system as used on a state-of-the-art survey vessel, the UT 833 WP. SINTEF has provided the physics simulation software and OSC the 3D projection and graphics solution.

A seismic survey vessel deploys and tows streamers that are long (between three and 12km

our crews in 2017. We may later also use it for induction courses. The purpose of the training is to improve streamer handling efficiency and train the crew in difficult operational situations.”

A seismic vessel is only earning revenue when it is producing data, he says. “A seismic vessel costs in the range of US$200,000 (£165,000) per day, so the time gained in efficiently handling the 100km of streamer that we deploy has a high value.

“Our vessels typically deploy an array of 12 to 16 streamers with 100m separation between each, and a length of 10km. Deployment and recovery is a critical period, and the simulator will help to consolidate the experience gained on our vessels, share vessel best practices and develop skills.

“It also allows us to simulate crash scenarios or entanglement situations in order to develop methods to avoid and better manage potential crises.”

Eva Rudin, CGG Marine EVP, was impressed with the enthusiasm of

in length), to record signals that are analysed to give a detailed picture of the geological structure beneath the seabed.

The towing equipment is complex – an arrangement of equipment that enables multiple streamers and source arrays to be positioned accurately behind the vessel and, depending on the survey being undertaken, allows for different source and streamer separation distances.

While undergoing deck operations training in the simulator, the trainee stands facing a hollow hemisphere in which a 3D projection gives a realistic impression of standing on the streamer deck.

By moving the levers of the remote control, the streamers in the array are handled in the same way they would be deployed during mobilisation, or recovered at the end of a survey. Hydrodynamic effects are derived from the technical details of CGG’s in-service streamer arrays.

The trainee can develop skills and familiarity, while the instructor

the trainees, saying: “CGG invests heavily in personnel competence and training. This virtual day at the Rolls-Royce Training Centre in Ålesund has allowed me to witness many operations that an operator would only be confronted with a few times in their career, which will enable us to practise the techniques we have developed to manage them. This tool will undoubtedly strengthen our

can add potential faults and change environmental parameters including complex weather and sea conditions, to extend the trainee’s competence.

The training session is based on CGG proprietary equipment configurations, methods and training curriculum to take full benefit of the tool developed by Rolls-Royce and its partners.

A pilot training course with five trainees was run at the centre by CGG recently and included a visit by CGG management. Participants and visitors were able to share time and experiences on the virtual back deck.

Svein Dale, CGG’s Performance Programme Manager, is positive about the simulator. “We have already conducted three full training courses at the Rolls-Royce Marine Training Center in Ålesund,” he says. “The students were the people responsible for our deck operations – observers and navigators in groups of six on three full three-day courses.

“The feedback from the students has been very good and, based on this, we will continue the training of

operational efficiency.”Other companies are welcome

to use the simulator itself, but have to bring their own operational data, which will be proprietary and only for use in their own training courses, as is the case with CGG.

Stig Valdal, Project Manager for the simulator, sees further applications. “It can also serve as an engineering tool for the virtual prototyping of new solutions and equipment,” he says. For example, there are plans to analyse the forces exerted by the winches on the streamers with the goal of reducing wear and tear on the equipment.

“We could add a customer-specific vessel and streamer-towing configuration to gain experience in particular operations even before the vessel is built.

“To our knowledge, the software defines the current state-of-the-art in simulating seismic operations. As a supplier we look forward to seeing this tool used to push innovation forward within the industry.”

Offshore, the most common reason for acquiring seismic data is to produce an image of the earth’s subsurface to help with the exploration, development and production of oil and gas reserves. Towed-streamer operations are the most common commercial way in which this data is acquired. As multiple streamer cables many kilometres long are deployed from the aft deck of large seismic vessels, effective training is essential to protect very expensive assets and to ensure continuity of operations

a s e i s m i c s h i f t

words: richard whiteBELOW: Eva Rudin, CGG Marine EVP, and Svein Dale, CGG Marine Performance Programme Manager, accessed the pilot course on the new simulator.Picture courtesy of Peder Otto Dybvik

The Geo Caspian tows a 16-streamer

spread for ONGC on the Mumbai High,

offshore India Picture courtesy

of CGG

“The purpose is to improve streamer handling efficiency and train crews in diffcult operational situations”Svein Dale

latest technology latest technology

rolls-royce indepth magazine 3736 rolls-royce indepth magazine

As Danish physicist Niels Bohr reportedly once said: “Prediction is very difficult, especially about the future.” For a ship owner trying to identify the correct specification for their next vessel, it is all too true – but this new design concept seeks to provide a way through

Freight charter rates have tumbled in the last decade, and fuels costs have fluctuated. At the

same time, more stringent environmental legislation has been introduced. Now the recent IMO decision to develop a comprehensive roadmap addressing CO2 emissions with dates for sulphur cap introduction are all putting pressure on ownership costs. In addition, the digitalisation of the marine industry – what Rolls-Royce calls Ship Intelligence – will cause massive

disruption to existing marine business models.

“Making the right investment decision when selecting a new vessel has never been more difficult,” says Oskar Levander, VP Innovation.

More standardised, reliable and efficient ships with smaller crews will erode some of the cost advantages inherent in the economies of scale of bigger ships favoured today, and smart applications will help operators manage their fleets more efficiently, effectively and safely.

But which of the competing technological solutions around today will gain widespread

raised bow also minimises ‘green water’ reaching the cargo.

Placing the bridge below the cargo is a radical departure and is not currently class approved, acknowledges Levander. “Windows will be replaced with video screens with improvements in object detection and situational awareness resulting from sensor fusion – radar, high definition and infra-red cameras, LIDAR and AIS. Combined with intelligent decision support based on advanced analytics, this will give the crew an improved picture of what is happening around them. But it will require an individual flag state to qualify it for international use.”

An innovative hull form, and the fact that short sea cargo carriers rarely run empty removes the need for water ballast so the design is ballast-free. A wider beam than convention increases stability sufficiently and reduces draught. The bow extends below the baseline giving a sharper V-profile to avoid slamming and improve sea keeping.

Two Promas® propeller/rudders located below the baseline provide efficient propulsion with reduced draft and a propeller area similar to single screw. They are turned by permanent magnet motors for maximum system efficiency. Twin

acceptance in the future? “The answer is flexibility,” adds Levander. “So we have developed our future-proof ship, a container feeder vessel known as Electric Blue. A modular design, where gensets, fuel, batteries and even crew quarters, are housed in 20ft or 40 ft containers.

“Modularisation makes sense at a fleet level, where individual vessels can be optimised for specific routes taking advantage of standard interfaces to swap modules to meet the requirements of customers, ports and environmental legislation.”

The platform comprises a simple, inexpensive steel hull with an open top arrangement with cell guides, but no deck or cargo hatches. This saves weight and provides the framework to take the modules.

This approach could open up a new way of building, according to Levander. “The hull could be built in one place, while the modules are constructed in another, allowing the ship owner to choose the optimum equipment from anywhere in the world and ship it to the build yard for installation and commissioning.”

The design maximises the cargo carrying capacity and the ease and speed of loading and unloading. The open top allows this, while locating the bridge below the cargo allows freight capacity to be increased. The

shafts increase redundancy, an advantage for unmanned vessels.Power for the electric propulsion system is supplied by two to four gensets, so diesel or gas engines can be fitted. Optional batteries located near the bow provide load smoothing and hybrid operation.

Independent studies indicate that vessel capital costs for the concept could be between €3.5 milllion and €4 million less than a conventional vessel. Operating costs are comparable to conventional vessels.

“The real benefit to vessel owners lies in the reduction in risk,” adds Levander. “A ship ordered today could be facing competition in five to ten years from unmanned vessels. How

will it compete for the remaining ten to 20 years of its life? This design enables the change to autonomous or unmanned operation when the rules become available.

“Electric Blue is designed to help ship owners manage market unpredictability. Modularisation means power and fuel choice can be easily adapted to suit new routes and profiles, and ensures the vessel can meet any local environmental regulations. This ship can evolve over time and its owner can avoid being caught with the wrong ship when the world changes.”

ABOVE: Virtual bridge and crew quarters are below cargo and crew cabins

BELOW: Containerised modules can be reconfigured during port visits to match new or changing operational requirements. Standard interfaces enable sharing within the fleet

BELOW: Automatic look-out with decision support, autonomous operation ready

words: simon kirby

s h a p i n g t h e f u t u r e

latest technology

A 1,000 TEU container feeder of flexible modular design that can be tailored to specific routes and emission regulations in operating region

Send an email to oskar.levander@rolls-royce.com

latest technology

Saves between 3.5 and 4 million

Euros in vessel capital costs

For more information email: oskar.levander@rolls-royce.com

rolls-royce indepth magazine 3938 rolls-royce indepth magazine

round up round up

PeopleThe Rolls-Royce team

The Rolls-Royce Service Centre in Las Palmas opened for business just over a year ago. How have the new facilities and staff bedded down and how has the new location benefited customers who use local repair yards in the Canaries? Indepth talks to Nils-Reidar Olsvik Valle, who has managed the centre from the start

meet nils-reidar olsvik valle

How has the first year of operation gone?When the facility in Las Palmas was originally planned, the overall service of our large UUC thrusters was expected to be significant.

The current challenges facing the offshore oil industry have affected this. But with challenges there are also opportunities, and the team here in Spain has focused on adapting to the changing market so we can support the wider range of Rolls-Royce products our customers have operating in this area.

Being located within the Astican Shipyard has brought real benefits in simplifying communications and providing added flexibility in delivering projects. This in turn has enabled us to strengthen the team and improve how we deliver our services cost-effectively. The positive welcome we have received in the Canary Islands and in the marine community has been a great help in getting established quickly.

During 2016 we hired a further four local service engineers. We now have a good young factory-trained team with established quality processes.

The service engineer team and project manager have undertaken several big projects in co-operation with Astican Shipyard. It has been a

hectic time but a good opportunity to learn, adapt and strengthen our relationship to suppliers, partners and customers.

What overhauls can you do now that you were unable to do before?Due to the workshop’s strategic location and ability to support large rigs, we were anticipating regular work servicing large thrusters. Unfortunately, due to the downturn, we have been involved in ‘cold stacking’ rigs and removing thrusters for storage here.

As a result, we increased our investment in tools and equipment so we can service other products that include CP propellers, standard and retractable azimuth thrusters, deck machinery, subsea equipment and steering gear. Our services are provided to Rolls-Royce HSE and quality standards – a key factor for us, which has involved training and special tooling like cradles to hold equipment securely, and we continue to invest in test equipment.

The growing reference list provides a good overview of the variety and capacity we have.

How have customers taken to the new facility?From the opening ceremony when many of our customers were present, they got a clear view of what our investment in facilities and the location could deliver, and liked it.

Las Palmas port has a good infrastructure that fits our type of projects very well, so we are able to provide competitive support packages for most projects from start to end. More customers and suppliers are being attracted to this region, where the weather is also a factor.

Some customers with several vessels operating in the region have placed repeat business based on their experience. One customer for whom we undertook a significant docking during the summer is now planning to send more vessels for the same type of service next year.

What do you most enjoy about your job?As our business is global I have been lucky that it has taken me all over the world. To meet different cultures and colleagues is a great experience and you always learn something new. I also appreciate getting the chance to develop with different responsibilities. A supportive team and team spirit is a great help in enabling me to give our customers the necessary support and service when needed.

No work day is the same, and there is never enough time. But I enjoy working under pressure to adapt and find new solutions that can make a difference in improving customer service, which is what I enjoy.

PlacesWherever your vessel is located, Rolls-Royce is not far away

24/7 support Rotterdam, tel: +31 20 700 6474

Houston, tel: +1 312 725 5727

Singapore, tel: +65 6818 5665

marine247support@ rolls-royce.com

www.rolls-royce.com/marine/contacts

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Further information

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Training centres

USS Zumwalt arrivesAfter its formal commissioning in Baltimore late last year, the world’s most advanced naval ship, USS Zumwalt, has finally arrived in its homeport of San Diego. The all-electric ship is powered by two Rolls-Royce MT30 gas turbine generators and two RR4500 turbines.

Battery breakthroughAs well as using the revolutionary new AutoCrossing system, efficient propulsion and outstanding energy efficiency are both to the fore on Fjord1’s latest battery ferries, which will link Anda and Lote on Norway’s west coast.

Smooth commuteTime is money in The City of London. So the MBNA Thames Clippers speeding commuters to the heart of London are invaluable. Our S40-3 waterjets are currently making sure it’s a smooth ride.

Landing contractsFrom its HQ in the historic Italian city of Trieste, Fincantieri is currently enjoying a healthy outlook across both military and commercial markets. Our MT30 gas turbine will power their new Landing Helicopter Dock (LHD), currently being built for the Italian Navy.

Complex trainingThe new simulator at the Rolls-Royce Training Centre in Ålesund, Norway, will let crews train in highly complex seismic cable handling operations. The result will be improved streamer handling efficiency and crews trained in difficult operational situations.

Polar adventureWorking closely with Hurtigruten and Kleven, Rolls-Royce has ensured that the new hybrid diesel electric battery power expeditionary cruise ships, MS Roal Amundsen and MS Fridtjof Nansen, will be able to tackle the most demanding of polar conditions.

BELOW: Nils-Reidar Olsvik Valle Service Centre Manager – Las Palmas

For more information, send an email to nils-reidar.valle@rolls-royce.com

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