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The resilience of those in our industry comes to the fore when times are tough. Even in a time of market challenges, Rolls-Royce is looking to the future by increasing its investment in research and development

The past year and a half has been extremely challenging for us all, and while the impact of low oil prices has forced many companies to act rapidly in adjusting the shape of their businesses or the scale of their investments today, it has also forced a more detailed look into the future. For Rolls-Royce, the future provides a wealth of opportunity. Global population growth will drive the demand for power, for travel and for the shipment of goods, and against that backdrop, the maritime industry will play its part in supporting that growth and meeting the demands of a growing world. In recent years, we’ve been transforming our Marine business, doing all the things any responsible business should do – reducing costs, cutting out waste and generally going about business in an increasingly efficient way. But in recent months, and with our eyes

fixed firmly on the future, we’re also increasing our investment in research and development. Innovation is part of our DNA at Rolls-Royce, and while we, like many of you, are navigating our way through difficult waters, we’re committed to developing the technology of tomorrow. That’s why we’ll be significantly increasing our investment in research and development over the next two years, with a focus on ship intelligence and the use of big data in our products. These areas will allow our customers to monitor and manage their assets in real time, and get the best return on investment. Clean, efficient and intelligent ships are likely to form a growing proportion of the world’s fleets, and we’re investing more in developing smart systems. So, while taking the time to focus on what the future of shipping will look like is not only a






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COVER: Rolls-Royce has designed a new family of flexible UT support vessels to service the growing offshore wind energy market.

welcome break from today’s market challenges, it also helps us to shape how we’ll meet the needs of our customers in a substantially different way than we do now. Today’s market conditions also make us think about how we best deploy our resources. We’ve had some recent success, particularly in the field of designing advanced ships. Our ship design heritage predominantly lies in the field of offshore vessels, but we’ve taken that experience and expertise to open up new market opportunities. One of those is in offshore wind energy, which is now beginning to move increasingly into deeper waters. We’ve recently designed our first support vessel for this exciting market, taking the best of our UT design and adapting it for a different but equally demanding operation.  You can read more about how we’re serving this sector in this issue. 03


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

ISSUE 26 2015













NEWS AND FEATURES 03 WELCOME Rolls-Royce is looking to the future by increasing its investment in research and development, says Mikael Mäkinen, President – Marine

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

INTERVIEW 10 PLAY THE LONG GAME In-depth sits down to talk about investment and strategy for the long term with Hugh Clayton, Director of Engineering and Technology for Land & Sea 04

ABOUT TECHNOLOGY 12 LEAN FUTURE Rolls-Royce is combining fresh thinking in roro vessel design with technologies that can reduce crew size and help operators realise significant cost savings

14 NEW FRONTIERS As the offshore wind energy market grows, a new UT design family of flexible vessels is prepared to maintain the windfarms

18 PERFECTING THE PROPELLER Rolls-Royce calls upon its hydrodynamic

experience to find a design solution that ensures the ultimate experience for cruise passengers






When fishing companies upgrade their vessels, their demands mean they turn to Rolls-Royce for the solutions

Rolls-Royce continues to grow the services it offers to customers in China from four service locations along the coast

Rolls-Royce expertise is behind the development of an innovative mission bay handling system, tailored for the next generation of naval platforms and offshore patrol vessels



The need for vessels to operate in polar regions is increasing, but operating in such extremes requires the best technology



The need for dependable technology to ensure safe and consistent operations is essential to operators of windfarm support vessels such as Seacat Services

The latest offshore knuckleboom crane is equipped with fibre rope, significantly improving lifting performance at depth

Opinions expressed may not necessarily represent the views of Rolls-Royce or the editorial team. The publishers cannot accept liability for errors or omissions. All photographs © Rolls-Royce plc unless otherwise stated. In which case copyright owned by photographer/organisation. EDITOR: Andrew Rice DESIGNED AND PRODUCED BY: Connect Publications Ltd CONTRIBUTORS: SK – Simon Kirby; OL – Oskar Levander AR – Andrew Rice; PW – Patrik Wheater; RW – Richard White If your details have changed or if you wish to receive a regular complimentary copy of In-depth please email us at: [email protected] Printed in the UK.

36 REPOWERING SEAWELL Following planned maintenance, the pioneering well intervention vessel Seawell has been fitted with six Bergen C25:33L8ACS generator sets

38 ACROSS AFRICA Rolls-Royce now has service centres located at key ports along West Africa’s coast

© Rolls-Royce plc 2015 The information in this document is the property of Rolls-Royce plc and may not be copied, communicated to a third party, or used for any purpose other than that for which it is supplied, without the express written consent of Rolls-Royce plc. While the information is given in good faith, based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.



Third Freedom variant joins the fleet Digital To see a video of the opening of the Las Palmas facility, download the In-depth app from iTunes or Googleplay

LEFT: The torque test rig can accommodate the largest UUC thrusters. ABOVE: Exterior view of the new service facility. BELOW: The 60-tonne cranes service the entire 2,100m² workshop.

The US Navy accepted delivery of the Rolls-Royce powered future USS Milwaukee (LCS 5) during a ceremony at the Marinette Marine Corporation shipyard on 16 October. Milwaukee is the sixth Littoral Combat Ship (LCS) to be delivered to the Navy and the third of the

Freedom variant to join the fleet. Rolls-Royce provides power and propulsion systems for the LCS combining the MT30 gas turbine and our latest waterjet technology to ensure these ships are at the cutting edge of global naval capability. In addition to gas turbines and waterjets, a significant range of Rolls-Royce equipment is specified in the Lockheed Martin design, including shaftlines, bearings and propulsion system software.

The US Navy accepted delivery of the Rolls-Royce powered future USS Milwaukee. Courtesy: Lockheed Martin

New Las Palmas workshop opens


olls-Royce has opened a custombuilt 2,100m2 service facility at the Astican Shipyard in Las Palmas, on Gran Canaria in the Canary Islands. The centre is a partnership between RollsRoyce and the shipyard. Las Palmas’ position in the Atlantic allows Rolls-Royce and Astican to enhance their support to rig and drillship owners who are undertaking ongoing exploration, production and development operations offshore Europe, Africa and the Americas. The centre will also service future growth in the offshore supply and service market as well as the fisheries sector. Located close to the waterfront that can accept rigs and vessels, the new centre gives shipowners and operators easy access

to the facilities and expertise needed to service and overhaul the complete range of Rolls-Royce equipment. This includes the ability to simultaneously recondition up to six large UUC azimuth thrusters at a time. A unique feature of the new facility is the purpose-built torque test rig that can test the largest underwater mountable units under load conditions following overhaul, so ensuring they meet factory build quality standards for the key internal components to deliver the best possible reliability. Customers will also be able to benefit from Astican’s extensive ship repair and conversion facilities, located nearby. Andy Marsh, President Services – Marine, said: “The Canary Islands are an important location for the offshore industry and

this new facility and our partnership with Astican will allow us to get closer to our customers and give them an unparalleled level of service, helping them get the most from their vessels.” Las Palmas is the latest member of the Rolls-Royce worldwide network of service workshops. “We are always interested in saving cost and time and having a facility like this will save us both,” said Ron Smith, Project Superintendent, Stena Drilling. “We can do overhauls instantly here and we can save the time transporting rigs to Europe.” The service centre manager is Nils-Reider Valle. For more information email: [email protected]

New windfarm ship order Rolls-Royce has been selected to design and equip a new Service Operation Vessel for shipowner Østensjø Rederi. The vessel will support windfarm operations for DONG Energy. The order is the first for a new ship


design from Rolls-Royce developed specifically to support operations in shallow waters at offshore windfarms. Read more about Rolls-Royce applications in the windfarm sector on page 14

ABOVE: The new ship is designed specifically to support operations in shallow waters at offshore windfarms.

Milestone for HMS Queen Elizabeth A successful light-off has been achieved for both the MT30 gas turbine alternators (GTAs) for HMS Queen Elizabeth, the first ship of the Queen Elizabeth Class aircraft carriers and the first UK vessel to be powered by MT30. The two installed GTAs, combined with the four diesel generators, will supply the high-voltage electrical

power to the ship, driving the propulsion motors and providing power to the weapons, mission and navigation systems as well as the hotel services required to run the ship. This successful milestone achievement is significant as it enables Rolls-Royce to progress to power and propulsion integration

and reversionary mode trials early next year prior to commencing sea trials in quarter four, 2016. Rolls-Royce, along with Thales UK, GE Power Conversion and L3 UK, is a member of the Power and Propulsion Sub-Alliance responsible for the design, procurement, manufacture, integration and test and delivery of the power and propulsion system. As well as the MT30 GTAs, Rolls-Royce is responsible for supplying adjustable bolted propellers and shaftlines, steering gear and rudders, retractable stabilisers and electrical distribution system.

ABOVE: The two MT30 GTAs installed on HMS Queen Elizabeth have achieved a significant milestone.



New design award for Unified Bridge

Gas engines for onboard power generation Rolls-Royce has secured a contract with Keppel Shipyard in Singapore to supply two all-gas engines for power generation onboard a Floating Liquefaction Vessel (FLNGV) owned by Golar LNG Ltd. The vessel Hilli was a former LNG carrier and is being converted to a FLNGV carrier. Bergen B35:40V20AG is a compact and powerful gas engine with worldleading environmental performance in terms of low emissions of NOx, CO2, SOx and particulates. The energy consumption is also low, helping Rolls-Royce to win the bid by offering a more efficient all-gas solution compared to dualfuel options. The power generated will be mainly used for the liquefaction processes, and also for supporting vessel operation and the energy needs of the crew onboard. Richard Bowcutt, SVP Commercial Marine – Asia Pacific, said: “The contract awarded by Keppel is recognition of the costefficiency of our engines and demonstrates the faith that the market has in our innovative single-fuel LNG solutions.”


Advanced UT design for China Oilfield Services One of the world’s most advanced offshore support vessels, a Rolls-Royce-designed UT 788 CD built by Wuchang Shipbuilding, has been delivered to China Oilfield Services (COSL). This cements China’s capability as a provider of high-value, specialist tonnage to the sector. The Hai Yang Shi You 691 is the second of two UT 788 CD multi-functional support vessels ordered by COSL and will now deploy to the South China Sea in support of China’s first-ever semi-submersible oil platform, the CNOOC-operated Hai Yang Shi You 981. The Hai Yang Shi You 691, one of the largest multi-purpose subsea construction and anchorhandling vessels to come from the UT stable,

features a Rolls-Royce hybrid propulsion package that includes an emissions-reducing hybrid propulsion system that delivers overall energy savings. With a bollard pull of 230 tonnes, the vessel series has been specially designed and equipped for the safe handling of anchors and mooring lines in water depths down to 3,000 metres and is equipped with a remotely operated vehicle (ROV). The vessel is also equipped for supply and towing duties and supporting tanker loading operations. The Hai Yang Shi You 691 is further equipped with a 100t active heave compensated subsea crane, a 250 tonne A-frame and a 22m wide helicopter deck to accommodate larger helicopters.

ABOVE: China Oilfield Services (COSL) takes delivery of Hai Yang Shi You 691, one of the world’s most advanced offshore support vessels.

The Rolls-Royce Unified Bridge Design has won this year’s Ergonomics Design Award, presented by the UK Chartered Institute of Ergonomics & Human Factors. The award recognises industrial design that puts the customer at the heart of the process using their views to generate ideas, develop concepts and test prototypes and finished products. The Unified Bridge is a complete redesign of the ship bridge environment, including consoles, levers and software interfaces, done using a user-centred design process resulting in a more comfortable, clutter-free and,

ultimately, more safe and efficient working environment. Interviews with operators and visits to several different types of vessels, as well as onboard observations of real life platform supply operations in the North Sea, were carried out in order to understand the work environment and gain insight into life at sea. Realistic simulations in a virtual environment were carried out at the Rolls-Royce Training and Technology Centre in Ålesund, Norway to investigate operator interaction with equipment, identifying which functions were vital and which could be removed or merged in

order to improve operator performance. The results of this research informed the development of the bridge consoles. Several different prototype iterations of bridge consoles were developed, starting with the use of basic components such as cardboard and sticky notes before moving to polystyrene models and then a full-scale plastic replica which was unveiled at the Nor-Shipping convention in Oslo in May 2011. User feedback based on the plastic prototype was important in the development of prototype consoles.

also includes a tunnel thruster, automation, and winches. The vessel will be equipped with fishing winches driven by permanent magnet (PM) motors. The contract is one of the first for this Rolls-Royce technology.

Rolls-Royce has signed a contract with Huangpu Wenchong Shipyard in China for a package of advanced ship equipment for a new 124-metre long Dive Support Vessel (DSV). The vessel will be designed by Skipsteknisk in Norway, and is to be delivered in 2017 to its owner, Singapore-based Jumeira Offshore Pte. Ltd. It will be equipped with the latest control system for dynamic positioning (DP3) as well as four of the latest Bergen B33:45 generating sets.

iPad on its way to In-depth reader The Rolls-Royce Unified Bridge Design has won another prestigious award.

Rolls-Royce to design advanced stern trawler Shipbuilding company VARD Group AS in Norway has announced a contract for a shrimp stern trawler to be designed and equipped by Rolls-Royce. The vessel has been ordered by a Canadian company. The vessel is of Rolls-Royce NVC 374 design and will be about 80 metres long. It will be equipped with a range of RollsRoyce equipment, including a B33:45 main engine, Promas propulsion, and a Bergen B power electric system with hybrid shaft generator (HSG). The Rolls-Royce package

Dive Support Vessel contract

Marine Events 2016

Rolls-Royce will be attending these events. For more information, please contact: Donna Wightman, Head of Global Events. [email protected]


11-13 Electric & Hybrid Marine World Expo, Fort Lauderdale, USA 12-14 Surface Navy Association, Crystal City, USA


15-17 Oceanology, London, UK 16-18 Asia Pacific Maritime, Singapore 28-31 Defexpo, Goa, India

Congratulations to Steve Warren from Gulf Oil Marine, who was selected randomly from the many participants in our recent readership survey to receive an iPad mini. Thanks to everyone for taking part and for your invaluable feedback.


2-5 OTC, Houston, USA 16-18 Sea Air Space, National Harbor, USA 25-26 CANSEC, Ottawa, Canada



Play the long

GAME In-depth talks strategy and investment with Hugh Clayton, Director of Engineering and Technology for the Land & Sea Division of Rolls-Royce

You joined Rolls-Royce from ABB in 2012. How has your experience shaped your approach to your role here? At ABB they lived and breathed the slogan “think global, act local.” Local teams were empowered and expected to execute and fully deliver their role in the company’s global strategy. As a consequence, I became convinced of the value of setting up teams with clear goals and the authority and autonomy to deliver a programme; whether that is a project for a customer or a new piece of cutting-edge technology. What do you see as the main challenges facing our business? The market environment is currently difficult, with order books and prices under pressure. But the market will recover and we want to be in a strong position when it does. At that point we want to be a leading supplier in each of our key areas of technology. So, we have to balance the need to be cost competitive with a strategic decision to invest in some key areas of our technology; propulsion technology, electrical systems and ship intelligence as well as increasing our investment to sustain our core other product areas. How should we respond? We need to cut our costs aggressively, make a strategic 10

decision as to where we want to invest in terms of technologies and capabilities and transform how we engage with and collaborate with our customers. Helping them to operate more efficiently and effectively – to do more with less – is going to be critical. Technology will play a crucial part in that. For example, in the North Sea we are working with Golden Energy Offshore to optimise the fuel and energy usage aboard their two Rolls-Royce UT 776 PSVs. Our Acon Energy Monitoring system captures data on board, transfers it ashore, processes it and displays it graphically. This allows the operator to view the detailed energy consumption performance of their vessels and take action. This results in significant fuel savings and helps them to be more competitive. Given the range of technology and expertise available in Rolls-Royce, how do you decide what is important? Developing a deep understanding of what customers want and need not just today, but tomorrow and the day after, and understanding what the technology can do and what the competition is offering is vital. The goal is then to meet those needs with unique products, services and technologies. Our Unified Bridge was developed

COLLABORATION “Developing a deep understanding of what customers want and need not just today, but tomorrow and the day after, is vital.”

following interviews with operators and visits to different vessels, as well as onboard observations of platform supply operations in the North Sea. When the first Unified Bridge left port in August 2014 on board the Simon Møkster Shipping platform supply vessel Stril Luna, the operators were equipped with user experience assessment folders, so the product can be developed and further improved. The other advantage we have is our ability to provide integrated power and propulsion systems. We have world-class expertise in the development and manufacture of both gas turbine and reciprocating engines and the ability to turn the energy they create into useful work that powers the US Navy’s Freedom Class Littoral Combat Ship to speeds in excess of 40kts and provides the 100+ megawatts needed to power the 65,000 tonne Queen Elizabeth Class aircraft carriers or drive motorised winches offering high

torque at low speed, sensitive control and rapid changes in pull and speed ideal for the towing and anchoring of large oil platforms. Rolls-Royce Marine announced an increase in R&D investment in 2016 – where will the money go? The investment is being focussed on a number of areas for which we have robust plans. We’re looking to make game-changing investments in propulsion technology, electrical systems and intelligent systems. We’re also looking to increase R&D investment to maintain the competitive advantage of our product range. Making a decision to increase significantly R&D investment is a strong signal of our belief in the long-term value and future of the marine business. Where do you think we will see the first results? The electrical and propulsion programme is already delivering. We

INVESTMENT “We’re looking to make game-changing investments in propulsion technology, electrical systems and intelligent systems.”

have permanent magnet systems on sea trials driving azimuthing thrusters and deck machinery. Our ‘wiring up the fleet’ programme is making progress, with our experts analysing the first equipment health monitoring data coming back from operational ships and beginning to add value to customers’ operations. As Director of Engineering for the Land & Sea Division, what technologies do you see that have potential for Marine? The first is Engines. The Bergen business is now an integral part of Rolls-Royce Power Systems (RRPS). We sometimes forget that Rolls-Royce is one of the world’s largest suppliers of marine propulsion systems offering world class high speed to medium speed marine reciprocating engines and marine gas turbines. Integrating RRPS engines into the systems we supply is critical for the future. Increased collaboration between our RRPS and

Naval teams on propulsion systems is critically important. The other important area is Equipment Health Monitoring (EHM). Different parts of Rolls-Royce will use data from equipment in service in different ways. However, the underlying architecture we use can be common. A common solution – not just across the Land and Sea Division but across the whole of Rolls-Royce – will increase efficiency and effectiveness. What’s the best part of your job? I’ve got one of the best jobs possible, developing great technologies in applications I find interesting, working with motivated and smart people from around the world. What do you do to unwind I’m renovating an old house, which tests both my project management skills and my basic builder’s skills. I also like the outdoors, climbing hills, cycling or fly fishing. 11



By combining fresh thinking in roro vessel design with technologies that will gradually reduce crew size as more ship-board operations move to shore, there is potential for operators to realise significant cost savings. Oskar Levander discusses an example of how it could work in practice


he benefits of increased ship intelligence are clear and numerous. The amount of data is steadily increasing (a 1,000-fold increase in data storage is forecast in the next decade) and tools are already available to measure, analyse, provide support for decisionmaking and permit the control of different functions and services on board. Embracing all these tools will allow us to make ships more efficient and leaner, and remote support and operation, combined with an increased level of automation, will allow ships to function with less crew. Rolls-Royce is developing the capability to harness the data and create the right tools for marine

The Lean roro concept seeks to explore the potential for lower annual ownership and operating costs by thinking differently about vessel design and the impact developing technologies could have on crew size.


ABOVE: Vice-president of Innovation, Engineering and Technology, Marine, Oskar Levander is one of the most-respected figures in the maritime industry and is a leading proponent of unmanned ships and the efficiencies they can bring to operators.

applications. For unmanned ships to become a reality, the technology will have to steadily evolve. There will be many steps on the journey, but these steps must be in line with reality and the willingness of operators to embrace emerging technologies while managing the level of risk. As routes are well-known and fairly short, with journeys repetitive, the roro market could see remote operations have a real impact. Many ships currently on these routes are old and in need of replacement, but building new ships is difficult to justify and finance. To maintain and hopefully increase traffic on these smaller routes, a new approach and design philosophy is needed. This could stimulate new-build

opportunities and enable the industry to provide more efficient and environmentally sound vessels. The Blue Ocean team within Rolls-Royce tackled this challenge with its ‘Lean roro’ concept, where operators can lower their costs in several ways. Crew could consist of just having one person on the bridge at all times, with three personnel in rotating shifts. Automatic lookout will enable the single-person approach, with decision support, including object detection, analytic intelligence and sensor fusion, including the use of radar, camera, infrared camera, light detection and ranging (LIDAR) and automatic identification systems (AIS). Machinery would be monitored

remotely, combined with expert support from the control centre on shore. Mooring would be automated and, with fewer crew, pre-prepared meals will be packed on land. Facilities would be cleaned and washing done in port. Fuel costs would also fall, with a modern, lightweight ship operating at modest speeds and high efficiency on LNG. The Lean roro concept would allow the machinery arrangement to be simplified in line with the ship design and requires 7MW of power for a service speed of 17 knots. The system selected was referenced against two vessels. Vessel: (1) a second-hand vessel dating from the mid-1990s, with more installed power than needed, and (2) a conventional new build with around 8MW of power. By contrast, the Lean roro system, with 7MW of power, would be powered by two eight cylinder 3,500kW Bergen B35:40 pure gas engines with a hybrid shaft generator driving efficient Promas propellers, and a single MTU 8V4000 M24S auxiliary diesel of 895kW. Pure LNG engines need fewer on-board systems, and hybrid shaft generation means fewer engines required to maintain propulsion and hotel electric power. Other improvements, while keeping the same cargo load, would come from the designs of ship and propellers. The Lean approach could also slash build costs. A single cargo deck would require no internal and


10 M€ 9 M€ 8 M€ 7 M€ 6 M€ 5 M€

Lean roro

4 M€

Conv. new-build roro

Secondhand roro

3 M€ 2 M€ 1 M€ 0 M€ CAPEX

ABOVE: Operators who embrace the Lean roro model will realise a considerable saving in annual operating costs. The chart shows an estimate of total annual costs for the three options (with second-hand value assumed to be 50 per cent of new build and capital expenditure over 10 years with seven per cent interest).

BELOW: A wider single cargo deck would mean no internal roro ramps, making the vessel lighter as well as being easier and less expensive to build.


expensive roro ramps and, not being enclosed, would be easier to build. With all cargo on the main deck, no internal ramps and a wide stern allowing access to nine lanes, loading and unloading would be faster. The main dimensions would be larger than conventional vessels. Beam would be the main difference, growing as a result of more lanes on the cargo deck. The weight of steel and the volume (GT) would still be less than for a conventional roro, for lower build costs and tonnage related fees. Certain ship systems could be minimised or removed. A Lean roro vessel would not require a steam system or a diesel system as it would be fuelled by LNG. The deck house

would be smaller, with heating, air conditioning (HVAC) and ventilation running from direct electricity. The Lean roro concept could save operators more than 50 per cent in crew costs, assuming one person on the bridge at all times, with a threeperson rotating shift, supported by one multi-role mechanic deckhand. Capital costs would be lower as less steel would be used. There would be only the equipment required for a single deck, smaller accommodation areas and fewer, more efficient systems. The installation of the LNG storage system would mean additional spend, although fuel costs compared with marine gas oil (MGO) would be nearly half that of an equivalent second-hand roro vessel. Total annual operating costs for a lean roro vessel are likely to be in the region of €3.75 million – compared with €5.4m for a conventional new build roro and around €6.4m for a second-hand vessel. CAPEX costs would be in the region of €3m lower than a conventional new build, with the market dictating the price of the second-hand vessel. The Lean approach has a lower total cost than both alternatives and enables operators to review the economics of competing options, and identify the best fit for their operations. Rulemakers, for their part, must be prepared to look at and identify the areas of vessel operation where the possibilities of intelligent applications could play a role in reducing crew numbers, and look again at the rules, with a view to adapting them. Operators would then need to embrace the technology to turn the vision into a reality. As the industry looks to become ever more costcompetitive at a time of reduced margins, adapting new technologies and managing the risks could be rewarding, but would need real commitment from regulator and operator alike. Tailoring the Lean roro concept for shorter sea routes could be the starting point for a fresh approach. OL

FIND OUT MORE [email protected] 13


Offshore wind energy is growing rapidly, both in the size of individual wind turbines and the number of turbines that make up a windfarm and send electricity from this renewable resource ashore to the power grid. The vessels and ships that will maintain them continue to evolve, and now include a new UT design family of flexible vessels



ost of the windfarms built offshore so far have been in shallow water quite close to land. Commissioning and subsequent maintenance and overhaul requires technicians to be transferred to the turbine towers and, in these locations, this can be done from small fast craft. Now windfarms are being built much further offshore in deeper water and regions with greater wave heights. Away from the coast, the winds tend to be stronger and more constant, good for power generation, but the safe transfer of technicians becomes more difficult. Commuting perhaps hundreds of kilometres a day in small fast boats to work on turbines would be time consuming and tough on the personnel. Therefore, to support these installations, a different approach is needed and the solution lies in the

ship designs described here. Technicians live on board their Rolls-Royce UT 5400-series walk-towork windfarm support vessel in comfort and with the amenities of a good hotel. The vessel also takes them from and to port at the start and finish of a spell of duty, which might be a fortnight or a month. Once in position at the windfarm, the vessel moves from tower to tower as required. Maintenance technicians, equipped with their tools on trolleys, walk to work to the access platform of the turbine over a level gangway, coming home after their day’s work to eat, sleep and relax on the vessel. To date, three sizes of UT 5400-series service operation vessel (SOV) have been developed. Not all offshore windfarms experience the same sea conditions or need the same number of technicians to maintain them. So these latest UT designs cover a spectrum of operator requirements,

BELOW: Currently, three vessels in the UT 5400 SOV family have been designed specifically for windfarm support to act as ‘mother ship’ for 20, 40, or 60 wind turbine technicians.

primarily the number of technicians that can be accommodated – from 20 to 60 – the logistics of transporting and transferring equipment and maintaining a stable position in the prevailing weather environment while stationed in the area. The UT 5400-series SOVs have been designed from the keel up to satisfy the requirements for effective windfarm support, and are not modifications of existing offshore vessel designs. They do, however, reap the benefits of Rolls-Royce ship design and equipment based on the experience of designing a thousand vessels that are working in tough conditions. Particular attention has been paid to motions in a seaway, dynamic positioning, noise and vibration reduction and efficient propulsion in multiple modes. A mid-range vessel in the series is the UT 540 WP. Described here is the generic type, but layouts and






many design features are flexible, and variations to meet the needs of specific farms, regions and operators can be easily accommodated. There have long been discussions on the status of people on board who are not the ship’s crew, defined as those carried for the purpose of operating the vessel as a vessel. Merchant vessels can normally carry up to 12 passengers in addition to the crew, but any more passengers and the SOLAS rules apply. These involve provision of lifeboats (in addition to rescue craft), fire zone subdivision and much else, as passengers are not assumed to have marine knowledge or training. The position of windfarm technicians who live on the vessel at sea carrying out tasks off the vessel, but not being crew as defined, has been unclear. However, national rules are developing, with the UK as a leader in the process. The UT 540 WP meets Special Purpose Ship rules with accommodation for 40 wind-turbine technicians plus a ship’s crew of 20. 16

ABOVE: Norwegian shipowner Østensjø Rederi AS has ordered the first UT 540 WP for work in the North Sea, off the UK’s east coast.

Everyone has a windowed singleberth outside cabin with shower and toilet, and the superstructure is well back from the bow to reduce pitch and heave motion, while the passive stabilisation system takes care of roll. Great attention has been paid to minimising noise and vibration in the accommodation. The walk-to-work gangway is a third-party supply that can be hydraulically raised or lowered on a pedestal, usually on the port side to give a level path to the access platforms on the turbine towers at different states of the tide. The UT design provides stepless access to lifts and gangway. Below the weather deck aft is a large area for containerised loads and stores. Their floors are level with the main deck, which is strengthened for fork-lift truck operation. Close attention has been paid to logistics and workflow in the vessel design. Technicians leave their cabins, eat breakfast in the mess room, then go to the work area to put on protective equipment along a short route. They then collect trolleys of

equipment needed for the day’s task, which have been pre-prepared, before taking the lift up and walking to work over the gangway. For some windfarm installations, access to the turbine towers will also be by daughter craft. A 9m boat with specialised fendering is carried, and once launched can run between points on the ship’s side and the turbine towers. The UT 540 WP has two push-up points for nose-to docking of the small craft when transferring people or equipment, one fixed at the stern and one detachable station on the side. For direct equipment transfer, ship to tower, there is a crane. The ship’s bridge is asymmetric to give the best view of the gangway, the vessel position next to the turbine tower and crane activity.

The UT 540 WP is equipped for accurate station keeping and sensitive manoeuvring in strong winds, currents and sizeable waves, with a transit speed of around 13knots. The propulsion system from Rolls-Royce is diesel-electric for maximum flexibility with minimum fuel consumption. Power comes from four 4000-series MTU engines. Two US205CP azimuth thrusters at the stern are assisted by three Supersilent or PM tunnel thrusters. Rolls-Royce DP2 for dynamic positioning is normally specified. Redundancy to the ERN 4x99 level can be specified tolerating a worst-case failure, or a lower number covering single-thruster failure, depending on the operator’s requirements. This UT 540 WP is one of a range of Rolls-Royce SOVs designed to meet different requirements for number of personnel and types of operation. The largest in the range has lifeboats and other equipment to comply with higher SPS (above 60 persons) or passenger vessel rules. Vessels at the small end of the range are mainly intended for maintenance of farms with fewer turbines and a reduced requirement for technicians. The layout for these vessels is flexible to meet specific operator preferences, for example the option of locating the technician accommodation aft. RW

BELOW: Johan Rokstad, Chief Operating Officer, Østensjø Rederi AS, says his company and Rolls-Royce have enjoyed good cooperation throughout the project to design and build the new UT 540 WP.

First UT 540 ordered

Rolls-Royce has been selected to design and equip a new service operation vessel (SOV) for shipowner Østensjø Rederi AS. The vessel will support windfarm operations for DONG Energy at the Race Bank windfarm off the UK’s Lincolnshire coast. The new vessel, the first Rolls-Royce UT 540 WP design, will serve as the ‘mother ship’ for wind-turbine technicians. The design was developed in cooperation with Østensjø Rederi specifically to support operations in shallow waters. Johan Rokstad, Østensjø Rederi AS, Chief Operating Officer, said: “We have worked closely with Rolls-Royce to develop a design we believe will be well-suited to servicing the specific operational demands of supporting offshore windfarms. We look forward to continuing this good cooperation.” At 81m long with a beam of 17m, the DP2 vessel will have 60 single cabins to accommodate up to 40 wind-turbine technicians in addition to a marine crew of 20. The newbuild will be equipped with a motioncompensated gangway system with an adjustable pedestal for the transfer of maintenance personnel from the ship to turbine’s access platform. Rolls-Royce will also supply the diesel-electric main machinery, consisting of frequency-

ABOVE: The UT 540 WP is the mid-range vessel in the series and is equipped with a heave-compensated hydraulic gantry for safe transfer of personnel to the wind turbine access platform.

controlled electric-driven azimuth thrusters, super-silent mounted transverse thrusters, the DP2 dynamic positioning system, power electrical system, deck machinery and the latest generation Acon automation and control system. “This contract enables us to expand our business into the renewable energy sector. It has been the strategy of Østensjø Rederi to diversify our operations,” Rokstad adds. ”We believe the sector holds further demands for similar vessels.” Jens Jakobsson, Senior Vice President for DONG’s wind power operations, said: “The service operating vessel will be an important step to ensure safe and efficient operation of windfarms far from shore, starting with Race Bank, and we are convinced that DONG Energy will benefit from Østensjø Rederi’s long experience in conducting safe operations in an offshore environment.” Grimsby will be the vessel’s operational base. The Race Bank windfarm will be located in the North Sea approximately 17.4 miles off the Lincolnshire coast. The vessel, set to be delivered in 2017, will be built in Spain.



Perfecting the

PROPELLER Cruise ships are among the most demanding vessels for the propeller designer. At Rolls-Royce, the full depth of hydrodynamic experience is called upon to find a design solution that ensures the ultimate experience for the cruise passenger


ith a large number of passengers on board, all of them expecting a high-class cruise experience, comfort and low levels of noise and vibration are established prerequisites for the cruise ship designer. Those requirements are ultimately passed on to the propeller designer. Mein Schiff 3 and 4, operated by Hamburg-based TUI Cruises and built by Meyer Turku Oy, are sophisticated and highly innovative cruise ships that serve mainly premium Germanspeaking cruise travellers, from families and couples to seniors. 18

At 99,500gt, they are 294m long and 36m wide, have 1,253 cabins and can accommodate over 2,500 passengers. Mein Schiff 3 was the world’s first ship to have a fully equipped concert hall. The ‘Klanghaus’ (Sound House) is a 270m² room in the centre of the ship with seating for 300 and equipped with the best in acoustic and sound control. Over much of the stern is an innovative glass façade of 167m² in the shape of a diamond. It covers two decks and is known as the ‘Große Freiheit’ (Great Freedom) and houses some of the ships 11 restaurants and 12 bars. Other

ABOVE: The twin five bladed hi-skew fixed bolted propellers reduce onboard noise and vibration.

unique features to entertain the passengers include a 25m outside pool and an outdoor arena with LED screen, providing plenty of space for sporting activities and outdoor cinema events. A group of five international design offices made these TUI cruise ships look and feel different, adapting to the tastes and expectations of German passengers, along with TUI’s innovative concepts. “We had no part in the ship design, but our work is vital for the passenger experience,” says Per Arén, Senior Hydrodynamicist at the Rolls-Royce Hydrodynamic Research Centre in Sweden. “For these vessels, five-bladed hi-skew propellers were selected as the noise, vibration and efficiency requirements were very demanding. Having a concert hall on board and the glass diamond space with important venues at the stern, directly above the propellers, really put our work in the spotlight

with the shipyard, Meyer Turku Oy. We had to stretch one step further than we had ever done before to get the propeller characteristics a nearperfect match to the vessel and its operating profile, and so meet our guarantees.” Gaining a deep understanding of the hydrodynamic issues that affect propeller design requires a lot of experience and historical data to draw upon. The Rolls-Royce Hydrodynamic Research Centre has been undertaking detailed propulsor design studies for over 70 years. More than 1,500 propeller designs have been model-tested to date, and around 40 are undertaken each year. To achieve the comfort class, every possible aspect was taken into consideration; hull shape, water inflow to the propellers, V-bracket design, propeller design cavitation and propeller-excited dynamic forces. “Early in the design process, we made a propeller design and propeller model so we could conduct open-water efficiency tests at the Hydrodynamic Research

Centre, to validate that the highefficiency requirements could be achieved while delivering exceptionally low noise,” adds Arén. “At that stage, we also made viscous CFD calculations to validate the propeller efficiency. “Our recently developed in-house specialist software now enables us to do a number of different designs and these CFD calculations automatically. When optimising our propeller designs over a number of stages with customers, this enables us to determine the best overall propeller design more quickly.” The fixed bolted propeller design was selected for these vessels. Each propeller delivers 14MW at full speed, which is over 21 knots, with reduced vibration and pressure fluctuations compared to a four-bladed propeller. Kamewa bolted propellers have individual blades so they can be very accurately machined and exchanged in service if damaged without drydocking the ship. Spares are limited to blades, not a complete propeller.

EFFICIENCY LEFT: Tip vortex cavitation during model testing. RIGHT: The minimal tip vortex cavitation visible during the actual sea trial. BELOW: Per Arén, Senior Hydrodynamicist at the Rolls-Royce Hydrodynamic Research Centre.

During sea trials the propellers’ noise and vibration characteristics were validated by pressure fluctuation measurements in the hull plating above the propellers. Actual cavitation was observed through windows installed in the hull above the propellers. These observations revealed minimal tip vortex cavitation, confirming the model testing. Following the successful sea trials of Mein Schiff 3, Berndt Lönnberg, Senior Project Engineer, Sound and Vibration at Meyer Turku, said: “During the sea trials the windows were covered. The team on board were wondering when the speed trials would start, when in fact the ship was already travelling at 20 knots.” Rolls-Royce is also supplying the propellers for Mein Schiff 5 and 6, the next ships in the series. Both are now in build at the Meyer Turku yard in Finland. By the end of this year, Mein Schiff 5 will be floated out and she will be delivered to TUI Cruises, a joint venture between TUI AG and Royal Caribbean, in the summer of 2016. The ships are being constructed using advanced and eco-friendly technologies. Energy consumption is said to be around 30 per cent lower than for other cruise ships of the same size. AR

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The Mein Schiff 4, seen here docked in Hamburg, is powered by propellers built using the latest technology from Rolls-Royce. Image courtesy TUI Cruises.




IN 20

with reliability and precision, with an outstanding ability to operate safely in severe weathers. They fall into two main groups; (1) overside LARS – deck or gantry mounted and (2) moonpoolbased LARS. Six main designs accommodate most offshore applications and are regularly customised to individual requirements. There are now around 100 in service, and the range has been expanded to give the customers a





THE HIGHLY ACCURATE AHC USES MEASUREMENTS OF THE VESSEL MOTION TOGETHER WITH THE FEEDBACK FROM THE HANDLING UNIT SENSORS The highly accurate AHC uses measurements of the vessel motion together with the feedback from the handling unit sensors, which indicate the overboard position, to automatically compensate for most of the vessel motion by adjusting the winch speed and direction.



Digital To see an animation of the mission bay handling system in action, download the In-depth app from iTunes or Googleplay

Rolls-Royce has years of experience in designing launch and recovery systems (LARS) for anchorhandlers and construction vessels. That expertise has led to the development of an innovative mission bay handling system, tailored for the next generation of naval platforms and offshore patrol vessels the offshore sector, safely launching and recovering robotic tools and remotely operated vehicles (ROVs) that work at depths of 3,000m and beyond is the task of the onboard launch and recovery system (LARS). The system must be capable of gently launching the ROV into the sea from the side of the ship and Rolls-Royce has developed its LARS range to meet these requirements


CAPABILITY The commercial gantry LARS is capable of launching ROVs from the side of the ship with reliability and precision in severe weathers.

choice of performance as well as initial investment cost. With the ongoing acceptance by the world’s governments of unmanned surface vessels (USVs) and unmanned underwater vehicles (UUVs) as a future requirement, and the need for today’s navies to be truly multipurpose, the requirements for naval handling systems are now much more demanding. It was therefore a logical step for Rolls-Royce to take its commercial LARS experience and apply it to the emerging requirements in this growing field and develop a flexible low-risk naval solution. As a result, Rolls-Royce has now signed a Design and Development Agreement (DDA) with BAE Systems to design a mission bay handling system (MBHS) for the UK Royal Navy’s Type 26

Global Combat Ship programme. The system will be designed to: n Deploy and recover boats and unmanned vehicles (UxVs) from both sides of the ship while keeping them under positive control. n Reach all areas of the mission bay to move boats, UxVs or handle larger components at sea. n Load/offload containerised mission packages without the aid of a dockside crane. Resembling its forerunner, the commercial rail-mounted LARS, the naval variant is a telescopic luffing boom unit mounted on twin rails that run across the width of the ship and mission bay. The boom is equipped with a slew drive and can take separate attachments to move containers or launch small craft. It can reach inside

adjacent spaces and, with the ISO container spreader attached, this reach can be extended to 4m, so lighter parts or boxes can be handled, making operations in the confined space safer for the crew. When launching or recovering boats a constant tension winch, also part of the system, is used. As the life of the mother vessel will well exceed the life of any UxVs operating today, the complete system is designed to be capable of upgrading.

Active Heave Compensation (AHC) extending operations

AHC can be an integral part of the control system and increases operability in rough seas, depending on the vessel’s motion characteristics.

HOW IT WORKS 1 The mission bay

handling system (MBHS) can slew, lift and telescope, as well as move athwartship on rails.

2 The boat or UxV is

captured and ready to be transferred to storage in the mission bay.

3 The MBHS positions the spreader over a TEU.

4 The spreader

connects to the TEU.

5 The TEU is moved to an outboard position over the dock.

6 The TEU is lowered to the dock.

Ship designers have been unable to second-guess all future requirements navies may need as the technologies that can be deployed are continually developing. However, effective interoperability between navies will be a crucial requirement. “The Rolls-Royce mission bay handling system is designed to be very flexible,” says Brian Morrow, Sales Manager, Naval Handling Systems. “We know requirements will change rapidly and, as naval vessels have long service lives, our system will continue to develop and will be adaptable to handle the different payloads we haven’t yet thought of. The system will be capable of handling the integrated portable solutions that are now being developed.” Rolls-Royce has also developed a semi-automatic LARS system to launch and recover 9m USVs and manned rigid inflatable boats (RIBs). It is currently fitted to a frigate. Ship modifications were avoided by mounting the unit to missile launching pads. AR

FIND OUT MORE [email protected] 21


Windfarm support vessels face extremely challenging conditions and demanding workloads. That makes the need for dependable technology to ensure safe and consistent operations essential to operators such as UK-based Seacat Services, which serves the growing investment in sustainable power through0ut the North Sea

Catch the



or Seacat Services Managing Director Ian Baylis, reliability is the key to his young company’s reputation. Baylis has built up a respected brand and business with his UK-based windfarm support vessel operator, and he attributes that success to the dependability of Rolls-Royce technology. “The biggest challenge for our business is keeping the vessels available,” he says. “If we keep the vessels available we get a reputation for reliability, and if we have that reputation then we get work. It’s as simple as that.” That reputation for reliability means the company has never lost a client and continues to grow apace, generating new clients as a

result of positive word of mouth. Baylis attributes the reputation for reliability to two factors. “First is the selection of the vessel design, and second is the shipyard and the equipment on board. Rolls-Royce is an integral part of that. Rolls-Royce kit is solid and reliable, we’ve never had a technical hour’s downtime as the result of a Rolls-Royce product and the fleet has already clocked up around 30,000 hours.” Equipment is only as good as the skilled and motivated people who operate it. Baylis also attributes industry-leading levels of reliability to his “fantastic support team”, both on board the ship and at the company’s Cowes base. Seacat Services was formed in 2010 with the aim of providing support to the rapidly developing offshore wind industry in the construction,

operation and maintenance of offshore windfarms. Following extensive market research, which included Baylis spending time skippering vessels out to windfarms, he and his partner created a business plan, raised the independent finance required and ordered their first two vessels, from South Boats on the Isle of Wight, in May 2011. “By the time those boats were built we’d already ordered four more,” Baylis says. “Our first ever day of paid work was 6 July 2012.”

“Boutique” quality

Seacat Services currently operates nine specifically constructed multipurpose vessels, with two further vessels currently under construction at South Boats. Depending on the number of contracts at any one time, the company employs around 70 people at sea and a further 14 in supporting roles in Cowes. Ultimately, the plan is to operate a fleet of 12 to 14 vessels, providing a “boutique” quality service. The company has secured contracts across all the North Sea states, working with some of the biggest names in the offshore wind sector, including Siemens Wind Power Solutions and DONG Energy. The majority of the company’s business is in Danish and German waters, with between 20 and 30 per cent in UK waters. Baylis is keen to have the opportunity to work on projects closer to home and is

BELOW: Seacat vessels Resolute and Defender carry technicians and supplies to the West of Duddon Sands windfarm, a joint venture between ScottishPower Renewables and DONG Energy, located in the Irish Sea off Cumbria.

watching with interest plans for offshore wind developments along the south coast.

Challenging conditions

The life of a windfarm support vessel is a tough one. Vessels work around the clock on 12 or 24-hour contracts. Seacat operates some of the industry’s larger vessels, supporting windfarms further from shore in more challenging conditions. During the construction phase of windfarms, the company supports customers who conduct their operations remotely. Typically, a ship will operate with two crews working alternate 12-hour shifts, with the crews living on a hotel ship located near the installation. At the beginning of their shift the crew take over responsibility for the vessel and begin their day picking up and

ferrying passengers, usually teams of between two and four people to and between offshore assets, such as turbines and sub-stations. Work on windfarm construction projects is very varied. The majority of Seacat’s work has involved supporting cable contractors, pulling cables into the base of the foundations, hanging them off and terminating them. They’ve also supported turbine technicians commissioning and servicing the turbines themselves as well as a variety of secondary work streams, painting, temporary electrical supply and drone inspection. A windfarm support vessel can visit 20 or 30 locations during one 12-hour shift. The record, according to Baylis, is 44. At the end of the shift the vessel returns the technicians to where they came from, either the





hotel ship or back to land. The vessel is then handed over to the relief crew and that day’s crew gets some sleep, ready to begin again 12 hours later. “Two things matter in this business,” says Baylis. “Reliability in getting the technicians to the site and environment, providing a pleasant journey for the passengers on board. Our job is to ensure the technicians get to the site quickly and in a fit condition to do the work that they’re there to do.” To that end, Seacat vessels are built to a high specification and are

ABOVE AND BELOW: Offshore support vessels including the Seacat Courageous, above, serve windfarms throughout the North Sea, including the Meerwind facility, pictured below. The fleet relies heavily on Rolls-Royce technology.

considered to be among a handful of operators who have top-quality tonnage within the industry. Their vessels have a superstructure that is independent of the vessel’s hull, soft-mounted on big rubber mounts, painted with sounddeadening coatings and with acoustic panelling inside. All are designed to reduce noise and vibration to a minimum for comfort and safety, and so transport the technicians to work in the best condition possible. A great deal of attention is also paid to the vessel’s hull design so the platform is as stable as it can be, in order to reduce sea sickness as well as reducing noise and vibration. The

The Seacat Vigilant, using Rolls-Royce waterjets and MTU engines, stands ready for action in the North Sea.

saloon is designed to be big, light and airy, maximising views of the horizon to reduce the danger of sea sickness. Attention is also paid to the specification of the saloon. Seating is as comfortable as possible and cooking facilities and entertainment are provided, including satellite TV, video games console, DVD player and high-speed satellite internet. Time in transit is also important. Main propulsion power for the company’s latest vessels will be provided by MTU 12V 2000 M72 high-speed diesels, two per vessel, each with a power rating of 900kW. In combination with Rolls-Royce Kamewa 56A3 waterjets,


Digital See the interview with Ian Baylis in our digital edition – download the In-depth app from iTunes or Googleplay

the propulsion system will power the vessels to speeds of up to 30 knots.

Excellent performance

When working, windfarm support vessels must push hard against fender posts at the turbine to hold themselves in position despite tides, winds and waves, while technicians or equipment are transferred. Good manoeuvrability is vital for maximum safety. Rolls-Royce waterjets provide an excellent combination of speed, static thrust and manoeuvrability. All elements of the Kamewa 56A3 waterjet pump unit, consisting of impeller, impeller housing, stator and steering nozzle, are manufactured from stainless steel and are extremely durable in demanding applications. Pump performance has been improved to deliver very high static thrust, exceptional cavitation margins and excellent performance over the whole speed range. The compact control 24


system is intuitive and makes operations easier and safer. It is pre-calibrated, making the startup procedure easy and quick. Engine RPM and clutch controls are integrated to the control system and there are several safety interlocks to avoid potentially hazardous situations. Rolls-Royce products are at the heart of Seacat’s operations. Its fleet is currently fitted with

22 MTU engines and 18 Kamewa 56A3 waterjets. Seacat chose Rolls-Royce and MTU independently as two market leaders, Rolls-Royce for their waterjets and MTU for their engines. According to Baylis, having Rolls-Royce and MTU together has helped create a great marketing story for the company. It allows them to show clients that they rely on one product with one point of accountability and that adds to their reputation for reliability. “Our vessels’ availability is the cornerstone of that reputation for reliability,” he says. “In selecting our machinery we have to be sure that we do everything we can to try and ensure the vessel is available 100 per cent of the time. We average well over 90 per cent and there’s been no downtime due to Rolls-Royce products since we started. We’re absolutely sold on the products because they have treated us fantastically.” SK 25

Fishermen’s U P D AT E S

FRIENDS When fishing companies upgrade their vessels, their emphasis is on efficient trawling, fuel economy in all operating conditions, and ensuring high-quality fish products are delivered to the quay. Not surprisingly, a number have turned to Rolls-Royce for the solutions


daptability and affordability have been the stand-out features of Rolls-Royce fishing vessel designs for more than 40 years. They have been developed in close cooperation with customers from the planning stage, to ensure they match their requirements. The NVC design range includes purse seiners/pelagic trawlers, arctic shrimp trawlers, factory/fillet trawlers and longliners.

to Eros AS during that same year. The trawler takes pelagic fishing vessel design to the next level in terms of working conditions for the crew, sea kindliness and economy of operation. A 4,000kW hybrid dieselelectric propulsion system reduces fuel burn throughout the different operating modes. An innovative layout for the net handling system is located aft of the superstructure, giving the crew a safer and better working environment, under a shelter. The catch is carried in refrigerated seawater tanks.

Pelagic fishing

Bespoke requirements


Delivered in 2012, the 77.5m trawler Kings Bay is built to the NVC 354 design. A similar vessel was supplied


The NVC 341 design was developed to meet the special requirements of the skipper, who is also the owner. It can efficiently use purse seines, pelagic trawls and gill nets to catch different species of fish at different times of the year off the Norwegian coast. The wheelhouse is laid out with multiple control stations, each for a particular type of fishing. Purse seine controls for the winches and deck machinery are located on the

ABOVE: The trawler Kings Bay, an NVC 354 design, provides economical operation with improved working conditions in an efficient and stable hull form. LEFT: The Abelone Møgster is an NVC 341 design, equipped with winches to efficiently use purse seines, pelagic trawls and gillnets to catch different species of fish.

starboard side, while to port is the net handling system for gillnetting. Another station controls trawling carried out over the stern. The Abelone Møgster is 43.1m long with a 12m beam, and is classed by DNV with an Ice C rating. The catch is held and transported alive in 500m³ refrigerated seawater tanks. A hybrid diesel-electric/dieselmechanical propulsion system is matched to the different operating requirements and is powered by a 1,325kW main engine and two 550kW generator sets.

Stern trawling

In 2010, the fishing company Prestfjord AS ordered a 65m factory trawler to be built by a Norwegian yard. The NVC 368 was chosen, which has Stern Trawler notation with ice class 1A* on the hull. Top speed is about 16 knots. Rolls-Royce supplied all of the vessel’s major systems and equipment, which included a total of 20 AC electric winches of various sizes to control all fishing operations. The vessel was named Prestfjord.

Continued evolution

Now nearing completion at the Freire

yard in Spain is a new factory trawler based on operating experience with Prestfjord. To be named Holmøy, this latest addition to the fleet is also designed by Rolls-Royce and is an NVC 370 type. As well as embodying the positive knowledge gained from the earlier vessel, including 25,000 hours of trawl-data logging, the new trawler has been updated with the latest in Rolls-Royce equipment. Its main engine will be the first example of the new fuel efficient Bergen B33:45L diesel to go into service, driving an efficient nozzle propeller system combining Promas with

ABOVE: Delivered in 2010, Prestfjord is an NVC 368 design factory trawler, 65m long with full on-board factory and good accommodation for a crew of up to 33.

Innoduct. The propulsion system uses the popular hybrid shaft generator (HSG) system, which enables the vessel to operate in either dieselmechanical or diesel-electric modes. That reduces the number of engines that need to be running for certain operations, so maximising efficiency while minimising emissions. Holmøy is 69.7m long overall with a breadth of 16m, about 5m longer than its predecessor, giving a slimmer and easily propelled hullform. DNV GL ice class has been specified: 1B generally and 1A* on the hull. The onboard factory heads, guts and freezes the catch, which is then stored in the 1,400m³ refrigerated fish hold. The fishing equipment on board will include the first Rolls-Royce direct drive permanent magnet motor trawl winch to enter service. Accommodation is provided for a total of 29 people, with 23 cabins.

Power with efficiency

German company DFFU, which is a subsidiary of the Samherji seafood company in Iceland, has ordered two stern trawlers to the Rolls-Royce 27




combine efficient transit speeds of up to 17 knots with the power and pull needed for trawling, an HSG system is incorporated in the gearbox, allowing either mechanical or diesel-electric transmission to suit the operating mode. The main engine is the new Bergen 33:45L diesel, a 6-cylinder unit producing 3,600kW at 750rpm. The 1,200kW PTI, part of the hybrid shaft generator system can use the PTI as an electric motor alone, with power provided by the auxiliary genset for lower transit speeds. This allows the main engine to be stopped and just electric propulsion used. Improving efficiency is a Promas shaftline/rudder NVC 374 WP design, and the contract includes a comprehensive equipment package. Following delivery in February and June 2017 from Kleven’s Myklebust shipyard in Norway, the two vessels will pelagic and bottom trawl for a variety of quotas of fish in North Atlantic waters, processing the catch in the full on-board factory. At 80m long and 16m beam these are sizeable vessels, with a freezing hold capacity of 2,040m³ and a 350m³ packing hold. The design for the NVC3 74 WP has a wave-piercing bow and hull lines refined to give good seakeeping and low resistance. To

ABOVE: NVC 370 Holmøy – which will enter service in 2016 – is the latest addition to the Prestfjord AS fleet.

and a 3.7m CP propeller + nozzle. A 650kW tunnel bow thruster aids manoeuvring. These DFFU vessels will accommodate a total of 34 people in comfort, with a mixture of single and double cabins, each with WC and shower, plus mess room, dayrooms, conference room and an on-board hospital. Armon shipyard in Spain was chosen to build a stern trawler for the Norwegian fishing company Ramoen. The Rolls-Royce NVC 372 design and 75m length was chosen and, on completion, the trawler will catch whitefish and shrimps, and will have equipment for both bottom and pelagic trawling, together with a full factory for fish products.

Latest ‘live’ fish carrier

Sølvtrans AS, a leading transporter of live fish, has ordered its third vessel from Rolls-Royce, with an option for another. Its NVC 387 design incorporates developments based on its two predecessors, Ronja Polaris and Ronja Huon. Sølvtrans specialises in wellboats transporting salmon and trout to fish farms in Norway, Scotland, Canada, Chile and Australia. When the order was announced Monrad Hide, VP for European sales, said: “Sølvtrans requires vessels with

RIGHT: Scheduled for delivery in 2017 are two NVC 374 WP design 80m long stern trawlers for German Company DFFU.


New PM trawl winch design has unique dynamic properties Moving to electric equipment on board is an attraction for a growing number of vessel owners, as they tend to be more efficient and often offer lower installation and maintenance costs. The risk of pollution is likewise reduced with the use of electric motors compared to hydraulic drives, which is especially important for fishing vessels


and for Arctic operations. For trawl and a number of other winch applications, low-pressure hydraulics has been the drive of choice as it provides the precise control and high torque required, which is not easy for an electric motor to replicate. Conventional AC induction motors are an option, but permanent magnet (PM) motors are better suited

the highest level of technology, redundancy and environmental solutions. We are proud to be chosen again for their fleet renewal.” Transport of live fish in healthy condition is the role of Sølvtrans’ NVC 387 vessels, taking about 500 tonnes of fish at a time from fish farms to fish processing plants. The fish are carried in three tanks totalling 3,200m³. Seawater is circulated either direct to and from the sea, or filtered, cleaned and recirculated. Cargoes will normally be salmon or salmon fingerling. Loading and discharging the water with its fish at the start

ABOVE Capable of taking loads of around 500 tonnes of fish, an NVC 387 design is now being built in Norway for Sølvtrans AS, a leading transporter of live fish, the third vessel for the company.

and finish of a voyage is achieved by applying air overpressure or vacuum to the holds. This latest live fish carrier is a substantial vessel, 79.9m long with 18m beam and a service speed of 12 knots. Electricity is generated by four high-speed diesel gensets each of 1,500kW that supply all demands on board. The Promas arrangement with 3.3m CP propeller + nozzle and flap rudder is fed with up to 3,000kW via a Rolls-Royce AFE multidrive system and two propulsion motors. Two 630kW tunnel bow thrusters assist with manoeuvring. RW

Permanent magnet trawl winches are now part of the fishing winch product range and deliver impressive and reliable torque.

as gearing, which adds inertia and complexity is not required. The performance is comparable to that of a hydraulic motor. To get a PM electric motor that virtually mirrors the performance of a low-pressure hydraulic motor, Rolls-Royce developed its own, as there was no motor on the market up to the task. It uses the same technology found in Rolls-Royce PM tunnel and azimuth thrusters. The result is the compact XT140 permanent magnet motor. When part of the new BRE XT140 trawl winch, developed at the Brattvåg centre of excellence, it delivers an

impressive 55t pull on the first layer at 40m/min. The motor has a nominal speed of 75rpm and a nominal torque of 140kNm, but it can operate at an overspeed of 225rpm – three times its nominal rating with a third of the torque. This feature is particularly relevant if a vessel has to release its load quickly or encounters other problems. The motor can also provide regenerative power back to the ship’s switchboard, if the vessel is so equipped. “The XT140 motor is the result of an in-depth study of fishing and AHTS winch operations that were considered during the design

stage, and it can operate at temperatures down to -40°C,” says Ottar Antonsen, VP Deck Machinery – anchorhandling tug and supply. It is DNVapproved and one of the first units will be installed on a shrimping vessel for a Canadian operator next year.” The XT140 motor is also well matched to other types of winches, such as anchorhandling and is suitable for retrofitting, replacing existing motors and making electric winches a possibility across a wide range of applications. FIND OUT MORE ottar.antonsen @rolls-royce.com



Demand for vessels to operate in polar regions is increasing, through oil and gas exploration, research and even tourism. But operating in such extremes requires the best technology


peration in regions where ice is present places special demands on the propulsion system. There is no single best solution, however, with such choices depending on the tasks to be performed by the vessel, the ice types, conditions in the operating area and economics. Over the years Rolls-Royce has built up a vast amount of experience in this field. In terms of propellers alone, 550 stainless steel and 400 nickel aluminium bronze props have been delivered with ice class 1A or higher and, if lower ice classes are included, the number is nearly 2,000. Propeller designs include fixed pitch, controllable pitch, and the adjustable bolted type, with or without nozzles. Classification society rules are formulated on the basis of graduated failure if there is an excessive ice load. The blades will be damaged or destroyed before the hub suffers, and it in turn should fail before damage 30

penetrates further into the ship. Geared azimuth thrusters and electric pods have advantages for icebreakers. Apart from providing agile manoeuvring in ice, they can be steered so that the propeller slipstream is directed at an angle to the side, washing ice fragments away and creating a channel wider than the beam of the vessel, ideal for an icebreaker cutting a channel for other ships to follow. Thrusters can also be used for breaking thick ice by so-called ice milling, where the icebreaker runs stern-first and the thrusters draw water from under the ice to weaken the floe, aiding the hull shape in breaking up the ice and forcing fragments under and away from the hull. Thrusters are subject to ice impact from many directions. To better understand the implications, a major part of the recent SafeArc research carried out as a collaboration between Rolls-Royce and DNV GL, with support from Forskiningsrådet (Norwegian Research Council), was


to measure ice impacts on azimuth thrusters and conventional shaftlines.

Testing in ice

Technicians are lifted onto the polar ice.

An intensive programme of trials was carried out with the Swedish Coastguard vessel KBV002 Triton in the Baltic. Built to DNV Ice 1A* and capable of breaking 50cm thick ice at four knots, Triton has two Rolls-Royce US355 azimuth thrusters with nozzles, each transmitting 3,300kW to a fixed-pitch propeller, 3m diameter. The research programme took the ship into the ice of the northern part of the Gulf of Bothnia, fitted with extensive instrumentation. Strain gauges were fitted on the motor shaft to measure torque and on the vessel’s structure to detect forces applied to the thruster housing, plus motor speed, steering forces and steering angle measurements. Noise was measured inside the ship and underwater. Ice properties were measured and underwater videos made of the vessel passing through ice. GPS data was also logged. Time

series from torque logging proved the best way of identifying thruster ice impacts. Triton was operating in level ice, typically 37cm thick, and samples showed a maximum crushing strength of 4.5MPa. Extrapolating from this and the number of thruster impacts logged during the programme to the highest strength ice gave a value for the greatest single ice impact during the vessel’s lifetime of 1,400kN, well within the maximum loads according to the rules. More than 40 hours of ice operation logging was analysed to determine the driveline torque response, and the results correlated well with the loads suggested in the Polar rules. The power needed to drive the vessel through ice was also monitored. Triton, being a multifunctional vessel and not a pure icebreaker, has a bulb bow. In 50-60cm thick ice the energy consumption of this bow is about 50 per cent more than a true icebreaker bow without bulb. The tests carried out also demonstrated that fuel consumption almost doubles when going from light ice conditions into moderately large coherent ice floes. Thus an optimum ice operation requires knowledge of ship performance in different ice conditions and a defined risk philosophy. The data collected has now been analysed and will be used by Rolls-Royce to develop thrusters that are even better suited to operating

in ice and by DNV to further develop their ice class rules.

Products for ice

Rolls-Royce propulsors for ice form two categories. Those designed specifically for ice operation; ARC azimuth thrusters, TT Polar tunnel thrusters and propellers, and those designed for normal operations, with ice strengthening and delivered with a lower power rating. ARC series azimuth thrusters are made in four sizes covering powers 3.5MW to 9.0MW, with or without nozzles. They are a variation on the popular US series and have been delivered with ice class up to PC3. A notable early reference was the two icebreaker/offshore vessels Nordica and Fennica, each equipped with two US ARC1 thrusters (2x7.5MW) with nozzles and which operate in the Baltic. Built in 1993, they operate as icebreakers in the winter and as offshore support vessels in summer. This year the contract was secured to supply the integrated propulsion system with two US ARC0.8 thrusters for the new icebreaker FF Kronsprins Haakon now building at Fincantieri for the Norwegian Institute of Marine Research. The vessel was also designed by Rolls-Royce. A new addition to the product range is the TT Polar tunnel thruster. Baltic ice class rules do not require ice strengthening of a tunnel thruster’s prop or gearhousing, as the tunnel is part of the hull and therefore ice

ABOVE: Icebreaking provides a large number of technical challenges.

BELOW: Trials were undertaken with crew of the Triton vessel.

strengthened. The POLAR units are designed for all ice requirements, with a thicker tunnel wall supported by ribs, and reinforced mounting for the thruster unit which itself has a strengthened transmission line. Four sizes will be available and the first example, a TT POLAR 2000, is scheduled for delivery this year. The permanent magnet TT also meets DNV Ice1A. Azipull thrusters with their pulling propellers are popular for propelling offshore supply vessels, ferries, cargo ships and specialised vessels, all of which may need some type of ice class, typically the various Baltic notations. To achieve this, the thrusters are downrated. The smallest AZP85, have been supplied with ICE C class and a rating of 1,600kW at 1,800 input rpm. More than 100 AZP100 Azipull have been sold with the same class and ratings of 2,000-2,500kW. AZP120 thrusters have been supplied in quantity for all Baltic notations – C, 1C, 1B, 1A and1A*and a rating of 2,400kW at 1,000rpm in the highest ice class. Two examples of the largest AZP150 Azipull have been supplied, with a 4,600kW power rating. RW 31


The latest offshore knuckleboom crane is equipped with fibre rope, significantly improving lifting performance at depth


n offshore knuckleboom crane that uses fibre rope is the latest to be introduced by Rolls-Royce. Two sizes are available, rated at 150 tonnes and 250 tonnes. The new cranes combine the company’s field-proven expertise in equipment that uses braided fibre rope for deepwater offshore operations, with its offshore crane and control systems technology. Compared to cranes of similar type using steel wire, the 250-tonne fibre rope crane (FRC) working at water depths greater than 2,400m can do the same work as a 400-tonne crane equipped with wire rope. The reason for this is that the braided fibre rope has virtually zero weight in water, so the length of rope deployed does not affect the crane’s useful lifting capacity. This is not the case with wire rope, as the useful lifting capacity decreases with depth because of the extra weight of the heavy steel wire rope itself. “To illustrate the scale difference, a 250-tonne fibre rope crane can install 250-tonne modules in 4,000m, whereas a 400-tonne crane equipped with wire rope is limited

Working better deeper

to installing 250-tonne modules in 2,400m,” says Bjørn Gerde, General Manager, Subsea. “This means smaller cranes and therefore potentially smaller vessels can be used to do the same work.”

Less weight

Reducing the size of crane for a given deepwater work capacity has a number of side benefits, not least lower procurement costs and crane weight. This in turns places less demand on ship stability, leading to a more comfortable ship or one that can safely continue working as the weather worsens. The 250-tonne crane handles 250 tonnes at 17m outreach, has a 35m lifting height and works to 4,000m, while the auxiliary boom is equipped with a high-performance active heave compensated wire winch for 50-tonne loads and 3,000m depth. A sound insulated state-of-the-art cabin houses the operator’s chair with redundant touch screens, camera monitors, a writing desk and a co-pilot chair. Heating and air conditioning allows the operator to work comfortably and efficiently in all climates. Fibre rope handling is taken care of below deck, in a compact

Dual draglink cranes for smaller loads

ABOVE: The 150-tonne knuckleboom crane showing the fibre rope CTCU unit that is installed below deck.


LEFT: The DDC50 dual-draglink deck-mounted crane provides increased lifting height and efficient vertical and horizontal load handling.

system using the field-proven Rolls-Royce cable traction control unit (CTCU), which assures reliable and predictable rope spooling and storage in all conditions.

Simple splicing

The proven CTCU system has unique benefits for the vessel owners and operators. Unlike its wire counterpart, braided fibre rope can easily have new sections spliced in if part of it is damaged or abraded. For a wire rope, the complete wire must normally be replaced even when a small section is damaged. The CTCU is designed to accommodate the increased local rope diameter at the splices. Splicing can normally be carried out on board in a few hours. RW

For lighter loads, Rolls-Royce supplies a range of dual-draglink deck-mounted cranes. The parallelogram linkage formed by the boom and two links allows the hook to be positioned anywhere in a much larger working envelope than alternative layouts. This means increased lifting height and efficient vertical and horizontal load handling. Currently, two sizes are available, capable of handling 35 and 50-tonne loads. The largest model can also be arranged for heavy lifts with capacity up to 75 tonnes for handling cargo on deck and in port. State-of-the-art active heave compensation (AHC) uses hydraulics to control the position of the winch and so compensate for vessel movement. This feature minimises the amount of time the winch spends cycling and so reduces cable degradation. A rail-mounted version is available for handling deck loads of up to 10 tonnes on PSVs and is mounted on the vessel cargo rails. They can load, move and unload cargo safely and efficiently over the whole length and breadth of the working deck.

FIND OUT MORE [email protected] 33



Rolls-Royce originally had a service centre in Shanghai, which was later joined by similar facilities in Dalian and Hong Kong. The latest site is in Guangzhou.


Rolls-Royce has been present in China’s marine industry since the 1990s, supporting shipyards, ship operators and port authorities. Now it is continuing to grow the services offered to customers from four service locations along the coast


he need to provide immediate and responsive services to support shipyards building ships equipped with Rolls-Royce products and routine maintenance or overhauls for the growing number of ships owned by local operators, has resulted in continued expansion of the Rolls-Royce service capability in China. From a service centre in Shanghai, other service locations have been established in Dalian and Hong Kong, and three years ago a service workshop in Guangzhou opened to support activities in the Pearl River delta area. “In today’s challenging market, we are focused on better understanding our customers’ needs and working with them to find the right service solutions,” says Martin Cunningham, VP Service Delivery Asia Pacific and Middle East. “To better service our broad product range, we have made, and are continuing to make, significant investment in training our service engineers at our European product centres. We are committed to ensuring our teams have the skills and competencies in country that our customers need, especially in China, where we have a high volume of commissioning work across our product and systems portfolio. “With our colleagues at MTU we also have a programme of


cross-training service engineers to provide a more flexible and reactive resource. Hong Kong is one of the first locations in the region where we see this as being a real benefit for our customers. Having the right skills ensures we can respond quickly and cost-effectively to those requests where more than one of our products needs servicing. We continue to demonstrate that we can cost-effectively overhaul our products to very tight deadlines and so shorten drydocking times.”

of our Shanghai facility. We are also close to the shipyards and have a supportive relationship with them. Ongoing product training is key. In China, our goal is to provide a highly qualified and agile team of engineers who can move with the demand, with Shanghai as the hub.


Shanghai – Regional service centre

Benson Chen, Regional Service Manager, explains: The Shanghai service centre acts as the central hub for the Greater China marine services business, housing not only a workshop and a number of factory-trained service engineers, but also the in-country operational and administration team. Our operations across China are designed to give us the flexibility to carry out a wide variety of work on Rolls-Royce products now operating in Asia We carry out upgrades as well as overhauling the full range of Rolls-Royce equipment including azimuth thrusters, CP propellers and tunnel thrusters. To serve our customers better, we hold seminars

ABOVE: A number of factory-trained service engineers are on hand at the Rolls-Royce sites across China to support customers.

and workshops, so we can effectively deliver future maintenance needs. Investing in planning can have a great impact on costs and time saved. When certain skills are in great demand we can pull in resources from our other China service sites as well as our wider regional and global network and, increasingly in the future, also from MTU. We work collaboratively on customer issues. Most of our customers’ corporate offices are located within 50 miles

Chi Xun, Service Coordinator, explains: Located close to the shipyards, a team of product centretrained engineers work in close cooperation with key customers. The team is very experienced, with field and workshop capabilities across the full marine product range, concentrated mainly on propulsion. We are creating a deck machinery support cell, to ensure we have the right repair and overhaul capabilities for a very responsive level of service. Our engineer team is mobile and can travel to where customers are overhauling or drydocking vessels.

Hong Kong

Timothy Lau, Service Sales Manager, explains: Our facility is home to Rolls-Royce and MTU teams servicing customers operating in and around Hong Kong. It is close to the major shipyards and

the waterfront, where our engineers can be on site quickly to deal with any unplanned maintenance on visiting vessels. We regularly service products from Z-drives, CPPs and waterjets to control systems and steering gear. As a large number of fast ferries operating in Hong Kong are powered by Kamewa waterjets and MTU diesels, our engineers work together to offer a cohesive customer service.


Andy Wu, Service Sales Manager, explains: Our service centre in Guangzhou comprises a 700m² workshop and a team of service engineers and

ABOVE: The thriving maritime centre of Hong Kong is home to countless vessels relying on Rolls-Royce technology and so it was important to have a local service facility.

technicians. We maintain a close relationship with our customers operating in South China. By having a deep understanding of each customer’s needs, this allows us to plan effectively to meet them. We have extended efforts to store spare parts locally, so improving our responsiveness and delivery times. We have also developed a Bergen engine component exchange programme specifically for customers in the Guangzhou area, whereby we store a pool of Bergen engine components and provide a cost and time efficient exchange solution to benefit customers. AR FIND OUT MORE martin.cunningham @rolls-royce.com 35





he well intervention and diving support vessel Seawell, owned by Helix Energy Solutions Group and operated by Helix Well Ops (UK), is a pioneer in the well intervention industry and first entered service in the North Sea shortly after commissioning in 1987. This Helix Energy Solutions workhorse recently underwent a major refit at Damen Shiprepair Vlissingen in The Netherlands, with Rolls-Royce playing a key role. The work was carried out in Damen Shiprepair’s covered drydock, which is equipped with a 300-tonne overhead crane. The vessel’s statutory docking was also undertaken at the same time. The extensive refit of the 4,615dwt vessel, which is 111.41m long, included replacing the six original 36

When the pioneering well intervention vessel Seawell went into drydock earlier this year for planned maintenance, the opportunity was taken to replace the existing generator sets with Bergen C25:33L diesel units

ABOVE: Seawell at the dock in Aberdeen after completion of the upgrading.

diesel generator sets with six Bergen C25:33L8ACD generator sets, rated at 2,560kW to provide a total of 14,742kW electrical power, a little more than the earlier arrangement. The Bergen C-series engines are power dense, modularised and simple to maintain. In addition, they have a competitive fuel consumption of 182g/kWh. The Rolls-Royce azimuth thrusters that provide the

vessel’s dynamic positioning capability were also scheduled for overhaul and were removed and sent to the Rolls-Royce service workshop in Pernis, Rotterdam, for the work to be done. Other work undertaken by the yard included upgrading the control system to DP3, with all ship systems having a high level of redundancy, further enhancing the performance of this dependable vessel. This level of performance ensures crew safety and the safety of subsea wells being serviced in challenging weather conditions. “The replacement of the original diesel sets was a challenge due to the lack of space,” explains Ronny Ellertsen, who was contract manager at Bergen Engines for this upgrade. “The Bergen engines are very compact for their power, but there was very little headroom, so the engines had to be partially disassembled to get them into the updated engine compartments. The Bergen C25:33L8ACD gensets were then rebuilt and installed with new foundations.” A new intervention derrick, hull reinforcements and other pieces of new intervention equipment were installed throughout the vessel. Seawell’s lifeboats were also upgraded to comply with new North Sea performance standards. Crew accommodation was also improved to enhance the work and living environment for Seawell’s 120 crew members. Seawell has one of the world’s most extensive track records for well intervention operations. It includes saturation diving and riser-based and riserless well intervention work. In 1996, Seawell performed what is thought to be the first-ever installation of a replacement subsea tree from a dynamically positioned monohull vessel anywhere in the world. And in 1998, the Seawell completed the world’s first ever wireline intervention on a horizontal subsea tree, on Amoco Exploration’s Arkwright Field in the North Sea. Since starting work more than 20 years ago, Seawell has entered more than 650 wells and decommissioned more

TOP: The vessel’s three azimuth thrusters were overhauled and refitted as part of the overhaul. ABOVE: Compact Bergen C series generator sets are available for powers from 1,920 to 3,000kW.

than 150 live and suspended wells and 15 subsea fields. This upgrading of key vessel systems makes the Seawell a much more comfortable place to live and work. Providing well intervention services from a vessel is more cost effective than using a rig. Therefore, with the offshore industry looking to reduce costs to cope with the lower oil price, more well intervention activities could well move to be undertaken from vessels in the North Sea in the future. AR 37



frica has continued to attract offshore investment despite the fall in oil and gas prices that has impacted offshore energy projects. “We are seeing an increase in offshore activity on Africa’s west coast, in the Gulf of Guinea, and we are also seeing more operations north of Namibia from Angola to Cameroon,” says Jim Roberts, Vice President Marine Service Delivery (Europe & Africa). According to Roberts, the exploration and development of Africa’s natural resources is beginning to see the emergence of a shipping industry outside that already established in South Africa. Ivory Coast, Nigeria and Namibia have established a growing repair capacity, giving shipowners more docking and service options, he says. To meet market demand, Rolls-Royce has increased its investment with service workshops in Namibia and Ivory Coast. The co-operation agreement with the Gran Canaria-based Astican Shipyard (see page 6) is indicative of the company’s commitment to serving customers with operations offshore West Africa. “It enhances our service capabilities, providing invaluable support for units that require larger drydock capacity and deepwater berths, as well as supporting the fleet,” says Roberts. A similar agreement was signed in 2014 with the Carena Ship Repair in Abidjan, Ivory Coast, where Rolls-Royce provides an enhanced repair capability. Rolls-Royce Cote d’Ivoire SARL has expanded its presence with the recruitment of


Rolls-Royce service centres are now located at key ports along West Africa’s coast to maintain the growing number of Rolls-Royce equipped vessels operating there engineers with the aim to service all of the company’s commercial marine products, including controls and automation, propulsion, engines and deck machinery, both in the Carena yard and in the wider Gulf of Guinea region. In 2011 Rolls Royce established its first service workshop in Africa, following the signing of an agreement with Elgin Brown & Hamer (EBH) Namibia, in Walvis Bay the previous year. The location is a key port for merchant shipping and vessels supporting the offshore industry, and is now firmly established as a regional hub for ship repair, which makes it an ideal location for Rolls-Royce support. “We helped the yard upgrade its 1,800m² workshop into a modern service centre for the repair of Rolls-Royce deck machinery, engines, propulsion, automation and control systems,” says Roberts. “We are seeing a substantial increase in activity, with some

customers requesting that we store and repair their spare assets in country.” EBH Namibia is also taking on more commercial ship repair work following the recent commissioning of its third dock, the only privately-owned Panamax-size floating dock in western Africa. In June this year, the gates to Namdock 3 opened to accommodate Navigation Maritime’s Bold Voyager, marking a significant milestone not only for the yard, but also for Namibia as a country capable of servicing the international shipping market. Rolls-Royce has recruited engineers in every African location to meet demand. Following an agreement with MTU, service engineers are also now based in the MTU/Rolls-Royce service centre in Cape Town, South Africa to meet an increasing workload. Justin Russell, Business Development Manager – Marine Services Europe & Africa, says: “Having engineers based in South Africa gives us access not only to the extensive South African port network but good access to the rest of the continent via the excellent transport and administrative infrastructure.” PW

Global services network HEADQUARTERS MARINE 62 Buckingham Gate, London, SW1E 6AT, UK Tel: +44 207 222 9020 Fax: +44 207 227 9186

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LEFT: Rolls-Royce has increased its investment in Africa with service workshops in Namibia and Ivory Coast, along with the service centre in South Africa.

Training Centre P.O.Box 1522, N-6025 Ålesund Tel: +47 70 235 100 Fax: +47 70 10 37 01


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