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Issue 12 2007


Green technology addresses key concerns.


Four regional centres get major enhancements.

INNOVATIVE SUBMARINE SUPPORT Groundbreaking contract targets availability, innovation and sustainability.

In-depth Issue 12

Contents (© Commonwealth of Australia)

Page 22-23

Propelling next generation patrol craft.

Pages 18-19

Page 32-33

Fair wind for systems solutions.

Punctuality is a competitive strength.

© Crown Copyright

Pages 10-11

NAVAL AUXILIARIES CAPTURE COMMERCIAL COST BASE The donor vessel design is a 2,500TEU containership that is transformed into a Naval Auxiliary in the final build phase.

Pages 20

POWERFUL OFFSHORE VESSEL WORKS IN ULTRA DEEP WATERS Far Sapphire, the result of close collaboration between Farstad Shipping and Rolls-Royce incorporates the latest thinking on low resistance hull forms, efficient propulsion, safe and effective handling of heavy anchors and moorings in ultra-deep waters.

Issue 12 2007


Green technology addresses key concerns.


Four regional centres get major enhancements.

INNOVATIVE SUBMARINE SUPPORT Groundbreaking contract targets availability, innovation and sustainability.

1 2-5

Viewpoint - John Paterson NEWS

Recent news and future events


6-9 10-11 12 13 14

Green technology addresses long and short term solutions Naval Auxiliary captures commercial cost base Refinements make cruising smoother High-skew propellers deliver speed and low noise Fish tankers ferry farmed livestock


15 16-17 18-19 20 21 22-23 24 25 26-27

Engine health monitoring set to bring real results Punctuality is a competitive strength Daring excels in sea trials Powerful offshore vessel works in ultra-deep waters Safer offshore deck system proves popular Propelling next generation patrol craft No limit for fast yachts Fair wind for systems solutions Customer profile - Grandi Navi Veloci


28-29 30-31 32-33 34 35 34 36-37

Partnering for success Singapore centre offers one-stop service Services expanded in India and the USA New blades reduce vibration and fuel costs Alignment guaranteed New blades for old Contacts

Front cover: Fram, the first cruise vessel to be propelled by Rolls-Royce Azipull thrusters, is seen here in a Greenland coast setting. (see pages 6-9). Image courtesy of Hurtigruten/Thomas Mauch.

IN-DEPTH ISSUE 12 2007 Statements made and opinions expressed do not necessarily reflect those of the publishers. All images © 2007 Rolls-Royce plc unless otherwise stated. Company No. 1305027 © Rolls-Royce plc. The information contained in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party for any purpose other than for which it is supplied without the express written authority of Rolls-Royce plc. Whilst this 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 companies.

EDITORS: Arnfinn Ingjerd | Andrew Rice DESIGNED AND PRODUCED BY: Colin Higham | Nigel Allen Marine Marketing Services - Printed in the UK If your details have changed or if you wish to receive a regular complimentary copy of In-depth please email us at

VI E WPOIN T Environmental issues are at the forefront of any responsible company’s agenda at the moment and Rolls-Royce is no exception.


n the Marine sector, we are carrying out research in many areas to reduce environmental impact such as ships’ exhaust gases, leakages and marine oil spills. Inside you can read a special report on how we are tackling ‘green’ issues. Our approach is very much one of using our scientific and technical knowledge to meet these kinds of challenges head on – and we are well placed to do this. Sometimes this can be straightforward. Let’s take the humble propeller as an example. For one of our customers this has meant re-blading the propellers on a cruise ship. This created a 14 per cent efficiency gain which led to hundreds of tonnes of fuel being saved – along with a helpful reduction in CO2 and other exhaust emissions. Even though propellers are a mature technology it does not mean there is no room for us to improve them. At other times, the solution requires applied technology like our Azipull thrusters. The very first of our customers who operated this propulsion system on an offshore vessel has reported a staggering drop of 1,700 tonnes of CO2 emissions with 34 tonnes of NOx also being eliminated over a year’s operations. Both of these customers have not only helped the environment, they have also saved themselves money in reduced fuel costs. If that is not a win-win I don’t know what is. In the last issue of In-depth I highlighted this in relation to our Bergen gas engines. Progress is continuing. Lutz Liebenberg, Director of technology and development for Rolls-Royce Bergen engines comments, “LNG as a fuel, has been slow in coming to the marine world, mainly due to the lack of distribution facilities, but is now making progress. For example, Rolls-Royce now has 16 of its fourth-generation gas engines in marine propulsion service powering a group of ferries that provide key road transport connections on the west coast of Norway. NOx emissions from vessels are now taxed in Norway, so there is financial as well as environmental benefit.” In the offshore sector we are pioneering a new generation of ‘Clean Design’ vessels. These UT-Design

ships embody our latest thinking in areas such as low resistance hulls, more efficient propulsion systems (for example the Azipull I mentioned earlier) and an improved ability to handle heavy anchors and moorings in very deep water. You can read about these developments in an article about a ‘Clean Design’ UT vessel operated by our customer Farstad. Away from environmental matters we are ramping up our services offering in response to demands from our customers. You can read about how we are growing this side of our business in Singapore, India and the Americas. Continuing the service theme, and moving into the naval market we have broken new ground in how we support the customer. Last summer, Rolls-Royce signed an innovative 10year contract with the UK Ministry of Defence worth £1 billion to help keep Royal Navy submarines at sea. Rolls-Royce and the UK Ministry of Defence have formed a joint team setting agreed service levels. Both parties will share any savings made through improved business efficiency and effectiveness. That is the position we want to be in where our technology is backed by greater levels of support for all our customers – and this is something I am committed to delivering. JOHN PATERSON President Marine



In-depth Issue 12

EVENTS Visit us at the following shows


Carrier go ahead provides another new product platform


28-30 Work Boat Show, New Orleans, USA. 27-30 Marintec, Shanghai, China.


4-8 LIMA, Langkawi, Malaysia.

2008 January

15-17 SNA, Virginia, USA. 29-31 Pacific 2008, Sydney, Australia.


16-19 DEFEXPO, New Delhi, India


12-13 Marine Propulsion Conference, London, England. 18-20 Navy League, Washington, USA. 11-13 Seatrade, Miami, USA.


1-3 INEC, Hamburg, Germany. 9-11 Sea Japan, Tokyo, Japan. 28-30 ME Workboats, Abu Dhabi, UAE.

A range of Rolls-Royce equipment has been down selected for the two new carriers (Images courtesy of Thales).

For further information contact: Naval and submarines: Donna Wightman Merchant and offshore: Gunilla Wall

In late July the UK government approved the Main Gate decision for the procurement of two Future Aircraft Carriers (CVFs) that will be built by the Aircraft Carrier Alliance (ACA), involving BAE Systems, VT Group, Babcock, and Thales. The ACA has been formed to streamline the way UK industry manufactures naval vessels with the building of the carriers heavily incentivised to drive out cost. Rolls-Royce has been supporting the Alliance throughout the design phase and has been selected by Thales, the power and propulsion (P&P) provider within the ACA, as a preferred partner for propulsion and systems integration elements of the two ships. A range of Rolls-Royce equipment has been downselected, the MT30 gas turbine, LV electrical systems, propellers and shaftline, steering gear and

stabilisers. To be named Queen Elizabeth and Prince of Wales, the carriers will be the largest ships ever sailed by the Royal Navy at 284m long with a displacement of over 65,000t. Steel for the first of class will be cut at the Babcock facility in Rosyth, Scotland in August 2008, where the bow of the ship, known as Block 1 will be built. BAE Systems yards at Barrow and Govan will build the aft Blocks 3 and 4, with VT Group in Portsmouth building Block 2. The scheduled in service date is between 2014 and 2016.


Support services Azipulls enhanced with propel first Seaworthy cruise ship Main acquisition engines pass genset inclination tests Rolls-Royce has acquired Seaworthy Systems Inc. a U.S.based naval architecture and engineering organisation as part of its strategy to improve marine support services. Seaworthy Systems Inc., based in Connecticut, with offices in New Jersey, Virginia and California, has provided expertise to the U.S. Navy and Coastguard for more than 30 years. It is involved in ship design; operations and logistics; onboard equipment maintenance; powerplant and energy efficiency analysis; and automated equipment maintenance management software. Its work will now be part of a TotalCareTM service Rolls-Royce is developing for naval customers – offering long-term guaranteed power availability and complete propulsion plant support for a range of vessels. Pat Marolda, Rolls-Royce President – Naval, said: “We are developing a TotalCare service to provide ever-improving operational support for our naval customers. Seaworthy has a proven record of delivering similar contracts which will help us reach our goal.’’ Seaworthy Systems Inc. which employs 58 people, has also worked with the U.S. National Oceanic and Atmospheric Administration, the Department of Transportation’s Maritime Administration (MARAD), Military Sealift Command (MSC), and commercial shipowners.

Chinese dredger propulsion system China’s largest dredging specialist has come to Rolls-Royce for an expanded package of propulsion equipment for its latest vessel, following good experience with the propellers and bow thrusters supplied to its previous hopper dredger, Wanquingsha, at 10,000m3 capacity the biggest in the Guangzhou Dredging Co’s 80-vessel fleet. This time, the supply will also include the two main engines as well as the CP propellers, reduction gears and bow thrusters. Bergen B32:40V16P engines have been specified. Rapid economic growth in China has created a huge demand for dredging services to create new ports and channels, as well as reclaiming coastline and maintaining existing harbours and waterways.

Fram, the front cover subject for this issue of In-depth, is owned by Norway’s Hurtigruten ASA and has completed its first season of cruising the Greenland coast, followed by a voyage to the southern hemisphere. The 12,700gt vessel has the distinction of being the first cruise ship to specify Rolls-Royce Azipull thrusters for main propulsion, and the installation has proved very successful, Fram’s captain reporting that manoeuvrability is very good and vibration levels exceptionally low. Two Azipull AZP120 thrusters with pulling propellers provide propulsion and steering. Each has a rated input power of 2,310kW supplied by a fourengine diesel electric system. Because of the operating area, the thrusters have Lloyd’s Register ice class 1A notation. The Hurtigruten service was originally set up to provide a freight and passenger lifeline linking towns and villages along the Norwegian coast. The modern fleet still offers a daily departure from Bergen for an 11-day round trip to Kirkenes, which not only fulfils the original role but has also become a popular holiday cruise, attracting people from all over the world. The summer cruises in Greenland are a broadening of Hurtigruten’s business into Explorer cruising, and Fram’s size, design and interior, with eight decks, 139 cabins and high standard of passenger facilities reflect this. (Image courtesy of Hurtigruten/Thomas Mauch)

As part of the demand from Norwegian Maritime Directorate (NMD), all emergency generator sets on mobile offshore drilling units need to be tested in full scale at 25 degrees inclination, demonstrating that the engine can be started and stopped at the stipulated inclination, and perform at 100 per cent load for the required time period. Rolls-Royce has successfully completed this procedure for the Bergen B32:40V series, which in the 12-cylinder generator set form weighs nearly 100 tonnes. The team designed the necessary foundation and support skid on which the genset was set up in one of the two new testbeds at the factory in Bergen. The successful test programme was attended by representatives from the owner, the Norwegian Maritime Directorate and classification societies DNV and ABS. The certification of the B32:40V series for use as emergency gensets has a great value in coming projects demanding the same feature. Having the main engine also prepared for emergency use allows the end users to eliminate the dedicated emergency genset(s) saving not only money, but also space and weight which is critical on a drilling rig.


In-depth Issue 12

40-knot ferry enters Hawaii service A large catamaran fast ferry linking Hawaiian islands has now entered service, propelled by Rolls-Royce waterjets giving the 107m-long vessel a speed of 40 knots. Alakai is the first of two sisters built at Austal’s yard in Mobile, Alabama, USA, and can carry up to 866 passengers and 282 cars or a mix of trucks and cars. The second ferry is due to begin operating in 2009. Hawaii Superferry’s new catamarans are based on the aluminium fast ferry technology originally developed by Austal in Western Australia. The US yard has built up its design and production competence to tackle these very large vessels and win contracts for two 127m-long trimaran littoral combat ships (LCS) for the US Navy, also propelled by Rolls-Royce waterjets. Alakai’s catamaran layout was chosen after an evaluation of the ocean weather and sea states between the Hawaiian islands. Four medium speed diesel engines each rated at 8,200kW are coupled to four type 125SII waterjets, and gave 42.5 knots on sea trials. Prior to the new vessel’s arrival, aircraft were the only passenger link among the islands.

Trinity House tender completes trio

Sailing out of history Swedish Eastindiaman Göthenburg is a reconstruction of the eighteenth century vessel of the same name. This type of ship served the trade route between Sweden and the Far East and the original vessel ran aground and sank within sight of its home port at the end of a voyage. The new ship was built, to a high standard of faithfulness in terms of design and material, in Göthenburg and recently successfully completed a 20-month voyage to Australia, China and back. Since modern reconstructions have to comply with today’s safety regulations and have schedules to keep, Göthenburg has auxiliary diesel propulsion. Rolls-Royce supported the project from an early stage, designing and supplying the propellers and shaftlines. The twin propellers are a special design with full-feathering as well as controllable pitch. Under power, or motorsailing in light winds, they provide propulsion in normal CP propeller fashion. When the wind serves, the engines are shut down and the propellers feathered so that the blades are in line with the local water flow, minimising drag. The Rolls-Royce system did all that was required of it during the long voyage, trouble-free. The photograph shows Göthenburg in London’s Docklands, visiting on its way home from the Far East.

Trinity House in the UK has taken delivery of its new multifunctional tender from the Polish building yard Remontowa. Galatea will maintain aids to navigation around the coastline of England, Wales and the Channel Islands, and will also undertake other tasks such as buoy deployment, wreck location marking and towing. The 82.4m-long vessel has two US205 FP azimuth thrusters with electric steering for main propulsion, assisted by two TT1850 tunnel thrusters. Rolls-Royce also provided the passive tank roll-reduction system. Galatea replaces THV Mermaid and completes the General Lighthouse Authorities’ current investment programme in new vessels which earlier saw the construction of Alert for Trinity House and Pharos for the Northern Lighthouse Board.

New gearboxes Rolls-Royce marine reduction gearboxes have built up an established reputation for robustness, reliability and low life cycle costs. Now a new range has been developed which will be progressively phased in from 2008. The successful basic single-input single-output technology is retained, with built in clutch and thrustblock and a variety of power take-offs that enable large shaft generators to be driven, and electric motors to feed power in for get-you-home propulsion or as part of a hybrid propulsion system. Design changes are mainly in the direction of increased stiffness and more modular construction. The attraction for customers is that the new range both complements and supplements the existing one. Following an extensive analysis, the power, torque and shaft offsets of the new sizes correspond to current and anticipated market demands in terms of engine power and speed, and propeller revs for a wide variety of offshore, merchant and fishing vessels. The new gearboxes will be type numbered after shaft offset in millimetres, whether vertical or horizontal to port or starboard. First to be introduced will be the size 550, followed by the 950, 1050, 850 and 650. Three of the older sizes will be retained, to give a range covering torques from 90 to 1,200kNm. Large reduction ratios are inherent in the design, allowing for all the popular medium speed engines and permitting low efficient propeller speeds to the extent that the hull lines allow. Most of these reduction gears will be supplied as part of integrated propulsion systems with shaft lines and CP propellers.

Varied workload for new Chile office

Artist’s impression of the UT 512 L coastguard vessel for Iceland now under construction in Chile.

“As part of the strategy to strengthen our position in South America, Rolls-Royce is presently building up a regional network from Chile, supporting the Spanish-speaking countries,” says Kenneth Jofs, Regional Director South America. Maersk Offshore is building two UT 745 LCD vessels to Rolls-Royce design at the Asenav Shipyard in Valdivia in Chile. The Icelandic Coastguard has ordered a patrol vessel from the Asmar yard in Talcahuano using a Rolls-Royce UT512L design and equipment package. The same yard is also building an 84m-long factory trawler to the Rolls-Royce NVC 355 design for the fishing company Hvalnes in the Faeroe Islands. The Rolls-Royce Chile office opened at the beginning of 2007 is supporting these contracts. It is also handling orders for thrusters for the Chilean tug owners SAAM and Ultratug. Their new tugs are being built in China and Chile. “South American customers are very interested in our ability to provide integrated design and system solutions,” Mr Jofs says. “ We are presently working on several similar offshore and merchant projects in the Spanish-speaking countries in the region.

“The design and system solution concept from Rolls-Royce is very suitable for South America, where many of the shipyards have limited technical resources. By adopting Rolls-Royce solutions they can provide their customers with a significantly higher level of technology than they could manage on their own”. Rolls-Royce is now providing service and parts sales support in Chile and one of the most important areas for after sales support in South America is naval vessels. Apart from conventional marine equipment installed in their vessels, the navies of Argentina, Brazil and Chile are significant users of Rolls-Royce gas turbines. Soon there will be 70 marine turbines in the region – Olympus, Tyne and Spey types.

Propulsion conference will address today’s operational challenges Rolls-Royce is the lead sponsor of the Marine Propulsion conference being held in London, 13 & 14 March 2008 that will target the real issues and challenges currently facing ship operators. Seven sessions over the two days will bring together many leaders in their respective fields. Confirmed speakers include: Vice President of OSG Ship Management and Head of the OSG Worldwide Technical Group, Chris Flanagan; Technical Manager, Reederei Blue Star, Nick Topham; INTERTANKO Technical Director, Dragos Rauta; and Ass Prof Lars M Nerheim, Faculty of engineering/Thermal machinery,

University College of Bergen, Norway. One of the key operational challenges facing ship operators today is environmental control, and so this is the theme of the opening session. Topics for other sessions range from crewing and fuel costs to alternative propulsion options. A total of 24 papers will be presented. For full details please go to:


Syncrolift for Vietnam After a break of nearly 40 years, when four small Syncrolift® shiplifts were installed in the country during the late 1960s, a new shiplift has been commissioned at a Vietnamese Ministry of Defence shipyard. Located at Song Thu, Danang, the 1,650tonne capacity Syncrolift is 60m long, 18m wide and uses ten 210-tonne hoists. A single level side transfer system provides access to the shore berths where vessels will be built and repaired. A Syncrolift is one of the safest and quickest methods of drydocking ships. Each system incorporates the simple-to-operate ATLAS dockmaster load measuring system that provides vital data on the vessel being docked. It displays and records the weight distribution on the platform and total displacement. Other readings determine the load distribution profile of the vessel and its longitudinal and transverse centres of gravity. Rolls-Royce is also supplying a second unit, of similar size and capacity, for the Vietnamese Ministry of Defence shipyard 189, at Hia Phong. It is scheduled for completion in 2009. Syncrolift installations around the world have now topped 230 with the commissioning of the latest unit at Song Thu, Vietnam.

green 6

In-depth Issue 12


technology addresses long and short term solutions

Magnar Førde

Rolls-Royce is carrying out research on many fronts to reduce the environmental impact of exhaust gases, oil leakage and marine oil spills.


olls-Royce recognises its responsibility in helping to reduce the impact of human activities on climate. On the marine side its strategy and tactics are divided into three main areas: reducing emission of CO2 and other exhaust gases, reducing the risk of oil leakage polluting the sea, and providing ship solutions to prevent or clean up marine oil spills. Exhaust emissions represent the greatest threat to the air environment from ships, and Rolls-Royce is involved in many activities and developments to reduce these. The political and media debate about the environment often overlooks an important factor: that shipping is a reaction industry. Expressed in tonne-kilometres, a high percentage of world trade goes by sea, whether it be raw materials or finished products. Buoyant world trade and globalisation have increased seaborne trade, by 80 per cent between 1988 and 2004, with a corresponding increase emissions from shipping. Although transport accounts for about 13 per cent of global greenhouse gases, international shipping is responsible for only about 8 per cent of that percentage. Because sea transport of fuel, raw materials and consumer goods over long distances is increasing, the shipping industry will have to run very hard in terms of increased efficiency merely to stand still in terms of total exhaust emissions, even though it is already very efficient when measured in emissions per tonne-kilometre of freight transported. “The technology exists to make ships more energy efficient and to reduce emissions, but in an international context it may be hard to introduce,” observes Magnar Førde, business development manager. “International rules take years to formulate and even longer to ratify. In the meanwhile a shipowner who spends money on emission reduction measures above a legal minimum may occupy

the moral high ground, but be at a running cost disadvantage relative to a minimum cost competitor. In harbour and on coastal and shortsea routes national politics can have a quicker influence. ‘Cold-ironing’ – supplying shore power to vessels in port – for example reduces local ship-generated emissions, but the final result depends on the power generation solution available ashore. Moving traffic from road to sea can be a winner in many regions, increasing marine emissions somewhat but saving much more overall”. There are long and short term solutions at a number of different levels. Some of these require changes in infrastructure and the way business is done. As a generalisation, speed at sea costs money. For most types of ship, reducing service speed by a few knots produces a disproportionately large saving in power and fuel consumption, hence a substantial reduction in CO2 emissions, but has implications for the time goods are in transit. For a given trade there is a balance between acceptable transit time, fuel price, ship speed, port efficiency and number of vessels required. If a new preferred service speed emerges, then the marine industry can ensure that it offers the

best vessel designs and equipment to meet the changed conditions. Many vessels make long transits with a small amount of cargo compared with fully loaded capacity. A better logistic and cargo planning system could improve the cargo utilisation factor and thus reduce emissions per unit of cargo transported. At the level of the ship and its systems, Rolls-Royce is playing a major part in reducing emissions. One way is by progressive improvement in propulsion system efficiency and better understanding of propulsor/hull interactions. University Technology Centres in Norway and Sweden are at the forefront of this work that should deliver improvements in fuel consumption, stability and general performance. For a given fuel, CO2 emissions are directly related to the amount of fuel consumed so that even a one per cent improvement in propulsion efficiency translates into a substantial reduction in emissions in the course of a year. Given current high energy costs, there is also a



The Bergen range of lean burn gas engines are available for powers up to 8.7MW.

direct financial incentive to make use of the efficiency improvements as they become available. Marine propellers have been the subject of continuous development for about 200 years. Yet it is still possible to improve propeller efficiency incrementally. Advances in technology have resulted in better ways of designing and manufacturing propeller blades, increasing efficiency and reducing noise and vibration. The new CP-A propeller hub is a typical example. Since propeller blades are designed to suit the specific vessel, new deliveries automatically incorporate the latest improvements. For vessels in service it may well be worthwhile considering an upgrade, especially if the vessel has altered its operating profile. A recent reblading programme on the cruise ship Empress of the Seas has

confirmed fuel savings of 14 per cent in like-for-like cruising, corresponding to several hundred tonnes of fuel per year and a proportional reduction in CO2 and other exhaust emissions. The development of the Azipull thruster, with its hydrodynamically shaped underwater body and skeg and its pulling propeller, has shown that the propulsive efficiency of many types of vessels can be greatly increased, while performing the same work. Like-for-like trials on offshore vessels have demonstrated cuts of at least 16 per cent in fuel consumption. The owner of the first offshore vessel to convert to Azipull propulsion reports a reduction of about 1,700 tonnes of CO2 and 34 tonnes of NOx per year.

The newly-developed PROMAS system offers efficiency improvements for single-screw merchant vessels and several other ship types. Here an efficient CP propeller is fitted with a hub cap which smooths the water flow on to a rudder which incorporates a bulb in line with the propeller shaft and a twisted leading edge rudder profile. Recovery of swirl energy from the propeller and the elimination of hub vortices provide typically a 3-to-6 per cent improvement in efficiency compared with a conventional layout, without affecting shipyard practice or the design of the vessel. Of the available hydrocarbon fuels for marine engines, natural gas is intrinsically the cleanest. Where

Bergensfjord is one of five ferries operating in Norway, powered by Rolls-Royce gas engines.


In-depth Issue 12

Replacing conventional propellers with Azipull units in recent new buildings has improved fuel consumption by over 16 per cent when compared to conventional azimuth thrusters.

The PROMAS integrated propeller, bulb and rudder improves overall propulsive efficiency.


liquefied natural gas (LNG) is available, it is an excellent fuel and Rolls-Royce gas engines are able to take full advantage of this. “The company’s lean burn spark ignition gas engine technology was first developed in the 1990s and several hundred engines are in service in land power generation,” says Lutz Liebenberg, director of technology and development for Bergen engines. “LNG as a fuel has been slow in coming to the marine world, mainly due to the lack of distribution facilities, but is now making progress. For example, Rolls-Royce now has 16 of its fourth-generation gas engines in marine propulsion service powering a group of ferries that provide key road transport connections on the west coast of Norway. NOx emissions from vessels are now taxed in Norway, so there is a financial as well as environmental benefit in reducing it. The vessels are also a base load consumer of LNG around which a broader distribution network can be built up. These Rolls-Royce gas engines are thermally efficient, and burning LNG reduces NOX emissions by about 92 per cent, CO2 by some 23 per cent, while SOx and particulate emissions are negligable.” Bergen KR/V:G4 and B35:40 gas engines are available for powers from 1,330 to 8,800kW and as gensets have an efficiency of 46-47 per cent based on electrical output. They are now being classed for direct mechanical transmission. Although gas is attractive as a fuel, its use faces technical and practical challenges. The onboard safety regulations are only now falling into place. The insulated gas flask occupies useful volume in the ship whereas fuel oil is normally carried in spaces unusable for cargo. The biggest question is availability. Bunker quantities of LNG are only available at specific locations, although several countries such as Norway are rapidly expanding their gas infrastructure. In the near future it will have limited availability so gas as marine fuel will be in the short term

Hurtigruten Fram is the first cruise ship to be fitted with Azipull thrusters for main propulsion. The result is quiet, efficient and vibration-free operation. (Image courtesy of Hurtigruten/Thomas Mauch)

best suited to routes between fixed points rather than deep sea trades. Over the past half century deep sea vessels have become accustomed to using residual fuel. The original argument was that vessels far from land were the most economic way of burning the refinery residues. Such fuels have become unacceptable ashore, primarily because the high sulphur content. Over the years, a huge investment has been made in developing marine engines that cope with these fuels, the attraction being a price per tonne about half that of gas oil. But now the environmental argument is turning this logic on its head. The perception of ships burning heavy fuel has gone from the view they were almost doing a public service, to branding them as environmentally disastrous for the emissions they cause. To counter this, organisations such as Intertanko have called for a cessation in the use of residual fuels worldwide, thereby creating a level playing field as all ships would change to distillate fuel. This would move the sulphur problem back to the refiners process. There is currently a lively discussion in progress. Zones have been introduced in Europe and elsewhere in which only low sulphur content fuel may be used. Engine designers have to both react to, and anticipate, future fuel quality and international/regional rules. Bergen diesel engines meet current NOx regulations without off-engine clean-up systems, while research and engine development have achieved a further reduction of NOx emissions without an increase in specific fuel consumption through control of the combustion process. Engines with NOx emissions at least 20 per cent below the current IMO regulations are available with ‘Clean Design’ certificates. “There have been considerable advances in efficiency through improved propulsors and hull design together with a better understanding of hull/propulsor interactions,” says Svein Kleven, design manager in offshore ship

technology. “Improved calculation methods, verified where necessary by tank testing, mean that we can design a vessel to match the owner’s requirements with a high degree of confidence. Our R&D work has paid off with improved hull designs that reduce power requirements by more than 30 per cent.” Many of the UT-Design vessels now on order have CD notation, meaning they meet classification society requirements for minimum release of emissions to air or water. Rolls-Royce hybrid propulsion systems have been specified for a number of them. These are innovative ways of combining mechanical and eletrical transmission systems with CP propellers and thrusters that give the lowest fuel consumption, and hence CO2 emissions, in any given operating mode. They are attractive for vessels that have to spend time in tasks that require radically different amounts of propulsion and deck power. “We also recognise the need for good crew training in operating complex offshore vessels safely and without risk of environmental pollution, for example when transferring liquid and solid supplies to a rig,” adds Svein Kleven. “The simulator systems we have developed allow crews to practice operations and work out safe techniques.” “Looking to the longer term future,” reports Rune Garen, research and technology director for propulsion, “Rolls-Royce is carrying out research on many fronts to reduce environmental impacts. There are programmes for introducing equipment with higher efficiencies and waterlubricated bearings; research into lubricants from natural sources that will not cause damage if there is a leakage; investigations into propulsion systems evolved by marine mammals and fish that exhibit efficient use of energy, to name but a few.” Article by: Richard White Editorial Consultant.



In-depth Issue 12

Naval Auxiliary captures commercial cost base Technology transfer across commercial and naval applications has enabled Rolls-Royce to evolve a naval auxiliary concept that offers a third way in vessel procurement, delivering significant cost savings.

The donor vessel design is a 2,500TEU containership that is transformed into a Naval Auxiliary in the final build phase.



n naval vessel procurement, the comparatively low A CONTAINERSHIP IS WELL SUITED initial cost of commercial vessel tonnage, and the TO SUCH A CONVERSION AND CAN fact they can be designed, built, and delivered quickly to provide an immediate capability, is a process to be PROVIDE A PURPOSE-DESIGNED envied. Taking a ship from trade is one solution, but this REPLENISHMENT SHIP AT AN often leads to a minimum capability with considerable modification costs. ACCEPTABLE PRICE. The alternative of patching into the commercial To meet a deadweight of 25,000dwt, a speed of >20 supply chain seems initially attractive, but when overlaid knots and a significant aviation platform, the most with naval processes, rules and regulations, it soon appropriate starting point is a becomes a bespoke vessel proven Rolls-Royce 2,500TEU procurement, incurring the merchant vessel design. And usual escalating costs and key to the concept, it can be risks for the shipyard. designed to meet Naval Static Using merchant ship Stability - two compartment design experience, rules. Minimum adaptation Rolls-Royce has developed is required to realise the a third way; adapting replenishment ship role, suitable commercial vessel including the potential to designs at the design convert the vessel back to stage, but maintaining their its original commercial role. commercial constructability Structurally the major cell up to the latter stages bulkheads are well positioned of construction, when a for division into the fuel, lube naval upgrade programme oil, and fresh water tanks ensures the specified required for a replenishment capability. ship. Importantly, the whole With IMO MARPOL structural style works well regulations now demanding in designing a double hull that all tankers are doublearrangement for a tanker. hulled by 2010, and the fact The calculated steel weight that many navies are now of the containership is 8,147t sustaining forces a long way and for the replenishment from home, a number of ship 11,682t, a difference nations are looking to either of just 3,535t. Overall the update or replace their structural modifications are underway replenishment straightforward and quick to capability. There is a need for implement with little steel the replenishment ships of wasted on the transition. the future to keep up with On receipt into the naval the fleet and to re-supply outfitting yard conversion forces quickly when in can begin. The vessel’s position. internal tank structure would Taking ships from trade be installed but no major has advantages but also bulkheads would need a number of drawbacks, Commercial design and build practices to be moved or modified. the main one being the should reduce cost and vessel build times. The structural mid-section availability of a suitable includes the addition of donor hull. Currently, doublethe new gun whale with a hulled tankers cannot be basic level of replenishment built fast enough. New builds capability with space for additional capability to be in naval yards will be expensive. Therefore the option added if required in the future. Propulsion options include of adapting a containership design, generally suitable mechanical drive, all electric and a number of hybrid for higher speeds is a third option, as the hullform is options, designed to ensure a coherent and unified efficient as well as dynamically stable. Although MARPOL support regime throughout the life of the ship. regulations mean a double hull, a containership is well suited to such a conversion and can provide a purposeArticle by: Andrew Rice Marketing Communications Manager designed replenishment ship at an acceptable price.


In-depth Issue 12

Propeller blade in service shows no cavitation and only a small tip vortex.

Color Magic. (Image courtesy of SCANPIX NORGE, Treje Bendiksby)

Color Magic in drydock. (Image courtesy of SCANPIX NORGE, Treje Bendiksby)

Refinements make cruising even smoother Color Fantasy’s low noise and vibration characteristics exceeded expectations in service, but levels have been reduced even further on its sister ship by reshaping shaft support brackets and rudders to improve water flow.


hen it entered service in 2005 Color Fantasy was hailed as a vessel with an exceptionally low level of noise and vibration, even though the main restaurant was placed directly over the propellers. Color Fantasy was the largest cruise ship incorporating a car deck and operates on the Oslo-Kiel route. Now Color Line is starting a sister ship on the same route, and sea trials have demonstrated that Color Magic is even quieter than its sister, to the extent of about 3dB(A), a significant reduction. These 75,027gt ships have facilities to a very high standard on 16 decks and can take up to 2,925 passengers on shorter cruises. An additional 750 cars or a mix of cars and commercial vehicles can be carried. The diesel mechanical propulsion system totals 31,200kW and gives a speed of 22 knots at 90 per cent load. Rolls-Royce has worked closely with the owner and the shipyard, Aker Yards in Finland, to make these vessels a success, designing special propellers to meet a tough

set of requirements. A special hullform had been developed with a wave damping afterbody. The main challenge was that the vessels operate for about half the time in deep water and half in shallow, and manoeuvre extensively. To meet the various operating conditions the medium speed machinery and CP propellers work in different combinations, including asymmetric power division between port and starboard propellers under some conditions and running propellers at high revolutions with reduced pitch. Propeller cavitation and pressure pulses had to be minimised to keep noise and vibration within Comfort 1 class requirements, even though the propellers were exposed to the risk of suction side, pressure side and tip vortex cavitation. To develop suitable propeller blade shapes, Rolls-Royce used extensive flow calculations in the design phase,

verified by model testing. Interactions between propellers and hull were also closely studied, and the results verified by instrumented sea trials of Color Fantasy under the full range of expected operating conditions. The ship has more than met expectations in service, but it was realised when Color Magic was planned that improvements are always possible. In this case the successfull hull and propeller design has been retained with minor changes, but reshaping the shaft support brackets and rudders has improved the water flow, and enabled the already low noise and vibration levels to be reduced still further. Article by: Richard White Editorial Consultant.


High-skew propellers deliver speed and low noise Rolls-Royce controllable pitch propellers are specified for warships all over the world, the most recent to be commissioned is a new class of corvette entering service with the Indonesian Navy.


he Indonesian Navy (Tentara Nasional Indonesia Angkatan Laut – TNI-AL) recently commissioned its first SIGMA class corvette named KRI Diponegoro built in The Netherlands by shipbuilder Royal Shelde. KRI Diponegoro is the lead ship in a class of four, and the first to be built to a new design methodology known as SIGMA (Ship Integrated Geometrical Modularity Approach), which is based on the adoption, as far as practical, of commercial standards and the use of standardised hull modules. The concept is designed to provide ships that are both standardised yet flexible, offer real value for money with short delivery times. Kamewa controllable pitch propellers from Rolls-Royce have been selected to propel all the vessels. The attraction of these units is that they provide efficient propulsion over the full operating spectrum and can move from forward to reverse thrust in under 30 secs. Highly-skewed propeller blades reduce the noise signature, the hub design is hydrodynamically efficient and robust. The customer had stringent requirements for pressure pulse levels and cavitation inception speeds that were taken into account during the blade design. The Rolls-Royce contract covers twin-screw, five blade highskew CP propellers of 3,350mm dia and shaft systems with water-lubricated bearings. The hub/propeller ratio has been optimised for maximum efficiency. Manufactured from NiAI bronze, each propeller can transmit up to 8,544kW. Shaftlines for the propulsion system are also part of the supply. The shafts are of

KRI Diponegoro is the first of a class of four SIGMA corvettes to be built for the Indonesian Navy by Schelde Naval Shipbuilding. (Image courtesy of Shelde Naval Shipbuilding)

hollow bore design to meet the low system weight requirement with maximum strength. Propeller oil distribution boxes are mounted at the forward end of the reduction gearbox, where they use minimum space. Propulsion power is provided by a twin 8,100kW diesel arrangement, driving through single stage reduction gearboxes. The system delivers a top speed of 28 knots, a cruising speed of 18 knots and an endurance of more than 4,500 nautical miles at 14 knots. Feed back from sea trials is that predicted speed, noise and vibration were all better than expected. Royal Shelde handed over the first of the SIGMA class corvettes, 365 KRI Diponegoro, to the Chief of the Indonesian Navy, Admiral Slamet Soebijanto, in early July, a few weeks earlier than originally scheduled. The vessel then sailed for Indonesia arriving mid-August. The total time from effective date of contact to delivery was under three years. Of the remaining three vessels,

second-of-class KRI Hasanuddin commenced sea trials in September and is scheduled for handover in November. Sultan Iskandar and Frans Kaisiepo have late 2008 and early 2009 delivery dates. Displacing 1,700 tonnes, the new corvettes are 90m long and have a crew of 80. They are designed primarily for maritime search and patrol operations in Indonesia’s exclusive economic zone (EEZ), particularly the important Straits of Malacca. The layout of the ship’s spaces, manning requirements and the equipment fit was defined in detail with the shipbuilder during the engineering phase. The design was ‘locked down’ early on, so avoiding the additions and alterations that can easily lead to costly redesign during the build process, very similar to the commercial shipbuilding model. There is a large helicopter deck with a refuelling system so that helicopter operations can be supported day and night. Article by: Andrew Rice

Marketing Communications Manager


In-depth Issue 12

can only occupy a small percentage of the tank volume if they are to thrive, so the ship can carry about 2,250m2 of fish at a time. Water in the tanks has to be clean and oxygenated. In the NVC 386 this can be achived by two methods depending on where the vessel is operating and the prevailing regulations. The simplest way is to pump in sea water during the voyage, providing constant circulation. But if the vessel has to sail through areas where the water is polluted or lacking in oxygen, the tank water can be recirculated through an onboard treatment system with oxygen generators and ozone treatment for cleaning.

Fish tankers ferry farmed livestock The Rolls-Royce NVC 386 live farmed fish carrier extends the range of this specialist cargo transport to much longer distances than previously.


ish farming is a large and growing industry. The fish are often transported alive in sea water from farms to processing stations, but traditionally the live fish carriers have been fairly small vessels operating over moderate distances. Now Rolls-Royce has developed a much bigger vessel to meet an emerging market requiring larger quantities of salmon to be transported several hundred kilometres and discharged alive and in first-class condition. The NVC 386 is 75m long and has a beam of 15m. The cargo space comprises four tanks, and these are filled right up with water to prevent sloshing of the contents. The fish

The tanks are designed to withstand overpressure or vacuum, so that water can be loaded and fish drawn from the farm by creating a vacuum in the tanks using the vessel’s vacuum pumps. The cargo can be discharged either by suction from the shore end or by pressurising the ship’s tanks with air blowers. A sliding bulkhead in each tank ‘herds’ the fish towards the tank outlets to ensure that they are all discharged.

Depending on the route and shore facilities, side or bow loading hoses can be specified. A low resistance single-screw hullform has been developed, optimised for a fully loaded service speed of about 16.5 knots. The engine room is aft, and the superstructure is placed well back from the bow for comfort. The NVC 386 is a shelterdecker, with the vacuum pumps, fish counters and other equipment under the shelter deck and clear deck space above for transporting fish feed or equipment. The vessel uses a Rolls-Royce integrated package covering all major equipment and systems. A Bergen 32:40L8P engine producing 4,000kW turns the CP propeller via a reduction gear incorporating a power take-off for the 1,750kW shaft generator. A propeller nozzle is fitted, mainly to protect the propeller from stray ropes at terminals. Two tunnel thrusters of 595kW are fitted, one forward and one aft, and a basic dynamic positioning system is specified. Fuel tanks are located well away from the fish tanks to avoid any possibility of bunkers contaminating cargo. Article by: Richard White Editorial Consultant.

NVC 386 design enables live farmed fish to be transported long distances and kept in good condition.



Engine health monitoring set to bring real results Working with Manchester University, Rolls-Royce has developed and is now trialling health monitoring systems that provide a much clearer picture of engine performance and will help reduce unnecessary maintenance and extend times between overhauls.


n any vessel, understanding the operating condition of the prime movers and equipment that provides power or propulsion are the key to continued safe operation and the control of through life costs as well as emissions. This, coupled with the trend for increased automation, smaller crews and the need for more predictable costs from operators and owners, has led Rolls-Royce to develop condition-based maintenance technologies that will keep equipment on condition and vessels operating as cost effectively as possible. Working in partnership with Manchester University, statistical modelling of Bergen K and Pielstick 2.5/6 diesel engine operational records and a range of their key components has been undertaken. The resulting algorithms are being used in a health monitoring system that will provide a detailed and accurate analysis of engine operation not previously available. Logging 85 channels of engine data, the system interfaces with the ship’s machinery control, alarm and survilance system. Six major detection indices monitor, overall engine performance, combustion quality, exhaust system performance, engine lubrication, turbocharger performance and engine cooling. The indices are used to provide a trending analysis against live data with the aim of better predicting remaining useful life and flagging when maintenance is really necessary, together with alerts and summary reports. The development programme recently completed six months of trials on board RFA Fort Victoria, monitoring the ships two Crossley Pielstick 16V2.6 main propulsion engines. As well as reducing the need for operators to analyse data, it provides details of the options for investigation in the event of an alert.

The system is now being trialled, monitoring the main engines on RFA Fort Victoria.

“The system found real faults and anomolies, which is a significant step in our evaluation of the system,” explains RollsRoyce project leader, Wayne Ross. “On reviewing two of the output indices, abnormal trends in power output and combustion performance were found and on investigation traced to a minor cooling system fault and turbocharger speed variations. These faults, although minor, would normally have gone unnoticed and possibly caused a drop in engine performance with a resulting increase in fuel consumption” During the trials, data transmission was weekly, but with the continued deployment of improved communication channels, daily or real-time monitoring as provided for the aerospace industry is a future option. The second round of trials is now underway on the Pielstick and Bergen engines that power RFA Argus. A similar system is being developed for the other Bergen engines in the range. Although naval vessels are

The system collects engine data from 85 channels and will provide alerts, summary reports and trends analysis.

currently trialling the technology it uses the Rolls-Royce common controls platform and will be equally suitable for commercial vessels powered by Pielstick 2.5/6 or Bergen engines. The next stage in planned development will see the system developed to monitor other RollsRoyce propulsion equipment as well as engines, which will be undertaken in partnership with Huddersfield University. Article by: Andrew Rice

Marketing Communications Manager


In-depth Issue 12

Punctuality is a On-time delivery from component and system suppliers is DSME’s biggest concern as the shipbuilder completes more than 50 ships annually.


aewoo Shipbuilding & Marine Engineering Co Ltd (DSME) has developed into one of the world's premier specialised shipbuilding and offshore contractors, building all types of commercial ships, offshore platforms, drilling rigs, floating oil production units, submarines, and destroyers. The company was established in 1973 at Okpo Bay, Geoje Island, on the southeastern tip of the Korean Peninsula. All vessels and offshore products produced by DSME are of unparalleled quality backed by systemised shipbuilding technologies based on advanced IT systems, sophisticated offshore platform construction, experience of building as well as managing large plant projects, and state-of-the-art technological know-how. DSME uses Rolls-Royce deck machinery, steering gear and controllable pitch propellers. In 2006, seven ships built by DSME were selected as the world’s best ships of the year. All seven are equipped with Rolls-Royce deck machinery. Despite fierce competition, Rolls-Royce leads deck machinery supply to DSME for simple but important reasons. According to Jong-Yup Kim, Manager of DSME’s Material Team: “On-time delivery is the biggest concern for us as we build more than 50 ships annually. A week or two’s delay in delivery of deck machinery causes us a significant problem. Building ships

Rolls-Royce anchoring and mooring equipment on the DSME built LNG vessel “Al Ruwais” for Qatargas. (Images courtesy of Cho, Nam-Soo)

on time is our competitive strength. The reason we use Rolls-Royce deck machinery for more than 70 per cent of the ships we build is because Rolls-Royce satisfies our needs. Rolls-Royce meets the delivery time, even though demand for deck machinery is growing rapidly because of the growth of the global shipbuilding market. “We are happy to partner Rolls-Royce because our customers are happy with what we supply to them, and on time. And this is why DSME and Rolls-Royce have maintained a good business relationship since the early 1990s. “Unlike the other global deck machinery manufacturers which only operate agents in Korea, Rolls-Royce manufactures deck machinery products through Korea so we can have convenient warranty service from Rolls-Royce promptly.” Sun-Jin Lee of DSME Machinery Outfitting Team added: “As the on-

hand engineer, I can work efficiently thanks to Rolls-Royce’s products which are simple but very efficient when it comes to installation and operation. It is designed in a way that I can install and operate it without having to go through intensive manual guides. Gye-Bong Lee, Sales & Marketing specialist at Rolls-Royce said: “Since Rolls-Royce is located in Busan which is the centre of the Korean shipbuilding industry, we secure a competitive advantage compared with other competitors. We collect customers’ opinions and forward them to the R&D centre at Rolls-Royce headquarters to analyse problems and to develop new technologies. Our competitive strength is that we constantly work hard to deliver the products that satisfy customers”. Jong-Yup Kim emphasised that DSME can maintain its top position in the global shipbuilding market only with the support from component and system suppliers like Rolls-Royce.


competitive strength He further added that component and system suppliers need to work harder to secure competitive advantages in terms of the new technologies and cost. The shipbuilder concluded that the company will continue to cooperate with and enhance its competitive power together with Rolls-Royce. Article by: June Cha

Communication Director CPR.

Jong-Yup Kim from DSME (left) and Mr Gye-Bong Lee from Rolls-Royce (right) agree that on-time delivery is the biggest challenge.



Daewoo Update

In-depth Issue 12



excels in sea trials The Royal Navy’s newest and most sophisticated destroyer, to be called HMS Daring when commissioned, has successfully completed initial sea trials.


he UK’s first next-generation Type 45 destroyer has surpassed expectations on its stage one sea trials. During four weeks in the waters off western Scotland, Daring sailed faster, turned better and stopped in a shorter distance than the Royal Navy specified. A mix of BAE Systems, Royal Navy and contractor personnel, including two Rolls-Royce engineers, embedded in the test and trials team, took the ship to sea where the vessel’s performance was tested extensively in calm and rough waters. The top speed recorded was about 30 knots (comfortably achieving the design specification). In its fully-laden commissioned state, this figure will reduce slightly. A crash stop from about 30 knots was achieved in approximately 5.5 ship lengths and the ship’s full turning circle, or tactical diameter was approximately three ship lengths. These initial trials focused on testing the platform – power and propulsion systems, controls, key weapons engineering systems, navigation, radars and gyros. Now back in Scotstoun, systems integration and testing continues before further sea trials commence in March 2008. “We have learned a tremendous amount,” said Cdr David Shutts, Daring’s Marine Engineering Officer. “What has surprised us most is the acceleration – 0 to 26 or 27 knots in little over a minute.”

Daring covered approximately 4,500 miles during the month long trials. Despite the high speeds, recorded fuel used was a quarter of that required by the ship’s predecessor, the Type 42 destroyer and half that consumed by a Type 23 frigate. The Daring class is the world’s first major surface warship to adopt Integrated Electric Propulsion where two Rolls-Royce WR-21 gas turbines driving two 21 MWe alternators combined with two 2 MWe diesel generator sets supply power to the propulsion motors and ship’s services. As a result the ship’s unrefuelled range is around 7,000 nautical miles at 18 knots, almost twice that of the older and smaller Type 42 destroyer. The intercooled and recuperated WR-21 was first installed in the ‘Electric Ship Technology Demonstrator’ at Whetstone. The last in the line of the earlier development engines, ‘C3’, is continuing to support the MoD in their system de-risking programme, currently planned to complete in December 2008. Rolls-Royce has a range of other equipment installed on the class – HV electrical systems, fixed pitch propellers and shaftlines, stabilisers, steering gear and anchoring and mooring windlasses. The propellers are the first Kamewa adjustable bolted propellers (ABP) to be fitted to a naval vessel. Slotted holes on the hub accommodate a blade pitch adjustment of


The Type 45 destroyers are the first warships to use the Kamewa Adjustable Bolted Propeller. (Images courtesy of BAE Systems)


up to three degrees, so the optimum blade angle can be maintained through life. Using the ABP rather than a monobloc fixed pitch propeller means spare blades can be carried on board. “All the Rolls-Royce equipment has performed as expected,” says Ian Parry, Rolls-Royce Type 45 programme manager. “Our engineers on board were able to deal with any minor issues and were very impressed by the ship’s overall performance and the standard of accommodation and space for the crew. The trials also proved the new laser method we developed to align and evaluate the propeller shaftlines.” Four ship systems of equipment have been delivered to date plus all deck machinery. All propeller shaftlines will be delivered by the year-end. The Type 45 production line is in full swing. Ship 2, Dauntless was launched earlier this year and Ship 3, Diamond is due to be launched in November. Work on Ship 6, Defender, is already well advanced. Daring and its five Type 45 sisters are the most powerful ships of their type ever built for the Royal Navy. Bigger and more potent than the Type 42 destroyers they will replace each Type 45 ship is 152 m long, has a beam of 21.2 m and displaces more than 7,000 tonnes compared to 4,500 tonnes for a Type 42. The ships will operate with a

crew of 190 and are designed to be flexible multi-role vessels, able to operate effectively in the freezing waters of the Arctic or the warm waters of the Gulf, undertaking tasks that range from their primary role, air defence, to humanitarian and anti-smuggling roles. All ships of the class are being built and outfitted by BAE Systems Surface Fleet Solutions in Glasgow and VT Shipbuilding in Portsmouth using an innovative ‘block build’ process that is already maximising production efficiency and reducing rework. The main armament for the class is a UK variant of the tri-national Principal Anti-Air Missile System (PAAMS) with multi-function radar that will provide a new level of fleet protection and be able to integrate three operational naval missions – self defence, local area defence of nearby vessels and fleet area defence. Type 45 destroyers equipped with PAAMS will be able to locate, identify, track and then neutralise, with pin-point accuracy, multiple simultaneous threats making them an important addition to the Royal Navy. Article by: Andrew Rice

Marketing Communications Manager


In-depth Issue 12

Powerful offshore vessel works in ultra-deep waters The latest product from the close collaboration between Farstad Shipping and Rolls-Royce is Far Sapphire, a powerful anchor-handling tug/supply (AHTS) vessel featuring ‘Clean Design’ measures to reduce emissions and water pollution risks.


ar Sapphire is a UT 732 CD, one of a range of new generation of offshore vessel designs from Rolls-Royce that incorporate the company’s latest thinking in low resistance hull forms, efficient propulsion, safe and effective handling of heavy anchors and moorings in ultradeep waters, lighter subsea construction work and ROV operation. The ‘CD’ in the type name indicates that the vessel meets the ‘Clean Design’ classification society requirements for minimum emissions to the air and low risk of water pollution. In addition Far Sapphire has ‘Comf-V3’ notation, indicating a comfortable low noise and vibration environment for those on board. There is accommodation for up to 60 people. With its full outfit of Rolls-Royce equipment and systems this 92m-long, 22m-beam vessel has some impressive capabilities to offer to the offshore oil and gas industry. Its main hydraulic winch has three drums covering different tasks. The special handling drum can pull 500 tonnes and hold more than 12 kilometres of 76mm steel wire rope or 1,600m of large-diameter synthetic fibre rope. The two anchor-handling/towing drums have pulls of 450 and

Far Sapphire has a hybrid propulsion system that will reduce the amount of fuel burnt and gives a bollard pull of 240 tonnes.

350 tonnes while both can hold 675 tonnes on the brake and have a large wire capacity. The main winch is complemented by secondary winches and deck equipment for safely handling wires and chains. An ROV hangar is incorporated in the superstructure, and all the normal supplies can be carried, up to a deadweight of 4,800 tonnes. Farstad has invested heavily in measures to reduce emissions and water pollution risks from Far Sapphire. The double hull means that there is no fuel or potentially polluting cargo next to the outer skin. A special Rolls-Royce hybrid propulsion system will reduce the amount of fuel burnt by matching the way in which the engines and propulsion equipment are used to the task being undertaken, for example in transit, full power anchor-handling or lying at a rig in dynamic positioning mode.

Four Bergen main engines can produce a total of 16,000kW to give a bollard pull of 240 tonnes using the main CP propellers or 270 tonnes if the azimuth thrusters are coupled in as well. Various combinations of diesel mechanical and diesel electric transmission can be selected to suit the operation. The engines meet Clean Design rules; in addition catalytic converters have been specified, and Farstad calculates that emissions will be reduced by up to 50 per cent compared with a typical conventional AHTS. Far Sapphire was built by Aker Yards Langsten in Norway, with hull steelwork fabricated in Romania by Aker Yards Brailia.Farstad currently has a fleet of 47 vessels, 21 of them platform supply vessels and 26 AHTS. A further eleven ships are under construction. Article by: Richard White Editorial Consultant.



This 3D view of than anchor handler’s deck shows all the main elements of the Safer Deck Operation’s system.

Safer offshore deck system proves popular Since Rolls-Royce launched its Safer Deck Operations (SDO) system for offshore anchor handlers last year, four vessels fitted with SDO have gone in service, and 35 more systems are on order for vessels under construction.


he Safer Deck Operations system is designed to relieve the deck crew on offshore anchorhandlers of heavy work with wires and chains under tension on the open aft deck during anchorhandling or towing operations. It basically comprises two cranes that run on guides along the cargo rails at the sides of the vessel. These cranes can move fore and aft, and by operating the crane booms can reach any position on deck. They are fitted with special manipulator tools, or ‘arms’ and ‘hands’, that grasp and control wires. The whole system is operated remotely by a crew member who can stand at a vantage point well out of harm’s way and use a neck-slung radio control joystick unit. The crane equipment works in conjunction with the other RollsRoyce deck systems – main and auxiliary winches, centring quadrants, towing pins that control the lead of wires and rig mooring chains and shark jaws that hold chains and connectors in place while the crane tools performs shackling operations. Feedback from users is positive. The SDO system both increases the safety level and relieves the crew of a lot of heavy manual work, leading to a reduction in absence due to sickness. A valuable adjunct to the SDO system itself is the on-board

Olympic Octopus, UT 712 L, was the first to go into service with the SDO system.

simulator, comprising a computer, a large TV screen and the same type of joystick control unit as is used on deck. A realistic simulation is created on the screen, in which the SDO equipment moves in synchronism with the movement of the control levers. The crew can therefore develop their skills in operating the cranes and manipulators, and can practice

operations at leisure and in safety before working out on deck with wires under load. The first vessel to have this simulator was Olympic Octopus in November 2006, and by the end of 2007 the simulator will be on board at least 20 ships. Development work at Rolls-Royce does not stand still, and the SDO system is being extended. Currently specifications are being drawn up for systems with larger cranes. At the same time ideas are being transferred to other vessel types where the crew have to work with loads or wires on deck while the vessel is at sea. SDO systems are being developed for platform supply vessels, complementing the load securing system already in service, and for trawlers. Article by: Richard White Editorial Consultant.


In-depth Issue 12

Propelling next generation

PATROL CRAFT A new state-of-the art patrol boat will place the MoD Police at the forefront of marine policing - waterjet propulsion will ensure maximum agility and safety.


he Ministry of Defence Police has the largest marine capability of any police force in the UK, with units at the three HM Naval bases around the UK, at Devonport, Portsmouth and Faslane on the Clyde. The current MoD police boat fleet consists of the 14m Watercraft design and the Talisman 49 former range safety boats. The new requirement was for a faster, more manoeuvrable craft with enhanced safety features and capable of a more extended patrol role. The new design also required a fly bridge and more sophisticated electronics. MoD marine police officers exercise constabulary powers and privileges in UK territorial waters in relation to crown property. They escort and protect warships and submarines of the Royal Navy as well as visiting ships, within the dockyard ports. The waterfronts of the naval bases and associated support establishments are kept secure, and legislation is enforced, ranging from Dockyard Port Orders and Byelaws to the Prevention of Collision Regulations and the Merchant Shipping Acts. To ensure the customer requirement was met, Holyhead

The new craft, now named Giha was evaluated at Portsmouth and Plymouth before going to Clyde, the home of the Royal Navy’s Vanguard class submarines. (Image Š crown copyright).

Marine worked with ship designers Camarc to perfect the design and used experience gained as builders of the last four 14m Watercraft designed police boats still inservice. Considerable production design effort went in to optimising the build process for efficient production. Prefabricated modules and other techniques were used to reduce production build times. Holyhead has now supplied the first of class including five years support under a Contractor Logistic Support arrangement. The order for additional vessels is expected to be confirmed later this year, on completion of an extensive trials and evaluation programme. The hulls form is capable of being powered

either by conventional propellers or waterjets. In this case high manoeuvrability was a key requirement and Rolls-Royce FF375S waterjets units were selected with the Vector Stick control system for ease of operation. Two 715hp diesels provide the power and give a top speed of over 30 knots. Assistant Chief Constable John Bligh of the MoD police said, “The Force has taken possession of many new launches over the years; however, this is the first time that we have been involved in the design process from day one. We are still conducting trials but every indication so far is that this launch will be far and away the most capable and impressive vessel of its type in the UK, if not beyond.� With a design philosophy intended to ease ongoing maintenance, large deck hatches are fitted for easy access. The wheelhouse is arranged amidships and there is a control station on the fly bridge, which also gives much improved operator visibility over the earlier craft. The new GRP hulled vessel is also a natural for other patrol roles, the pilot boat market and other workboat applications. Article by: Andrew Rice

Marketing Communications Manager




In-depth Issue 12

No limit for fast yachts Innovation, size, speed and luxury characterise the fast semi-custom yachts from Rodriguez, and they are becoming larger, faster and more luxurious.

Triple Rolls-Royce waterjets give the 50m long Mangusta 165 a speed of 37 knots.


he Rodriguez Group, headquartered in France, has built up a high reputation for large, fast and stylish motor yachts with the Leopard and Mangusta ranges. In response to customers’ demands, the size is steadily increasing. The Mangusta 165 was presented is July this year and two a year will be produced from 2008. This 37-knot boat combines a standardised hull and superstructure with a large amount of open deck area and an interior with freedom to meet a customer’s particular requirements. Rodriguez yachts are built by two Italian shipyards who supply the Group exclusively – Overmarine and Cantiere Navale Arno. The tendency has been for the vessels to become larger, more luxurious and faster. “We don’t see any technical limit,” says Richard Dixon, one of the family that founded and run the Rodriguez Group. “Size is limited only by fantasy and we note that many owners are becoming much more concerned with the style of a boat than the sheer volume of accommodation. It goes with the changing pace of life. Our customers tend to want a fast pleasant trip to a chosen destination rather than a long slow cruise, but speed should not be gained at the expense of comfort”. Since 1995 Rodriguez has specified Rolls-Royce waterjets to propel its large Leopard and Mangusta yachts. “For these yachts we stick to Rolls-Royce waterjets and MTU

engines and in developing a new design we all work closely together to decide the optimum solution, for example whether two engines and waterjets or a triple installation will be the best. The waterjets provide the required combination of speed, efficiency and lack of vibration, and once you have used waterjets it is very hard to go back”. The Mangusta 165, which is 50m long and displaces 285 tonnes at full load, is propelled by three high speed diesel engines each of 2,720kW, and here the chosen propulsion solution is two Rolls-Royce 80SII waterjets with steering and reverse, and a centrally placed 71BII booster jet. But why should an owner who by definition is wealthy choose a semicustom design for a large yacht, instead of a unique vessel. Richard Dixon sees it as a logical decision: “A large high speed one-off yacht is a fairly high risk and long drawn out venture, whereas choosing our semi-custom designs reduces

the risk to the owner dramatically since the hull design and technical solutions are proven, while at the same time there is great freedom to create the owner’s dream interior while still guaranteeing that the vessel will be successful in terms of speed and handling. Owners also like other things we offer, in particular the sense of joining a very exclusive club and the back-up and service and maintenance aspects. Our long term aim is to relieve the owner of the burden of yacht management in order to offer him or her the pure sea-faring pleasure element.” Article by: Richard White Editorial Consultant.

Fair wind for systems solutions The move by Rolls-Royce to supplying complete systems for merchant ships has taken a big step forward with an order to supply solutions for a series of large vessels mainly intended for transporting wind turbine components.


uzlon Energy, based in India, but active worldwide, has in the course of just a few years become one of the largest alternative energy companies, specialising in wind turbines. With this growth has come the need to transport parts for the multi-megawatt turbines around the world. Through SE Shipping in Singapore, Suzlon is therefore having four 45,000 dwt ships built in China to fulfil its own transport requirements and also to carry other heavy loads on the return trip. Rolls-Royce will provide integrated equipment solutions for all four ships, with options for another eight vessels. “Rolls-Royce is already the main supplier of integrated solutions to the offshore service vessel industry, providing the ship design and all major equipment needed for vessels,” says Inge Bøen, director merchant solutions. “Much of this knowledge and experience can be applied to other types of ship, and we have recently won significant contracts for integrated solutions for merchant vessels. In the case of the wind turbine transport ships for Suzlon, we will be supplying the diesel engines, CP propellers and shaftlines including gearboxes, rudders and steering gear, tunnel thrusters, deck machinery, generator sets, integrated bridge, switchboards and automation. Delivery will be phased to suit the construction schedule at the two Chinese shipyards chosen to build the vessels, and equipment shipments will start in the autumn of 2009.” The two Bergen main engines will have a rating of 4,500kW each, and manoeuvring is assisted by flap rudders and a single TT1650 bow thruster. High pressure hydraulic drives have been specified for the deck machinery. The ships themselves are designed by Polarconsult and designated type PK148. The bulk of the vessel’s length is cargo space since the superstructure is at the bow and the engines and uptakes are installed right aft. Two cranes on the port deck edge allow heavy items to be lifted. Suzlon Energy was established in Pune by a textile manufacturer who was dissatisfied with the cost of his electrical supply. Wind turbine parts are manufactured at various locations in India and abroad, and there are large wind farm developments in many countries for which Suzlon is providing the turbines. Examples of contracts Suzlon has won this year include supplying S88 turbines of 2.1MW rating totalling 400MW to PPM Energy in Oregon, USA; 155MW of wind power capacity to a utility company in Brazil, and 400MW of turbines to Horizon Wind of Texas, USA.

This 45,000dwt wind turbine component transporter will have an integrated systems solution from Rolls-Royce.

The new component transport ships will form a vital part of the supply chain. “ The contract is an important one for us,” says Inge Bøen. “It is a good example of the way in which the relationship between the shipowner, supplier and shipyard is changing. Partnership with large equipment system suppliers such as Rolls-Royce gives customers the opportunity to increase effectiveness, make better use of new technology and achieve a better division of risk.” Article by: Richard White Editorial Consultant.



In-depth Issue 12


Fresh ferry ideas keep dynamic operator ahead Seventeen years after it introduced the ‘cruise ferry’ concept to the Mediterranean , GNV’s latest class is the ‘ferry cruise’, in which the vehicle/passenger balance has been revised to suit today’s market.

Coraggio is the first of a new class of ferry-cruise vessels developed by Grandi Navi Veloci for Mediterranean routes.

La Suprema is one of the two largest cruise-ferries in the GNV fleet.


he Mediterranean has been a hive of activity for the transport of freight and passengers for thousands of years, and this becomes ever more intensive. Competition is cut throat, and periodically a ship owner will gain a competitive edge in a very price-sensitive market by introducing a new concept. A company that has managed this twice is Grandi Navi Veloci (GNV), based in Genoa in Italy offering services to Rome, Sicily, Sardinia, Spain, Tunisia and Morocco, with a current fleet of nine ships and seven more due for delivery over the next couple of years. The man who has always been the driving force behind the company is Dr Aldo Grimaldi, now well into his eighties but still a dynamic and forceful character full of ideas for the future. In 1990 he introduced the cruise ferry concept to the Mediterranean combining a large Roro capacity – vehicles and rolling freight – with full passenger facilities to a high standard. Majestic, built in 1993, made the concept reality and another five cruise ferries were added to the fleet up to 1999. The specifications varied to some extent. Excellent, for example, is 202m long, of 39,739gt, and powered for a service speed of 24 knots. Seven hundred and eighty-six vehicles can be carried and up to 2,230 passengers, with 349 cabins and 38 suites. Most of the GNV routes involve a one-way passage time of 16-20 hours. From the beginning GNV chose Rolls-Royce CP propellers

together with tunnel thrusters, steering gear, and deck winches and windlasses. Experience with Rolls-Royce equipment on all these vessels was very satisfactory, and when two new vessels were built in 2003 complete Rolls-Royce systems were again selected for propulsion and deck machinery. La Suprema and La Superba have electric frequency controlled deck machinery, and for these two ships the CP propeller design was considerably more challenging. A top speed of about 31 knots was specified, with a service speed of about 29 knots. Working closely with the shipyard and owner good results were achieved. The higher speed allows the two ships to provide a daily service. Now GNV has put into operation Coraggio, the first of a new class and concept, which Dr Grimaldi calls the ‘ferry cruise’ rather than ‘cruise ferry’. As he explains, “the market in the Mediterranean is changing, rolling freight volumes are growing, but low

cost airlines have siphoned off part of the passenger traffic on many of the routes. We are, therefore, introducing ships in which the balance between Roro vehicle capacity and passenger accommodation has been revised. Nuovi Cantieri Apuania is building eight ships of this class for us. They have about 2,500 lane metres of Roro deck space, and can take up to 500 passengers. The public spaces are about 1,400m², and just over 65 cabins are provided. The standard is very good with a full range of facilities – bar, restaurant and so on, but of course on a smaller scale than the La Suprema class. A two-engine layout totalling 24,000kW gives 24 knots cruising speed, which gives us an optimum for transit time and running cost. “Coraggio is now operating on our Genoa-Barcelona route, and the second vessel in the class, Audacia, will join the fleet soon. For all our eight new vessels we have naturally specified Rolls-Royce systems – type


Dr Aldo Grimaldi is the driving force behind GNV.

121XF CP propellers, tunnel thrusters TT2000, steering gear RV700 with spade rudders and pole change type electric deck machinery.” Increasing road congestion and the EU policy of shifting freight traffic from road to sea where practicable is having an effect in the Mediterranean. Thus the large Roro freight capacity of the GNV vessels is ideal on the Genoa to Barcelona route and also the service from Leghorn to Palermo. Its ships link the Mediterranean islands to the mainland. Traffic is also growing on the routes linking the North African ports Tangier and Tunis to Genoa. In view of all these factors Grandi Navi Veloci is looking at a new series of ferry cruise vessels similar to the Coraggio group but larger, with up to 1,000 passengers but increased number of cabins and cargo volume. Article by: Jack Gaston Marine Journalist

GNV cruise ferry Excellent entering Genoa harbour.



In-depth Issue 12


Partnering for success An innovative support contract breaks new ground – Rolls-Royce and the UK Ministry of Defence have formed a joint team to provide cost-efficient solutions to ensure the long-term safety and availability of the nuclear propulsion plant which power the Royal Navy’s submarines.

Astute, the Royal Navy’s newest submarine at the roll-out in Barrow on June 8th. The contract covers support for the nuclear plant fitted to the current Swiftsure, Trafalgar and Vanguard class submarines, and the new Astute class when they enter service.


he need to retain the UK’s ability to design, develop, manufacture, test, evaluate and decommission nuclear steam-raising plant for the Royal Navy’s submarine flotilla was a central theme in the UK Defence Industrial Strategy published in December 2005. But it also urged an urgent review of costs and stated, “The current situation is unsustainable and places huge pressure on the future programme - Industry restructuring and consolidation is likely to be a key feature of any improvement programme and fundamental to creating a viable and sustainable business to meet anticipated steady-state demand.” Since that time Rolls-Royce, the Technical Authority for the submarine nuclear plant, and MoD have been examining new ways of working together in a lower cost environment. The result, announced recently, is a ground-breaking arrangement known as Flotilla Reactor Plant Support, or FRPS for short. It establishes an innovative partnering

arrangement between Rolls-Royce and the MoD’s Submarine Cluster, which is part of MoD’s Defence Equipment and Support organisation (DE&S). It is not in itself a contract but a transformation programme that establishes the values and behaviours, as well as the management and commercial arrangements necessary to ensure successful delivery. Steve Ludlam, Rolls-Royce President – Submarines, said: “We are committed to working ever more closely with the MoD to reach jointly agreed goals. The long-term nature of this agreement allows both parties to better plan and prioritise, sharing the benefits of savings made.” The first contract to follow the FRPS

principles is a ten-year arrangement worth £1bn that covers the technical support, spares, product development and safety case preparation for the nuclear plant fitted to the current Swiftsure, Trafalgar and Vanguard class submarines. It also includes the new Astute class submarines as they enter service from 2009, but does not include plant manufacture. In order to ensure the alignment of objectives and successful delivery Rolls-Royce and the MoD have formed a joint team to manage the contract. It is another example of the Rolls-Royce strategy of adding value to customers’ operations across all sectors by developing long-term service agreements.



Working together with aligned goals One of the most significant changes the new contract brings is in management structure. Instead of the traditional customer/supplier relationship, there is genuine joint working. Rolls-Royce now has a role in programme planning like never before. A Joint Executive Team, or JET, comprising over 40 people has been established that is led by two senior managers, one from Rolls-Royce and one from MoD. Part of the JET is located at Rolls-Royce in Derby, while the majority

Unlike any contract before it, the first contract, (known as Nuclear Steam-raising Plant Sustainment and Availability or NPSA for short) places emphasis on making savings, but not at the expense of safety. The greater the savings made, the greater the earning potential. Rolls-Royce are incentivised to perform across a balanced programme by focusing on three fronts: availability, sustainability and innovation. One of the great advantages of the new contract is in the approach to programme planning. For the first time MoD will share the long-term submarine plan with Rolls-Royce, allowing both parties to agree the optimum programme to support

is co-located at MoD in Bristol. The Rolls-Royce JET Leader is responsible for creating and delivering a coherent programme that meets all aspects of the customer’s requirement. Although the responsibility for the delivery programme remains with Rolls-Royce, decisions on content and priorities are decided by the Programme Change & Review Board (PCRB), which is also attended by senior MoD staff from the JET. It is the responsibility of the MoD JET Leader to ensure that MoD’s requirements are reflected in the programme.

the current and future needs of the nuclear plant. It also provides the opportunity for rationalising the programme, inasmuch as only work that contributes directly to the availability or sustainability of the plant will be undertaken. The improved planning capability and the long-term nature of the contract allow for new efficiencies to be created, whether spending to make savings later, developing long-term strategies with suppliers or exploiting economies of scale. These measures in turn will allow for savings to be made right across the programme. This is key to the success of the contract. Savings made by creating a more efficient delivery programme will have two

The three key elements of NPSA

Availability Activities to de-risk the provision of availability in the future.

Activities that relate to ensuring nuclear plant safety and availability.



Provide business cases to make savings and improvements across the programme.


benefits: the capacity freed up can be allocated to other programmes within the business; and a proportion of the money saved will contribute to profit. The contract also rewards Rolls-Royce for identifying opportunities to reduce the overall cost to MoD of running the submarine flotilla. This will rely on the breadth of Rolls-Royce skills and expertise, from innovative partnering strategies to the continuing commitment to exploit new and emerging technologies. Article by: Andrew Rice

Marketing Communicators Manager


In-depth Issue 12

Singapore centre offers one-stop service Located just five minutes from most of Singapore’s repair yards, the Rolls-Royce local service centre has trebled in size with facilities tailored to the type of products that are typically used in Asia.


he recently completed refurbishment of the Rolls-Royce Singapore marine service centre has seen it almost treble in size. It enables the company to offer a complete repair and overhaul service for its broad product range under one roof. “When we grow, it is definitely for the benefit of the customer,” explains Jan Helge Telseth, general manager for the Rolls-Royce marine business in Singapore. “We now offer our customers a more complete service.” The expansion has been driven by the increasing demand for service and support in the region, which includes the repair and overhaul of propulsion equipment, deck machinery and diesel engines, all to tight timescales. Previously customers had to involve several third parties to overhaul their equipment – for example, a repair workshop, a machining workshop and the consultancy services of a Rolls-Royce engineer. “Now there is no need to involve so many parties,” explains Mr Telseth. “We can do everything here, which is a big advantage as it saves time and makes us very competitive.” In addition to trebling the centres size, the crane lifting capacity has been increased from 10 tonnes to 60 tonnes, and the crane lift height more than doubled, from 4m to 9m, so the largest products in the Rolls-Royce product range can be overhauled. Machining capacity has been boosted with the installation of a horizontal drilling machine. In fact the centre has been ‘tailor-made’ to service the RollsRoyce products that are typically found on ships operating in Asia. The number of employees based at the site has also doubled in the last two years and is scheduled to grow further. 45 engineers are now employed in marine services, supporting Rolls-Royce equipment by undertaking repairs and overhauls, supplying spare parts or carrying out equipment or systems upgrades. Expansion of the workforce also reflects the Rolls-Royce focus on enhancing the customer experience by transferring skills out from the centres of excellence – where products are developed and manufactured – and into the regional centres. “The increased manpower enables us to offer customers a completely different level of service,” Mr Telseth says. “As a system provider, the challenge for Rolls-Royce is to meet customers’ expectations for all aspects of product support. The larger manpower pool gives us the flexibility to provide the right engineer, at the right time, for the right product.” Not surprisingly, the enhanced services have resulted in reduced overhaul times, and other advantages such as improved security and clearly defined warranty terms, plus the facilities proximity to the other repair yards.

Article by: Linda Davies

Grayling Public Relations, Singapore.


Workshop facilities have been trebled in size, to enable the largest products to be overhauled a 60 tonne crane has been installed.


New Rio workshop supports service growth in South America The number of staff now based at the centre has grown to 60.

Construction will start early next year on a new service centre, close to the waterfront in Rio that will provide the skills and support infrastructure for the growing number of operators in the region.


ince Rolls-Royce started its South American marine operation in 2000 with sales of the first UT-Design vessels to Brazil, the market for offshore vessels has grown considerably. To date, Rolls-Royce has sold over 30 UT packages to Brazilian shipyards and 10 of these are on order or under construction. Additionally the large investments in offshore development in Brazil has led to an inflow of support vessels and rigs with Rolls-Royce equipment. Currently over 100 PSV and AHTS equipped by Rolls-Royce operate in Brazil. In addition to the big Petrobras FPSOs and platforms powered by Rolls-Royce RB211 gas turbines, there are more than 15 rigs and drill ships plus numerous FPSOs and shuttle tankers using other Rolls-Royce equipment. To provide a much improved service to these customers Rolls-Royce will soon commence construction of a tailor-made workshop in Rio de Janeiro. Located within the heart of Rio’s shipbuilding and repair district in Niteroi, the new facility will be built on the waterfront. Construction work is scheduled to start in early 2008 and the facility will be ready for operation towards the end of the year. The move will triple the workshop floor area compared with today’s service centre and will allow overhaul of large thruster units from drill ships and rigs. Heavy lifting equipment capable of moving and turning large azimuth thrusters that can weigh up to 80 tonnes will be an integral part of the facility. The workshop will also have a dedicated training area where customer’s and the resident engineers can be trained. “With these facilities Rolls-Royce will be establishing one of the most advanced marine repair and overhaul centres in Brazil,” says Daniel Monroy, branch manager for Rolls-Royce in Brazil. “We will be able to provide the in depth support and rapid turnaround of repairs our customer need and be capable of supporting all Rolls-Royce marine equipment in operation in the country.” By the time the new facility comes on line a number of new engineers will have been recruited and trained. The plan is to have 80 staff based at the site by the end of 2008, most of them exclusively dedicated to service.

Article by: Richard White Editorial Consultant.

The needs for customer service are increasing in Brazil, therefore Rolls-Royce will build a new workshop at the waterfront in Rio de Janeiro.


In-depth Issue 12

Service expanded to support growing Indian business

Gary Wieland, Managing Director, Rolls-Royce Marine India.

Rolls-Royce investments in India include a new service centre to support the increasing number of offshore, merchant and naval customers in the country, continued recruitment of service engineers, and a production cell for electrical systems.


olls-Royce is opening a new repair and overhaul facility in Mumbai on the west coast of India in response to the rising demand for Rolls-Royce marine equipment in the region, which has in turn increased the need for aftersales support services. With a broad product range and full systems integration capability, the Rolls-Royce workshop offers its customers end-to-end solutions. These range from a service exchange programme to turnkey projects and customer training. The business is unique in its scope with the aim of supplying in-country support capabilities that are second to none. “Our offshore, merchant and naval customer base in India has been growing rapidly,” says Gary Wieland – marine managing director, India. “We have equipment on more than 180 vessels with 60 Indian owners. Around 50 of these are UT vessels, each equipped with a range of Rolls-Royce equipment. Another three UT 517 specialised pollution control vessels are about to enter service with the Indian Coastguard, these are also equipped with our automation and integrated platform management systems and will require highly skilled and competent engineers to maintain them.” Scheduled for completion in January 2008, the new workshop is already under construction. It is strategically located in Navi Mumbai, a suburb of the main city with access to the main seaport at Nhava, and is close to some of the region’s most important shipowners and shipbuilding customers. The new complex will cover over 3,250m2 and will be equipped to undertake comprehensive repair and overhaul projects. To meet growing demands for service and commissioning the number of service engineers working from Mumbai is


increasing. The current team is 24 but this will increase to 35 in 2008 “Our focus is on improving our ability to meet the needs of our customers in India,” says Mr Wieland. “We aim to add value by reducing downtime through the availability of service exchange units, while at the same time improving the overall quality and reliability of all repairs.” The highly successful Bergen cylinder head exchange programme currently operating in Europe will become available from Mumbai to cater for the more than 220 Bergen engines currently operating in India. This will ensure customers benefit from lower maintenance costs and potentially shorter docking times. The exchange programme is being expanded to other products, including propulsion units. A production cell which will manufacture switchboards in the first phase, ramping up to automation and controls in its second phase is also part of the new development. This is the first production unit for the marine business in the Asia Pacific region driven by the boom in Indian shipbuilding. “We aim to develop this business organically given the emergence of new owner/yard entrants and demand for integrated systems solutions,” says Mr Wieland. To enhance the skills available and to enable major turnkey projects to

be undertaken in the region, the pool of Rolls-Royce trained technicians is being built up. Local engineers are being regularly trained at key Rolls-Royce manufacturing sites to ensure they have the right skills and specialist product knowledge. “Training is also important for our customers, we are seeing a growing demand,” adds Mr Weiland. “We plan to accommodate a training centre within the facility to provide a wide range of product courses for ships’ staff. together with a simulator based training facility that will focus on safety.” Building the new service centre in Mumbai is a big step forward in strengthening the Rolls-Royce marine presence in India, but is unlikely to be the end of the story. The plan is to continue to establish a service presence in other areas where customers need the local support. Shipbuilding in India continues to develop its capabilities, building larger and more complex vessels. Cochin Shipyard for instance is a major customer of Rolls-Royce, with 20 UT 755 vessels in various stages of build. There are plans for another 12 to 14 yards, and the Indian Government has already decreed that there will be two more ‘worldclass’ yards built under its ownership. Article by: Nisha Das Freelance Journalist.

US investment increases service capacity The new office and workshop complex opened recently in Florida will improve regional services in particular to cruise and mega yacht customers, and support the significant growth projected for the US East Coast region.


ocated just outside Fort Lauderdale at Miramar, the complex is strategically located within an hours drive of Miami. It also serves customers in the Caribbean and Great Lakes area. The new setup will ensure improved support services and parts are available quickly at the key East coast ports as the Rolls-Royce installed marine product base expands in the US. Three times the size of the former premises, the new 3,900m² office and workshop complex has additional storage space for large spares like propellor blades. Overhead crane capacity and lift height has been increased and additional investment in new machine tools ensures full advantage will be taken of the improved workshop capacity The offices now house the Rolls-Royce sales, parts and service teams, a total workforce of 31. “Our working area is now significantly larger, and we are able to use it more efficiently,” notes Bruce Trent, Branch Manager and VP for the East Coast. “In addition to the 10ton crane we relocated from the old shop, we have a new 30-ton crane, so we can overhaul much heavier equipment.” Customers are the real winners here as the main service activity in Florida has been limited to the repair of thrusters, CP propellers, stabilisers and waterjets. Now the larger capacity means the workshop can handle the service, repair and upgrade of all marine products in the Rolls-Royce portfolio. Article by: Richard White Editorial Consultant.

The new facility just outside Ft. Lauderdale has 3,900 m2 of usable space.

Propeller repairs and thruster overhauls are an important part of the work at the new facility in Florida.



In-depth Issue 12

New blades reduce vibrations as well as fuel costs Replacing old propeller blades with modern more efficient versions not only improves fuel consumption but usually also reduces propeller-induced noise and vibration.


ropeller design continues to advance, and when a vessel has been in service for years it can pay the shipowner to invest in a set of new propeller blades. Because of developments in hydrodynamic analysis and blade manufacture, the new blades will be more efficient than the original ones, and it is also likely that wear and tear and repolishing will have altered for the worse critical areas of the blade profile on the existing units. Rolls-Royce has now carried out numerous reblading jobs, which have resulted in very substantial reductions in fuel consumption and a short payback time. An added bonus is usually a reduction in propeller-induced noise and vibration because of smaller pressure pulses and improved cavitation margin. Stena has refitted several of its vessels successfully with new Rolls-Royce propeller blades. The first was in 2005, with the upgrading of Stena Germanica operating on the Gothenburg-Kiel route. A reduction in fuel consumption of 10% was achieved, so the sistership Stena Scandinavica was given the same treatment the following year. Since then Rolls-Royce has upgraded the propellers of two more Stena ferries. The work on Trelleborg reduced fuel consumption by 10-12%, while on Stena Nordica the cut in fuel burn has been approximately 17%. Now project work is complete on Skåne, which will also be treated to a set of new blades. Royal Caribbean International replaced the propeller blades on its cruise vessel Empress of the Seas during drydocking in November 2006. In the nine months since careful records have been kept, allowing performance before and after reblading to be compared, and any differences in operating profile that might affect the results to be identified and compensated for. Empress of the Seas is a medium-size vessel of about 48,500gt, with facilities for 1,588 to 2,020 passengers depending on the cruise. It was originally built in 1990 and was extensively refitted in 2004.

Two vessels that have shown greatly reduced fuel consumption after new propeller blades were fitted: Empress of the Seas and Stenna Nordica (below). (Image courtesy of Stena Line and Royal Caribbean Cruise Lines).

Speed before and after the new blades were installed is unchanged. In low pitch manoeuvring slightly more throttle is needed for the same thrust but this is as predicted and has no adverse effects. The reduction in fuel consumption is about 13% on a like-for like basis for the vessel’s Caribbean cruises, ranging from 3 days to 11 days. So far the direct fuel saving amounts to well over 600 tonnes, which also represents a substantial reduction in exhaust emissions. A side benefit is reduced engine running hours. Because the new propellers enable the ship to run at the same speed with less power, the number of engines on line can be cut, and to date the saving in running hours is about 11%.

Geir Lund, Royal Caribbean’s senior superintendent, says he is happy with the outcome: “The vessel performs according to expectations after the re-propellering and we are very satisfied with the results. One important requirement was that there should be no negative impact on guests. The dining room is located aft, and it was vital that the level of vibration should not increase. It is a pleasure to report that vibrations have been greatly reduced, and no increase in noise level observed. Rolls-Royce provided excellent support and assistance during this project, both from the project group and the technicians assisting with the actual installation and related systems adjustments.” Article by: Richard White Editorial Consultant.


Alignment guaranteed Installation and alignment of propulsion systems is made easier, safer and less expensive by a new Rolls-Royce service for laser shaft alignment and bearing load measurement.


olls-Royce has introduced a new laser shaft alignment and bearing load measurement service that takes the weight off the shoulders of shipyard managers. “The most important thing is that yards can now rest assured that we are taking responsibility for installing our equipment perfectly,” says Carl-Magnus Olesen, head of product support at Kristinehamn, Sweden. “We have developed this service because yards have repeatedly asked for our assistance”. Recently Mr Olesen’s division assisted with the BAE Systems Type 45 destroyer project. “The yard asked us to perform a range of tasks from calculation of the shaft line to final alignment of the propulsion system. No one has previously done this as a complete service with portable precision instruments. But we do.” Johan Brandelid, technical support Kristinehamn products, adds: “This work has traditionally been done by the yards, sometimes with old-fashioned equipment. Simply speaking the old equipment does not offer adequate accuracy for today’s modern ships and propeller systems. It is also time consuming. Information has to be sent to and forth between the yard and the designer at Rolls-Royce, sometimes for weeks, before the yard gets the alignment right. “Imagine the relief when instead we show up with new accurate equipment to take care of the whole process ‘in no time’. We save yards time. But we also save them from having to invest in expensive new equipment and expertise.” Mr Olesen says: “We are happy to perform this service because it means we can put our theories into practice. Designing the propellers and shafts is the theory. In the yards it is put into practice and we like to be a part of that”. He stresses that by taking responsibility for alignment and bearing load measurement Rolls-Royce enables the yard to spread risk. “Having us do the alignment work means greater security for the yard and ultimately also for the end-customer. “We are seeing a trend that yards are developing into pure assembly sites. They want as much as possible delivered from one manufacturer. They also want assistance in assembling the parts correctly. We are meeting that demand.” The market for the new service has been proven almost before it has begun. Yards all over the world have asked for assistance from Kristinehamn. “We have one team active now, and we are building up another,” Carl-Magnus Olesen says. Besides the main project of aligning the shafts and motors on the T45 destroyers, Johan Brandelid has already

Line of Sight measurement through sterntube performed at the yard.

travelled to India for work on a dry cargo carrier. He recently took the shaft alignment instruments to the U.K. and Spain. Soon he will be off to Halifax in Canada where alignment work is needed on a ship where old propellers are being replaced with new ones from Rolls-Royce. Article by: Åse Thirud Marine Journalist.

New accurate equipment takes care of the whole alignment process ‘in no time’.


In-depth Issue 12

CONTACTS Head Offices Marine PO Box 2000 Raynesway, Derby DE21 7XX, England Tel: +44 1332 661461 Fax: +44 1332 622935 Offshore Sjøgata 80 N-6065 Ulsteinvik Norway Tel: +47 81 52 00 70 Fax: +47 70 01 40 05 Merchant Korsegata 4 Postoffice Box 22 N-6025 Ålesund, Norway Tel: +47 81 52 00 70 Fax: +47 70 10 37 03 Naval PO Box 31 Fishponds, Bristol BS16 1XY, England Tel: +44 117 974 8500 Fax: +44 117 979 2607 110 Norfolk Street, Walpole, MA 02081 Tel: +1 508 668 9610 Fax: +1 508 668 5638 Submarines PO Box 2000 Raynesway, Derby DE21 7XX, England Tel: +44 1332 661461 Fax: +44 1332 622935 Northern Europe Denmark Sales & Service - Aalborg Vaerftsvej 23 DK-9000 Aalborg Tel: +45 9930 3600 Fax: +45 9930 3601 Finland Sales & Service - Helsinki Itämerenkatu 5 FI-00180 Helsinki Tel: +358 9 4730 3301 Fax: +358 9 4730 3999 Waterjets - Kokkola PO Box 579, FIN-67701 Kokkola Tel: +358 68 324 500 Fax: +358 68 324 511 Propulsion & Deck Machinery - Rauma PO Box 220, FIN-26100 Rauma Tel: +358 2 83 791 Fax: +358 2 8379 4804 France Sales & Service - Rungis 4 place des Etats-Unis, Silic 261, F-94578 Rungis Cedex Tel: +33 1 468 62811 Fax: +33 1 468 79398 Naval - Paris 122 Avenue Charles de Gaulle, 92522 Neuilly-Sur-Seine Cedex Tel: +33 1 472 21440 Fax: +33 1 474 57738 Germany Sales & Service - Hamburg Stettiner Strasse 3 D-22850 Norderstedt Tel: +49 40 381 277 Fax: +49 40 389 2177

Steering Gear - Hagavik P.O.Box 924 Sentrum N-5808 Bergen Tel: +47 81 52 00 70 Fax: +47 56 30 82 41

Croatia Engineering - Navis Consult Bartola Kasica 5/4, HR-51000 Rijeka Tel: +385 515 001 00 Fax: +385 515 001 01

Service - Hamburg Kamerunweg 7 D-20457 Hamburg Tel: +49 40 780 9190 Fax: +49 40 780 91919

Steering Gear - Tennfjord Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 20 89 00

Stabilisation – Norderstedt Stettiner Strasse 3 D-22850 Norderstedt Tel: +49 40 52 87 36 0 Fax: +49 40 52 31 58 0

Poland Deck Machinery - Fama Kopernika 1, 83-140 Gniew Tel: +48 58 535 22 71 Fax: +48 58 535 22 18

Greece Sales & Service – Piraeus Akti Miaouli & 2 Kantharou Str. Piraeus 185 37 Tel: +30 210 4599 688/9 Fax: +30 210 4599 687

The Netherlands Sales & Service - Rotterdam Werfdijk 2 (Port 2828) 3195 HV Pernis Tel: +31 10 40 90 920 Fax: +31 10 40 90 921

Sales & Service - Gdynia 28-32 Batorego Street 81-366 Gdynia Tel: +48 58 782 06 55 Fax: +48 58 782 06 56

Norway Automation - Longva Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 20 83 51

Sweden Propulsion - Kristinehamn PO Box 1010 S-68129 Kristinehamn Tel: +46 550 840 00 Fax: +46 550 181 90

Spain Sales - Madrid Manuel Tovar 36-2A E-28034 Madrid Tel: +34 91 735 00 10 Fax: +34 91 735 07 28 Sales & Service - Tarragona Poligono Industrial de Constanti c/Dinamarca E-43120 Tarragona Tel: +34 977 296 444 Fax: +34 977 296 450 Middle East

United Kingdom Marine Services PO Box 3, Filton Bristol BS34 7QE Tel: +44 117 979 7242 Fax: +44 117 979 6722

United Arab Emirates Sales & Service - Middle East UA03-RA08 PO Box 261103 Jebel Ali Free Zone, Dubai Tel: + 971 4 8833881 Fax: + 971 4 8833882

Marine Electrical Systems Northarbour Road, Cosham Portsmouth, PO6 3TL Tel: +44 2392 310 000 Fax: +44 2392 310 001

Naval - Dubai Dubai Airport, Free Zone Suite ZW406, PO Box 54254, Dubai Tel: +917 4 299 4343 Fax: +917 4 299 4344

Foundry - Bergen P.O.Box 924 Sentrum N-5808 Bergen Tel: +47 81 52 00 70 Fax: +47 55 53 65 05

Sales & Service - Dartford Nucleus, London Science & Business Park, Brunel Way Dartford, Kent DA1 5GA Tel: +44 1322 312 028 Fax: +44 1322 312 054

Asia Pacific

Oslo Office Stortingsgt. 14 N-0161 Oslo Tel: +47 81 52 00 70 Fax: +47 23 31 04 99

Motion Control - Dunfermline Hillend Industrial Park Dunfermline, Fife KY11 9JT Tel: +44 1383 82 31 88 Fax: +44 1383 82 40 38

Propulsion - Ulsteinvik Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 01 40 14

RAS Systems - Newcastle Michell Works, Scotswood Road Newcastle Upon Tyne, NE15 6LL Tel: +44 191 256 2800 Fax: +44 191 256 2801

Propulsion - Volda Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 07 39 50

Engines – Manchester Crossley Works, Pottery Lane, Openshaw, Manchester, M11 2DP Tel: +44 161 223 1353 Fax: +44 161 223 7286

Deck Machinery - Brattvåg Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 20 86 00 Engines - Bergen P.O.Box 924 Sentrum N-5808 Bergen Tel: +47 81 52 00 70 Fax: +47 55 19 04 05

Rudders - Hareid Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 01 40 21 Ship Technology Fish & Merchant - Ålesund Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 10 37 01 Ship Technology Offshore - Ulsteinvik Service Box 22 N-6025 Ålesund Tel: +47 81 52 00 70 Fax: +47 70 01 40 13

Allen Gears Atlas Works, Pershore, Worcestershire WR10 2BZ Tel: +44 1386 562 702 Fax: +44 1386 562 580

Australia Sales & Service - Melbourne Unit 1, 87 Heatherdale Road Ringwood, Victoria 3134, Melbourne Tel: +61 3 9873 0988 Fax: +61 3 9873 0866 Sales & Service - Perth Unit 2, 8 Wallace Way Fremantle WA 6160, Perth Tel: +61 8 9336 7910 Fax: +61 8 9336 7920 Naval - Sydney PO Box 117, North Ryde, NSW 1670 Tel: +61 2 9325 1222 Fax: +61 2 9325 1300 India Sales & Service - Mumbai 103 Windsor Kalina, Santacruz East, Mumbai-400098 Tel: +91 22 6640 38 38 Fax: +91 22 6640 38 18

Southern Europe

Malaysia Naval - Kuala Lumpur Lot 2.03, level 2, Tower Block Menara Millenium, 8 Jalan Damanlela Bukit Damansara, 50490 Kuala Lumpur Tel: +60 3 2096 1990 Fax: +60 3 2095 7990

Italy Sales & Service - Genova Piazza della Vittoria 14/19 16121 Genova Tel: +39 010 572 191 Fax: +39 010 572 1950

Singapore Sales & Service - Singapore No 6, Tuas Drive 1 Singapore 638673 Tel: +65 686 21 901 Fax: +65 686 32 165

Michell Bearings Scotswood Road Newcastle Upon Tyne NE15 6LL Tel: +44 191 273 0291 Fax: +44 191 272 2787 New Zealand Sales & Service - Christchurch 116 Buchan Street Sydenham, Christchurch Tel: +64 3 962 1230 Fax: +64 3 962 1231

Sales & Service – Vancouver 96 North Bend Street Coquitlam BC, V3K 6H1 Vancouver Tel: +1 604 942 1100 Fax: +1 604 942 1125

North East Asia

Chile Sales & Service - Santiago Alcántara 200, 13th Floor, Office 1303, 755 0159 Las Condes, Santiago Tel: +56-2-586-4700 Fax: +56-2-586-4705

China Sales & Service - Hong Kong Rm. 4103 41st Floor, Hopewell Centre 183 Queen’s Road Estate, Wanchai, Hong Kong SAR Tel: +852 2526 6937 Fax: +852 2868 5344 Sales & Service - Shanghai No 1 Xuan Zhong Road - Han Hui Industrial Zone 201300 Shanghai Tel: +86 21 5818 8899 Fax: +86 21 5818 9388 Sales & Service - Dalian Room 1204/1206 Swissotel 21 Wu Hui Road 116001 Dalian Tel: +86 411 8230 5198 Fax: +86 411 8230 8448 Japan Sales & Service - Tokyo Tobunsha Building 4F 2-5-1, Kudan Minama, Chiyoda-ku Tokyo 102-0074 Tel: +81 3 3237 6861 Fax: +81 3 3237 6846 Sales & Service - Kobe Yamasaki Building 1st & 2nd Floor, 1-15-11 Kinpei-cho, Hyogo-ku, Kobe-shi, Hyogo 652-0873 Tel: +81 78 652 8067 Fax: +81 78 652 8068 Republic of Korea Sales & Service - Busan Noksan Industrial Complex 18B-2L,1578-1, Songjeong-dong, Gangseo-gu Busan 618-270 Tel: +82 51 831 4100 Fax: +82 51 831 4101 Russia Sales & Service - Vladivostok 5F, 3b, Streinikova str. Vladivostok 690065 Tel: +7 4232 495 484 Fax: +7 4232 495 484 Americas Brazil Sales & Service - Rio Rua General Jose Cristino 31 20921-400 São Christovão Rio de Janeiro RJ Tel: +55 21 3860 8787 Fax: +55 21 3860 4410 Canada Sales & Service - Halifax 196 Joseph Zatzman Drive, Unit 9 Dartmouth, Nova Scotia B3B 1N4 Tel: +1 902 468 2883 Fax: +1 902 468 2759 Sales & Service - St. Johns 1076 Topsail Road, Mount Pearl Newfoundland A1N 5E7 Tel: +1 709 364 3053 Fax: +1 709 364 3054

USA Naval Marine Inc - Walpole 110 Norfolk Street Walpole, MA 02081 Tel: +1 508 668 9610 Fax: +1 508 668 2497 Sales & Service - Miramar 10125 USA Today Way Miramar, Florida 33025 Tel: +1 954 436 7100 Fax: +1 954 436 7101 Sales & Service - Houston 1880 S. Dairy Ashford, Suite 301, Houston, Texas 77077 Tel: +1 281 902 3300 Fax: +1 281 902 3301 Sales & Service - New Orleans 200 James Drive West St Rose, LA 70087 Tel: +1 504 464 4561 Fax: +1 504 464 4565 Sales & Service - Seattle 4451 14th Avenue NW Seattle, WA 98107 Tel: +1 206 782 9190 Fax: +1 206 782 0176 Naval Marine Inc - Washington 14850 Conference Centre Drive, Suite 100, Chantilly, VA 20151 Tel: +1 703 834 1700 Fax: +1 703 709 6086 Naval Marine Inc - Indianapolis PO Box 420, 2001 South Tibbs Ave Speed Code S-07 Indianapolis Indiana 46206-0420 Tel: +1 317 230 2000 Fax: +1 317 230 6763 Naval Marine Inc - Annapolis 190 Admiral Cochrane Drive, Suite 115, Annapolis, MD 21401 Tel: +1 410 224 2130 Fax: +1 410 266 6721 Naval Marine Inc – Pascagoula Foundry 3719 Industrial Road, PO Box 1528, Pascagoula, MS 39567 Tel: +1 228 762 0728 Fax: +1 228 769 7048 Shiplift Systems - Annapolis 190 Admiral Cochrane Drive, Suite 115, Annapolis, MD 21401 Tel: +1 410 224 2130 Fax: +1 410 266 6721

37 33

ROLLS-ROYCE INTERNATIONAL OFFICES Northern Europe Rolls-Royce International Ltd 227 Rue de la Loi, 1040, Brussels Belgium Tel: +32 2 230 8652 Fax: +32 2 230 0872 Rolls-Royce International Ltd New Europe, IBC Building Pobrenzi 3, 186 00, Prague 8 Czech Republic Tel: +420 224 835069 Fax: +420 224 835013 Rolls-Royce International Ltd Jägerstraße 59, D-10117, Berlin, Germany Tel: +49 30 2094 2501 Fax: +49 30 2094 2508 Southern Europe Rolls-Royce International Ltd Via IV Novembre 114 00187 Roma, Italy Tel: +39 066 976 671 Fax: +39 066 791 755 Rolls-Royce International Ltd 122 Avenue Charles de Gaulle, 92522 Neuilly-Sur-Seine Cedex, France Tel: +33 147 221 440 Fax: +33 147 457 738 Eastern Europe Rolls-Royce International Ltd Office 26, B. Sadovaya Street 10 123001 Moscow, Russian Federation Tel: +7 495 651 9330 Fax: +7 495 651 9332 Middle East Rolls-Royce International Ltd PO Box 88215, Riyadh 11662, Kingdom of SA Tel: + 966 1 240 1712 Fax: + 966 1 240 1713 Rolls-Royce International Ltd Dubai Airport Free Zone, Suite 2W406, PO Box 54254, Dubai, United Arab Emirates Tel + 971 4 299 4343 Fax + 971 4 299 4344 Asia Pacific Rolls-Royce Australia Services Pty Ltd Suite 102, Level 1, 2-4 Lyonpark Road, Macquarie Park, NSW 2113, Australia Tel: +61 2 9325 1333 Fax: +61 2 9325 1300 Rolls-Royce Australia Services Pty Ltd GPO Box 2715 (40 Marcus Clarke Street), Canberra ACT 2601, Australia Tel: +61 2 6257 0861 Fax: +61 2 6257 0862 Rolls-Royce India Ltd 2nd Floor, Birla Tower (West), 25 Barakhambha Road New Delhi 110001, India Tel: +91 11 2335 7118 Fax: +91 11 2335 7117

Rolls-Royce International Ltd Mid Plaza II Building, 16th Floor, Jln Jendral Sudirman Kav 10-11, Jakarta 10220, Indonesia Tel: +62 21 570 3888 Fax: +62 21 570 6286 Rolls-Royce International Ltd Lot 2.03, Level 2, Tower Block, Menara Milenium, 8 Jalan Damanlela, Bukit Damansara, 50490 Kuala Lumpur, Malaysia Tel: +6 03 2096 1990 Fax: +6 03 2095 7990 Rolls-Royce International Ltd 16 International Business Park #03-01 Singapore 609929 Tel: +65 6734 5031 Fax: +65 6734 5038 North East Asia Rolls-Royce International - China Ltd 2109, China Life Tower 16, Chao Yang Men Wai Street Chaoyang District, Beijing 100020 China Tel: +86 10 8525 2288 Fax: +86 10 8525 2213 Rolls-Royce International Ltd 4/F, South Tower, Cathay Pacific City. 8 Scientific Road, Honkong International Airport Lantu, Hong Kong SAR Tel: +852 2802 4843 Fax: +852 2511 0461 Rolls-Royce International Ltd 3104 Kasumigaseki Building, 3-2-5 Kasumigaseki, Chiyoda-Ku, Tokyo 100-6031, Japan Tel: +81 3 3592 0966 Fax: +81 3 3592 0969 Rolls-Royce International Ltd 3rd Floor, Seil Building, 882-33 Bangbae 4-dong, Seocho-Ku, Seoul, Korea 137-840 Tel: +82 2 3476 7750/2 Fax: +82 2 3476 0122 Rolls-Royce (Thailand) Ltd 11th Floor Tonson Tower, 900 Ploenchit Road, Bangkok 10330, Thailand Tel: +66 2 263 0500 Fax: +66 2 263 0505 Americas Rolls-Royce International Limitada Av. Almirante Barroso 52 Sala 2001, 20031-000 Rio de Janeiro, Brazil Tel: +55 21 2277 0100 Fax: +55 21 2277 0186 Rolls-Royce International Ltd 14850 Conference Centre Drive, Suite 100, Chantilly, Virginia, 20151-38381, USA Tel: +1 703 834 1700 Fax: +1 703 351 7621

The widest range of products from a single supplier Automation and control systems Azimuth thrusters Bearings Bulk handling Deck machinery Design and integrated systems Diesels and gas engines Energy storage Gas turbines Power electrics Propellers Propulsion systems Reduction gears Replenishment-at-sea systems Rudders Syncrolift - Shiplift systems Stabilisers Steering gear Tunnel thrusters Turbogenerators Waterjets

In-Depth Issue 12  

Marine magazine

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