fit for a queen/media/files/r/rolls...aircraft carrier hms queen elizabeth, built in scotland’s...

Latest projects New Azipull Carbon thrusters

combine best of speed and style

Customer focusMounted waterjets provide

a compact catamaran solution

Leading innovationIn the hot seat with the world’s first remotely-operated vessel

The Rolls-Royce marine magazine Issue 31 • September 2017

fit for a queenSetting sail with the Royal Navy’s

largest and most powerful warship Pages 24-27

MT30 is the most power dense naval gas turbine available today, proven to deliver superior performance, operational fl exibility and reliability. This is why it is already the engine of choice for six of the world’s latest naval platforms, including the Italian Navy’s new Landing Helicopter Dock. Rolls-Royce combines innovative naval technology with a proven high performing naval pedigree to deliver the most cost effective and effi cient ship power, propulsion and through-life solutions… for over 4,000 customers around the world.

www.rolls-royce.com

Photo courtesy of Lockheed Martin © 2017

US Navy’s Littoral Combat Ship, Freedom Class variant - Mechanical

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

RoK Navy’s FFX Batch II Frigate - Hybrid Royal Navy’s Type 26 Global Combat Ship - Hybrid

US Navy’s DDG-1000 - Full ElectricRoyal Navy’s Queen Elizabeth Aircraft Carriers - Full Electric

Photo courtesy of US Navy © – Naval Surface Warriors

Photo courtesy of BAE Systems © 2017

RRV_027_AU_Defence_Mag_210x297_vFNL.indd 1 24/08/2017 14:05

About Indepth magazine People© Rolls-Royce plc 2017. The information in this publication is the property of Rolls-Royce plc and may not be copied, communicated to a third party, or used for any purpose other than that for which it is supplied, without the express written consent of Rolls-Royce plc. While the information is given in good faith, based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies. Opinions expressed may not necessarily represent the views of Rolls-Royce or the editorial team. The publishers cannot accept liability for errors or omissions. All photographs © Rolls-Royce plc unless otherwise stated.

Editor: Yrjar GarsholDesign: Renny Hutchison, Ryan SwinneyContributors: Simon Kirby, Richard White, Craig Taylor, Gro Naalsund, Andrew Rice Production: Connect Publications LtdCover image: PA Images

24FLYING THE FLAGFollowing successful sea trials, HMS Queen Elizabeth arrives ‘home’ to a fanfare

34A CENTURY OF ULSTEINWe trace the history of the Norwegian shipyard as it celebrates its 100th birthday

36COOL FOR CATSFour mounted waterjets have given a passenger catamaran light and compact propulsion

38OUT OF AFRICACaptain gives his verdict on the performance of our DP3 dynamic positioning system

31SPEED WITH STYLELuxury yacht builder makes the most of our high power Azipull Carbon thrusters

28ICE BREAKERLars Alv Haugen reveals the latest behind the scenes of RRS Sir David Attenborough

Issue 31 • September 2017

Contents

rolls-royce indepth magazine 03

upfront

Customer focus

Latest projects

Leading innovation

MT30 is the most power dense naval gas turbine available today, proven to deliver superior performance, operational fl exibility and reliability. This is why it is already the engine of choice for six of the world’s latest naval platforms, including the Italian Navy’s new Landing Helicopter Dock. Rolls-Royce combines innovative naval technology with a proven high performing naval pedigree to deliver the most cost effective and effi cient ship power, propulsion and through-life solutions… for over 4,000 customers around the world.

www.rolls-royce.com

Photo courtesy of Lockheed Martin © 2017

US Navy’s Littoral Combat Ship, Freedom Class variant - Mechanical

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

RoK Navy’s FFX Batch II Frigate - Hybrid Royal Navy’s Type 26 Global Combat Ship - Hybrid

US Navy’s DDG-1000 - Full ElectricRoyal Navy’s Queen Elizabeth Aircraft Carriers - Full Electric

Photo courtesy of US Navy © – Naval Surface Warriors

Photo courtesy of BAE Systems © 2017

RRV_027_AU_Defence_Mag_210x297_vFNL.indd 1 24/08/2017 14:05

12TUGS ENJOY EVEN MORE FIRE POWERIntegrated slipping clutch offers a simple yet elegant solution for firefighting vessels

14IN THE HOT SEAT OF REMOTE VESSELSpace-age captain’s chair sits at the heart of a new control system that’s making history

18POWER SURGE FOR DESTROYERSThe US Navy’s DD class has received an increase in electrical power with the new AG9160 genset

20A SEA-CHANGE IN NAVAL SHIPPINGAutonomous single role vessel could transform fleets: We find out why there’s so much interest

2280 YEARS OF REVOLUTIONHow Kamewa propellers went from a humble start to innovation that keeps the world turning

04 rolls-royce indepth magazine

upfront

You only need to glance at the news headlines to see that our world faces challenging and

ever-changing times. Global tension is driving the geopolitical agenda and the idea of a steady state feels somewhat distant.

For the world’s navies, that can mean a number of different things depending on where they project their capability. Readiness is always a high priority. Having the right equipment to do the job is essential, and for us, that means ensuring our technology performs as expected – mission critical in everything we do.

Cost is another key driver. Naval ships have always commanded a higher investment for projects which can often change in scope during

the specification and building phases. Operational efficiency is now becoming a major influencing factor as navies select the right technology that is going to serve them well, not only in the short term but throughout the lifecycle of the ship, which may stretch out to 50 years.

The nature of naval operations requires ships and their crews to perform at levels often way beyond the limits of commercial shipping. Carrying out critical tasks requires a level of performance that is second to none.

Our gas turbine technology is powering the world’s most advanced naval vessels, and as navies embrace the same global-trends as wider society, namely electrification and digitalisation, the demand

for reliable and readily available electrical energy is only going to grow. Our MT30 engine is a great example of that, where we are able to offer a source of high power, with the inherent reliability that will continue to offer consistent performance for decades as the ship’s energy demands evolve.

Ships are becoming more complex, and with innovations such as energy-hungry weaponry like rail guns on the horizon, the need to meet increased power demand is a critical one for us.

Our customers put their trust in us to deliver the technology that enables them to meet their challenges, today and tomorrow. Whether defending a nation’s waters, transporting people and cargo, or working offshore, our customers demand the best, and look to us for innovative solutions

For everything we supply, affordability is another critical factor, and more so when viewed throughout the lifecycle of the ship. Navies, like commercial operators, are looking to the future, with capability and affordability in mind.

Only recently, we’ve seen the UK’s new flagship, the 65,000 tonne aircraft carrier HMS Queen Elizabeth, built in Scotland’s Govan and Rosyth yards, take to the seas for the first time. This hugely impressive ship is powered by a pair of our MT30 gas turbines, generating over 70 megawatts of power.

That ship, and its sister, HMS Prince of Wales, will be in service for 50 years, so being able to ensure our equipment performs

Editorialwith mikael mäkinen

Thought leadership from our Executives

In today’s rapidly-evolving commercial and naval markets, Rolls-Royce’s advanced gas turbine engine proves that affordability in a mission critical world holds the key to optimum performance and ongoing business success

“The need to meet increased power demand is a critical one for us”Mikael Mäkinen


upfront

consistently throughout the ship’s life is a key requirement.

Our engineers were on board throughout its sea trials and subsequent arrival at her home base in Portsmouth and were pleased with the performance of our equipment, in particularly the twin MT30 gas turbines, which have each now run for more than 800 hours. You can read about the ship’s maiden voyage on pages 24-27.

In the commercial market, the rapid pace of digital developments continues. In the summer, you may have seen that, together with global towage operator Svitzer, we successfully demonstrated the world’s first remote control tug. That was a clear indication of just how real the future opportunity is for remote and potentially autonomous operation.

We continue to push forward in our ship intelligence innovations, and most recently we’ve been looking at the potential crossover into naval markets. While commercial opportunities are initially focused on remote operations, the interesting message we’re getting from naval customers is that autonomous operation is their priority, so we’re sharing some of our concepts with you in this issue.

Finally, I must mention another special event, and that’s this year’s centenary celebrations for the Ulstein Group. Today, a valued customer for Rolls-Royce, but historically our companies’ stories are closely entwined. That rich heritage and shared experience goes back a long way and underpins a lot of the success we share today. You can read about this fascinating history on pages 34-35.

We’re determined to continue drawing upon our unique blend of experience and vision to develop future solutions and keep moving the technology agenda in the years ahead. Your mission is always critical to us.

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

www.linkedin.com/ company/rolls-royce

marineinfo @rolls-royce.com

Read about the successful

tug demo on p14-17

Read about HMS Queen

Elizabeth on p24-27

Read about the Ulstein centenary on p34-35


upfront

Rolls-Royce and global towage operator Svitzer have successfully demonstrated the world’s first remotely operated commercial vessel.

In February, Svitzer Hermod, a 28m-long tug safely conducted a number of remotely controlled manoeuvres. From the quayside in Copenhagen harbour, the vessel’s captain, stationed at the vessel’s remote base at Svitzer headquarters, berthed the vessel alongside the quay, undocked, turned 3600, and piloted it to the Svitzer HQ, before docking again.

Throughout the demonstration the vessel had a fully-qualified captain and crew on board to ensure

World first as captain docks his vessel remotely

safe operation in the event of a system failure.

Mikael Mäkinen, Rolls-Royce, President – Marine says: “It was an honour to be present at what I believe was a world first and a genuinely historic moment for the industry.”

Kristian Brauner, Chief Technology Officer, Svitzer says: “Disruption through innovation is happening in almost every industry and sector and that technology will also transform the maritime industry.”

The companies have also signed an agreement to continue their co-operation to test remote and autonomous operations for vessels.

The latest developments across Rolls-Royce marine

Read the full story behind the historic Svitzer Hermod trial

on p14-17

Marine eventsSeptember5-6: Shipping 2030, Singapore5-8: DEFSEC, Halifax, Nova Scotia12-15: DSEI, London, UK13-15: Icelandic Fisheries Exhibition, Kopavogur, Iceland18-19: Asia Tug Seminar, Singapore18-22: OSJ Asia, Singapore19-21: NEVA, St Petersburg, Russia24-27: SEG, Dallas, USA27-30: Monaco Yacht Show, MonacoOctober3-5: Pacific, Sydney, Australia7-10: Interferry 2017, Split, Croatia10-11: Electric & Hybrid Propulsion Seminar, London, UK 11-13 Danfish, Aalborg, Denmark24-27: Kormarine, Busan, Korea24-27: MADEX, Busan, KoreaNovember 7-9: Asia Marine Engineering Conference, Singapore16-17: LNG World Ship/Shore Conference, London, UK13-16: The Superyacht Forum, Amsterdam, The Netherlands 16-18 Pacific Marine Expo, Seattle, USA29 Nov – 1 Dec: Workboatshow, New Orleans, USADecember 5-8: Marintec, Shanghai, China

Book events with the Indepth app Indepth is on Apple’s App Store and the Google Play store


upfront

Rolls-Royce makes carrier a power to reckon with

New V-Line version will boost B33:45

HMS Queen Elizabeth, the first of two new aircraft carriers to be built for the Royal Navy, started sea trials in June.

The Queen Elizabeth Class will be the centrepiece of Britain’s future maritime capability. Each carrier, coupled with the F-35B Lightning aircraft, will form an integral part of the UK’s Carrier Strike capability.

Queen Elizabeth is the largest and most powerful warship ever constructed for the Royal Navy. The ship will operate with a crew of approximately 700, increasing to the full complement of 1,600

when aircraft are in operation. Rolls-Royce is providing more than £100 million worth of power and propulsion equipment to this, and sister ship HMS Prince of Wales. This includes two 36Mw MT30 marine gas turbines driving large alternators, which will work with the four diesel generators to supply the ship’s electrical power of about 110Mw of installed power – enough to power a small town.

The vessel also features Rolls-Royce adjustable bolted propellers and shaftlines, steering gear and rudders, retractable

stabilisers, Heavy Replenishment at Sea reception points and the complete low-voltage electrical distribution system.

Queen Elizabeth spent about six weeks at sea to test the fundamentals of the ship, monitoring speed, manoeuvrability, power and propulsion as well as undertaking mission systems trials and additional tests on her levels of readiness.

Prince of Wales is structurally complete and is currently in the outfitting phase of her programme at Rosyth.

Read more about the Queen Elizabeth

on p24-27

Rolls-Royce launched a V-Line version of its highly successful B33:45 engine series at NorShipping in June.

The V-Line design’s 600kW per cylinder now delivers 20 per cent more power than the B32:40, in a compact design, allowing more power in the same footprint as its predecessor.

The first variant is a V12 version with a V16 and a V20 to follow, to address a bigger portion of the marine and land market.

Typical marine applications will

be larger fishing vessels, drilling units, heavy-lift and construction vessels as well as medium-sized cruise and passenger, cargo and tanker vessels.

Thor Humerfelt, Rolls-Royce, Head of Engineering – Bergen, says: “This V-engine series completes the B33:45-engine family and gives our customers freedom to select their optimum power choice in the range between 3.6MW and up to 12MW.

“This will give them an excellent opportunity to reduce life-cycle costs.”

After leaving Rosyth in Scotland, the hinged mast was lowered as it squeezed under the Forth Railway Bridge


Sir Michael Fallon, the UK’s Secretary of State for Defence, cut the first sheet of steel for the Type 26 Global Combat Ship, to be named HMS Glasgow, at BAE Systems’ Govan shipyard in July.

The Type 26 will replace the submarine-hunting Type 23. Sir Michael announced the £3.7 billion contract with BAE Systems for the first three vessels at the start of July. A planned fleet of eight will protect the Continuous at Sea Deterrent, as well as the Carrier Strike Group.

Each ship will be 149m long, have a crew of 157 and a top speed of more than 26 knots.

Rolls-Royce will play a crucial role in powering and equipping what will be one of the most advanced warships ever built. As well as supplying an MT30 marine gas turbine and four MTU diesel generators for each vessel, the

company provides the steering gear and stabilisers.

The company has also signed agreements to design and develop the propellers, Replenishment At Sea (RAS) reception points and a Mission Bay Handling System for the vessels. Once successfully completed, it is hoped these will result in contracts to supply these to all three vessels.

Nick Antoniades, Rolls-Royce Programme Executive Europe, Middle East and Africa, highlighted the importance of the programme for Rolls-Royce. He said: “It showcases

the wide range of marine equipment we supply to the navies of today and we are proud to continue a long tradition of supplying equipment to the Royal Navy by supporting Type 26, which will be one of the most advanced warships ever built.

“We are excited to be moving into the next phase of this programme, having delivered our first equipment for the platform. We still have more equipment to deliver and will support installation and commissioning activities, which kick off in 2018.”

Steel cut on first of new Global Combat Ship fleet

ABOVE: the Type 26 Global Combat Ship will showcase a wide range of Rolls-Royce technology and equipment

Siem Offshore and Subsea 7 have signed a joint three-year service agreement with Rolls-Royce to maintain and service all of the equipment it has delivered to the two companies’ offshore vessels. The agreement covers a total of 74 offshore vessels.

Steinar Sandberg, Siem Group, Head of Group Procurement,

says: “We believe we can save money by jointly entering into this kind of service agreement. We have a modern and technically advanced fleet that requires good follow-up throughout the vessels’ working lives.”

Knut Hovland, Rolls-Royce, Director – Marine Services, says: “We have delivered equipment

to around a quarter of the world’s registered fleet.

“As a result, we also have service assignments and long-term agreements with a large number of ship owners globally. We also have a network of service stations at 34 locations worldwide, so we can be close by whenever equipment needs servicing or repair.”

upfront

Service agreement for 74 offshore vessels


Rolls-Royce has signed a deal to equip an expeditionary oceanic cruise ship for Portuguese-based cruise company Mystic Cruises.

The vessel, to be called MS World Explorer, will be the company’s first expeditionary oceanic cruise ship. She will offer expeditionary cruise itineraries in Antarctica from November to March and for the rest of the season visit small, distinct ports worldwide not normally accessible to larger cruise ships.

Mário Ferreira, Mystic Cruises CEO, says: “The World Explorer will be the first of our expeditionary cruise ships. She will offer passengers a once-in-a-lifetime experience of exclusivity and personalised service.

“Antarctica offers a unique setting for expeditionary cruises, and we will now offer the opportunity to explore this amazing region with all comfort and luxury of a five-star-plus hotel.

“Being one of the last unspoiled and untouched regions in the World, Antarctica poses a unique challenge for cruise companies in order to offer the high-quality service that guests are used to in other areas, while being environmentally sustainable.

“For us it’s essential to have a sustainable, efficient and environmentally friendly solution.

Wave-piercing trawler netted

ABOVE: Rolls-Royce hybrid technology will power the new cruise ship which will visit Antarctica and small distinct ports worldwide

Green cruise credentials

upfront

Rolls-Royce has won a contract to design and equip a new Rolls-Royce NVC 375 WP stern trawler for Icelandic fishing company HB Grandi.

The 82m vessel will process various fillet products and has a

freezing capacity of 100 tonnes/ 24 hours. The trawler has a fuel-efficient wave-piercing hull. The main equipment will also include a B33:45 diesel engine together with Promas integrated rudder and propeller system and a Hybrid Shaft

Generator (HSG) system providing the most fuel-efficient propulsion system available. The trawler will be equipped with electric-driven winches including permanent magnet (PM) driven electric trawl winches.

That is why we opted for the hybrid technology that Rolls-Royce proposed.”

Rolls-Royce has supplied main engines and an auxiliary dual generator. These connect to a Low Voltage AFE ‘SAVeCUBE’ Power Electric System which allows the engines to operate at variable speeds maximising their efficiency for the required power.

Rolls-Royce is also providing the automation and control system, and the complete Promas propulsion system with two CPP

propellers integrated with two flap rudders, also steering gears and tunnel thrusters.

John Roger Nesje, Rolls-Royce, Vice President, Power Electric Systems – Marine says: “Our experience of all aspects of ship design and construction has allowed us to help Mystic Cruises carefully consider the World Explorer’s operational profile and identify the optimum combination of technologies to use in order to reduce emissions and achieve improved performance and fuel economy.”

Trawler winches a permanent fixtureWhen the trawler Holmøy was delivered, one of its three main trawl winches was a prototype permanent magnet (PM) winch developed by Rolls-Royce.

Extensive data was logged over 3,600 operating hours, and the performance of the winch has been excellent. Analysis of this data has provided a solid basis for reducing the cost of the PM technology.

The owner has decided to re-equip the vessel with the production XT140 motor on the existing PM winch, and also to replace the other two winches, which had smaller motors with gears, with PM units featuring the same XT140 motor.

Conversion of the first winch is now complete, with the other two to follow in the autumn of this year.

Holmøy is built to the Rolls-Royce NVC 307 design, and has a full package of Rolls-Royce equipment including the first example of the new Bergen B33:45 diesel engine to go into service.


leading innovation

How would you characterise the Rolls-Royce Naval business?Rolls-Royce Naval is a global business providing mission critical systems to more than 70 navies, providing power and propulsion, electrical, automation and control and mechanical handling systems that keep sailors safe and allow them to fulfil their critical missions.

How does Rolls-Royce do that?We have the widest breadth of products and domain knowledge in this sector. We understand how our products work and how they fit together to perform effectively on operation. It is this combination of expertise and domain knowledge which gives our customers confidence their vessel will do the job it’s designed for.

The Royal Navy’s new aircraft carrier, the HMS Queen Elizabeth, is an example. She has two MT30 Gas Turbines which provide the speed she needs to launch her aircraft.

What is driving the naval market at the moment?Rising global tensions, especially in the Middle East and South-East Asia, are driving demand for platforms which enhance national security and offer a forward projection capability. Every customer we

talk to wants to develop their sovereign capability, enhancing skills, creating jobs and wealth. A large shipbuilding programme requires a skilled labour force and an extensive supply chain to support it. That has a significant value for countries. As a consequence, we are seeing changes in warship procurement. Localisation is a deciding factor in large, complex campaigns. The willingness of Rolls-Royce to establish relationships with in-country partners allows us to meet the customer’s desire to be able to support their fleets.

Are there regional differences?In the US, which has a defence budget equivalent to the expenditure of the next nine biggest nations, the focus is on recapitalisation. Here, our expertise has been critical to the development of the US Navy’s most modern ships, the Littoral Combat Ship and the DDG1000. There has also been significant investment in the

coastguard market and we are equipping a new fleet of US CoastgGuard Offshore Patrol Cutters.

We also see recapitalisation in Europe. I’ve mentioned HMS Queen Elizabeth but we will play a crucial role in the Royal Navy’s Type 26 Global Combat Ship Programme.

In North East Asia, the focus is on developing capability. We are working with the Republic of Korea’s Navy on the Daegu Class frigate. This uses a single MT30 in the compact package and hybrid electro-mechanical propulsion and is a game changer in terms of anti-submarine warfare.

What do customers want?We do see some common trends. Customers want to increase the availability of their vessels without increasing cost and they want to reduce capex and lifecycle costs. We can help. The MT30 in a compact package reduces the size of the footprint and increases the power available, creating opportunities for designers to do things differently. It makes possible the choice of a simpler more cost effective Combined Diesel Electric and Gas (CODLOG) system.

As President of the Naval Business, Don Roussinos is overseeing a world of fast-paced change. We caught up with him to find out his thoughts on the current condition of the market – and his vision for the future

Switched

“Customers want to increase the availability of their vessels without increasing cost and they want to reduce capex and lifecycle costs. We can help”


leading innovation

This in turn often allows the choice of a low rather than high voltage electrical distribution system which is cheaper in terms of initial cost. Crucially, the ‘Or’ system (CODLOG) can achieve top ship speed using only the GT, avoiding key dependencies on other system elements, and releasing 100% of the installed electrical power generating capacity to support ship service and weapons load demand. This makes the platform more adaptable and able to accept incremental advanced weapons and sensors as they become available in future years.

We are also seeing the development of ships capable of carrying out multiple missions. The Littoral Combat Ship is a good example.

Our involvement doesn’t stop when the ship goes into service. In Australia, for example, with our partner, Kellogg Brown & Root (KBR) we have provided engineering

support to the Royal Australian Navy’s (RAN) support ships for over 10 years, driving down maintenance costs.

Another key customer requirement is to de-risk their projects. They want work done on time and to budget and if things go wrong they want swift resolution.

Our gas turbine technology benefits from synergies with our aero business in terms of the depth of domain knowledge and the ability to apply it. For example, The MT7, used on the US Navy’s Ship to Shore connector (SSC) has over 90% commonality with the AE1107 engine, which powers the US Marine Corps’ V-22 Osprey. Ships with the SSC will also deploy V-22 Ospreys. A common engine type brings significant in-service benefits rationalising spares holdings and simplifying maintenance training.

We are using existing diagnostic network capabilities, which support

TotalCare programmes on our aero engines, to develop equipment health monitoring. Advanced data analytics provide product maintenance solutions based on the specific usage profile and operational environment of each engine. They also provide predictive diagnostics support ensuring optimum performance and availability.

What does the future hold?Two main themes are driving developments; an increased demand for electrical power from advanced systems and unmanned and reduced manning.

We have proven capability in the provision of advanced integrated electrical power systems in the commercial marine sector. Rolls-Royce has successfully provided navalised gas turbine gensets for many years into the US Navy surface fleet using the AG9140 genset, and more recently GT gensets. These supply the full/integrated electric propulsion to the US Navy’s DDG1000 Destroyer program as well as

the Royal Navy’s Type 45 Destroyer and Queen Elizabeth Class Aircraft Carriers. Integrated electric propulsion allows naval programmes to effectively “future-proof” new platforms.

In unmanned and reduced manning we are applying technologies developed in our commercial marine business to known and emerging customer problems. We are seeing interest from major navies in autonomous ships.

We are exploring concepts that bring these developments together in an autonomous electrical unmanned platform for a range of single role missions. Combining our leadership in remote and autonomous commercial vessels with our robust and reliable power and propulsion systems puts us in a unique position to do this.

“We have proven capability in the provision of advanced integrated electrical power systems in the commercial marine sector”

Send an email to [email protected]


leading innovation

any vessels are equipped for external firefighting with fire pumps and monitors, enabling them to tackle fires on other

vessels at sea or in waterfront property. Typically, these systems are found on tugs, offshore support vessels and harbour service craft.

Monitors delivering jets of water at a long distance require powerful fire pumps. For example, the lowest FiFi rating calls for 2,400m3 of water per hour, and this can be provided either by pumps driven by the vessel’s main engines or by separate diesel

engines. To do its job, the firefighting vessel has to hold itself in position against wind, waves and currents, and also against the strong recoil force from the jets thrown by the fire monitors.

Diesel engines driving mechanical transmission azimuth thrusters with fixed pitch propellers are now a popular and effective propulsion system.

Engine speed determines propeller thrust and vessel speed, but the simple system raises a question when a main engine also drives a fire pump: How to divide the power between thruster and pump in the right proportion?

The pump wants a high and constant engine speed to give the required power,

but the power to position the vessel, thus fixed pitch propeller speed, can be quite low and variable.

Popular Rolls-Royce US205 and US255 thrusters are now available with a simple and elegant answer – an integrated slipping clutch.

“Our development was prompted by a query from a customer” says Janne Urhonen, Engineering to Order Manager, Rolls-Royce.

“Could the clutch already built into these thrusters be used to control the power fed to the propeller?”

This customer was considering the potential cost saving of not needing to buy a separate slipping clutch, thrusters with

words: richard white

Our integrated slipping clutch has provided a simple and elegant solution to firefighting vessels needing to divide power between thruster and pump

M

More fire power

LEFT: The new FiFi clutch integrated in the upper gearbox of the US series thrusters gives a cost effective firefighting

tug combining full control of tug speed and position keeping with full fire monitor output


leading innovation

CP propellers, or a separately engine-driven pump system, which are valid but more expensive solutions.

These US series thrusters incorporate as

standard a multiplate clutch in the drive to the upper gearbox pinion. Hydraulically operated, its function is to provide a smooth engagement when the thruster is coupled in with the engine running at idling speed.

Here, the friction heat generated by the slipping clutch is small, about 25kW for a short period. To provide control of propeller speed for long periods while running the engine at full speed involves the clutch in slipping away many times this amount of energy as heat.

The solution was to include a multiplate hydraulically-operated clutch with variable pressure to define the amount of slip.

When slipping, the plates are less tightly

clamped to allow a large flow of lubricating oil to flow from the inside to the outside of the clutch pack between the plates, the oil carrying with it the heat. Little modification to the thruster was needed, and the main external change is the provision of a much larger oil cooler to cope with the heat representing the power slipped.

The result is very good control over propeller revs when the fire pump is operating, and the clutch functions as before when the thruster is coupled in but the fire pump is not needed. The system is simple and the price competitive, and the first US thrusters with the new FiFi clutch are being delivered to Damen shipyards.

More fire powerABOVE: Damen’s Cape Naturaliste and, top right, Caden Foss

Twin-fin tug is chunky yet impressive Cape Naturaliste is one of a pair of powerful Damen harbour tugs built for Mackenzie Marine & Towage for operation in Bunbury and Esperance ports in Western

Australia. The vessel is to the ATD 2412 design, a 4,200kW twin-fin azimuth tractor tug with a bollard pull of over 70 tonnes and a speed ahead or astern of over 12 knots.

This chunky vessel is 24.7m long and the beam is about half the length.

Two Rolls-Royce US 255 FP azimuth thrusters in tractor configuration propel and

manoeuvre the vessel and the ATD 2412 design is distinctive for its twin skeg layout.

Damen supplied Cape Naturaliste and Cape Leeuwin to meet a seven-month deadline from order to delivery.

Mackenzie operates other Damen tugs, but these are the first tractors.

Thrusters blaze a trail in latest fleet additionCaden Foss is a new addition to the Foss Maritime tug fleet, propelled by two of our US 255 azimuth thrusters.

The 34.4m long vessel will demonstrate the ship assist and escort capabilities of smaller tugs, while delivering the improved towing performance and increased range of larger ocean-going tugs. It will provide support and escort services for Chevron Shipping and the Richmond refinery.

Erik Larsen, Rolls-Royce, Vice President for Customers & Sales, Tug and Fish in the Americas, says: “Our azimuth thrusters will provide the manoeuvrability and bollard pull needed for operations in larger harbours, terminals and escort applications.”

The tug is named after Caden Hansen, who is the great-great-great grandson of Foss Maritime founders, Andrew and Thea.

When the main engine also drives a pump, the question was: How to divide the power between thruster and pump in the right proportion?


leading innovation

n February, Rolls-Royce and Svitzer successfully demonstrated the world’s first remotely-operated commercial

vessel in Copenhagen. In the presence of members of the companies’ senior management, the 28m long tug Svitzer Hermod safely conducted a number of remotely-controlled manoeuvres consistent with normal tug operations.

From the quayside in Copenhagen harbour, the vessel’s captain, stationed at the vessel’s remote base at Svitzer headquarters, berthed the vessel alongside the quay, undocked, turned 360°, and piloted it to the Svitzer HQ, before docking again. The vessel had a fully-qualified captain and crew on board throughout to ensure safe operation in the event of a system failure.

Both management teams expressed their surprise and delight at the sophisticated level of remote operations achieved in the project’s four-month life.

Mikael Mäkinen, Rolls-Royce President – Marine, said: “It was an honour to be present at what I believe was a world first and a genuinely historic moment for the maritime industry. We’ve been saying for a couple of years that a remotely-operated commercial vessel would be in operation by the end of the decade. Thanks to a unique combination of Svitzer’s operational knowledge and our technological expertise, we have made that vision a reality much

sooner than we anticipated.”Kristian Brauner, Chief Technology

Officer, Svitzer, said: “Disruption through innovation is happening in almost every industry and sector and technology will also be transforming the maritime industry.

“As the largest global towage company, Svitzer is actively engaging in projects that allow us to explore innovative ways to improve the safety and efficiency of towage operations to benefit our customers and our crews.

“With its direct impact on our customer performance, operational cost and environmental footprint vessel efficiency

remains a main driver now and going forward. We are proud to be partnering with Rolls-Royce in this high-level research and development of systems for remote operation.”

The story began 12 months earlier in conditions of great secrecy. Svitzer had identified the potential disruptive impact of autonomous technologies and was determined to be ahead of the game. Following a worldwide research exercise to identify companies with the right expertise they selected Rolls-Royce as the best fit with its aspirations. In August

History was made earlier this year when the world’s first remotely-operated vessel was unveiled and demonstrated in Copenhagen. Developed by Rolls-Royce in partnership with Svitzer, the heart of this breakthrough technology is the space-age captain’s chair, from where far-away vessels can be manoeuvred safely with precise control

In the hot seatI

words: simon kirby


leading innovation

The space-age captain’s chair is equipped with a dynamic positioning joystick, integrated thruster controls and screens either side


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2016 a joint project team began work on designing, building and equipping the tug. According to Karno Tenovuo, Rolls-Royce,

Senior Vice President, Ship Intelligence: “The technologies needed to make remote operations a reality exist. The challenge was to combine them cost effectively and securely in a marine environment proving the concept works.”

“At the heart of the system,” according to Tenovuo, “is sensor fusion, combining input from multiple sensors to work together to give the captain a better understanding of what is happening around the ship than they would have standing on the bridge itself.”

The system was built with ‘off-the-shelf’, commercially available marine products, including high definition cameras with infra-red capability, radar, and Light Detection and Ranging (LIDAR). These were combined with a digital map of the harbour to offer the captain interchangeable layers of insight presented on a curved ‘video wall’ in front of him.

A Rolls-Royce Dynamic Positioning (DP) system, the first ever installed on a tug, gave the captain very precise control over

the placement and movement of the vessel. Advanced DP Mode also allowed automatic heading and course control in higher speed than normal DP.

Control is exercised from the Remote Operations Centre (ROC) housed in a purpose-built and secure room in Svitzer’s headquarters. According to the project’s industrial design lead, Sauli Sipilä: “We didn’t want to be limited by the boundaries imposed copying the design of existing bridges.” Instead they sought to use

“ergonomic and human-centric design” principles to create the best surroundings and experience for the captain to feel confident in control.

At the centre of the ROC is the captain’s chair, placed in front of the ‘video wall’. The DP joystick and thruster controls are integrated into the chair’s consoles. Immediately in front of the chair arms are two screens, one on each side. These show images from the radar to the left and the DP control system to the right. Further to

The captain’s chair is currently housed in a purpose-built secure room in Svitzer’s HQ


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the right, another smaller screen allows him to change the images he sees on the video wall. An Electronic Chart Display and Information System (ECDIS) monitor sits on the floor in front of him. A headset allows easy communication.

The project team anticipated that their biggest challenge would be connectivity and having sufficient coverage and bandwidth to deliver data from the vessel, giving images of sufficient quality in a timely fashion, safely and reliably. This proved not to be. A combination of 4G cellular, Wi-Fi and satellite technologies exceeded expectations and allowed the team to improve on their original specification, delivering higher resolution images.

The project has faced a “unique set of security challenges,” said Robert Oates the Rolls-Royce Cyber Security lead. Significant analysis of potential risks was undertaken to ensure end-to-end security. This analysis looked not just at the obvious technology related risks but also at the risks posed by people and the way they work.

To minimise these risks, clear security protocols were established, documented and rigorously enforced. Hardware

networks were physically separated from each other and firewalled from the outside world.

State-of-the-art encryption was used to secure communications to a US Federal Standard with a key length which will tolerate emerging quantum computing technology. Rolls-Royce development tools were also employed to provide a context aware intrusion detection system, monitoring the networks for “strange” traffic and alerting the captain to any threat.

The legal basis for constructing and operating a remote-controlled vessel is still developing. However, the Danish Maritime Authority was prepared to sanction this closely-supervised test. Class Society Lloyd’s

Register provided guidance on the safety implications. Their Marine & Offshore Director, Nick Brown, comments: “Working on this project with Rolls-Royce and Svitzer and supporting them on the safe demonstration of the Svitzer Hermod is truly a landmark moment for Lloyd’s Register and the industry.

“With autonomous ships likely to enter service soon, we have already set out the ‘how’ of marine autonomous operations in our ShipRight procedure guidance as it is vital these technologies are implemented in a safe way and there is a route for compliance.

“Lack of prescriptive rules was no barrier for ‘de-risking’ the project and we provided assurance against our Cyber-Enabled Ships ShipRight Procedure, while considering the safety implications associated with the first closed demonstration.”

“A successful first test is only the beginning,” adds Tenovuo. “We intend to continue developing and testing the ROC whilst continuing our drive for more autonomy in ships. We expect to demonstrate a fully autonomous vessel very soon.”

The captain’s chair sits in front of the ‘video wall’ at the heart of the Remote Operations Centre (ROC)

“The captain has a better understanding of what’s happening around the ship than they would standing on the bridge itself”

Back in 2013, Rolls-Royce supplied the 200th gas turbine generator set to the 63rd vessel in

the Arleigh Burke (DDG51) class of destroyers, the USS John Finn (DDG 113) a Flight IIA configuration ship.

DDG-51 destroyers get their electrical power from three AG9140 generators installed on each vessel. They are a critical piece of equipment providing all electrical power for both onboard hotel services, radars and combat equipment. Now the class is being further updated to the Flight III configuration and is to get more power in the form of the new and uprated AG9160 generator sets.

Changes to the Flight III configuration have been mostly driven by new SPY-6 Air Missile Defence Radars (AMDR) that will replace the older SPY-1D phased array radars as the primary sensor for the Aegis combat system. It is intended to confer Flight III ships with an unmatched integrated air and missile (IAMD) capability.

The Arleigh Burke (DDG-51) class of destroyers has had the longest production run of any US Navy surface combatant. Rolls-Royce –then the Allison Division of General Motors Corporation – won the contract to develop and produce the generator

words: andrew rice

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There are now over 70 DDG-51 destroyers in service with the US Navy – and thanks to Rolls-Royce, the class will now receive an increase in onboard electrical power

destroyers – the first, USS Zumwalt, was commissioned in 2016. But they retain the key attributes of the latest AG9140RF generator sets.

The AG9160 uses the reliable MT5S-HE+ gas turbine as the prime mover, and have the same footprint and are approximately the same weight as the lower-powered AG9140 sets they will replace. This means no major ship design changes are required to accommodate them.

Over the years, the AG9140 gen sets have delivered when called upon. They were powering the USS Cole when it sustained severe damage as the result of an Al-Qaeda-linked incident while anchored in the port of Aden. The ship’s chief engineer said that the damaged vessel was able to remain afloat because all the generator sets maintained a constant supply of power, keeping the pumps running and pumping water overboard, while emergency repairs were made.

It has also been regularly updated. The most recent advance was the introduction of the AG9140RF. The R indicates redundant independent mechanical start system (RIMSS), which means the genset is capable of a “black ship” start from batteries only, due to the built-in mechanical starter using the small Rolls-Royce model 250-KS4 gas turbine. Pneumatic air start is also fitted. The F indicates full authority digital controls for the engine and generator set systems. These sets power the current Flight IIA DDG-51

sets for the first of class in 1986. The AG9140 sets are powered

by the 501-K34 gas turbine, which is derived from the T56 engine that powers the C130 Hercules transport aircraft, the workhorse of a number of the world’s armed forces.

Earlier this year, Rolls-Royce secured the contract to supply new uprated Ship Service Gas Turbine Generator sets (SSGTG) for the Flight III variant of the class. Delivering 4MW, the new AG9160 generator sets will provide the Flight III destroyers with more electrical power, feeding into a new electrical plant architecture to provide increased power to the radars and new high-efficiency air conditioning plants. It has been designed to meet DDG-51 MIL-STD shock, noise and generator performance requirements.

To reduce risk, the AG9160 is based on existing proven technology, the RR4500 generator sets that provide a similar amount of power for the auxiliary and peaking power of the new all-electric DDG-1000 multi-mission

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destroyers and the same features are integrated into the AG9160. A model AG9140 is installed at the US Navy’s Land-Based Engineering Site (LBES) in Philadelphia, Pennsylvania, where a complete shipboard machinery room for the DDG-51 has been simulated. The first AG9160 is scheduled to be delivered there later this year. The suite is used for simulation testing and crew training.

Other navies operating the AG9140 are Spain, Greece and Japan’s Maritime Self-Defence Agency. They are also in service with the Republic of Korea Navy,

providing power for the nation’s latest KDX-III destroyers, that feature the US Navy’s Aegis combat system. This increases interoperability with the US Navy when defending the seas around the Korean peninsula.

It has not yet been confirmed which ship will be the first Flight III variant. Based on available information it looks like it will be either DDG 125, Jack H Lucas, or DDG 126, Louis H Wilson.

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ABOVE: The USS Zumwalt and (right) the RR4500

BELOW: A DDG-51 destroyer and (far left) the AG9160

The AG9160 is based on the RR4500 generator sets that provide a similar amount of power for

the auxiliary and peaking power of the new all-electric DDG-1000 multi-mission destroyers


leading innovation

olls-Royce has revealed plans for an autonomous, single role naval vessel. Capable of

operating beyond the horizon for more than 100 days, with a range of 3,500 nautical miles, the 60m vessel will displace 700 tonnes and reach speeds above 25 knots. It could be used for coastal patrol and surveillance, logistics support, or as part of a fleet deployment, protecting conventional manned warships.

Benjamin Thorp, Rolls-Royce, General Manager Naval Electrics, Automation and Control, says: “Rolls-Royce is seeing interest from major navies in autonomous, rather than remote-controlled, ships. Such ships offer navies a way to deliver increased operational capability, reduce the risk to crew and cut both operating and build costs.”

With ever-increasing pressure on defence budgets, navies see unmanned technology as a route to reducing the through-life costs associated with crew. The removal

of manpower from ships radically changes the ship design. Many of the habitation systems and accommodation compartments are removed, bringing immediate cost savings and making the vessel smaller.

The absence of crew increases the need for very reliable power and propulsion systems. Rolls-Royce’s approach is to blend advanced Intelligent Asset Management and system redundancy in a cost-effective manner that avoids sacrificing the cost and volume savings achieved by removing the crew. A suite of autonomous support tools, developed by Rolls-Royce, such as Energy Management, Equipment Health Monitoring and predictive and remote maintenance, will ensure

the availability of unmanned vessels.“The operational profile of these

platforms will be more complicated than commercial unmanned vessels,” says Thorp. “They will be expected to sail from A to B on patrol, avoiding ships and other navigational hazards. At some point between A and B, they will detect something, maybe a submarine, and the mission will change to tracking and surveillance. The power and propulsion system will then need to adopt an ultra-quiet mode to avoid detection.”

These added complexities differentiate naval autonomy from commercial and highlight the challenges. Many of the technologies needed to make autonomous ships a reality already exist. Rolls-Royce has created what it believes to be the

words: simon kirby

Sea-change inR shipping

Navies across the world are expressing interest in plans by Rolls-Royce to create an autonomous vessel with wide-ranging operational capabilities

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world’s first Intelligent Awareness System, combining multiple sensors with Artificial Intelligence, to help commercial vessels operate more safely and efficiently. Significant analysis of potential cyber risks is also being undertaken to ensure end-to-end security.

In terms of development, Thorp explains that Rolls-Royce is looking to build on its reputation for robust and reliable naval propulsion systems to produce the open architecture autonomous solution required for the power and propulsion system and then seek partners to interface this with the naval navigation mission autonomous control systems.

Over the next 10 years or so, the introduction of medium-sized unmanned platforms, particularly in leading navies, is expected and the concept of mixed manned and unmanned fleets will develop. The autonomous platforms are likely to cover a range of single role missions, e.g. patrol & surveillance, mine detection or fleet screening, while the larger manned ships will cover the multi-role missions. By mixing the fleet composition in this way,

navies will reap the operational and cost benefits offered by autonomous technology.

To be able to cover a number of single roles, Rolls-Royce is investigating the concepts of adaptability and modularity of the autonomous propulsion system to create a multi-mission platform. The vessel can then be used as a launch pad for Unmanned Aerial Vehicles (UAVs) in one mission and then re-roled as a submarine detection platform in the next.

At the heart of the vessel is a robust and reliable power dense propulsion system. This combines the company’s proven expertise in both gas turbines and diesels with the company’s proven track record in electric propulsion, energy storage and propulsors.

The initial design features a full electric propulsion system that requires fewer auxiliary systems (lubrication, cooling system etc) and offers better reliability levels than mechanical counterparts. It features two MTU 4000 Series gensets providing around 4MW electrical power to a 1.5MW propulsion drive. The diesel engines could be replaced with small gas turbines, further improving the system’s reliability and reducing onboard maintenance. Permanent Magnet Azipull thrusters together with a bow-mounted

tunnel thruster will make the vessel highly manoeuvrable.

To reduce fuel consumption and extend operational range, an additional 3,000 kWh of energy storage will facilitate efficient low-speed loiter operations and the vessel will also be fitted with photovoltaic solar panels to generate power when the vessel is on standby. It should also be noted that autonomy doesn’t necessarily mean removing all of the crew from the vessels completely. Autonomous technology presents an opportunity to automate certain parts of the ship’s operations, but not everything. Reduction in crew numbers cuts operating costs and also improves safety by limiting the number of people exposed to hazards.

Thorp adds: “Globally, there are two mega trends facing every kind of business: electrification and autonomy. Navies are no different. Rolls-Royce is bringing these two developments together in an autonomous electrical unmanned platform. The demand for naval autonomous platforms is going to grow over the next 10 years and, with our experience and capabilities, we expect to lead the field.”

The initial design features a full electric propulsion system that requires fewer auxiliary systems, such as lubrication and cooling, and offers better reliability levels than mechanical counterparts

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The single role naval vessel’s habitation systems and accommodation compartments will be removed, bringing instant cost savings and making it smaller

If a hazard is detected at any time, the vessel’s mission could switch to tracking and surveillance



leading innovation

nglesson’s Kamewa propeller was inspired by a Russian who he met on a trip to the Baltic States in the mid-1930s.

The unnamed Russian wondered why the company – then known as KMW – had not

used its well-established Kaplan hub and turbine expertise to design adjustable pitch ship propellers. This inspired a vision in Englesson – to develop a propeller with hydraulically adjustable blades.

At that time, propeller blades were adjusted manually by the engine room crew – a cumbersome process. However, Englesson was not the first with this innovative idea. Another turbine manufacturer, Escher Wyss, had installed an adjustable pitch propeller on a Lake Geneva ferry in 1934. The challenge was now to develop a world-leading design.

Einar Svahn and other skilled Kamewa engineers were charged with the task, and the result was the 1937 testing of the first concept design, during what were

the coldest months of the year. Engelsson was very pleased with the results, having monitored the propeller’s performance carefully, taking incessant notes.

Once the trials were complete, the propeller was removed, as stated in the contract with the shipowner, the original reinstalled and the prototype returned to the Kristineham factory for further evaluation. The next and most difficult challenge was to persuade conservative shipbuilders to invest in a new type of propeller. Even the management at Kamewa needed quite a bit of convincing by Englesson before deciding to go ahead with the development of the new product.

A Stockholm newspaper cutting from 2 March 1938 says: “A beautiful motor-

Back in the winter of 1937, Elov Englesson, Chief Engineer at KMW in Sweden, started testing the first Kamewa propeller on the motor sailing cargo ship Rane, operating in the Baltic. Here, we look back on 80 years that changed the industry

words: andrew rice

E

ABOVE: Elov Englesson with a variety of CP propeller parts reserved for the MS Suecia

80 years of revolution


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driven schooner drew much attention, though not solely due to its attractive appearance. Onboard, a new invention was being demonstrated called the hydraulic propeller. On this propeller, the blade pitch is adjusted by oil pressure. This is effectively achieved from the bridge by a small lever located next to the helm.” This was part of the launch of the new propeller.

Engelsson told the press: “Even the largest ships will be able to manoeuvre from the bridge using this device. The engines can be used in all weathers, higher speeds are obtained and wear is reduced. It allows much better utilisation of installed engine power and the likelihood of incorrect manoeuvring is lessened.”

CP propeller number two was installed in 1939 on a newly built tanker Dalanäs, with heavy ice during trials resulting in a strengthened hub design. Number three was installed the same year on the tug Herkules, also with a strengthened hub, which showed how suitable the design was for ice-breaking duties. Herkules is

now owned by the Gothenburg Maritime Museum. To better understand the effects of propeller design, a cavitation tunnel was built at Kristinehamn in 1942, one of only 10 worldwide at the time. The first series of CP propellers was installed on 20 Swedish minesweepers at the beginning of the 1940s and the first large CP propeller – 4.5m in diameter with an output of 3,500hp – was fitted to the 1944 built ocean-going MS Suecia. This provided further valuable development experience for Englesson and his team.

It was not until the mid-1950s, after further development, that the type began winning substantial orders, and by 1958, 350 propellers had been booked. Innovations like the super-cavitating propeller and feathering hub were introduced in the early 1960s to meet demand for better efficiency.

As workload increased, larger cavitation tunnels were added in 1971 and they now form the Rolls-Royce Hydrodynamics Research Centre (HRC). The first propellers with skewed blades were introduced in

1976, offering significant reductions in noise and vibration. They are now standard fit on most naval vessels and cruise ships.

“Gaining a deep understanding of the hydrodynamic issues that affect propeller design requires a lot of experience and historical data,” says Per Aren, Senior Hydrodynamist. “The HRC has been undertaking detailed propulsor design studies for nearly 70 years. More than 1,500 propeller designs have been model-tested, and around 40 are undertaken each year.

“We have also been able to shorten propeller design time. Our recently developed in-house specialist software enables us to do a number of different designs and computational fluid dynamics (CFD) calculations automatically. When optimising our propeller designs over a number of stages, this enables us to determine the best overall design quickly.”

Today, over 50 navies and coastguards have Kamewa propellers on their vessels, as do most cruise ships that use CP or fixed pitch propellers.

Recent challenges include designing the contra-rotating CP propellers for the Feadship superyacht Savannah, and those to propel the UK’s new Antarctic research ship, the RRS Sir David Attenborough.

“Gaining a deep understanding of the hydrodynamic issues of propeller design requires a lot of experience and historical data”

M12, one of 20 Swedish minesweepers built in the early 1940s and equipped with CP propellers

The tug Herkules received propeller number three; ideal for ice breaking

ABOVE: The contra-rotating CP propellers on the 83m superyacht Savannah represented a significant design challengeABOVE:The 5.6m dia CP propeller for MS Andorra, the first to feature the unmanned engine room in 1962


latest projects

he best things come to those who wait, and for the thousands of people patiently lining

the banks of the Forth Estuary, the sight of the UK’s largest ever warship inching her way out of her birthplace was a sight to savour.

HMS Queen Elizabeth is the largest and most powerful warship ever constructed for the Royal Navy. The ship will operate with a crew of approximately 700, increasing to the full complement of 1,600 when aircraft are embarked.

At 65,000 tonnes, HMS Queen Elizabeth is the first of two new aircraft carriers to be built for the Royal Navy. This summer, a project at almost 20 years in the making reached a high point with the start of sea trials.

Three years after she was officially named by Her Majesty The Queen, the nation’s future flagship spent

an initial period of around six weeks at sea to test the fundamentals of the ship. The sea trials monitored speed, manoeuvrability, power and propulsion as well as undertaking mission system trials and additional tests on her levels of readiness.

Timing was key to this much-anticipated maiden voyage. Such is the size of this mammoth ship she had to wait for the highest tide for her propellers to clear the dock gates at Rosyth, Scotland. With only inches to spare on either side, the skill of ten tug boat captains helped ease the £3 billion ship into the expansive waters of the Forth.

Sea trials for HMS Queen Elizabeth saw the Royal Navy’s largest and most powerful warship pass with flying colours – as did the Rolls-Royce technology working inside her massive hull

Raise theT

words: craig taylor

Such is the size of this mammoth ship she had to wait for the highest tide for her propellers to clear the dock gates at the Rosyth yard

BELOW: Guided by tugs, and followed by small boats, Queen Elizabeth inches out to sea


latest projects

Draught is one thing, but height is another, especially when faced with the prospect of passing beneath the three Forth bridges. Standing higher than Nelson’s Column, the ship features a hinged mast which had to be lowered just so she could squeeze under the iconic Forth Railway Bridge. It’s a unique feature of the ship, which is purely designed to fit her under this UNESCO World Heritage Site. On her maiden voyage, this tricky manoeuvre had to wait for the lowest tide, at close to midnight on 26 June.

HMS Queen Elizabeth

701,600

Metres wide

Crew when aircrew embarked

To propel a ship of this size the propulsive power generated by the four electrical motors is 80MW, so each of the twin propellers has to absorb nearly 40MW. This is a substantial loading on the propeller, where the diameter is limited to 6.7m by other factors, especially in view of the high ship speed and the strict performance requirement.

Hydrodynamic design of the propellers and the semi-spade rudders was developed by Rolls-Royce in close co-operation with BMT SeaTech, Qinetiq and the Aircraft Carrier Alliance.

The propeller selected for the ships is the Rolls-Royce ABP (Adjustable Bolted

Propeller). Individual blades are bolted to a hollow hub. In use, it functions as a fixed pitch propeller but pitch can be adjusted initially to match the rpm of the drive motor, or later in life to compensate for increased displacement during the vessel’s lifetime. Other benefits compared with a monoblock fixed pitch propeller are that individual blades can be quickly replaced in the

event of damage and the very high accuracy in blade profile that can be achieved. The ABP selected for the aircraft carrier has five skewed blades and a diameter of 6.7m.

As well as undertaking the propeller design, Rolls-Royce was also contracted to carry out a programme of hydrodynamic optimisation of the initial semi-spade rudder design.

Advanced propeller technology Raise the flag

The mighty propellers are as powerful as they are adaptable


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Rolls-Royce is providing over £100 million of power and propulsion equipment to this, and sister ship HMS Prince of Wales.

This mammoth project is being delivered by the Aircraft Carrier Alliance (ACA), an innovative link up between industry and the UK Ministry of Defence. The Alliance was formed to ensure that all partners take collective responsibility and ownership of the project, and deliver best value for money, and indeed the best possible ships. Alongside the MoD there are three industrial partners: Babcock, BAE Systems and Thales UK. Rolls-Royce is part of a ‘sub-alliance’, led by Thales and also comprising GE Power Conversion and

L3 Marine Systems UK, to deliver the power and propulsion for both ships.

This includes two 36MW MT30 marine gas turbines, each driving a large alternator, which will work with the four diesel generators to supply the ship’s electrical power, used to both propel and power the ship, of around 110MW – enough to power a town the size of Swindon.

The vessel also features Rolls-Royce adjustable bolted propellers and shaftlines, steering gear and rudders, retractable stabilisers and the complete low voltage electrical distribution system.

The company has also developed a new replenishment-at-sea (RAS) system capable of transferring supplies to and from the ship. Heavy

RAS (HRAS), will enable loads of up to five tonnes to be safely transferred in conditions up to Sea State 5 (rough) – a considerable increase over the current in-service two-tonne RAS capability.

While all eyes were on the 65,000 tonne behemoth as she inched out of Rosyth Dock, this moment was only made possible after months of behind-the-scenes preparations.

More than 700 sailors, led by Commanding Officer Captain Jerry Kyd, and 200 industry contractors set sail on board the carrier, and among them was Rolls-Royce Programme Manager, Tony Williams.

He said: “Moving out of the dock for the very first time, after the ship has spent many years alongside, was a fantastic moment.

“Getting the ship out into the Forth and then having the propulsion system running as she squeezed under the Forth Bridge was a tremendous experience. To see two great icons of British engineering together was quite a sight.”

The vessel features Rolls-Royce adjustable bolted propellers and shaftlines, steering gear and rudders, and retractable stabilisers

HMS Queen Elizabeth

45

28065,000

Days’ worth of food aboard

Tonnes in weight

Metres long

BELOW AND RIGHT: After her successful sea trials, the mighty carrier arrives safely at Portsmouth naval base


latest projects

Tony added: “Preparing for the day had been a long and gradual process, as we’d set to work all our equipment to ensure it operated as designed. We’d had engineers commission every single item on board to ensure a smooth transition to sea trials.

“For the MT30 gas turbines, they’ve now each run for more than 800 hours, much of that within Rosyth basin. We were able to load up the power and propulsion system to full power while she was alongside. This was a massive step forward for de-risking the programme and gave us a high

The ships’ extensive low voltage (LV) electrical system provides power to the mission systems, the auxiliary systems and all domestic services. The project was the biggest undertaken by Rolls-Royce, with over 2,500km of cabling on each vessel.

For each vessel, Rolls-Royce has supplied over 650 items of electrical equipment, ranging from switchboards and electrical distribution centres, to starter boards and motor starters.

The ships needed to generate and distribute electricity at various voltages to meet the different needs of consumers as they require different levels of power, such as mission systems and domestic services.

A complex cabling task

level of confidence in advance of going to sea.”

Going to sea on what is Europe’s largest ever warship, is a privilege shared by just a few hundred people, and Tony and a small team of Rolls-Royce engineers were there to carry out vital monitoring as the ship inched out into the waters of the estuary.

“I was with the ship for the first week, and was pleased to report that all the Rolls-Royce equipment performed as it should,” said Tony. “The two MT30s performed exceptionally well. There have been no issues at all.”

Following the sea trials, she arrived at her Royal Navy home base of Portsmouth in mid-August. Sister ship, HMS Prince of Wales is structurally complete and is currently in the outfitting phase of her programme at Rosyth. Her MT30 gas turbines will be fired up next year, when a period of commissioning will begin again.

“I was pleased to report that all the Rolls-Royce equipment performed as it should … The two MT30s performed exceptionally well”

HMS Queen Elizabeth

17364

40Million parts used

Aircraft capacity

Thousand metres of pipework


The day we caught up with Lars was a critical one: Two of the Sir David Attenborough’s four

main engines – the six-cylinder Bergen B33:45 – had just been installed and he was busy supporting the installation of the ship’s two nine-cylinder variants.

These are very large engines which have been transported from Bergen in three pieces, comprising engine, alternators and a double resilient skid or foundation. The double resilient foundation is a major contribution to the vessel’s Silent R classification and weighs as much as the engines itself. The engines will be reassembled inside the ship.

The ship itself is built in a series of blocks. The main hull comprises bow and stern sections and two mid sections, into the first of which the engines are fitted. On top of these four sections sit a further three, to

house the forecastle, mid-section and scientific hangar section. On top of those sits the deckhouse housing, the helicopter hangar and accommodation.

The first part of the nine-cylinder engine to be craned into place will be the double resilient foundation. This is a huge specialised rigid welded skid placed on rubber noise dampers and is an integral part of the vessel’s low underwater radiated noise design. The skid is then resiliently mounted to the foundation on the stiff double bottom structure. The foundation is followed by the engine itself and then the alternator.

Most of the core equipment that Rolls-Royce is supplying to the vessel has been manufactured and delivered. In addition to the main engines, this includes two main electrical tandem propulsion motors, propeller shafts, propellers, rudders, steering gears and winches. Rolls-Royce is also supplying the motors and drives for the four thrusters, two in the bow and two

astern. Before the propellers shafts and steering gear can be fitted, the aft section of the vessel, which is being built in Newcastle on the other side of the UK from Cammell Laird’s yard, has to travel by barge around the coast of the UK.

“The hull of the vessel is very important,” say Lars. “Building an ice-breaking hull that is as silent as possible is an unusual and difficult combination.”

The ship can break ice to a thickness of 1m and 20cm with snow on top at a minimum speed of 3 knots. This is a result of the Rolls-Royce hull design, the integration of the propeller and rudder with the hull and the use of the powerful yet efficient B33:45s. This represents years of design experience, advanced computer modelling techniques, and multiple model tests.

Also on site are the Rolls-Royce electrical drives and switchboards installed into the ship’s switchboard room in the aft middle section. The vessel has electrical systems with 5 MW peak effect battery capacity. Batteries reduce the vessel’s fuel consumption, emissions, noise and vibration, as well as increasing redundancy and consequently safety. Using Rolls-Royce electrical winches instead of hydraulic ones also reduces pollution risk.

Once the engines are in place, one of the next steps is the installation of the Rolls-Royce ‘scientific package’. This is a large number of different winches with multiple different types of scientific cable. Cleverly arranged,

words: simon kirby

Following the laying of the keel of the RRS Sir David Attenborough by the 90-year-old naturalist in October, Indepth spoke to Lars Alv Haugen, Rolls-Royce Contract Manager, to find out how the building of the vessel and the integration of its Rolls-Royce systems are progressing

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LEFT: Lars Alv Haugen talks us through the build and design of the research vessel


in the small scientific winch room, they allow the deployment of vital scientific equipment, either over the vessel’s starboard side, aft, or through the moon pool. These include instruments for subsea acoustic survey equipment, using up to 12,000m of wire, or to collect seabed samples at depths of down to 9,000m. This arrangement has benefitted from extensive cooperation from both the owners and the yard.

“Space has been one of the biggest challenges,” according to

Lars. “The customer wants the smallest ship they can, but with full flexibility and maximum equipment. Achieving that in a way that works has been a big challenge.”

The hull is due to be launched into the Mersey in March 2018. Once that is done, it will be brought into the dry dock for installation of Rolls-Royce propellers and rudders.

That will be followed by the installation and commissioning of the Rolls-Royce Automation and Control Systems, including Dynamic Positioning, Energy Management

and Power Management Systems, and the award-winning Unified Bridge – which allows the captain to control every aspect of the ship’s operation simply, efficiently and safely.

Commissioning of the vessel is undertaken by Cammell Laird but members of the Rolls-Royce team will be responsible for executing and commissioning the Rolls-Royce equipment delivered.

The vessel is due to be handed over to the British Antarctic Survey and named at a ceremonial launch in the autumn of 2018. From 2019, scientists researching oceans, ice and atmosphere will have access to state-of-the-art facilities on this 128m floating laboratory, which will be one of the most advanced scientific maritime vessels ever built.

“We have faced many challenges,” says Lars. “The yard and the owners have developed their thinking about the vessel as we have progressed and as a consequence of good dialogue and close cooperation we have incorporated the best solutions as we have gone along.

“We want to deliver the product the customer needs so we take the time to discuss and find solutions, and deliver without compromising on quality.”

Ice breakerlatest projects

BELOW: The yard at Cammell Laird where the new vessel will be commissioned

“Building an ice-breaking hull that is as silent as possible is an unusual and difficult

combination”


latest projects

he Halhjem-Sandvikvåg ferry crossing is a busy link on the E39 highway on the west coast of

Norway between Stavanger and Bergen. It has been a pioneering route for double-ended ferries using liquefied natural gas as fuel and Rolls-Royce gas engines have powered all the vessels serving the route since the beginning of 2007.

All 15 of the new engines for Torghatten Nord AS are type C26:33L9AG, a generator set with nine cylinders in-line. The engine can operate at variable speed to reduce both fuel consumption and emissions. The C-gas engine has an operating speed of 1,000rpm and power of 2430kW. There will be three engines per ferry with electric transmission.

Road ferry contracts are awarded for limited periods, and from 2019 the Halhjem-Sandvikvåg route goes to Torghatten Nord who take over from Fjord1.

Passenger and vehicle ferry operations must balance departure

frequency against transit time and required speed against the power required by the ferries and the resulting fuel cost and emissions.

The agreement between state authority Vegvesenet and Torghatten Nord, which runs for eight years with options for extension, has moved in the direction of more vessels running at a lower speed, a shorter interval between departures from each terminal, and an increased transit time.

Under the new agreement there will be more ferries running slower, at about 18 knots compared with the current 20-21 knots.

Two of the ferries will be built at the VARD Brevik yard in Norway and three at the Tersan shipyard in Turkey. Four vessels are expected to enter service in the first quarter of 2019, with the full five operating the route from the start of 2020. This will give 44 departures per 24 hours, rising to 54.

The Bergen C26:33 series reduces total greenhouse gas (GHG) emissions by about 20 per cent compared to a similar diesel engine, even including the effects of methane slip, and is IMO Tier 3

compliant without the need of exhaust after-treatment system.

Bergen C26:33 series gas engines operate across a range of vessel types, including cargo vessels, platform supply vessels, tugs and passenger vessels. They are delivered either as gensets, like the Torghatten Nord ferries, or for mechanical transmission to CP propellers where they have demonstrated their ability to handle rapid changes of load.

Torghatten Nord is a very experienced operator, and currently has 32 ferries and 10 express boats in service in Norway. Four earlier LNG ferries, with Bergen gas engines, were built at Polish yard Remontowa, and operate on two routes serving Lofoten, north of Norway.

Because the E39 route is long and requires a high speed, it is beyond the realistic energy supply capabilities of pure battery operation. But the new ferries will be plug-in hybrids, able to recharge an onboard battery quickly. This solution will provide a no-emissions operation when the ferries are at the terminals and a low-emissions operation during the transits.


LNG’s link to the future

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Rolls-Royce has signed a deal to supply 15 gas engine gensets to ferry company Torghatten Nord AS. The engines will power five LNG-fuelled hybrid ferries that will start operating the link between Halhjem and Sandvikvåg in west Norway at the start of 2019

BELOW: The new Torghatten Nord AS vessels will be fitted with 15 gas engine gensets altogether, designed to reduce emissions on the busy crossing

IMAGE © MULTI-MARITIME.NO


latest projects

he Benetti Fast 125 superyacht makes full use of the light weight, high power density

and smooth running of the new Rolls-Royce Azipull Carbon thruster (AZP C65), each of which is rated at 2,600hp. The 125ft (38m) yacht is designed around this propulsion system and is powered by two MTU diesel engines.

The first yacht in this series, Iron Man, was given an intensive proving programme, logging thousands of miles of voyaging in the Mediterranean. Since then Constance Joy, Skyler and Lejos 3 have been sold and built, the production programme covering 13 vessels – that’s 28 thrusters including two spares, plus the technology demonstrator units for the prototype Fast 125.

Azimut Benetti builds luxurious motor yachts with ranges and

models covering a wide spectrum of the market and the Italian group planned to introduce a new line of semi-displacement yachts in its Benetti brand, standardised in hull design but with interior decor to suit the individual owner’s wishes.

Looking for a propulsion system that could fit their requirements, Azimut Benetti R&D designed the

hull around the new Rolls-Royce propulsors. The result is a superyacht that can operate efficiently at displacement up to planing speeds, running smoothly and quietly over the full range. Two flexibly-mounted MTU 16V 2000 M94 engines each produce 1939 kW at 2450rpm and have flange-mounted ZF reverse/reduction gearboxes. They are located forward of the AZP C65 thrusters and drive the inboard gearhouses of the thrusters through flexible couplings.

From there, the drive goes down to the lower bevel gear case in the underwater unit, then forward to the five-bladed highly skewed propeller. AZP C65 steerable thrusters have pulling propellers that work in fairly undisturbed water flow for smoothness and high propulsion efficiency. The steerable thrust gives good manoeuvrability, while the long streamlined foil shape and skeg of the thruster body give excellent course-keeping

Azimut Benetti, the leading Italian luxury yacht builder, has introduced a superyacht to its range which is specifically designed for propulsion by the new Rolls-Royce AZP C65 thrusters

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ABOVE AND BELOW: The Benetti Fast 125 relies on the AZP C65 thruster for its high power and smooth running

Speed with stylewords: richard white


latest projects

stability and rudder effect. Extensive use of carbon fibre and other composites means that the AZP C65

is extremely light for its power, to the extent that the buoyancy of the thruster underwater unit is noticeable, and the thruster is lighter when in the water than when weighed on land.

Freedom to place the thrusters where the designer wants them, rather than the constraints of shaftlines, results in a compact engineroom that frees up premium space in the hull, so that accommodation and facilities normally only available in a larger yacht can be offered in a 125-footer. It also allows the longitudinal centre of gravity of the whole vessel to be at the optimum position for trim and performance in a seaway.

After the initial fine tuning on the first vessel, the Fast 125 is now exceeding expectations, as Jeffrey Foerster, captain of Skyler comments: “This is the new generation, there’s just no comparing the manoeuvrability of an Azipull with a conventional shaftline propulsion system.”

Jeffrey has trained both on simulators at the Rolls-Royce Technology and Training Centre in Norway and hands-on at Benetti’s yard in Viareggio. He said: “As with any new technology – and here we are talking about the newest technology – there is a learning curve. You have to train because it can take some time to get used to the new controls system, especially now that the Azipulls can be manoeuvred independently of each other. And it can feel strange to move the helm in one direction to get the yacht to move in another.

“The joystick controls are also very precise and intuitive and a great control element, but you can’t beat the Azipull’s manoeuvrability, an important feature when you have a lightweight yacht with a carbon fibre superstructure and 5,000hp engines.

“You just get an incredible response with this system; lots of things are possible. A boat is in perpetual motion, but when you use the dynamic positioning feature you really do stay on the same spot. This feature is really convenient when you’re launching the tender and dropping off guests who are going

ashore, for example. The owner loves the fuel efficiency and the guests love the quietness and lack of vibration. But for me, the best Azipull feature is the manoeuvrability and having the Rolls-Royce technical support. And it will only get better.”

Alexander Hawkins, captain of the Fast 125 M/Y Constance Joy, says: “I have been working at sea for 41 years and have been a captain for 29, but I haven’t seen anything like the Azipulls so far. This is the propulsion system of the future.

“I think one of the best features that the Azipull system has offered is in the engine room.

“The fact that it’s smaller and further aft has freed up some excellent space for the garage and beach platform area.

“The Azipulls are complex babies to play with. I like the system and the manoeuvrability, but training both on and off the water is important.

“In Azipulls you really see how Benetti has come a long way over the years. This is a really innovative system that will only get better – Benetti and Rolls-Royce are showing the way to the future.”

The deck plan (top) shows how the compact thruster installation makes more space for a bar and beach platform


latest projects

prize winnerThe Benetti Fast 125 superyacht has won several prizes. The Boat Builder and Manufacturer Collaborative Solution Award for 2016 was presented by IBI magazine and METS exhibition to Azimut Benetti. The jury rewarded “the carbon fibre propeller system Azipull Carbon C65 developed by the Group in collaboration with Rolls-Royce, recognising the system’s innovative nature as well as the advantages it can provide. Thanks to the extensive use, for the first time, of composite materials, the new propulsors are extremely light with low noise and vibration levels, and offer high efficiency while reducing the yacht’s environmental impact. Benetti Vivace 125 M/Y Iron Man has been the first yacht to be equipped with this new system. This recognition rewards the longstanding path of Azimut Benetti in R&D, run by the company together with an illustrious partner, Rolls-Royce, and focused on the constant and continuous research and development.”

This yacht won the ShowBoats 2016 Design award for naval architecture for a semi-displacement yacht, and also the International Superyacht Society’s award for best power design in the 24-40m range.


customer focus

Ulstein Group celebrates its centenary this summer. Its current relationship with Rolls-Royce is that of a

valued key customer for marine equipment, but the two organisations have a closely intertwined history

100u l st e i n at


customer focus

lstein started in 1917 in Ulsteinvik on the west coast of Norway

as a fishing boat repair yard, first concentrating on mechanical engineering work as the fishing industry mechanised, and later moving into shipbuilding.

When the search for offshore oil and gas began in the North Sea, traditional Gulf of Mexico support vessels were found wanting in seaworthiness. Ulstein recognised that its experience of designing seaworthy fishing boats and other vessels gave it the background needed to provide the growing offshore oil industry with vessels that could do the job in tough conditions. The result was the famous UT 704 and UT 705 anchorhandlers and supply boats.

A long series of other successful designs was developed under the UT (Ulstein Trading) label, and from this grew a major business, not only building support vessels at the company’s own two shipyards in Ulsteinvik but also supplying design and equipment packages that could be built at other shipyards. As this concept developed, companies such as Liaaen Engineering were bought and new products introduced. Along the way, Ulstein acquired the design firm Nordvestconsult which specialised in ships such as ropax ferries and fishing vessels.

In 1997, the transition was made from a family-owned company to one listed on the Oslo Stock Exchange, paving the way for major upheaval. Discussions between the former Ulstein Group and Vickers plc resulted in part of Ulstein being bought by the British company in 1999. The ship design (UT design and NVC design) and marine equipment businesses went to Vickers but the Ulstein family kept the shipyard with its dry dock. Many of Vickers’ and Ulstein’s marine equipment activities were complementary, though some products competed in the same markets.

A few months later, Rolls-Royce bought Vickers plc. At the time, the marine activities were just beginning the process of being welded into a single entity – Vickers Ulstein Marine Systems – and this consolidation and rationalisation

continued. The result was that Rolls-Royce entered the 21st century as a world-leading designer of specialised steel vessels and manufacturer of marine equipment and systems spanning both the naval and commercial worlds. It had also acquired a distinguished marine heritage traceable through companies that had been bought up by Vickers and Ulstein at various times, in parallel with its own mainly naval engine background.

Supply of designs and complete equipment systems for offshore vessels became a major business, with the continued development of the UT design concept and related NVC. More than 800 vessels of UT design have now been built at shipyards around the world, while a major part of the business is providing integrated equipment systems for third-party designs, including engines and propulsion systems, controls and automation, deck machinery, steering gear and dynamic positioning systems.

Ulstein shipyard continued to prosper during the long boom in offshore vessel construction, and actively diversified into building and converting other types of ships when the oil price collapsed. After the UT

and NVC designs went to Vickers and then to Rolls-Royce, Ulstein was allowed to design vessels to build at its shipyards, then after a quarantine period, sell designs for others to build. Many of these have specified Rolls-Royce equipment and systems, particularly power, propulsion manoeuvring and deck machinery. This spirit of competition and cooperation has spurred innovation and development, helping to strengthen Norwegian industry.

A hundred years of continued development is a considerable achievement for a company in the cyclical market of shipbuilding, but Ulstein has also maintained a reputation for innovation and quality through deep local roots and four generations of family as owners and managers. It is now among enterprises that can trace their own histories even further back – Rolls-Royce was founded a decade earlier, and had its origins in F H Royce’s Manchester electrical business that began in 1884.

Vickers goes back to the start of the British steel age in the 1820s, and became a force in building surface warships, merchant vessels, submarines, aircraft and more. In 1980, it bought Rolls-Royce Motor Cars Ltd, the sale of which later part-financed the purchase of the Ulstein companies.

Kamewa in Sweden – already part of Vickers when the consolidations took place – began as a railway repair workshop in 1849. It moved through shipbuilding and water turbines to develop controllable pitch propellers and waterjets. In 1986 it became part of Vickers. Today these are key Rolls-Royce products.

thriving alliance endures The latest example of cooperation between Ulstein and Rolls-Royce has been the repowering, refurbishing and upgrading of the venerable ice strengthened expedition cruise vessel Ocean Adventurer at the Ulstein yard. Rolls-Royce has supplied two Bergen C25:44L6P engines and associated reduction gears, propeller blades, control and automation, plus two bought-in auxiliary gensets. Rolls-Royce also provided system engineering and project management, plus turnkey commissioning.

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ABOVE: Ulstein has come a long way since its early beginnings as a fishing boat repair yard

ABOVE: Cruise ship MS Polarlys was built by Ulstein in Norway in 1996


customer focus

Four waterjets mounted in pairs on two common baseplates provide a lightweight and compact propulsion system for a fast ferry built by Austal at its yard in the Philippines


SeaStar II is a 50m catamaran designed by Incat Crowther for the South Korean operator

Seaspovill. It can carry up to 450 passengers at 40 knots and will operate from the port of Donghae. For Rolls-Royce this vessel represents a satisfied waterjet customer, as Seaspovill already owns a Damen catamaran ferry type 4212 propelled by the same model of jets.

“This order was rather special for

us,” says Richard Dreverman, Rolls-Royce, Sales Manager Marine in Perth, Australia. “The catamaran is designed for low resistance and low wash, and consequently has very fine-lined hulls and limited space at the stern.

“Putting two type S56-3 waterjets together on a single baseplate allowed us to save space. Our designers were also able to trim away the edges of the reversing buckets without causing any significant loss of sideways thrust, so making the total width of the jet system as narrow as possible. All four waterjets have steering and reverse to give the ferry agile manoeuvring and a high level of propulsion redundancy.”

Rolls-Royce waterjets are also specified for a 56m long, 35 knot passenger catamaran under construction at Austal’s Philippines yard and due for delivery in the Q2 2018, when it will operate in

German waters. Førde Reederei Seetouristik (FRS Group) will use the vessel on a service between the island of Heligoland and the city of Hamburg. Because this route is partly in open sea but also partly along the River Elbe, reduced wash was a requirement. Four type S71-4 waterjets will propel this catamaran, each powered by a 16cyl MTU 4000 series engine.

On delivery, the new aluminium ferry which will be able to take up to 692 passengers will replace Halunder Jet, an MTU-powered catamaran which has operated an

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cool for

catsThe SeaStar II is now powered by two type S56-3 waterjets on a single baseplate (pictured left)


customer focus

vessels have a deck area of 900m2 and seating for 280 troops. They can support helicopter operations, provide rapid deployment of troops and cargo and carry out search and rescue operations.

Austal specialises in aluminium construction, having set up its original yard near Perth in Western Australia in 1988.

In 1999 a yard was established in Mobile, Alabama, USA to build vessels for the US Navy and in 2011 a facility was acquired at Balamban on Cebu in the Philippines to

build passenger ferries such as this one, and also fast passenger/vehicle ferries and windfarm support vessels.

In its 30-year history, Austal has built some 260 vessels, many of them of innovative design and equipped with Rolls-Royce waterjets.

ABOVE: Two of these high speed multipurpose support vessels are now in service with the Royal Navy of Oman. Each is propelled by four 80 S3 waterjets

extended summer season service on this Hamburg- Wedel-Cuxhaven-Heligoland route for many years. Halunder Jet will then transfer to FRS subsidiary Clipper Navigation in Canada to run between Vancouver and Victoria.

Austal’s activities at its Australian and US yards include many types of naval and military vessel. For example, two multipurpose high speed support vessels (HSSV) have been built for the Royal Navy of Oman, Al Mubshir and Al Naasir. These 72m long, 38 knot aluminium

“The catamaran is designed for low resistance and low wash, and consequently has very fine-lined hulls and limited space at the stern”Richard Dreverman, Rolls-Royce, Sales Manager Marine


customer focus

Operating off the west coast of Congo, Far Sleipner was the first vessel to have the Rolls-Royce DP3 dynamic positioning system installed. So how have the crew found it? And how user-friendly is it? We spoke to the ship’s captain to find out

Far Sleipner is an offshore construction vessel, designed and built by Vard and owned by

Solstad Farstad. The vessel was delivered in March 2015, since when it has operated off the west coast of Africa, on assignment for TechnipFMC and Petro Services/Total.

Far Sleipner was the first ship to have the Rolls-Royce DP3 system installed, and captain Ronny Stave and his crew have given it a resounding thumbs-up.

Captain Stave says: “The currents here in West Africa are extremely variable, and we often experience so-called rip tides, which are sudden and very strong currents. The DP has proved excellent in tackling these, and Far Sleipner holds rock steady.”

The vessel has operated in DP mode practically 24/7, and has carried out many types of subsea operations. Examples include the

lowering of subsea constructions, connection, inspection and pre-commissioning work.

Operating at depths of around 1,100m, the biggest constructions they have handled have weighed around 100 tonnes, with dimensions up to 50 x 20m. They have delivered supplies and subsea constructions mainly with the help of support vessels and barges.

Captain Stave says all this has been possible as the system is extremely user-friendly. He adds: “Without being able to compare with the absolute latest from the competitors, I would say that its user-friendliness is perhaps the strongest feature of Rolls-Royce’s DP system. Everything is clearly presented and easily accessible.

“I would particularly like to highlight the fact that the DP automatically uses all available references, sensors and propellers

at start-up, instead of the operator having to enter them manually. It may seem like a small detail, but it is a function that absolutely helps to boost safety in connection with DP operations.”

There have been a few problems, too, and in those situations the crew and shipowner have received excellent support from Rolls-Royce’s service department. A good example is when a problem arose right before Christmas. The vessel contacted support in Ålesund just as Rolls-Royce was holding its Christmas party. Undeterred, the service technician contacted his colleagues who were in the middle of their Christmas dinner. The food was put to one side and all hands were mobilised to solve the issue.

This was also a good demonstration of how useful having Remote Access is, since it allowed diagnostics to be run from our centre in Ålesund. After around nine hours, the problem was solved and the system was up and running again.

Captain Stave adds: “The DP3 system has absolutely lived up to expectations. There have been few teething troubles, considering the complexity of the system, and the DP has been precise and reliable from day one.

“It is extremely user friendly, has a clear presentation and is easy to learn for new DP operators.”

out of

africa

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words: anette bonnevie wollebæk and frode vik BELOW: The Far Sleipner uses the DP3 as it operates off the west coast of Africa


customer focus

“The currents in Africa are extremely variable, and we often experience rip tides, which are sudden and very strong currents. The DP3 has proved excellent in tackling these, and Far Sleipner holds rock steady”Captain Ronny Stave

Captain Ronny Stave stands proudly in front of Far Sleipner. Right and below: The vessel’s bridge and DP3 screen

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