In control How the innovative Unified Bridge has enabled people to

from virtual to realityRolls-Royce is leading the research into autonomous shipping. Now it’s bringing the Ship Intelligence vision to life

Pages 10-17

The Rolls-Royce marine magazine Issue 27 • May 2016

Customer focusAn inside look at Yantai

CIMC Raffles Offshore

Leading innovationFull report on the Ship

Intelligence programme

Latest projectsFuture-proofing the

Royal Navy’s Type 26 fleet

Latest technologyRolls-Royce expertise for

polar research vessel

Ship Intelligence is revolutionising shipping operations, business and management as well as ship construction. Building on our decades of experience in Aerospace data services, health management and Marine automation & control we are supporting our customers to bring the next data based revolutions to the Marine market. Solutions for health management, optimisation and decision support and remote and autonomous operations.

About Indepth magazine People© Rolls-Royce plc 2016. 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: Andrew RiceSub-editor: Hannah FalbergDesign: Renny HutchisonContributors: Ella Jakubowska; Simon Kirby; Craig Taylor; Patrik Wheater; Richard White Production: Connect Publications Ltd

22LIFT OFFRolls-Royce has been a key supply partner in the growth of the Yantai CIMC Raffles Offshore yard in China, home to the 20,000 tonne TAISUN crane

10REVOLUTION TO REALITYHow master mariners can control fleets remotely

12SHIP INTELLIGENCEYour questions answered

14SHIPPING REDEFINEDLeading the research into autonomous ships

16SIMPLY IN CONTROLHow the Unified Bridge works

18FUTURE-PROOFED FLEETWhy the Royal Navy’s new Type 26 Global Combat Ship will rule the waves for 30 years

20TOTAL PACKAGENew UT 7217 anchorhandling tug supply vessel delivers high performance at a low cost

30POWER PUT TO THE TEST Revolutionary destroyer the future USS Zumwalt performs ‘exquisitely’ in sea trials

32NORTHERN EXPOSUREUpgrade for pioneering Norwegian Coast Guard vessel after ten years on patrol

36POLAR EXPLORERRolls-Royce will design and equip the UK’s new polar research vessel

26WESTERN FERRIES’ ROUTE TO SUCCESSThe operator of the busiest single ferry service in Scotland relies on Rolls-Royce thrusters to keep its vessels safely on course

Issue 27 • May 2016

ContentsCustomer focus

Leading innovation Latest projects Latest technology

rolls-royce indepth magazine 03

upfront

04 rolls-royce indepth magazine

upfront

’ve been asked many times how the Rolls-Royce Marine business is responding

to the market and positioning for the future. As an engineering company, we’re always looking ahead, to predict and create the future.

One way of doing that is to create future opportunities, and the long-term value that goes with them. Think smartphones – only ten years ago the idea that you could manage your life through a small glass screen was considered not only disruptive technology, but almost impossible. Look at how those devices have changed the way we communicate and do business – who wouldn’t be without one?

I believe the shipping industry is ready for disruptive innovation, in the sense of challenging traditional thinking that will ultimately spawn the ideas and technologies to shape the future of shipping.

Rolls-Royce has carried out a great deal of research, listened to our customers and considered future trends, as part of our look into the future. Our Future Vision was also developed with careful consideration of our past. We have a rich heritage

in developing high-end technology, but we also know that focusing our efforts on a portfolio developed in the main to serve offshore will not serve us so well in future.

Our concentration on our key markets will continue, and we will enhance offerings by harnessing the latest design solutions and technologies. However, we’re balancing the realities of today with the opportunities of tomorrow to transform our business. This is certainly disruptive for us, as it is for many other companies in our sector. But we’ve used this necessary reaction to a difficult market to prepare for what comes next.

Simplifying what has been a complex business and becoming more agile and responsive are high

priorities, but we’re doing a lot more. We believe that our customers will increase their focus on requirements that drive through-life capability and reduce operational costs. As such many are now looking to us to shift from delivering mechanical products to provide more intelligent systems, and we’re responding to that pull.

Data collection will create new opportunities, new markets and also new competitors. It will enable us to become closer to our customers and develop more direct, long-term relationships. It’s more than a concept to Rolls-Royce. We have around 20 years’ experience of Equipment Health Management, particularly in aerospace, to help customers get the most out of their assets. We analyse billions of data

EditorialRolls-Royce is calling upon its strong heritage in developing high-end technology and expertise in data collection and analysis to lead the research into making autonomous shipping a reality. Welcome to the future

with mikael mäkinen

Thought leadership from our Executives

I


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points every day from approximately 10,500 engines for more than 1,200 customers.

As a result we’ve developed the capability to detect, diagnose, and prioritise issues with critical equipment and a deep understanding of the tools, processes and business models that are needed to do that. Being able to bring this expertise into the marine world is a great differentiator.

Our ship intelligence work is customer led and we’re not doing this in isolation. When you’re shaping the future it’s important to shape it with your customers, to ensure the resulting output meets the need.

There is an appetite to be part of this future. We’re proud to be leading a research project funded by the Finnish government, which has recently revealed some fascinating findings that firmly place remote and autonomous shipping in the reality camp. You can read much more about this on page 10.

With a digital world becoming a reality, it is changing our lives, and will continue to do so, but it will never replace human-to-human interaction. That is more important than ever.

Computers will not replace the personal touch, which I’m pleased to say is very much alive in our vision of the future.

RIGHT AND BELOW RIGHT: Rolls-Royce analyses billions of data points every day from around 10,500 aerospace engines. Now it is working with customers to bring that expertise in data collection to the world of autonomous shipping.

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

www.linkedin.com/ company/rolls-royce

marineinfo @rolls-royce.com 20“We have around 20 years’

experience of Equipment Health Management,

particularly in aerospace”


upfront

Italian Navy selects MT30 gas turbines

is capable of taking up to 28 injured people.

The MT30 is derived from Rolls-Royce Trent aero engine technology and builds on more than 45 million hours of operating experience. It is the world’s most powerful marine gas turbine in service, with the highest power density.

The MT30 has been chosen to power several of the world’s naval programmes, including the Royal Navy’s new Queen Elizabeth class aircraft carriers and Type 26 Global Combat Ship, and the Republic of Korea Navy’s new FFX-II Incheon class frigates. It already powers the US Navy’s DDG-1000 Zumwalt class destroyers and Freedom class Littoral Combat Ships.

Rolls-Royce MT30 gas turbines have been selected to power a new multi-purpose amphibious vessel for the Italian Navy, which is an important element of the country’s fleet renewal programme.

Two MT30 gas turbines in CODOG configuration will power the new approximately 200m long, 20,000 tonne displacement Landing Helicopter Dock (LHD) multi-purpose amphibious vessel. Top speed is 25 knots.

The ship will be built by Fincantieri under the Legge Navale ‘Naval Law’ – a major investment programme to renew the Italian naval fleet.

Don Roussinos, President – Naval, said: “We’re delighted the MT30 has penetrated another new market, which is indicative of the confidence placed in the engine’s design and performance by Fincantieri.

“We’re proud that our MT30 will be powering the new Landing Helicopter Dock and look forward to working with Fincantieri and the Italian Navy on this programme.”

The LHD’s main mission is the transport of people, vehicles and loads of different kinds, and then transfer them to land either in port, using on board systems, or in remote areas with landing craft or helicopters. A well deck is capable of embarking and disembarking four landing craft with up to 60 tonne load capacity. Up to 1,000 people can be accommodated, which can include 700 military personnel or civilians. A fully equipped hospital, complete with operating theatres,

The latest developments across Rolls-Royce

ABOVE: The MT30 marine gas turbines will give the LHD a top speed of 25 knots. BELOW: Don Roussinos, President – Naval.

The Norwegian Coastal Authority (NCA) has ordered a multipurpose vessel at a Danish shipyard. Rolls-Royce is delivering an extensive equipment package, including an energy storage and power system that will be fully integrated with the automation and control system.

The vessel, named OV Bøkfjord, will have a total of 3,500kW of installed power, of which batteries will provide up to 850kWh.

Battery power will smooth transients and optimise engine operation, enabling the vessel to run on battery power alone when operating in areas where emissions must be minimised, or in port, where there will also be the option of connecting to a shore power supply.

A fuel consumption reduction of around 25 per cent is anticipated, giving a payback time for the extra cost of the hybrid system and batteries of around 10 years.

NCA is also planning a second

vessel of the same type and considering converting existing vessels to the battery hybrid

propulsion system.

The new Norwegian Coastal Authority multi-purpose vessel OV Bøkfjord will benefit from battery hybrid propulsion.

NCA opts for Rolls-Royce power system

indepth magazine 07

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Rolls-Royce is to supply the mooring system for the world’s largest semi-submersible crane vessel (SSCV), Sleipnir. The vessel will be built in Singapore by SembCorp Marine for the Dutch company Heerema Marine Contractors (HMC).

Asbjørn Skaro, Executive Vice President – Deck Machinery (pictured), said: “Mooring a giant crane is a challenge we are happy to tackle, and it’s a great pleasure working with SembCorp Marine on this unique project. The system to be delivered by Rolls-Royce builds on decades of experience with advanced deck machinery for both vessels and floating units.”

Mooring systems from

Rolls-Royce are designed to operate safely in the harshest climatic conditions. For Sleipnir, a tailor-made equipment package will be supplied comprising a 12-point mooring system, which will consist of 12 independent electric winches with a

If you need to moor a giant...Left: Heerema’s new crane vessel Sleipnir will have a 12-point Rolls-Royce mooring system and cranes that can each lift 10,000 tonnes.

storage capacity of 2,450m of 80mm high-tensile steel wire and a hoist capacity of 300 tonnes. Fairleads, wire sheaves and an electronic remote control system are also part of the package. The total equipment weight is in excess of 1,000 tonnes.

When completed, Sleipnir will be 220m in length, have a width of 102m and a displacement of 273,700 tonnes at maximum operational

draft. Its two powerful revolving cranes are capable of lifting 10,000 tonnes each and

provide sufficient lifting capacity to install and

remove large offshore facilities and install

subsea structures.

Introducing shipping partners for AAWA project

The Rolls-Royce led Advanced Autonomous Waterborne Applications Initiative (AAWA) has introduced the project’s first commercial shipping partners, ferry operator Finferries and dry bulk cargo carriers ESL Shipping.

Finferries will conduct a series of tests of the sensor arrays in a range of operating and climatic conditions. Those tests will be on board the 65m double-ended ferry the Stella, which operates in the Baltic.

ESL Shipping will help the project explore the implications of remote and autonomous ships for the short sea cargo sector.

Read more about AAWA on p14

ship intelligence

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Google Play

Marine eventsRolls-Royce is delighted to welcome you to any of the following events. For more information contact Donna Wightman, Head of Global Events. Email: donna.wightman @rolls-royce.com for more information

April 26-28: INEC

May 16-18: Navy League25-26: CANSEC

June 6-10: Posidonia14-16: Seawork20-22: BALTEXPO21-23: EHM 22-24: CGS

Aug-Sep16-19: Norfishing 29-2 September: ONS


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Rolls-Royce is to supply the Tersan Shipyard in Turkey with an LNG propulsion package for a cargo carrier designed by NSK Ship Design for Norwegian shipowner NSK Shipping.

The new cargo carrier will be a slightly larger sister ship to NSK Shipping’s MS Høydal, the world’s first LNG powered cargo vessel that was delivered by Tersan in 2012.

The 81.5m long vessel will carry and deliver 2,700 tonnes of fish food on behalf of BioMar Group to fish farms along the Norwegian coast.

Kristian Høydal, NSK Shipping Managing Director, said: “We are proud to be trusted once again by BioMar to deliver their products to

Repeat order for LNG power

the fish farming industry and to be able to work with Rolls-Royce on the delivery of another environmentally friendly and efficient LNG-powered vessel.”

Helge Gjerde, President Offshore and Merchant Solutions, said: “BioMar and NSK Shipping invest in modern technology that helps reduce fuel costs and environmental footprint. They are among the frontrunners in the area of short sea shipping.”

The LNG propulsion system

comprises one eight cylinder Bergen C26:33 gas engine rated at 2,160kW, a Promas combined rudder and propeller system, one tunnel thruster in the bow and one in the aft, and a Rolls-Royce automation and DP system.

The vessel is also equipped with the Rolls-Royce hybrid shaft generator (HSG) propulsion system. This means the main engine also generates electricity for the ship at variable engine RPM saving fuel. The generator also acts as a propulsion motor (PTI) so propulsion can be provided by the auxiliary diesel, if required.

Bergen B and C Series gas engines emit around 22 per cent (including methane slip) less CO2 per unit of power than a diesel engine, nitrogen oxide (NOx) emissions are reduced by 90 per cent, and sulphur Oxide (SOx) emissions are negligible. LNG systems can reduce maintenance costs as well as providing a more pleasant working environment for the crew.

Delivery is expected in 2017.

BELOW: NSK Shipping’s second LNG powered vessel will carry 450 tonnes more fish feed than its smaller sister, MS Høydal. RIGHT: Kristian Høydal, NSK Shipping Managing Director.

The Norwegian shipowner Sølvtrans AS has declared an option for a second Live Fish Carrier to be designed and equipped by Rolls-Royce. This will be the fourth vessel developed by Rolls-Royce for Sølvtrans, one of the world’s largest transporters of live fish.

The Rolls-Royce designed NVC 387 vessel is to be built by Kleven at their Myklebust yard in Norway. The first vessel was contracted in June 2015 at the same yard with expected delivery in March 2017, while this second vessel is scheduled for delivery in September 2017.

Monrad Hide, VP Sales, Ship

Second live fish carrier


Design & Systems, said: “Sølvtransrequires vessels with the highestlevel of technology, redundancy andenvironmental performance. We areproud to be chosen again to developtheir fleet renewal. Our innovativeship design ensures cost effectiveoperations and fuel efficiency as wellas low emissions.”

The two new 80m live fishcarriers will have a tank capacity of3,200 m3, enabling them to carry

up to approximately 500 tonnesof live fish. In order to transportlive fish efficiently and in a healthycondition from offshore fish farmsto fish processing plants on shore,spacious temperature controlledtanks are required.

The priority for this type ofoperation is to get the fish to the endconsumer as fresh as possible, andthis specifically tailored Rolls-Royceship design makes this possible.

The NVC 387 cantransport up to 500tonnes of live fish inthree temperature controlled tanks.


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Rolls-Royce has signed a contract with Finnish company Marine Alutech Oy Ab to supply Kamewa waterjets for 14 Watercat K13 Fast Intercept Craft (FIC) ordered by the Royal Oman Police.

The Watercat K13 has a wide operating profile, but is especially suitable for patrolling, interception and rescue purposes in all weather conditions. Propulsion is provided by two 651kW diesel engines that each drive a Kamewa Steel Series 32A3 waterjet. The propulsion system gives the boat a top speed of more than 50 knots and a range exceeding 200 nautical miles, fully loaded.

Niko Haro, Marine Alutech CEO, said:

Waterjets for Oman Police

Twin Kamewa Steel Series 32A3 waterjets will give the Watercat K13 fast interceptor craft a top speed of over 50 knots.

The Norwegian shipbuilding company Kleven has announced a contract for a stern trawler to be designed and equipped by Rolls-Royce. It has been ordered by the Spanish company Pesquera Ancora SLU.

The vessel is of NVC 374 WP design and is scheduled to be delivered from Kleven’s Myklebust yard in the first quarter of 2018. This is now the fourth contract for the same Rolls-Royce stern trawler design to be built by Kleven.

Ståle Rasmussen, CEO, Kleven, said: “This contract confirms our high-level competitiveness in a tough global maritime market. The fact that a Spanish shipowner has chosen a yard in Norway to build its new fishing vessel is indeed a vote of confidence.”

ABOVE: This latest contract brings to

four the number of NVC 387 WP trawlers

now being built by Kleven in Norway.

New stern trawler contract

“Our customers were looking for a fast, agile vessel equipped with proven technology to help in policing the Sultanate.

“Rolls-Royce Kamewa waterjets are such a technology – highly reliable and with an excellent service support network.”

David Kemp, Vice President Sales – Naval, said: “Rolls-Royce Kamewa

waterjets contribute

significantly to the manoeuverability, efficiency and performance of these vessels, particularly at speeds in excess of 50 knots. These latest Kamewa waterjets offer up to three per cent greater efficiency than earlier models, together with a reduced footprint on the vessel. This lower weight and lifecycle costs can also substantially reduce fuel costs and CO2 emissions.”

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The vessel will be 80m long, designed to ICE 1A* class and fitted with a wide range of Rolls-Royce equipment, including main engine, auxiliary engine, HSG propulsion system, automation, winches and the fuel efficient wave piercing bow design. Operational efficiency, low emissions, crew comfort, safety and excellent seakeeping capabilities were the main considerations in the development of the ship design and equipment package.

“Our design and equipment will help ensure that this will be among the most effective and modern fishing vessels in the world,” said Monrad Hide, VP Sales, Ship Design & Systems (pictured below) .

The vessel has an onboard factory for the production of fish fillets with a storage capacity of 1,400m3. There

is also a 550m3 packaging and freezer room on deck two.

Since the early 1970s, Rolls-Royce has designed around 130 vessels of NVC design for the fishing industry.


leading innovation

master mariner sits comfortably onshore, controlling a fleet of vessels from a ‘global

wall’. The large digital display is the nerve centre of remote operations, providing a real-time overview of worldwide shipping traffic, along with status reports on individual vessels.

Suddenly, the system displays a potential technical fault involving one vessel’s dynamic positioning antennae. After considering the options, the operator recommends the deployment of surveillance

and TAUCHI (Tampere University of Computer Human Interaction), have taken the research results of over a year’s work into how ships can be safely and efficiently operated from land-based control centres.

The new concept, part of the Rolls-Royce Future Operator Experience Concept (oX), introduces the shipping industry to a not-too-distant future in which interactive smart screens, voice recognition systems, holograms and surveillance drones are used to operate, monitor and control shipping fleets from ashore.

Rolls-Royce aims to produce an oX SCC (ship control centre) project demonstrator by the end of the decade. Shore-based centres remotely controlling an unmanned fleet may take about 15 to 20 years.

While the concept itself looks as though it could be a scene from science fiction, much of the technology presented is currently available and being used in other industries. However, the underlying theme of the results is the important

Research by Rolls-Royce and its partners into how to safely control ships from land-based centres shows a future where interactive screens, voice recognition systems, holograms and surveillance drones can operate, monitor and control shipping fleets remotely. The next step is to bring the vision to life

words: patrik wheater

A

drones on a ‘standard inspection routine’, to provide a 360° view of the antennae and other external areas. They can then determine the best solution, for example by scheduling a replacement at the next port.

The global wall then alerts the operator to an issue with ‘repeated eco-efficiency fluctuation’ in another vessel, requiring the expertise of a system specialist. The display provides a summary of recent propulsion motor operations, including an audio file for a more sensory perception of what is going on with the malfunctioning motor. The operator gathers an engineering team around a table with a hologram of the vessel and its component parts, allowing for collaboration to identify the nature of the issue and the best solution.

The futuristic scenario comes from the visual representation of an extensive feasibility study into the unmanned ship concept that was introduced in 2013. Rolls-Royce, together with project partners VTT Technical Research Centre of Finland

Revolution to reality

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role situational awareness and sensory perception will continue to play in ship operation, even when controlled from ashore.

The research evaluated the lessons learned from other industries where remote operation is commonplace, such as the aviation, automation, military, forestry, and space exploration sectors. Rolls-Royce, VTT and TAUCHI found the potential inability to use all the senses to assess ship and machinery performance – the human-machinery interface – as one of the main challenges faced in the development of the shore-based ship control concept.

This was a fundamental aspect of the research, as Iiro Lindborg, General Manager, Remote & Autonomous Operations, Ship Intelligence, explains: “A master mariner sitting in a control centre thousands of miles away would have no bodily feeling for the vessel, but replicating that ‘feel’ for the ship through real-time auditory channels and direct video feeds from

between seven to 14 people working in shifts to monitor and control the operation of a fleet of vessels. One supervisor can look after five vessels when just monitoring them. However, roles that currently don’t exist onboard ships would need to be created for the shore-based control centre, such as route optimisation officers and meteorologists. Communications officers will also have a more important role to play.

“We’re living in a changing world where unmanned and remote controlled transportation systems will become a common feature,” says Lindborg. “Remote control and monitoring technology is already impacting the developments taking place in the aerospace and automotive industries, so it is inevitable that it will become widespread. It offers unprecedented flexibility and operational efficiency.”

“This is the first public display of results from research aimed at understanding the human factors involved in operating ships remotely”

10In just ten years,

we expect to be trialling the first remote-operated

ship in European waters

surveillance drones could create that environment.”

“This is the first public display of results from research aimed at understanding the human factors involved in operating ships remotely. Situational awareness has been a major area of this project,” he says.

Other aspects of remote ship operation which the film highlights include working in both local and global environments, the tracking of vessels, the optimisation of ship-to-shore communication, machinery self-inspection capability and ship hand-over processes.

Lindborg says the shore-based operation of a vessel would need

To see the oX SCC video, download our Indepth app from iTunes or Google Play

ABOVE: Iiro Lindborg, General Manager, Remote & Autonomous Operations, Ship Intelligence.

leading innovation

What does Rolls-Royce mean when it talks about Ship Intelligence?JM: It’s a portfolio of innovative products and services – including engine health monitoring, optimisation and decision support and remote and autonomous operations – which enable our customers to transform their operations by harnessing the power of data.

We haven’t seen much uptake of engine health monitoring within the shipping sector. Why do you think this is and what makes Rolls-Royce special?JM: Traditionally, regulatory requirements have been time-based and that has driven owners’ and operators’ approach to maintenance schedules. The current economic conditions have highlighted the need to reduce and optimise maintenance, placing more emphasis on condition- based maintenance.

Rolls-Royce has more than 20 years’ experience of using equipment health management (EHM), particularly in the aerospace sector, to help customers get the most out of their assets. We analyse billions of data points every day. We’ve developed a capability to detect, diagnose, and prioritise issues with critical equipment and a deep understanding of the tools, processes and business models needed to do that. This level of experience and expertise can add value to our customers and the marine sector more widely.

How is Rolls-Royce creating value from EHM for marine customers?JM: EHM allows us to monitor the condition of complex assets and load profiles. Working with the Class Societies and operators we have extended major service intervals which reduce maintenance costs and operational disruptions.

We have class approval from ABS, Lloyds Register and DNV GL for azimuth thruster condition monitoring – which we’ve fitted to over 100 thrusters to date. This is giving operators a clear view of how each thruster is operating in real-time. The system gives early alerts so corrective action can be planned to minimise any downtime. It also allows for the extension of service intervals.

What are there benefits to ship operators of working with an OEM for EHM?JM: An OEM can offer significant additional value. Having the equipment’s designers in the loop allows for an additional layer of insight. We can validate our data and analysis with the people whose experience and expertise went into the design in the first place. It also allows our designers to continually improve our products based on the extensive operational feedback. With over 50 service locations and nearly

1,000 service engineers, we can then take action locally.

How does EHM relate to autonomous vessels and decision support?JM: EHM and decision-support systems will provide some of the basic technological building blocks for future remote and autonomous ships. Alongside health management, our optimisation and decision-support systems provide tangible benefits to customers right now. We are using data to provide analysis, advice and automated intervention to help them optimise their operations and drive sustainable growth.

What have you learnt from the aero industry that can be applied to shipping? DS: We’ve developed a deep understanding of the tools, processes and business models that can be applied to best effect. Shared challenges include getting access to the data remotely and securely, and analysing that data efficiently and effectively to be able to make accurate recommendations to customers about what they should do, and when, to optimise their assets.

How do you predict potential issues from real-time data?DS: We use something called predictive analytics. The challenge with trend and condition-based monitoring is to balance the prediction of real failures against the risk of false alerts. Over the last five to seven years we’ve developed an approach that combines lots of different data points with known failure modes, and allows us to predict the probability of failure with over 90 per cent confidence, and sufficiently early for operators to act on these warnings. We are applying methods, proven over time in the aero business, to the marine sector.

Indepth’s Simon Kirby talks Ship Intelligence with Jay McFadyen, SVP Engineering and Product Management – Services, and David Selway, Vice President Business Development Controls & Data Service

Questi ns answered


ABOVE: Jay McFadyen


Are marine connectivity levels sufficient to cope with the amount of data needed? DS: In aerospace, we’ve pioneered an approach to identify and process the most important engine data on wing, and securely transmit it to our ground-based operations centres. The remaining data, which we need to analyse in the longer term, is collected at the end of a flight or voyage, when connectivity is better. We use computing techniques to optimise what data is processed and analysed close to the asset (on-board) and what data needs to be sent to our Service Data Centre. On-board we monitor around 200 parameters and send a subset of these to the centre, where we apply predictive analytics to provide advance warning of problems and failures.

How do you ensure cybersecurity and who owns the data/information?DS: In most cases the operator owns the raw data coming from their assets. Most EHM contracts recognise this. Analysis and output is produced using Rolls-Royce IP and the actionable information generated resides with Rolls-Royce. This data is then shared with the customers. Over the last 20 years we’ve put considerable effort into cybersecurity. Obviously, this is not something we talk openly about.

What does the future hold for Rolls-Royce in terms of Ship Intelligence?JM: Increased digitalisation has the potential to revolutionise ship operation, design and construction, and the way the business operates globally. Our ambition is to be the market leader in health management, optimisation and decision support as well as remote and autonomous operations, defining the market for digitalisation of the marine industry.

ABOVE: David Selway, Vice President Business Development Controls & Data Service.

BELOW: The Rolls-Royce Acon Connect – Remote Access System already allows for

engineers to be ‘virtually’ on board vessels such as Farstad Shipping’s Far Sleipner.

“We’ve developed a deep understanding of the tools, processes and business models that can be applied to best effect”David Selway

The shape of things to come

leading innovation

s disruptive as the smartphone, the autonomous ship looks set to revolutionise parts of the maritime industry,

provided a number of technological and legal challenges can be overcome and the many aspects of cybersecurity adequately managed.

Rolls-Royce is leading the Advanced Autonomous Waterborne Applications Initiative (AAWA), in collaboration with some of Finland’s top research universities and world-leading maritime companies.

“AAWA has three distinct phases of work and phase 1 has recently been completed,” says Esa Jokioinen (pictured right), Head of the Rolls-Royce Blue Ocean Team. “It has looked at the feasibility of remote- controlled ships and how they could be developed. We have examined autonomy in all its forms, from aerial drones to driverless cars and the smartphone, and developed a roadmap of what is needed by reviewing the technological, safety, legal aspects and business implications.”

Under technology, three key areas were identified for development: sensor fusion, control algorithms, and connectivity.

Sensor fusion and object detection: On a ship, sensors are used for sensing the surroundings and monitoring equipment to create an understanding of both the internal and external environment of the ship for a shore-based crew. Each type of sensor has its own benefits and disadvantages. For a vessel to produce a sufficiently accurate output for human interpretation, a range of sensor outputs needs to be combined, which will require sensor fusion. The main challenge is creating the most cost-effective solution for reliable and robust object detection.

Control algorithms: These interpret the sensor data for functions such as reactive control for collision avoidance. To do this, the data needs to be processed with regards to the maritime rules and regulations, which is the most difficult aspect. For example, if and when two vessels begin to approach each other, the law states that they must both alter their

course in an appropriate time. This leads to interpretation difficulties for an algorithm programmer – in what amount of time should the vessel change course, and what angle is deemed appropriate? Human interpretation is required to evaluate what is the best approach.

Communication and connectivity: Each vessel in the future will still need human input, making it crucial that connectivity between the ship and the crew is bi-directional, accurate and supported by multiple redundant methods. Obviously this means that we need to look into hybrid solutions consisting of different satellite and land-based systems. One of the essential questions is how do we allocate the traffic between these communication methods so that data link is always available for the critical areas, keeping in mind the cost of data transfer. Cybersecurity also adds a number of aspects to data transfer: depending on the encryption method, additional latency will be introduced, which could be critical for example for tele-operation commands.

The methodology for data transfer for autonomous vessels is one of the critical research topics within the project.

Security and safetyAutonomous ships will become reality only

Focusing on autonomous technology, from aerial drones to driverless cars and the smartphone, the first phase in the Rolls-Royce project towards making remote-controlled ships a reality has been completed

A

2020 2025 2030 2035Reduced crew with remote support and operation of certain functions

Remotely operated local vessel

Unmanned ships will most likely start with local applications

Remote controlled unmanned ocean-going ship

Remote controlled unmanned coastal vessel

Autonomous unmanned ocean-going ship

words: hannah falberg

AAWA timeline

The shape of things to come

if they are as safe or safer as conventional vessels. The risks of autonomous vessels can be split into ‘known knowns’, ‘known unknowns’ and ‘unknown unknowns’. All will be considered by the AAWA team.

A major ‘known known’ is the potential cognitive overload of the operator. The operator most likely operates more than one vessel at a time. If a system becomes too complex, operators will not respond rapidly enough in an emergency. When designing the control centre the interfaces must display all relevant information in a logical layout. This ergonomic design approach is championed in the Unified Bridge (page 16).

A ‘known unknown’ is harder to account for. One of the key aspects falling into this category is how manned ships will react to unmanned vessels. Traffic scenarios can be quite complex and the challenge is to make the autonomous ship’s navigational behaviour logical and easy to understand for the manned vessels.

One item which has issues in each of the

categories is cybersecurity. All aspects of the ship including software, hardware and operations will be investigated.

LegalitiesThe maritime legal system is dependent on the operational area of the vessel. For example, ships operating only in national waters are operating within a different legal framework than those engaged in international traffic. In both

legal systems some regulations pose challenges to autonomous shipping. Implementation of autonomous vessels with demonstrators is easier in the short term within national waters as the local administration has the possibility to give exceptions to the rules. However, there is a need to start the discussions in IMO level as well to get guidelines for operation in international waters.

Business implicationsAAWA’s research to date has highlighted how remote and autonomous ships could change the economic landscape. Macroeconomic changes might be significant and they will potentially redefine the roles of different players in the shipping business.

A land-based crew in the remote operations centre would be able to operate a larger number of the vessels compared to the current on-board operation, reducing crew costs significantly. Personnel would include speciality roles such as systems engineers and weather specialists, allowing greater fleet optimisation. At a national level, autonomous shipping would enable transportation to be more competitive, as operational efficiency has the potential to improve.

Future Phase I has shown autonomous shipping is achievable. “It is an amalgamation of various elements all coming together that will make autonomous ships a reality,” says Jokioinen. Using these findings, phase II will move to the building and testing of specific technical solutions. The project will run until the end of 2017.

Autonomous ships will be at least as safe as current ships and will be designed to be able to operate in a wide range of weather conditions. Sensor fusion eliminates the disadvantages of using sensors with weather restrictions.

Advanced Autonomous Waterborne Applications (AAWA) partners


Send an email to [email protected]


leading innovation

How the innovative Unified Bridge has enabled people to interact with technology in a way not seen before

words: paul bray

hy would you find a ketchup bottle on a ship’s bridge? To mark which pump is

switched on, of course. It sounds like a joke, yet it

illustrates a serious problem. The bridge is a ship’s nerve centre, but for decades technological gadgetry has been added largely at random, with often chaotic results.

A mariner joining a new vessel may be faced with a dozen display screens, rows of identical switches, levers sprouting from chair arms, and all in a completely unexpected layout. It’s like driving a new car and finding the accelerator pedal on the dashboard and the handbrake under the passenger seat.

Coping with such complexity takes considerable mental effort, meaning that if something goes wrong the operator has less mental bandwidth to react quickly and safely.

To address this, the Rolls-Royce Marine business in Norway has invented a completely new style of bridge that is simpler, more efficient, more comfortable, and above all safer.

“We call it the Unified Bridge,” says Dr Frøy Bjørneseth, Principal Engineer for Human Factors and Control Centres at Rolls-Royce Marine.

“We wanted to simplify the equipment on the bridge and optimise where it’s placed, based on where most people want it.”

Dr Bjørneseth began studying bridge design in 2007 for a PhD in

In control

human-computer interaction (HCI) at the University of Strathclyde, sponsored by Rolls-Royce. In 2010 it formed a multi-disciplinary team to conduct detailed research aboard supply vessels in the North Sea.

“We really did find a ketchup bottle,” Dr Bjørneseth remembers.

“The crew said there were ten identical buttons for working the pumps, and putting the bottle on top meant they could tell in an emergency which one was switched on.”

With the Unified Bridge, all that complexity is gone. Banks of screens have been replaced by one ten-inch console showing key information. Levers are always located in set positions (like the pedals in a car) and instead of being on chair arms they have been positioned so operators can choose to sit or stand, enabling them to change position during long watches.

“We redesigned the chairs based on sports car seats, with a mixture of hard-wearing leather and breathable, non-slip material,” says Dr Bjørneseth. “And a common complaint was that at dusk operators had to run around the bridge dimming every light and console, so we added one dimmer switch for the lot. Often it’s the simple things that count.”

With the Unified Bridge

W

Dr Frøy Bjørneseth extensively researched human computer interactions for the ergonomic design of the Unified Bridge.

Leather edges make for a durable fabric while breathable material on the seat allows for extra comfort.

This article was first printed in The Telegraph on 29 January 2016


Rolls-Royce is years ahead of its competitors, says Dr Bjørneseth. In October the design won the prestigious Ergonomics Design Award from the UK’s Chartered Institute of Ergonomics and Human Factors – most unusual for a maritime project.

In 2014, a prototype Unified Bridge was installed on a real platform supply ship – Simon Møkster Shipping’s Stril Luna – gaining universal praise from officers and crew.

“It looked so streamlined the captain thought we must have forgotten something, but we hadn’t,” says Dr Bjørneseth.

She initially trained as an engineer, but a fascination with psychology led her into HCI.

“It’s exciting to be able to make a difference to someone’s life,” she says. “These crews can be at sea for weeks at a time: the least we can do is provide them with a good working environment.

“We’ve even added a place for coffee cups. But not ketchup bottles.”

The Unified Bridge is the result of years of hard work by Dr Frøy Bjørneseth and the Unified Bridge team. The research into human-computer interactions (HCI) involved visiting shipyards and ship owners, analysing how people used the equipment and performing direct statistical analysis on the environment and the equipment available in the consoles.

The team used eye tracking to understand the locations that operators initially looked at to find a particular function during simulation tests of operation-critical scenarios. Direct observations of the conditions at sea allowed aspects to be highlighted that were critical to reducing the mental and physical stress (cognitive load) of the individual. Studies into the way the consoles are traditionally

built highlighted the complicated and unsystematic approach to the construction of the consoles.

The result is an uncomplicated bridge environment where the placement of equipment is easily identifiable. The location of monitors and equipment was standardised in accordance to the eye-tracking results and the number of screens reduced to create a more open field of vision.

Initiating a complete redesign of the graphical user interfaces of all Rolls-Royce software applications was an important feature,

introducing a unified look and feel. The operator will immediately feel familiar with the systems as the navigation principles and the symbols are identical across applications, preventing confusion.

The bridge control system interface allows control of auxiliary and third-party equipment such as wipers, deck lights, lanterns and bridge ceiling lights. That saves space in the consoles and allows the possibility of controlling all of these functions from one ten-inch display.

Experience the human touch the research

The ergonomic design allows for a comprehensive depiction of all systems, providing all the information

that the operator needs to know at any given time.

Send an email to [email protected]

With an operating life likely to exceed 30 years, new warship designs have to remain relevant. That’s not easy in an era of tightening defence budgets and where predicting global security is difficult. The UK Royal Navy’s new Type 26 Global Combat Ship, which will replace the Type 23 frigate as the workhorse of the Fleet, is designed to do just that

words: craig taylor

AE Systems has designed the Type 26 Global Combat to undertake three core roles – modern conflict, maritime

security and international engagement. Eight Type 26s will replace the eight dedicated anti-submarine frigates, alongside a new class of general-purpose light frigates.

The new ships’ primary role is to protect the nation’s strategic deterrent

to a solid start – collaboration between BAE Systems, the MoD and a growing list of suppliers.

“Success is of course about hitting the schedule,” says Searle. “But for Type 26 around 60 per cent of the value of the ship is through the supply chain, so we can get a lot of benefit by focusing on collaboration and making sure those relationships work properly, for the benefit of the programme.”

Rolls-Royce roleRolls-Royce is a significant member of that supply chain, delivering the majority of the propulsion system. Power will come from a single MT30 gas turbine, providing direct drive through a gear box, and four MTU Series 4000 diesel gensets. This configuration, known as CODLOG, or combined diesel electric or gas, offers flexibility, efficiency and power on demand.

Derived from Rolls-Royce Trent aero engine technology and building on over 45 million hours of operating experience and ultra-high reliability, the MT30 is the world’s most powerful in-service marine gas turbine. It produces 36 to 40MW with high power density delivering a high- power output in a compact space, with


Future-proof the fleet

and the new Queen Elizabeth Class aircraft carriers from hostile submarines. They will feature some of the most modern and effective weapons systems available today, including a vertical launch missile silo and a five-inch main gun.

According to BAE Systems’ Programme Director Geoff Searle, who is charged with leading the Type 26 from drawing board to sea, designing a modern warship is no mean feat. It’s a lengthy process that requires a mix of expertise, capability and experience. But, there’s one other attribute that’s already helped Type 26 to get off

B

Picture courtesy BAE Systems

Picture courtesy BAE Systems

reduced weight – an essential factor for naval propulsion.

According to Don Roussinos, President – Naval: “We are extremely proud that our MT30 will power the Type 26 and continue a long Rolls-Royce tradition of providing gas turbines to the Royal Navy.”

The first MT30 for the Type 26 Programme recently completed its factory acceptance test (FAT) at the company’s marine test facility in Bristol. The FAT, which has to be completed before the gas turbine can be delivered, put the engine through a week of rigorous performance tests.


Roussinos continues: “Successful completion of the factory acceptance test of what is the first ‘real’ component of the ship was a major achievement for everyone involved in the Type 26 Programme and one of which we are particularly proud.”

Nick Antoniades, Rolls-Royce Programme Manager for Type 26, says: “We’re now entering an interesting phase of the project where we take our MT30 and build it into a specific package which can be fitted seamlessly into the Type 26 Platform.”

Flexible futureThe Global Combat Ship is designed with modularity and flexibility in mind. A key feature which sets it apart from competing designs is its mission bay.

Located just forward of the hangar, the mission bay is designed to accommodate a wide range of payloads – everything from disaster relief stores, through to deploying surface and underwater vehicles, or high-speed special boats for maritime security.

“The mission bay handling system,” according to Antoniades, “is proven technology derived from our experience of meeting the demanding ROV requirements of the North Sea’s offshore oil and gas

“Our MT30 will power the Type 26 and continue a long Rolls-Royce tradition of providing gas turbines to the Royal Navy”Don Roussinos

MT30 A single MT30 gas

turbine provides direct drive through a gear box, and four

MTU Series 4000 diesel gensets

industry, which we’ve developed to meet the Royal Navy’s particular requirements.”

Transforming designWhile the external appearance of the ship is quite well known, those impressive sleek lines and graphic renditions mask what is a hugely complex design challenge underneath. It’s a challenge that’s being tackled using the latest visualisation techniques, which allow the programme team to make detailed design decisions in real time, from opposite ends of the country.

“Visualisation technology is transforming the way we design, build and deliver complex warships,” says Searle. “By creating a virtual prototype, we can gain a real understanding of the vessel and the experience of those serving on board before manufacturing begins.”

Export potential BAE Systems is talking to navies around the world and believes the design has great export potential – good news for the company and its supply chain partners for years to come.

latest projects


he UT 7217 fits the general needs of the market around the world for a capable

mid-range AHTS with a guaranteed bollard pull of 100 tonnes and plenty of capacity for liquid and powder cargo in the supply boat role.

Close attention has been paid in developing this vessel to reduce both building cost and operating expense without compromising quality or functionality. The full equipment package from Rolls-Royce is of high quality to ensure the UT 7217 can work reliably wherever it finds itself in the world. But the design is robust, providing the shipyard and vessel owner with the possibility of influencing the maker’s list for major as well as minor equipment.

Introducing the new vessel design, Jan Emblemsvåg, Senior Vice President Ship Design & Systems, said: “The dramatic reduction in the oil price has forced both vessel operators and oil companies to trim their organisations and constantly look for more cost-effective ways of working, eliminating ‘gold-plated’ solutions.

“This applies to support vessels as well as equipment. Our UT 7217 is designed to meet the requirements of the future, which will be significantly different to the past.”

The design includes SPS notation

facts and stats• Cost-effective to build, flexible and efficient in operation. • Undertakes a wide variety of roles, from conventional offshore patrol vessel (OPV) duties to ROV operations and standby and rescue.• Propulsion power provided by two 3,000kW diesel engines, each driving an azimuth thruster, shaft generators or 400kW gensets provide power.

Highs lows

for enhanced flexibility, allowing the vessel to carry out a wide variety of tasks, from cargo supply, towing and anchorhandling to remote-operated vehicle (ROV) and maintenance operations, with accommodation for up to 40 special-purpose personnel if required. If the OSV standard is selected, the complement is up to 40 people, personnel and crew, which includes a maximum of 12 passengers.

An optimised hull form and propulsion and power system is designed for low fuel consumption and low levels of emissions. It meets the ENVIRO+ class level and may be further enhanced by installing an

SCR exhaust gas cleaning system.A simple but efficient propulsion

system is based on two medium- speed Bergen C25:33L9P CD diesel engines, each producing 3,000kW. They drive through a direct mechanical transmission to US305 azimuth thrusters with 3.2m diameter CP propellers in nozzles.

To give high efficiency over the full spectrum of operating modes, an advanced combinator is used to control both propeller pitch and engine speed over a wide range. Each engine also drives a shaft generator and fire pump for FiFi 1 class.

Electrical power is independently provided by two diesel gensets,

T

Rolls-Royce is responding to customer needs with its new UT 7217. The anchorhandling tug supply vessel (AHTS) will lower build and operating expenses, while providing high flexibility and cost-efficient operations – no matter what role it is asked to fulfil

latest projects

&words: richard white


each supplying 400kW. Among the consumers are two 590kW tunnel bow thrusters. The redundancy of the propulsion and power system meets IMO DP2 dynamic positioning requirements.

At the heart of the vessel is the main winch. A powerful and proven Rolls-Royce two-drum, low-pressure hydraulic winch is specified, with 200 tonne heave and 250 tonne brake rating. Each drum can hold 1,545m of 64mm wire, cable lifter pull is 155 tonnes at 8m/min, and there are large rig chain lockers.

A containerised launch and recovery system can be included for work and OBS class ROVs, enabling

the UT 7217 to undertake inspection and maintenance work.

The vessel is also equipped for standby and rescue operations.

Safety and freedom from pollution is important, so the design provides protected locations for fuel oil tanks and those carrying hazardous liquids.

Ease and economy of construction is a key design consideration of the concept, making the UT 7217 a good choice for building at a wide variety of shipyards. The design minimises double curvature hull plating, and internal structures are suitable for panel line production. It also avoids the need for complex

structures and piping arrangements.The UT 7217 concept and Basic

Design incorporates a Rolls-Royce equipment package. If the yard and owner agree to use the complete equipment package, the Basic Design is ready for class approval. Then Rolls-Royce will also be able to support the yard and owner in the detailed integration and interface of the vessel equipment and systems. But should operators have their own equipment preferences there is adequate flexibility in specifying for example other propulsion systems.

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Length (m)

68Beam (m)

16.6Depth (m)7.3

Bollard pull (tonnes)

100Deck area (m)

500Power (kW diesels)

2x 3,000Total power (hp)

8,000

UT 7217 in numbers

UT 7217 latest projects

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of f

l i f t

ince it was established in 1979, the yard that is now Yantai CIMC Raffles Offshore, part of the China International Marine Containers

(CIMC) group, has followed a strategy of moving to offshore and high-end ship building, designing and building vessels and rigs with a high technical content. This has been achieved by an ongoing investment in infrastructure and experience, to take on the competition that comes mainly from the large yards in Singapore and Korea.

Yantai CIMC Raffles Offshore was one of the first to enter the offshore industry in China, and today has an international management team with significant experience. It employs some 4,000 people plus contractors across three engineering product manufacturing bases at Yantai, Haiyang and Longkou, in Shandong province, on the south side of Bohai Bay, not far from Dalian. The Yantai yard specialises in the design and building of semisubmersible rigs, jack-ups, FPSOs, crane and pipelaying vessels, plus a number of other types. The focus is on high-end equipment, delivery and value for the end customer.

Keen to enhance the company’s offshore

experience, in 2013 parent CIMC acquired Gothenburg-based Bassoe Technologies AB, a well-known provider of offshore design services. With this comprehensive offshore design experience as part of the business, CIMC Raffles now benefits from an established China-European design and engineering capability to provide additional experience when working on advanced and technically challenging projects.

The well laid out yard at Yantai with its deepwater berth and a number of large cranes is designed around using technology to put it on a different level to competitor yards. Infrastructure investment over the last 15 years has been considerable. The highest profile and most visible (as it is 120m tall) is the impressive 20,000 tonne TAISUN gantry crane, which was itself independently designed by CIMC Raffles engineers. It holds the world record for the ‘heaviest weight lifted’ at 20,133 tonnes.

There has also been a significant investment in systems. The company’s own engineering Institute has helped develop the integrated software platform used for project planning and decision support through to commissioning. Basic design to detailed design drawings can be produced efficiently and quickly and

Yantai CIMC Raffles Offshore has invested in both people and technology to grow in scale and bring new ways of working to the shipbuilding industry. Rolls-Royce has been a key supply partner in the company’s development

S

words: andrew rice

RIGHT: The TAISUN 20,000 tonne crane at Yantai CIMC Raffles Offshore in China holds the world record for the heaviest weight lifted.All pictures courtesy of Yantai CIMC Raffles Offshore


customer focus


customer focus

changes accommodated with minimum fuss.

All this investment has been focused on combining unique construction methods with

China’s lower costs to reduce the expense of building large offshore structures. In the case of a semisub rig it means it can be built in two large parts that can be brought together. The pontoon hull and the platform with topsides can be built at the same time at ground level, significantly reducing the need to work at height. They are then transferred to a semisubmersible barge and floated out to the dock and mated using the TAISUN gantry crane’s 20,000 tonne lifting capacity to the full. This way of working can save two million man hours in building a semisubmersible rig. Not only does it save labour costs, it also speeds up the build. Since 2010 CIMC Raffles has delivered ten semisubmersible rigs, and another five are under construction.

Water depth at the main berth, which is long enough to take three rigs, is 18m. Therefore the underwater mountable Rolls-Royce azimuth thruster installation for the semisub rigs can be done alongside, making the work safer as well as saving time. Processes and manufacturing techniques have also been perfected for the production of a wide range of large components, like jack-up spud legs, to consistently high quality standards.

he role played by suppliers in the production of world-class offshore equipment is recognised by CIMC Raffles,

which has enjoyed a long relationship with Rolls-Royce.

The first contract was the building of two UT 719 towing and supply vessels, which went into service as emergency towing vessels protecting the UK’s coastline in 2002 and 2003. The most recent is the power and propulsion package for the innovative North Dragon GM4-D rig that was named at the end of 2015.

“We have been working with Rolls-Royce since 2002 and we have worked together on a large number of complex high profile rigs and vessels,” said Sun Shiyan, Director – Procurement. “We take a long-term approach with our suppliers, as our projects are complex. Working with the same people brings efficiencies, and good local support from the Rolls-Royce China service team is particularly important for us during commissioning when time and efficiency is everything.”

TBELOW: The semisubmersible rig North Dragon GM4-D is owned by North Sea Rigs and was the first China-built unit capable of drilling in harsh environmental conditions, such as those found in the Barents Sea.


customer focus

urrently building at the yard is the world’s largest semisubmersible drilling rig, the Frigstad D90, a

seventh generation deepwater rig for Frigstad Offshore. With an operating displacement of 69,800 tonnes, the rig is capable of operating in water depths up to 3,600m and drilling depths up to 15,250m. With the ability to undertake parallel construction, the 19,277 tonne pontoon hull and the 18,727 tonne upper deck box were completed on land and mated successfully using the TAISUN crane. This was the 11th deepwater rig mating using the TAISUN crane.

In July 2015 the rig COSL Prospector, the 4th GM4D deepwater semisubmersible rig delivered by CMIC Raffles to COSL in the last ten years, completed its initial well drilling in a new record time for the South China Sea. It is designed with an ability to operate in polar waters and drill in 90 per cent of the world’s waters. This broad capability has been achieve by a systematic focus on research and design, construction technology and project management together with test and commissioning, to bring in continuous improvement in all areas. The earlier rigs in the series, COSL Pioneer, COSL Promotor, and COSL Innovator, which were deployed to the North Sea, have been in receipt of a number of Statoil performance awards. They are equipped with Rolls-Royce mooring systems.

For COSL Prospector, experience and lessons learnt from building the series were applied to the full. Time from design to delivery was completed in 35 months.

The yard’s most recent rig is North Dragon, a GM4 design based on CIMC Raffles’ previous construction projects with rigs adapted for operations in harsh environments. It is the first China-made semisubmersible capable of operating in the Arctic in temperatures down to -20°C. The rig is powered by six Bergen gensets and propelled and positioned by six Rolls-Royce underwater mountable UCC thrusters. It is DNV classed as zero discharge/environmentally friendly, and is designed in accordance with North Sea conditions, taking into account Arctic and Barents Sea conditions with the requirement to withstand a 100-year storm in the North Sea and fulfil NMD, NORSOK and NPD standards.

C

For more about Rolls-Royce Marine in China, go to marine.rolls-royce.com.cn

ABOVE: An aerial view of the Yantai CIMC Raffles Offshore yard. With its 18m deepwater berth, CIMC Raffles is able to

install underwater mountable thrusters in the yard. This is where the outfitting and commissioning work will be carried out.

BELOW: Sun Shiyan, Director – Procurement,

Yantai CIMC Raffles Offshore.


customer focus

r o c ka n d r o l lphotos: scott richmond

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words: simon kirby

or the people of Dunoon and the Cowal Peninsula, the service offered by Western Ferries can literally be a

matter of life and death. The operator connects the peninsula

across the Firth of Clyde with Gourock, 20 miles west of Glasgow. The trip takes 20 minutes, and provides swift access to the main hospital, as well as the crematorium. The alternative is a one-and-half-hour, 90-mile drive via the remote ‘Rest and be Thankful’ mountain pass and onwards along the banks of Loch Lomond. The route may be a draw for summer tourists – another important customer segment for Western Ferries – but loses its charm in an emergency situation.

Western Ferries employs 64 people and

operates four purpose-built passenger and vehicle ferries, carrying up to 220 passengers and a combination of up to 40 cars, light vans and HGVs, on a two-and-a-half-mile journey across the Firth of Clyde. Operating every 15 minutes, 365 days a year, the company carries more than 1.3 million passengers and 600,000 vehicles a year.

A rolling service allows passengers to just turn up and go. If the first vessel is full, the next one will already be approaching the quay and you will be on your way in ten minutes. As Graeme Fletcher, Technical Director, Western Ferries, says: “It’s like waiting for the next bus – you can always see it coming.” The design of the ferries – open deck with access from both ends – means the company can carry over 400 vehicles an hour at peak times, giving customers “a convenient, affordable, safe and reliable means of crossing the Clyde”.

The busiest single ferry route in Scotland is serviced by Western Ferries. Indepth took the

trip across the Firth of Clyde to examine their approach to delivering a safe, reliable and vital rolling service every 15 minutes, 365 days a year

r o c k F


customer focus

To do this, “reliability and safety are absolutely paramount”, according to Graeme. “You have to keep it stupidly simple and don’t overcomplicate things. Having

good, fit-for-purpose designed vessels and reliable equipment is essential.”

The Rolls-Royce Contaz contra-rotating (CRP) azimuth thruster has been an important part of that design.

The Contaz thruster is fitted with twin propellers, one with four blades and one with five, rotating in opposite directions. By having two propellers close together but rotating in opposite directions the aft propeller can recover swirl energy from the leading one. This gives much greater tractability without the constraints of a nozzle with smoother operation, improving thrust and reducing cavitation. That has a positive impact on both vessel speed and a corresponding decrease in fuel consumption.

Great manoeuvrabilityWestern Ferries was the first company in the UK to operate CRPs, fitting them to its first two new-build vessels in 2001 and 2003. “It was a novel product at the time but it worked very well for us,” says Graeme Fletcher. “It was a way of delivering that increase in thrust and tractability without the confines of a nozzle or going to a bigger propeller.” Western Ferries

has continued to use CRPs on its latest vessels – the Sound of Seil and Sound of Soay – built on Merseyside in the UK by Cammell Laird in 2013.

The vessels’ two Contaz thrusters, mounted on the centreline, one at each end of the 50m-long hulls, both push and pull the vessel in any direction of travel, giving them “great manoeuvrability characteristics”.

On approach to Western Ferries’ two

terminals at Gourock and Dunoon, the thrusters give the ferry captains both confidence and fine control in what would be, according to Graeme, “a very cumbersome manoeuvre for a vessel equipped with conventional rudders and propellers. With these azimuth units it’s very easy.” The ferries can pirouette in their own length and decelerate quickly – stopping in their own length if necessary – before gliding to a gentle stop. “The vessels are optimised for manoeuvrability.”

Vehicles and passengers are disembarked via a buoyant linkspan arrangement, which locks onto the vessel and connects it with the shore. By using compressed air rather than hydraulics as motive power, this lends an elegant simplicity and robustness to the arrangement that is reliable and efficient, allowing cars and passengers to be on their way almost instantly on arrival.

Once the vessel is ready for departure the thrusters are turned round – the one pushing becomes the one pulling and vice versa – and the vessel quickly accelerates away on its return journey.

On the bridge the captain performs a similar simple manoeuvre, turning his chair through 180 degrees so that the foremost of the two thruster controls is always in his left hand, controlling the forward thruster. This is just part of an ergonomic approach to the design of the bridge. Large windows

“You have to keep it stupidly simple and don’t over-

complicate things. Having good, fit-for-purpose

designed vessels and reliable equipment is essential”

Graeme Fletcher


customer focus

give all round visibility of both the Firth of Clyde and the car deck, further increasing the skipper’s sense of control.

“Our captains have experienced a wide range of propulsion arrangements on different boats and they’ll tell you these are the best,” says Graeme.

The Contaz thrusters have also helped Western Ferries combat a surprising underwater menace, in the form of two everyday urban items: tyres and bread baskets – the shallow plastic trays that supermarkets use to transport and stack bread.

Graeme says: “We operate on a unique

route here at the mouth of the Firth of Clyde, downstream from Glasgow and its surrounding towns in an area of heavy rainfall. As a consequence all sorts of things are swept into the river and out to sea, passing under our vessels as they go.”

Tyres and breadbaskets are flexible and can easily become trapped in the nozzles of vessels’ thrusters, causing significant damage with the potential to disrupt the service.

Before the introduction of the Contaz thrusters the company had experienced frequent damage caused by semi-buoyant debris in the river. “Since we’ve been using the Contaz thrusters we’ve sustained no damage whatsoever. Because the propeller stream is open it casts off anything that gets entrained, rather than sucked into a nozzle with destructive results.”

Environmentally friendlyPowered by two diesel engines, the Contaz thrusters “are perfectly matched to the engine’s torque characteristics and give phenomenal tractability”, says Graeme. They rapidly accelerate the vessel past its propeller design point of nine knots and allow it to maintain a cruising speed of 10-12 knots using only some 60-65 per cent of the engine’s power. This makes them very fuel efficient, using less than 80 litres of ultra-low sulphur (0.001 per cent) fuel an hour. “Of course, not only does it make

commercial sense to burn less fuel, it is also environmentally responsible. This has been achieved through good design and optimisation of powering requirements, matched with efficient hull forms and propeller characteristics. When you think that the alternative is for the 80 cars and HGVs to drive an additional 90 miles you can see that this makes us a truly green and environmentally friendly means of transport.”

Contaz thrusters fit well with Graeme’s “stupidly simple” philosophy applied to Western Ferries’ operations. “Don’t over- design or over-complicate things, keep costs down and buy fit-for-purpose, quality products from reliable suppliers.”

Reliable, efficient equipment has helped Western Ferries become the busiest single ferry route in Scotland, and the country’s most successful privately owned ferry company.

“I don’t think there are ships like this anywhere else,” says Graeme. “We worked hard with ship designers and Rolls-Royce to optimise hull design to the propulsion package, and to build vessels that allow us to provide exactly what our customers want; an affordable, safe and convenient service that they can rely on.”

“We worked hard with ship designers and Rolls-Royce to

optimise hull design to the propulsion package, and to

build vessels that allow us to provide exactly what

our customers want”Graeme Fletcher

See our video featuring Graeme Fletcher and Western Ferries by downloading the Indepth app from iTunes or Google Play


uilt at General Dynamics Bath Iron Works Shipyard in Maine, US, the advanced Zumwalt, lead ship in a class of three DDG 1000 revolutionary

destroyers, is powered and propelled by Rolls-Royce technology and recently completed its first at-sea under way period, known as its “alpha” trials.

The Zumwalt-class destroyers are warships that provide the US Navy with multi-mission offensive and defensive capabilities. They also provide an independent forward presence and deterrence, and will support Special Operations forces, as an integral part of joint and combined expeditionary forces.

Zumwalt, and each subsequent ship in the three-ship Zumwalt class, will be powered by a pair of Rolls-Royce MT30 main gas turbine generator sets each providing 35.4MW, and two MT5S auxiliary generator sets, packaged as the RR4500, which are each rated at 3.9MW each. Combined, they deliver an impressive 78MW of power to the ship.

In addition, Rolls-Royce is also supplying the fixed-pitch propellers, cast and machined at Pascagoula in Mississippi, and the Multi-function Towed Array Handling System that deploys the destroyer’s anti-submarine warfare towed array sonar.

The four turbine generators sets provide increased operational efficiency and flexibility to suit the mission’s requirements as well as allowing reconfiguration of power output under a range of operating conditions, for greater survivability and reduced detectability. The Zumwalt class’s electrical system is configured as an integrated power system, which enables the power generated by the turbine gensets to be used for propulsion as well as the ship’s weapons, sensors and on-board systems.

Designed for land attack missions, the Zumwalt class at 185.9m long is the largest destroyer built to date by the US Navy and integrates a wide range of advanced technologies. The vessel’s futuristic tumblehome hull design has a radar cross-section more like a fishing vessel and the innovative power system allows power to be directed to all parts of the ship. This could be an important factor in the future, as new technologies that need vast amounts

The US Navy’s new multi-mission destroyer the future USS Zumwalt is undergoing further trials and is on

schedule for delivery later this year, after the successful completion of seven days at sea for the first time

B

Length (ft)

610Beam (ft)

80.7Displacement (tonnes)

15,610Speed (knots)

30Crew

148

Zumwalt in numbers

t h e a l p h a t r i a l s


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of power to operate complete development and become available.

The class also introduces a number of automated shipboard functions for tasks such as loading cargo and firefighting, significantly improving ship efficiency. It also allows for optimal manning with a crew size of 147, and an aviation attachment of 28, which is about half that of a standard destroyer.

At a briefing during the Surface Navy Association’s annual national symposium, Rear Adm David Gale, the US Navy’s Program Executive Officer, Ships, said the Zumwalt, “performed exquisitely” during its first time at sea, which culminated in a rescue of a local fisherman who was having health problems.

Rear Adm. Select Jim Downey, DDG 1000 Program Manager, explained that during the week at sea the crew demonstrated most of the Zumwalt’s shipboard HM&E systems, including anchors, electric steering systems and anchorhandling and conditioning systems. The integrated power system enabled the ship to achieve its top speed, stop in 90 seconds, and was exercised in more than a dozen configurations, exceeding requirements, with the power generators meeting the goals set for the trials.

“We saw eight to ten-foot seas and the ship performed extremely well,” he said. “We executed multiple full power runs and full rudder swings, including 35 degree rudder swings in each direction.”

n unexpected rescue mission provided a good demonstration of the ship’s power and handling capabilities, which culminated in the launch of a rigid-

hulled inflatable boat (RHIB).“The alpha trials at sea mark the culmination

of years of hard work by the Navy and the industry team of which we are proud to be members,” said Neil Pickard, Naval Program Director – Americas. “A number of Zumwalt’s key systems and technologies have now been successfully demonstrated, and we will use the data to help identify any issues and mitigate risks for the programme.”

The second in class, the future USS Michael Moonsor has already had its four Rolls-Royce gas turbine generator sets installed and the ship is expected to be launched towards the middle of the year. The gas turbines for the third and final DDG 1000 destroyer, the future USS Lyndon B. Johnson, for which fabrication is nearly 50 per cent complete, have now been delivered to the General Dynamics Bath Iron Works shipyard in Bath, Maine.

A

More information at www.rolls-royce.com/marine

ABOVE: Zumwalt is powered by a pair of Rolls-Royce MT30 main gas turbine generator sets. Pictures courtesy US Navy

BELOW: On the deck of Zumwalt during its seven

days of successful at-sea trials.


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ollowing a 12-month competitive tender process, the UK’s Natural Environment Research

Council (NERC) commissioned Cammell Laird in 2015 to build the UK’s future polar research vessel. NERC funds polar research so that as a nation the UK can develop policies to adapt to, mitigate or live with environmental change, under the banner ‘Polar Science for Planet Earth’.

On completion the vessel will be operated by the British Antarctic Survey (BAS) and will be available to the whole UK research community, including for postgraduate training.

Famous British maritime engineer Cammell Laird has appointed Rolls-Royce to design and equip the UK’s new polar research vessel, which will be one of the most advanced ever constructed

enaB li nG polar r esearc h

In addition to carrying out research in both the Antarctic and Arctic, the ship will transport supplies to Antarctic research stations. It is scheduled to be operational by 2019.

The ship design selected by Cammell Laird is from Rolls-Royce. Detailed design is well advanced and full production is expected to start in June at the Birkenhead yard.

Cammell Laird CEO John Syvret CBE said: “This state-of-the-art vessel shows what Cammell Laird is capable of as one of Europe’s most innovative, best equipped and highly skilled marine engineering service providers. We are looking forward to working with our long standing supplier Rolls-Royce and combining its industry leading expertise with our world-class

facilities and workforce.”Over many years, Rolls-Royce has

built a great store of expertise and practical experience in designing vessels and manufacturing marine equipment for operation in ice and harsh climates. This includes icebreaking offshore service vessels, patrol vessels, and other types of ship with various levels of ice class, from Baltic to Polar.

Rolls-Royce developed a design specifically to meet Cammell Laird’s complex requirements, the UT 851 POLAR. In addition to supplying the design and a comprehensive package of systems and equipment, Rolls-Royce will be supporting the shipyard with full engineering services.

Among the main requirements are very low levels of underwater radiated noise, Polar Code 4 ice class, Lloyd’s Register classification, space for a total of 90 people, a large cargo capacity, long cruising range and endurance, and the minimum risk of pollution. The 128m long UT 851 PRV benefits from valuable experience Rolls-Royce has gained from designing the UT 395 Polar Code 3 research vessel, FF Kronprins Haakon, currently building in Italy for the Norwegian Institute of Marine Research.

The vessel has to meet a series

Ftechnical features• 128m long, 24m beam, 15,000gt• Scientific cargo volume of approximately 900m• Endurance – up to 60 days (Polar Regions)• Range 19,000nm at 13 knots transit• Ice breaking capability – up to 1m thick at 3 knots• Launch and recovery of aerial and ocean robotic systems• Crew approx. 30• Accommodation for 60 scientists and support staff

LEFT: Cammell Laird Chief Executive John Syvret CBE and NERC Chief Operating Officer Paul Fox sign the contract in Birkenhead.

words: andrew rice


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of tough requirements. Apart from breaking first year ice one metre thick at three knots, it will tow equipment over the stern or side at 6-8 knots and carry out acoustic surveys at up to 11 knots. Special attention is given to avoiding sweep-down of bubbles around the hull that could interfere with acoustic sensors. An overriding requirement is for extremely low underwater radiated noise to avoid interference with survey equipment or disturbance to marine mammals or fish distribution.

A full package of equipment and systems, including the diesel-electric propulsion system powered by the new Bergen B33:45 engines (two nine cylinder and two six cylinder engines), will be supplied, together with 4.5m CP propellers in a Promas installation driven by two independent motors on each shaft and auxiliary thrusters to meet requirements for redundant propulsion and dynamic positioning.

Handling systems on board also supplied by Rolls-Royce will cover a wide range of tasks, for example subsea acoustic survey, towing of scientific equipment with up to 12,000m of wire, deploying equipment over the side or through the moonpool in up to 9,000m of water, and much else. Onboard

laboratories will allow prompt analysis of samples. A stern and side A-frame will enable the deployment of other systems.

In its supply vessel mode the UT 851 PRV will be able to transport fuels and containerised cargo, and operate two small helicopters. An endurance of up to 60 days in sea-ice will enable scientists to gather more observations and data, and it will be a platform for a broad range of science, researching subjects from oceanography and marine ecology to geophysics.

Robotic submarines and marine gliders will collect data on ocean conditions and marine biology and deliver it to scientists working in the ship’s on-board laboratories. Airborne robots and on-board environmental monitoring systems will provide detailed information on

the surrounding polar environment.When it enters service, it will

be one of the most sophisticated floating research laboratories operating in these remote areas.

The new ship, which represents a UK Government investment of £200 million, will have greater endurance to enable longer voyages. That, coupled with the use of helicopters, will ensure significantly greater geographic coverage than the older vessels it will replace. The enhanced coverage will open up new locations for science and will clearly demonstrate the UK’s position as a world leader in polar research.

ABOVE: Rolls-Royce developed the UT 851 POLAR design in order to meet Cammell Laird’s complex requirements for the polar research vessel.

scientific features• Helideck and hangar for two small helicopters to assist with the deployment of

airborne scientific instruments and scientific field parties• Reconfigurable laboratory space to meet evolving science needs over the lifetime of the

vessel, with docking stations for containerised laboratories• Enhanced science winching capability and a moon-pool for the flexible and reliable

deployment and retrieval of scientific equipment such as remotely operated vehicles and autonomous underwater vehicles

• Capability to deploy, operate and control large numbers of remotely piloted science instruments at the same time

• Sophisticated underwater environmental monitoring systems.

Visit www.bas.ac.uk top find out more about the British Antarctic Survey’s work

See more in your digital issue of Indepth, on iTunes and Google Play

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words: simon kirby

or Ludvig Kåre Øyen, it’s a poignant moment. As the Engineering to Order Team’s Manager in Ålesund, Øyen worked on fitting the then new Icon Dynamic Positioning (DP) system

aboard the Harstad when it was built in 2005. At the time, the Harstad was the first vessel to be equipped with such a system. Now, ten years later, the vessel has returned to Ålesund to be refitted with the company’s latest Icon DP system delivered as a DP1 installation.

The flexible Icon DP system can be configured for DP1, 2 and 3 depending on the vessel’s mission profile. It allows the vessel to automatically maintain position or heading by using its propellers, rudders and thrusters, contributing to safer and more accurate operations.

The Icon DP system enables the load and status on the switchboard to be visible on the bridge, allowing the operator to know what power is being used and is still available. This allows more efficient management of the available thrust from propellers and thrusters and avoids overloading the generators.

Following the refit, Harstad is also equipped with the latest version of the Rolls-Royce Common Control platform. This includes an award-winning user interface designed to improve ease of operation for the DP operator. The most frequently used controls are presented on a single touchscreen, making them easy to find. Further detail can be obtained by touching individual icons, while less frequently used functions are hidden. The overall approach aims to simplify DP operations by reducing the

After a decade patrolling the

Norwegian coastline and the Barents Sea, the Norwegian Coast

Guard vessel KV Harstad is due

a makeover

G r a d ep

F


p INSET: The crew of the Norwegian Coast Guard vessel KV Harstad prepare for operations.

All pictures courtesy Norwegian Coast Guard


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cognitive load on the operator, improving their performance and consequently overall operational safety.

In the new Icon DP system, the user interaction is further simplified by moving all essential functions for DP operation into one joystick. The user can now easily change the vessel’s position by using push-buttons on top of the joystick lever.

Harstad is also the first vessel to be fitted with the Rolls-Royce weather- optimised positioning function. This can be a useful attribute when you spend your life operating in extreme and sometimes Arctic conditions. When activated, this

allows the vessel to automatically position itself into the wind, which minimises the amount of fuel used to maintain position. This is particularly useful when the vessel is on standby, for example when awaiting the return of one of the small boarding boats dispatched to carry out a vessel inspection, which can take several hours.

Øyen describes how things have changed since he worked on the vessel in 2005. “As you would expect things are much more advanced, software has improved significantly and we have made a significant investment to better understand the human-machine interface,” he says. “This has resulted in

changes to the operational interfaces designed to improve the ease and safety of the system’s operation.”

The KV Harstad undertakes a variety of coast guard and EEZ (Exclusive Economic Zone) management roles. These include offshore standby and rescue, firefighting, salvage, and general law enforcement operations and fishery control. It is crewed, as are other Norwegian Coast Guard vessels, by a combined military and civilian crew and can accommodate up to 35 people in single and twin-berth cabins.

Operating along the length of Norway’s coastline and throughout the country’s EEZ involves spending much time in the

Harstad is the first vessel to be fitted with the Rolls-Royce weather-optimised positioning function. This can be a useful attribute when you spend your life operating in extreme and sometimes Arctic conditions


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Barents Sea, so the vessel is ICE 1B class and has anti-icing measures such as heated shelters for the two MOB/boarding boats.

The vessel is fitted with Rolls-Royce deck machinery, comprising a main low- pressure hydraulic towing winch with a 50-tonne pull and 250-tonne brake holding load, anchor windlass, capstan and tugger winch. The vessel was the first to be supplied with a Rolls-Royce safer deck system designed to reduce the risk of accidents for the crew.

One of the Harstad’s most important duties is pollution prevention. The Rolls-Royce deck machinery allows the emergency towing of tankers up

to about 200,000dwt and spill clean-up. For towing and emergency work the Harstad has an optimally located towing winch, a reinforced pushbow, FiFi 1 firefighting capability, a hospital, and extensive equipment including line throwing gear, a harpoon system for attaching the tow wire to stricken vessels, oil spill booms and skimmers and 1,000m2 of tankage for recovered oil. The vessel is also able to support the NATO Submarine Rescue System.

The Harstad is a Rolls-Royce UT 512 design. It is 83m long with a top speed of about 18.5 knots.

A truly multipurpose vessel, main

propulsion power is provided by two eight-cylinder Bergen B32:40L diesels, each developing 4,000kW, turning CP propellers in nozzles. Independent steering gears operate the high-lift rudders, and there are two electrically driven thrusters at the bow. One is a 736kW tunnel thruster and the other is a swing-up azimuth thruster rated at 883kW, of Rolls-Royce manufacture.

To undertake its patrol boat role it has a foredeck-mounted gun and it is equipped with fast rescue/boarding boats and a full military and civilian communications system.

ABOVE: The Harstad on patrol. BELOW: During operations in stormier conditions.


round up

PeopleThe Rolls-Royce team

What does safety at work mean to you?It’s about taking individual responsibility for all our safety. I look after a team of service engineers who regularly visit shipyards and vessels and it is my duty to make sure that they come home in the same condition that they left. Preventing incidents is at the heart of what I do, and allows us to better support our customers.

What role does safety have in making our services run efficiently?We have a saying in Rolls-Royce – ‘safety starts with me’. That means that we are all accountable in avoiding incidents and driving a mindset of safety for ourselves and for others. We encourage daily ‘toolbox talks’ where our engineers share experiences that help identify and avoid risks.

Effective planning of service engineers deployments is important. It ensures both parties have a clear view of the hazards that are associated with the work. This mean effective risk control measures for the task can be in place before engineer arrival, so avoiding unnecessary delays. To ensure sea trials run efficiently, which has not always been the case, we now use a checklist I helped to develop to ensure all safety-related issues are

We are all much more conscious of safety at work today than we were 20 years ago. Indepth talks to Gert Ivar Hildre, HS&E Manager at Brattvåg, Norway to learn how training and a focus on safer working at our deck machinery product centre has impacted service engineer performance and driven product improvements for customers

meet gert ivar hildre

considered before our personnel arrive onboard. The checklists are now part of our company-wide HS&E management system.

How does the Rolls-Royce approach to safety impact customers?By taking a proactive approach to safety, we take control of the risk. This enables us to reduce that risk and ensure our engineers work as safely and efficiently as possible. Reducing workplace incidents is a key goal for us.

Our customers not only work with us to provide a safe working environment for our service engineers, they also want their vessels to be safe places for the crew and avoid any incidents on board. Enhancements in product safety will benefit the crew and improve user experience too. A great example of this is our work to further improve our anchor-handling cranes, within our safer

deck product portfolio. One of our processes identifies ‘opportunities for improvement’. Over the last few years I have personally driven many opportunities through this process. Using feedback from the service engineers’ experiences, we worked as a team and put anchor-handling cranes through this process. This resulted in some equipment design changes. Now we have better-performing equipment, new tools and an upgrade, which many customers are already enjoying and is the standard for new cranes. Both service engineers and crew benefit from a safer operating environment. It’s very gratifying when you harness feedback to develop improvements, and see it go live at the other end.

How do you ensure service engineers stay safe on site? We have a rigorous training programme and a recently improved IT system which enables us to be more responsive to our customers when handling incidents globally. If a service engineer has a concern about safety, we have a ‘stop card’ process to help them work with the customer or the shipyard to jointly control a risk and find a mutually beneficial solution. Resolving issues before they turn into bigger problems is the aim. I recently formally qualified as an HS&E engineer and launched a fully working probability impact board and site Risk Register. Now safety issues are visible to all, and our service engineers have adopted the culture. They bring it with them into each customer’s operation when working on site or on board.

LEFT: Gert Ivar Hildre is the HS&E Manager at the Brattvåg deck machinery product centre. He looks after a team of service engineers who regularly visit shipyards and vessels and works to reduce the amount of workplace incidents both at the product centre and at customer sites. Interview by Ella Jakubowska.


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

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

Houston, tel: +1 312 725 5727

Singapore, tel: +65 6818 5665

marine247support@ rolls-royce.com

www.rolls-royce.com/marine/contacts

www.rolls-royce.com/marine/services/contacts_locations

PublicationsIndepth magazine http://bit.ly/ 23oXK8E

Social mediahttp://rolls-royce .com/media/ social-media.aspx #channels

Further information

Services workshops

Services locations

Training centres

Maine, USAAfter seven days at sea for the first time at the end of 2015, the US Navy’s new multi-mission destroyer Zumwalt is now undergoing further trials and is planned for delivery later this year.

Rio de Janeiro, Brazil Rolls-Royce has been working with Dream Learn Work charity in Brazil to engage underprivileged children in STEM (Science Technology Engineering and Maths) education and career paths through a series of workshops and mentorships.

Las Palmas, Canary Islands We’ve opened a new, custom built, 2100m2 service facility in Las Palmas, on Gran Canaria in the Canary Islands.

London, UK The Offshore Support Journal (OSJ) conference in London saw Rolls-Royce vessel design winning the award for windfarm support vessel design.

Cape Town, South AfricaA new shipyard collaboration has been established enhancing the Rolls-Royce service network across Africa. The collaboration continues to build on relationships with shipyards that has been nurtured through collaborations in Namibia.

Goa, IndiaA Rolls-Royce service team has recently supported the sea trials for five Fast Interceptor Boats (FIBs) for customer Mauritius Police in Goa, India. Crew training was conducted at Goa Shipyard on the basic operations of our FF-310 waterjets, that allow travel at up to 35 knots.

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