THE GLOBAL MAGAZINE FOR MARINE CUSTOMERS

INSIDE MARINE NEWS AND DEVELOPMENTS / TECHNOLOGY / UPDATES / CUSTOMER SUPPORT

ISSUE 22 2014

DESIGN FOR LIFEINTRODUCING A NEW FAMILY OF BERGEN DIESEL ENGINES

FUEL THE FUTURE

HOW ROLLS-ROYCE TECHNOLOGY IS DRIVING THE LNG REVOLUTION

SPECIAL REPORT

03

W E LC O M E

MIKAEL MÄKINEN, PRESIDENT – MARINE, ROLLS-ROYCE

THE MARINE industry must meet growing environmental pressures while at the same time delivering on cost-saving designs and technologies. I have been very impressed with the Rolls-Royce technology I have now seen first-hand that has been introduced to help our customers meet these challenges.

A good example of our ongoing development is the new power dense Bergen B33:45 diesel engine family we are launching at the SMM exhibition and which features in this issue. From the outset it has been designed around what our customers told us they wanted in an engine, fuel efficiency with low through-life costs. Therefore, our focus has been on minimising fuel consumption while extending maintenance periods, to align them with planned classification maintenance to reduce downtime. With the integration of MTU into

INNOVATING FOR TOMORROW’S NEEDS

As the new President of the Rolls-Royce Marine business, I am proud to be part of a company that leads from the front, providing a world-leading range of marine systems and equipment – and which is continuing to evolve to help our customers meet new challenges

Rolls-Royce, the development programme has benefited from technology transfer that has enabled design goals to be achieved quickly. The engine has also been designed around future requirements, which means power output is able to grow, dependant on application, and a gas variant is already planned.

The shift to low-sulphur fuels and the focus on sustainable shipping has seen the steady uptake in LNG as the fuel of choice for a growing number of newbuilds, and will enable them to cost effectively meet the forthcoming environmental regulations.

Our gas engines have been powering ships since 2007, with the latest models securing a number of firsts in ropax cruise ferry and tug propulsion. We are looking again at LNG as a marine fuel and the associated technology, and bring you feedback from customers who are using the fuel and see how they

are responding to the challenges. As with any new technology, there has been a period of pioneering and steep learning. Now the investment in both time and money is beginning to pay off. This not only means lower running costs, but also a greener vessel profile.

Behind these developments there are talented and capable people with deep marine knowledge. This allows us to better serve our customers by focusing the right skills on the right technologies.

As Rolls-Royce supplies and supports technology in a number of industrial sectors, there are opportunities for the transfer of that technology into marine, shortening development times and reducing technical risk. Our aim is to harness this experience while maintaining a focus on how our systems and equipment ensure profitable vessel operations.

COVER: The passenger ferry Stavangerfjord has a year’s experience operating between Norway and Denmark using LNG-powered Bergen engines.

Image credit: Fjord Lines

THE GLOBAL MAGAZINE FOR MARINE CUSTOMERS

INSIDE MARINE NEWS AND DEVELOPMENTS / TECHNOLOGY / UPDATES / CUSTOMER SUPPORT

ISSUE 22 2014

DESIGN FOR LIFEINTRODUCING A NEW FAMILY OF BERGEN DIESEL ENGINES

FUEL THE FUTURE

HOW ROLLS-ROYCE TECHNOLOGY IS DRIVING THE LNG REVOLUTION

SPECIAL REPORT

Mikael Mäkinen was born in Finland and began his career as a naval architect, spending 20 years leading a range of projects for Wärtsilä before moving to Cargotec. Most recently he was President of Cargotec’s MacGregor business, and has lived and worked in many countries, including seven years in Singapore.

“Mikael joins us at an exciting time and I am delighted he will lead our Marine business into the future. He brings with him an impressive set of credentials and extensive experience of our industry, both as a customer and a supplier of marine technology,” said Lawrie Haynes, President of Marine and Industrial Power Systems.

CURRICULUM VITAE

03 WELCOMEThenewBergenB33:45dieselenginefamilydeliversfuelefficiencyandlowthrough-lifecosts,saysMikaelMäkinen,President–Marine

06 NEWSROUNDUPThelatestdevelopmentsfromtheworldofRolls-Royce

INTERVIEW08 TAKINGTHEHELMMikaelMäkinenisfocusingondrivingthebusinessforwardandharnessingtechnologiesacrosstheRolls-Roycegroup

TECHNOLOGY10 DESIGNFORLIFEThenewfamilyofBergenmediumspeeddieselengines,B33:45,willintegratetoday’stechnologyandadvancedmanufacturingtechniquestoreduceoperatingcosts

14 CALCULATINGEXCELLENCEComputationalFluidDynamicsplaysacentralpartinthedevelopmentofRolls-Royceproducts,theirintegrationwiththehullandthedesignofcompletevessels

16 ACLASSOFTHEIROWNThenewKamewaSteelseriesofwaterjetstakepumpefficiencyandeaseofinstallationtonewlevels

LNGSPECIAL18 READYFORTHELNGREVOLUTIONTighteremissionregulationsandtheneedtogo‘green’arestartingtoconvincevesseloperatorstoconsideralternativefuels.That’swhereRolls-Royceisinplacetohelp

Opinions expressed may not necessarily represent the views of Rolls-Royce or the editorial team. The publishers cannot accept liability for errors or omissions. All photographs © Rolls-Royce plc unless otherwise stated. In which case copyright owned by photographer/organisation.

EDITOR: Andrew Rice

DESIGNED AND PRODUCED BY: Connect Publications Ltd

CONTRIBUTORS: RW – Richard White; AR – Andrew Rice

If your details have changed or if you wish to receive a regular complimentary copy of In-depth please email us at: in.depth@rolls-royce.com

Printed in the UK.

© Rolls-Royce plc 2014

The information in this document is the property of Rolls-Royce plc and may not be copied, communicated to a third party, or used for any purpose other than that for which it is supplied, without the express written consent of Rolls-Royce plc.

While the information is given in good faith, based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.

04 05

C O N T E N T S

GETINTOUCHOur offices and sector contacts, as well as key websites and portals, are listed on the inside back cover

NEWSANDFEATURES ABOUT20 BLAZINGATRAILTheBergenC-seriesgasenginesandthelargerB-seriesin-lineandBV-seriesenginesarethelatestinleanburngastechnology

22 SMOOTHOPERATORFjordLinethoughtitmayhavebeenriskytoadoptLNGasthefuelforitspassengerferriesbetweenNorwayandDenmark.Now,theirvisionhasbeenborneoutbysuccessful,cleanandefficientoperations

26 PULLINGPOWERTheworld’sfirstescorttugsfuelledsolelybyLNGarealreadyprovingthemselvesatagasprocessingterminalinNorway

UPDATES28-30 LIFEBEGINSATFORTYTheUTdesigncontinuestodeveloptomeetcustomers’needsinchallengingconditions

32 READYTORULETHEWAVESRolls-RoyceisplayingakeypartinpoweringHMSQueen Elizabethasthegiantcarriertakestothewater

CUSTOMERSUPPORT34 MONITORTOSAVEThenewEnergyMonitoringsystemprovidesownerswithreal-timedataonfuelefficiencyandemissions

ISSUE 22 2014

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N E W S

Propulsion packages for three vessels China Oilfield Services Ltd. (COSL) has selected Rolls-Royce propulsion equipment for three new vessels, two powerful offshore construction vessels, and one deepwater seismic research vessel.

The 125.4m long offshore construction vessels will each be powered by six Bergen B32:40L6A diesel generator sets with propulsion provided by two US 60 azimuth thrusters each rated at 5,000kW, and two UL 255 retractable thrusters rated at 2,250kW. Additional equipment includes two TT 2650 tunnel thrusters and the Helicon X remote control system.

For the seismic research vessel, power will be provided by four Bergen C25:33L6A diesel generator sets, with rudders and

steering gear also from Rolls-Royce.John Knudsen, President Commercial

Marine, said: “We have successfully delivered several ship equipment and integrated design and equipment packages to COSL and their attention to safety and efficient operations aligns with Rolls-Royce principles and products. We are delighted that they have chosen our technology for these three new vessels.”

The construction vessels are to be built at the CSSC Huangpu Wenchong Shipyard for delivery respectively in the first and second half of 2016, while the seismic vessel will be built at Shanghang Shipyard for delivery in the second half of 2015.

The vessels with type numbers ST 259

(construction) and ST 318, (seismic) are designed by the Norwegian independent ship designer Skipsteknisk.

Rolls-Royce is to design and equip a stern trawler for the Norwegian fishing company Prestfjord Havfiske AS.

The freezer trawler is to a Rolls-Royce NVC 370 design with DNV Ice1A hull notation. It will be 69m long with a beam of 16m, will accommodate up to 29 people in comfortable fully-equipped single and double cabins, and have a freezer hold capacity of 1,400m³. The vessel will carry out traditional fishing operations for whitefish and shrimp and the modern factory deck will be optimised for handling the catch and ensuring it is maintained at the highest quality. The equipment

fit is for both bottom and pelagic trawl with the vessel operating mainly in Norwegian, Russian and Greenland waters.

Monrad Hide, VP Sales & Contract for Fish and Special Purpose Vessels, said: “This is the third Rolls-Royce design vessel chosen by Prestfjord Havfiske AS. It has been developed in close co-operation with this innovative owner with fuel economy, environmental considerations, comfort, performance at sea and catch quality underpinning the NVC 370 design.”

To achieve the best possible operating economy and environment-friendly profile, the

vessel will have a hybrid propulsion system, based on the Hybrid Shaft Generator system (HSG). This means that it can operate in diesel-electric or diesel-mechanical mode, so power and speed can be closely matched to the operating requirements. A single in-line Bergen engine rated at 5,400kW drives the latest Promas + nozzle system equipped with a CP propeller through a reduction gear. Electric permanent magnet driven trawl winches are also part of the Rolls-Royce supply.

It is now building at the Freire Shipyard in Vigo, Spain.

September9/12SMM, Hamburg,

Germany

December3/5International Work Boat

Show, New Orleans, USA

2/5Exponaval,

Valparaiso, Chile

January13/15Surface Navy

Association,

Crystal City, USA

March11/14Europort, Istanbul, Turkey

16/19Seatrade Cruise

Shipping, Miami, USA

17/21LIMA, Langkawi,

Malaysia

Waterfront service in BergenTo better serve customers operating in the North Sea, a new Rolls-Royce service centre has opened close to the centre of Bergen in Norway. Access to shore power and shorter sailing times from many of the oil and gas fields gives the centre a favourable environmental profile for users.

The well-equipped workshop has an area of nearly 1,300 m². Equipment

can be taken in here and overhauled under controlled working conditions. The length of quay is sufficient for two vessels to berth simultaneously and the quay area has International Ship and Port Facility Security (ISPS) approval for port security, a requirement for vessels operating in international waters.

“Bergen has some 1,600 arrivals of offshore vessels a

year,” said Knut Chr. Hovland, Senior VP - Marine Services – Europe. “Of these 1,200 have equipment made by Rolls-Royce on board, for example engines, deck machinery, thrusters, rudders and steering gear. Our focus is to get our services close to where our customers are operating. Now, vessels with spare time in port have easier access to workshop facilities for any maintenance.”

When lying at the quay, vessels also have the option to shut down their engines and use shore power. This is important for air quality in Bergen, and is in line with the work Rolls-Royce does to develop marine solutions that consume less fuel and give lower emissions.

With the opening of the facility in Bergen, Rolls-Royce has 37 service facilities in 28 countries across the world.

ABOVE: The design is the result of significant development work on the hull, including CFD calculations to ensure fuel efficiency at the required speeds, low-noise, cost-effective operation and good sea-keeping.

TOP: The seismic research vessel will be powered by four Bergen generator sets. BELOW: The two construction vessels have a generator set and thuster package.

Norwegians choose stern trawler design

CREDIT: SKIPSTEKN

ISK

2014/15MarineEventsFor further information, contact: Donna WightmanGlobal Event Manager donna.wightman@rolls-royce.com

08 09

I N T E R V I E W

Mikael Mäkinen became the new President of Rolls-Royce Marine in May, following Lawrie

Haynes’ appointment as President of the new Rolls-Royce Marine and Industrial Power Systems business.

In-depth Editor Andrew Rice sat down with the new boss to discuss the marine business, trends in the sector and what fascinates him about his new role

AR: You have worked with many marine customers around the world. What past experiences have helped you bed in and what are your impressions of Rolls-Royce?MM: I have been in the marine industry throughout my career and know most of the customers, which has helped a great deal. I am also familiar with most of the systems and equipment we offer, so the learning curve has not been too great.

What is apparent is that Rolls-Royce is a big player with one of the world’s best-known brands. Access to the markets we serve is easier when you have the backing of such a well-known name. The way we do business is much as I expected. We have an excellent pedigree in the offshore and naval sectors with a smaller profile in merchant. Our broad portfolio means we provide systems for most marine applications, but are more of a niche player in the merchant sector, where we need to become stronger and more visible.

Something that has surprised me is the flat management structure. It is easy to reach out and communicate. The company is large, but that is not an issue. The brand is a great support, but it is a brand you have to live up to and deliver what is expected of it.

AR: Now you have been in post for four months, what will be your focus for the next year? MM: We still have things to do in consolidating the business and must use our strength to operate as a single cohesive company. Research and development is vital and must be focused on what our customers want, and looking forward, what they don’t know they need. We must anticipate the future. We are doing many things, and I intend to look closely at the number of projects we run and prioritise them into what we must do for our customers now and what we should do in the longer term, and develop a suitable programme of work. The most important thing is that we deliver on our promises, and we do not make promises we cannot keep.

AR: How is Rolls-Royce positioning to meet future challenges? MM: We can learn much from other Rolls-Royce businesses in terms of service, monitoring and data capture. Tasks that have become routine for them are relatively new to the marine industry. It is a real benefit of being part of a large group with

TAKING THE HELM

years ago. Everyone knows Rolls-Royce. We are a technology-led business, so it’s exciting to be on the edge knowing the kind of support that’s behind us. I am looking forward to helping Marine become a key player in realising the benefits that our technology can bring to our customers.

Having lived in a number of countries, I am also enjoying living in the UK.

AR: What do you do to relax?MM: Like many Scandinavians, we have a family cottage on an island for the summer holidays, where I can enjoy boating and reading in the quieter moments.

Otherwise I like cross country and downhill skiing as well as mountain biking.

It’s a stressful job, so you need to be in good shape. I try and get to the gym three to five times a week, but more often don’t!

I get stressed if I can’t read my emails when on holiday, so spend around 30 minutes every day to keep in touch. Only then can I really relax.

“WE WANT TO CHANGE FROM GOOD TO GREAT...MY AIM IS TO LISTEN TO OUR CUSTOMERS MORE”

ThenewPresidentofMarinewantstodrivethebusinessforwardandharnesstechnologiesfromacrosstheRolls-RoyceGroup

sophisticated products and deep engineering capabilities.

The marine business has experienced significant growth in the good times, but the industry is well known for its cyclical nature and things are now different. Therefore, my role is to deliver growth that is consistent with the prevailing market conditions.

The marine market is conservative, but I believe the sector is well positioned to move into something new, and the winners will be the ones who can interpret, develop, implement and integrate new technologies that impact on cost. That will include the effective management of big data. More and more marine equipment is becoming electric, so more data will be available – more informed decisions can be made, and made much quicker.

Today, ship owners manage their assets in detail and know everything about their vessels, but they are moving to managing them as a business. This will involve leaving

the detail to those who are best equipped to manage them. It’s very much like the ways cars have evolved. Years ago I used to be able to lift the hood and fix things, today I have to take it to a dealer who plugs it into a computer, which identifies what is wrong and the fix. Ships are moving the same way.

AR: What message would you like to give our customers?MM: My key message is around reliability. We want to change from good to great – there are issues we are addressing, but my aim is to be one of the consolidators of the market as it changes. To listen to our customers more, displace the sense of arrogance I perceive we present on occasions, and get closer to our customers. Personally I want to be

part of the team that changes things. Our operations and people

in Scandinavia are vital for our business. As Swedish is my mother tongue I intend to use it and my deep knowledge of doing business in Norway to enhance our communications as we continue to build our global team.

I also intend to visit more customers, renew relationships and ensure I understand their concerns and aspirations. Only then can we make informed investment decisions.

AR: What appeals to you most about your job?MM: I sense we are on the edge of a new era in Marine, where technology will be harnessed to deliver efficiency and management improvements that could only be dreamed of 20 or more

“We must use our strength to operate as a single cohesive company. Research and development is vital and must be focused on what our customers want.”

MIKAEL MÄKINEN

10 11

T E C H N O LO G Y

Design technologies, tools and manufacturing techniques are extending the art of what is possible.

Developed to be more powerful and efficient as well as extending service intervals, the new Bergen B33:45 harnesses these technologies to the full.

”When we embarked on this engine programme, we knew we could deliver a set of real performance improvements, by moving to a new design,” says Thor Humerfelt, B33:45 Programme Director. ”But were these changes what our customers wanted? So before we put ’pen to paper’ we went out and asked a broad range of operators a number of questions.”

Five key design goalsThe resulting feedback put life cycle costs way out in front of anything else in terms of importance. Engines are not only normally the most expensive part of the propulsion system, they are large contributors to operating costs and the maintenance budget.

”The results made reduced life cycle costs our number one design goal,” says Humerfelt. ”It was taken

into account from the start and resulted in five clear goals.”■ Lowest fuel consumption and the highest power per cylinder in class■ Dynamic/extended service intervals■ Increased power within the same footprint■ Compact modular design■ Base engine suitable for liquid and gas fuel

600kW per cylinderThe new B33:45 comes with a 20 per cent increase in power per cylinder, compared with current B-series engines. This allows the power demand to be met with fewer cylinders, which has a direct bearing on maintenance costs and the space required.

Designed and developed to run on low sulphur fuel and with leading technical features and performance, it makes the Bergen B33:45 the engine of choice for both mechanical propulsion and electric power generation.

As the type name suggests, a bore of 330mm with 450mm stroke has been selected for the range. Running speed is from 450 to 750rpm as a marine propulsion engine on propeller law, and 720/750rpm for genset drive delivering 60/50Hz

power. Variable valve timing, an intelligent system that responds to load, ensures the engine always receives the ideal amount of air for maximum responsiveness and efficiency.

Computational Fluid Dynamics (CFD) was an important part of the engine design, particularly the cylinder head. As Bergen Engines and MTU are now part of Rolls-Royce Power Systems, the engine design has benefitted from world-leading diesel R&D capabilities. CFD analysis of the combustion process was undertaken together with the MTU R&D centre in Friedrichschafen. This gave an excellent start in the quest for the best fuel consumption in class, which was achieved early on in prototype running.

In-line engines are the first to be produced, with V engines to follow later. In-line six, seven, eight and nine cylinder units span a power range from 3,600 to 5,400kW and V engines 6,000 to 8,400kW, providing a wide range of incremental power choices for the marine industry.

Low fuel consumptionSpecific fuel consumption is 175g/kWh at 85 per cent MCR and 177g/kWh at full load. These engines are economical down to very low

Rolls-RoyceisintroducinganewfamilyofBergenmediumspeeddieselengines,namedtheB33:45,whichwillintegratetoday’stechnologyandadvancedmanufacturingtechniquestoreduceoperatingcostsforcustomers

DESIGNFOR LIFE

Bore: 330mmStroke: 450mmSpeed: • 720/750rpm (generator – fixed speed)• 450/750rpm (propeller law – variable speed) Power per cyl: 600kW@720 or 750rpmConfiguration: L6, L7, L8, L9, V12 (V10, V14)BMEP: 26 bar (720rpm), 25 bar (750rpm)Fuel: MGO, MDO, and HFO to ISO 8217

BERGEN B33:45 SPECIFICATION

›› Thor Humerfelt, B33:45 Programme

Director

“THE RESULTS MADE REDUCED LIFE CYCLE COSTS OUR NUMBER

ONE DESIGN GOAL”

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T E C H N O LO G Y

loads, without visible smoke and comply with IMO Tier II and Tier III rules. Combined with a competitive first cost per kilowatt as a result of rational design and production, load dependent maintenance schedules and 24/7 support from the Rolls-Royce global service network means the B33:45 has a low life cycle cost as well as providing reliable power.

The engine control system is the electronic engine management system from MTU, which is developed in-house. It monitors and controls all key engine functions and exhaust aftertreatment.

A new turbocharger is matched to the exhaust system which provides multi-pulse charging with charge air taken through a two-stage

intercooler, which gives a high turbo efficiency. Turbocharger, coolers and the plug-in pumps are arranged at the free end of the engine. Modular design has been applied throughout the engine, for rational manufacture and reduced cost both in production and in overhauling later in life.

RobustLooking more closely at the design of the B33:45, the foundation is a more rigid SG iron block than the current B-series, which has reduced

vibration levels to 10-11m/sec. It supports the balanced crankshaft which is the same for both propulsion and generator applications. Cylinders are individual units that can be removed complete within a service height of 2.52m above the crankshaft centre-line. Connecting rods are of the marine three-piece type allowing piston removal without disturbing big end bearings. The strengthened camshaft design has one section per cylinder for ease of replacement.

Another feature is a reduction in the amount of external pipework, which ensures a safe yet simple fuel system design. This has been achieved by putting the oil bores into the cylinder heads and the passages are joined by simple transfer blocks. The system is common rail ready, with the conventional system providing maximum flexibility for different applications.

Meets IMO Tier IIIMeeting IMO Tier III NOx emission requirements was another important goal and is achieved with selective catalytic reactor (SCR) technology. The system uses urea to convert the NOx into nitrogen and water vapour. An SCR system was part of the development programme and NOx

levels within IMO levels have been successfully validated, running from 10 – 100 per cent load. The control unit is integrated into the engine controller and compact SCR units will come in various sizes to match the engine power selected.

The ship designer and shipyard can use to advantage the new engine’s compactness and ease of installation. Pumps are located at the free end with logical pipe connections.

Full power can be taken from either end of the crankshaft. Exhaust, and if required, air ducts, can be routed to suit the vessel as the connection points to the turbocharger can be rotated through 15 degree steps.

The flexible engine mount system needs no welded brackets and the engine itself has low levels of vibration.

Initial testbed running of the B33:45 has used a six-cylinder propulsion

engine, followed by a generator engine to confirm that design goals have been met and verify the fast load change response.

Type Approval Testing with DNV GL is scheduled for September this year, with ABS and Lloyds to follow. The first production engine, a nine-cylinder, has already been ordered and will be delivered to the shipyard in mid-2015.

Extended maintenance intervalsThe B33:45 engine family is designed for 25,000 hours between major maintenance when operating at average loads within a specified window.

The engine range incorporates options that include health monitoring and splash oil monitoring, which enable major engine maintenance to be aligned with the vessel’s reclassification intervals,

normally every five years, which significantly reduces vessel down time. When overhauls are finally needed, owners can benefit from the Bergen worldwide exchange pool system which offers cylinder heads, injection components and other parts by exchange and later return, with warranty.

Applications for the new engine range include anchorhandler tug supply vessels (AHTS), subsea construction vessels, other offshore vessels such as drillships, semi-submersible drilling rigs, accommodation units, and seismic survey ships as well as a host of commercial vessels including ropax ferries, cruise ships, cargo ships, tankers and fishing vessels. AR

››

THE B33:45 ENGINE IS DESIGNED FOR 25,000 HOURS BETWEEN MAJOR MAINTENANCE

ABOVE: The B33:45 will be available for power generation and propulsion. The standard 6cyl propulsion engine is 5,622mm long, 3,892mm high, 2,227mm wide and weighs 41,500kg.

FAR LEFT: Cylinder power units can be removed and exchanged as complete units to reduced overhaul times.

LEFT: The first B33:45 engine has undergone a rigorous test programme with DNV GL type approval scheduled for September.

ABOVE: The B33:45 will be available for generator drive (shown) and for direct drive propulsion.

DigitalTo see a video and animation of the

Bergen B33:45 medium speed diesel engines, download the

In-depth app from iTunes or Googleplay

FIND OUT MORE ~ Email thor.humerfelt @rolls-royce.com

T E C H N O LO G Y

ABOVE: CFD studies of wind forces on a variety of vessel types with different deck equipment configurations simplifies the calculation of thruster power for manoeuvring and dynamic positioning.

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Since the 18th century ship design has become increasingly scientific and mathematical. Calculations to develop the shape and predict a vessel’s properties, verified by tank testing,

have progressively replaced the traditional way of building to a set of principles or a model and only then finding out how the vessel would behave. But naval architecture has always been hampered by the laborious calculations required for something that has to operate on the unruly interface between water and air. New opportunities were opened up with the coming of computers and their number-crunching capacity, with increased use of computational fluid

dynamics (CFD). The scope for using CFD in everyday ship and propulsion system design has increased exponentially as calculations, which a few years ago would have needed a lengthy run on a supercomputer can now be efficiently done on a laptop.

Rolls-Royce has always used CFD as far as practicable in the marine business for ship design, propulsor development and other tasks. Extensive use is made of commercial software, and the company also develops its own codes for particular areas of interest. A current focus is on making CFD less of a speciality and more a set of tools for designers, in the form of templates where the user enters parameters and the answer comes out graphically and numerically, the complex mathematics and generation

of computing meshes functioning automatically.

CFD is flexible. It can be a way of improving ship design, a tool for developing new products or refining existing ones, or a way of ensuring performance predictions can be realised when the vessel goes into operation.

Ship designCFD is a valuable tool in evaluating alternative hullforms, for example deciding the best shape and position for a bow bulb to minimise resistance. At the other end of the vessel the task may be to optimise the integration of propulsors like azimuth thrusters and hull lines to get the best water flow.

The most promising solutions identified

ComputationalFluidDynamics(CFD)playsacentralpartinthedevelopmentofRolls-Royceproducts,theirintegrationwiththehullandthedesignofcompletevessels.

ThecurrentfocusisonmakingCFDmoreasetoftoolsfordesigners

“CFD IS USED ROUTINELY IN REFINING THE DESIGN OF PUMPS, NOZZLES AND REVERSING BUCKETS

OF THE WATERJETS AND THE LOCATION OF INTAKES FOR MAXIMUM EFFICIENCY”

by CFD may be verified by tank testing. This aspect of ship design has become extremely important, with the focus on overall vessel efficiency to reduce fuel costs and emissions to meet Energy Efficiency Design Index (EEDI) targets.

Product developmentAs well as maximising efficiency through reduction in hull resistance in waves and calm conditions, CFD is an essential tool in Rolls-Royce propeller and thruster research, and for optimising products for specific applications.

As part of the EU-funded Streamline project, self propulsion tests of an 8,000dwt chemical tanker were simulated. Four different propulsion concepts were analysed: single screw, twin Azipull, twin skeg and CRP (an Azipull behind a centre propeller). The goal was to accurately compare the delivered power for the

various concepts where the hull design had about the same main dimensions and displacement.

Fjellstrand AS is building an innovative battery powered catamaran ferry for a fjord-crossing route in Norway. A service speed of about 10 knots is required, and hull resistance has to be minimised to reduce the power requirement to a level that can be satisfied by a realistically sized battery. Unusually, all propulsion is applied to only one hull of this double-ended catamaran, the other hull only load bearing.

Working with Fjellstrand’s designers, CFD analysis was used to minimise drag, and included studies of propulsor/hull interaction and development of an Azipull thruster with a fully feathering propeller. As the ideal efficient propeller has a large diameter and turns slowly, the ferry was designed to accommodate them. They were also given a low blade area of very efficient shape, so propulsive efficiency was improved and the drain on the battery minimised.

A moving vessel has a different sinkage and trim than when it is stopped. This affects the resistance, and is particularly important for high speed vessels, where a number use waterjets.

Among Rolls-Royce CFD studies are waterjet/hull interaction and simulations of waterjet driven hulls, including the water surface, with the sinkage and trim calculated in

the simulation. CFD is used routinely in refining the

design of pumps, nozzles and reversing buckets of the waterjets, and the location of intakes for maximum

efficiency in the customer’s hull design.

Wind forcesThe effect of wind is an important design parameter in ship motions, manoeuvring and dynamic positioning. Wind coefficients used in simulations have traditionally been taken from literature, empirical formulas, simplified models and wind tunnel tests.

Rolls-Royce recognised that a more fundamental approach was needed using CFD, and has evaluated many different ship types and configurations, including the effect of superstructure shape, cranes and helicopter decks (main image). Calculated results were validated by wind tunnel tests.

The result is a database for the designers to use. Accurate

station keeping prediction is the main driver for dimensioning machinery and propulsion capacity, especially of offshore vessels

and is probably the most important documentation

for shipowners. RW

Calculating

EXCELLENCE

FIND OUT MORE ~ Email kjell_magne.gjerde @rolls-royce.com

ABOVE: CFD images of dynamic pressures on a hull illustrate how CFD is helping the development of hulls with reduced power requirement.

ABOVE: Close hull and Azipull hydrodynamic integration using CFD for a double-ended ferry. The work also includes a fully feathering CP propeller.

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T E C H N O LO G Y

The market for high-speed vessels has changed in recent years. The need to improve propulsive efficiency, especially at lower speeds, has become increasingly important and

has given rise to increasing innovation. Rolls-Royce has a tradition of providing high performance propulsion solutions, and waterjets have always been part of that offering.

Another step in product evolution has now been taken with the introduction of the Steel series Kamewa waterjets, which provide improved efficiency over a wider speed range.

The new Steel series is based on a modular platform, which provides the most flexible scope of supply on the market without losing the standardisation desirable for manufacture and through-life support. Customer adaption is reaching new heights and all users will benefit from the flexibility and features of the Steel series, from

designers and yards to operators and owners.

PerformanceThe Kamewa mixed-flow waterjet pump is already an efficient device. But intensive analysis using the latest CFD and Finite Element Method (FEM), supported by testing at the Rolls-Royce Hydrodynamics Research Centre and full scale verification, has shown that improvements were possible without prejudicing long-term cavitation erosion characteristics. With similar work on inlets this has significantly improved propulsive efficiency, especially in the 30-40 knot speed range. At the same time, steering and reversing are improved with a new bucket design. The hydraulic cylinders are located inboard for greater protection and the amount of oil in the system has been reduced. The new jet is not only more efficient, it is also some 15 per cent lighter.

Booster jets use the same inlet and pump technology but are simpler with a fixed

nozzle giving ahead thrust only.Waterjets typically offer better

performance than propellers for speeds over about 25 knots. They can also be attractive at lower speeds because of their lower noise, excellent manoeuvring characteristics and shallow draught installation. The new Kamewa S-series offers complementary pump types, depending on the application, to provide the highest efficiency over a wider speed range.

InstallationAll sizes of the Kamewa Steel series can be supplied in three configurations to suit the owner and yard preference, as shown below, and provide a flexible matrix of possibilities.

In the first, the waterjet is supplied as a skid mounted system in steel, aluminium or FRP. Effectively a rectangular baseplate with transom, including the inlet duct, mounting flange with pump, thrust block and steering/reversing bucket, it is a simple-to-install unit that can be bolted into the hull aperture.

In the second configuration the inlet duct with mounting flange is supplied ready for installation, while the waterjet pump and manoeuvring system is shipped as a separate unit. For yards that prefer to fabricate the inlet themselves, the pump and manoeuvring system is supplied as a unit, with drawings for the inlet.

MaintenanceMaintenance of the the new waterjet range is intended to be easy and infrequent. The mean time between overhaul is up to 15,000 hours or five years.

Hydraulic cylinders and feedback sensors located inside the hull simplify maintenance and minimise the risk of oil leakage to sea. The shaft seal is a robust unit made of duplex stainless steel for corrosion resistance, so zinc anodes are not needed for some models. The design allows for up to 4mm radial misalignment and the sealing surfaces themselves can be renewed with the vessel afloat using the inflatable seal incorporated in the seal box. Spares will be available as individual components or complete repair kits.

Control system The Kamewa Steel waterjets can be supplied with a number of different control systems, ranging from rugged standardised systems to multi-station custom designed systems.

Skid versions can be supplied with controls pre-calibrated and mounted in the factory.

Functionality, such as interceptor trim can be included with the hardware installed on the waterjet.

Other functions such as berthing assistance and ‘stay on the spot’ can also be provided as options for the joystick control system.

Choosing the right sizeWaterjet selection is governed by the vessel’s input power requirement for a given speed, which in turn is strongly affected by vessel weight. The size and number of waterjets used depends on many factors, for example how much manoeuvring is involved, and

the amount of propulsion redundancy required. Rolls-Royce offers the owner unrivalled experience in specifying waterjet installations for the best combination of performance, capital cost and economical operation.

Model standardisationKamewa waterjets have now been standardised into two product families, steel and aluminium. Steel models have mixed-flow pumps with a stainless steel pump and well-proven aluminium jets have axial flow pumps with an aluminium pump.

The Steel range includes the former A3 models, now the smallest models in the steel family. It starts with the 25 and spans 19 frame sizes, with powers from around 450kW to over 30,000kW. The number in the model name is the pump diameter in centimetres.

The 63S is the first frame size to be sold, with units being installed as an upgrade on an Australian ferry. Sea trials are scheduled for September. RW

A CLASS OF THEIR OWN

Steel inlet

Aluminium inlet

Composite inlet

DELIVERY PROGRAMME - STEEL SERIES COMPLETE SKID MOUNTED DELIVERY DELIVERED AS SEPARATE UNITS JET + INLET DRAWING

The new Kamewa Steel series of waterjets delivers high efficiency over a wider

speed range, and are 15 per cent lighter.

Different impeller blade pitch angles are available for the fine adjustment of rpm for the best performance.

ThenewKamewaSteelserieswaterjetstakepumpefficiencyandeaseofinstallationtonewlevels

FIND OUT MORE ~ Email jonas.johansson @rolls-royce.com

18 19

L N G S P E C I A L

Liquefied natural gas (LNG) is being widely hailed as the marine fuel of the future. For Rolls-Royce, engines fuelled solely by natural gas have been

in production since 1991. Since the introduction of the Bergen lean burn technology (see page 20), more than 650 gas engines have been delivered for operation on land or at sea. More than 23 million running hours of experience have been accumulated.

Exhaust emissions from ships came into sharper focus because of national and international anti-pollution rules phased in since 2005. As emission control areas (ECAs) were introduced in the Baltic, North Sea, and later the United States, the hunt was on for cleaner fuels.

Deep sea vessels have mainly used heavy fuel oil (HFO). In the late 1970s the quality of this

fuel deteriorated as crude oil was more intensively refined for valuable fractions, and ships were encouraged to burn the cheap residue, the engine manufacturers working hard to develop engines capable of using it. High sulphur HFO is not usable in ECA areas around many coastlines without expensive exhaust cleaning systems. The rules for using light distillate liquid fuels are also becoming stricter, with a probable increase in fuel price as the forthcoming SOx restrictions will encourage a higher uptake of ultra low sulphur fuel.

Nitrogen oxide emissions are also very much in focus, with states increasingly imposing penalties. In the case of Norway, a tax on NOx emissions has been given a positive aspect by turning tax into a fund which is used to encourage NOx reduction measures, subsidising and

had to bunker from multiple road tankers. Now, the situation is rapidly improving. Bunkering tankers are appearing, as are pipelines laid from bulk storage tanks to ferry quays.

There is also a deeper understanding of the safety aspects of using LNG as a marine fuel. It is a cryogenic liquid, but as natural gas it is lighter than air, it disperses easily and has a relatively narrow combustion envelope, between five and 15 per cent in air, making it difficult to ignite. Workable rules for vessel systems have been developed by classification societies and continue to be enhanced, while there is growing acceptance by state and port control authorities of bunkering with passengers on board ferries, to reduce turnaround times.

For coastal and short sea services where emission control regulations are strictest, LNG is now accepted as an option. Interest in propulsion of large ships such as container vessels on deep sea routes is growing.

Rolls-Royce gas engines have developed over several generations. The first into marine service was the

K-G series, with most mechanical elements derived from the diesel engine. These engines were selected for a group of five double-ended ferries built in 2006/2007 to serve two links on the E39 highway in western Norway between Stavanger and Bergen. These Bergensfjord class ferries have two levels of installed power, and electric transmission, as one route called for 21 knots and

the other 17 knots, to maintain the 30 minute departure frequency from each end. They have operated an intensive schedule, with no downtime due to LNG, for the past six years. The owners Fjord1 calculate a 25 per cent efficiency gain compared with diesel. As well as no visible exhaust emissions, the lube oil stays remarkably clean and there is no need to change it so regularly. When a sixth ferry, Boknafjord, entered the same service in 2012, it incorporated technology advances to make it more energy efficient. Improvements include a more efficient hull design and four Rolls-Royce Azipull thrusters. Gas electric propulsion is retained, but the engines are three Bergen C26:33 9cyl gas, with a Bergen C series diesel, so the ferry can sail in areas away from gas infrastructure if required.

Larger Bergen gas engines complete the LNG portfolio, the B and BV series with 350mm bore and 400mm stroke. The Bergen marine gas engine power range is from 1,460kW to 5,700kW. RW

rewarding practical reductions.With the use of liquid fuels for

marine propulsion becoming more expensive and problematic, attention has turned to LNG. LNG is mainly methane, and its chemical composition leads directly to lower CO

2 emissions. LNG is also virtually

sulphur-free. With suitable engine technology, NOx emissions are also dramatically reduced, and the gas burns cleanly without smoke and with few particulates. It is now more abundant than oil and less expensive, although its price compared with liquid fuels varies around the world. It is projected that this differential on an energy equivalent basis will continue, and may even increase. This has opened up an opportunity for significant fuel cost savings for operators.

When the shipping industry began to take an interest in LNG, Rolls-Royce was there with well proven medium speed engine technology. At present, 42 Bergen LNG-fuelled marine engines are in service, with more on order.

The main barrier to wider acceptance of LNG as a marine fuel has been the lack of bunkering infrastructure – a chicken and egg situation where shipowners have had to have courage to invest in LNG fuelled ships - and gas suppliers have been reluctant to put in costly facilities without a large guaranteed throughput of gas. A number of pioneering vessels have

Themarineindustryreliesonfueloilsforalmostallcurrentpoweringneeds,buttighteremissionregulationsandtheneedtogo‘green’arestartingtoconvincevesseloperatorstoconsiderthealternatives.That’swhereRolls-Royceisinplacetohelp

A typical blend of the world’s LNG.

Each country’s mix is a little different.

Methane content last year ranged from 83 per cent in Libya to

99.7 per cent in Nikiski, Alaska.

Methane

91%

Ethane

6%

Propane

2%

Other (usually Butane)

1%

Ready for the LNG

REVOLUTION

ABOVE: Boknafjord is now the largest gas powered car ferry in the Fjord1 fleet.

TOP: on entering service in 2012, Høydal was the world’s first pure gas-powered cargo carrier.

LNG carrier Coral Methane is powered by Bergen diesel and gas engines in an electric system.

WHAT’S IN LNG

DigitalTo see a gallery

of ships using LNG power, download

the digital In-depth from iTunes or

from the Googleplay Android store.

20 21

L N G S P E C I A L

Rolls-Royce gas engines use the pre-mixed lean burn spark ignition Otto cycle technology that Bergen Engines has developed continuously over the past 25 years. In the working process air compressed by the turbocharger and cooled in the charge

air cooler is led to the individual cylinders. On its way a quantity of natural gas is mixed into the air flow just before the engine’s inlet valves. At the start of the compression stroke the cylinder is filled with a weak gas air mixture.

In combustion technology excess air ratio is defined by the Greek letter lambda. Lambda equals one is the amount of oxygen needed to completely burn the fuel. Lambda equals two is a very weak mixture which will burn, giving enough energy to start combustion, but resists detonation under compression. For Bergen engines the cylinder contents are at around lambda 2.

To ignite this mixture at the right time requires a substantial about of energy and this is provided by using a small prechamber in the cylinder head. An amount of gas just right for easy ignition is fed by a separate small valve into the prechamber. At the right moment this is ignited by a high voltage spark across the electrodes of a spark

designed from the outset for variable speed and variable load operation, which means they are classification society-approved for both constant speed generator drive and for direct mechanical transmission to the propeller or thruster. Response to load is very similar to the comparable diesel and methane slip has been cut to very low levels.

The greenhouse gas (GHG) effect of methane is estimated differently by various government authorities and environmental organisations as between 21 and 25 times that of CO

2 for the same quantity. Rolls-Royce uses

a rather pessimistic figure of 23 in its calculations, and presents the engine emissions figure as the net reduction of CO

2 emissions after accounting for the negative effect

of the low methane slip. For example, the reduction of CO2

itself in the gas engine compared with an engine running on distillate diesel or heavy fuel is up to 30 per cent. Even after allowing for methane slip, the total GHG reduction is significant. This means that the Rolls-Royce marine gas engines fulfill the requirements for operation in Emission Control Areas (ECAs) and meet IMO Tier III rules that come into force in 2016. Emissions of NOx are about 92 per cent less than liquid fuel engines, SOx and particulates are negligible, and even after allowing for the effect of methane slip the total GHG emission is about 22 per cent lower than a comparable diesel engine.

Other advantages of these gas engines include greatly reduced risk of oil spills, a cleaner engine room, and the absence of smoke and particulates. This makes the Rolls-Royce gas engine technology very attractive for vessels such as ferries, which run to terminals in populated areas, and vessels on short sea routes with access to LNG bunkers. RW

BLAZING THE TRAIL

RELIABILITYSAFETY PERCEPTION

SPACEPRICE - CAPEX

FUEL COST

REDUNDANCY IN DP

EMISSIONS

BUNKERING/ REFUELLING INTERVALS

BUNKERING/ REFUELLING AVAILABILITY

CUSTOMER ACCEPTANCE OF TECHNOLOGY

TOTAL LIFECYCLE COST - OPEX (NOT INCL. FUEL)

4321

DIESEL ENGINE USING SCR TECHNOLOGYHORSES FOR COURSES (see right)

0

SPACEPRICE - CAPEX

FUEL COST

REDUNDANCY IN DP

RELIABILITYSAFETY PERCEPTION

EMISSIONS

BUNKERING/ REFUELLING INTERVALS

BUNKERING/ REFUELLING AVAILABILITY

CUSTOMER ACCEPTANCE OF TECHNOLOGY

TOTAL LIFECYCLE COST - OPEX (NOT INCL. FUEL)

4321

DIESEL ENGINE AND GAS ENGINE TOGETHER

0

SPACEPRICE - CAPEX

FUEL COST

REDUNDANCY IN DP

RELIABILITYSAFETY PERCEPTION

EMISSIONS

BUNKERING/ REFUELLING INTERVALS

BUNKERING/ REFUELLING AVAILABILITY

CUSTOMER ACCEPTANCE OF TECHNOLOGY

TOTAL LIFECYCLE COST - OPEX (NOT INCL. FUEL)

4321

PURE GAS ENGINE

0

SPACEPRICE - CAPEX

FUEL COST

REDUNDANCY IN DP

RELIABILITYSAFETY PERCEPTION

EMISSIONS

BUNKERING/ REFUELLING INTERVALS

BUNKERING/ REFUELLING AVAILABILITY

CUSTOMER ACCEPTANCE OF TECHNOLOGY

TOTAL LIFECYCLE COST - OPEX (NOT INCL. FUEL)

4321

DUAL FUEL ENGINE

0

Choosing the right fuel, and the right

engine system technology, has

become difficult for the ship operator. There

are several candidates, and there is no ’one size fits all’ solution,

mainly because there are so many operating

areas around the world and so many operating

profiles for vessels. A survey was

conducted using a number of factors that

influence selection. The diagram shows

the attractiveness of various engine and

fuel choices, least attractive in each category being 0,

most 4, and represents the situation today. A case can be made for

diesel engines with SCR exhaust cleanup,

pure gas engines, a combination of gas engines and diesel engines in a single

vessel and dual fuel engines.

TheBergenC-seriesgasenginesandthelargerB-seriesin-lineandBV-seriesenginesarethelatestinleanburngastechnology

Bergen gas engines in double-ended ferries have been in intensive operation since 2007, with individual engines clocking up between 15,000 and 45,000 hours to date with excellent reliability and a low service requirement. These pictures of the crankcase were taken after over 40,000 hours of operation.

BELOW: The engine room of a gas-fuelled ship is noticeably cleaner than the diesel alternative.

CLEAN PERFORMANCE: Bergen gas engines have been powering these car

ferries since 2007.

plug. The prechamber contents act as a thermal amplifier triggered by the low energy spark and feed a powerful flame into the cylinder contents, which burns rapidly to provide the power to drive the piston.

Advanced gas engines need a sophisticated control system; to meter the gas supplies, to control the air pressure using variable guide vanes in the turbocharger turbine, and for correct ignition timing. If these parameters are wrong, knocking can occur and warning is given by knock sensors which adjust the control system.

The result is a very efficient engine with 50 per cent of the energy in the fuel translated to shaft power, without the addition of any waste heat recovery system. The Bergen designers see that about 53 per cent thermal efficiency is attainable.

This Rolls-Royce engine technology is quite tolerant of gas quality. As noted on page 18, LNG can vary in its composition and the Bergen gas engines can accept wide variations in gas methane number.

A valuable feature for marine propulsion is the ability of Bergen gas engines to accept load quickly. With some competing engine technologies load must be applied to the engine gradually and this can lead to slow response for some applications. Bergen lean burn engines were

CLEAN PERFORMANCE

FIND OUT MORE ~ Email richard.bowcutt@rolls-royce.com

22

L N G S P E C I A L

Fjord Line operates two advanced and environmentally-friendly cruise passenger ferries with outstanding passenger facilities that link Norway and Denmark. Stavangerfjord was the first into service and has built up a year of operating experience with its Bergen

gas engines.It was followed into operation by sister ship

Bergensfjord earlier this year. Both grew from Fjord Lines’ close collaboration between Bergen Group Fosen and Falkum Hansen Design. They were fitted out in Norway and can carry up to 1,500 passengers and 600 vehicles.

The 170m vessels serve two routes. One is the existing route from Hirtshals at the northern tip of Jutland in Denmark to Stavanger and then Bergen on Norway’s west coast. The new route is between Hirtshals and Langesund in Eastern Norway. Having two ships in operation has allowed Fjord Line to achieve its goal of offering daily departures for passengers and freight from all four ports.

Ingvald Fardal, CEO of Fjord Line, makes the point that adopting LNG as the fuel was a bold move, involving practical difficulties. The decision has now paid off. Bunkering issues are being resolved, the ships have a high level of passenger acceptance with excellent forward bookings, and initial bedding down issues with

the first ship are now well in the past. Entry into service of the second ship has been virtually trouble free.

At a staff brainstorming session, the two Fjord Line ferries were originally conceived with diesel engines, with the option of converting them to dual fuel at a later date.

“But when there was a year’s delay to the build programme there was a revaluation and it was recognised that this solution was a compromise,” says Ingvald Fardal. “With the number of LNG-fuelled ferries operating in Norway and the years of experience, the Rolls-Royce solution was low risk. The risk was the LNG infrastructure was not fully in place. We believed that risk was manageable and therefore adopted a pioneering spirit and went wholeheartedly for LNG as the fuel.”

Bergen gas engines were therefore ordered to replace the diesels with a short delivery time, and the rest is history.

Fardal says: “There are four important elements in these ships which give them exceptional efficiency and low emissions. The first is LNG fuel and efficient gas engines, the second is the low power needed to give the ships the required service speed thanks to the Fosen hull design, the third is the efficient propulsion system which is a Promas integrated rudder propeller on each shaft, and the fourth is the waste heat recovery system, which uses steam generated from the engine’s exhaust gases to power a steam turbine that produces much of the ship’s

SMOOTH OPERATORFjordLinethoughtitmayhavebeenriskytoadoptLNGasthefuelforitspassengerferrieslinkingDenmarkandNorway.Now,thevisionofthatdecisionhasbeenborneoutbyitssuccessful,cleanandefficientoperations

RIGHT: Ingvald Fardal, Fjord Line CEO.

››

“WITH THE NUMBER OF LNG-FUELLED FERRIES OPERATING

IN NORWAY AND THE YEARS OF EXPERIENCE, THE ROLLS-ROYCE

SOLUTION WAS LOW RISK”

DigitalTo watch an

interview with Ingvald Fardal, Fjord Line CEO, download the digital edition of In-depth from

the iTunes or Googleplay stores.

24 25

L N G S P E C I A L

electrical power at sea.”Bergen BV35:40P12G gas engines were chosen; four

engines per ship each developing 5,600kW, coupled in pairs to reduction gears and turning controllable pitch propellers. These V12 engines use Rolls-Royce lean burn spark ignited combustion technology. They have a high thermal efficiency, about 49 per cent, and are designed to operate with CP propellers in a mechanical transmission to maintain a high total propulsion efficiency over the full range of ship speeds.

Twin Promas systems, with CP propellers and a hubcap/bulb arrangement smooth waterflow to the specially shaped rudders, give a significant improvement in propulsion efficiency.

The entire LNG system was also supplied by Rolls-Royce. Space for the LNG tanks had already been allocated as part of the original dual fuel plan, and two horizontal cylindrical tanks each holding 300m³ of LNG are located below the car deck.

Engines are fed with gas through double wall pipes from the LNG gasification plant, and the whole system is monitored and vented. Gas leakage sensors are duplicated to avoid false alarms and to warn of any sensor failure.

Stavangerfjord and sistership are exceptionally well-appointed vessels, and stand out from other ships in the same category. In-depth recently made the voyage from Hirtshals to Stavanger, on the day of the week when the trip terminates at the Stavanger Risavika terminal for bunkering instead of continuing to Bergen. The passenger experience was excellent.

In Hirtshals a shuttle bus picks up passengers at the railway station and town centre for the trip around the harbour to Fjord Line’s ferry terminal. On board, the ship combines daytime and night operation with decks six and seven serving as comfortable common areas, with a selection of restaurants, self-service cafes and bars, lounges and entertainment. Cabins are located on decks eight and nine. The ship is quiet and free from vibration, including when manoeuvring from the quay. Apart from a slight vapour trail briefly in the cold morning air, there were no visible emissions from the funnel. From the passenger’s point of view there is nothing to show that this is a ship pioneering a new fuel, only the three red-painted vent stacks forward of the funnel proclaiming ‘Powered by LNG’. It is obvious that passenger safety is utmost in the crew’s mind. The purser was careful to ensure that there were no passengers out on deck, and that exterior doors were shut on arrival at Stavanger for bunkers.

Bunkering has been probably the biggest challenge in introducing these LNG ropax ships. A significant factor is

the number of road tankers needed to replenish the large LNG tanks on board. This can lead to longer bunkering stops, with the need to top up at other stops. But these constraints are now beginning to disappear.

Until recently the Norwegian authorities would not permit refuelling with passengers on board, so much of the bunkering had to be done in Denmark. With a recent change in the law, this is no longer the case. Risavika has therefore become the prime port for bunkering, from pairs of road tankers. Later this year a purpose-built pipeline from the Skangass bulk gas storage site, some 500m from the ferry terminal, will come on line, delivering LNG directly to the quayside. Bunkering using a flexible loading arm will then be the normal way of working and will cut bunkering times in half. It will also be safer and more efficient for all involved.

“Norway is committed to improving the overall

environmental performance of vessels in its waters, so taking the LNG concept from local car ferries to international ropax ferries was the next step,” adds Fardal. “We are committed to sustainable sea transportation between the EU and Norway. With the price difference to oil, LNG will also play a key role in keeping our operating costs down.”

Following some bedding down issues with the gas conditioning system, long since resolved, the Fjord Line vessels have run reliably. The lube oil in the Bergen engines stays in good condition without changing, with only filters in the circuit. The engineers say that because Stavangerfjord was designed for diesel engines, lube oil purifiers were installed, but in practice they are not required. RW

Bergensfjord arrives in Risavika, Stavanger and prepares to unload, and then take on passengers and bunkers.

ABOVE LEFT: Four Bergen BV35:40P 12G gas engines, coupled in pairs drive Promas integrated CP propellers.

ABOVE RIGHT: The vent stacks are used to promote the new fuel.

BOTTOM LEFT: In Risavika the cruise ferries are bunkered from two LNG road tankers. This changed in September when a purpose-built LNG bunkering facility came on line, cutting times in half.

BOTTOM RIGHT: The LNG bunkering operation is monitored using the ACON system in the control room.

WITH THE NUMBER OF LNG-FUELLED FERRIES HERE AND THE YEARS OF EXPERIENCE, THE ROLLS-ROYCE SOLUTION WAS LOW RISK

››

FIND OUT MORE ~ Email finn.arne.rognstad@rolls-royce.com

26

L N G S P E C I A L

satisfying international and DNV-GL rules on gas craft construction and safety measures. Specialist training is also part of the gas propulsion system package, with courses held at the Rolls-Royce training centre in Ålesund and the Bergen factory.

Borgøy and Bokn are to the same design. The 35m long, 15.4m beam hull incorporates a foil-shaped keel built into the bow and runs about three quarters of the length aft, enhancing the tug’s effective side force when operating in indirect mode, where the tug sets itself at an angle to the ship to act as a brake. Two Rolls-Royce US35 azimuth thrusters with 3m dia CP propellers and nozzles are shaft driven by two Bergen C26:33L6PG engines. The engines together produce 3,410kW running at 1,000rpm and also drive the hydraulics and firefighting pumps.

Gas is carried in a single vertical cylindrical insulated tank holding 80m³ of LNG, which is fed to the engines at about 35°C and 6.5 bar via two entirely separate gas supply systems. Operating safety is paramount. With separate drivelines and gas supply systems, double-walled gas pipes in the engine room and monitoring by the Rolls-Royce ACON safety, alarm and control system with gas detection in all areas, propulsion redundancy is assured, a critical factor in escort tug work. Any leaked gas is led to vent pipes high above the foredeck, a noticeable visual

difference that marks these tugs out from the conventional diesel.

A bollard pull of 65 tonnes is available, and the towline pull can be increased to in excess of 100 tonnes in indirect mode by using the keel for extra force to stop or turn a tanker.

The new tugs do their job as planned. Apart from the specialist training, the learning curve has been normal. The main question at the planning stage was whether the response of gas engines to rapid changes in load would be good enough. Fears were unfounded.

”The engines are very responsive. We are happy,” says Arild Jaeger, CFO of Buksér og Berging.

Satisfaction is also apparent on board Borgøy, where Captain Martin Knape demonstrates the tug’s capabilities. He says the LNG-fuelled tugs respond as well in operations as their diesel counterparts.

Bunkering is required every five or six weeks, depending on the number and size of vessels to be handled at the terminal. LNG is transferred from road tankers, which takes less than an hour.

The indications are that Borgøy and Bokn will showcase the same efficiency, operating cleanliness and low service requirements as other Bergen gas powered vessels. RW

PULLING

At Statoil’s Kårstø gas processing terminal, north of Stavanger, the LNG-fuelled tug Borgøy has been operating successfully now for about six months, escorting hazardous cargoes in and out

of the terminal. It was recently joined by sister tug Bokn, which went to work immediately upon arrival. Both the owners and charterers have expressed their satisfaction with the tugs’ performance so far.

The world’s first LNG-powered tugs made the delivery voyage from the Sanmar yard in Turkey to Norway, refuelling LNG from road tankers at planned locations on the way.

Both tugs are owned and operated by Buksér og Berging, headquartered in Oslo. The company was founded in 1913, specialising in towage and salvage, mainly serving the Norwegian, Danish and Swedish markets. It

has been involved in escort towing at tanker terminals since the concept was first introduced, and has pioneered new designs of escort tugs in its own design department. The company now operates at seven Scandinavian terminals, performing around 1,500 escort jobs and assisting around 4,500 vessels every year.

The two Kårstø tugs represent the latest Buksér og Berging design thinking in z-drive azimuthing tugs, with systems designed around using LNG as the sole fuel.

When the towage contract at Kårstø came up for renewal it was Statoil, the terminal’s operator, which favoured LNG for the tugs instead of diesel. Environmental impact was very much the driver. Buksér og Berging won the five-plus-five year contract by offering the LNG option.

Rolls-Royce gas propulsion specialists worked closely with the tug owner’s staff and the shipyard to meet Statoil’s requirements, while

Theworld’sfirstescorttugsfuelledsolelyby

LNGarealreadyprovingthemselvesatagasprocessingterminal

inNorway

Kårstø near Haugesund is the world’s third-largest natural gas processing facility, collecting hydrocarbons from 30 fields offshore Norway. It exports liquefied petroleum gases (LPG) and other gas-derived liquids and receives more than 700 vessels a year. Business critical processes are protected by five MTU generator sets that provide emergency power backup. It provides feedgas to the Risavika LNG plant in Stavanger, which will shortly have one of the first LNG bunkering terminals in Norway. Borgøy and Bokn, along with other tugs from Buksér og Berging, ensure safe ship handling.

KÅRSTØ TERMINAL

POWER

The 109,000dwt shuttle tanker Peary Spirit is positioned alongside at the Kårstø terminal by the two gas powered tugs.

IMAGE: ALEXANDER JUUL/B&B

DigitalTo see a video

interview with Captain Martin

Knape, download the digital edition of In-depth from Apple’s iTunes or the Googleplay

”THE ENGINES ARE VERY RESPONSIVE. WE ARE HAPPY”RIGHT: Captain Martin Knape.

FIND OUT MORE ~ Email petter.stensaker@rolls-royce.com

U P D AT E S

FORTYLife begins at

In the previous issue of In-depth we celebrated 40 years of the UT, the world’s most successful offshore vessel design. The UT story continues to develop to meet customers’

requirements in challenging conditions around the world

“THE ISLAND VICTORY WILL BE AN EXTREMELY STRONG WORKHORSE WITH MANY CAPABILITIES”

TOP: Aberdeen-based Fletcher Shipping’s latest UT 755 LCs will bring the company’s UT fleet to six vessels.

ABOVE: UT 797 CDX Island Victory will be one of the largest vessels in the Island Offshore fleet and is well equipped for a wide range of subsea construction work, with a bollard pull of over 400 tonnes.

LEFT: The recently delivered UT 737 CD Island Pride, is a multi-functional vessel, with large deck area, moonpool, twin ROV systems and accommodation for 90 people.

BELOW: UT 782 WP for Secunda Canada will be equipped with the innovative Unified Bridge and will undertake a range of duties for Exxon Mobil offshore Newfoundland.

AnchorhandlingThe first UT design anchorhandler tug supply vessel (AHTS) equipped with the innovative Rolls-Royce Unified Bridge is destined for the North American market. Ordered by Secunda Canada LP, this advanced vessel to the UT 782 WP design will also be the first with the distinctive wave-piercing bow in the region.

Announcing the order, Secunda President and CEO Idar Hillersøy said: “This contract is an important next step in Secunda’s plans for fleet renewal and growth in the Canadian market. We are very pleased to have Rolls-Royce as a partner in the project – their team’s engagement and our close co-operation have been pivotal to the development of this advanced vessel.”

Secunda Canada’s co-owner, the Norwegian company Siem Offshore, has also played a part in the development of the UT 782 WP.

The AHTS vessel has been designed for harsh North Atlantic conditions. Its main role will be the transport of cargo, with ancillary roles including ice management, anchorhandling, emergency towing and firefighting, supporting the Hibernia and Hebron fields offshore Newfoundland. This is part of a five-year agreement with options up to 15 years between Secunda Canada and Exxon Mobil.

The UT 782 WP will have Clean and Comfort Class notation, an overall length of 87.3m with a beam of 20m and has a cargo capacity of about 4,000dwt. In addition to the design, Rolls-Royce will supply the fuel-efficient hybrid propulsion system, automation, deck machinery and cargo handling systems. It will be built at the Remontowa shipyard in Poland for delivery in 2015.

Platform supplyTwo vessels to the popular UT 755 LC design are being built by the Norwegian yard Simek for Fletcher Shipping based in Aberdeen, Scotland. The first of these platform supply vessels will be delivered in November 2014, with the second in April 2015. They are the 25th and 26th UT designs built by Simek. Fletcher currently has a fleet of four vessels, all of them of UT design.

Rolls-Royce is supplying all the main systems as well as the design. Fletcher’s new vessels will have Clean and Comf-V(3) class notation, indicating a reduced environmental impact and good conditions for the crew due to low levels of noise and vibration.

The UT 755 series is the most successful UT design to date, with more than 188 vessels built or under construction. It fulfils the offshore market requirement for a cost-efficient mid-size platform supply vessel with good stability and a large capacity for cargo on deck and in tanks.

Subsea constructionIsland Offshore, based at Ulsteinvik in Norway, has a large and diverse fleet of Rolls-Royce designed and equipped offshore vessels. Now the shipowner has come to Rolls-Royce for a large offshore vessel, the result being the UT 797 CX design. It is designed to carry out a variety of offshore work such as deepwater subsea construction and heavy anchor handling. Features include a large moonpool, a 250-tonne offshore crane and remote operated vehicle (ROV) handling systems. The bollard pull will be high, at more than 400 tonnes.

Håvard Ulstein, CEO of Island Offshore, said: “This will be an extremely strong workhorse with many capabilities. We are confident that Island Victory will be commissioned fast as the need for subsea work is rising. The flexibility of also being an excellent anchorhandling vessel makes it additionally attractive.”

The UT 797 CX will be 123m long, with a deck area of about 1,100m² and will be one of the largest vessels in the Island Offshore fleet. It will have facilities for 110 people and can also act as an accommodation vessel at offshore installations. Island Victory will be built by Vard Brevik in Norway, with delivery for 2016.

Island Offshore has recently taken delivery of UT 737 CD Island Pride, a multi-functional subsea construction vessel designed for worldwide operations. The vessel is also outfitted for tasks including trenching, subsea handling and survey as well as inspection, maintenance and repair (IMR) work.

Island Pride has a broad range of DNV GL 1A1 class notations including Comf-V(3) and SPS. It is 103.3m long with a beam of 21m and deadweight of approx. 4,200 tonnes. Deck area is 800m² and there is a 7m square moonpool.

Equipment includes two work class ROVs with launch and recovery systems, capable of working to depths of 3,000m. The active heave compensated crane is rated at 130t, and there is accommodation for up to 90 people.

The diesel electric propulsion system comprises four Bergen engines driving two Azipull thrusters and two side thrusters.

The vessel is on its first job working for Maersk Oil as a

walk-to-work vessel. RW

28

PHOTO BY: GUNDER TANDE SANDERSEN

FIND OUT MORE ~ Email yrjar.garshol @rolls-royce.com

31

U P D AT E S

30

The captain’s viewI have also served on Far Scandia, Far Grimshader, Far Star, Far Seeker and now the Far Solitaire, a UT 754 WP, which is the first UT design built with the wave-piercing bow.

Since entering into service in the autumn of 2012, we have been on charter to Statoil. All the time we have been operating in the North Sea, mostly out of Kristiansund, Bergen and Florø, supporting operations in the Aasgaard, Njord, Heidrun, Gullfax and Snorre oilfields.

We depend on a design that can handle bad weather. In winter we experience mostly rough seas, and storms now seem to have become more frequent. In the recent past

we have had to contend with a lot of bad weather and the UT vessels, especially with this wave-piercing design, have improved a lot when it comes to us doing a good and safe job in bad weather, as well as sailing economically in transit.

Safety is vital to us, no matter how the weather is. When we approach the oil rig we have to be safe when staying alongside. On this ship we have the Rolls-Royce DP, which is a very reliable system. Connected to other Rolls-Royce equipment such as propellers, thrusters and engines, we always feel safe when we are alongside and that is of the greatest importance to us.

We are very satisfied with the station-keeping capabilities of this vessel. We have three engines, each larger than normal for PSV vessels.

Compared to other ships of the same size, we have 20 per cent more power. This means more thrust utilizing three large thrusters forward for station keeping, including two tunnel thrusters and one swing up azimuth thruster.

This ship was the Skipsrevyen Ship of the Year in 2012 and Offshore Support Journal OSV of the Year in 2013. One of the most important features is that we can carry twice the volume of noxious liquid substances in our tanks compared with any other PSV. Usually a PSV can carry a maximum of 800m³, while we can take more than 1,600m³ of noxious liquids. We also have deep well pumps in the 11 tanks for NLS products and piping systems are segregated to avoid any risk of mixing the different products.

Far Solitaire has a cargo rail deck crane that was specially developed for Farstad by Rolls-Royce, covering the entire cargo deck area. We use the crane for normal duties on deck as well as to replace the deep well pumps on

short notice if necessary to suit the products we have to carry at any time. The last time we replaced three pumps it was done in six hours, so the crane is a very good tool for us.

The wave-piercing bow has also performed well and fulfilled our expectations. This ship has a very economic hull design and usually when transiting from shore to rig we only use one engine instead of two engines which most of the other vessels use.

What we as sailors especially like about the UT design is that they are all nice looking and look like ships are supposed to. They are also very easy to maintain. I worked on my last ship, the UT 751 E Far Seeker, for five years with only nine hours off hire during this period. We, of course, used the scheduled repair days for planned maintenance, but the unplanned down time amounted to only nine hours in five years. So this is very impressive.

Working together with Rolls-Royce, we also developed the automatic sea-fastening system back in 2004. On Far Star we had the first prototype which was controlled from the engine room. Operation was a slow process. We went back to Rolls-Royce with our feedback and they developed the wireless remote control that is in use now and we are very happy with it. ASFA is much easier and safer than using tugger winches and wires.

We provide all supplies to the rigs except for the crew. This is normally deck cargo, food, water, diesel oil and drilling fluids. From base to rig takes typically six or seven hours sailing. When the rig is ready to receive us for offload, we enter the 500m safety zone and prepare the ship for DP operation.

The oil companies normally have a safe operating limit up to five to eight metre seas or up to 40 knots of wind. This is to maintain the safety standards for the rig, the ship and the crew. In 1995 when I started on Far Superior we only had open pipes surrounding the aft deck so everything was wet in bad weather. Now we have closed railings acting like a wall, so safety has improved as the deck is dry at almost all times.

TRUSTDesign we can What are the

factors behind the 40-year success of the UT

design with operators and shipbuilders? Following from

last issue, we asked more customers for their feedback

and views on the future…

Lars Ivar Bøe is Yard Director at Vard Brevik in Norway, where he has worked for the past 12 years

Captain Svein-Aage Vadset, Master of Far Solitaire, has worked for Farstad Shipping since 1995, the last 12 years as a captain. Here he gives his view of the UT design, having started on the UT 705 Far Superior as a first mate

The view from the shipyardOver the last 15 years, we have delivered more than 50 UT design vessels of seven different designs. The UT 755 has been by far the most popular. We are proud to have Island Offshore as our most valued customer, and around half of the UT design vessels we have built have been for Island Offshore. So the UT design has been of great importance to the Vard Brevik Yard. Some of these designs have been prototypes and some of them have been break-through technology, such as the first ever PSV with lean burn LNG engines,

and the first PSV built with redundancy VROS, where DP2 capability can be maintained by having full systems redundancy on the swing-up thruster with one less tunnel thruster. Building these vessels in co-oporation with Rolls-Royce has contributed to developing our organisation and experience, which is a competitive edge for us in

today’s market. The UT design delivers a

complete package, where ship design and equipment is well integrated. The design and equipment is reliable, tried

and true. Based on the long marine experience of Rolls-Royce, they know what the ship owners need.

During the design process we communicate well with Rolls-Royce in all disciplines and our suggestions for changes and improvements have been implemented. For sister vessels, this is particularly important: dialogue is regular, Rolls-Royce is fully informed and can take the developments and improvements into future vessels.

There are three major challenges in the industry today. You need to deliver good quality and advanced technology at a competitive price. Competitive price is the perhaps the most significant challenge for the Norwegian shipyards and suppliers.

I think we will see more specialised vessels in the

future. Rolls-Royce keeps in touch with ship owners and has

experience and expertise, so is well

suited to develop the new ship design ideas. Customers will demand bigger and more specialised vessels, and the UT design team should focus on making more cost-

effective designs, for building and for

operation.

RIGHT: Lars Ivar Bøe’s Vard Brevik in Norway

has delivered more than 50 UT design vessels in the past

15 years.

ABOVE: Captain Svein-Aage Vadset, Master of Far Solitaire, puts his trust in the UT design.

DigitalTo watch video

interviews with both Captain Svein-Aage Vadset and Lars Ivar Bøe, download the digital edition of

In-depth magazine

32 33

U P D AT E S

Britain’s biggest-ever warship has been floated following a spectacular naming ceremony on 4 July.

More than 5,000 people witnessed Her Majesty the Queen name the ship that bears her name. The ceremony also featured a flypast and full Royal Navy pomp shown on big screens, so everyone had a good view. Scottish pipe bands and the Band of Her Majesty’s Royal Marines Scotland provided the music.

To honour the ship’s birthplace in Scotland, the Queen pressed a button to send a bottle of Islay malt whisky smashing against the carrier’s bow. Due to the way the vessel was built this was not a slipway launch.

Exactly on midday, the order “HMS Queen Elizabeth ship’s company, man ship” rang around the dockyard and sailors stepped forward on the carrier’s deck, together with the men and women who built her, to applause from the gathered audience. From the podium the Queen addressed those present and said: “I believe that the Queen Elizabeth as the flagship of the Royal Navy will be a source of inspiration and pride for us all.”

HMS Queen Elizabeth, with a length of 280m, is three times the size of the UK’s previous Invincible class carriers, one of which was berthed alongside. Following the naming ceremony, later in July she was floated in the cavernous No.1 Dock at Rosyth near Edinburgh, where she had been assembled.

Following flood up, the HMS Queen Elizabeth was towed from the dock and across the basin where the ship is now tied up alongside for the completion of fitting out, making way for the assembly of the second carrier HMS Prince of Wales, which will start almost immediately. Work to prepare the ship for her sea trials at the end of 2016 and flight trials with the F-35B Lightning II aircraft in 2018 will continue.

The Queen Elizabeth Class (QEC) programme covers the design, construction and integration, commissioning and testing of two 65,000-tonne aircraft carriers, Queen Elizabeth and Prince of Wales, for the Ministry of Defence. The programme is being delivered by the Aircraft Carrier Alliance (ACA), a ground-breaking arrangement between industry – BAE Systems, Babcock and Thales UK – and the UK Ministry of Defence (acting as both partner and client).

HMS Queen Elizabeth

has been assembled in Rosyth from large hull blocks and sponson sections fabricated at six yards around the UK, which have been transported to Rosyth and integrated to make the complete platform.

But the programme is much more than assembling modules. The build programme is also integrating machinery, systems and components from the supply chain across the UK.

Rolls-Royce is playing its part in the QEC programme as part of a Power and Propulsion Sub Alliance with L-3 Communications Marine Systems UK, GE Power

Conversion, and Thales UK (the latter acting on behalf of the

main ACA). Collectively the four companies are responsible for the design, procurement, manufacture, integration, test, delivery and setting to work and commissioning of all the equipment that will ultimately power and drive the ship.

MT30 gas turbinesRolls-Royce is supplying a wide

READY TO RULE THE WAVESRolls-RoyceisplayingakeypartinpoweringHMSQueen Elizabethasthegiantcarriertakestothewaterforthefirsttime

range of propulsion and ancillary equipment. This ranges from MT30 gas turbines, propellers, shaftlines and thrust blocks, to the entire low voltage electrical system, steering gear, rudders, RAS moveable highpoint and retractable stabilisers.

Two Rolls-Royce MT30 marine gas turbines each rated at 36MWe provide around two-thirds of the ship’s power. They have now been integrated as part of a gas turbine alternator (GTA) and are located high up on the starboard side of 4 Deck beneath each of the carrier’s ‘island’ control towers.

The separation and distribution of

the power generating machinery on the QE Class increases survivability, while electric propulsion enables the prime movers to operate more efficiently, reducing fuel consumption and running costs.

Prior to MT30 installation, a simulator was built to mirror the internal construction of the ship, so engine removal could be demonstrated. It proved that MT30s, which weigh six tonnes, can be easily exchanged for repair and overhaul in service. The next key milestone will be MT30 commissioning, which is scheduled to start in early 2015.

The two fixed pitch adjustable

bolted propellers are 7m in diameter and are capable of transmitting 50,000hp of propulsive power. Blades can be removed for repair or replacement. To facilitate commissioning ‘brake’ blades have been fitted. They will be changed underwater following harbour trials.

The carriers will form the centrepiece of the Royal Navy’s Responsive Force Task Group, with fixed wing capability being routinely provided by a squadron of the UK’s planned F-35B short take-off vertical landing Lightning II Joint Strike Fighters, which use unique Rolls-Royce lift fan technology. AR

ABOVE: HMS Queen Elizabeth was named by Her Majesty The Queen in the drydock where she was built.

Prior to flood up, brake blades have been fitted to each 7m diameter propeller to facilitate systems commissioning. They will be changed underwater following harbour trials.

DigitalTo see a video of the HMS Queen

Elizabeth coming together, download the digital edition of In-depth from

iTunes or the Googleplay store

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C U S TO M E R S U P P O R T

■ The web portal gives operators access to the data and provides evidence of a vessel’s compliance with emission regulations.■ Upgrades or other measures taken to improve energy efficiency can be accurately accessed and verified.

User friendlyOn board, a touchscreen on the bridge, or any other suitable location, displays vessel fuel consumption in real-time in tonnes used and as a percentage. There is an option to record whether the vessel is operating in a NOx tax zone, applicable to vessels operating offshore Norway. The data acquisition module is integrated into the vessel’s network and a separate onboard server captures the data. The data is transmitted to shore, normally daily. Ships receive an automatic alert if several days pass without any data being received.

Ashore, the web portal provides access to vessel and fleet operating performance and historical trending, giving ship managers visibility of fuel consumption and emissions. Users can conduct their own more detailed analysis, for example fuel use in particular operating modes, or user-defined groups of vessels that are managed by a particular region.

This information provides visibility of running hours, fuel consumption and emissions, and is an analysis tool for operational changes, and the effect of vessel efficiency improvements. Vessels on similar operating profiles can be compared if they have the system installed.

Data captured also contributes to future ship and equipment design. Loads imposed on the engines, thrusters and other equipment under different operating conditions can be analysed by Rolls-Royce design teams and used when developing new products or system upgrades.

The Energy Monitoring system can be installed as an option on new vessels fitted with Rolls-Royce automation, or as an upgrade on existing vessels. AR

With the introduction of the Ship Energy Efficiency Management Plan (SEEMP)

legislation last year, operators need clear visibility of vessel energy use and emissions, and the evidence to back it up.

It’s also in their interests to be aware of energy consumption, when fuel can now account for up to 50 per cent of operating costs. Fuel and emissions are also among the comparison criteria for charterers in vessel selection.

That’s where Rolls-Royce’s new Energy Monitoring system comes into effect. The service provides real-time data, together with detailed vessel reports, to give owners immediate information about both energy efficiency and emissions, and where improvements can be made

on both counts.“Before we began developing the

system, we first asked a number of customers what information they wanted,” says Amy Baxter, Product Manager. “The answer was simple, give us data on how our ships are operating, so we can ensure the fleet is running at its optimum efficiency. Customers see a real value in energy and fuel monitoring as it’s only by accessing operational data and making comparisons that overall vessel performance can be improved.”

In the offshore sector there was particular interest in emissions monitoring, with the NOx tax implications in the Norwegian sector, and the need for greater access to operational data. In the merchant sector, the key driver is fuel consumption. It is important to fully understand the characteristics of the main power consumers on board, to identify where potential

savings can be made in equipment operation. The business case for investment can be identified with a suitable demonstration of performance.

Rolls-Royce launched its Energy Monitoring system in mid-2014. It offers onboard monitoring of real-time fuel consumption for fleets. A web portal provides a detailed historical view of each vessel’s fuel consumption, with comparisons of the entire fleet. The portal is updated on a daily basis.

Profitable dataThe new system provides a number of customer benefits: ■ Fleet comparisons and trends can be analysed on a monthly or daily basis via the web portal. Feedback can influence crew behaviours and encourage working/learning together, so that vessel operations can be adapted to reduce fuel consumption.

MONITOR TO SAVEThenewEnergyMonitoringsystemfromRolls-Royceprovidesownerswithreal-timedataonfuelefficiencyandemissions–whichcanhelpoperatorsbothmeetlegalrequirements,andsavethemmoney

BELOW: There are a number of report screens and users can select the data they are interested in.

Screen 1 shows the overall running hours and fuel consumption during the latest month in all modes of operation for an individual ship. For alternative periods for one day to one year, it is possible to insert custom times.

Screens 2 and 3 show a fleet comparison for example time spent on DP and urea use.

Screen 4 provides a fuel consumption comparison for the fleet when in fast transit. Other modes and metrics are selected by using the drop down menus.

SCREEN 1 SCREEN 2 SCREEN 3 SCREEN 4

FIND OUT MORE ~ Email amy.baxter @rolls-royce.com

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C U S TO M E R S U P P O R T

The Promas Lite propulsion system has been installed on the SuperStar Virgo, as part of a recent refurbishment. It is the first vessel in South East Asia to be so equipped.

Norwegian Spirit, operated by Star Cruises’ subsidiary Norwegian Cruise Line, was the

first vessel in the fleet to be retrofitted with Promas Lite, in 2011. The efficiency gains and fuel saving benefits from this upgrade led to the subsequent order from Star Cruises.

Typical fuel savings for a Promas Lite installation range from five to 15 per cent, depending on the type of operation and the performance of the existing propeller. A cruise ship such as SuperStar Virgo can expect to generate significant fuel savings by upgrading, with a corresponding CO

2 emission reduction of around 4,000

tonnes. The estimated payback period is two years. “The cruise industry is dependent on reliable,

innovative technologies which are able to meet stricter

environmental regulations and achieve return on investment quickly,” says Fleet Captain Gustaf Gronberg, Senior Vice President of Marine Operations & Newbuilding, Star Cruises.

“Based on our previous positive experience with Rolls-Royce, we are confident that this upgrade will enable us to significantly reduce our fuel consumption and environmental impact.”

The 75,330gt SuperStar Virgo is 268m long and 32m wide, with accommodation for 1,870 passengers in lower berths and is the largest cruise ship in Star Cruises’ Asian fleet. It is now homeported in Hong Kong, having moved from Singapore.

Star Cruises offers two itineraries onboard SuperStar Virgo. From Monday to Wednesday, the ship sails from Hong Kong to Sanya in China and Halong Bay in Vietnam, while from Wednesday to Saturday it sails between Hong Kong and Kaohsiung in Taiwan.

A FITTING PROMAS

LEFT: Factory trawler Alaska Ocean is the first vessel to have the Promas and nozzle system retrofitted.

ABOVE: Fitting Promas Lite will significantly reduce fuel consumption and emissions for SuperStar Virgo, which is now based in Hong Kong.

LEFT: The decision to fit Promas Lite to the four Finnstar class ropax vessels was a result of three years’ experience in reblading ferries for Grimaldi in the Mediterranean. IMAGE: Finnlines

ShipownersandoperatorsaroundtheworldareturningtoRolls-Royce’sPromaspropellerandruddersystemforitsdualbenefitsofincreasing

efficiencyandreducingtheenvironmentalimpact

First in the BalticFerry operator Finnlines is preparing to meet future environmental regulations by investing in a range of environmental systems for its vessels. As part of this investment the Promas Lite system will be installed on four Star-class ropax vessels.

Finnlines is one of the largest North-European shipping companies operating mainly in the Baltic and the North Sea and is part of the Grimaldi Group. The experience gained over three years of working on a series of reblading projects for ferries operating in the Mediterranean, also for the Grimaldi Group, meant that the fuel saving benefits were well documented and led to this latest award.

In most Promas Lite upgrades, the primary goal has been to achieve fuel savings for the customer. Finnlines, however, wished to maximise the efficiency of its vessels while also ensuring the new engine configuration maintained the speeds required on its routes. Successfully getting the right balance was the key design goal.

Typical fuel savings for Promas Lite installations range from five to 15 per cent, depending on the type of operation and the performance of the existing propeller. In this case, the total efficiency improvement for the Norlink, one of the Finnline ferries, is predicted to be in the 19 to 21 per cent range at 20 knots, with an estimated payback time of two years. The other three vessels have a speed guarantee.

Emanuele Grimaldi, President and CEO of Finnlines, says: “Environmental compliance and cost-efficient operations are key factors in the success of Finnlines. The installation of Promas Lite on our modern roro vessels is a major step in the implementation of our strategy. The extensive experience that Rolls-Royce has in this area, together with the retrofit services the company can provide, will greatly help us during the engineering and installation phases of this programme.”

The reblading projects will be carried out during 2014.

First Promas with nozzleA new version of the Promas Lite propulsion system, with a nozzle redesigned for improved efficiency, has been fitted by US shipowner Glacier Fish on the US-based factory trawler, Alaska Ocean.The vessel, designed by Guido Perla Associates, is the first to have the Promas + nozzle system retrofitted. The work was carried out at Vigor Shipyard in Seattle. The upgrade will significantly reduce operating costs for the owner, thanks to

estimated propeller efficiency improvement for the ship of between 10 and 15 per cent, when in transit mode (14 knots) and around five per cent in towing mode (4-5 knots).

Typical fuel savings for Promas Lite can range from five to 15 per cent, depending on the type of vessel operation and the performance of the existing propeller. The Promas Lite + nozzle system is suitable for a range of ship types, with a reference list including ferries, cruise ships and cargo vessels.

Tor-Gunnar Hovig, Senior VP Americas – Commercial Marine, says: “As an experienced operator of complex vessels, Glacier Fish recognises the fuel savings and short return on investment achieved by retrofitting Alaska Ocean with this new and innovative version of Promas Lite. The installation was undertaken during routine dry docking in Seattle, so there was no impact on the vessel’s operational schedule.”

Vebjorn Antonsen, Technical Manager at Glacier Fish, says: “As an experienced ship owner we are continually looking for ways to improve the efficiency and performance of our fleet. This new propulsion upgrade from Rolls-Royce will enable us to significantly reduce our fuel consumption and emissions into the environment.”

The Promas + nozzle system is also available for new builds, and is designed for vessel applications requiring a high bollard pull, such as anchorhandling, seismic research and fishing vessels. It is designed to provide a large pulling power at low speed with a high running speed for efficient transits.

The system unites a new type of nozzle, with an optimised propeller, hubcap, rudder bulb and a special rudder profile. The profile of the nozzle represents a major advance on the profile widely used for conventional nozzle propeller installations.

Water flow leaving the nozzle interior passes over a rudder of special profile developed to provide high steering side forces yet minimise drag. AR

IMAGE COURTESY OF STAR CRUISES

“WE ARE CONFIDENT THAT THIS UPGRADE WILL ENABLE US TO REDUCE OUR FUEL CONSUMPTION”

FIND OUT MORE ~ Email klas.nygren@rolls-royce.com

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Rolls-Royce first introduced its large azimuth thruster condition monitoring service (CMS) for customers over five

years ago. The CMS system gained its first type approval with ABS in 2011, with Lloyds Register in 2012 and DNV GL in 2013. It is the marine sector’s most mature thruster CMS, and has been fitted to over 100 units operating around the world.

These approvals mean that when regular equipment surveys are undertaken the CMS data can be reviewed to determine the actual condition of the thruster without the need for expensive and often time-consuming internal and visual inspections. Maintenance and overhaul intervals can be extended to anywhere between five and ten years.

Using detailed product experience, Rolls-Royce was able to identify and place appropriate sensors at the most relevant positions inside the thruster. The internal sensor network allows condition data, close to source, to be extracted and give better accuracy.

This is complemented by external sensors, which detect and report peripheral thruster condition data.

Water and particle sensors capture the condition of both thruster and steering hydraulic oil systems, with other sensors reporting control and equipment operating parameters.

The set of monitored data represents a carefully considered balance of information for maximum effectiveness.

“Using experience gained, a mix of sensors can be integrated to gain the most data and the best advanced warning of a potential problem,” says Lars-Erik Saarinen, Manager, Condition Monitoring. “Vibration sensors were used from the start of our development and deliver reliable data for most internal moving parts. But for slow moving parts, like the slew ring, acoustic sensors are ideal, and enable us to gain a much deeper view of thruster condition. Only critical defects

provide a sustainable acoustic emission

source that can be easily

traced. These transient elastic waves are normally generated by micro cracks, so we need to be informed of their existence.”

The precise level of analysis possible when two or more condition monitoring technologies are combined means not only faults developing within the thruster can be recognised, but the factors that cause them to develop in the first place can be identified.

The CMS is suitable for retrofit on units already in service. Sensor kits can be installed on thrusters during normal equipment overhaul. The system is also designed for thrusters operating in Arctic waters.

CMS systems onboard customer vessels are wirelessly linked to an onshore Rolls-Royce operations centre where the data is analysed by specially-developed software to produce the trending and operational information. This is further analysed and interpreted by technical experts. This service is also backed by product specialists from our engineering centres, who also utilise the data to deepen product understanding and drive overall system improvements. AR

Rolls-Royce’sconditionmonitoringservicekeepsthrustersoperatingefficientlyandreducesoperatingandmaintenancecosts

Peak CONDITION

ABOVE: Lars-Erik Saarinen, Manager, Condition Monitoring.

BELOW: Rolls-Royce can fit CMS to Azipull thrusters, Contaz contra-rotating azimuth thrusters and azimuthing thrusters.

FIND OUT MORE ~ Email lars.saarinen @rolls-royce.com

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