Vision 2009 - Rolls-Royce

VISION
OFFSHORE MAGAZINE | VOL. 5 – NO. 1-2009
Far Samson
goes ploughing |
pages 16-19
“As the number of UT-vessels in operation
steadily increases around the world, so the
demand for local service centres rises. To
meet this we have established or extended
five service centres located close to vital
offshore markets. Our customers expect
our services to be of Rolls-Royce quality,
and we have the same high expectations
ourselves.
”
Anders Almestad,
President Offshore
Page 28-29
www.rolls-royce.com
Rigs and drillships |
page 15
Power electric | page 20 Moveable PSV decks |
page 22
DP technology |
page 26

Contents
Global service presence
2
VISION 1-2009. Rolls-Royce
8 10 12 16 20 22 24 28
8
Propulsor swap: The pioneering well intervention vessel
Island Frontier has changed propulsor to Rolls-Royce
Azipulls, improving the vessel’s performance as a result.
10
Customer profile: Maersk Supply Service keeps investing,
adding new Rolls-Royce designed vessels and equipment
to their expanding fleet.
12
Popular ladies: The evolution of ship design is running
faster than ever, and the popular UT 755 design
from Rolls-Royce keeps meeting particular market
requirements.
VISION - Offshore Magazine, Vol. 5, no. 1 - 2009.
Editor: Ellen Kvalsund.
Contributors: Rolls-Royce Communications Dept.,
Richard White and I&M Kommunikasjon AS.
Photos in this issue: Farstad Shipping (pages 1, 9,
16-19), Rem Offshore (page 9), Maersk Supply Service
(pages 10-11), E.R. Schiffahrt (page 14), CBO (page 14),
Simek (page 14), Gunder Tande Sandersen (page 14)
Seadrill (page 15), Anette B. Wollebæk/I&M (page 26).
Other photos and illustrations: Rolls-Royce.
16
The world’s most powerful: Farstad Shipping’s UT 761
CD Far Samson, is ready for some powerful ploughing.
20
Expanding capability: The acquisition of Scandinavian
Electric Holding gives Rolls-Royce full capability to meet
customers’ requirements for electrical systems.
22
Efficient and safe: New developments from Rolls-Royce
increase the efficiency of PSV operations and improve the
safety of those working on deck.
Design and layout: I&M Kommunikasjon AS
Printed by: Viketrykk AS
Circulation: 11,000
Contact: Rolls-Royce Communications Dept.,
6065 Ulsteinvik, Norway. Tel. +47 815 200 70.
Fax +47 700 140 05.
Emails regarding this magazine can be sent to:
marianne.leine@rolls-royce.com
24
To the rescue: Klyne Tugs selected Rolls-Royce design and
equipment for their powerful purpose built emergency towing
vessels.
28
Service: Five new or enhanced Rolls-Royce Marine
Service Centres were opened around the world last year.
VISION
OFFSHORE MAGAZINE | VOL. 5 – NO. 1-2009
Far Samson
goes ploughing |
pages 16-19
Front page:
Farstad Shipping’s
Far Samson, of Rolls-Royce
design type UT 761 CD, is
the world’s most powerful
offshore vessel.
Photo: Farstad Shipping/
Fuglefjellet.
Rolls-Royce offshore vessels stand the test of time.
The earliest of our designs are still in operation, and
today close to 600 UT-vessels have been delivered. We
are, of course, immensely proud to receive reports of
their achievements. In addition, we feel a continuing
responsibility towards the owners. As the number of
UT-vessels in operation steadily increases around the
world, so the demand for local service centres rises.
To meet this, we have established or extended five
service centres located close to vital offshore markets.
Our customers expect our services to be of Rolls-Royce
quality, and we have the same high expectations
ourselves.
High expectations are also key words for our ship
designs and systems technology. Far Samson, of the
new UT 761 CD design, is a good example. This is a
multifunctional vessel constructed to carry out seabed
trenching operations at great depths for pipes and
cables, subsea installation work in ultra-deep water, ROV
operations, towing, as well as many other challenging
offshore operations. Its continuous bollard pull of
423 tonnes is a new record and Far Samson has many
innovative features, such as the twin working deck
arrangement for efficient handling of heavy ploughs.
Expansion of our power electrical capabililty through
growth and acquisition puts us into a position to supply
complete diesel electric and hybrid propulsion systems,
as well as designing and engineering them. This is part
of the Rolls-Royce work of ensuring that vessels use
only the minimum of fuel in whatever range of tasks
they undertake, with the overall goal of cutting marine
emissions.
Backed by the broad-based strength of the whole
Rolls-Royce company, we are confident that we will be
able to offer our offshore customers innovative ship
designs, durable machinery and a comprehensive
service presence far into the future.
Best regards,
3
VISION 1-2009. Rolls-Royce
Rigs and drillships |
page 15
Power electric | page 20 Moveable PSV decks |
page 22
DP technology |
page 26
Anders Almestad
President – Offshore

NEWS
Farewell to K, forward with B and C
Production of K-engine series
Bergen engines has now ceased,
but support will of course be
provided for the hundreds of
engines in service.
K-series project work began in
the 1960s, and in its 40 years
of production more than 2,100
examples of this engine were
built for power at sea and on
land, with marine engines
spanning a huge application
range including offshore, naval,
cruise, tugs , fishing vessels and
energy. From it, the gas-fuelled
engine, which has pioneered the
use of natural gas in ferry and
short sea traffic, was developed.
Its place is now filled by the
C-series engines of 250mm bore
and 330mm stroke. Introduced
in 2001 at a rating of 300kW
per cylinder, the C-series is now
available with an output of
330kW/cyl, and, like its larger
sister, the B-series, meets Clean
Design standard. It complies with
IMO Tier 2 NOx emission rules,
which become effective from
2011 onwards.
Almost 3,000kW is available from
a compact nine cylinder engine,
and the C-series has become
justifiably popular for its robust
and economical performance as
a main propulsion or generator
engine.
A gas-fuelled version of
the C-series is now under
development and first deliveries
are expected in about two years’
time. A
Raising
production
efficiency
As production of the K-series engines
finishes after 40 years, the Rolls-Royce
site at Hordvikneset north of Bergen
celebrates 40 years in operation, and
goes into the future with confidence.
The factory with its loading quay
was set out specifically for engine
manufacture, and has been expanded
and re-equipped as necessary over the
decades.
It has recently been given major capital
investments to streamline production
of C- and B-series engines. Among
these are three new machining centres
for connecting rods and two centres
for cylinder heads. An impressive
portal milling machine has also been
installed to increase the production
efficiency of large engine blocks. A
Seven AHTS for Zamil
In November 2008 Zamil Offshore Services launched Zamil 54. This is the third
Rolls-Royce UT 733 2 AHTS built at the Zamil Shipyard, located inside King Abdul
Aziz Port in Dammam, Kingdom of Saudi Arabia.
The vessel is the third of seven
vessels of the same design to be
built under a license agreement
with Rolls Royce in Norway. The
seven vessels are all built to ABS
class.
Zamil Offshore Services owns,
operates and maintains the largest
offshore fleet in the Middle East.
Its fleet includes anchor handlers
(AHTS), platform supply vessels
(PSV), utility boats, work boats
and crew boats. Last year the
company celebrated 30 years of
operation. Most of its fleet vessels
are in long-term charter to Saudi
ARAMCO.
Zamil Shipyard reports a full order
book to mid-2012. Other vessels
on order include four more AHTS
vessels of UT-design, one buoy
handling vessel, five tugs and one
diving support vessel. A
!
Name:
Zamil 54
Vessel Type: UT 733 2 AHTS
Yard: Zamil Shipyard
Delivery: November 2008
Length and Breadth:
63.7m long and 14.5m wide
Gross tonnage: 1,500
Net tonnage: 700
Design: Rolls-Royce
NEWS
4
5
VISION 1-2009. Rolls-Royce
Handling torpedoes
A recent contract includes the
delivery of the first torpedo
anchor handling solution from
Rolls-Royce, tailor-made for
operations in extreme depths
offshore Brazil.
The systems will be installed on
two anchor handling vessels to
be built by STX Brazil Offshore for
the Norwegian shipowner DOF.
VISION 1-2009. Rolls-Royce
Brazilian oil major Petrobras has
developed the torpedo anchor
to meet the challenges of the
depths and seabed conditions off
Brazil, and they have chosen the
Rolls-Royce solution for handling
the anchor on and off the vessel.
The torpedo anchor itself weighs
130 tonnes, compared to a
regular anchor that would weigh
22 tonnes.
The torpedo anchor handling
equipment is part of a complete
winch and Safer Deck Operations
equipment package. A

NEWS
6
VISION 1-2009. Rolls-Royce
New 950AGHC gearbox
on the market
The progressive introduction of the
new Rolls-Royce reduction gearbox
range continues, and the 950AGHC
is the next size available, following
the launch of size 550 last year.
This unit has a rated input torque
of 130kNm and up to 530kNm of
output torque.
The very successful basic
single-input single-output
technology is retained, with built-in
clutch and thrust bearing and a
variety of power take-offs that
enable large shaft generators to
be driven, and electric motors to
feed power in for get-you-home
propulsion or as part of a hybrid
propulsion system.
Design changes are mainly in the
direction of increased stiffness and
more modular construction. The
attraction for customers is that
the new range both complements
and supplements the existing one.
Following an extensive analysis, the
power, torque and shaft offsets of
the new sizes correspond to current
and anticipated market demands in
terms of engine power/speed and
propeller revs for a wide variety
of offshore, merchant and fishing
vessels.
“These new gearboxes are type
numbered after the shaft offset
in millimetres, whether vertical or
horizontal to port or starboard,
in this case 950mm,” says Kristian
Tande, technical product manager
for reduction gears. “Large
reduction ratios are inherent in the
design, allowing for all the popular
medium speed engines and
permitting low efficient propeller
speeds to the extent that the
hull lines allow. For the 950AGHC
the maximum reduction ratio is
6.3:1, which is greater than the
earlier series of gearboxes in this
torque rating. A secondary power
take-off can also be specified with
either vertical or horizontal offset,
whereas only vertical offset was
available before”.
Three more sizes in the new range
will be introduced in due course,
while three of the previous series
will continue, to give a torque
range from 90kNm to1,200kNm.
Most of these reduction gears will
be supplied as part of integrated
propulsion systems with shaft lines
and CP propellers. A
Two Indian sisters
Greatship (India) Ltd.
received its new vessel
Greatship Dhriti in
September last year.
Now she is working in
the Mexico Gulf on a two
year-charter. The sister
vessel was delivered
about two months later.
Greatship Dhriti is a platform
supply vessel of UT 755 LN design
from Rolls-Royce. The sister ship
Greatship Dhwani was delivered
in November 2008, and left the
shipyard to work in the North
Sea. Both vessels are DP-2, FiFi1
full service vessels capable of
supporting offshore exploration
and production globally.
With these deliveries, Greatship
owns and operates four PSVs, two
of which are contracted to work in
India, one on charter in the North
Sea, and one in Mexico. Greatship
also owns and operates two anchor
!
Name:
Greatship Dhriti
Vessel Type: UT 755 LN PSV
Yard: STX Europe
(formerly Aker Yards, Brattvaag)
Delivery: September 2008
Length and Breadth:
74m long and 16m wide
Deadweight: 3,300 tonnes
Design: Rolls-Royce
handling tug supply vessels (AHTS),
one on charter in South Africa and
one in the Middle East.
Greatship is fully owned by Great
Eastern Shipping Company. After
the delivery of the two UT 755
LN-vessels, Greatship and its
subsidiaries had an order book
of 18 vessels and one jack-up rig
under construction.
In addition to the design,
Rolls-Royce has provided the two
Indian sisters with full packages of
equipment and systems. A
Electric valve
manifold
control
Vessels need hundreds of valves
to control flow in their many pipe
systems, and valve manifolds are a
long established though low key
section of the Rolls-Royce product
range. They are supplied as part of
the UT-series design and systems
packages, and also as items of
equipment to third party pipe systems
providers. In the past, two versions
have been offered – manual operation
and pneumatic remote control.
Now, electric operation is being
introduced. The manifolds and valve
mechanism remain unchanged, they
are well proven and have a long
life. Over each valve is positioned a
complete electric actuator system,
which fits within the standard valve
footprint, including the tightly
integrated crossover manifolds. It
comprises an adaptor, the motor and
gearbox for turning the valve spindle,
the valve position sensor and the
control electronics. On top is a spindle
extension allowing manual emergency
operation if necessary.
First to be introduced is the MT50
unit covering the ND50, 80 and 100
manifolds, while a larger unit will
be produced later to fit the ND125
and ND150 manifolds. A bus system
connects the control electronics of
various valve actuators to a touch
screen or a PC, which will be used to
operate the individual valves and also
to show the location of each valve and
its position status.
The electrical actuation system can be
specified for new installations, or easily
retrofitted to vessels in service. The
older pneumatic system will, of course,
still be available. A
NEWS
7
VISION 1-2009. Rolls-Royce
C
Main internal components.
A
The vertical offset version of the new
950AGHC reduction gear.

Island Frontier in drydock for
conversion to Azipull thrusters, with
installation nearing completion.
A
D
Propulsor swap
solves shipowner’s
problem
Island Offshore’s UT 737L Island Frontier has
been in drydock for a change of propulsor – to
Rolls-Royce Azipulls.
UT 712 L:
A sturdy off shore story
2008 saw the delivery of two new UT 712L AHTS vessels. Recently, a 25 year old vessel of
the same design went into a new high value contract. Evidently, this is a design concept
that stands the test of time, and
creates value for the owners.
Normand Drott
D
8
VISION 1-2009. Rolls-Royce
This pioneering well intervention
vessel was originally specified with
main propulsion thrusters from
another manufacturer. One of these
recently failed, and a long lead-time
for the required spares meant that
the owner faced an unacceptable
downtime on the ship. However,
Rolls-Royce was able to come to the
rescue, and supply a pair of Azipull
AZP120 thrusters with pulling
propellers to replace the other
propulsors.
Island Offshore has two UT776E
supply vessels with Rolls-Royce
design and full systems under
construction at STX (formerly Aker
Yards Brevik) in Norway – Yard Nos.
64 and 65. Since the production
programme for Azipulls is fully
booked well into the future, it
was decided to shuffle the units
within the Island Offshore building
programme and use Rolls-Royce
production flexibility to enable
two Azipulls of the right size to
be delivered immediately for the
Island Frontier conversion. Since the
new thrusters have CP propellers,
whereas the originals were fixed
pitch, changes were needed to the
power supply and control systems.
To minimise time off-hire, Island
Offshore decided to combine the
thruster shift with the first 5-year
survey, hull repainting and various
other jobs, simultaneously during
the same short drydocking.
Island Offshore reports that the
change to Azipull thrusters, with
their special hydrodynamic design,
has improved the performance of
Island Frontier, in terms of steering
and either increased speed, or
reduced fuel consumption for
the same speed, while noise and
vibration levels are very low.
Island Frontier is now back at work
for StatoilHydro, carrying out
well-intervention for enhanced oil
recovery in the Norwegian sector of
the North Sea.
Island Offshore now has 10 ships
with AZP120 thrusters, and also has
one interchangeable lower unit as a
spare. A
Normand Drott was delivered to Solstad Offshore
in 1984, as the first vessel built to this design. In
January 2009 it was announced that the owner had
entered into new a long-term contract for Normand
Drott with Petrobras in Brazil. The contract’s
duration is four years firm with commencement
during the summer 2009.
Evidences of innovation
The type name UT 712L has been retained for a
number of vessels since 1984, because the design
concept has proved a defining type in the global
AHTS market. There have been, however, enormous
advances in all areas compared with early vessels.
The two new UT 712L vessels delivered at the end
of 2008 are sailing evidences of innovation.
Rem Odin was delivered to Rem Offshore in
November last year, and sold on to Varun Shipping
in January this year. It now sails under the name
MV Subhadra. Far Scimitar was delivered to Farstad
Shipping in November. The vessel trades on the
spot market in the North Sea.
Both these vessels were delivered with the
latest systems for making deck work easier and
safer, a redundant dynamic positioning system
(DYNPOS-AUTR), and 833kW tunnel thrusters at the
bow and stern.
REM Odin
D
Far Scimitar
D
9
VISION 1-2009. Rolls-Royce
Flexible workhorses
The UT 712-L has a thoroughly up-to-date
hull design with a bulb bow, Ice IC and Clean
class, combining efficient propulsion and
station-keeping with low motions in a seaway. The
15,900bhp anchor handling tug supply vessels are
78.3m long overall and 17.2m beam.
By comparison, upon delivery in 1984, Normand
Drott had an overall length of 75.5m and 16.6m
beam. The engines delivered 12,000bhp. The
vessel is a well-known vessel in the North Sea.
It is indeed a flexible ship, equipped for anchor
handling, rescue service, fire-fighting and oil
recovery operations. In 2003 it was equipped with
a spooling device. A
Olympic Octopus (UT 712 L)
was the first vessel equipped
with Rolls-Royce Safer Deck
Operations solution.
B

Customer profile:
Maersk Supply Service
Maersk Helper of Rolls-Royce design type
UT 722 LE from 2002 is part of Maersk
Supply Service’s fleet of more than 50
offshore support vessels.
A
Maersk Supply Service (MSS) became the first Scandinavian shipping company to enter
the marine offshore support market in 1967, making MSS one of the most experienced
participants in the industry. Despite the darker world economic situation, Maersk
Supply Service keeps investing to remain a key player in the high-end offshore support
industry.
10
VISION 1-2009. Rolls-Royce
“The shipping industry in general
is marked by its cyclical nature. It’s
feast or famine. The offshore support
industry is no exception to this,” says
Albertus Zwiers, Senior Director
technical vessel operations in Maersk
Supply Service A/S, a fully-owned
daughter company of the A-P. Møller
– Maersk Group.
The A.P. Møller – Maersk Group
originated in the Danish town of
Svendborg in 1904, when Arnold
Peter Møller and his father Peter
Mærsk Møller bought a second-hand
steamer. Since then, the company has
developed into a major international
business.
The Group is engaged in shipping,
exploration and production of oil
and gas, shipbuilding, industrial
manufacturing and supermarkets.
Maersk Supply Service is a world
leader in deep-water anchor handling
and tow-out and installation of large
offshore facilities.
The UT 745 L Maersk Vega, built by
Fels Setal, Brazil, in 2005.
D
C
Albertus Zwiers, Senior Director
technical vessel operations, Maersk
Supply Service.
Well adjusted to change
“As offshore oil and gas exploration
and production activities are very
much driven by the oil price, 2009 and
possibly 2010 could very well be years
of recession and contraction in respect
of economic activity and growth.
Should the oil price be depressed
over a longer period of time, it will
undoubtedly have its effect on the
offshore marine support industry as a
whole. Similarly, a substantial number
of newbuildings will enter the market
in 2009 and 2010, which may have a
dampening effect on spot rates as well
as term rates,” says Mr. Zwiers.
“We are well adjusted to a change in
the market situation with a truly global
spread and highly dedicated staff, on
board as well as ashore. Our ships trade
worldwide, with geographical focus on
exploration and production activities
in the North Sea, Brazil, West Africa,
Canada, Far East and Australia. Next
to straightforward supply duties, our
core operational activities constitute
anchor handling, rig moves and subsea
construction.”
Training centre
The A.P. Møller – Maersk Group has
several dedicated training facilities
around the world with a branch
in Chennai, India, a UK branch in
Newcastle upon Tyne and a centre in
Wuhan, China.
Maersk Training Centre is
headquartered in Svendborg, Denmark,
the birthplace of the A.P. Møller –
Maersk Group shipping activities.
In 1998 Maersk Training Centre and
C
Maersk Supply Service took delivery of Mærsk Topper from STX Norway (former
Aker Yards) in October 2008. Mærsk Topper is the first vessel in a series of ten
new anchor handling tug supply for Maersk Supply Service, and they all come
with an extensive Rolls-Royce equipment package. After delivery Maersk Topper
departed for Brazil to work for Petrobras on a long term contract.
Maersk Supply Service developed an
in-house anchor handling simulator
training facility, with the expressed
aim to enhance personnel safety, avoid
casualties and improve customer
service. The centre was upgraded in
2003.
Over the last few years, Maersk Supply
Service has expanded its fleet to more
than 50 offshore support vessels with
newly built A-Class anchor handlers and
most recently the T-Class vessels. This,
combined with the availability of highly
advanced simulator technology, made
MSS decide to commission a completely
new anchor handling simulator, which
will be housed in a new and tailor-made
building at MTC Svendborg. Two fully
integrated operators chairs, donated by
Rolls-Royce, will constitute the heart of
the 360 degree simulator bridge. The
new simulator is expected to be fully
operational in September 2009.
Renewing with Rolls-Royce
MSS has an extensive newbuilding
programme, encompassing a total of
18 highly advanced offshore support
vessels. Currently, two platform supply
vessels to Rolls-Royce design type UT
745 CDL are being built at ASENAV
(Astilleros y servicios Navales S.A.) in
Chile. MSS also has six anchor handling
tug supply vessels currently being
built at Volkswerft Stralsund yard in
Germany, all with extensive Rolls-Royce
equipment packages. These include
main propellers, tunnel thrusters,
Helicon X thruster and propeller remote
controls, steering gear, deck machinery
and operators’ chairs for propulsion and
winch operation. Also, MSS is engaged
in building a series of ten AHTSs of
Clean Design notation at STX Norway
with extensive Rolls-Royce equipment
packages. In April, MSS took delivery of
Maersk Tracker, the sixth in this series. A
11
VISION 1-2009. Rolls-Royce

12
VISION 1-2009. Rolls-Royce
The anatomy of the
UT 755 series
Since the first vessels went to sea in 1996 the UT 755 and its variants
has become an extremely popular platform supply vessel.
To date, vessels in service or on order
total some 160 with shipyard order
books for the latest version, the UT
755 CD, extending to 2011 deliveries.
The story actually begins in 1992/93.
UT-Design had built a strong
reputation for offshore vessels, on
the PSV side with the UT 705 and
UT 706, and the team saw a market
need for a new design to fill the
general needs of the offshore supply
market. The main design drivers
were efficiency, a good balance
between load and size, a simple
vessel to build, but with good hull
lines particularly for North Sea
conditions. The new vessel should
have a deadweight of about 3,000
tonnes and the ability to carry 1,500
tonnes of this on deck, yet have a
shallow enough draught to access
ports and bases worldwide.
Chine hull
Designer Sigmund Borgundvåg
recounts, “The vessel we came up
with was the UT 755; 67m long,
16m beam and about 6m draught.
A chine hull was chosen for ease
of construction, and to minimise
hull resistance the chine lines were
aligned with the water flow using
extensive tank testing. As well as
easing construction, the chines
helped with roll damping and also
allowed much larger bilge keels to
be installed without them extending
beyond the side or base lines. Large
passive stabilisation tanks provided
good roll reduction. Much thought
was given to tank layout in relation
to ship structure, and tanks for
800m³ of mud/brine were worked in,
together with ample tank space for
fuel, water and other liquids and a
very large cement bulk tank system.
The end result was a compact vessel
which, in practice, proved as capable
as far larger and more expensive to
run PSVs.”
The propulsion system was simple
but flexible for transit and DP
modes. Two Bergen K-series engines
provided 2 x 2,000kW driving 2.9m
diameter open water CP propellers
through reduction gears, one or two
tunnel thrusters were located aft
and either two tunnel units forward
or a tunnel thruster and a swing-up
azimuth thruster at the bow. In
combination with high lift rudders,
this gave excellent manoeuvrability
and propulsion redundancy.
Stretched version
Twenty-four of the original version
of the UT 755 were delivered
between 1996 and 2003. However,
in 1998 came the first example of
a stretched version, the UT 755 L,
which to date has proved by far the
most popular. The main change
was a 5 metre long extension in the
mid-body. The main design features
were retained, including the logical
and simple accommodation block,
but the extra length of the working
deck and hold provided a useful
bonus, and the extra length was
also beneficial for motions in the
North Sea wave spectrum. Although
the vessel was not maximised for
pipe carrying, four standard 12.5m
lengths of pipe could be carried on
the 51m by 13.5m working deck.
Below decks there was room for 20%
more mud/brine and cement. This
version proved to be an immediate
hit with the market, and sixty-five
vessels have so far gone into service
or are on order with both owners
and yards spread around the world.
The UT 755 L has become the
workhorse of the offshore industry,
having a good load capacity and
transport efficiency. It is popular
with charterers, and a favourite with
yards as a simple to build logical
design with low risk, especially since
the design is accompanied by all the
major equipment and systems from
Rolls-Royce.
Other variants have followed, to
meet particular market require ments.
For example, one short version has
been built, essentially the standard
UT 755 with a 5 metre section taken
out of the mid-body. This also met
a particular Petrobras ‘PSV 1500’
charter requirement.
The LN-version sports a large bow
bulb and hull lines optimised for
maintaining speed in big seas with
minimum fuel consumption. The LC
variant uses the same hull as the LN
and a revised superstructure. This
variant meets Clean Class rules.
Engine changes
Along the way, equipment
specifications have changed
somewhat to incorporate technical
advances. The biggest change is to
the engines. As the sturdy K-Series
reached the end of its production
life it was replaced by the newly
designed C-Series engines – compact
units 250mm bore by 330mm stroke
which meet emissions standards
without off-engine exhaust cleanup
equipment. LN and LC variants
have a simple electrical system to
reduce the zero pitch losses from the
propellers when at a platform, also
giving a higher propeller efficiency
in low speed mode. In this system
the pumps and motors accept
variable frequency from the shaft
generators in the 50Hz to 60Hz
range. This means that engine speed
and propeller revolutions can be
varied within limits while retaining
efficient electricity supply from shaft
generators.
This brings us to the latest variant,
which is fully diesel electric
and intended to meet future
requirements in terms of efficiency
and low emissions, without losing
the traditional virtues of the UT
755 concept. The UT 755 CD was
introduced in January 2008, and
since then Rolls-Royce has secured
orders for design and equipment for
a large number of vessels of this type.
Fast evolution
“The evolution of ship design is
currently running faster than ever,
and the market requires higher
environmental standards and
an improved safety level for the
crew,” says Svein Kleven, Design
Manager. “The extra length and
improvements in CFD techniques
allied to tank testing have enabled
the hull resistance to be reduced
by about 30 per cent compared to
the original UT 755 design, giving a
significantly better starting point for
demonstrating low fuel consumption
in transit conditions. Diesel electric
propulsion using azimuth thrusters
as the main propulsors also secures
a low fuel consumption in low speed
transit mode, DP mode and under
standby conditions. The Clean Design
standard gives a good protection
against oil pollution hazards and also
improved safety.”
“The UT 755 CD is also futureproofed.
For example, it meets the
MARPOL limitations for domestic
fuel oil storage in non-protected
fuel oil tanks and also covers future
legislative requirements such as
allowing space for water ballast
treatment systems.”
“Successful standardisation of PSV
designs requires a series of optional
multi-functionalities and optional
operational services to be taken
into account by the designers. Then
it is most important to integrate
these options with the minimum
of modifications to the generic
design solution. The way the design
is prepared defines the design’s
robustness.”
Freedom of choice
The UT 755 CD offers a series of
such options, including fire-fighting,
ROV services, standby and rescue
arrangements, oil recovery
arrangements, dynamic positioning
Class 1 or 2, PSV safer deck handling
systems, and offshore crane
arrangements with anti-heeling
systems.
A major improvement is the
flexibility in the choice of main
propulsion system. There are
always trade-offs: for example,
when evaluating azimuth thrusters
for main propulsion the optimum
system for transit conditions is
not necessarily the optimum for
DP/standby conditions. Azipull or
Contaz thrusters give the optimum
performance at transit speed, while
azimuth thrusters with nozzles
provide a higher performance
in DP mode. The final choice
depends on the vessel’s operational
profile, specifically the percentage
distribution of DP, transit and
standby modes.
“We have prepared similar inboard
arrangements and interfaces in the
UT 755 CD, enabling the customer
to choose between Azipull or
Contaz or nozzled azimuth thrusters,
depending on the expected area
of an operation and operational
profile,” says Svein Kleven.
The first UT 755 CD is due for
delivery in 2010 from Nam Cheong
Dockyard. A
13
VISION 1-2009. Rolls-Royce
B B
Many versions of the UT755 design. From left to right: the latest UT 755 now under construction; LC version Dina Mercur; LN showing
large deck area; Highland Rover (1st UT 755 L ) ; LN type Greatship Dhwan and UT755 Suffolk Supporter (1st UT 755).

Recent deliveries
Rigs and drillships enter service
During the past few years, as the offshore rig market came back to life, Rolls-Royce was very
successful in winning contracts to provide propulsion equipment for the new generation of
semi-submersible rigs and drillships.
14
E.R. Haugesund
E.R. Haugesund was delivered from STX Norway Offshore,
Aukra, to her owner E.R. Schiffahrt in early 2009. The 73.6 m long
platform supply vessel of Rolls-Royce design type UT 755 LN is the
fifth in a series of six vessels of this type for E.R. Schiffahrt.
D
The gestation period is long, but
now these vessels are going into
service, and many are designed for
high latitudes and harsh conditions
as new exploration and production
areas are tackled.
At the end of 2008 and the
beginning of this year Seadrill has
taken delivery of a drillship, West
Capella, second in a series of three
from Samsung in South Korea, and
the second semi-sub of two from
Daewoo, West Aquarius.
West Capella has six Rolls-Royce
propulsion thrusters of the
underwater mountable type
UUC 405, each rated at 4,500kW.
The ultra-deepwater drillship will
operate on a five-year Total charter
off Nigeria.
West Aquarius has eight thrusters,
also from the UUC-series, size
355, with individual ratings of
3,500kW. ExxonMobil has chartered
this deepwater semi-sub for four
years for worldwide operations,
and the first assignment will be
drilling offshore Indonesia. West
Aquarius can carry out parallel
drilling operations, and the rig is
designed for dynamic positioning
and working in water depths up to
3,000m.
Sixth generation
Nearing completion in Norway is
the first of two semi-subs for Aker
Drilling. It is a sixth generation rig
for operation in harsh environments
and ultra-deep water, designated
type Aker H-6e. A dynamically
positioned vessel with a double
ram rig, it is intended for drilling to
10,000m in 3,000m water depth,
and has full winterisation so that it
can operate in tough conditions. A
Rolls-Royce has provided both the
propulsion system and the main West Capella.
generator sets. The thruster run D
with variable speed and fixed pitch
propellers, and six 8-cylinder Bergen
engines of the B32:40 series coupled
to generators each provide 5,300kW
to supply the rig’s needs. A
Aker Drilling.
D
15
VISION 1-2009. Rolls-Royce
C CBO Manoella
CBO (Companhia Brasileira de Offshore) has taken delivery
of CBO Manoella from Brazilian shipyard Alianca. The vessel
is part of a series of type UT 715 L vessels for CBO, with three
now in operation, two to be delivered this year and five to be
delivered in 2010/2011.
B Far Serenade
Far Serenade, the first platform supply vessel of the UT 751
CD type, was delivered from STX Norway Offshore, Brevik,
to Farstad Shipping in March 2009. The vessel entered into a
long-term charter with StatoilHydro.
West Aquarius.
D
VISION 1-2009. Rolls-Royce
D Asso Trenta
Augusta Offshore SpA of Naples in Italy has taken delivery of
the platform supply vessel Asso Trenta from Simek in Norway.
Asso Trenta is to the UT 755 LC design, and is the tenth vessel
in the UT 755 series built by Simek at its Flekkefjord yard, with
another on order. Rolls-Royce provided the full package of
equipment and systems to accompany the design.
Augusta Offshore already operates many supply vessels and
anchor handlers of UT-design.

Far Samson
goes ploughing
Far Samson is the most powerful
offshore vessel ever built. The
vessel was initiated by Farstad
Shipping of Norway, and
realised by Rolls-Royce in close
cooperation with the owner.
A
B
Far Samson’s two working
deck levels are an unusual
feature.
16 A A
17
VISION 1-2009. Rolls-Royce
B
With a continuous bollard pull of 423 tonnes
with all three auxiliary thrusters operating,
Far Samson is the most powerful offshore vessel
ever built. Here it is seen leaving the fjords
of western Norway, heading for a long-term
charter.
Rolls-Royce developed the special
design based upon Farstad’s
requirements, working in close
cooperation with the owner and
charterer. The UT 761 CD has been
built by STX Europe Langsten
(formerly Aker Yards Langsten), and
goes on long-term charter.
Far Samson is the most powerful
offshore vessel so far, with a
continuous bollard pull of 423
tonnes with all three auxiliary
thrusters operating, and 377 tonnes
under main propellers alone.
The UT 761 CD is a design specially
developed to meet a strict set of
requirements from the owner, and
incorporates new technology. It is
a multifunctional vessel capable
of carrying out heavy ploughing
operations for pipes and cables
on the seabed, subsea installation
work in ultra-deep water, ROV
operations, towing, and other
challenging subsea operations. The
specification calls for ploughing to
a cut depth of 2.5m in the seabed
in water up to 1,000m deep.
Meeting the various demands
means a large vessel, 121.5m long
overall, 26m beam, 15,620 gross
tonnes, the hull strengthened to
Ice Class 1B, having also DeIce
Class for operation in iced waters
and harsh conditions. Hull lines are
optimised for the required 12-17
knot transit speed range, allowing
the ship to mobilise efficiently for
operations anywhere in the world.
The top speed is approx. 20 knots.
The draught is more than 8m to
give sufficient immersion to the
large propellers. The hullform
incorporates a bow bulb and stern
sections designed to give a clear
flow of water to the propellers
to satisfy the requirement for an
extremely high bollard pull.
During design and construction of
this Clean Design vessel, utmost
attention was paid to internal and
external environmental aspects,
as well as the safety conditions for
vessel and crew.
An unusual feature of the UT 761
CD is two working deck levels. The
space over the main deck houses
the winches (Rolls-Royce 600
tonne pull hydraulic main winch)
and is open at the stern, allowing
wires to be run over a stern roller.
It is flanked by workshops and
winches for the A-frame and crane,
provided by National Oilwell Varco.
In the deck are towing pins, shark
jaws and centring devices for
controlling the tow wire. Above
it is the working/weather deck
fitted with a track system and
transportation skids provided by
AxTech for deploying either of the
two massive ploughs offshore.
An A-frame delivered by AxTech
with a 250 tonne safe working
load offshore and an active
heave compensation winch is
mounted at the aft end of the deck.
Between the working deck and
the accommodation is a large ROV
hangar. A 7.2m x 7.2m moonpool is
provided amidships with a hatch in
the work deck and with a closable
hatch at the bottom, to prevent sea
water pumping at the high transit
speed.
VISION 1-2009. Rolls-Royce

AA Far Samson goes ploughing
18
VISION 1-2009. Rolls-Royce
Equipment can be deployed
through the moonpool using
the offshore crane from National
Oilwell Varco, which is rated for a
250 tonne lift up to 35m outreach
and 3,500m working depth.
Because of the high asymmetric
loads, the ship has an active heel
control system as well as passive
roll reduction tanks. For special
operations a tower can be installed
on the working deck above the
moonpool. Ahead of the plough
garage is an ROV hangar and
deployment system.
Far Samson has a hybrid propulsion
combining diesel-electric and
diesel-mechanical transmission to
give optimal operating flexibility,
fuel economy and minimum
exhaust emissions. Depending on
the type of operation, the UT 761
CD can run in any of six principal
propulsion modes. This flexibility
means that the widely varying
power requirements are efficiently
catered for, there is a high level
of propulsion redundancy, and
engines are run at an efficient part
of their load range, minimising
exhaust emissions. All Bergen
engines meet Clean Design class
rules without further exhaust
clean-up, but catalytic converters
are additionally fitted to the
gensets, giving 95% NOx reduction.
To meet IMO DP3 requirements,
the machinery is split between
two engine rooms separated by a
longitudinal watertight bulkhead.
Each of the two main CP propellers
is turned by two Bergen B32:40
V12P engines, coupled by a twin
input single-output gearbox, to
give 12,000kW per propeller. Each
gearbox also has power take-off
and take-in for respectively a shaft
generator and an electric motor.
There are four auxiliary generator
sets, each powered by a 9-cylinder
Bergen C25:33 engine.
The main 5.4m diameter CP
propellers in nozzles with their
independent flap rudders
are supplemented by several
Rolls-Royce thrusters. Aft are
two 1,200kW tunnel thrusters
and an 1,800kW swing-up
azimuth thruster. Forward there
is one 1,800kW tunnel thruster,
a swing-up azimuth unit of the
same power and an 1,800kW
Combithruster, which when
swung down operates in azimuth
and when housed forms a tunnel
thruster with no projection below
the hull.
One major role for the new Farstad
vessel will be pipeline trenching.
The charterer is a leading specialist
in this type of work, and has
developed a new generation
plough that is capable of cutting
a 2.5m deep trench in the seabed,
compared with the 1.5m typical
previously, allowing for larger pipe
diameters and giving the pipe
better protection. Far Samson can
pull this plough in the water depths
that will be called for in the future.
The main plough cuts the trench
and places the pre-laid pipeline in
it in one operation, and a separate
backfill plough is used later to
backfill the trench.
When not in use the main plough
is housed in a large hangar on deck
where it can be maintained under
cover. The hangar is detachable, so
The 121,5m long vessel is an impressive
sight. Here she is in Ålesund, the home
town of Farstad Shipping.
D
that if the plough is not required
on a mission it can be stored
ashore using the hangar as a
garage.
To move these heavy pieces
of equipment on deck safely
and under full control, AxTech
has developed a special skid
handling system, allowing one
plough to be parked on the
centreline under the hangar,
the other overhanging the deck
edge to port. Being able to
change the ploughs offshore,
eliminating the need for a
port call for plough change,
as well as being able to carry
both ploughs in fully operative
condition on deck at all times,
will be a great operating
advantage.
Far Samson has accommodation
to Farstad’s high standard,
meeting Comfort class (V3)
(C3) rules. Since the type of
operations to be undertaken
involve large numbers of
people, a total of 22 single
cabins and suites and 39 double
cabins are provided, together
with all facilities including
messes, cafeteria, dayrooms,
gymnasium, hospital, offices
and conference rooms, spread
over six decks. There is a central
lobby and lift to the various
levels, while the layout allows
easy movement of people
around the ship.
A distinctive feature of the
design is a double deck
bridge layout. The navigation
wheelhouse follows current
UT-Design principles, with
a semicircular bridge front
and the main forward facing
control station for transit and
navigation placed for optimum
sight lines. Communications
and a client/ROV service area
are located in the centre with
the casings either side, and at
the aft end, commanding a
clear view over the deck and
the area around the ship, is the
manoeuvring console.
On the deck below is a second
set of consoles enjoying a good
view over the working deck,
from which ploughing and
other winch operations can
be controlled. DP3 and other
controls are also slaved to this
position. On the same deck is a
plough/control/survey space,
an instrument room, suites
of offices and a conference
room. There is a separate ROV
control room, and a new engine
control room concept has been
developed by Rolls-Royce for
Farstad particularly for this
vessel.
Immediately after delivery
from STX Europe to Farstad, the
vessel will start its long-term
contract. Far Samson will pick
up the ploughs and use the
first period for commissioning
tests and mobilisation. Various
projects such as subsea support,
ROV support and craneage
work have been scheduled
in between the ploughing
operations.
This is a large, expensive and
complex vessel. But Farstad
was building on experience in
deep-water ploughing from
another vessel, also initiated by
Farstad, designed and equipped
by Rolls-Royce and built at
the same yard, the UT 741 Far
Sovereign. With a bollard of 280
tonnes this is a less powerful
vessel, but it has for many years
handled deep-water ploughing,
giving great satisfaction,
trenching to what has been up
to now the normal depth of cut
of 1.5m in up to 500m water
depth. A
19
VISION 1-2009. Rolls-Royce
C
Top right:
During the naming ceremony in
Edinburgh in March.
C
C
Far Samson has accommodation to
Farstad’s high standard.

Greater power electric
capability
DESIGN, ENGINEER, SUPPLY.
deck electrical load. A hybrid
system combining mechanical and
electrical transmission paths can
enable the machinery to operate
at optimum load for the prevailing
power requirement, saving up to
50 per cent fuel in some cases and
cutting NOx and CO2 emissions
in similar fashion, while also
reducing maintenance. AFE plays an
important role in getting the best
out of such systems.
B
Harmonic distortion
of the waveform.
From top to bottom;
The smoother
AFE- pulse, 6 pulse
and 12 pulse.
20
VISION 1-2009. Rolls-Royce
A
A diesel electric platform supply
vessel showing integrated
propulsion mechanical and
electrical systems from Rolls-Royce
The recent acquisition of
Scandinavian Electric Holding has
strengthened Rolls-Royce position
in a growing market. It follows the
earlier acquisition of VT Controls.
In combination with the control,
automation and switchboard
business built up over many
years and the long established
engineering integration capacity
in the company’s ship design
environment, it gives Rolls-Royce
full capability to meet customers’
requirements for electrical systems.
Electrical hybrid
“The trend for offshore vessels is
clear. More and more are turning to
electric or hybrid solutions.
Only 5 per cent of all PSV contracted
in 2000 were diesel-electric, but
in 2008 almost 60 per cent were
diesel-electric. Rolls-Royce believes
this development will continue and
that the figure will rise to about
80 per cent in 2012,” says Halvard
Hauso, Senior Vice President.
The intention is not to produce
every electrical item in-house.
Instead, Rolls-Royce will take more
responsibility for engineering,
integrating and providing
complete systems, built up from a
mix of Rolls-Royce manufactured
products and other equipment,
such as electric motors, from
carefully chosen external suppliers.
Integrated system
For many years, Rolls-Royce
has been designing successful
diesel-electric and hybrid
propulsion systems, especially
for offshore vessels. Now, it can
supply shipyards and owners with
integrated systems of hardware
and software.
A key element in these power
electrical systems is the Active
Front End (AFE). Traditional pulse
converters can produce substantial
total harmonic distortion (THD) of
the power supply waveform. This
can be greatly reduced using AFEpulse,
leading to lower losses and
in turn to fuel savings, as well as
less stress on electrical systems.
Class society requirements are that
THD should not exceed 5%. With
Rolls-Royce AFE systems, values
on board are less than 2% over the
whole load range.
AFE has a number of other
advantages. Overall installation
cost is reduced because there is
just one cabinet, with power input
and power output connections.
The same hardware is used for
the motor unit and the net unit,
several units can be in a common
network with multiple generators,
and the overall ship system is easy
to configure. At the technical
level, there is no need for large
transformers. Regenerative braking
is provided, enabling propeller
rotation to be stopped fast, and the
system can obtain full output from
generators.
Currently, the Active Front End
product is available in four unit
sizes spanning together powers
from 700kW to 5,500kW.
A further addition to the
Rolls-Royce portfolio is a Blackout
Pevention System, based on fast
intelligent programmable logic
controllers. This calculates power
consumption and available power,
constantly adjusting the power
limits on propulsion drives to
avoid overloading generators.
At the same time it monitors the
generators for faults when several
gensets are running in parallel,
looking for problems such as AVR
failure, over- or underspeed and
back power.
Diesel-electric and hybrid systems
are becoming more and more
popular for offshore vessels,
also other ship types, and many
Rolls-Royce designed vessels
are now in service with this kind
of propulsion. It is particularly
relevant for vessels that operate
in different modes for significant
lengths of time, such as transit
or towing followed by DP with
Conversions
It can also be worthwhile to
convert existing ships from diesel
mechanical to hybrid propulsion,
where a vessel’s operating profile
justifies it.
One very successful conversion has
been the Norwegian Coastguard
vessel KV Harstad. Its work covers
many roles, from emergency towing
to fishery inspection, high speed
chase to loitering and surveillance.
The hybrid propulsion system now
consists of the two main engines
each driving a CP propeller through
as reduction gear. Each gearbox
has a PTI/PTO with an electrical
machine that can provide 2250kVA
to the splittable bus bar as a shaft
generator or 1,500kW as a motor
fed from an AFE system. Three
auxiliary generators can be coupled
to the bus. Main engine power
can be fed to the propellers and
electrical consumers. Alternatively,
a combination of main engines
and gensets, or gensets alone,
can supply propulsion, auxiliary
thrusters and hotel loads.
The result has been a dramatic
reduction in fuel consumption, from
typically 10 tonnes daily to 5 tonnes.
The related reduction in NOx- and
CO2 emissions is about 50%. One
major contribution to this is the
reduction in zero-pitch losses from
the propellers.
This type of conversion can be
specially attractive under the
present tax regime in Norway, since
it can be funded out of the NOx tax.
“Rolls-Royce will now put more
effort into converting vessels with
variable operating profiles; PSV,
AHTS etc., to hybrid propulsion.
Hybrid conversions will provide
a substantal reduction in fuel
consumption and hence emissions.
Rolls-Royce will also be able to
carry out these conversions as
turn-key including installation by
utilising the capability of the former
Scandinavian Electric Holding,” says
Halvard Hauso. A
B
Basic Active Front End
(AFE) cabinet layout.
Diagram showing
the conversion of KV
Harstad to hybrid
propulsion with both
mechanical and
electrical transmissions
for maximum efficiency
and minimum
emissions in multiple
operating modes.
D
B
KV Harstad.
21
VISION 1-2009. Rolls-Royce

Increasing the
functionality of
supply vessels
A multifunctional sliding deck arrangement, newly developed by
Rolls-Royce, is the key feature in increasing the efficiency of PSV
operations and improving the safety of those working on deck.
Modern PSVs often have cargo rails
more than 3m high, which though
beneficial in other respects, can restrict
winch operations, for which obstructions
surrounding the winch zone may not be
more than 3m high. With the movable
deck solution, the winch zone is prepared
on the forward deck SDO section, which
is moved to a position where motions are
optimum for helicopter lifting.
D
For many types of boom and
skimmer used in spill oil recovery
easy access to the deck edge is
needed for deployment; not so
simple with the high cargo rails
desirable for other operations.
Using the aft section of the
movable deck solves the
problem, and also provides a
storage area for equipment if it is
to be carried on board for periods.
A
Modern PSVs usually have the
superstructure and MOB boat
stowage far forward to maximise
cargo deck area. But this conflicts
with requirements for standby/
rescue vessels to deploy MOBs
where the vessel has a flat side.
The Rolls-Royce solution allows
the MOB boat to be moved on
the extended SDO crane rails
from the forward position to one
more amidships where motions
are least for launch and recovery.
One of the movable deck sections
can also be located at the same
position for ease of recovering
survivors over the side during
major rescue operations.
A
22
VISION 1-2009. Rolls-Royce
The forward movable deck section
can assist in deployment of work
or inspection class ROVs. When
they are needed, they are skidded
onto the deck from the hangar,
and the deck is moved to the
optimum position for deployment.
The hangar can be used as a
workshop during ROV operations.
A
23
VISION 1-2009. Rolls-Royce
It extends the functionality in
normal PSV operations, and greatly
improves the performance of
PSVs that also have to perform
operations in other fields, in
particular subsea, standby/rescue,
maintenance and repair.
Designer Torgeir Torgersen
explains. ”At the heart of the system
are two movable deck sections,
at cargo rail height. These can be
moved fore and aft and locked in
any desired position. Each has a
load capacity of about 300 tonnes.
They do not affect the load pattern
on the main deck, as there is plenty
of clearance under the moving
sections for general cargoes such
as containers, pipes and baskets.
One benefit is an increase in deck
area of about 30 per cent for
volume-intensive cargoes, but
the main advantage of these deck
sections is that they allow other
operations to be carried out more
effectively. They can be moved fore
and aft to suit a specific operation.
The SDO cranes, introduced earlier
by Rolls-Royce, move along the
cargo rails to work in combination
with the movable deck system,
giving extreme flexibility in
handling supplies and equipment
for different tasks.”
In terms of cargo handling there is
a dedicated loading and unloading
area for rig cranes and improved
sight lines to this area from the
crane cabin. It is also possible
to position fragile cargo where
motions are at their least to reduce
the likelihood of damage during rig
crane handling.
Return cargo can be dropped
onto both the main deck and the
movable decks without too much
regard to exact stowage, the final
positioning being carried out at
leisure using the PSV’s own gear.
These decks also optimise the
vessel for several other types of
work – winch operations, MOB
deployment, oil recovery, helideck
– as shown in the illustations. A
Where a vessel has a requirement
for personnel transfer the SDO
deck arrangement can be
mobilised as a helideck. The safety
nets, escape ways, side extensions
and fire-fighting equipment are
installed during mobilisation.
The advantage is that the deck
can be positioned at the point
of minimum pitch and heave,
making crew transfer and similar
operations safer.
A

24
VISION 1-2009. Rolls-Royce
The UK coastguard vessel
Anglian Princess of
UT 719 T design
was delivered in 2003.
A
Emergency
towing
Although the vast majority of vessels
complete their voyages successfully and
without incident, countries worry about
potential marine pollution incidents
connected to ships passing their
coastlines and visiting their ports.
Oil tankers and ships carrying
large quantities of heavy fuel
bunkers are seen as a particular
threat. Many incidents over the
years, Torrey Canyon, Amoco Cadiz,
Braer, Erika, Prestige to name but
a few, have caused extensive
pollution around the coast of
Western Europe alone.
Strategic points
One solution that has achieved
acceptance has been the
stationing of emergency towing
vessels (ETV) at strategic points
around the coast. The UK was
an early adopter and has had
considerable success, including
recently avoiding what could
After this container vessel broke its back, UT 515
Abeille Bourbon and UT 719 T Anglian Princess
successfully towed it to a designated beaching site.
D .
have been a serious pollution case
when the container vessel
MSC Napoli began to break up in
the Channel.
A survey of alternatives by the
UK Coastguard identified ETVs
as a costly but best solution,
and an ETV programme was
implemented in 1996.
Klyne Tugs, based in Lowestoft,
has the long-term contract. The
company deploys four vessels
around the UK coast: at Lerwick in
Shetland covering the north and
east, at Dover for the intensive
traffic in the narrow part of the
Channel, at Falmouth covering
the western approaches and at
Stornoway covering the west coast of
Scotland. A further vessel approved
for ETV-work can relieve any of the
main ships.
Powerful vessels
To meet the UK ETV-requirements,
Klyne Tugs had two powerful
purpose-built emergency towing
vessels constructed at the Yantai
Raffles yard in China. They selected
Rolls-Royce design and equipment.
Anglian Princess and Anglian Sovereign
were built to the UT 719 T design and
delivered in 2002 and 2003. Sovereign
is currently stationed at Stornoway
and Princess in Falmouth.
These two vessels are a special
development of the very seaworthy
UT 719 platform. The Klyne
UT 719 T sisters are optimised for
towing and have a FiFi 1 fire-fighting
outfit. They are 67.4m long with a
beam of 15.5m and a bollard pull
of 180 tonnes. Two medium-speed
engines totalling 12,000kW turn
Rolls-Royce CP propellers in nozzles.
Independent high lift rudders provide
manoeuvring capability, aided by two
Rolls-Royce 588kW tunnel thrusters
at the bow and a 660kW unit at the
stern. The main winch has a towing
drum rated for 300 tonnes pull and
can hold 1,500m of 76mm wire rope.
Two anchor handling drums are rated
at 300 tonnes, with a brake holding
load of 450 tonnes on the first layer.
Drum capacity is 1,500m of 76mm
wire. Other deck machinery includes
a pennant/store reel, a spare wire
drum, capstans, tugger winches, a
500 tonne stern roller, towing pins,
shark jaws and a double anchor/
mooring winch.
Ready for action
The primary aim of the ETV-system
is to tow clear of danger any ships
which may present a pollution
hazard, for example vessels in danger
of grounding due to machinery
breakdown. This is a business where
the best news is no news, where ETVs
are sitting doing nothing dramatic.
But the vessels have to be ready for
action at all times in any weather.
Probably the highest profile casualty
has been MSC Napoli, a large
container ship suffering structural
break-up in the western end of the
Channel. In an action which has
been widely regarded as a model
of its kind, Anglian Princess and the
French vessel Abeille Bourbon (also a
Rolls-Royce design) worked together
to tow the casualty to a designated
beaching location on the south coast
of England before it could break
in two and sink. Then, and during
subsequent salvage and dismantling
operations, pollution from bunkers
was avoided.
Klyne Tugs say they do not regret
selecting the open stern for their
purpose-built ETVs, finding the
offshore layout good where chains
are to be got on board or hazardous
floating objects such as lost
hatchcovers or containers need to be
decked.
In 2007 Klyne Tugs was taken over by
the old-established firm of J P Knight,
which specialises in towage, salvage
and transport. It has, however,
retained a high level of autonomy. A
New IO range
After 10 years the IO-box range (Input/Output-box) from
Rolls-Royce was due for a change. New needs and more
advanced control systems signalled a change of pace, and
now a new range is ready to hit the market.
IO modules are a key component
in all control systems, and this
is where physical measures and
activation of actuators take place.
Some modules read temperature,
pressure, position, power and
voltage, while others activate
valves, start and stop pumps, and
so on. The demand for increased
speed, accuracy and a higher
degree of standardisation made
Rolls-Royce take a step further.
“What is revolutionary with this
new range is that it uses the
same software for all systems,
and our customers will thus
experience common control by
using the same type of IO-box for
propellers, rudders, winches and
steering gear etc. In other words,
it will lead to a better system for
customers, since they only need
one type of box in their parts and
accessories department,” says
technical product manager Arve
Sivertsen.
The aim has been to commer cialise
the product, and climb upwards
in the chain by sourcing boxes
from an external supplier. “It
did not make any sense to use
internal resources to produce
these ourselves, so we defined
the specification and invited
tenders,” explains Sivertsen. The
prototype is ready and boxes are
likely to be released sometime
during the year.
New screen range
A new range of screens is also
on its way, and this implies
that today’s screens will be
replaced with a standard series
of screens. Rolls-Royce goes over
to wide screen format (16:9)
on the bridge, and these are
included in the ‘common look
and feel’ concept. The screens are
equipped with touch screen and
will be placed optimally on the
bridge.
Because the screen is
standardised customers
can reduce their spare parts
inventory, as opposed to today’s
situation where different screens
serve different purposes. Now
they can use the same screen
everywhere on the bridge. The
aim is to put the new screens
into operation by the end of this
year. In addition, a larger screen
is under development, but this is
not scheduled for production in
the near future. A
25
VISION 1-2009 Rolls-Royce

‘Computer game’
with real consequences
At first glance today’s dynamic positioning (DP) unit, with the cool joystick, looks like it comes from the
latest computer game. But this is no game. The technology is state-of-the-art, and the need for proper
training is considerable.
Market outlook BROKERS CORNER
Far East
North Sea
26
VISION 1-2009. Rolls-Royce
C
Part of the project team establishing a new
training facility for DP. Training Manager Tron
R. Resnes, Team Manager Geir Olav Otterlei
and Project Manager Erlend Rangnes.
“We get phone calls every week
from shipping lines and vessels
asking for the latest know-how on
DP,” says Geir Olav Otterlei, Team
Manager with Marine Services at
Rolls-Royce, Control – Ålesund.
“So our training programmes
are definitely in demand. And,
increasingly, training is included as
part of the sales agreement when
customers order DP systems.”
Rolls-Royce is currently expanding
its DP training capacity, and will be
opening a new training laboratory
during the year. The new facilities
will allow Rolls-Royce to offer
training to groups of up to 10
people at a time.
When the new Rolls-Royce
Training Centre in Ålesund goes
into operation it will also include a
DP classroom. Until then the first
version will be installed close by, at
Ålesund University College.
‘Game over’?
DP links together familiar systems
that can be operated by means of a
monitor and joystick arrangement.
You can, quite simply, sit in comfort
on the bridge and keep the vessel
correctly positioned – on station
beside an oil rig, for example. How
much training does that really take?
“It is precisely the fact that DP
links together so many automated
systems and processes on board
that makes correct handling so
important. Let’s put it this way:
when it’s ‘game over’ on a computer
game you just start again. For a real
ship it would probably mean a visit
from the service engineer or a trip
into dock,” explains Otterlei.
In addition to crew training,
Rolls-Royce also runs courses for key
service personnel.
Training manager
In the ‘good old days’ seamen were
‘jacks of all trades’, able to turn
their hands to more or less any job
on board. And they learned their
skills as they went along. But as
vessels have become ever more
technologically advanced, the need
for specialised training has steadily
increased. At the same time, more
C
The classroom plan for the DP training laboratory to be
established by the summer of 2009.
than one member of the crew must
be capable of performing any given
task. Every DP system supplied
by Rolls-Royce will be handled by
12 people – if crew members are
operating a two-watch pattern.
“We have orders for 31 new DP
systems and 60 new joysticks for
delivery in 2009. It goes without
saying that the need for training is
enormous,” says Otterlei.
Rolls-Royce has recruited a new DP
training manager. Tron R Resnes has
experience as both second officer
and crewman on offshore vessels,
and as a classroom instructor.
“The people who develop these
systems, myself included, are
technocrats. We need more teaching
skills. Being able to explain things
and understanding the user’s point
of view are important to the success
of any training programme. That is
why we are extremely pleased that
Tron has taken on this role,” says
Otterlei.
One of Resnes’s first tasks will be to
further develop the course material
and tutorials. A
What is the market like now
and what is the outlook for the
next few months? Two brokers
give their views. Note that the
respones were given in mid
April 2009.
Robert Henley is a broker at the R.S.
Platou Shipbrokers office in Singapore.
In the market, perhaps least touched
by financial turbulence, business is as
usual. Or better.
The final quarter of 2008 gave the first
real signs of the financial turmoil
affecting the SE Asian supply vessel
market. Cancellations of new builds
have become a reality, S & P activity has
decreased dramatically and Charterers
have moved from the position of
beggars to choosers. An influx of
vessels in the spot market has given
softening of rates in the short term,
and we see more and more owners
being willing to drop levels to secure
comfortable term work.
Sale and purchase activity has more
or less come to a standstill, with
virtually no financing obtainable in
the market. There are still plenty of
buyers out there, but unless the banks
reopen their doors, few deals are likely
to be concluded during the first half of
this year – especially on USD 10 mill. +
units .
With today’s ‘low’ oil price, most
charterers have been hesitant to take
on vessels at 2008 rates which have
resulted in a correction. Some may
argue owners were a bit late in taking
their share of ‘it’ in order keep oil
companies’ investments at a healthy
level and maintain demand at decent
levels. Some of the oil minnows and
even majors will and have proven to
struggle to execute their intended
plans as a result of reduced oil price
and unsecured financing for their
planned programmes. A
Bruse Kverneland works at Seabrokers
Chartering AS in Stavanger.
The offshore market saw an incredibly
strong last period of 2008, with record
high rates on large AHTS. We still
believe that the rate levels for 2009
will stay strong, but with greater
fluctuations than in 2008.
2009 started out with a lot of available
tonnage, but this situation has
gradually tightened. In the course of
a few months, 10-12 large AHTS will
disappear from the North Sea, and
this will further limit the availability of
tonnage.
One must always take into account that
projects could get cancelled at short
notice, due to low oil prices or the
financial turmoil in general – this will of
course alter the situation.
The credit market is still struggling,
with even great projects meeting
difficult obstacles. But there is still
optimism among the players in the
market. A
27
VISION 1-2009. Rolls-Royce

Strengthening the service centres
Diesel service down under
New service centre caters to
Mexican Gulf
Brazilian rendezvous
Upgrade to Seattle service
capacity
Mumbai opened
for business
28
VISION 1-2009. Rolls-Royce
Rolls-Royce opened
five new or enhanced
Marine Service Centres
around the world last
year. All are located close
to important offshore
markets.
With the opening of a new facility
at Port Melbourne, Rolls-Royce has
greatly expanded its diesel service
for customers in Australia.
Although Rolls-Royce has had a
marine services operation in the
Melbourne area since the early
1990s, the new facility is located
at the centre of marine activities in
Port Melbourne and close to several
important customers.
The workshop is equipped with the
latest in diesel engine component
tooling, staffed by factory-trained
specialists. Orders for Bergen
cylinder head overhauls, fuel pumps,
injectors and liners have already
been completed and there is a good
forward order book.
There is good reason for selecting
Port Melbourne, in that it is very
accessible for the long-established
offshore industry in the Bass Strait.
It also allows effective coverage
of the south and east coast of
Australia and across the Tasman Sea
to New Zealand, complementing
the Rolls-Royce propulsion product
centre in Fremantle in Western
Australia, which primarily serves the
Australian Navy’s repair business and
the offshore industry on the north
west coast.
The future is seen as involving
close cooperation with customers
operating Rolls-Royce diesel engines
so that maintenance routines can
be specifically designed for the
customer’s actual operation. By
using the exchange programme,
all the parts are obtained and
refurbishment is done prior to going
on board, which results in the least
amount of down-time for the vessel’s
machinery. A
Provides key geographical
placement in an important
market.
A new Rolls-Royce Service Centre
in Galveston, Texas, has opened.
Situated at Pelican Island in the
busy port community, this is an
ideal placement in regards to
catering for customers in the
Mexican Gulf.
The site includes an offshore supply
terminal, a rig yard and a cruise
port. Its closest neighbour is the
Gulf Copper offshore yard, which
does repairs and maintenance
on drilling rigs. Rolls-Royce has
delivered equipment to many of
these rigs, and will be subletting
space from Gulf Copper. The new
site, which spreads out across 3,000
m 2 , is equipped to handle some of
our largest thrusters.
When in full operation, the centre
will employ some 30 workers,
and may expand into as many as
100 employees over time. Diana
Puccetti of the Galveston City
Council expressed her thanks
during the commencement of the
building process:
“We have many possibilities here
on Pelican Island, and this is yet
another step towards a fantastic
development for Galveston City, its
port, and several other groupings.”
Galveston, situated southeast
of Houston, has long and proud
nautical traditions. Its commercial
port was established in 1825, and
today it handles both goods and
passenger traffic. Galveston is also
a very popular tourist destination.
A
Rolls-Royce is investing in a new
facility in Brazil, for its whole
range of marine equipment.
The new workshop is being built at
Ilha do Caju, Niterói, in front of the
access channel to the Port of Niterói.
It is expected to be ready by the end
of the 1st quarter of 2009.
The new site will reinforce the
Rolls-Royce strength in the offshore
service market in Brazil. Among the
main customers expected to use
the installation in 2009, are the OEP
customers Petrobras, Transocean
and Etesco. Rolls-Royce has a
signed agreement with Petrobras
to overhaul the 8 azimuth thrusters
of semi-sub P-23, and all these units
will be overhauled in the new site, if
the semi-sub confirm its stoppage in
May, 2009.
The new facility will have an effective
workshop area of 2,100m 2 , located
inside a total area of 13,000m 2 .
The workshop will have a hoisting
capacity of 100 tonnes, a machining
area with latest-generation
equipment and a separate area for
cleaning, sand-blasting and painting.
The most important point is the
direct access to Guanabara Bay, with
no need to cross the centre span of
the Rio-Niterói Bridge.
Presently, the company is established
in the São Cristóvão sector of
Rio de Janeiro, where repair and
maintenance services of equipment
are carried out in an area of 700m 2 ,
with a hoisting capacity of 32 tonnes.
In the last two years, Rolls-Royce
trebled its repair and maintenance
services revenue, and doubled its
sales of spare parts. A
Triples in size to meet local
demands.
In Seattle, USA, Rolls-Royce
opened its new service site
at the beginning of 2009. The
1300m 2 facilities are three times
bigger than the previous Seattle
installation, an answer to greatly
increased demand for service in
the area. It also places Rolls-Royce
closer to the customers, with
some of the major marine players
only a few minutes from the
service site. The previous facilities
were situated inland, making
them less inconvenient and less
cost-effective for customers.
”Our investments in Seattle are
another step in our efforts to
build service centres in USA and
the rest of the world, to meet
local demands in the offshore,
merchant and naval markets,”
says Bill Malacrida, President of
Rolls-Royce in North America.
New sites are also built in Miramar,
Fort Lauderdale, catering to the
cruise and yachting markets, and
in Galveston, Texas and Rio de
Janeiro, targeting the offshore
markets in the Gulf of Mexico.
The Seattle service site currently
employs a staff of 28 sales and
service workers, who will be joined
by 10 service engineers in the near
future. A
Close to some of the region’s
most important shipowners and
shipbuilding customers.
A new Rolls-Royce service centre in
India was officially opened in May
2008. It will support the increasing
number of offshore, merchant and
naval customers in the country. The
new repair and overhaul facility is
located in Navi, Mumbai.
The workshop offers customers
through-life support for
equipment, from service exchange
programmes to turnkey projects
and customer training. It has been
established in response to rising
demand for Rolls-Royce marine
equipment in the region and
the growing installed product
base, which has in turn increased
the need for aftersales support
services.
“Our offshore, merchant and naval
customer base in India has been
growing rapidly,” said Gary Wieland,
Marine Managing Director for
Rolls-Royce in India.
“We have equipment on more than
180 vessels with 60 Indian owners.
Around 50 of these are UT vessels,
each equipped with a range of
Rolls-Royce equipment.”
The new workshops and offices
cover over 3,250m 2 , about half
of which is dedicated to repair
and overhaul work, spanned by
40 tonne and 20 tonne capacity
gantry cranes for efficient
handling of heavy equipment.
A further quarter is to be used
for assembling marine electrical
systems; switchboards and
automation. A
29
VISION 1-2009. Rolls-Royce

History WHERE IS SHE NOW
30
VISION 1-2009. Rolls-Royce
Heavy seas?
What heavy seas?
It is said that some years ago, when dynamic positioning was a rather new phenomenon, a crane
operator on a North Sea platform told Statoil that every PSV ought to have DP – like Rem Stadt.
“We had a good laugh,” remembers Per Gunnar Jarnes, CEO of Remøy Shipping.
At that time Rem Stadt did not
have DP at all, only the built-in sea
worthiness that made her legendary.
Rem Stadt was built in 1995/1996
to fit a contract with Statoil, now
StatoilHydro. This contract demanded
a vessel with larger capacity than any
known designs could deliver, and so
the only UT 746 ever built came into
being.
“There were other designs that we
could have taken into consideration,
but we believed strongly in the people
behind the UT-Design and their
experience, especially Mr. Sigmund
Borgundvaag. Our belief paid off,”
Mr. Jarnes reflects.
Large capacity still
Chief Knut A. Rafteseth was on the
shipowners “on site team” at Brattvaag
Shipyard (now STX Europe Brattvaag)
during the building period, and he is
still on board as Chief.
“Yes, she was big,” he recalls, “and she
still is. When it comes to deck and
tank capacity, Rem Stadt still surpasses
most vessels.“
The combination of high cargo
capacity and unique sea-keeping
abilities has made the vessel a reliable
and asked-for workhorse, recognised
for smooth operations under all
conditions.
“The crew members really must have
seen every single Statoil logo in the
North Sea”, Chief Rafteseth says.
“I believe the vessel’s success is one of
the reasons for the low crew turnover.
Everyone wants to stay with a winner,
and her seaworthiness makes the time
we spend on board easier and more
comfortable, both off and on duty.
During the first eight years, hardly
anyone left for other vessels.”
Extended contract
Back in the office in Fosnavåg, we
ask Mr. Jarnes about the future of
Rem Stadt, soon to be 13 years of
age. He tells us that she is in her first
three-year extended period to the
original contract, thus she will remain
in the North Sea for StatoilHydro at
least until 2011.
Rem Stadt has never had any
accidents, neither has she been part of
a dramatic situation, as far as Jarnes or
Rafteseth can recall. A
!
Rem Stadt
D
Rem Stadt’s specifications
when she was delivered
in 1996:
Length (loa): 87.8m
Beam: 18.8m
Deadweight: 5,372 tonnes
Main engines: 2x3,235kW
Ship’s type: UT 746
Global contacts
EUROPE
Norway
Aalesund
(Head Office, Merchant)
Tel: +47 815 20 070
Fax: +47 70 01 40 05
Aalesund (Control Systems)
Tel: +47 815 20 070
Fax: +47 70 01 40 77
Aalesund (Ship Design,
Fish and Merchant)
Tel: +47 815 20 070
Fax: +47 70 10 37 01
Austevoll
(Power Electric Systems)
Tel: +47 56 18 19 00
Fax: +47 56 18 19 20
Bergen
(Power Electric Systems)
Tel: +47 55 50 60 70
Fax: +47 55 50 60 52
Bergen (Engines)
Tel: +47 815 20 070
Fax: +47 55 19 04 05
Bergen (Foundry)
Tel: +47 815 20 070
Fax: +47 55 53 65 05
Hagavik (Steering Gear)
Tel: +47 815 20 070
Fax: +47 56 30 82 41
Brattvaag (Deck Machinery)
Tel: +47 815 20 070
Fax: +47 70 20 86 00
Hareid (Rudders)
Tel: +47 815 20 070
Fax: +47 70 01 40 21
Longva (Automation)
Tel: +47 815 20 070
Fax: +47 70 20 83 51
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Fax: +47 70 20 89 00
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(Head Office, Offshore)
Tel: +47 815 20 070
Fax: +47 70 01 40 05
Ulsteinvik
(Ship Design, Offshore)
Tel: +47 815 20 070
Fax: +47 70 01 40 13
Ulsteinvik (Propulsion)
Tel: +47 815 20 070
Fax: +47 70 01 40 14
Volda (Propulsion)
Tel: +47 815 20 070
Fax: +47 70 07 39 50
Denmark
Aalborg
Tel: +45 9930 3600
Fax: +45 9930 3601
Finland
Helsinki
Tel: +358 9 4730 3301
Fax: +358 9 4730 3999
Rauma
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Fax: +358 2 8379 4804
France
Rungis Cedex
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Germany
Norderstedt - Hamburg
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Tel: +49 40 7809190
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Greece
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Tel: +30 210 4599 688/9
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Italy
Genova
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The Netherlands
Pernis - Rotterdam
Tel: +31 10 40 90 920
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ASIA PACIFIC
(INC. MIDDLE EAST)
Australia
Melbourne
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New Zealand
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NORTH EAST ASIA
China
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31
VISION 1-2009. Rolls-Royce