Vision 2009 - Rolls-Royce

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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
Page 1 and 2: VISION OFFSHORE MAGAZINE | VOL. 5 -
Page 3 and 4: NEWS Farewell to K, forward with B
Page 5 and 6: Island Frontier in drydock for conv
Page 7 and 8: 12 VISION 1-2009. Rolls-Royce The a
Page 9: Far Samson goes ploughing Far Samso
Page 13 and 14: 24 VISION 1-2009. Rolls-Royce The U
Page 15 and 16: Strengthening the service centres D

Vision 2009 - Rolls-Royce

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