Vision 2012/1 - Rolls-Royce

OFFSHORE
MAGAZINE
VISION
NO. 1/2012
Complete crane
concepts for
offshore vessels PAGE 7
HIGHLIGHTS IN THIS ISSUE: INTEGRATED DESIGN
FOR A BETTER ENVIRONMENT, PAGE 12 I
UNDERWATER REPAIR SAVES TIME AND MONEY,
PAGE 20 I TWO NEW TRAINING CENTRES, PAGE 28

CONTENTS
pages 12-15:
Integrated design for a better environment
page 20:
Underwater repair
page 10:
Daimler and Rolls-Royce buy Tognum
3 .............................................................................................................................................Viewpoint
4-6 .................................................................................................................................................Orders
7-9 ........................................................ Complete crane concepts for offshore vessels
10-11 ..........................................................................Daimler and Rolls-Royce join forces
12-15 ........................................................Integrated design for a better environment
16-17 .............................................................. Offshore innovation – a matter of speed
18-19 ............................................................Azimuth thrusters for drillship propulsion
20-21 ........................................................... Underwater repair saves time and money
22-23 .............................................................. New impact to the Icelandic coastguard
24-25 ........................................................................................................................Global support
26 .................................................................................Powering wind turbine installations
27 ..........................................................................Waterjets in wind farm support vessels
28-29 ...............................................New training centres in Singapore and Norway
30 ..............................................................................Improving distribution of spare parts
2 VISION 1/12

NO. 1/2012
VISION 1/12
Editor: Anette Bonnevie Wollebæk
Contributors: Marianne Hovden,
Richard White, Linn Christin Osnes
and Blue-C.
REACHING
NEW HEIGHTS
VIEWPOINT
Design and layout:
I&M Kommunikasjon AS
Printed by: Egsetviketrykk AS
Circulation: 13,000
Photos in this issue:
Pages 10-11: Tognum
Pages 14-15: Ill. by I&M
Page 16: Salt Studio
Page 18: Transocean
Page 26: MPI Offshore
Other photos and illustrations are
from the Rolls-Royce archive.
Contact: Rolls-Royce
Communications Dept.,
P.O. Box 1522,
NO-6025 Ålesund, Norway
Tel. +47 815 200 70
E-mails regarding this magazine
can be sent to:
marianne.hovden@rolls-royce.com
OFFSHORE
MAGAZINE
VISION
Complete crane
concepts for
offshore vessels PAGE 7
HIGHLIGHTS IN THIS ISSUE: INTEGRATED DESIGN
FOR A BETTER ENVIRONMENT, PAGE 12 I
UNDERWATER REPAIR SAVES TIME AND MONEY,
PAGE 20 I TWO NEW TRAINING CENTRES, PAGE 28
This edition of Vision features innovation in many
areas, from advanced deck equipment to futuristic
hull designs. This provides a good picture of Roll-
Royce’s offshore business today. Innovation for us
is as much about fine-tuning individual solutions
as about the grand sweep of technological
advancement. Rolls-Royce is bursting with highly
skilled people at all levels, with an extreme interest
in product development, new ideas and ingenious
improvements big and small. But while some
technology-driven companies may struggle to
lift their gaze from the drawing board and check
where the market is going, we see it as a crucial
management discipline to be practised every day.
The exciting thing about an innovative company
like ours is the wealth of expertise and competence
we have on tap, and the opportunities it gives us
to support the development of safer and more
environment-friendly solutions, and more efficient
operations.
In response to the steadily growing amount
of advanced equipment being designed and
produced at our facilities, both vessel crews
and service engineers need to keep themselves
constantly up to date. This effort will receive a
considerable boost in March this year when the
brand new Rolls-Royce Technology and Training
Centre in Ålesund is officially opened. The centre is
the only one of its kind in Europe, and represents a
unique meeting place for our industry. It will house
several new simulator solutions in addition to a hall
for ship’s equipment such as propellers, winches
and engines. Products that we supply from
various plants in the Nordic region will be brought
together here, making the centre a fantastic
showcase for the Group’s engineering capabilities.
The centre will be one hub in a network of
maritime training centres that Rolls-Royce has, or
is in the process of building, all over the world.
We are also very pleased that the centre is located
adjacent to Ålesund University College, and hope
to further strengthen the ties between business
and academia.
Best regards,
Anders Almestad
President – Offshore
Front page: 3D illustration of
crane, with large lifting capability.
©Rolls-Royce
VISION 1/12
3

ORDERS
Activity in the offshore industry is picking up after the
last economic downturn, resulting in quite a few new
contracts for Rolls-Royce.
Here is a summary of orders since the last issue of Vision
Offshore Magazine was published.
ORDERS SINCE JUNE 2011
In 2011, Rolls-Royce won orders in two rounds
to design and equip four offshore supply
vessels in total for Brasil Supply. The two UT
775 Es in the first order, and the two
UT 735 SEs in the second order, feature a
fully-integrated equipment system from
Rolls-Royce. All four vessels will be built by
Estaleiro Ilha S.A. in Brazil and are due for
delivery in 2013.
Rosetti Marino SpA shipyard in Italy will build
two UT 755 XL offshore service vessels with
an integrated system of Rolls-Royce
equipment for Italian ship owner Fratelli
D’Amato. This order will bring Fratelli
D’Amato’s fleet of Rolls-Royce vessels to a total
of eight. The vessels are due for delivery in
2013.
Rolls-Royce is to supply advanced anchorhandling
systems worth £50 million for four
offshore vessels for Swire Pacific Offshore. The
order includes a complete deck machinery
system, including a low-pressure hydraulic
winch for anchor-handling and towing, with a
pulling capacity of 500 tonnes.
Island Offshore ordered another two
UT 776 CD supply vessels to be built by
STX OSV at its Brevik shipyard in Norway, with
delivery schedules for 2013. These vessels are
the ninth and tenth ordered by the operator
to date.
Furthermore, Rolls-Royce received an order to
design and equip a UT 755 LC platform supply
vessel for Simek AS. The contract includes a
fully integrated Rolls-Royce systems package
and will have an extended hull and larger
deck space to increase the capacity for
transportation of solid and liquid cargo. The
vessel will be built at the Flekkefjord ship yard
in Norway, and is due to be completed in the
third quarter of 2012.
LATEST ORDERS
GULF OFFSHORE
Rolls-Royce has won orders to design and equip two offshore supply
vessels for shipowner Gulf Offshore North Sea Ltd, a part of GulfMark
Offshore Inc. The two platform supply vessels of Rolls-Royce UT 755 XL
design are to be built at the Italian shipyard, Rosetti Marino SpA in
Ravenna, with delivery in 2013 and 2014. The contract includes an
option for an additional vessel of the same design.
In addition to ship design, Rolls-Royce is to deliver propulsion systems,
tunnel thrusters, deck machinery, bulk handling and automation
systems. The two vessels, with a 715 square metre deck each, will have
3000 tonnes deadweight, dynamic positioning and fixed equipment
for fire-fighting. The overall length is 74.95m and the beam is 16m.
PAXOCEAN
The Singapore-based company PaxOcean has again ordered a design
and equipment package from Rolls-Royce. In October they ordered
two UT 755 CDs, which is in addition to the two vessels of the same
design which they ordered in December last year.
In addition to ship design, Rolls-Royce is to supply deck machinery,
propulsion system, automation and control systems as well as power
electric system.
The four vessels will be built at PaxOcean Engineering’s offshore vessel
shipyard in Zhuhai, China.
4 VISION 1/12

UT 735
UT 731 CD
UT 788
Farstad Shipping awarded Rolls-Royce a £50
million contract to design and equip two
anchor-handling vessels. The Rolls-Royce
UT 731 CD vessels are designed to work in
extreme environmental conditions and carry
out operations in water as deep as 3,000
metres. The vessels will be built at STX OSV
Langsten yard in Norway, with delivery
between April and June 2013.
UT 775 E
SÃO MIGUEL
ISLAND OFFSHORE
In October, Rolls-Royce signed a contract with the Brazilian São Miguel
shipyard for the delivery of design and equipment to four oil spill
response vessels (OSRV). This is a repeat of the two UT 535 E vessels
which are already under construction at São Miguel. The first vessel
will be ready for delivery in the first quarter of 2013 and will be
operated by Skymar.
The overall length of each vessel will be 61.70m with a beam of 14 m,
and deadweight of about 1400 DWT. In addition to design, Rolls-
Royce will deliver propulsion system, thrusters, deck machinery,
automation and control systems.
Rolls-Royce secured contracts for two platform supply vessels of the
new UT 717 CD design for Island Offshore in November. The two
vessels will be built at STX OSV’s Brevik shipyard in Norway, with a
scheduled delivery in the third and fourth quarter in 2013.
The overall length of each vessel will be 84.45m with a beam of 17m,
they will have a deck area of 800m2 and deadweight of approximately
3,800 DWT. Crew capacity is 26 persons.
In addition to design, Rolls-Royce is to deliver main engines,
propulsion system, tunnel thrusters, deck machinery and automation
system.
VISION 1/12
5

RECENT
DELIVERIES
EMAS
The most powerful UT vessels built in China, two UT 788 CDs, are
now in service with EMAS. The Multi-functional Ultra Deep Water
Anchor-Handling Tug, Supply and Service vessels (AHTS) were built
at Drydocks World’s Singapore facility. Lewek Fulmar has broken the
world bollard pull record by an AHTS at 402.4T, surpassing the
previous record of 397T. These vessels are specially designed to
handle supply duties between land bases and drilling sites, towing
of threatening objects, assist during deepwater anchor-handling
and tanker loading. In addition, they are capable of carrying out
field inspection, maintenance and repair roles.
COSL 720
UT 776 CD
COSL
COSL 720 is the first and most advanced deep-water seismic survey
vessel built in China so far, and the seismic handling equipment is
delivered by Rolls-Royce. The vessel will be capable of towing 12
streamers, each 8000m long, to carry out seismic survey operation.
COSL 720 is equipped with a new generation of seismic collection
system, integrated navigation system, lateral control system and a
complete diesel-electric propulsion system which is able to
effectively reduce vessel fuel consumption, vibration and noise.
ISLAND OFFSHORE
Island Centurion has been delivered to Island Offshore by the STX
OSV yard at Brevik in Norway . This is the fifth Rolls-Royce
UT 776 CD that the shipyard has built for this shipowner, and it will
be followed by Island Captain, also a UT 776 CD, in February 2012,
with another three vessels for delivery in 2012 and 2013. Island
Offshore has been awarded a seven year contract with four yearly
option extensions for both vessels by Schlumberger. Island
Centurion and Island Captain will operate as well stimulation vessels
from mid-2013. Island Patriot and Island Commander are already
employed on this type of work.
6 VISION 1/12

Close cooperation for new
crane concepts
Rolls-Royce now provides advanced,
precision heavy-lifting tools for all
types of offshore vessels.
VISION 1/12
7

“It’s almost like being married. At first, you wonder why on earth you chose him or her,
but with time a good and lasting relationship evolves.”
Managing Director Inge Huse of I. P. Huse AS
likens the long and successful cooperation
between Rolls-Royce and I. P. Huse to wedded
bliss. Senior President for offshore deck
machinery in Rolls-Royce, Arne Tande, agrees.
“It has been like a marriage, with no marriage
certificate, but which has been going strong
for years. We each make our own
contributions to the system, know our
separate responsibilities and the roles we
have to play.”
The cooperation between the two
companies involves development,
production, sale and service of winches and
has lasted for 70 years. It has proved so
successful that both companies now enjoy a
market share of 80-90 percent of the
high-end market for major anchor-handling
winches. They now plan to reproduce this
success with cranes for offshore vessels.
A close partnership. The two companies
recently signed a cooperation agreement
involving the sale and development of
cranes, whereby Huse Engineering will take
over the Rolls-Royce engineering and crane
production business in Molde. As a result, an
extremely strong, highly professional
company has been formed, which will focus
on the development of advanced, precision
heavy-lifting tools for offshore vessels all over
the world.
“We have equally high ambitions for cranes as
we have for our winches. We only intend to
work in niche areas where we know we can
achieve leading positions,” explains Inge Huse.
For Arne Tande, one important criterion is
ensuring that everything the group develops,
manufactures and markets is at the top of the
class. “We supply complete deck systems for
offshore vessels, and we cannot allow any
new products to ruin the reputation of other
Rolls-Royce products on board. We apply the
same level of ambition to our work with
cranes as for other supplies,” he points out.
High expertise within cranes. The
offshore business units in both Rolls-Royce
and I. P. Huse originate from the same
industrial cluster on the north-west coast of
Norway. For numerous decades, this cluster
has developed and manufactured cranes,
among other products. After decades of
development work, a particularly strong
cluster working with cranes has emerged.
“For some time now, Huse Engineering has
been working on the development of a crane
concept involving tie rod jib cranes, while
Rolls-Royce has developed expertise on
knuckle-boom cranes with the acquisition of
ODIM some time ago. The two different crane
concepts each have operational benefits in
relation to area of application, so now we can
offer customers the type of crane which is
best suited to their needs,” explains Arne
Tande.
Although the new crane concept for
Rolls-Royce and I. P. Huse is a completely new
initiative, both companies have strong
foundations on which to build. A 150 tonne
AHC knuckle-boom crane has already been
delivered to Havila Subsea, with very good
feedback, and two other cranes of the same
type are soon ready for use. A pilot order for a
50 tonne AHC tie rod jib crane is scheduled
for delivery in 2012, at the same time as the
first PSV crane for Safer Deck Operations.
Rolls-Royce has now also delivered more than
a hundred cranes for Safer Deck Operations,
used on anchor-handling vessels.
Division of responsibilities. The new
cooperation agreement for cranes implies
that Rolls-Royce is responsible for all sales and
marketing, the contract with the customer,
service work and the technical integration
with control systems, propulsion systems and
winches. Huse Engineering, a subsidiary of
I. P. Huse, will be responsible for mechanical
engineering, production, assembly, testing
and commissioning.
Arne Tande explains: “We have high ambitions
for the development of crane products and
for our potential to capture important niche
areas on the global market.”
Inge Huse agrees: “Yes, we do have high
ambitions, and we’re going to do this
properly. A number of new crane concepts
are already being launched on the market, all
with one thing in common – they are based
on technology already developed by
Rolls-Royce. With well-known and tested
modules and control systems, the customer
knows what they are getting and can enjoy a
full guarantee of quality and functionality. In
short, we aim to deliver a first-class niche
product.”
8 VISION 1/12

LARGE LIFTING CAPABILITIES
Rolls-Royce now provides cranes for all types of offshore
vessels, including systems for operations in very deep water.
Over the past few years the company
has put great effort into developing
systems to improve safety on deck,
where the crew have to handle heavy
moorings and deck cargo at sea. Rail
cranes equipped with various
manipulators are an integral part of this,
enabling the crew to conduct
operations on any part of the working
deck by remote control from a safe
location.
With more offshore oil and gas activity
in very deep water, cranes with a large
lifting capability are needed, and
Rolls-Royce supplies units from 400
to 3,500 tonne capacity. The key feature
is the very effective active heave
compensation system, which prevents
the wave-induced motion of the vessel
influencing the precision of the load
handling and extends the operating
window to much tougher sea
conditions.
The deeper the water, the less effective
steel wire rope becomes, because its
own weight uses up a large part of its
available strength, leaving less for
lowering a useful load. The industry is
therefore turning to synthetic fibre rope,
whose weight in water is very low, and
whose load carrying capacity can be
fully exploited for subsea construction in
deep water. This type of rope needs
special handling equipment, so
Rolls-Royce has developed cable
traction control technology, including
the CTCU winch system. The technology
can be incorporated in the offshore
crane range, giving the ability to operate
in almost unlimited water depths.
VISION 1/12
9

Rolls-Royce and Daimler
have joined forces to create
a new marine and industrial
engine joint venture through
the acquisition of Tognum.
STRONGER TOGETHER
The three companies each represent more
than 100 years of technical innovation and
engineering excellence.
Medium speed. Bergen medium speed
diesel engines are extremely well established
in the offshore vessel market, for direct
mechanical transmission or as gensets for
diesel electric systems.
Bergen lean burn gas engines using LNG fuel
are also moving into offshore propulsion,
having built up substantial operating
experience from ferry installations, with
orders received for gas engines to power
platform supply vessels.
All these engines run at medium revolutions,
720-750rpm or 900-1,000rpm, depending on
type and application.
Now, Rolls-Royce can offer a much wider
range of engines to the offshore market
through its joint venture with Daimler.
MTU. The Tognum MTU engine portfolio
covers a range of seven engine designs,
spanning a power bracket from a few
hundred kilowatts to 10MW. Some designs
are aimed at the naval and fast ferry markets,
but two types are particularly relevant to
offshore vessels and to workboat propulsion;
the 4000 series and the smaller 2000 series.
Although these are high speed engines they
are engineered for availabilty, reliability and
reduced through-life cost.
MTU 4000 engines run at 1,600 or 1,800rpm,
depending on the application The bore is
170mm and the stroke 210mm, giving a
cylinder capacity of 4.77 litres. Engines are
built with 8, 12 or 16 cylinders in V-formation
with a power range from 746kW to 1,840kW
for unrestricted continuous operation, and
up to 2,240kW for vessels such as crewboats.
Examples are the PSV Eldborg, which has four
12-cylinder 4000 M40B engines each rated at
1,560kW at 1,800rpm, and orders in hand for
engines for two jack-up vessels for wind
turbine installation, for which five 16V 4000
M43S engines (2,2240kW, 1,800rpm) per ship
have been specified. Engines can be
delivered for mechanical propulsion, as diesel
electric gensets, or as auxiliary gensets.
Fuel consumption. Specific fuel
consumption for the 4000-series is very
competitive, down to 195 g/kWh, with only a
small increase down to very low loads. This is
achieved using Miller cycle timing, highpressure
turbocharging, and a common rail
10 VISION 1/12

fuel system with multiple injection under
control of the electronic engine
management system.
2000-series engines cover many marine
applications, both propulsion and auxiliary.
They have 8, 10, 12, or 16 cylinders in
V-formation, a bore of 135mm and a stroke of
156mm. They have common rail injection
and are a development of the basic
2000-series. Typical ratings are 800kW from
16 cylinders for heavy duty propulsion, and
695kW for a 12V2000M41B, 60Hz, genset.
Medium- and high-speed engines
in an extended range
The new entity brings together the well-known MTU and Bergen engine names,
extending the product portfolio to include both medium-speed and high-speed
diesel and gas engines.
When integrated with the extensive range of Rolls-Royce ship designs and
equipment, a much broader range of advanced marine solutions will be available for
customers across the commercial marine sector, where economical and reliable
performance, environmental compliance and power density are important factors.
The new joint venture will provide:
At this point, all three companies are engaged in initial discussions and coordination
of the integration. Established individual sales relationships remain unchanged.
VISION 1/12
11

Integrated design
reduces environmental impact
Ship design is a complex subject with many factors influencing the shape of a vessel.
In marketing terms a distinctive appearance is important, and as in consumer products
considerable attention has been paid to this in offshore vessels over the past few years.
But it is the detail design of the hull hydrodynamics and integration of the propulsion
system that improves the balance sheet and reduces environmental impact.
This is an area where Rolls-Royce invests
heavily in research, both fundamental
research that can be applied over a wide
range of vessel types, and application
research which ensures that the company’s
designs are the best for the customer’s needs
and for the real operating conditions.
A combination of CFD (computational fluid
dynamics) and tank testing is used. CFD,
using the latest techniques and software, is
excellent for defining the vessel’s shape, and
the effect of small changes can also be
evaluated systematically. Promising designs
can then be verified by tank testing, and all
this is supported by feedback from around
700 vessels in service worldwide. These
methods can now be reliably applied to
vessels in all sea conditions and loading
states, not just calm water or head seas, to
ship motions as well as power requirements.
Integrated processes. Development of a
hull form with the required properties for the
customer’s operation (this includes carrying
capacity, deck area and many other factors in
addition to purely hydrodynamic behaviour),
goes hand in hand with structural strength
and steelwork calculations, based on
international regulations and classification
society rules. Rolls-Royce has made great
progress in integrating these processes. Steel
weight can be accurately predicted at an
early stage in design.
The result for the customer is that the
performance in a seaway, motions,
deadweight and other qualities of a new
design can be predicted early in contract
negotiations, with confidence that the actual
ship will behave as calculated. A more
adventurous design can therefore be chosen,
and the benefits of innovation reaped.
New rules. The tragic capsize of an offshore
vessel (not of Rolls-Royce design) has led to
new rules for anchor-handler stability. In
general, this is driving designers towards
vessels with more beam. Historically this
would have led to higher resistance. But
Rolls-Royce hydrodynamics research enabled
a 23m beam hull form to be developed
12 VISION 1/12

VISION 1/12 13

Maximum waterline length/less resistance
24 o 18 o
which has a calm water resistance from 15%
to 45% less than state-of-the-art traditional
forms of 20 and 22m beam over the relevant
speed range, and maintains its advantage
also in a seaway.
Spreading the results of basic research over
several application areas allows more very
detailed R&D to be done. The work includes
CFD analysis of possible forms, detailed
investigation of promising candidates, and
verification by tank testing. The design and
test iteration is also used to improve
prediction accuracy in general. By carrying
out CFD work as if the mathematical model
was the same size as the physical tank model,
small discrepancies between methods can
be identified, and either eliminated or
allowed for. The result is more accurate
predictions at an early stage in the design
process.
Wave piercing. The company’s wave
piercing technology is a good example of
this work. The winning of orders for vessels
demonstrates the effectiveness of the
approach. This does not mean a ’one size fits
all’ attitude – instead the underlying research
is applied in different ways to achieve the
qualities needed for the customer’s
application. For instance, Farstad has placed
an order for a UT 754 WP design and systems
package. This is a high capacity PSV, 91.6m
long, and about 5,700 tonnes deadweight,
capable of carrying 3,200 tonnes on deck.
The notation WP denotes a UT-series vessel
with the new wave-piercing bow, designed
to allow higher speeds through waves. The
upper portion comes into effect in severe
head seas, shedding green water and
keeping spray off the wheelhouse. At the
same time, the full beneficial effect of the
bulbous bow is gained in a hullform that is
easily driven despite its wide beam and large
capacity, giving low fuel consumption over a
range of transit speeds.
14 VISION 1/12

No flare at bow
Straight lined
Wave-Piercing Bow
Conventional Bow
The general Performance in a Seaway research is also
relevant for vessels for a different market; coastal and
short sea cargo. Here, the goal is improved hullforms
so that vessels can maintain speed in tough
conditions instead of slowing down in head seas and
then burning a lot of fuel to keep schedule. The
solution, which is now being applied to vessels
recently ordered by Nor Lines, is the Environship
concept, which includes a bow with a bulb, vertical
leading edge and straight line sections above the
waterline, with no flare, and optimised bow and
stern lines to reduce power requirements for a given
speed and deadweight in rough sea conditions.
Calm water performance values
Relativ Power (%)
150
140
130
120
110
100
90
Traditional B=22m
Traditional B=20m
Wave Piercing B=23m
80
8 10 12 14 16
Speed (knots)
Power for a given speed for PSVs of different beams. The new Rolls-Royce
wave-piercing hull is taken as 100%.
VISION 1/12
15

OFFSHORE INNOVATION:
SURVIVAL OF THE
FASTEST
Driven to new technology to solve challenges and secure a
competitive edge, the marine business is notoriously impatient.
And responsive. You can’t sit around and wait, or someone else
will take the lead.
“Speed-to-industry is a
prerequisite for innovation,”
says Sauli Eloranta,
Executive Vice President
of Engineering and
Technology, Marine.
Sauli Eloranta has a mission-critical drive:
create and contribute to innovative solutions
that address challenges of industrial
significance. As Rolls Royce’s Executive Vice
President of Engineering and Technology,
Marine, his responsibilities include Marine
products & technologies strategy, product
safety and functional ownership of Marine
Engineering resources and processes.
Every day, Rolls-Royce has to jump-start
innovation. With the blurring of geographic
boundaries and seemingly endless expansion
of global markets, innovation is crucial to the
company’s activities, especially in the
offshore sector.
“My approach is to change things, to simplify.
I thrive on establishing clear, efficient
innovative structures,” says Mr Eloranta.
Observe and listen. The EVP talks
passionately about Rolls-Royce. Smart heads,
smart decisions and smart solutions, “all there
under one umbrella.” He’s especially
impressed with Rolls-Royce’s innovative
UT Design.
There are 650 operational UT Design vessels
in the world. Not only does this design meet
current operational demands, it evolved from
the start and diversified with four decades of
offshore progress into many variants
Innovation tips
by Sauli Eloranta
1. Don’t run
Innovation needs to go around. You have to
hold back a bit. Walk, think, discuss, don’t
run. Sometimes it’s better to restart than put
effort into the wrong solution. It is more
important to do the right things, than do
things right.
2. Empower people
Empower staff through accountability and
recognition. Watch them get energized.
Form teams to innovate: create new product
strategies or actions to better profile
products.
3. Challenge with questions
Questions bring clarity and solve difficult
problems by challenging traditional
methods or key assumptions. Answers give
breakthrough insights, ideas and results.
4. Collaborate
Collaboration is more important than ever
before. There is no other world than a
collaborative world. The new industry
generation is different. To best innovate, we
need proper collaboration tools.
5. Top down
Innovation begins at the top. Leaders must
be extremely interested and committed to
technology and innovation. They must
empower people, get resources, and
establish teams and forums to run with
innovation.
6. Study and develop
Spend significant time studying the market.
Locate complexities. Find ideas. Share.
Technology developed in one place often
serves as new ideas or ways for doing things
in other places.
7. Strip
Efficient innovation gets rid of complexities,
often through combining functions.
Innovation is not just a fancy product, but
stripping down products, eliminating
unnecessary features.
16 VISION 1/12

Energy efficiency will increase
Flexible drive modes
New materials and constructions
Production technologies
Environmental awareness
Towards zero leakages
KEY DRIVERS
for the next 10 years
Emphasizing cooperation
with customers
Joint development
Emphasizing Service business
Easy maintenance
Design for global manufacturing
Market area based supply chains
Key innovation drivers within offshore
for the coming years.
including PSV, AHTS, FPSO/FSO and PMSC.
“Naval architects contributing to this project
in the mid 1970s were great observers and
listeners. The design is truly innovative,
contributing holistic hull and vessel solutions,
a collaboration between Rolls-Royce and
forward-thinking shipowners,” says Eloranta.
Companies that listen to client needs and are
first to resolve them have the competitive
advantage. He is passionate about that.
A premium on agility. Rolls-Royce invested
a total of £923 million in R & D last year. When
asked, Sauli Eloranta would, of course, have
liked to see a larger part of it invested in
Offshore, but he does not complain.
He smiles:
“Put it this way, we have made considerable
achievements.”
Rolls-Royce thrives on fast-changing
opportunities and places a premium on
agility. The Group senses change ahead, and
acts with operational, strategic, and decisionmaking
muscle.
“Innovation demands agility. Rigidity and the
exclusion of variation undermine
development. Give people time and space to
innovate – empower them to try new things.
This game is all about improving products
and services. Rolls-Royce must stay ahead of
change.”
Five year time frame. Speed-to-industry is
a prerequisite in Offshore, where competition
is intense and the market dynamic.
“Getting a product or service swiftly out into
the industry is a critical business innovation
tactic,” says Eloranta, while admitting that
very short time frames can sometimes be the
real challenge. He is talking five years
maximum, the same time frame as the
client’s next project.
“Ideation can’t be long. We can’t get caught
up with glossy processes and tediously
protracted market research. Truthfully, there is
nothing like a time limit to stir action and
group cohesion around a product.”
Lean, dynamic and keen to succeed,
Rolls-Royce anticipates the escalating
demands of marine operators and deploys
innovative products widely and rapidly.
Sauli Eloranta names just a few:
replace external exhaust casings and an
unobstructed 360-degree bridge view to
improve safety at sea.
bridge consoles.
efficiency despite engine speed variations.
substitutes steel wire with fibre rope for
greater deep-sea safety.
consumption and maintain reliable vessel
speeds regardless of transit conditions.
low SOx, NOx, CO2 and particulate emissions.
higher power density marine motors.
“Future innovation will birth new technology
in areas such as clean combustion
technology, computational design and
analysis methods, power electronics,
advanced electrical machines, fuel cells and
magnetic and superconducting materials,”
predicts Eloranta.
Managing innovation. Harnessing the
ideas of the company’s 1,400 engineers,
Sauli Eloranta believes the greater the
collaboration, the greater the innovation.
He leads strategy teams that pinpoint
technology development needs. Receiving
ground-level feedback from the company’s
technicians, these teams of technical,
marketing and operations experts create
the product strategies of the future.
“Engineers from every discipline get involved.
They find the challenges, brainstorm on
technology and are given the power and
responsibility to take action. We have set up a
structure for empowerment and people get
energised about this,” he says.
VISION 1/12
17

Multiple orders for
drillship propulsion
UUC-series thrusters can be mounted and removed without drydocking the
vessel.
18 VISION 1/12

With more and more E&P work taking
place in deep water, operators are
moving to drillships rather than rigs.
Rolls-Royce has established itself as the
principal provider of propulsion units, in
the form of the UUC-series underwater
mountable azimuth thrusters.
Many of the companies now investing in drillships have
this type of thruster on their fleets of semisubmersible rigs,
and the good reputation built up by these sturdy
Rolls-Royce units has ensured that they are ordered for
drillship newbuilds.
In the course of 2011 eleven different companies have
ordered a total of 21 drillships with Rolls-Royce thrusters.
All the vessels are to be built by yards in South Korea, with
deliveries scheduled between 2012 and 2014. The
customers are Seadrill, Noble, Atwood, Ocean Rig, Pacific
Drilling, Vantage, Fred Olsen, Pride (now part of Ensco) and
Aker Drilling (now part of Transocean).
Each vessel will have six thrusters, normally three in a
triangular layout at the bow and three in a similar
arrangement at the stern. Thruster frame size and power
varies from vessel to vessel within the 4,500 – 5,500kW
range per unit, and fixed pitch propellers are specified.
These drillships will work always in DP mode without
anchoring. This places a heavy demand on thruster
performance and reliability. Both efficient propulsion in
transit to a drilling site, and closely controlled positionkeeping
when drilling operations are in progress are
requirements. With operators now very concerned about
emissions and the environment, these propulsion,
manoeuvring and positioning demands have to be met
with the minimum of energy consumption and CO 2
emissions.
Although the UUC-series thrusters are not the lightest
units on the market, they win on performance and
robustness.
“ We have gone for large reduction ratios and big, slow
turning propellers to give maximum thrust, combined
with strong construction for a long service life” says Jarle
Hessen, General Manager, Sales, in Rolls-Royce.
Propulsion for drillships has been a speciality since
propellers and tunnel thrusters were first supplied in 1980,
multiple azimuth thruster installations grew from the mid
1990s and numerous drillships with Rolls-Royce thrusters
have been constructed in the past few years.
Several of the vessels now on order are to the latest
version of the GustoMSC P10 000 design, built under
licence by HHI in Korea. The hull is 210m long and 36m
beam, displacing about 70,000 tonnes.
The drillships are capable of dual activity drilling in water
depths of 3,600m to a total drilling depth of 12,000m.
VISION 1/12
19

Emergencies always happen at the wrong time or
in the wrong place, or both. Thanks to the new
Rolls-Royce underwater service concept, most of
the repairs and maintenance below the water line
can now be done in the nearest harbour.
There’s no need for dry docks or special facilities.
Dedicated to keep
vessels in service
The underwater repair solutions offered by
Rolls-Royce utilise key diving expertise to
assist in repair and maintenance work below
the water line, providing an alternative to
drydocking. This means there is no need to
sail to established repair ports or wait for a
dry dock slot to become available, and it
allows the vessel to remain on station while
the work is being done.
Since the first underwater repairs were
undertaken in 2009, interest and enquiry
levels continue to grow. By partnering with
specialised diving expertise, Rolls-Royce is
able to offer a comprehensive range of
underwater services such as the tunnel
thruster exchanges using the patented sled
solution.
“Underwater intervention service has
changed the customers’ philosophy on
emergency equipment repair, and the
demand from clients in the offshore market
has increased during the last few years.
Our trusted diving partners benefit from the
long experience of underwater repair in the
shipping industry,” said Ole Jacob Irgens, SVP
of Marine Services Customer Experience.
Rolls-Royce, who, together with the
specialised diving expertise, is developing
innovative ways of working that are
continually being tried and tested.
Tunnel thruster exchange. The tunnel
thruster was the first Rolls-Royce product to
have an underwater repair solution
developed for exchange. By using three
special tools designed and patented by
Rolls-Royce, and a simple sled, the complete
unit can be removed and reinstalled in a
floating vessel in under 12 hours. Sleds and
exchange units are now available for the
most popular tunnel thrusters in the
Rolls-Royce range; TT1650, TT1850, TT2000,
TT2400 and TT2650, as well as the TV150 and
TV375. To minimise repair costs, Rolls-Royce
also provides thrusters from the exchange
pool, which has been enlarged to meet the
increased demand. When the exchange pool
is used, the fully shop-tested and assembled
unit can be commissioned quickly, cutting
repair times from start to finish by over 50 per
cent.
Retractable azimuth thrusters. A way
of moving and reinstalling Rolls-Royce
retractable azimuth thrusters without
drydocking has been pioneered on Africa’s
west coast. The unit was not originally
designed for underwater removal.
Creating a proper and safe dry environment
around the affected thruster, Rolls-Royce had
provided the turnkey solution. A hyperbaric
environment was created by the dive teams,
that allowed technicians and engineers to
remove the unit from the ship while
alongside a lay-by berth in West Africa. The
unit was then overhauled by Rolls-Royce,
refitted with diver support and
commissioned. A conventional repair, with
transit and waiting times would have taken
around a month, but with the underwater
repair solution the overall work took eight
days. While the vessel was alongside, the
ship’s crew prepared the vessel for its next
contract, so no time was lost.
20 VISION 1/12

Benefits of
underwater repair
Available: Minimise the need for
drydocking, which gives more
operational availability
Quality ensured: Increases the scope
of responsibility for Rolls-Royce
through increased project
management
Convenient: Minimises disruption to
the customer by being the
customer’s one point of contact
Cost-efficient: Avoids downtime
costs like penalties of off-hire, lost
revenue etc.
Propeller blade repairs. To speed up and
ensure consistent high quality blade repairs,
Rolls-Royce has developed the containerised
fully equipped propeller blade workshop. It is
easily shipped to any location and can be
operational shortly after arrival, provided
there is space and power. A factory-trained
technician meets the container on site.
Repairs are then undertaken quickly and
efficiently, and there is no need for the blades
to leave the dockside or repair yard. The
containers are located at strategic locations
around the world.
Repair in-situ. Using underwater
intervention services also means a quick
response when sudden problems occur that
can have a detrimental impact on availability.
As an example, a dynamically positioning
construction vessel, operating a long way
from any suitable port with drydock facilities,
began experiencing problems with a
retractable thruster. Rolls-Royce investigated
the repair options and it was determined the
problem could be repaired in-situ, but this
would require working on the unit in a dry
environment, possible with air-transportable
specialist equipment.
Once on site, the divers were then able to
affect the repair using specialist tools. A four
wire communication and live video feed
enabled Rolls-Royce service engineers to
closely monitor progress and work together
with the diver team throughout the process,
ensuring a quality job. The work was
completed four days earlier than scheduled,
which meant the vessel’s schedule was not
interrupted.
“Underwater intervention services are just a
part of our strategy to be a Total Solution
Provider. Our objective is to work with
customers to provide the maintenance or
repair solutions that suit their operations and
schedules,” said Ole Jacob Irgens. “We have
proved that we have the experience and
skills to push the boundaries on what can be
achieved.”
VISION 1/12
21

The global demand for quality marine services continue
to increase. Rolls-Royce is making significant
investments in enlarging and enhancing the capabilities
of its service centres around the world.
A global network
New purpose-built facilities in Germany and
Poland opened recently, the latter to serve
the important Baltic region with the
workshop and spares centre in the
Netherlands has virtually doubled in size.
The number of service centres is now 28,
and set to grow further in 2012.
The Netherlands – Rotterdam.
In 2011 Rolls-Royce has opened its newly
expanded and modernised service centre in
Rotterdam, one of the world’s busiest ports.
“Shipowners are seeking to maximise vessel
availability and we are helping them through
a global network of highly skilled service
engineers, maintenance facilities and
long-term service and maintenance
contracts. This state-of-the-art facility in
Rotterdam enables us to better meet the
needs of our offshore customers,” says Martin
Hall, Rolls-Royce Senior Vice President Europe,
Services. The facility, located on the
waterfront in Pernis, is close to a number
of the city’s major repair yards and was
originally opened in 2001. Since then it
has undergone a major expansion
programme, and the latest investment has
doubled the maintenance workshop space
to 1,500 m 2 . The investment also included
updated machine tools needed to service
the complete range of Rolls-Royce products,
such as diesel and gas engines, thrusters,
steering gear and propellers. A larger parts
warehouse enables the range of spares
carried locally to be increased to more closely
match the projected demand.
Namibia – Walvis Bay. The new
Rolls-Royce workshop in Walvis Bay was
formally opened in April 2011. Developed in
collaboration with Elgin Brown & Hamer
(EBH) Namibia, the facility is located in
refurbished facilities within a short distance
of the port’s Syncrolift and two floating docks
that have capacities of 8,000t and 6,500t. It
has a combined workshop and stores area of
1,800m 2 and has lifting capacity to handle
the overhaul of the full range of Rolls-Royce
diesel and gas engines, steering gear,
thrusters and propellers.
The facility will provide round-the-clock
support for customers operating
predominantly in the oil and gas fields off the
west coast of Africa – one of the world’s
fastest growing areas for oil and gas
production.
“Ship operators used to be faced with long
voyages to Cape Town for repairs before the
port of Walvis Bay began to expand,” explains
Jon Gutteridge, Service Centre Manager, West
Africa. “We now have the skilled staff and
equipped facilities with access to drydocks if
required, to provide the level of support that
is necessary and expected.”
Skilled engineers from Walvis Bay will also
carry out servicing and repairs on board
vessels throughout the region.
Poland – Gdynia. In June, last year,
Rolls-Royce opened a new Marine Service
Centre in the port of Gdynia, Poland,
providing a broad range of repair and
overhaul services for customers that operate
throughout the Baltic region.
From the opening of the new service centre in Gdynia, Poland.
22 VISION 1/12

of Rolls-Royce support
ROLLS-ROYCE SERVICE CENTRES
The site benefits from having direct access to
the waterfront for ease of access to the
nearby repair yards. Over 1,000m2 of well
equipped workshop and stores area mean
the new facility can handle the overhaul and
repair of a wide variety of Rolls-Royce
equipment, such as diesel and gas engines,
thrusters, steering gear and propellers. It also
has the specialist machining capability to
provide a range of marine equipment
including propeller blade polishing and root
machining.
By 2014, around 60 service engineers are
expected to be operating from Rolls-Royce
Poland facilities. The new Gdynia facility is
replacing the smaller service office located in
the city.
Germany – Hamburg. On September
9th 2011 the new service facility in the Port of
Hamburg, Germany, opened, marking the
latest stage in the development of a global
Marine Service Centre network comprising
dedicated repair facilities in 35 countries.
The new 1,100m2 facility serves a variety of
customers from Offshore, Merchant and
Naval sectors. Employing up to 70 people, it
handles the repair and overhaul of a wide
range of thrusters, propellers, steering gear
and winches. It also benefits from specialist
machining capabilities, allowing a wide range
of repairs to be undertaken in-house.
Martin Hall, Rolls-Royce Senior Vice President
Europe, Services, says: “Rolls-Royce has been
investing to expand its global marine service
network for several years. This latest worldclass
facility in Hamburg gives us a significant
presence in one of Europe’s main centres for
ship repairs, and one of the largest
commercial ports in the region.”
The facility is the new base for Rolls-Royce
Intering, which design and manufacture
tank-based stabilising and anti-heeling
systems. The new service centre brings
together personnel who used to be working
at three sites in the city, and replaces the
existing marine offices and workshops
located in the Hamburg Freeport Area and
northern suburbs.
The Rolls-Royce service centre
at Walvis Bay was formally
opened in April 2011. The port
also has two floating drydocks
to aid service work.
VISION 1/12
23

Rolls-Royce has been involved from the beginning with propulsion
systems for offshore wind turbine installation vessels.
Powering
wind turbine
installations
A whole new marine industry has developed in response to
the need to build offshore wind farms, and subsequently to
support the wind turbine maintenance crews and service the
offshore transformer stations. An important link in this process
is the wind turbine installation vessel (WTIV). These may carry
out the whole installation procedure, or part of it. Currently,
wind farms are located in fairly shallow water, but there are
moves towards more exposed locations further offshore, and
to deep water floating installations which are moored rather
than bottom-mounted.
24 VISION 1/12

The WTIV may transport to site and install the
monopile foundations for each wind turbine,
erect the tower, install the nacelle which
contains the generator and turbine hub, then
fit the blades.
Propulsion and manoeuvring. Rolls-
Royce does not design complete WTIVs, but
has become a well established supplier of
propulsion and manoeuvring systems. The
first major contract was to supply systems
and products for the pioneering installation
jack-up vessel originally named Mayflower
Resolution, now MPI Resolution operated by
MPI Offshore, part of the Vroon Group.
MPI Resolution was the first purpose-built
wind turbine installation vessel (WTIV),
designed to install foundations, towers and
nacelles. It has been very successful, having
been involved in the building of several
offshore wind farms.
Rolls-Royce provided complete integrated
systems for MPI Resolution, combining its own
products and third party equipment to
provide the owner with a single-source
supply. Included were the propulsion and
manoeuvring thrusters – four 1.5MW US 205
azimuth thrusters at the stern and three
700kW CP tunnel thrusters at the bow, and
the integrated control system.
Denmark and UK. After a slow start and
financial difficulties caused by delays in
approval of offshore wind farm projects, MPI
Resolution began work on the Horns Rev
(Denmark) and Kentish flats (UK) sites. Other
UK farms followed, and at Thanet the vessel
distinguished itself by carrying out a full load
of nine turbines and towers, and installing
them all in one week.
MPI is now putting into service two new
WTIVs for which Rolls-Royce has provided
both diesel electric power and propulsion
systems. These vessels incorporate the
knowledge gained from operating Resolution
under a variety of conditions. MPI Adventure,
the first to be delivered, made the voyage
from the shipyard in China to Harwich on the
east coast of England before starting its first
contract installing wind turbines on the
London Array development off the mouth
of the river Thames. The sister ship, MPI
Discovery, is due for delivery later in the year.
MPI Adventure is a large self-propelled jack-up
vessel, 138m long , 40.8m beam but drawing
only 3.5m light. Six legs allow the vessel to
operate in water up to 40m depth
depending on the amount of sinkage of legs
into the seabed and the wet deck clearance
needed. Dynamic positioning to DP2
standard enables the vessel to be accurately
located. The main crane is rated for1,000
tonnes at 25m radius, with a hook height of
104m. There is accommodation for 112
people.
Six Rolls-Royce Bergen C25:33L-8 diesel
generator sets provide electrical power for all
purposes. Three US 355 fixed pitch azimuth
thrusters propel MPI Adventure, giving a
transit speed of 12.5 knots, and are
complemented by three TT 2200 DP tunnel
bow thrusters.
These new MPI vessels will transport, lift and
install turbines and foundations efficiently,
based on a good transit speed and the ability
to move quickly from one installation
location on the array to the next, position
accurately, jack up rapidly and begin
installing without delay. The WTIVs can also
remain on station, jacked-up, in severe
weather conditions.
MPI Resolution at work.
VISION 1/12
25

CWind Asherah transfering people to a wind turbine.
Waterjet propulsion
for offshore wind farm
support vessels
Small craft known as WFSV – wind farm support
vessels – play a vital role in setting up offshore wind
farms and subsequently maintaining them.
The intuitive water jet control system
makes life easy for the skipper.
They are needed to ferry personnel between
the shore base and the individual wind
turbines, and also to transport equipment
and spare parts, some of which are relatively
heavy. This area of activity is in rapid
expansion, with boatbuilders and operators
worldwide competing to develop the best
technology and techniques.
Typically, the boats have to run at high speed
to and from the windfarm, but when at a
wind turbine they must push hard against
fender posts and hold themselves against
wind, waves and currents while people
transfer to the tower or equipment is hoisted.
Good manoeuvrability is required in all
circumstances with the highest efficiency
and safety levels.
Waterjets are a good solution, and operators
are finding that Rolls-Royce waterjets offer an
excellent combination of speed, static thrust
and manoeuvrability. Feedback from
operators of vessels in service is good, and
many WFSVs now on order will be equipped
with these units.
Deliveries include both the smaller FF-series
waterjets and also the new A3-series for
highest possible efficiency and durability
available on the market.
Following experience with their 15m
catamaran Advance, propelled by two FF 41
waterjets with Vector Stick control, the
company’s latest design CTruk 20T MPC, the
first example of which is CWind Asherah, takes
the features still further. Rolls-Royce
propulsion has again been selected, in the
form of two FF 41 waterjets each accepting
600hp from the two main engines. This gives
the 17m by 7m catamaran a speed of 30
knots, and the Vector Stick system means
that control is intuitive, allowing the coxswain
to focus on safe transfer of people and
materials. Waterjet propulsion allows
operation in shallower waters than other
solutions, and CTruk says that problems from
debris in the water are less likely to put the
boat out of service.
East Coast Charters in the UK was established
in 2001 and has built up a range of workboat
services. ECC Topaz is a 15m work catamaran
specifically designed to transfer stores and
26 VISION 1/12

personnel to wind turbines in shallow waters,
but it can also undertake other tasks such as
crew transfer for larger vessels.
Coupled with MTU
engines that produce
1,400hp each, the vessel
can travel at speeds in
excess of 28 knots
“
“
This WFSV has two 550hp engines driving
FF41 waterjets, giving a 25 knot service speed
and a maximum of 30 knots. ECC Topaz can
carry up to 3 tonnes of cargo on deck and is
certified for 3 crew and 12 passengers up to
60 miles from a safe haven. Its first contract is
to support the wind farm off Barrow in
Furness in northwest England.
Among vessels on order are three Austal
WFSVs. This Western Australia company built
a reputation for large aluminium passenger/
vehicle catamaran ferries, many with
Rolls-Royce waterjet propulsion. Now, it has
established itself in the wind farm support
vessel market with its Wind Express series of
catamarans. The latest order is for three
21.3m craft which will have twin MTU
engines, each coupled to a 45A3 waterjet.
These vessels will be built for Turbine
Transfers in the UK.
Rolls-Royce will supply two 56A3 waterjets
and the new Compact Control System for a
newly designed 24m long catamaran from
South Boats, one of the largest builders of
WFSVs. Coupled with MTU engines that
produce 1,400hp each, the vessel can travel
at speeds in excess of 28 knots. Rolls-Royce
has also received an additional order from
South Boats for twin FF500 waterjets to
propel a 17m WFSV.
VISION 1/12
27

Rolls-Royce has invested heavily in new training facilities over the last two years.
The result is two new purpose-built training centres in Ålesund and Singapore.
Regional Training Centre, Singapore – a new training facility for Rolls-Royce excellence.
Seletar – Regional training centre in Singapore
In July, Rolls-Royce opened a Regional
Training Centre (RTC) in Singapore – the
group’s first training facility in Asia. RTC is to
provide world-class, accredited training for
customers and employees across Asia and
will contribute to skills and talent
development in the region.
Through the RTC, Rolls-Royce will help to
develop the talent pool the company and its
customers require, while promoting a culture
of engineering excellence in Asia. The first
technicians graduated in September, and are
taking up new roles in the new Seletar
Assembly and Test Unit (SATU).
The RTC combines the latest technology,
equipment and facilities, and customers
in the region will now be able to access
world-class training right at their doorsteps.
This is a fast growing region, and customers
and employees will no longer have to travel
to Europe or the US for access to training. The
training equipment at RTS is matched to the
Rolls-Royce equipment operating in the
region.
Making a first appearance in Asia are two
simulator domes, configured for subsea,
bridge, crane or winch operations. The
domes will allow trainees to practice
manoeuvring operations in realistic situations
and various sea states, in a safe and
controlled environment.
“The simulator domes are undoubtedly the
main attractions for Marine customers in Asia.
We are excited to have this new training
resource available to us, and the ability to
offer enhanced knowledge and skills transfer
to customers and partners in this fast
growing region,” says Gary Wieland, Senior
Vice President, Services- Asia.
28 VISION 1/12

New European training centre in Norway
The move in to the new Rolls-Royce
Technology & Training Centre, Ålesund in
Norway, has started. It still looks like a
building site outside, but inside classrooms
and workshop area are taking shape. The
primary goal is to provide customers with
familiarisation and technical training for a
broad range of Rolls-Royce equipment in a
modern central location. This will be the head
office for all the Rolls-Royce Marine training
centres in the world.
Located in the heart of the Norwegian
maritime cluster in Ålesund, within the
University area of the city, the new Rolls-
Royce training centre occupies over 3,000m 2
on two floors of a brand new building now
nearing completion. The centre is ready to
receive and train customers, while the official
opening takes place, later in 2012.
“The new centre enables us to provide
customised and tailored training that focuses
on the customer’s needs and demands, and
also fulfill our own service engineer’s training
needs”, says Knut Johan Rønningen, VP
customer training. The training will be done
in different sized groups and will normally
last from two to three days, up to two weeks.
Around 5,000 man-days of training is
expected per year.
The main attraction is a state-of-the-art
simulator, a 140m2 replica of an offshore
vessel bridge with 360⁰ field of vision. This
includes a Rolls-Royce winch operating
system that can be programmed to simulate
all aspects of vessel operation, as well as
many more scenarios that would be
impossible to train for on board, for example,
a total ship power black-out. In addition,
simulator domes are installed complete with
LCD screens.
Realistic training examples of equipment are
housed on the 800m 2 ground floor workshop
area, including engine sub-assemblies,
steering gears, waterjets, thrusters and deck
machinery. Previously, product training was
performed at the production sites but now
everything is gathered in one place. This
gives a better overview of the totality.
When fully operational, the centre will have
around 15 full-time employees.
VISION 1/12
29

Helmond
Houston
Singapore
Improving distribution of spare parts
A new global distribution network will improve the speed and manner in which Rolls-Royce
responds to and supports customers’ needs, regardless of where in the world they are operating.
Rolls-Royce has established three main global
distribution centres for marine customers.
The global distribution centres will hold the
majority of Rolls-Royce spare parts, covering
all equipment across the Rolls-Royce product
range. The three main warehouses are
located in Helmond (near Rotterdam),
Houston and Singapore, to be physically
close to the customers.
“We are happy to offer an even more
effective way of distributing spare parts to
our customers. Traditionally, our customers
could see spares being delivered from
multiple manufacturing sites, which could
end up as both time-consuming and costly.
The new system is more efficient and give a
better overview,” explaines Mikael Norin,
President – Marine Services.
The three centres are able to obtain
information on demand patterns and trends
across the regions, which, in turn, allows
Rolls-Royce to respond to customer demands
in a quicker manner, and have the right type
and amount of stock available. A new spare
part planning tool provides excellent
inventory management and global inventory
visibility, and allows the Marine Services team
to predict future spares orders based on
historical demand data and installed base
knowledge. Event-based forecasting is also
available so the customers’ maintenance
schedules and dry-docking plans can be
used to acquire and pre-position service
parts inventories to deliver smoother
overhauls.
Any of the Rolls-Royce sales offices will be
able to access the status of a specific spare
parts order, and the customer will know the
exact delivery date. There are no changes in
procedures when placing an order with
Rolls-Royce, and no change of contact point
for the customers.
Benefits:
Increased Parts Availability: The global
distribution network is backed by smart
forecasting and optimisation tools so that
Rolls-Royce can have requested parts in
stock before the customer asks for them.
Live Tracking of Spare Parts: Any
Rolls-Royce sales office can access the status
of a spare parts order, and the customer will
know the exact delivery time.
Quicker Response for Quotations: Fewer
people are now involved during a spare parts
order, shortening the quotation process.
Standard Global Pricing: No matter what
country, or what contact point at Rolls-Royce,
the customer can be sure to get the same
consistent quality at the same consistent price.
Faster Delivery Times: By having the parts
in a distribution centre physically closer to
the customers, the customer can rest assured
that they get to the door faster.
30 VISION 1/12

NORTHERN EUROPE
DENMARK
Aalborg
Tel: +45 99 30 36 00
FINLAND
Helsinki
Tel: +358 9 4730 3301
Kokkola
(Waterjets)
Tel: +358 6 832 4500
Rauma
(Propulsion/Deck Machinery)
Tel: +358 2 837 91
FRANCE
Paris
(Naval Marine)
Tel: +33 147 221 440
Rungis
Tel: +33 1 468 62811
GERMANY
Hamburg
(Sales and service)
Tel: +49 40 780 91 90
(Stabilisation)
Tel: +49 40 528 7360
THE NETHERLANDS
Rotterdam
Tel: +31 10 40 90 920
NORWAY
Aalesund
(Head Office, Merchant)
(Control Systems)
(Ship Design:
Fish, Specialised and Merchant)
Tel: +47 815 20 070
(Training Centre)
Tel: +47 70 23 51 00
Austevoll
(Power Electric Systems)
Tel: +47 56 18 19 00
Bergen
(Engines)
(Foundry)
(Steering Gear)
Tel: +47 815 20 070
(Power Electric Systems)
Tel: +47 55 50 62 00
Brattvaag
(Deck Machinery and
Steering Gear)
Tel: +47 815 20 070
Hjørungavåg
(Deck Machinery Seismic and Subsea)
Tel: +47 70 01 33 00
Hareid
(Rudders)
Tel: +47 815 20 070
Longva
(Automation)
Tel: +47 815 20 070
Molde
(Cranes)
Tel: +47 70 31 15 00
Oslo
(Repr. Office)
Tel: +47 815 20 070
Stavanger
(Deck Machinery Seismic and Subsea)
Tel: +47 51 57 28 00
Ulsteinvik
(Head Office, Offshore)
(Ship Design, Offshore)
(Propulsion)
Tel: +47 815 20 070
POLAND
Gdynia
Tel: +48 58 782 06 55
Gniew
(Deck Machinery)
Tel: +48 58 535 22 71
SWEDEN
Kristinehamn
(Propulsion)
Tel: +46 550 840 00
UNITED KINGDOM
Bristol
(Head Office, Naval)
Tel: +44 117 974 8500
(Marine gas turbine support)
Tel: +44 117 979 7242
Dartford
Tel: +44 1322 312 028
Derby
(Head Office, Submarines)
Tel: +44 1332 661 461
Dunfermline
(Motion Control)
Tel: +44 1383 82 31 88
Newcastle
(Bearings)
Tel: +44 191 273 0291
(RAS Systems)
Tel: +44 191 256 2800
Portsmouth
(Marine Electrical Systems)
Tel: +44 2392 310 000
SOUTHERN EUROPE
CROATIA
Rijeka
Navis Consult
Part of Rolls-Royce Marine
Tel: +385 51 500 100
GREECE
Piraeus
Tel: +30 210 4599 688/9
ITALY
Genova
Tel: +39 010 749 391
SPAIN
Bilbao
Tel: +34 944 805 216
Madrid
Tel: +34 913 585 319
TURKEY
Istanbul
Tel: +90 216 663 6110
AFRICA AND MIDDLE EAST
Walvis Bay
NAMIBIA
Tel: +264 642 186 166
UNITED ARAB EMIRATES
Dubai
(Sales and service)
Tel: +971 4 883 3881
(Naval Marine)
Tel: +971 4 299 4343
ASIA PACIFIC
AUSTRALIA
Melbourne
Tel: +61 3 9873 0988
Perth
Tel: +61 8 9336 7910
Sydney
(Naval Marine)
Tel: +61 2 9325 1333
INDIA
Mumbai
Tel: +91 22 6726 3838
MALAYSIA
Kuala Lumpur
(Naval Marine)
Tel: +60 3 2026 1990
NEW ZEALAND
Christchurch
Tel: +64 3 962 1230
SINGAPORE
Singapore
(Head Office, Marine)
Tel: +65 6501 7600
(Sales and service)
Tel: + 65 686 21 901
VIETNAM
Vung Tau City
Tel: +84 64 3576 000
NORTHEAST ASIA
CHINA
Dalian
Tel: +86 411 8230 5198
Hong Kong
Tel: +852 2526 6937
Shanghai
(Sales and service)
Tel: +86 21 2030 2800
(Deck Machinery)
Tel: + 86 21 5818 8899
Guangzhou
Tel:+ 86 20 8957 7154
JAPAN
Kobe
Tel: +81 78 652 8067
Tokyo
Tel: +81 3 3592 0966
REPUBLIC OF KOREA
Busan
Tel: +82 51 831 4100
RUSSIA
St. Petersburg
Tel: +7 812 332 18 55
Vladivostok
Tel: +7 4232 495 484
AMERICAS
BRAZIL
Rio de Janeiro
(Sales and service)
Tel: +55 21 3860 8787
(Naval Marine)
Tel: +55 21 2277 0100
CANADA
Dartmouth
(Naval Undersea Systems)
Tel: +1 902 468 2928
Peterborough
(Naval Undersea Systems)
Tel: +1 705 743 9249
St. John´s
Tel: +1 709 748 7650
Vancouver
Tel: +1 604 942 1100
CHILE
Santiago
Tel: +56 2 586 4700
MEXICO
Veracruz
Tel: +52 229 272 2240
USA
Annapolis
(Naval Marine inc)
Tel: +1 410 224 2130
Shiplift Systems)
Tel: +1 410 224 2130
Galveston
Tel: +1 409 765 4800
Houston
Tel: +1 281 902 3300
Indianapolis
(Naval Marine Inc)
Tel: +1 317 230 2000
Long Beach, Cal.
Tel: +1 562 989 0291
Ft. Lauderdale
Tel: +1 954 436 7100
New Bedford
(Naval Underseas systems)
Tel: +1 508 990 4575
New Orleans
Tel: +1 504 464 4561
Pascagoula
(Foundry - Naval Marine Inc)
Tel: +1 228 762 0728
Seattle
Tel: +1 206 782 9190
Walpole
(Naval Marine Inc)
Tel: +1 508 668 9610
Washington
(Naval Marine Inc)
Tel: +1 703 834 1700
GLOBAL CONTACTS
www.rolls-royce.com/marine/contacts
VISION 1/12
31

Contact: Rolls-Royce, Communications Dept., P.O. Box 1522, NO-6025 Ålesund, Norway
B
NEW TRAINING CENTRES IN SINGAPORE AND NORWAY
PAGES 28-29
www.rolls-royce.com