New developments at Rolls-Royce NORWAY
T
HE commercial sector of the Rolls- Royce marine division is largely based
in Scandinavia. In Norway, Rolls-Royce has a staff of some 2500; units includes UT- Design in Ulsteinvik for offshore work, and NVC-Design, in Ålesund, which deals with the fishing and merchant side of the business. Other activities in Norway include deck machinery, propulsion systems, gears, steering gears, automation and control systems, and rudders, and Bergen, which manufactures diesel engines. Currently some 85 vessels of 15 different UT-
Designs are on order, with deliveries scheduled up until 2010. Owners have placed building contracts for these designs at several yards around the world. In May 2006, the company celebrated its 100th order for its successful UT 755 offshore supply vessel design. In total, more than 550 vessels of the UT-Design have been built or are under construction.
Innovative product tanker received Norwegian shipowner Haugland Tankers received its new 4440dwt product tanker, Bergen Star, in January. The vessel, designed by Rolls-Royce Marine's UT-Design to the new NVC-concept, incorporated the ship owner’s requirements, and has a diesel-mechanical propulsion system, including twin Azipull azimuth thrusters with pulling propellers. Rolls-Royce claims a 5%-7% increase in
cargo space compared with conventional single-screw product tankers for the NVC concept. This has been achieved by using azimuth thrusters, allowing the engineroom bulkhead to be placed further aft. A slight increase in construction costs can be offset by the increase in cargo volume, the company claims. Bergen Star has an overall length of 90m,
a moulded breadth of 16.5m, and a summer draught of 6.2m. The vessel was built by RMK shipyard in Turkey. The tanker will operate in coastal traffic under long-term charter to Statoil. Propulsion power was provided by Rolls-
Royce Bergen C25:33L6A engines, each with a maximum continuous rating of 1740kW, and a propulsion power of 1490kW at 900rev/ min, coupled to a 1130kW generator. The azimuthing thruster is an Ulstein Aquamaster AZP100 Azipull. With two independent propulsion lines, a
high level of redundancy has been achieved. One engine can be shut down while the ship is in port and the other can be declutched from its thruster to supply power to the hydraulic deepwell cargo pump power packs and the vessel’s hotel load. The rated service speed with a sea margin
of 15% and normal hotel load on the shaft generator is 13.4knots, resulting in a fuel consumption of 8.6tonnes per 24 hours. The vessel has a 500kW electrically-driven bow thruster, and two 350kW gensets plus a small harbour/emergency genset.
14
A pair of Aquamaster AZP100 Azipull thrusters provide the propulsion for product tanker Bergen Star. Power is provided by two Bergen C25:33L6A diesel engines.
is 5175m3 own 1200m3
The cargo hold volume inside the double hull split between 10 tanks, each with its /hr cargo pump.
The novel NVC-design concept covers a
range of product tankers for coastal waters and worldwide trading from 3000dwt-30,000dwt, the upper limit depending on the required speed and ice-class.
First engines built to clean notation Last year, some of the first Det Norske Veritas Clean Design-constructed Bergen engines were delivered to Havyard Leirvik, for installation onHavila Mars, Havila Shipping's UT 786 CD AHTS. This vessel is currently under construction, and will be ready for delivery this spring. The AHTS is fitted with two of Bergen's new
B32:40 V12P engines, each rated at 6000kW, and fitted with catalysers. The engines fulfil strict limits on NOx emissions. The first vessel ever fitted with the 12-
cylinder V-version of the B32:40 long stroke engine was delivered last October. Chris Andra, a pelagic trawler, was built by West Contractors for Klondyke Fishing Co. This vessel was also the first with the
company's new NVC low-resistant hull form design. Olympic Shipping's Olympic Octopus was another offshore vessel to receive the upgraded BV12 engines. The new engines have higher output, longer stroke, low emissions and improved instrumentation. To meet the requirements for DNV’s Clean
Design, Bergen's 32:40 engines, have been developed to give NOx values below the strict limits set by these rules. This has been
achieved without additional off-engine clean- up systems. C-series engines with Clean Design are
scheduled for production, beginning in 2007. Last year Det Norske Veritas and Lloyd's Register harmonised their Clean Design requirements, with NOx limits 20% lower than defined by IMO Marpol 73/78.
Prototype supply vessel new RIM Drive thrusters For several years, Rolls-Royce has been developing its RIM Drive thruster technology in Ulsteinvik together with Smartmotor, in Trondheim. Hydrodynamic tests have been carried out in the company's Kamewa facilities in Sweden. The first full-scale installation will be on
Olympic Octopus, a UT 712L -class AHTS built for Olympic Shipping. The vessel was delivered last October from Aker Yards' Søviknes shipyard, and is currently working for BP in Egypt. The vessel has been prepared for a retrofit
installation of Rolls-Royce's RIM Drive with a power of 883kW in the aft skeg. The unit, which will have a diameter of 1.8m, will be installed this summer, after which comprehensive testing will take place while the vessel continues its normal operation. The vessel is also equipped with a
conventional stern thruster in the aft skeg, as well as a conventional tunnel thruster and an azimuthing swing-up thruster forward, all rated at 883kW. The vessel is also the first with Rolls-Royce's IMO DP2 dynamic positioning system.
SHIP & BOAT INTERNATIONAL MAY/JUNE 2007
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