2017
Annual Offshore Support Journal conference | awards | exhibition
Well-attended event explores the way forward Pioneering cable ship Maersk Connector is Support Vessel of the Year Innovation of the Year award goes to MacGregor’s motion compensation system
“I have another generation coming through the company and want to deliver it with a clean bill of health before I retire” Johannes Østensjø, founder and chief executive officer, Østensjø Rederi, page 3
OFFSHORE WIND
FACING THE FUTURE TOGETHER OFFSHORE CARRIER 8500
S U C C E S S O F F S H O R E I S B U I LT O N C O N T I N U O U S C O N S U LTAT I O N A N D I N N O VAT I O N . W E A P P LY T H E S E PRINCIPLES TO DELIVER THE VESSELS AND S O L U T I O N S T H AT O U R C L I E N T S N E E D .
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2017 contents 2
Comment
3
Lifetime Achievement
4
Industry leader
5
Award winners
12
2017 conference at a glance
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Market update
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Finance
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Technology and innovation
18
The future
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European Dynamic Positioning Conference
20
Offshore Wind Journal Conference
Johannes Østensjø (Østensjø Rederi) 2017 Lifetime Achievement Award recipient
2 | COMMENT
LOOKING FORWARD TO BETTER TIMES T David Foxwell, Editor
he offshore oil and gas industry is continuing to struggle in response to the low oil price, which has so far seen only a modest recovery. This has led to massive overcapacity in the offshore support vessel sector, with as many as one-third of the global fleet laid up. Even many of those that remain in operation pick up whatever shortterm contracts they can find, often at below operating cost levels. This was the backdrop to the 2017 Annual Offshore Support Journal Conference, Awards & Exhibition held in London in February. The combination of the prestige of this event and the importance that industry players place on sharing knowledge and views meant that the attendance was remarkably high at more than 400. It attracted several leading industry personalities as both delegates and speakers. Although the current downturn is a new experience for many participants, keynote speaker Charles Fabrikant, Seacor executive chairman and chief executive, said that the current downturn was similar to those in the past. Based on this experience he voiced his opinion that there would be more consolidation over the next two years. That was a recurring theme among other speakers and delegates. It is clear that reshaping of the OSV
“THE INDUSTRY IS RESILIENT AND STARTING TO LOOK FORWARD TO BETTER TIMES�
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
industry still has some way to run. Despite the depressed state of the OSV market overall, there was optimism that the market would soon begin to recover, albeit slowly at first. Companies surviving the depression are therefore turning their minds to how best to prepare for that upturn. This was reflected in the continuing investment being made in technical and operational innovations to improve performance, reliability and safety. The strong entries for the OSJ Awards demonstrated some of those innovations and all the winners and short-listed entrants deserve strong commendation. This special supplement includes detailed coverage of all the award winners. Among the responses among vessel operators and shipbuilders to the downturn in the oil and gas sector is to pursue diversification of their activities. One obvious target is the offshore renewables sector, in particular offshore wind. Several OSV operators are looking at opportunities in that sector and are converting or building vessels to meet that growing demand. The Offshore Wind Conference, held the day before the main Offshore Support Journal conference, which was also strongly attended, heard about some of these developments, including designs for custom designed service operations vessels and new technology to meet the trend for new offshore windfarms to move into deeper waters and further from shore. The message emerging from the successful 2017 Offshore Support Journal Conference, Awards & Exhibition was that despite the intense pressure that operators are under, the industry overall is resilient and starting to look forward to better times, with the prospect of more innovations to improve efficiency and performance. OSJ
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LIFETIME ACHIEVEMENT AWARD | 3
LIFETIME ACHIEVER
LOOKS BACK OVER DECADES-LONG CAREER THE 2017 OSJ AWARDS SAW JOHANNES ØSTENSJØ, FOUNDER AND LONG-TIME CHIEF EXECUTIVE OF ØSTENSJØ REDERI, PRESENTED WITH THE LIFETIME ACHIEVEMENT AWARD, AFTER WHICH HE LOOKED BACK OVER HIS LONG CAREER
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ou know, it all really started in 1973,” said the Norwegian offshore support vessel and tug owner. “It was really about finding a job for myself at that time, and I saw an opportunity coming in the North Sea. The oil industry there was gradually getting bigger. For me that was almost the best moment, getting things together and entering a new industry, securing funds from investors and getting people to believe in me.” Asked what he believed to be the secret of his success, Mr Østensjø said: “Enthusiasm, getting people to believe in you. In fact, most of the people who supported me back in 1973/74 are still with me today.” Asked what had been the more challenging moments, Mr Østensjø said “the most challenging moment is actually today.” He went on to describe some of the other crises in the offshore oil and gas industry that the company has come through, not least in the 1980s. “I just want to say to some of the newcomers in the market, they don’t have a sense of history about the industry. But we do at Østensjø Rederi." Even though the industry is in crisis right now, Mr Østensjø said that if someone who is currently the age he was when he entered the industry was thinking about getting into it,
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Johannes Østensjø, Østensjø Rederi’s founder and long-time chief executive, has always invested in innovation and been keen to identify new markets
he would still say “go ahead, opportunities are still there, although the problem is that the barriers to entry are higher now than they once were. “I’ve been thinking about retirement a lot recently,” he admitted, “but because of the situation in the offshore vessel
industry at the moment, I have decided to stay on for a while. I have another good generation coming through the company and I want to deliver my company with a clean bill of health to the next generation.” Mr Østensjø might have given some thought to
retirement, but Østensjø Rederi is still pushing into new areas, and the award is not simply based on his being the founder and long-time chief executive of the company. Foremost was Mr Østensjø’s commitment to constantly being at the forefront of innovation in the industry. Over the years, he was the first to introduce a number of innovations, such as dynamic positioning on supply vessels, that have since become industry standard or best practice. Other innovations pioneered by Mr Østensjø and his colleagues include, but are in no way limited to, building the world’s first purpose-built monohull accommodation vessel, as well as the world’s largest escorttug. Lately Mr Østensjø’s company has established itself in the burgeoning offshore wind market. With few new opportunities in the offshore oil and gas sector, far-sighted owners are keen to diversify and Østensjø Rederi has done just that and recently ordered a service operation vessel (SOV) for the offshore wind industry. Østensjø Rederi believes that offshore wind could provide it with further opportunities for similar vessels in the near future. The newbuild is a dynamic positioning class 2 (DP2) SOV with excellent stationkeeping capability. It will have 60 single cabins and accommodate up to 40 wind turbine technicians in addition to a marine crew of 20. A motion compensated gangway system with an adjustable pedestal will be installed to transfer turbine technicians and enhance uptime. The 81.1m vessel will have a beam of 17m and work out of an operations base on the east coast of the UK. More recently, Østensjø Rederi confirmed that it had won a contract to provide a second SOV, also for wind energy major Dong Energy. OSJ
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
4 | INDUSTRY LEADER AWARD
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Industry leader has taken yard in new directions The winner of the 2017 Industry Leader Award has led his company through one of the worst downturns in the industry it used to serve, taking it into new markets where it is thriving
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he company that Roy Reite leads, Vard, used to design and build large numbers of offshore support vessels (OSVs) and did so for many years before the steep fall in the oil prices that began in 2014. With the oil price now expected to be lower for longer – possibly much longer – than originally anticipated, yards such as Vard in which offshore vessels were their main source of income were faced with a stark choice: diversify or die. Mr Reite and his colleagues
have diversified at least as well as any yard that used to specialise in OSVs and have done better than most. In a downturn, everyone wants to diversify, but not all companies are equally adept at doing so. Some companies manage to do so better than others. Vard, where Roy Reite has been chief executive for a number of years, has done so more quickly and more effectively than many other yards. With strong support from the company’s main shareholder, Fincantieri, Mr Reite and his management team have quickly come to terms with the downturn and struck out in new directions. It is often said that large organisations can be hard to turn around or take in a new direction simply because of their size, and that smaller ones are more nimble, but Vard has responded at a fast pace, especially for what is actually a large and geographically diverse shipbuilding organisation. Other yards, in Norway in particular, must envy Vard for its success. Mr Reite and his team have plenty of challenges ahead, but they have made a good start to reorienting and restructuring
Roy Reite: “Despite the downturn, Vard signed contracts for 27 specialised vessels in 2016, including a stern trawler, 20 module carrier vessels and six luxury expedition cruise vessels”
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
the group as a whole, and with its core market for highspecification offshore vessels showing continued signs of weakness, the group has begun picking up orders from other sectors, such as the cruise ship market. It has also strengthened its expertise and networks in new markets, recording breakthroughs in the several new areas. The award recognises Mr Reite’s ability to lead Vard through a period of transformation in 2016, into new markets such as the expedition cruise and the aquaculture segments, but offshore hasn’t been forgotten completely – the yard successfully picked up an order to build a large number of module carrier vessels, in addition to a contract for an advanced factory trawler for Norway’s largest trawler company, Havfisk. Commenting on the OSJ award, Mr Reite said: “This was a very pleasant surprise. I give all credit to our highly adaptable employees in Vard. Together we have developed a broad portfolio of vessels and solutions that have given us new opportunities in new markets. I appreciate the recognition, and I am humbled by the number of talented industry leaders who, together with their teams, have made huge contributions to the industry. With many of them we have had a good and productive co-operation for a number of years. “Vard signed contracts for 27 specialised vessels in 2016, including a stern trawler, 20 module carrier vessels and six luxury expedition cruise vessels, in addition to barges and solutions for the fishery and aquaculture industry. The order intake also includes conversions and maintenance of vessels, as well as our specialised subsidiaries’ sales of products and services to other players in the market.” OSJ
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SUPPORT VESSEL OF THE YEAR AWARD | 5
SUPPORT VESSEL OF THE YEAR WAS A COLLABORATIVE EFFORT THE 2017 SUPPORT VESSEL OF THE YEAR, SPONSORED BY DNV GL, IS A VESSEL THAT WAS DESIGNED, DEVELOPED AND BUILT IN A COLLABORATIVE FASHION THAT ADDS VALUE FOR THE END USER
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amen Shipyards Group, in one form or another a regular winner at the OSJ Awards, was one of a trio of companies that worked together to bring to fruition the design and build of a cable lay vessel for project owner, DeepOcean. The other key player in the project was Maersk Supply Service, which owns and operates the ship, chartering it to DeepOcean. This particular award is presented to the owner, designer and builder of an offshore support vessel delivered which is considered to have set an industry benchmark through innovative design and efficient operation. Maersk Connector certainly does, said Kommer Damen, chairman of Damen Shipyards Group, and Carsten Haagensen, chief operating officer of Maersk Supply Service. Both agree that Maersk Connector was a particularly interesting project because it combined the strengths of all of the companies involved in its realisation – Damen as the designer of the vessel; Maersk Supply Service as the owner and operator of the ship; and DeepOcean as the party that owned the project as a whole. Mr Haagensen noted that, although cost-cutting is prudent when the industry is in crisis, projects such as Maersk Connector showed that value creation was the capability that would ensure that the company was still around in 20 years. “Maersk Connector shows that the days of working separately, in silos, are over. We see the future in working together, with a customer who has a project, where we can bring in a design specialist such as Damen to realise something that creates value.” “Throughout the project, Maersk Supply Service was committed to close dialogue and collaboration to maximise the project outcome for all parties. So it is very rewarding for us as a vessel owner to have Maersk Connector as part of our 40-plus strong fleet and offer its exclusive capabilities to DeepOcean.” Sam Taylor, DeepOcean’s technical sales manager, who played a significant role in the development and building of the vessel said: “Damen, Maersk Supply Service and DeepOcean’s combined experience of vessel design, construction and subsea operations has resulted in the delivery of a very fine installation vessel. We are pleased that we will now get to put it through its paces on a number of the important offshore windfarm and subsea interconnector projects that DeepOcean have secured.” Based on Damen’s flexible and innovative Offshore Carrier 8500
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Maersk Connector is the result of a truly collaborative process, say the project partners
series, Maersk Connector was built at Damen Shipyards Galati in Romania and delivered to Maersk Supply Service in 2016. Since then, the vessel has been on long-term charter with UK-based DeepOcean working on a number of projects. The vessel is able to provide all of the functionality of a DP 2 vessel without sacrificing shallow water workability. Equipped with a seven-point mooring system the vessel can manoeuvre on a comprehensive anchor spread allowing close approach for shore end installations. The vessel is also certified to ground-out fully loaded in suitable conditions for beach operations. This functionality brings significant savings, eliminating the cost of a separate, shallow water vessel as well as reducing the number of required joints. The vessel also features an innovative, unique dual basket 7,000 tonne carousel system which can handle HVAC, umbilicals and bundled HVDC power cables, capable of laying two cables simultaneously. A sleek bow and slender hull enables the vessel to sustain speed and course in head seas with considerably reduced fuel consumption. This characteristic also offers reduced slamming for increased safety and comfort on board. Other vessels that were shortlisted for the Support Vessel of the Year Award were: • ALP Striker, first of a new class of long distance towage/anchor handling/salvage tugs for ALP Maritime, of Ulstein design and built by Niigata Shipbuilding & Repair • Pioneering Spirit, for its Allseas’ unique heavy lift/decommissioning vessel, designed by Allseas and built by DSEM in South Korea • Audax, owned by Red Box Energy Services, a purpose-designed and built Polar 3 class heavy transport vessel designed by owner and built by Guangzhou Shipyard International. OSJ
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
6 | SHIPOWNER OF THE YEAR AWARD
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Diversification pays off for Vroon Offshore The winner of the 2017 Shipowner of the Year award, which was sponsored by V. Ships Offshore, has been quick to take advantage of opportunities outside the offshore oil and gas industry by fine tuning its offering
Jan-Piet Baars (centre): “Vroon Offshore Services has re-roled vessels and moved into the offshore wind, walk-to-work market, and into East Africa”
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warded to a company which above all other companies has shown excellence in the operation of its ships and has, in the past year, demonstrated an exemplary record of achievement in the management of one or more of business development and growth, of safety, quality, efficiency and environmental sustainability, the winner of the 2017 Shipowner of the Year award, Vroon Offshore, has expanded into new markets and new regions in the last 12 months. Jan-Piet Baars, director offshore at Vroon Group BV and Craig Harvie, managing director of Vroon Offshore Services, professed themselves “delighted and honoured” to accept the award on behalf of the company. Vroon Offshore Services received the award in recognition of its ability to re-role vessels and move into the offshore
wind, the walk-to-work market and related market segments and for its initiatives offshore East Africa. “This is a fantastic achievement and recognition of the wider Vroon Offshore Services offering in the current, challenging market,” said Mr Baars. “Everyone at Vroon Offshore Services, offshore and onshore, has played a part in contributing to this award and recognition of the company’s achievements.” Mr Baars said receiving the award was “an especially good win” in such a difficult and challenging market. Interviewed after the awards ceremony, Mr Baars said teamwork and making sure that Vroon Offshore “contributed to the success of its clients” lay at the heart of what the company had achieved. “We decided which markets we wanted to work in, and made sure we won in those markets,” he said. Mr Baars said he
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
was particularly pleased at the way that the company had responded to growing demand for walk-to-work vessels that could provide “stepless transfer” from a vessel to a platform, be it an offshore structure or an offshore wind turbine. Mr Baars said: “We have fine-tuned the services we offer potential clients and optimised and maximised what we can offer them, working closely with stakeholders and partners.” Vroon Offshore recently confirmed that one of its walk-to-work vessels, Vos Start, is to be fitted with Barge Master’s new Barge Master Gangway, a system that also enables transfer of personnel and cargo. The Barge Master Gangway incorporates an access tower with elevator, providing stepless access. An adjustable pedestal enables it to connect at different heights. The vessel fitted with the gangway will be available for projects in the second quarter of 2017. “Our next-generation walk-towork vessel Vos Start will offer a very high standard of onboard accommodation for up to 60 client personnel plus a walk-towork configuration,” Mr Baars explained. With the energies of vessel owners offshore East Africa focused on creating solid foundations for future work, Mozambique has come to be seen as a potential bright spot in an otherwise depressed offshore oil and gas market. Several owners have set about establishing local entities to take advantage of tendering opportunities that are starting to trickle in for projects commencing in 2019 and 2020, Vroon Offshore being a notable example, having recently established a Mozambique entity, Vroon Offshore Services Limitada. In the longer term the company aims to locate a vessel in Pemba, both as part of building a long-term presence and to take advantage of interim local requirements in an area that has no spot market. Other entrants shortlisted for the Shipowner of the Year Award were: • Topaz Energy and Marine, for its ability to deliver stable results in the last three quarters and diversify into new markets such as a contract for Module Carrying Vessels for TCO won with Blue Water Shipping • BS Offshore, for Bernhard Schulte’s entry into the offshore industry through BS Offshore, the offshore unit of Bernhard Schulte • Halul Offshore, for its ongoing expansion beyond Qatar and the Gulf Cooperation Council states, recent contract wins and commitment to safe operations. OSJ
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INNOVATION OF THE YEAR AWARD | 7
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Innovation of the Year gives crane 3D functionality
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ponsored by Bureau Veritas, the Innovation of the Year award is awarded to an innovative product, system or service which is considered to have made a significant impact on the design, build and/or operational aspects of offshore support vessels in service during 2016. The 2017 award went to MacGregor’s 3D Motion Compensator (3DMC) and was the third Innovation of the Year Award awarded to the company. MacGregor won the same award in 2014 for its three-axis motion-compensated crane and in 2012 for its Chain Wheel Manipulator. The 3DMC is a retrofit device designed to enhance the load-handling precision of offshore cranes. “We are obviously delighted to have won this peer-reviewed, industry recognition from one of the most reputable forums in the international offshore sector,” says John Carnall, executive vice-president, global lifecycle support at MacGregor. “Winning the award for a third time really demonstrates our ability to develop and introduce new concepts to the market that have the capability of transforming offshore operations. “We know how tough market conditions are. We have focused a great deal of effort in developing systems that can cost-effectively improve the equipment that operators already own, so that they can become more competitive,” said Mr Carnall. “Any investment must deliver demonstrable operational advantages and the 3DMC retrofit option does exactly that, allowing a shipowner to expand the loadhandling capabilities of a crane far beyond its original limitations. This means that the crane – and vessel on which it is installed – can be used for more assignments and owners will be able to bid on a wider range of contracts.” MacGregor’s standard active heave-
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Motion compensation has been one of the key technology trends in the offshore vessel industry for several years, as the winner of the 2017 Innovation of the Year award highlights
compensation (AHC) offering, supplied through a crane’s winch, compensates for a vessel’s vertical movements. However, when very accurate load positioning is required – such as landing loads on small, fixed platforms – the 3DMC can be used. It compensates for the roll, pitch and heave motions of the vessel to minimise any movement of the load in relation to a fixed point in space. The 3DMC can be fitted to the knuckle jib of a broad spectrum of new or existing MacGregor subsea and offshore cranes.
It has been designed for easy installation and makes use of the crane’s existing hydraulic power unit and control system. The 3DMC-crane interface is designed so that the unit can be swiftly mobilised to a crane with the relevant fittings. This allows for flexibility within a fleet of vessels, so that one or several 3DMCs can be shared between them. When not required, the 3DMC simply remains fixed to the side of the crane’s main knuckle jib without interfering with the normal lifting capabilities of the main and whip winches. The other shortlisted companies and products in this category were: • Safeway, for the CargoSafe motion compensation system for cranes, which can be used to upgrade cranes on offshore vessels to 3D motioncompensated functionality. • CargoFlexX, for the innovative CargoFlexX storage and FlexXvac systems OSV Finder, for their digital platform designed to instantly identify suitable OSVs for chartering. OSJ
MacGregor won the Innovation of the Year Award for its 3D Motion Compensator. Receiving the award is John Carnall, MacGregor (centre) together with Edwin Lampert from Riviera (left), and Gijsbert de Jong from Bureau Veritas (right)
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8 | SUBSEA INNOVATION OF THE YEAR AWARD
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Bespoke provider saves time and enhances safety and operability Custom-designed equipment from a British company is expected to significantly improve revenues generated by a well intervention contractor, removing the need for tool changeover and enabling operation in adverse weather conditions
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SJ’s Subsea Innovation Award is awarded to the owner of an innovative subsea vessel, the developer of innovative subsea equipment, or contractor responsible for an especially innovative subsea project. This year the winner was Osbit, a British company that has carved out a reputation for developing innovative, bespoke equipment for the offshore sector. Bespoke is the word that springs to mind when you think about Osbit. It doesn’t do anything ordinary. When it says it will deliver a safe, bespoke equipment solution and do so on spec, on budget and on time, that’s invariably exactly what it does. That’s how the company, formed by entrepreneur Dr Tony Trapp, has distinguished itself.
“We own your problem until we solve it, listening intently and working passionately with you to get the job done,” says Dr Trapp, who is Osbit’s executive chairman. “We love tackling the most complex problems headon, by paying attention to the smallest of details. We offer a fresh approach, one that disrupts a market of ageing technology. We believe in delivering highquality bespoke engineering with a flexible service.” The offshore engineering and technology company won the award for designing and manufacturing three bespoke intervention tension frames (ITFs) for Helix Well Ops, the well known provider of well intervention services. The ITF, which stand at over 20m high and weigh around 100 tonnes, were developed to suit a
Osbit designed and built bespoke intervention tension frames for Helix Well Ops, the well intervention company
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
trio of state of the art newbuild vessels including two owned by Siem Offshore and contracted by Helix Well Ops. The systems secure a tensile connection between the well riser and the vessel’s handling equipment. Osbit stood out from the shortlist of four companies for delivering a world first in operational flexibility, by facilitating coiled tubing and wireline operations without the need to detach from the well. The technology removes the need for tool changeover and permits operation in poor weather conditions. The systems also deliver safe, integrated access and maintenance where none has existed before. Each ITF features three platform access levels, supported by Osbit-supplied blowout
preventer maintenance and storage towers and moveable decks. It is also a significant advancement in safe operations, removing the need to use man riding winches. Brendon Hayward, managing director at Osbit, said: “We are immensely proud to receive this award, which recognises the ingenuity and skill of our talented engineers. It is a particularly special achievement given that the winner was voted for by our industry peers. The win is also testament to the effectiveness of the collaborative working relationship we have developed with Helix Well Ops. This was crucial in facilitating the development of a bespoke solution that is effective, safe, and competitively priced.” The other shortlisted entrants in the awards were: • Thrust Maritime’s ‘THOR’ remote hyperbaric recovery and reception capability for Sapura Acergy/Sapura Kencana • James Fisher Subsea Excavation for the SP12000 mass flow excavation tool, which produces more than 6 tonnes of thrust at full power and a significant volume output of 12,000 litres of water per second • Eelume in Norway for its ‘subsea swimming robots,’ snake-like underwater robots that could inspect and repair subsea infrastructure. OSJ
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ENVIRONMENTAL AWARD | 9
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Green award winner helps reduce OSV emissions
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warded to a company, project or product that has made a significant contribution to a reduction in the environmental footprint of the offshore support vessel (OSV) industry, the 2017 Environmental Award went to UK-based Royston and its specialist fuel monitoring technology. The award recognised the successful introduction of the new enginei AutoMode detection system which optimises OSV fuel consumption across different vessel operating phases. The automatic detection of different operational modes enables more reliable vessel and engine performance data to be produced and analysed. This means that onboard engineers and offshore fleet management staff have the ability to make more informed and accurate decisions based on trusted information on fuel consumption, with consequent improvements in vessel efficiency and emissions control. Damian McCann, product manager for enginei fuel management systems at Royston, said: “With the marine sector moving inexorably towards the greater use of intelligent onboard data, the successful ability of the enginei system to accurately monitor and manage fuel consumption is essential to improving a vessel’s operating efficiency. The OSJ award is a real mark of maritime industry quality and we are delighted to have been recognised in this way.” The enginei system uses
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Royston’s AutoMode capability for the enginei system, which helps optimise fuel consumption, won the 2017 Environmental Award, which was sponsored by Moore Stephens
The AutoMode version of enginei can reduce fuel consumption and emissions
volumetric and mass flow measurement for enhanced fuel data analysis and engine reporting options that give vessel owners and operators detailed performance data, fuel optimisation rates and mission critical information. To meet the need for more accurate monitoring of performance during different modes, Royston developed an upgraded version of the enginei fuel management system that utilises sophisticated data processing and statistical analysis to automatically identify the vessel’s operational mode.
By identifying individual operational modes automatically, the auto-mode capability removes the risk of human error introduced by the manual intervention of crew members and avoids the consequent risk of misinterpretation of engine and voyage data. The automatic detection of operational modes enables more reliable vessel and engine performance data. Development of the automode system included trials undertaken in partnership with offshore vessel owner GulfMark using the platform supply vessel Highland Prince. In tests
undertaken on the vessel, engine and fuel data was gathered by the enginei system to enable performance comparisons to be made between crew-pressed operational mode and the automatic predicted mode. Engine and other sensor data was collected and analysed by the system to develop control limits for different operational modes. On Highland Prince, AutoMode demonstrated the ability to enhance voyage planning with optimum speeds and fuel consumptions achieved during transit. Arriving on time at ‘eco speed’ contributes to reducing transit consumption and standby time at the installation and consequently the fuel burnt when in standby mode. In addition, the conversion of the fuel consumption data will also enable accurate CO2 and other emissions levels to be calculated and adjustments made. Other entrants that were shortlisted for the Environmental Award were: • Plan B Energy’s batterybased storage system and CoolCell and Thermal-Stop safety systems • MI-SWACO for its automated tank cleaning system, recently adopted by Statoil, which means personnel need not enter the tanks on a vessel in order to clean them • MAN Diesel & Turbo for the dual fuel propulsion system for Heerema’s semi-submersible crane vessel Sleipnir, a package that ensures full fuel-flexibility and more than meets NOx Tier III emission limits at all times during operation on LNG and MGO. OSJ
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10 | OFFSHORE RENEWABLES AWARD
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SPECIALLY-SHAPED SHIP
RESULTS IN OPERATIONAL EFFICIENCIES WIND TURBINES AND SHIPS MAY NOT SEEM TO HAVE AN OBVIOUS CONNECTION – UNLESS YOU NEED TO SERVICE OFFSHORE WIND TURBINES, WHEN AN ESPECIALLY SEAWORTHY, FLEXIBLE AND MANOEUVRABLE VESSEL REALLY COMES INTO ITS OWN
Windea La Cour is as effective operating stern first as it is bow first
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he 2017 Offshore Renewables Award was sponsored by F3O Offshore Services and is awarded to a company, project or product that has made a significant contribution to the development of the offshore renewables market during 2016. The winner was an innovative service operation vessel, Windea La Cour, the first ever vessel with the Ulstein X-STERN, which was designed and built by Ulstein in Norway for Bernhard Schulte Offshore and contracted by Siemens Wind Power. The vessel is currently in service at the 600 megawatt Gemini offshore windfarm in The Netherlands. Windea La Cour has made a significant contribution to the offshore renewables market, but its significance is far wider, being the first vessel in any market with the X-STERN. In addition to the X-STERN it also has the X-BOW shape from the Norwegian vessel designer and builder, and both optimise the ship for operations at offshore windfarms, not least because with an X-STERN the vessel’s operator avoids losing time by continually having to turn the vessel when relocating. Unlike any other vessel, which has a bow designed to pass easily through waves, with minimal resistance, this ship is also designed to reverse through them, stern first. “The X-STERN hull shape allows the vessel to be positioned
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
with the stern facing towards the weather instead of the bow only,” Matthias Müller, managing director of Bernhard Schulte Offshore explained. “This gives the vessel improved weather resilience, greater operability and reduces power and fuel consumption whilst in dynamic positioning mode next to a wind turbine.” Studies show that vessels servicing offshore wind turbines operate astern at least 50-70 per cent of the time after arriving at windfarms. Having the X-STERN makes them much better suited to doing so and confers on the vessel the same benefits as the X-BOW. Hence, Windea La Cour has twice the benefits of the X-shape hull configuration. Bow first the vessel was found to have a maximum speed of 13.95 knots when on trials; stern first, the vessel could make 12.1 knots, so it is especially manoeuvrable, with excellent seakeeping and performance in dynamic positioning mode,. And it can make good speed whether under way bow or stern first. Flexibility is thus another key advantage of the combined X-BOW and X-STERN vessel. Comfort levels on board are better than they would be on a conventional vessel and noise and vibration levels and slamming are reduced. SOVs provide a means of transport for windfarm technicians but are also hotels for them, and provide a warehouse and a workshop at sea. They need to be fast, reliable and safe, and be able to transport large quantities of spare parts and tools. Like most other SOVs, Windea La Cour has a walk-to-work offshore access system, a kind of motion compensated gangway to enable maintenance teams to walk from the vessel to the turbines in wave heights of up to 2.5m or more. The crane on the SOV can hoist equipment and spare parts from the vessel onto the wind turbine platform. For client Siemens, the above-mentioned advantages of the X-STERN ship translate into operational efficiencies and help the company’s customers realise optimal performance from their turbines. “Siemens is at the forefront of introducing the SOVs that are being constructed specifically for offshore wind service operations,” said the company, noting that it had taken an active role in specification of vessel, with particular emphasis on safety and improving efficiency. Also shortlisted for the award were: • Palfinger’s turbine blade access system, the PBA, for which Senvion recently became the first customer • Barge Master’s gangway system for personnel and cargo. The Barge Master Gangway Model 3.0 compensates vessel motions in significant wave heights of up to 3m • Voith for the Voith Linear Jet or ‘VLJ,’ a new type of propulsor combining the best properties of conventional propellers with the best properties of conventional waterjets. OSJ
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DYNAMIC POSITIONING AWARD | 11
sponsored by
Targetless position sensor uses radar rather than lasers Position reference sensors are essential for dynamic positioning of offshore vessels but a new approach was needed in the offshore wind industry
T
he OSJ award for dynamic positioning, which was sponsored by ABB, is awarded to the developer of an innovative DP product or system, or contractor responsible for an especially innovative application of DP on a project. In 2017, that product was Guidance Marine’s RangeGuard, an award that the company said was “a badge of honour that the company will wear with pride, having been made all the sweeter that it is industry recognised from the company's peers within the maritime world.” Describing the innovation, Jan Groothuizen, group chief executive at Guidance Marine, said RangeGuard was the first time the company had brought targetless position sensing for DP to the position reference market. “RangeGuard has really moved the position reference sensor market forward, from laser radar technology to true, targetless technology. It can deliver real time savings and cost savings,” he explained. “We love innovation, but as always technology on its own cannot win. You need fantastic partners, so I would like to thank our integrator partners on this particular project, Marine Technologies and our end customer Bernhard Schulte, on whose vessel Windea la Cour RangeGuard was installed.” As highlighted by Mr Groothuizen, RangeGuard is the first sensor from
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Guidance Marine that does not use physical targets. It uses radar reflections from its surroundings to calculate precisely the vessel’s range to the nearest object in its field of view. Combining the information from two sensors allows range and bearing to be calculated and input into the DP system of a vessel to give the first targetless DP local position reference sensor (PRS). “RangeGuard introduces a new method of position measurement – fully independent of DGPS or laser systems,” said Andrew Stead,
the company’s head of sales. “The elimination of targets delivers significant cost and operational benefits in sectors such as offshore wind, with every gangway or walk-to-work deployment. In a multi-asset environment such as a windfarm the case for RangeGuard becomes overwhelming.” Rather than using dedicated physical targets, the system uses the local environment as its target – typically the leg or lower tower of a wind turbine. Removing the need for physical targets to be installed makes the vessel completely independent and
Guidance Marine’s RangeGuard is ideal for multi-asset environments such as offshore wind
can increase both safety and decrease turnaround times. A vessel usually approaches an offshore wind turbine on DP and, typically, uses differential GPS and a laser PRS to obtain precise position. If poor quality reflector targets are installed on the wind turbine it can lead to the laser sensor detecting false reflections due to their proximity to other highly reflective surfaces, such as the high vis jackets of workmen on the landing platform and walk-to-work gangway. To overcome this problem, high quality reflective prism targets should replace low quality reflectors, but the cost of installing these on every single wind turbine in a windfarm can be prohibitive. Removing the need for physical targets altogether is a step change in windfarm navigation. After the promising results obtained during the trials on Ocean Zephyr, Bernhard Schulte decided to make full use of the potential of RangeGuard and install a fully DP integrated system on its new service operation vessel Windea La Cour. Other advantages cited by the company include the fact that it requires little or no maintenance, can detect objects within 300m, it has no moving parts, provides an additional form of redundancy, and reduces turnaround times. Other entrants in the DP award who were shortlisted were: • The Marine Training Institute, Gray, Louisiana, the first training provider to be accredited to conduct OSVDPA DPO training courses and assessments • DP & Marine Assurance Norway for its remote DP trials concept • DNV GL for its new, open industry standard for assessing the position-keeping ability of vessels. OSJ
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
12 | 2017 CONFERENCE IN PICTURES
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FROM LEFT TO RIGHT: 1: Palfinger kindly sponsored the lunch break on day two; 2: Trond Skodjevåg Bø enjoying networking; 3: Quintin Kneen listens intently as René Kofod-Olsen addresses the room; 4: Damen Shipyards kindly sponsored the evening drinks reception; 5: a delegate digests the conference handbook; 6: the gala dinner was a successful end to a great three day event; 7: Oskar Levander from Rolls-Royce; 8: cheers all round; 9: delegates packed the room for the day ahead.
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
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2017 CONFERENCE IN PICTURES | 13
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10: the awards on display; 11: delegates participating in the day's event; 12: the award winners; 13: Charles Fabrikant started off the conference; 14: the industry comes together in the evening for the awards; 15: networking continued in a positive vain; 16: a round of applause for the award winners ; 17: Cummins kindly sponsored the Gala dinner; 18: Kommer Damen has become a regular at the OSJ event.
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Annual Offshore Support Journal Conference, Awards & Exhibition 2017
The first targetless DP sensor optimised for positioning and station keeping at a wind turbine
RANGEGUARD • No DGPS shadowing • Reduces turnaround times: no targets, handover, routine checks • No active targets – no maintenance • No false reflections – immune to ‘walk-off’ incidents • Additional form of redundancy • Small and lightweight sensor design • DP feed for approach and station keeping • Operating range of up to 300m
Guidance Marine: 2017 WINNER of the Dynamic Positioning Award
Supported by our worldwide support network and international offices in;
Guidance Marine Ltd, 5 Tiber Way, Meridian Business Park, Leicester, LE19 1QP, UK Tel: + 44 116 229 2600 Email: sales@guidance.eu.com www.guidance.eu.com www.marine.direct
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MARKET UPDATE | 15
Green shoots of recovery in a downbeat OSV market
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he offshore support vessel (OSV) market is tough for owners as thousands of vessels are laid up, and charter rates have plunged to breakeven levels. Some owners have been forced into mergers of inconvenience and others to crawling back to banks to plea for more time or flexibility in payment terms. Overall, the OSV industry has come to terms with the dire market conditions and is trying to evolve. This was the main sentiment of the opening session at this year’s Annual Offshore Support Journal Conference, Awards & Exhibition in London. Seacor executive chairman and chief executive Charles Fabrikant opened the conference with a keynote presentation. He said the current downturn was similar to those in the past when several well-known vessel owners either went to the wall, or were consumed. He suggested that there would be many more mergers and acquisitions over the next two years as the market sees more consolidation. To cope with the downturn, vessel operators and managers need to re-invent themselves and re-adjust to the new conditions, delegates heard. OSM Maritime chief operating officer Oddvar Solemsli said that there were opportunities for vessel management due to the banks owning increasing numbers of vessels but not wanting to manage them. Other owners have found vessel
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employment opportunities in the offshore renewables industry. Some vessel operators had adjusted by investing in technology. Topaz Energy and Marine was one of these, according to chief executive Rene Kofod-Olsen. He said masters on the company’s vessels in the Middle East, Caspian and West Africa will be given tablet computers for information display and transfer. He also said Topaz will remotely monitor vessels for fuel efficiency, planned maintenance and security. There were some green shoots emerging as oil companies have restarted offshore projects at lower oil price breakeven levels. GulfMark Offshore's president and chief executive Quintin Kneen told delegates that the OSV market should begin
to recover in 2018 as oil companies increase investment. He said GulfMark was coping with the downturn in the OSV market by cutting crew costs by at least 40 per cent and selling older vessels. GulfMark has accepted different charter terms from oil companies and concentrated resources to meet new efficiencies. However, Mr Kneen said the OSV industry still had too many vessels, too many owners and too much debt. Nonetheless, he concluded that: “We expect to see some improvement in 2017 and recovery in 2018,” he said. Clarkson Research Services managing director Stephen Gordon said more offshore projects are becoming viable because of the 40 per cent drop in capital expenditure, which would lead to more activity. He said there was more interest
in gas projects and some deepwater areas. “So there could be some pick-up in 2017,” he said. “There are signs that the market has bottomed out, increasing requirements for jack-up rigs in the Middle East, while the decommissioning and renewables sectors are positive.” Any recovery could be thwarted by newbuildings entering the market, albeit later than expected. Mr Gordon said there were still close to 400 OSVs on the global orderbook, although some of these may never be delivered. There were also around 1,200 vessels laid up globally of a fleet of around 5,500 vessels. Some of these vessel could remain stacked for years. Mr Fabrikant said any vessel built before 2003 are unlikely to return from lay-up as oil companies would charter modern tonnage instead. OSJ
Charles Fabrikant (Seacor): “there are going to be more mergers”
Stephen Gordon (Clarkson Research): “the market could pick up later in 2017”
René Kofod-Olsen (Topaz Energy and Marine): “IT is helping Topaz to reduce costs”
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
16 | FINANCE
FINANCES UNDER STRESS AS OWNERS SEEK SOLUTIONS
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eir Sjurseth, managing director and global head of offshore finance at DVB Bank SE told the Annual Offshore Support Journal Conference, Award & Exhibition that the crisis in the offshore vessel industry could last at least as long as the crisis in the 1980s. Mr Sjurseth said it is not unlikely that around a fifth of industry players could disappear if the crisis continues for another 4-5 years. “There are too many players, too much capacity,” he told delegates. “Many of the start-ups in the last five years will disappear.” He described the state of the platform supply vessels (PSVs) segment as “very negative” with a steep fall in utilisation and rates, over-capacity and values down 30
per cent from the end of 2015, although there are large differences among regional markets. As highlighted previously by OSJ, the PSV segment is also now the subject of a fair amount of speculation. He said the seismic market is “very negative,” with the market dominated by five players, with consolidation ongoing, stacking and lay ups. In the subsea and construction segments sentiment has also turned very negative. Time charters are getting shorter and charterers are demanding cuts to rates. Of the offshore vessel market as a whole he said: “Owner equity is basically lost. Larger impairments are needed. Only a few vessels have been scrapped or are leaving the market. Debt levels are still too high and there is too little new equity. If there is
Geir Sjurseth (DVB Bank SE): “there are too many players and too much capacity”
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
a further deterioration in key markets or a prolonged slump the real clean-up will start and will have significant consequences,” he told delegates. In these circumstances, he explained, there are a growing number of offers from companies proposing to manage other companies’ vessels on behalf of banks. Others are considering setting up an outside vehicle funded by private equity (a so-called side-car arrangement) to acquire vessels to be managed by a sponsor company. “Few players in the market want to use cash to buy anything – irrespective of the price,” he concluded. Mr Sjurseth said that even if there is a recovery in the oil price, the offshore support vessel market will continue to struggle for another two to three years and owners will continue to face significant cash flow problems, breaches in bank and bond financings, impairments, forced vessel sales and bankruptcies. “Outside capital is desperately needed.” There are likely to be more distressed companies forced to consolidate. “Patience and lots of liquidity is needed,” he concluded. In the second presentation in the finance session, Miles Cole, head of offshore at VesselsValue addressed the difficult question of how to value OSVs in the current market, with many OSVs being overvalued by owners compared with the reality. Mr Cole explained VesselsValue’s methodology for valuing vessels, with values being updated on a daily basis. He said that the values calculated for vessels using its input data and proprietary algorithms are benchmarked against the prices of actual sales, which demonstrate that its values display a high degree of accuracy. He suggested a number of tools that owners of OSVs can use to enable them to gain a realistic estimate of the values of their assets. At a time when a significant proportion of older OSVs are currently valued at little more than scrap value and company finances are under pressure it is important that owners use all the tools available to them to gain an accurate estimate of the worth of their vessels. OSJ
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TECHNOLOGY AND INNOVATION | 17
TAKING TECHNOLOGY TO THE NEXT LEVEL
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n a stream dedicated to technology and innovation, presenters outlined current and future projects intended to provide improved efficiency, reliability and safety for various aspects of offshore vessel operations, addressing some of the most pressing priorities of owners in the current market. John Olave Lindtjorn, global product manager at ABB spoke about its Onboard DC Grid product, which has been in the market for about four years, and its latest offering to enhance energy storage, the Energy Storage Solution (ESS), to make the best use of batteries. The ESS has so far been installed on nine vessels, including two specialised OSVs and a cable layer. Mr Lindtjorn explained the main components of the system – the battery, converter and control system, offer an integrated solution. It features a spinning reserve that provides improved safety, reduced fuel consumption and maintenance requirements. Peak shaving saves fuel by avoiding the need to run additional engines. It also features enhanced dynamic performance and enhanced ride through which provides rapid back up power. Strategic battery charging means that engine operations can be optimised. He gave more detail of the ESS installed on the cable layer Victoria built at Kleven in Norway and delivered in early 2017 with Onboard DC Grid and ESS. The 140m long vessel was built according to ABB’s specifications and designed to enhance ABB’s submersible cable operations. It is powered by six 2,240kWe generators, with energy storage of 156kWh. Mr Lindtjorn said that the battery can be used for various applications, including loading cables, in transit, and during operations, and providing extra peak power. A very different type of technology was presented by Steve Binney, senior engineer at Osbit. He outlined Osbit’s innovative well intervention technology, which went on to win the OSJ Subsea Innovation Award (see page 8). He explained that well intervention involves entering a wellbore in order to initiate, maximise or abandon production across the life of a well. This can include a number of operations such as repairing tubing, removing scale, high pressure jetting, video surveillance and using a cement plug, all of which pose technical and safety challenges. Mr Binney said that the main challenges involve subsystem integration, achieving full access, and a safe and effective interface with the supporting vessel. The solution that Osbit has developed involves a holistic approach involving a maintenance tower, walk-towork access, intervention tension frame, retractable operating deck and an offshore crane. Improving ship-to-ship transfer was addressed by Ivar Fjermeros, senior sales manager at MacGregor. These operations are especially hazardous in the challenging offshore environment, often featuring unpredictable vessel motions, which pose safety risks as well as reducing crane lifting capacity. In practice this has meant that ship-to-ship transfers have only been possible in calm
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John Olave Lindtjorn (ABB): “the batteries on Victoria will have a range of potential applications”
seas and with limited lift capacities. MacGregor’s solution involves a motion reference unit placed on the secondary vessel that transmits movement data to the crane’s control system via a high-speed redundant wireless radio link. This system calculates the necessary winch compensation, to minimise hook movement in relation to the load or landing zone on the secondary vessel. The system features a precise tension and position control for stable hook-on, hook-off, pickup and landing activities. Mr Fjermeros said that small scale performance tests have been conducted to verify the functionality and accuracy, and the wireless communication link has been extensively tested and verified. He said that this system provides for safer ship-to-ship transfers reducing the time taken and able to be undertaken in more challenging environments. Damen Shipyards’ project manager Bas Blaak gave its perspective on developments in autonomous vessels. He said that the main drivers are capital cost, fuel cost, maintenance cost and crew cost. This represents the biggest saving and will also reduce risks of human error incidents. He outlined seven different levels of autonomy that could be adopted, from totally manual, with various levels of support and supervision, right through to a fully autonomous vessel. Bart Long, offshore segment manager, Caterpillar Marine summarised some of the technologies that the engine supplier is implementing to improve vessel performance and reduce operating costs, with a major commitment to investment in research and development. They include the analytics and prognostic system from Caterpillar Marine Asset Intelligence, and various engine monitoring and diagnostic solutions that will identify any problems quickly. OSJ
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
18 | THE FUTURE
Autonomous offshore vessels could be operating within two years
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he first autonomous offshore support vessels could be in operation in 2018 as technology leaders develop them for various offshore applications. The benefits in using unmanned vessels would be reducing the risks to offshore workers, removing some of the human errors and lowering operating costs. Kongsberg Maritime, Rolls-Royce, Damen Shipyards and DNV GL presented their expectations on developments in autonomous vessels at Riviera’s Annual Offshore Support Journal Conference, Awards & Exhibition in London. Kongsberg is the closest to launching an autonomous vessel, and is collaborating with the UK’s Automated Ships on the world’s first unmanned vessel for offshore operations, to be named Hrönn. That vessel could be in operation in 2018. Initially, it would be ready for light offshore duties in a remote control mode. But eventually, it could be fully autonomous, said Kongsberg executive vice
TOP LEFT AND RIGHT: Oskar Levander (Rolls-Royce Marine); Bjørn-Johan Vartdal (DNV GL); BOTTOM LEFT AND RIGHT: Stene Førsund and Matt Duke (Kongsberg Maritime)
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
president for global sales and marketing Stene Førsund. He described the technologies that enable autonomous vessels. “Digitisation expands the scope for remote control of vessels and we can develop algorithms for autonomous operation,” he said. Kongsberg vice president for maritime digital platforms Matt Duke described more of these technologies. He listed the internetof-things, cloud services, data analytics, remote services virtual and augmented reality, 3D visualisation and cyber security as key technology trends. “In cyber-physical interactions, the internet-ofthings and cyber secure networks are essential. For autonomous vessels, we need high levels of quality assurance, redundancy and using standard equipment to reduce any issues. We need to validate equipment before it goes into service and use condition-based maintenance during service,” said Mr Duke. DNV GL is involved with Kongsberg in the Hrönn project, and in other autonomous vessel developments. This was highlighted during a presentation by Bjørn-Johan Vartdal, programme director for strategic research and innovation at DNV GL. He described the rule requirements for autonomous and remotely controlled vessels. He also suggested that human interaction should remain in the loop in some form, whether it is just supervisory or making offshore decisions. DNV GL is also working with Rolls-Royce and Inmarsat in the development of autonomous vessel technology. Rolls-Royce vice president of innovation, engineering and technology, Oskar Levander described how unmanned cargo supply vessels and control units for remotely operated vehicles could be developed. He predicted that one of these would be taken into operation by 2020. Mr Levander expects the early steps will be made through remote monitoring and control of engineroom systems and semiautonomous navigation functions. He added that more intelligent vessels could improve operations, enhance safety by reducing the human error factor and lower operating costs. He presented the concept of an autonomous supply vessel, which would be used to ship small cargoes out to platforms on a daily basis. “We can afford to do this, if we do not have many people involved,” Mr Levander said. “We lower costs, do not need crew and optimise cargo flow.” He also presented a concept for an autonomous surface vessel for deploying ROVs. “It would be a floating power and communications unmanned vessel that is remotely controlled from shore and means ROVs would be operated from shore. This could transform offshore operations and lower operating expenditure.” Damen Shipyards project manager Bas Blaak described how the company was developing many of the technologies that would be required for remotely controlled and autonomous vessels. “By defining the levels of autonomy intelligently it is possible to define a logical and organic roadmap towards an autonomous vessel,” he said. “We are developing the concept of an autonomous platform supply vessel with reduced size, but carrying the same payload,” he concluded. OSJ
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EUROPEAN DYNAMIC POSITIONING CONFERENCE | 19
DP technology advances and guidance issues addressed
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ynamic positioning (DP) system design and operation, and operator training issues were discussed at Riviera Maritime Media’s European Dynamic Positioning Conference in London in February. Delegates were updated on the latest rules and guidance regarding DP systems on a variety of ships. The International Marine Contractors Association (IMCA)’s marine technical adviser Andy Goldsmith outlined the changes coming from its own guidance and IMO’s requirements. IMCA has updated its guidelines for training of personnel on DP systems, M117. This has been recommended by an IMO subcommittee to be approved by the Maritime Safety Committee when it meets in June. This committee is also set to approve the revised IMO 645 circular, covering the guidelines for vessels for designing and operating DP systems. First though, the circular needs to be recommended to MSC at the upcoming meeting of the ship systems and equipment sub-committee. During Riviera’s conference, the Nautical Institute updated the industry on its drive to improve DP operator certification and training centre accreditation. The institute’s chief operating office John Lloyd said 22 training centres had received accreditation for their DP revalidation simulator courses since the start of the
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year. This is for a shore-based pathway for DP operators to revalidate their certificates, which has to be done every five years. Capt Lloyd told delegates that the institute had reduced the time it takes to process DP operator certification from four weeks down to less than two weeks. It was also developing recognition for DP maintenance training courses for technical engineers on DP vessels and for emergency manoeuvring courses for vessels. Delegates were also told how changes were coming to guidelines and regulations for DP vessels operating in the US. Braemar Engineering director of DP and offshore projects, Kyle Eddings, said US Coast Guard guidelines have been drafted and OSV operators are developing their own DP operator accreditation. But he warned that vessel operators are looking to cut costs, which could lead to safety issues arising. Peter Solvang, managing director of DP and Marine Assurance Norway, said more vessel operators are using remote and rolling DP trials instead of annual tests. He said this would increase vessel safety, reduce costs for vessel operators, improve the early warning of potential faults and enhance the technical knowledge of crew. He said 46 platform supply vessels and anchor handlers, from five different vessel operators were using rolling DP trials with good feedback and success.
Capt John Lloyd (The Nautical Institute): “NI has reduced the time it takes to process applications”
Peter Solvang (DP and Marine Assurance Norway): “rolling DP trials have a number of advantages”
The latest vessel automation and sensor technology was also revealed at the event, with Wärtsilä and GE Marine Solutions unveiling their technology. Wärtsilä vice president for commercial operations Mark Ford explained how smart prediction units will help the shipping and offshore industries head towards greater vessel
autonomy. GE’s marine systems solutions director Nick Smith outlined how the shipping industry needs to adopt greater levels of digitalisation. Exhibitors at the conference revealed new position reference sensors. For example, Veripos launched the multiconstellation service Apex 5 and visualisation software interface. Oceaneering’s C-Nav introduced interference resistance antennas and Positioneering presented its positioning service. DNV GL has launched a free, online application for vessel operators to test the capabilities of ship positioning and DP. DNV GL senior principal specialist for DP systems, Aleks Karlsen, said this is based on new standards for station keeping assessment, which were published in January 2016. He said there were five levels of assessment, based on the Beaufort scale for wind and sea state. DNV GL also discussed how the offshore industry could adopt closed bus-tie operations. This involves redundant power systems linked through closed bus ties, which reduces ship emissions, but is considered to be prone to faults and failures. DNV GL group technical authority for DP explained that systems need to be designed for safe operations in closed bus-tie modes and for more testing. Operators also need to consider more protective functions in DP systems when operating in this mode. OSJ
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
20 | OFFSHORE WIND JOURNAL CONFERENCE
OFFSHORE WIND GOES DEEPER AND BIGGER AS TURBINES GROW
LEFT TO RIGHT: Chris Anderson (4C Offshore): “China is investing heavily in offshore wind”; Roman Grebe (F30 Offshore): “industry is still on the learning curve when it comes to SOVs”; Bart Willems (MPI Offshore): “larger installation vessels will be required”
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he opening session of the Offshore Wind Journal Conference in London highlighted some of the many developments taking place in what is a dynamic sector. Chris Anderson, chief executive at 4C Offshore said that China is investing heavily in offshore wind and now has the third largest installed capacity after the UK and Germany. But so far China is the only country in Asia with an established development pipeline for offshore wind. Western Europe is still by far the most advanced in terms of projects in operation or under development. He commented that there is a lot of potential in the US but so far only one commercial scale project. It is unclear what the policy of the new Trump administration will be for offshore wind.
Mr Anderson told the conference that worldwide there are 26 projects in the preconstruction phase with total capacity of 8.64GW. Currently total power capacity from installed offshore wind is about 14GW and will exceed 20GW by 2020. Turbines are getting bigger and more powerful and he predicted that there will be 10MW turbines by the early 2020s. Most current new projects are in waters of about 35m to 40m deep, but some are starting to go further offshore and into deeper water which will require upgraded support vessels. He said that as the industry expands more vessels will be needed for turbine construction and installation work and ongoing maintenance Bart Willems commercial director at MPI Offshore pointed out the technology trends. Offshore windfarms
Annual Offshore Support Journal Conference, Awards & Exhibition 2017
are operating in increasing water depths with most new projects in the 35m to 40m range, but some are deeper. He said that the upper limit for fixed installations is about 70m, beyond which floating installations would be needed. Turbines are getting bigger and foundation plates getting stronger and heavier. All these developments are placing increasing demands on support vessels, Mr Willems told the conference. There will be a need for bigger vessels to handle bigger equipment. But at the same time operators are under growing pressure to reduce costs. Roman Grebe, managing partner at F3O Offshore Services outlined the challenges for operations and maintenance as the offshore wind sector growth, particularly in relation to the two main dedicated vessel types involved, crew transfer
vessels (CTVs) and service operation vessels (SOVs). He said that the most significant growth will be in the SOV market as these vessels are still fairly new. “We are still on a learning curve as to how best to use these vessels.” Designs are still evolving as operators gain more experience. “The design of SOVs will develop further. There is still significant improvement potential for vessel performance.” Mr Grebe said that a lot more technology is being installed on board in terms of gangways, cranes, daughter crafts, machinery and propulsion. “There will be more focus on cargo handling equipment.” Peter Robert, director of business development and market intelligence at Damen Shipyards spoke about the pros and cons of vessel conversions and newbuilds. He told delegates that the advantage of conversions is the immediate availability of tonnage and current low secondhand prices of OSVs in the oil and gas sector, and the lead time is shorter. However, disadvantages include that ship layouts may need extreme re-working, impose physical constraints and face a challenge in complying with new regulations. Presentations of case studies on new projects included, Martijn de Jong, chief designer, ship design & systems at Rolls-Royce Marine on a next generation windfarm SOV, and Bram Lembregts, deputy managing director, Ulstein on its SOUL self-propelled heavy lift jack-up vessel designed for handling future requirements for installing bigger wind turbines. OSJ
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