Offshore Support Journal December 2018 by rivieramaritimemedia

December 2018 www.osjonline.com

CELEBRATING OSJ’s 20TH ANNIVERSARY

‘QUAD’ lifting trials prove successful

Preview: OSJ conference, awards and exhibition Fire safety: autonomous vessels to the fore “A lightweight, high-performance rope can lower the operating load of a crane, reducing the size of the vessel needed, the number of crew and other operating costs” Jorn Boesten, segment manager for offshore energy and maritime, DSM Dyneema, see page 14

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Contents www.osjonline.com Regulars 3 INDUSTRY COMMENT 38 MARKET DATA 40 IMCA NEWS

Area report: Mexico

6 Private operators are now able to explore in Mexican waters, opening up a raft of opportunities for the local OSV sector

Area report: Gulf of Mexico

10 Operators are benefiting from a wealth of decommissioning projects in the region, but with the low-hanging fruit almost picked, how best to tackle the challenges of deepwater decom

Cranes, A-frames and winches

14 A look at how high-performance synthetic materials can make offshore operations more cost-effective and greener 15 MacGregor’s fibre-rope offshore crane is approaching the final stages of construction

Laser and microwave position reference

16 How the goal of the autonomous vessel is driving developments in laser- and microwave-based dynamic positioning systems

Green propulsion

18 Could hydrogen fuel-cell technology revolutionise the offshore industry? 20 The business case for hydrogen

December 2018 volume 21 issue 10

Head of Content: Edwin Lampert t: +44 20 8370 7017 e: edwin.lampert@rivieramm.com Production Editor: Kevin Turner t: +44 20 8370 1737 e: kevin.turner@rivieramm.com Brand Manager – Sales: Ian Glen t: +44 7919 263 737 e: ian.glen@rivieramm.com Sales: Indrit Kruja t: +44 20 8370 7792 e: indrit.kruja@rivieramm.com Sales: Colin Deed t: +44 1239 612384 e: colin.deed@rivieramm.com Head of Sales – Asia: Kym Tan t: +65 6809 1278 e: kym.tan@rivieramm.com Sales – Asia & Middle East: Rigzin Angdu t: +65 6809 1277 e: rigzin.angdu@rivieramm.com Sales – Southeast Asia & Australasia: Kaara Barbour t: +61 414 436 808 e: kaara.barbour@rivieramm.com

OSJ conference, awards & exhibition preview

Production Manager: Ram Mahbubani t: +44 20 8370 7010 e: ram.mahbubani@rivieramm.com

Offshore construction – ships and equipment

Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com

Offshore vessel designers

Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Head of Production: Hamish Dickie

22 A look at next February’s busy offshore conference week

28 Telford Offshore hopes to exploit the recovery with projects that span the globe 30 Offshore Heavy Transport has ordered a semi-submersible heavy-lift vessel ‘QUAD’ lifting successfully trialled by Heerema Marine Contractors 32 Diversification is the watchword for those vessel designers aiming to prosper despite the downturn

Newbuilding orders and deliveries

34 A quiet time at present, with no new orders placed for nearly a year and the roll-out of new tonnage mainly confined to series vessels

Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

Fire-fighting systems

36 How autonomous systems are supporting crew and regulators in making vessels safer Front cover photo: Semi-submersible crane vessels Thialf and Balder employ an innovative ‘QUAD’ lifting method, successfully trialled by Heerema Marine Contractors in the Gulf of Mexico

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Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

Offshore Support Journal | December 2018

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INDUSTRY COMMENT | 3

Equally cursed as blessed: the decommissioning cost projection

T Steve Gilbert Lloyd’s Register

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he Oil and Gas Authority (OGA)’s UKCS Decommissioning – 2018 Cost Estimate Report says the estimated cost of decommissioning oil and gas infrastructure on the UK Continental Shelf has reduced from last year’s baseline. The recent assessment tracks progress with a reduction from £59.7Bn (US$76.5Bn) to £58Bn. It is no secret that the cost of decommissioning does not lie solely with the operator and the government has challenged the industry to reduce decommissioning costs by at least 35%. And it is in everyone’s interest; the operator does not want a weighty decommissioning cost liability on its books and the government does not want to have to subsidise an activity that has no return on investment and depletes the public purse. Since the oil price collapse of 2014, the operating cost of the industry has drastically reduced. The deflation in rig rates provides a ready example; rigs that were once fetching close to US$250,000 per day are now lucky to make US$100,000 and this reduction is reflected throughout the whole service sector. For most this is good news, as costs have fallen in line with commodity prices and some E&P projects have become more commercial. This has also proved advantageous for decommissioning projects, where associated costs have also fallen. It must be understood that the latest report shows that, in real terms, despite including more assets and infrastructure than the previous year, estimated costs from 2018 onwards are lower. However, it can be argued this is due to lower supply chain costs and not necessarily improved methods of delivery. The challenge is that reduced costs and improved commodity prices will create opportunities. These will inevitably lead to increased levels of activity and consequently stimulate an increase in operating costs. For the past few years decommissioning has been something of a lifeboat for the industry; valuable

people and infrastructure have been diverted into decommissioning to protect them from the worst ravages of the downturn. As markets improve, these resources will be diverted back into more revenue-generating projects. All the metrics available show a reduction in the cost of decommissioning operations over the last two to three years. The question is, how much of this has been the result of lower day rates? The OGA’s aim to reduce the cost of decommissioning by one third now seems to be under threat from the returning health of the oil and gas sector. There will soon be fewer opportunities for costs to fall further, due to continued pressure on the supply chain. Resources are getting scarcer as both people and equipment retire or leave the sector. We may already be at the point where we do not have sufficient quality resources to service the industry as it is. Few if any large-scale consolidated decommissioning programmes are currently being discussed, so the economies of scale are not easy to identify at this time. Similarly, the decommissioning industry is still in its early days, so the increased efficiency due to task familiarity is yet to be realised. The OGA faces a difficult task; many of the levers for cost reduction are not easily within its grasp. A re-evaluation of decommissioning requirements could be an option to explore. A review of the work scopes currently mandated might also be worth conducting. Nobody sensible would suggest cutting corners and endangering safety or the environment, but neither is it sensible to spend more than is necessary. A good proportion of this cost will be borne by public funds and what is spent on decommissioning cannot be spent elsewhere. Perhaps the one thing that could deliver the cost savings desired is to do less. It sounds like a simplistic answer to a tricky question, but maybe the answer to spending 35% less is do 35% less. OSJ

Offshore Support Journal | December 2018

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6 | AREA REPORT Mexico

Energy reforms spur Mexican offshore revival

Private oil companies are now drilling in Mexican waters – the sign reads ‘Let’s go for more’ (image Pemex)

n July 2017, Talos Energy made the first discovery by a privately-owned oil and exploration company in Mexico’s history. The Houston-based independent found a substantial field known as Zama-1 offshore that is expected to yield between 1.4Bn and 2Bn barrels of oil equivalent in a long-running operation that will help keep the offshore support industry busy for years. A fleet of drillrigs, semi-submersibles, jack-ups and floating production and support vessels among others are being steadily contracted to these waters in the Gulf of Mexico as the country launches a belated push for hydrocarbons. The discovery followed the Mexican government’s reforms of the energy sector four years ago that allowed private operators into its territorial waters for the first time. Until then, state-owned Pemex had sole

Offshore Support Journal | December 2018

With private operators now able to explore in Mexican waters the region is readying itself for a burst of activity, writes Selwyn Parker

exploration and production rights. But the historic 70-year monopoly held by Pemex is now very much over as Talos and a score of other operators launching activities off these shores. Following its discovery, Talos is due to mount an extensive drilling programme in the Zama area in late 2018, using Ensco’s 8503 rig. First oil is expected in 2022, heralding the arrival of many support vessels around this time, as other exploration and production companies follow similar timetables. The Zama find, which may contribute as much as 10% of Mexico’s total oil production by 2024, is part of a scramble by other privately-owned operators for Mexico’s black gold, albeit in profit-sharing arrangements with Pemex. At current estimates there are enough reserves to keep

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Mexico AREA REPORT | 7

the support industry going for decades. Aside from oil, the country’s gas reserves alone are some of the richest in the world. According to government figures, there is about 17Trn cubic feet of proven natural gas waiting to be exploited.

Wave of interest

The decision to permit international energy companies to operate in Mexican waters has unleashed a wave of interest that is gathering momentum. In 2017, a total of 107 companies won bids on development blocks offered by the National Hydrocarbons Commission, the main government agency for the industry. “The Pemex budget [about US$14Bn in 2018] and significant investment from these bids make the upstream oil and gas sector attractive for growth over the next few years,” predicts Mexico’s export ministry. That means the prospects for the support industry are extremely rosy. “Significant oil reserves have been documented in Mexico, which will drive investments from the private sector and offer US companies opportunities, either as project developers, operators, contractors, sub-contractors, or suppliers of equipment and/or technology,” according to the ministry. As the majors such as BP, Chevron, ExxonMobil, Italy’s Eni, America’s Marathon Oil and Russia’s Lukoil join mid-sized exploration and production companies, like the American groups Murphy Oil and Premier Oil, Australia’s BHP Billiton, Colombia’s Ecopetrol and Pacific Rubiales, Japan Oil and Japan Petroleum, there are lucrative opportunities for the global offshore fleet. In the appraisal phase, drillrigs such as the Ensco 8503 will be in high demand. Drillships are deployed mostly for exploratory work in new oil and gas wells located in deep water, which will be the main activity in these new fields for the next two or three years. A proprietary design, the Ensco 8503 is a semi-submersible designed to operate in waters 7,500 feet [2,280 metres] deep or more and can drill as deep as 37,500 feet [11,430 metres]. In a well-timed move, in October the UK’s Ensco established a merger with America’s Rowan Group, another offshore specialist whose ultra-deepwater drillship, the Rowan Renaissance, has been contracted by Total to drill up to three wells in Mexican waters over a minimum period of 60 days. The Renaissance will be moved to Mexico in early 2019 from offshore Louisiana where it has been warm-stacked

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since ending a contract for Spain’s Repsol in late 2016. Built in 2014, the drillship is capable of drilling wells to a depth of 40,000 feet [12,100 metres] in waters up to 12,000 feet [3,650 metres] deep. According to Rowan’s latest report on the status of its fleet, the Renaissance is the only drillship being deployed to Mexico for the moment. But it is unlikely to be the last, given the rapid increase in activity there. Rowan’s merger with Ensco creates a giant pool of assets that include ultra-deepwater drillships, versatile semi-submersibles, and a range of jack-ups, some of which are certain to be put to work in these waters. Already one of the largest oil producers in the world, with production running in 2017 at 2.1 mbpd, Mexico largely relies on its hydrocarbons. Last year it exported 212M barrels of heavy crude to the US, most of which came back as refined products. In 2017, oil accounted for nearly a third of total government revenues. The general consensus of organisations such as the OECD, IMF and International Energy Agency is that Mexico must become much more independent of imported oil by developing its own reserves. In 2018 the country will spend about US$7.14Bn on imports, considered by many as far too much. The current energy reforms are intended to reverse a drastic decline in oil production over the last 15 years. Despite fears that new president Andres Manual Lopez Obrado and his National Regeneration Movement would reverse the 2013 reforms, it seems he will abide by them. His four main priorities for the energy sector include a boost in domestic oil and gas production, something that Pemex has finally accepted it cannot do by itself.

Land of opportunities

Now the offshore support industry is pouring into these waters; fields have been sold off, contracts signed with the government – the international industry is moving in and achieving quick results. Talos Energy may have been the first private company to drill for oil in Mexican waters, but it is not the first to operate there. Diversified oilfield services group Petrofac can claim that accolade, starting operations in the Arenque field 30 km offshore from Tampico, a city and port in the south-east of Tamaulipas. As early as 2012, two years before the energy reforms took effect, the American company struck a deal with Pemex. Petrofac thus became the first foreign company to operate a shallow-water field in Mexico for more than 70 years. A multi-faceted operation, Petrofac has now been engaged in sub-surface, drilling and related work for six years. But in another indication of the fast-rising interest in offshore Mexico, in late 2018 Petrofac cashed in 49% of its operations, including the Arenque field, in a deal with Perenco, the Anglo-French exploration and production company. In a sign of the industry’s new-found optimism about offshore Mexico, Perenco chief executive Benoit de la Fouchardiere described Mexico as “a land of opportunities, a new play, a new country and an exciting new challenge for Perenco.” Justifying Perenco’s faith, the new entrants are discovering oil where reserves were thought to have been depleted. One such place is Campeche Bay, a bight in the southern area of the Gulf of Mexico. A vast bay of 16,000 square kilometres, with a maximum depth of just 180 feet, its >>>

Fuel thieves target oil industry employees The new investment in Mexico’s oil and gas industry brings with it security risks for the offshore support industry. Violent and organised fuel-thieving gangs, dubbed ‘huachicoleros’ target employees for intelligence they can use to identify when deliveries are to be made. Armed with this information (among other things), they steal the gasoline, usually by tapping Pemex’s pipelines, and sell it at a heavy discount. As an investigative report by Reuters noted earlier this year, employees of Pemex refineries have been threatened, tortured and even killed by the gangs. But the fuel-thieving continues, despite assurance by new Pemex chief executive Jose Antonio Gonzales, who believes the state-owned oil group is getting on top of the problem. In 2017, the federal auditor reported that incidences of unauthorised taps had risen nearly five times between 2011 and 2016. Most of the trouble has occurred in the city of Salamanca, but it appears to be a general problem that puts oil and gas employees at risk.

Offshore Support Journal | December 2018

8 | AREA REPORT Mexico

five oil fields were rated in 2003 as some of the most productive in the world. Operated by Pemex, they supplied about two third of Mexico’s entire crude output before running steadily dry in the ensuring years. However, in mid-2017 Italy’s Eni discovered resources of an estimated 1Bn barrels of oil equivalent in the Amoca field in Campeche Bay. Since then, Eni has doubled its estimates to 2Bn barrels on the basis of more exploration below the seabed. Even better for the support industry, the discoveries were made in accessible water depths of just 25 m. Speaking at the time, Eni chief executive Claudio Descalzi said, the shallowness keeps down the cost of production, making it “an ideal project in this low oil price environment.” Companies such as Eni are bringing new skills and equipment into Mexican waters. Although the seabed is just 25 m below the >>>

“New discoveries in shallow waters make for ideal projects”

surface, the hydrocarbons were found at depths of 4,330 m, a testimony to current drillship technology. Eni is still drilling in Campeche Bay and hopes to make further important discoveries. The Italian group is in a hurry. It plans to start full-scale operations in early 2019 and beat all the other newcomers into production. Eni’s objective is to become the first international company to establish

operating productions in Mexico in a way that would justify the country’s energy reforms, said Mr Descalzi. Most of the black gold though may lie in the deeper waters largely avoided by Pemex until now. That is where most of the offshore support contracts will be handed out. For comparison, US federal waters in the Gulf of Mexico host no less than 2,350 platforms, while just 50 wells have been drilled in Mexico’s territorial waters. Meantime the energy reforms have given the international offshore and exploration industry the confidence it needs to invest in Mexico. As Pemex chief executive Carlos Trevino Medina, who has been assiduously wooing the majors and mid-sized independents, told an international forum in September: “I believe that the reforms… will continue to bring great benefits to Mexico.” OSJ

The Ensco drillrig is operating in the Zama field on a Premier Oil contract (image Premier Oil)

Offshore Support Journal | December 2018

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10 | AREA REPORT Gulf of Mexico

Decommissioning adds to the offshore boom Decommissioning projects abound in the Gulf of Mexico, but those in very deep water will stretch even the most accomplished offshore vessels, writes Selwyn Parker

BP’s Mad Dog platform in the Gulf of Mexico; one of four large production platforms that will be pumping energy for years to come (image BP)

Offshore Support Journal | December 2018

n stark contrast to the upsurge in activity in Mexican waters, the oil and gas industry is steadily winding down in the US Gulf, as mature fields in this vast sea are progressively decommissioned. Long one of the most important petroleum production areas in the world, in part because many of the fields lie in shallow continental-shelf waters, exploration will progressively give way to ‘decom’, requiring a different kind of expertise on the part of the offshore support industry. That is especially true of platforms located in deep water, most of which were established after the easier fields nearer the shore were exhausted. The decommissioning industry in US waters already has a lot of experience however. Although it is the big discoveries that make the headlines rather than routine activities, dismantling of redundant infrastructure has been accelerating since the late 1980s, overseen by the powerful US Bureau of Safety and Environmental Enforcement (BSEE). As Boston Consulting Group points out in an April 2018 study entitled Preparing for the next wave of offshore decommissioning: “No area in the world has more experience with decommissioning than the Gulf of Mexico. Since the late 1980s operators have removed structures at a rate of 150 to 250 a year.” Although the rate of decommissioning slowed during the downturn in oil prices, as many companies ran into financial difficulties and could not afford to undertake non-productive projects, there can be little doubt it is now picking up again. And not before time. More than 2,000 structures must be removed in the next few years on top, sometimes literally, of the more than 9,000 wells that must be plugged and abandoned, according to estimates by two authorities, the BSEE and the US Government Accountability Office. That adds up to a lot of contracts for the offshore support industry – but henceforth such projects will become more demanding. “Shallow water decommissioning has been relatively routine, with topsides and jackets being removed and brought to shore for scrapping and re-purposing,” explained the Houston-based operations director of London Offshore Consultants, Alan Clifton, in a briefing in September.

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Gulf of Mexico AREA REPORT | 11

Deepwater dismantling

A veteran of decommissioning projects, both on and offshore, in the challenging environment of the North Sea and elsewhere, Mr Clifton explained: “Some jackets [in the Gulf of Mexico] were deliberately sunk to form artificial reefs, providing sanctuary for marine life and flora and fauna in the area. But this is starting to change because a number of platforms in deeper waters are reaching the end of their lives and decommissioning will soon become necessary.” Deep-water dismantling, like all work far offshore, is a complex operation. But it has become more complicated, more onerous and more heavily regulated since the Deepwater Horizon disaster that involved BP and several other operators, in recriminations and litigation that remains ongoing. The aftermath of the explosion and consequent oil spill in the Macondo Prospect that occurred on April 10, 2010, continues to haunt – and influence – the entire offshore support industry. It was the largest spill in the history of marine drilling operations; oil poured over the Gulf for 87 days before the rogue well was finally capped and 11 workers died. As the official report into the disaster, entitled Deep Water: The Gulf oil disaster and the future of offshore drilling, highlighted, the spill “began a human, economic and environmental disaster”. The report concluded that the explosion, deaths and spill were preventable and warned that the oil and exploration industry must immediately tighten up its act in environmental as well as safety

BP has expanded its Thunder Horse production in the Gulf of Mexico, taking on board the lessons learnt since the Deepwater Horizon calamity (image BP)

issues, or face serious consequences. “The industry’s focus has shifted significantly since the Deepwater Horizon disaster,” explained Mr Clifton. “Nowadays, companies looking to decommission a structure want to be seen as a responsible and good business. Oil companies’ reputation is now uppermost…companies are approaching

The big spill Deepwater Horizon precipitated a long-running bout of legal actions against BP and other defendants that cost the Londonbased company US$14.3Bn in fines, settlements and penalties with just one of the many plaintiffs, the US Environmental Protection Agency. Of this sum, a record US$5.5Bn was paid out under the Clean Water Act and up to US$8.8Bn to compensate for damage to natural resources. This came on top of many other claims, some still running, over medical issues and economic damage among other litigation. According to BP’s latest report on Deepwater Horizon, in January 2018, the company is still paying out. It expects to foot a bill of around US$3Bn in 2018, US$1Bn higher than its earlier estimates. Aside from the financial penalties, there has been a

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[decommissioning] very differently.” As the deep-water platforms come down, the offshore support industry will be called on to handle larger-scale equipment than it has dealt with in the Gulf so far. This will include vessels such as the Pioneering Spirit, the world’s largest offshore construction (and deconstruction) vessel, that is designed specifically to >>>

groundswell of resentment and distrust against the broader oil and gas industry, reflected in much tougher regulation of its activities throughout the Gulf, especially regarding environmental issues. One of the new supervisory bodies is the Gulf Coast Ecosystem Restoration Council, essentially an environmental organisation established in mid-2012 that embraces a swathe of federal agencies dedicated to the prevention of, not just another Deepwater Horizon, but any kind of damage in these waters. The council is running a project known as Restore the Gulf that is involved in everything from improving water quality to oyster restoration. Its mandate covers a huge coastline, encompassing the Gulf Coast states of Alabama, Florida, Louisiana, Mississippi and Texas. All operators in the Gulf now have to engage with the council as well as all the other regulators, some of which were also on the receiving end of heavy criticism in the wake of Deepwater Horizon.

Offshore Support Journal | December 2018

12 | AREA REPORT Gulf of Mexico

hoist giant platforms straight off the seabed. The Pioneering Spirit has been at work in the North Sea during 2018, but may in future be required in the Gulf of Mexico as the decommissioning phase gathers pace. While more platforms are being dismantled than erected in the US-part of the Gulf, they are also getting bigger. As Boston Consulting Group explained: “The challenges in the Gulf are intensifying. While earlier decommissioning waves included 600-tonne structures in water depths of up to 100 m, the upcoming portfolio includes 11,000-tonne structures in depths exceeding 100 m.” The same concerns apply to wells. About a quarter of the 2,000 wells waiting to be plugged and abandoned lie at these depths. Boston Consulting Group noted: “The complexity of such projects means that costs will also be higher. Operators and contractors will need more advanced technologies and capabilities.” Further complicating things for dismantling specialists is the fact that >>>

“Many offshore structures have gone long past their use-by date, having been left idle in wind, rain and storms for years”

more and more offshore structures have gone long past their use-by date. They have been left idle in wind, rain and storms for years, resulting in the deterioration of basic operational infrastructure. Dismantling crews from offshore vessels may find walkways and handrails are no longer safe. Lifting equipment may be rusted. Pipelines may have moved on the seabed. Essential data may be many years old, out of date or even unavailable. As the decommissioning industry prepares itself for the bigger infrastructure,

there is still a lot of exploration and production going on. With 74 rigs currently active in the Gulf of Mexico, including jack-ups, semi-submersibles and drillships, the oil and gas is still being brought up. Offshore oil production from the Gulf accounts for 17% of total American crude, keeping the local refinery industry in business. More than 45% of US petroleum refining capacity is located along the Gulf coast, along with more than half of total natural gas processing. Despite its difficulties following Deepwater Horizon, BP remains one of

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Gulf of Mexico AREA REPORT | 13

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“The biggest game-changer in the Gulf of Mexico, given the complexity of the resource base, is seismic imaging”

Simultaneously, another seismic services group, SeaBird Exploration, reports that its 81-m long Osprey Explorer is also conducting a seabed survey for another unidentified company in the hope of discovering new fields. Eventually though, say experts, the decommissioning arm of the industry will have more work than the exploration side, as the Gulf finally yields up its last accessible hydrocarbon resources. OSJ

Picture © A. Jamieson

longer period of time,” added Ms Sykes. And seismic prospecting continues unabated. In late 2018, Houston-based Seabed Geosolutions deployed the Hugin Explorer seismic vessel for an unnamed major company in the Gulf, where it will monitor a number of fields for hydrocarbons. Collected directly off the seabed, the data brought up by the Hugin Explorer helps identify reserves of oil and gas, along with potential geo-hazards.

the biggest operators in the Gulf. In midOctober the oil and gas major started up its deep-water Thunder Horse Expansion project, four months ahead of schedule and 15% under budget. The Londonbased group, which operates four large production platforms – Thunder Horse, Atlantis, Mad Dog and Na Kika – in the Gulf, expects to pump energy out of the seabed for years to come. “Over the past five years we’ve driven up production through safe and reliable operations [while] bringing on new deep water projects in a more efficient and standardised way,” explained the regional president of BP’s Gulf of Mexico and Canada business, Starlee Sykes, who started her career as a sub-sea operations engineer. “We are focused on being a safe business that has learned from its past. There is a really long future ahead of us here.” BP also expects to find more hydrocarbons in the Gulf, using the seismic imaging fleet. It has just designed and built a new ultra-low frequency seismic technology under the name of Wolfspar that, BP expects, will make it easier to find oil. “We are excited about how that is going to improve our ability to see through heavy salt formations in the Gulf and in reservoirs around the world,” said Ms Sykes. “The biggest game-changer in the Gulf of Mexico, given the complexity of the resource base, is seismic imaging.” And a new kind of offshore support technology may be emerging: sea-going drones and robots used for offshore inspections. BP and ExxonMobil, its partner in Thunder Horse, expects them to do jobs normally conducted by people – but better. “If we can inspect our facilities more efficiently, we can use those assets for a

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14 | CRANES, A-FRAMES AND WINCHES

Stronger and greener; synthetic rope is making a difference High-performance synthetic materials can make offshore operations more cost-effective, while reducing the use of fossil resources, says DSM Dyneema’s Jorn Boesten

Jorn Boesten (DSM Dyneema): High-performance materials help reduce opex, and just as importantly, a project’s environment footprint

Offshore Support Journal | December 2018

e are waking up to the damage single-use plastic is doing to the environment, notably the marine environment. As we search for permanent solutions to this global dilemma, it is important to clarify the distinction between single-use, low-end plastics and high-performing synthetic materials that provide a more sustainable solution. Materials such as ultra-high molecular weight polyethylene fibres can offer many benefits in offshore and marine applications. Ropes and slings made with such materials, like our Dyneema fibre, significantly reduce the carbon footprint per deepwater lift, tug operation and ship mooring. New high-performance materials mean it is possible to provide a synthetic rope solution with significantly extended service life under extreme bending conditions. This is important in lowering the levelised cost of energy for tidal or wave energy systems. Lightweight and durable synthetic materials lead to sustainable employability and have an impact on the overall cost effectiveness of offshore operations, while also reducing the carbon footprint and use of fossil resources. Offshore windfarms are an essential and growing source of renewable energy. Nevertheless, building these installations is a major and costly challenge. Switching to synthetic slings allows for installations to be carried out in a faster, safer manner, which leads to an overall lower cost of renewable energy. Deepwater installations are another example of how these materials can contribute towards a brighter future. To illustrate this application, it is important to review the limitations of a steel rope, still used in some installations. To install a 230-tonne piece of subsea equipment at 2,500 m, the added weight of the steel cables at this depth means the crane has to have an operating capacity of around 400 tonnes, almost double the load it is installing. This has a massive knock-on effect, as it requires a ship to be large

Switching to synthetic slings allows for installations to be carried out in a faster, safer manner, which leads to an overall lower cost of renewable energy

enough to support a 400-tonne crane. By contrast, using lightweight, highperformance materials for the ropes means the operating load of the crane can be much lower, even dropping below 250 tonnes. This not only reduces the size of the vessel needed, but also reduces the number of crew, amount of fuel and other operating costs. In the typical operating life of a ship this size, those savings can really add up, potentially to as much as 25% of opex. We consider our company to be a science-driven and purpose led business that focuses on providing innovations that address the challenges posed by real-world applications. Our priority and commitment is to actively address some of today’s key environmental challenges. We are already involved with tidal energy generation being developed by Minesto, a system that can only employ a low-weight synthetic rope. We have partnered with The Ocean Cleanup Project since its initial stages to develop an advanced technological system for removing plastic waste from the world’s oceans. We will continue to create a safer environment for all and enable the maritime and offshore industries to open the doors to a greener, sustainable future, by partnering with and supporting companies that share our mission. OSJ Jorn Boesten is segment manager for offshore energy and maritime at DSM Dyneema

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CRANES, A-FRAMES AND WINCHES | 15

MacGregor “confident and keen” to demonstrate new crane MacGregor has announced its fibre-rope offshore crane is now approaching the final stages of construction

ork started on the company’s crane range in 2016 and it has a co-operation agreement in place with UK-based Parkburn Precision Handling Systems, aligning the companies’ respective strengths in offshore crane technology and fibre-rope tensioning technology. MacGregor’s vice president of business development for advanced offshore solutions Ingvar Apeland said: “We are so confident in the technology and keen to demonstrate the crane’s capabilities, that last year we entered into a programme to build, certify and validate it.” He added that he believes it will be one of the “most advanced fibre-rope knuckle-boom cranes that the market has seen.” Designed and built to DNV GL specifications, the FibreTrac crane has a MacGregor storage winch with capacity for 4,000 m of 88 mm rope. It will have a safe working load (SWL) capacity of 150 tonnes. Fibre rope’s main advantage over traditional wire rope is that it weighs very little in water, so the quantity of rope paid out has no appreciable impact on the load experienced by the crane. This means that a 150 SWL fibre-rope crane can lift loads at depths of 3,000 m that would require a 250 SWL wire-rope crane. Using a fibre-rope system, smaller cranes, and consequently smaller vessels, are capable of undertaking a much wider scope of

MacGregor’s FibreTrac crane features a monitoring and management system to provide lift-line status information

work, enabling owners to embark on a wider range of contracts. The FibreTrac crane will also have a rope monitoring and management system in place, to maximise rope lifespan and provide clear lift-line status information for the operator at all times. The crane is scheduled to come to market this year. Its deepwater capstan, provided by Parkburn, has been undergoing testing in the UK prior to being transferred to MacGregor’s Kristiansand, Norway, facility where the crane is being assembled.

Liebherr launches compact onboard crane The third model in Liebherr’s ram luffing knuckle boom crane series has been designed specifically for use on offshore vessels and platforms with limited deck space. The RL-K 2600 model crane has a small tail swing radius of less than 3 m, which increases freedom of movement on platforms and vessels. The company said it had achieved the small tail swing radius by designing the crane without a machinery housing, increasing the number of applications for the crane’s use. The crane can be equipped with software called ‘developed path control’ that works to optimise crane movements.

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The system takes into account safety requirements and potential safety hazards and supports the crane driver when operating within restricted areas. The crane has a lifting capacity of up to 50 tonnes and can also cover pipehandling tasks when equipped with either a hook or a riser/gripper. This enables the crane to work on fixed platforms as well as on vessels such as drill ships. Due to its lightweight construction, the crane can operate under harsh weather conditions, a design feature which allows it to be used in arctic environmental conditions, according to Liebherr.

Liebherr is working alongside OHT, Ulstein Design & Solution, DNV GL and Chinese shipyard CMHI on a heavy-duty lifting vessel. Commissioned by heavy transport operator OHT, the vessel is designed for applications in wind energy, decommissioning, platform installation and heavy-duty transport. Liebherr is providing an HLC 150000 unit, with a lifting capacity of 3,000 tonnes and a lattice boom more than 70 m long. The 216.3 m long, 48,000 dwt vessel is semi-submersible, allowing for greater stability and meaning the crane can operate in a wide variety of environmental scenarios and weather conditions. OSJ

Offshore Support Journal | December 2018

16 | LASER AND MICROWAVE POSITION REFERENCE

Going nowhere – fast: DP technology evolves to meet new challenges Laser and microwave technology have helped perfect dynamic positioning systems over the last 50 years. Now the technology is being driven by the goal of the fully autonomous vessel, writes Mark Pointon

DP operations close to an installation; the risks involved are substantially mitigated by ever-improving DP technology

osition references are fundamental to a dynamic positioning (DP) system; put basically, without them the DP system does not work. The latest IMO guidance on position reference redundancy states: “For equipment classes 2 and 3, at least three independent position reference systems should be installed and simultaneously available to the DP control system during operation and that when two or more position reference systems are required, they should not all be of the same type, but based on different principles and suitable for the operating conditions.” This comprehensive guidance is essential for safety, but achieving it is not as straightforward as it sounds. Compared to the range and scope of modern position system suites now fitted to vessels, those first- and second-generation DP operators were “position reference poor”; they had to be far more aware of the implications of a position reference becoming unstable or unusable by the DP. Furthermore, achieving sufficient redundancy has traditionally been problematic when close to structures, which led directly to the development of laser position systems and subsequently to systems

Offshore Support Journal | December 2018

that utilise microwave technology. With the development of laser technology came one of the DP industries most enduring urban myths: “Using single target laser systems is dangerous and can cause the vessel to move if rig personnel wearing retro reflective clothing walk past a reflector.” This is not true, but it has endured for numerous reasons, not least due to an absence of basic training and a lack of technical knowledge. The challenge of positive laser target identification has plagued the DP industry since Fanbeam, the first laser position reference system (PRS), was introduced. Initially, incidents did occur as a result of single target laser systems being used by the DP operators; the circumstances however were unique and unlikely to be repeated. Recently introduced to the laser market, SceneScan is a targetless solution that should address the target identification issue and consign the signal swap myth to the history books. Elsewhere, a need to reduce both capex and opex resulted in a revolutionary PRS called RangeGuard monopole – the world’s first target-less solution – which is tailored to the needs of the windfarm industry. This targetless solution alleviates the need to have dedicated

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LASER AND MICROWAVE POSITION REFERENCE | 17

local PRS laser or microwave targets at every location in a windfarm whilst providing position measurement performance required by the vessel’s DP system. The above-mentioned myth developed in the platform supply sector, where traditionally all close quarters manoeuvring along installations was carried out manually. As DP system installation costs fell around the turn of the century, so an increasing number of DP systems were fitted on PSVs. These were commonly referred to colloquially as “electronic anchors” and were often only fitted with a laser position reference system. It was also common for the vessel bridge team on these vessels to lack any formal DP training.

Leading the way

Guidance Marine, a Wärtsilä company, was quick to understand the changing requirements of the DP industry and released its first laser PRS, called Cyscan, in 2002. This included features to overcome real-world issues, such as wave-motion compensation, effective false target elimination, and the system accommodated for target obscuration (signal blocking). An upgraded Cyscan MK4 was released in 2010 that benefited from a redesign in the mechanical, electronic and optical perspectives. Guidance Marine head of sales (Asia) Adrian Wild explained that clever software algorithms introduced into the original Cyscan product eliminate false targets, but rely on the system being used in line with the recommendations, such as multiple targets (three or more) and the use of highly reflective targets (prisms). Unfortunately, these recommendations have not always been followed, due to factors including lack of capital expenditure in the necessary equipment, awareness and training. The issue of positive target identification was addressed with the introduction Cyscan Absolute Signature (AS) in 2016. The system uses high-quality patented prisms that cannot be mistaken for other targets and that are not susceptible to signal swap. If the Cyscan AS laser sensor is used with traditional laser targets (tape or prism) the system behaves as a traditional Cyscan MK4 laser PRS. The AS prisms are fully compatible with any laser

Adrian Wild

• Currently: head of sales Asia for Guidance Marine Pte Ltd, a Wärtsilä company, based in Singapore since 2014 • 2008 onwards: responsible for sales of Guidance Marine’s position reference sensors, including radars and laser • 1995: completed doctorate on innovative radar techniques for short term weather forecasting Adrian Wild (Guidance Marine): Cyscan Absolute Signature addresses the issue of positive target identification

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RadaScan emits a microwave beam to accurately measure the range and bearing of one or more intelligent microwave targets

PRS, and thus provide a versatile and flexible system that is fully backwards compatible. The Cyscan AS prisms have been adopted by the industry in general, from vessel owners through to oil majors, many of which have realised the benefits of permanently installed AS prism targets, which include reducing a supply vessel’s operational time, fuel costs and a reduced risk associated with target ‘hand-over’.

Microwave solutions

Microwave technology is also used to achieve short-range PRS redundancy and the initial systems using this approach included Guidance’s Radascan and Kongsberg RADius. Microwave is less susceptible to attenuation by atmospheric water/water vapour, and thus is more robust in fog/rain/snow/sleet conditions. Additionally, microwave targets in both systems add in an identifier to the transmitted signal which eliminates false targets completely. The Radascan product has been actively developed and the latest generation, Radascan View, was released in 2014. While DP-equipped vessels have traditionally been used in the oil and gas markets, eg OSVs, FPSOs, DSVs, the offshore wind industry has seen huge investment and growth in recent years. There has been significant demand for new vessels, frequently with DP requirements, for the installation of turbines and subsequent maintenance. This has led to a continuous development of DP systems, requiring new and innovative solutions. The evolution of these systems is now following an industry trend to develop viable autonomous vessels. Fully autonomous vessels will require sensors that allow them to have complete situational awareness, without the support of human intervention. They will still have to comply with Rule 7 of the International Collision Regulations, in particular that “Assumptions shall not be made on the basis of scanty information .” As investment flows in this direction, the DP industry will inevitably continue to see the benefits. As a result, the scope, accuracy and reliability of position sensors will continue to improve. OSJ

Offshore Support Journal | December 2018

18 | GREEN PROPULSION

A breath of fresh air: the race to perfect the hydrogen fuel cell As the cleanest of all power sources, could hydrogen fuel-cell technology help the offshore sector claw its way back to profit? Selwyn Parker reports

Sintef’s research could eliminate harmful emissions and bring enormous savings in fuel costs

ith maritime emissions under intense scrutiny and the offshore sector still struggling to come to terms with the hardships of recent years, what better time to look seriously at hydrogen as a potential fuel source? The initial outlay may be high, but once established, the returns are likely to be substantial and the environmental impact negligible, increasing efficiency and bolstering offshore’s green credentials. Norwegian maritime research group Sintef Ocean and Zurichbased ABB have launched a collaborative project exploring the potential of powering full-sized vessels with fuel-cell technology. The two companies will start work in Sintef’s laboratory in Trondheim, using its vessel simulator to test different combinations

Offshore Support Journal | December 2018

of diesel, battery and fuel cells under varying loads. If the science stands up, it could lead to an important breakthrough in propulsion. “Ultimately, any type of commercial or passenger ship could be driven by fuel cells,” say Sintef Ocean research manager for maritime energy systems Anders Valland. And while nobody is predicting the imminent demise of fossil fuels, Sintef’s scientists believe fuel cells could provide a viable alternative, even in big vessels, in the not too distant future. “These trials are expected to provide a platform for fuel-cell [technology] to build on, so it can take a position in the maritime sector that is competitive with fossil fuels,” said ABB Marine and Ports product manager for energy storage and fuel cells Jostein Bogen. Some experts predict that fuel cell-powered ships will be plying

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GREEN PROPULSION | 19

the oceans much sooner many had assumed. Nicolas Pocard, marketing director of Ballard Power Systems, which has been working on the technology for years, said: “Marine applications are currently in development; they should become widely available within three to five years after the first systems are implemented and proven in the field.” And why not? Hydrogen fuel-cell power has been successfully installed in buses, trains and trucks. And the cruise industry, for which there is a strong business case for zero-emission propulsion, is deeply interested in the technology.

From kW to MW

Working alongside ABB, Ballard Power Systems is leveraging the current kW-scale fuel-cell technology into a full MW-scale output; quite enough to push big vessels through the water. And Ballard is making good progress. In mid-2018 it came up with a unit capable of producing 3 MW – or 4,000 horsepower – in a unit no bigger than a standard fossil-fuelled marine engine. In November, in a blog entitled Zero-emission regulations are coming to the marine industry, Mr Pocard argued that shipowners and operators will be forced to have at least some zero-emission vessels in their fleets “within a very few years.” He cites four key benefits of hydrogen fuel-cell technology: stable, direct-current power that can be distributed across the entire vessel, including all its electrical requirements; the fastimproving capacity of fuel-cell systems, now up to 55% electric efficiency; clean, usable water as the only by-product; and long service life with low maintenance. (Classification organisation DNV GL adds two other virtues to fuel-cell power: much lower vibration and less noise.) In fact, Mr Pocard considers fuel-cell power as superior to battery power because “hydrogen has a much higher energy density than batteries, [so] fuel cell-powered vessels can run longer and travel further before refuelling.” At the Trondheim laboratory, the fuel cells under development are known as proton-exchange membrane (PEM). The project is built around PEM because they offer several advantages over their solid-oxide counterparts; they operate at lower temperatures, are more compact and lighter. And while the various research teams working on this technology cannot put a precise date on when combustion-free, hydrogen-powered fuel cells will drive environmentally pure deepsea ships, they are convinced it will happen, to the considerable advantage of the planet. “With the use of renewables to produce hydrogen for fuel cells and stored energy for batteries, the entire chain can be clean,” predicts ABB Marine and Ports’ Mr Bogen. Currently fuel cells, broadly classified as energy converters, are thought to be the natural technology for hydrogen, but other hybrid applications are being developed in laboratories around the world. For instance, gas turbines or the traditional internal-combustion engine can be incorporated into fuel cells, instead of as standalone operations. Similarly, fuel cells can be combined with batteries and, possibly, super capacitors, according DNV GL in its latest analysis of where the maritime industry stands with alternative fuels. “[These] add peak-shaving effects [and are] a promising option,” the society notes in its report, Assessment of alternative fuels and technologies. Looking further ahead, the report highlights the potential of a different kind of fuel cell – the proton exchange membrane fuel cells (PEMFC). Because they are made of more flexible materials, PEMFCs could improve fuel-cell lifetimes significantly, as they are

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better protected against the heaviest loads, suggests the paper. However, it also notes the outlook for solid oxide fuel cells (SOFCs) is less promising: “[They] must be applied in a hybrid environment using peak-shaving technology to be a realistic alternative for shipping.”

A measured approach

At Trondheim the researchers are taking a measured approach, conducting their experiments and simulations on terra firma, albeit in a simulated maritime setting. “Finding unknowns and coping with them in a controlled environment, rather than risking surprises onboard ship, will be central to these trials,” said Mr Bogen. Still, no one is doubting the project’s ambitions; as ABB Marine and Ports research and development engineer Kristoffer Donnestad explained: “We will be seeking the decisive and practical solutions to develop fuel-cell technology for main propulsion.” Trondheim laboratory has a good track record in converting research into results. Some of ABB’s most advanced maritime technologies were jointly developed there, such as its Onboard DC Grid, that allows diesel engines to run at variable speed to achieve maximum efficiency according to the load. The research into fuel-cell technology is taking place against a background of intense interest in increasingly clean fuels, those that can be made even cleaner than LNG. For all its benefits in terms of the near elimination of sulphur and high reduction of NOx particles, LNG’s greenhouse gas (GHG) emission results are not negligible, due to the high possibility of methane slip,” explained Europe’s Environmental Defense Fund in a mid-2018 paper entitled Alternative fuels: the future of zero-emission shipping. If LNG doesn’t cut it in environmental terms, shipowners are bound to look at other options. “Other alternative fuels that will be able to tackle both GHG and air pollution emissions in the maritime sector are methanol, biofuel, ammonia and hydrogen,” the paper adds. And, if the predictions are even close to being accurate, hydrogen power could soon join this group and perhaps overtake it as the most favoured and cleanest maritime power source. OSJ

Fuel cells are compact and light, important ingredients in offshore vessel design

Offshore Support Journal | December 2018

20 | GREEN PROPULSION

Making the case for hydrogen With emissions standards for the world’s sea-going fleet tightening seemingly by the month, Selwyn Parker considers the business case for zero-emission propulsion

Hydrogen fuel-cell technology is receiving significant investment from the auto industry, which could benefit maritime in the years to come

he global maritime fleet consumes 370M metric tonnes of bunker fuel a year, with a proportionate amount of pollutants. That is why a growing number of jurisdictions are gold-plating the international maritime authorities’ regulations on emissions by enforcing shorter deadlines for compliance, issuing penalties for non-compliance and, in some cases, providing discounts to environmentally suitable vessels. By way of example, by 2026, Norway will ban all pollutants from its fjords, making them the world’s first zeroemission zone on water. Since these heritage fjords are popular with cruise ships, that will obviously necessitate pollution-free power among the passenger

Offshore Support Journal | December 2018

fleet and hasten the development of greenhouse gas (GHG)-free propulsion. On the other side of the Atlantic, the Port of Los Angeles Environmental Ship Index provides financial incentives to shipowners whose vessels comply with lowand zero-emission standards. The port has run a clean-air action plan for more than a decade, aimed mainly at ships which are the main culprits. The State of Alaska bases its regulations on how clearly ships can be seen from the shore. Under its Visible Emissions Standards, no marine vessel can emit pollutants that reduce its visibility by more than 20% within three miles of the coastline. From a regulatory standpoint, IMO and the European Maritime Safety Agency both aim for 50% cuts in CO2 emissions by 2050,

with IMO recently mandating the complete elimination of emissions by the end of the century. It is also drawing up regulations to govern the use of fuel-cell technology. Aside from the pressure of tougher regulations, analysts are confident that shipowners will reap financial rewards from clean fuel in terms of operating costs, albeit over long term. As classification society DNV GL explained, the overall efficiency from fuel to propeller will be slightly higher for fuel cells than for combustion engines. The society adds however, that this benefit is conditional on the following milestones being reached: • Fuel cells reach about the same durability as combustion engines until requiring a general overhaul. • The cost and time of a fuel cell exchange is equal to those of a general engine overhaul. • Primary fuel prices become competitive with marine gasoil. Once achieved however, it notes that fuel cells “may require less maintenance than conventional combustion engines and turbines.” Furthermore, it seems likely that hydrogen will be a cheaper source of fuel in the long run than existing alternatives, a huge attraction for shipowners and operators buying from a maritime fuel sector worth US$98Bn a year. In theory, the bunkering arguments favour hydrogen over existing fuels as well. Of course, the initial capital outlay is likely to be significant. According to DNV GL, current installation costs hover between US$3,000 and US$4,500 per kW of installed electrical power. But costs are already falling. By 2022, installation costs could drop by up to US$1,000 per kW, according to DNV GL, making them competitive with modern diesel engine installations. Meantime, research continues on polymer electrolyte membrane (PEM) fuel cells, a type of fuel cell already popular in the research labs of the automotive industry. “The reason PEM cells are dramatically cheaper than other fuel-cell types is the automotive industry’s massive investment in this technology over the past 15 to 20 years,” explained DNV GL. “While still too expensive for the car market, the cost of PEM fuel-cells has dropped to a level that is attractive for ship applications.” It seems far more likely than not that with this kind of investment from big players in both the shipping and private car markets, it is more a case of when, not if, this power source becomes commonplace. OSJ

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22 | OSJ CONFERENCE, AWARDS & EXHIBITION preview

Ready for February? The OSJ Conference, Awards & Exhibition is almost here

he Annual Offshore Support Journal Conference, Awards & Exhibition is just around the corner, bringing together industry leaders at a pivotal time in the sector’s evolution. Recent changes in oil prices show how unpredictable the market can be and that managing market risks will be fundamental to future planning. OSV owners have, on the whole, adopted a stance of cautious optimism, preparing to respond to what the market offers and needs. This is driving the OSV supply chain, which is evolving to identify new markets and respond to opportunities. Next year’s event takes place at the Novotel London West Hotel on 6 and 7 February, with the Offshore Wind Journal Conference, the European Dynamic Positioning Conference and the OSJ Subsea Conference all taking place on 5 February at their respective venues. Five-hundred attendees are expected across the three days, which offer more than 24 potential hours of networking, and an award ceremony and gala dinner. Attendees will include owners, operators and managers, class, brokers, designers, builders, and more. The keynote speaker for the first day of event is Topaz Energy and Marine chief executive René Kofod-Olsen, who will begin the first session – on industry developments and market data – by addressing the question “How is our industry fundamentally changing?.” Mr Kofod-Olsen, who won the Industry Leader Award at this year’s Offshore Support Journal Conference & Awards, will put forward a range of views, including whether OSV supply is overstated, if global energy demand will underpin a strong future for OSVs, if data is changing the industry and if customer demands are shifting toward more advanced services. He has previously asserted in OSJ that, in spite of the rise of renewable energy and electric cars, oil consumption will still increase, on the back of a rising global population and the growing GDPs

Offshore Support Journal | December 2018

Early next year the offshore sector will gather in London for the much anticipated Annual Offshore Support Journal Conference, Awards and Exhibition, one of many offshorerelated events taking place in the first week of February

René Kofod-Olsen (Topaz Energy): Keynote speaker for the first day of the event

of developing countries. He noted that even if the use of oil decreases in terms of electricity generation and automobile fuel, any decline will be compensated for in other sectors, such as road freight transport, shipping, aviation and petrochemicals, and that natural gas usage is expected to surge. “The oil and gas industry is far from coming to a standstill, it is in constant evolution,” he argued. Attendees can expect Mr KofodOlsen to expand further on these views in his speech. Next up will be Rystad Energy’s head of London office Markus Nævestad with updates on the global renewables market and growth forecasts for the short-, medium- and long-term. Wood Mackenzie’s director of upstream supply chain consulting Dr Wei Liu, who also appeared at the 2018 conference, will then offer an update on the state of the rig market, looking at North America, Latin America, Europe, Africa, the Middle East and Asia-Pacific regions, as well as examining the impact of current market figures on new projects over the next 18 months. Session two will involve a deep-dive into regional analysis, looking at the commercial opportunities available in the recovering market. Each region will be covered in terms of market recovery, vessel utilisation and layups, charter rates and commercial opportunities. Seabrokers offshore market analyst Paul Dear will cover UK and the North Sea, Synergy Offshore’s chief executive officer Fazel A. Fazelbhoy will cover the Middle East and North and South America, and M3 Marine Group’s chief executive officer Capt Mike Meade will cover Asia and Africa. Attendees can expect an update from Mr Fazelbhoy on his comments earlier in the year, when he told OSJ that the influx of southeast Asian vessels to the Middle East was keeping a lid on rates, noting that if the former region remained depressed, owners based there would continue to deploy vessels to the latter.

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preview OSJ CONFERENCE, AWARDS & EXHIBITION | 23

For the third session, the conference will split into two streams: ‘Emerging Markets’ and ‘Digitalisation’. In the Digitalisation stream, ScanReach chief commercial officer Arild Saele will speak on onboard digitalisation, covering both retrofits and newbuilds. Olympic Subsea vice president of QHSE Tonny Sørdal will speak with UniSea’s chief executive Kurt Roar Vilhelmsen on ways of digitalising work processes on board vessels. For the Emerging Markets stream, Norton Rose Fulbright partner Eleanor Martin will discuss seabed mining and how mining and shipping/offshore vessel companies are engaging with it, as well as industry developments and key challenges. Ms Martin has previously written for OSJ on the topic of seabed mining and attendees will benefit from her expertise on issues such as ensuring underwater mining is commercially viable, dealing with the difficulties of operating at depths of 5,000 m on the seafloor, and the updated draft exploitation regulations that were published in July 2018. Session Four will also feature two streams: ‘Vessels: Valuation and Development’ and ‘Technology and Innovation’. The former will feature VesselsValue analyst Robert Day, who will talk on the topic of consolidation. In the Technology and Innovation Track, a representative of Caterpillar Marine will speak on optimising vessel efficiency, while a representative from MacGregor will discuss fibre-rope cranes. There will also be a presentation on compliance with the 2020 global sulphur cap via innovation in fuels. After the close of the first day of the conference a drinks reception will take place, followed by a gala dinner and the Offshore Support Journal Awards. Tidewater’s president, chief executive and director John T. Rynd will open the second day as keynote speaker, discussing financial restructuring, the merger with GulfMark Offshore, and positioning to take advantage of a recovering market. With the US$1.25Bn acquisition of Gulfmark, Tidewater now has the largest OSV fleet in the world and Mr Rynd’s words will certainly be of interest, especially to those attendees interested in successfully navigating financial restructuring and consolidation. His speech also forms a part of Session Five, titled ‘Navigating a Challenging Market’. Session Six will tackle operational challenges. Tidewater’s vice president of

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Halvard Hauso (Corvus Energy): Addressing the key issues surrounding dynamic positioning

HR David Darling will discuss managing human resource challenges during corporate restructuring. Anglo-Eastern Group’s managing director of offshore Douglas Lang will look at barriers to getting back to work and how to overcome them, including the cost of chasing too many tenders, competing with larger players on capex and opex, and what can be done if the market does not rebalance soon. A panel discussion on availability of finance will follow. The afternoon session is focused on the outlook from industry leaders. Swire Pacific Offshore Operations’ commercial director Duncan Telfer will speak on striking a new balance in offshore charterparties, covering topics including knock-for-knock, substitute vessels, termination for convenience and cause and penalty clauses. A panel discussion between industry leaders will follow, with panellists so far confirmed including Duncan Telfer and John T. Rynd. Topics will include preparing for the upturn, growth markets and opportunities, the effects of consolidation, compliance with regulations in a tight capital market, how OSV supply and demand can be balanced and the outlook for the future. For more information, please visit: www.osjconference.com

European Dynamic Positioning Conference

The European Dynamic Positioning Conference, on 5 February at the Novotel London West Hotel, is the only dynamic positioning (DP) event with more than 100 attendees and focuses on the commercial, operational and technical concerns of DP vessel owners. Across eight content-rich sessions all major DP challenges will be addressed, including market updates, regulatory guidance, new vessel designs and specifications, developments in DPO competence standards, industry best practice for safe operations, updates on training institutions and DP technology and guidance on operations in challenging environments. Highlights of the day will include analysis and presentations from key industry figures. In the first session on market trends, Westshore Shipbrokers offshore analyst Inge Moy will look at trends and diversification in DP vessel markets, as well as the rise of DP on rigs and the impact on, and growth forecast for, AHTS vessels. In the second session, on regulations, competency and assurance, the International Marine Contractors’ Association’s technical adviser for marine Andy Goldsmith will give an update on accreditation for DP practitioners,

Offshore Support Journal | December 2018

24 | OSJ CONFERENCE, AWARDS & EXHIBITION preview

guidance on station keeping event and incident reporting, how to manage this and feed back to industry, and encouraging continuing professional development for DP operators. Maritime Assurance & Consulting’s operations manager for North America Chad Fuhrmann will present on the DP Operational/Technical Awareness programme and how this can address proficiency across the spectrum and help in avoiding potentially serious implications. The third session is focused on preparations for sector recovery and includes a panel debate on minimising risk and ensuring safety during reactivation of laid-up vessels. Panellists include LOC group technical authority for DP services Sen Abhayasinghe, OneStep Power president Mark Craig and Stena Drilling marine superintendent John Flynn. The fourth session, on digitalisation and emerging technologies, starts off with a presentation from All Offshore managing director Dan Endersby on digital decision support for DP operators and the wider industry. It will include a review of current issues of ‘DP time’, an overview of data from a year-long trial of a digital solution currently undergoing testing, and an exploration of the benefits of qualitative measurements of ‘DP time’ including skills, knowledge and experience.

Next up UniSea chief executive Kurt Roar Vilhelmsen, Global Maritime business director Ekkehard Stade and Solstad Offshore operations director for subsea construction Roar Opstad will present a case study on how digitalisation can drive efficiencies and cost savings in DP assurance. DNV GL segment director for OSVs Arnstein Eknes will present a look at the future, including use of AI in DP systems, remote access systems and autonomous operation, sensor capabilities and decision algorithms. For more information, please visit: www.dynamicpositioningeurope.com

Offshore Support Journal Subsea Conference

The Offshore Support Journal Subsea Conference will take place on 5 February at the Novotel London West Hotel. The programme is still being finalised, but those speakers already confirmed illustrate the calibre of leadership experience attendees can expect to hear from. Highlights of the first session, on key industry developments, will include IHS Markit decommissioning and subsea

analyst Catherine MacFarlane, providing analysis of market data including asset utilisation, planned newbuilds, scrapping activity, charter rates, and active and delayed projects and contracts. Archer Knight’s executive director David Sheret will present on which regions are the most lucrative for subsea, where future hotspots are likely to be, and medium- and longterm growth forecasts for key regions. In the afternoon session on subsea vessels, attendees will hear from Royal IHC on the future of dive support vessels, including contracts available in inspection, maintenance and repair, as well as cable and pipelaying, turbine platform installations and seismic and geological surveys. Subsea 7’s vice president of asset development Stuart N Smith will chair the conference and the rest of the day will include sessions on emerging markets and how digitalisation technologies can support subsea operations. The day’s dynamic programme will address the most current issues in the sector and attendees will also be able to attend a large exhibition, providing significant opportunities to network with industry leaders. For more information, please visit: www.osjsubsea.com

Offshore Wind Journal Conference

Philip Wendt (Siemens Gamesa Renewable Energy): Discussed SOV use among German windfarms at this year’s conference

Offshore Support Journal | December 2018

Also taking place on 5 February at the Novotel London West Hotel, the Offshore Wind Journal Conference is a must-attend event, whether you’re an established player, a new entrant, or just considering entering this offshore market. Key issues that will be addressed include market developments in the US and Asia, including Taiwan, China and Japan, as well as continued growth in Europe. The challenges in vessel design brought about by installations taking place in deeper waters, increasing turbine sizes and the realisation of floating offshore wind, as well as safe and cost-efficient installation, operations and maintenance (O&M) will also be on the agenda, along with industry regulations, standards and best practices for safe operation. Speakers confirmed so far include Offshore Wind Consultants director John MacAskill, who will present on trends, developments and opportunities in Europe including the UK, France, Germany and the Baltic. For those interested in the >>>

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Annual Offshore Support Journal Conference | Awards | Exhibition 6-7 February 2019, London

The premier annual event for the global offshore support industry The 2019 Annual Offshore Support Journal Conference, Awards & Exhibition will bring together industry leaders at a pivotal time. Recent changes in oil prices shows how unpredictable the market can be and that managing market risks will be fundamental to future planning. Offshore support vessel owners are looking to the future with caution and preparing to respond to what the market will need going forward. The OSV supply chain is evolving, identifying new markets and responding to opportunities, as the annual offshore conference will highlight. Join us at what will be a key industry meeting that will enable you to be better informed and prepared for the challenges and opportunities that lie ahead.

2019 Highlights • The return of the OSJ Subsea Conference on 5 February • European Dynamic Positioning Conference on 5 February • Offshore Wind Journal Conference on 5 February • Our annual Awards will be presented on the evening of 6 February • Keynote presentations from Tidewater, CEO John T. Rynd • Industry Leaders Panel Discussion: Balancing supply and demand

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preview OSJ CONFERENCE, AWARDS & EXHIBITION | 27

evolution of offshore wind vessels, the second session features a case study on the SOV Wind of Change presented by Louis Dreyfus Armateurs head of newbuild Hervé Lapierre and Bureau Veritas’s global market leader for OSVs and tugs Eva Peno. A panel discussion will take place addressing walk-to-work vessels and access systems, with panellists including Damen Shipyard Group director of strategic products Peter Robert and a senior representative from Osbit. In the third session, on planning for next generation O&M, topics covered will include a presentation on the impact of offshore wind developments on O&M from a senior representative of Siemens Gamesa Renewable, as well as a panel debate on next-generation O&M challenges. The fourth session will focus on emerging technologies and one of the highlights will be a case study on the role of wave monitoring in floating offshore turbine O&M, from a senior representative of Miros Group. >>>

For more information, please visit: www.offshorewindjournalconference.com

Annual Offshore Support Journal Awards

The Annual Offshore Support Journal Awards are one of the main events on the offshore sector’s calendar and 2019

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will be no exception. Each year more than 500 attendees from all sectors of the offshore business gather to celebrate the industry’s best performances from the past year. Awards are given across a range of categories including safety, environmental issues, offshore renewables, subsea innovation and dynamic positioning. There are also special awards for Support Vessel of the Year, Shipowner of the Year and Innovation of the Year. The OSJ Industry Leader Award will also be announced, recognising a noteworthy leading figure in the sector. For the 2018 awards, 8,300 online votes were counted to recognise the biggest achievements across the industry. The evening saw recognition given to AHTS Maersk Master from Maersk Supply Service, Kleven Verft and Salt Ship Design as Support Vessel of the Year, with Global Marine Group awarded Shipowner of the Year and Huisman’s fiber-rope crane/lifting system recognised as Innovation of the Year. Topaz Energy and Marine’s chief executive René Kofod-Olsen received the OSJ Industry Leader Award and Kjersti Kleven received a Lifetime Achievement Award. Other winners included Kongsberg, Tasik Subsea, Bibby, Eidesvik and Wärtsilä. OSJ For more information, please visit: www.osjconference.com

More than 500 attendees from all sectors of the offshore business gather to celebrate the industry’s best performances from the past year

BELOW: The winners of the 2018 OSJ awards, with categories including safety, environmental issues, offshore renewables, subsea innovation and dynamic positioning

Offshore Support Journal | December 2018

28 | OFFSHORE CONSTRUCTION ships and equipment

Telford Offshore â&#x20AC;&#x201C; grabbing victory from the jaws of defeat Formed from the ashes of Sea Trucks Group, new venture Telford Offshore is looking to make the most of the recovery amid projects that span the globe

Telford 25 has been chartered for an initial period of three months with options to extend (credit: Telford Offshore)

OFFSHORE CONSTRUCTION ships and equipment | 29

hen Sea Trucks Group (STG) went into liquidation in 2017, the liquidator and bondholders needed to maximise the value of the assets for the company’s creditors. Rather than continuing to operate the company in liquidation it was decided to establish a new entity, Telford Offshore, which officially launched in February this year with a fleet of four of STG’s DP3 multi-purpose offshore construction vessels (MPCVs). “It was important to keep the assets working as much as possible and avoid medium- or long-term lay ups,” Telford Offshore chief executive officer Fraser Moore said. Mr Moore had previously served as chief operating officer at STG until 2015; he was invited to return by the company’s board in 2017 to assist with stabilising operations and look at options for financial restructuring. He added: “We felt that we had some fairly versatile assets that could compete in several market sectors and [we could] achieve sufficient utilisation to maintain operational assets, ready for the long-awaited market recovery.” “In addition, we had access to some excellent management resources looking for a new opportunity. This is a feature of a downturn, which is well understood but rarely taken advantage of.” The company aims to position itself to take best advantage of the differing rates of recovery around the world, said chief operating officer Duncan MacPherson. “Presently Latin America has good activity levels for Telford Offshore, but we see strong opportunities for growth in Africa, Asia and the Middle East. For example, in Africa we will build further on our reputation as a leading deepwater accommodation provider, whilst in the Middle East we will look to explore opportunities within shallow water rigid pipelay.” “We are presently exploring opportunities in India, where we see our differentiated assets capable of completing multiple different services,” he added. Looking at a possible expansion of the company’s fleet, Mr Moore noted that while Telford is always looking out for assets that could add value to its business strategy, as a new company coming out of a restructuring “making a case for growth investment at this time would be challenging”. However, he noted there are achievable options for increasing fleet size in the short term: “In particular some assets are still held within STG and we continue to monitor their status.” Any fleet expansion would likely come from existing tonnage, rather than newbuildings, said Mr MacPherson. “The industry in general has suffered from overbuilding and the supply/demand balance needs time to repair for the market to be better balanced and rates to be sustainable.” Looking to the future, Mr Moore said that the “longer and deeper” nature of the downturn has caused additional uncertainty about the nature of a recovery. “In the short term, Telford Offshore will continue seeking opportunities for our existing fleet by utilising its multi-function capabilities mainly through JVs, chartering or smaller scale EPCtype contracts,” he said. “This has been our business plan and so far, so good.” Further ahead, Mr Moore expects the company would look to enhance its onshore resource base to offer a broader range of services, which would focus on maximizing client value while making the best use of its assets. “In this time of uncertainty one thing is certain,” he added. “Whether short or long term, it’s going to require a lot of hard work.” In November it was announced that Indonesian contractor Timas Suplindo had chartered a Telford vessel to work on the Terang Sirasun Batur phase two (TSB-2) offshore gas project. Timas Suplindo had in turn been contracted by Kangean Energy Indonesia (KEI) to work on the project, which is located in

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“We are presently exploring opportunities in India, where we see our differentiated assets capable of completing multiple different services”

the Kangean Block offshore the coast of East Java. KEI is jointly managed by EMP along with Japan Petroleum exploration and Mitsubishi Corporation. Telford 25, the vessel under charter, is currently under planned drydock in Indonesia. The work scope will see it carry out installation of subsea structures, flexible pipes, umbilicals and spoolpieces. The MPCV is being fitted out with a saturation dive spread for the project, allowing it to undertake subsea installation and tie-in work. The charter is for an initial period of three months with options to extend, and mobilisation of Telford 25 is expected to commence in Batam, Indonesia in late November. Mr MacPherson commented at the time of the contract award: “We are very pleased with this contract from Timas Suplindo. Over the course of this project the T25 will demonstrate her versatility by supporting multiple activities such as flexible pipelay, saturation diving, lifting, subsea construction and installation services” Telford 25 was built in 2009 by Jingjiang Nanyang yard in china. It has a length of 118.8 m, an extreme breadth of 36.4 m and a maximum draft of 8.94 m. It has a clear deck area of approximately 1,500 m2, with a load of 10 tonnes per m2. Primary lifting capacity comes from a Huisman-Itrec mast crane with an 800-tonne capacity on the main hoist and up to 120-tonne capacity using three falls on the man-riding whip hoist. It is also equipped with a TTS Marine pedestal crane, the main hoist of which has a maximum capacity of 34 tonnes and a man-riding auxiliary hoist which has a maximum capacity of five tonnes. The pipelay equipment is a starboard-mounted single-joint S-lay system under a dismountable firing line shelter. It can lay pipe of diameters from 4-48 inches and has two 60-tonne horizontal tensioners, a 120-tonne abandonment and recovery winch and a 120-tonne measuring sheave. There is an electric-hydraulic telescopic personnel transfer gangway with an operational length of 36.5 m and a helideck suitable for use with the Sikorsky S-92A Helibus. There is fully air-conditioned accommodation for 355 persons, with individual bathroom facilities, and also a conference room, offices, cinema, gymnasium, recreation rooms, laundry, internet café and hospital. The vessel is powered by four Caterpillar 1,825 kW CAT 3516 B diesel engines. Propulsion comprises a Rolls-Royce electricallydriven 1,355 kW bow thruster, two Rolls-Royce 1920 kW directdriven diesel fixed-pitch azimuthing stern thrusters and four Rolls-Royce 1,920 kW direct-driven diesel retractable azimuthing fore-and-aft thrusters. Telford 25 has previously undertaken a range of projects around the world. These include major installation activities for BHP’s Pyrenees Development, a major EPCI SURF project and Gard AS’ West Atlas Drill Rig decommissioning in Australia; topside installation for Chevron’s Delta South Project in Nigeria; topside installation for BP’s Greater Plutonio FPSO in Angola; lifting operations for Murphy Oil Kikeh in Malaysia; flexible pipe and umbilical installation for Shell’s Champion Waterflood SURF project in Brunei; and accommodation support for Inpex’s Ichthys project in Australia. OSJ

Offshore Support Journal | December 2018

30 | OFFSHORE CONSTRUCTION ships and equipment

OHT orders semisub heavy lifter from CMHI Norwegian company Offshore Heavy Transport (OHT) has ordered a semi-submersible heavy-lift vessel from China Merchants Heavy Industry (CMHI)

OHT’s heavy lifter will be able to transport and install topsides, subsea modules and other cargoes within the oil and gas sector

he vessel is a customised Ulstein Alfa Lift design, which has been developed by Ulstein Design & Solutions along with owner OHT. The contract includes options for a further three vessels. As well as installing bottom-fixed offshore wind foundations for the renewable energy market, the vessel will also be able to transport and install topsides, subsea modules and other cargoes within the oil and gas sector. Currently under construction, the vessel is scheduled to enter service in 2021. It is anticipated it will be able to transport and install up to 10 1,500 tonne ultra-large jacket foundations or 11 2,000 tonne XXL monopiles and transition pieces. Ulstein Design & Solutions BV managing director Edwin van Leeuwen said: “We started the development of the Ulstein Alfa Lift idea back in 2015 with the driver to increase the safety of submerged operations and at the same time increase the operability window for subsea installations using a crane. “Creating a new design with this combination of functionalities has its own, specific challenges. But then again, challenges are what we are good at.” OHT’s chief executive Torgeir E Ramstad said: “When we approached Ulstein with our intended strategy to enter the offshore renewables

Offshore Support Journal | December 2018

market and the idea of adding crane capacity to a semi-submersible heavy lift transport vessel, Ulstein presented their Alfa Lift solution on the spot. “That was a direct ‘hit’, as it allows us to enter the installation market, at the same time expanding on our capabilities in OHT’s core market.” The finished vessel will have a length of 216.3 m, a beam of 56 m and a summer draft of 9.4 m. When submerged there is a maximum depth above deck of 15 m. Free deck length is 148 m, with a total area of 7,840 m2 plus 3,470 m2 on the forecastle, with a maximum deck load of 30 tonnes per m2 on the main deck and 7.5 m2 on the forecastle. Kongsberg secured a contract worth US$13M to provide DP2 dynamic positioning, navigation, thruster control and automation systems for the vessel, along with an electrical package including hybrid battery power and energy-management systems. Liebherr is providing an HLC 150000 crane with a lifting capacity of 3,000 tonnes and a lattice boom more than 70 m long for the vessel. In addition to its main single-hook operational mode, the crane will also be able to operate with dual hooks, each with a 1,500-tonne capacity. With accommodation capacity for 100 people, the vessel will be Norwegian-flagged and DNV GL will be the class society.

Successful test of simultaneous four-crane lifting method An innovative method known as ‘QUAD’ lifting has been successfully trialled by Heerema Marine Contractors (HMC) in the Gulf of Mexico. The trial, which took place on 22 October, involved semisubmersible crane vessels Thialf and Balder operating in dynamic positioning mode, using four cranes in parallel. DNV GL has certified the technology that enables the QUAD lifting process, which will allow engineers greater design freedom in terms of layout in relation to weight and dimensions of topsides and jacket structures, according to HMC. The company also said the method will make it possible for the entirety of a topside structure to be built onshore as a total package during commissioning. Commenting on the project, HMC chief executive Koos-Jan van Brouwershaven said: “With our QUAD lifting method, we enter a new era with more flexibility and efficiency throughout the entire process – from engineering, procurement and construction up to and including the commissioning and installation of the jacket and/or the topside – with lower project costs as a result.” Using the technology, HMC plans to offer even greater lifting capacity: “As soon as Sleipnir, the largest semisubmersible crane vessel ever built, is in full operation, we are ready to perform the ultimate QUAD lift, using our two giants with a combined lifting capacity of Thialf’s 14,000 tonnes and Sleipnir’s 20,000 tonnes,” said Mr Van Brouwershaven. OSJ

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32 | OFFSHORE VESSEL DESIGNERS

Cross-sector diversification keeps designers in business Vessel designers who have applied the lessons learned in the offshore oil and gas sector elsewhere have prospered despite the downturn ‘

ecovery’ may be a rather optimistic term for the current uptick in offshore activity, but even if prospects have taken a turn for the better, the problem of oversupply remains. With so many vessels still in layup, budget-conscious owners are loath to shell out for new vessels and designs unless they absolutely must. Whether by choice or due to market forces, those designers whose main market has traditionally been offshore oil and gas have had to diversify to remain in business. When the oil and gas downturn hit, Ulstein quickly realised simply waiting it out was not an option; the company’s choices were either to adapt or close down. “For us, the obvious choice was to go on. Closing down was a boring alternative,” said deputy chief executive Tore Ulstein in a presentation where he explained the company’s successful diversification

strategy. This involved locating new markets and clients and developing new products. Mr Ulstein noted that traditional management literature would advise against such an approach, but he explained the company had no choice: “What were our options? We didn’t have any options.” Ulstein considered its competencies and the markets to identify areas of crossover. One such area was offshore wind, where the shipbuilder saw many opportunities to apply its offshore support expertise. Mr Ulstein explained the wind sector shares the oil and gas sector’s requirements for seaworthy vessels with low motion levels, capable of dynamic positioning operations in harsh weather. Another area of opportunity was the expedition cruise sector, with its requirement for smaller, robust, yet comfortable vessels capable of operating in areas such as the Arctic ocean. Ulstein

worked with Lindblad on its expedition cruise vessels and was able to apply its expertise with dynamic positioning systems while also developing innovative solutions, including for the launch and recovery of Zodiac boats from the stern of a vessel. The expedition cruise sector also demonstrates Ulstein’s successful internationalisation, Mr Ulstein said, pointing to a vessel to be built in a Chinese yard to an Ulstein design - with options for a further nine - for Sunstone. Mr Ulstein noted that the company has developed three sector strategies – focused on offshore wind, expedition cruising and ropax – to run alongside its operations in the oil and gas sector, where it will remain despite the current difficulties: “We are not leaving that, but it will be hard for some time to come,” said Mr Ulstein. While Mr Ulstein recognises that his company needs to think larger than the

Ulstein’s Jones Act-compliant design for Aeolus is based on the SX195 SOV

Offshore Support Journal | December 2018

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OFFSHORE VESSEL DESIGNERS | 33

Norwegian market, he said it undoubtedly benefits from its geography, as the country has a lot of strength in the ocean space due to its maritime heritage in transport, fishing and energy. “There are a lot of opportunities in Norway; we see them and we’re trying to follow them,” he said. Ulstein was recently awarded a contract to design the first ever Jones Actcompliant offshore wind service operations vessel, by Florida-based Aeolus Energy. The contract is Ulstein’s first in the US wind market and is Aeolus’ first step in building a fleet of vessels designed to service the offshore wind industry from installation through to decommissioning. It will include cable ships, crew transfer vessels and hotel ships. The design will be based on a customised SX195 design and will be Ulstein’s fifth offshore wind contract this year, following on from two SOVs, a cable-lay vessel and a large foundation installation vessel. Havyard is another Norwegian company that has thrived by expanding its offerings. Its one hundredth vessel design involves an LNG/battery hybrid passenger vessel for the Kystruten coastal route in Norway. The company started out in 2005, with the first design sold being the Havyard 842 anchor-handling tug supply. Another of the company’s early successes was the Havyard 832 platform supply vessel design, which became a workhorse of the North Sea. Its latest design, which includes the vessel itself as well as the equipment package, has been produced for Havila Kystruten, which were awarded a tender by the Norwegian Government in March this year for four cruise ferries to operate on the route between Bergen and Kirkenes The company has also diversified into other sectors, including fisheries, aquaculture, offshore wind and, in recent years, the ferry market. As part of the Kystruten contract, Havyard and Sintef Ocean have developed a simulation tool to test hull shapes and propulsion systems against the wave and wind conditions common along Norway’s coastline, including all 34 ports along the Kystruten route. This tool was used to optimise the hull shape. Commenting on the project, Havyard chief executive Geir Johan Bakke said: “What kind of vessels we’ll be designing in five years’ time is anyone’s guess, but I’m optimistic on behalf of Havyard Design & Solutions. We are now celebrating our hundredth design, but we’re going for 200!”

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Chartwell’s eye-catching catamaran vessel was designed with input from operators, windfarm owners and turbine manufacturers

Balancing objectives

Elsewhere, Chartwell Marine, the UK-based vessel designer, has unveiled the Chartwell 24, a crew transfer vessel (CTV) design for the offshore wind market with features that could be of interest in the offshore oil and gas market. The catamaran-hullform design was developed in conjunction with CTV operators, windfarm owners and turbine manufacturers, and incorporates lessons learnt in the construction and long-term operation and maintenance phases of European projects. The role of CTVs has continued to evolve to support large-scale deepwater windfarms, encompassing not only the safe, comfortable and expedient transfer of technicians to and from the turbines, but also a wide range of logistic support activities. According to Chartwell Marine, CTVs and their operators must offer versatility, while maintaining the highest possible standards of safety and technical availability. As the industry looks to balance these objectives, vessel designs are becoming increasingly standardised – but there is still room to refine this formula, the British company believes. The Chartwell 24 builds on the proven capabilities of CTVs and incorporates new requirements emerging as the offshore wind industry expands worldwide. The vessel is capable of carrying 24 industrial personnel alongside up to six

crew and boasts what Chartwell claims is the largest CTV foredeck in the market, enhancing its cargo capacity. With four engines – and options for hybrid propulsion – the Chartwell 24 enables power sharing, enhancing efficiency and added redundancy that maximises reliability and availability. As scrutiny grows on vessel emissions, this also means it is well-placed to meet international requirements, such as EPA Tier 4 and IMO Tier 3. The Chartwell 24 also introduces a number of safety-related innovations, including a step-free deck that almost entirely eliminates trip hazards, and purpose-designed walkways with handrails and sliding safety rails positioned for safe, effective and repeatable crew transfer. From an operational perspective, skippers benefit from full all-round visibility, uncompromised by deck cargo. Chartwell Marine managing director Andy Page said: “With the Chartwell 24, we’re responding directly to triedand-tested vessel support approaches adopted throughout Europe. For crews and windfarm technicians, that will translate into a high degree of safety, comfort and operational familiarity. For CTV operators and project owners, that will result in incremental gains in efficiency, availability and reliability that ultimately improve the way offshore windfarms are constructed and operated.” OSJ

Offshore Support Journal | December 2018

34 | NEWBUILDING ORDERS AND DELIVERIES

OSV deliveries slow to a crawl With no new orders placed for nearly a year, the roll-out of new tonnage is mainly confined to series vessels, and even these are coming to an end

An SMST knuckle-boom crane, similar to that fitted on Acta Centaurus, which can lift loads of up to 20 tonnes without compensation

o newbuilding order for a large offshore support vessel has been placed since December 2017, according to VesselsValue. This is the inevitable consequence of the current levels of oversupply, best described as enormous. The orderbook is congested with vessels that few owners are willing to take delivery of, as the offshore market is still clearly in the trough of the cycle. On the positive side, sales for scrapping have started to pick up, and there is still a healthy turnover in sales for further trading.

Offshore Support Journal | December 2018

The newbuilding contract for Acta Centaurus was signed in 2017, and the vessel is due to follow sister vessel Acta Auriga to the outfitting yard. Acta Centaurus is a construction support/walk-to-work vessel featuring Ulstein’s SX195 design, incorporating X-BOW and X-STERN. The completed hull of Acta Centaurus is expected to be towed from Crist, Poland to Ulsteinvik, Norway at the end of November 2018. Thereafter, Ulstein Verft will complete the outfitting of the vessel and the installation of the SMST-provided mission

equipment, including motion-compensated gangway and 3D crane. The SMST 3D motion-compensated knuckle-boom crane has a lifting height of 36 m above water level at maximum draught and a radius of between 5 m and 29.5 m. In offshore mode it can lift loads of up to 20 tonnes without compensation, or up to 6 tonnes with compensation, in sea conditions up to 2.5 m. The sister ships share a hull specification that includes a 93.4 m length by 18 m breadth, with a maximum draught of 6 m and a dwt of 3,200. The vessels have a maximum speed of 13.5 knots, a deck area of 500 m2 and can accommodate 120 persons. The inverted shapes of the X-BOW and X-STERN are said to increase stability, both in motion and while stationary. To provide safe and flexible walk-towork operations, the vessels are fitted with an SMST motion-compensated Telescopic Access Bridge L-Series gangway. Mounted on a height-adjustable tower with an integrated lift, the unit can operate on both sides of the vessel and allows for stepless cargo access and flow of people from different deck levels to the gangway platform, without exposure to weather. Motion compensation means the gangway can lift cargo weighing up to a tonne, using electronic cargo trolleys loaded with 300 kg Euro pallets. The access systems and cargo towers allow for the safe transfer of personnel and cargo up to a significant wave height of 3 m, while the landing-height adjustment system allows access to platforms up to 23 m. Delivery of Acta Marine’s Acta Centaurus is slated for Q2 2019. Staying with sister ship deliveries, Hull 386 – a sister to the OSJ Conference & Awards winning Vessel of the Year Maersk Master, part of the Maersk Supply Service’s Starfish AHTS series – is set for imminent delivery. Built for deepwater operations, the Starfish-vessels are 95 m long, with a beam of 25 m and are equipped with a

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NEWBUILDING ORDERS AND DELIVERIES | 35

The final vessel in the Starfish series is Hull No 387, which is scheduled to be launched in March 2019

raft of innovative features, including an 84 m-wide, 7.99 m-high anchor-recovery frame that simplifies operations over the stern roller and a remotely operated deckhandling gantry crane. Like other vessels in the Starfish series, Hull 386 will be capable of operation in temperatures ranging from -20°C to 45°C, and will have a nominal towline tension capacity of 200 tonnes, with a lateral force of 50 tonnes. The vessel will have an open deck area of more than 800 m² with an additional 102 m² of covered deck area. It comes equipped with a 450-tonne anchor-handling winch, housed in an enclosed garage to protect crew and equipment in harsh environments. Lifting capacity comes from a Macgregor Triplex Multi Deck Handler-42, with a maximum lifting safe working load of 42 tonnes and a maximum pulling safe working load of 30 tonnes. Wärtsilä provided all thrusters and propulsion systems for the vessels, along with the engines, integrated alarm system and the electrical system, which includes low-loss concept switchboards and drives. Powered by five medium-speed engines – two W8L32 units, two W6L32 units and one W9L20 unit – with a total output of more than 23,000 bhp, the Starfish-class vessels have a fuel-efficient and flexible hybrid propulsion system, controllablepitch propellers and fixed-pitch thrusters; the combined features are expected to provide high reliability, good fuel economy, low emissions and excellent stationkeeping capabilities. When low-load operations are required, the vessel’s hybrid propulsion system allows it to switch to a dieselelectric operating mode. The final vessel in the Starfish series is Hull No 387, which is scheduled to be launched in March 2019. Otherwise, newcomers to the offshore

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fleet are few. In the four months to the end of September 2018 only 16 other OSVs had been delivered into the fleet; this includes two PSVs, three AHTS and a variety of fast crewboats. In Brazil, the 16,000 bhp CBO Cabralia (3,000 dwt, 2018-built) was delivered by Brasileira de Offshore. CBO Cabralia is a sister to CBO Parintins, which was launched in March 2018. In September 2018, Nantong Tongshun shipyard of China delivered Brine Eagle (2,900 dwt, 2018-built) the second of two AHTS ordered for the account of Brinepanse Investment. The yard has one other AHTS on the orderbook for delivery to Pacific Radiance, and a floatel, NSC Fortune (4,000 dwt) for China’s Nine Sun Group.

Pacific Radiance has recently undertaken financial restructuring. It has signed a non-binding term sheet in connection with restructuring its borrowing and debt obligations and a proposed equity injection. The company, which is listed in Singapore under the ticker T8V:SES and has a current market cap of S$75.38M (US$56.45M) according to F T.com, voluntarily suspended trading of its securities on the SGX-ST on 28 February 2018. Having announced it would undergo “a consensual restructuring of the group’s borrowings” in September 2017, the company indicated in January 2018 an intention to diversify into new markets, including offshore wind. OSJ

TOP: Maersk Master, one of the few deliveries coming to fruition in these difficult times (source: Maersk/Kristoffer N Ytterland) BOTTOM: Acta Auriga is a sister to the soon to be launched Acta Centaurus

Offshore Support Journal | December 2018

36 | FIRE-FIGHTING SYSTEMS

Fire safety and prevention: small steps make the difference Autonomous technology is working alongside human initiative and common sense to improve fire safety and prevention

his year marks the 30th anniversary of the Piper Alpha tragedy, in which explosions and subsequent fires on a North Sea oil platform killed 167 people and resulted in losses of about £1.7Bn (US$.2.2Bn). Thirty years on, the ability to respond quickly and effectively to such hazards remains as important as ever – Deepwater Horizon is still very fresh in the memory and its impact is still being felt across the Gulf of Mexico. Unfortunately, this year has seen several more incidents that remind us disaster is just a careless step away. In April a fire broke out aboard the Asian Geos-owned geotechnical vessel Geos, with tragic consequences. Crew member Allahyarham Mohamad Saiful died aboard the Petronas-contracted vessel during the incident and two other members of the vessel’s 39-strong crew were hospitalised following evacuation. In a press conference at the time, the Malaysian Maritime Enforcement Agency’s District 13 director capt Md Fauzi Othman said the OSVs Perdana Ranger and Nautica Aleesya had assisted in responding to the fire, rescuing survivors who had jumped from the vessel into the water. Tugs were also dispatched to douse the flames. According to Vesseltracker, Sinabawang Nabed 23 and Siakap were sent to assist the burning ship and were assisted themselves by offshore vessels Hisyam 8 and Neopetro 18. March this year saw the US Coast

Offshore Support Journal | December 2018

OSVs battle the blaze from the Deepwater Horizon explosion in 2010 (credit: US Coast Guard)

Guard attend a reported fire on an unmanned Magellan-owned platform, three miles offshore Corpus Christi, Texas. Then in April a fire broke out in the sauna of Eni’s Goliat rig, offshore Norway. Thankfully, in both cases there were no casualties.

The human factor

The Safety Flashes put out by the International Marine Contractors Association (IMCA) serve as a sobering example of potential hazards. These detail injuries, fatalities, accidents and near-misses at sea, along with how they happened and how best to prevent a repeat of the incident. Worryingly, the human factor plays an important role in many of these cases. In one incident, a crew member left a mobile phone and fan heater plugged in to an extension cable in his accommodation while he washed. On

exiting the bathroom, he found his cabin filled with smoke and the telephone and extension cable both in flames. The crew member attempted to tackle the blaze with a pillow but the cabin telephone exploded, igniting a second fire. In the meantime, fire alarms in adjacent cabins had gone off and another crew member activated a call point on discovering smoke. The electricity to the cabin was isolated and the fire put out with hoses before further damage could be done. An investigation after the event found there was no control over personal electronics on board and no testing of either company-supplied or personal portable appliances before use. It was initially thought the cabin telephone had caught fire independently, but upon reconstruction blame turned to the extension cable and fan heater. Other factors that

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FIRE-FIGHTING SYSTEMS | 37

exacerbated the incident included: overloading of the extension cable; electronic equipment being left plugged in and unobserved; poor housekeeping in terms of wire and cable management; inadequate risk control procedures and leadership; lack of awareness of safety; and insufficiently robust internal company management systems. The causes of the above incident were relatively insignificant when considered in solitude, but combined, it becomes apparent how the most innocuous of actions can be potentially dangerous. In another incident that demonstrates this well, cloth that had been used for general galley cleaning was taken from a tumble dryer, folded and piled in a steel bucket before being stowed in a cupboard three hours later. After another three hours, crew noticed the presence of smoke and a burning smell and the cloths were found to be smouldering. Upon investigation it was discovered that the cloths were still contaminated from the cleaning, suggesting the items had been laundered at an incorrect temperature. In addition, the cloths had either been taken out of the dryer before the full cool-down cycle had been completed, or an incorrect temperature setting had been used. The combination of contaminated and their not being fully cooled prior to stowage resulted in the cloths beginning to smoulder. IMCA’s alert noted “this is an ‘evergreen’ safety issue that has come up often. Our members may wish to bring this potentially serious issue once again to the attention of their management and crew.”

“The incident was exacerbated by poor housekeeping, inadequate risk control procedures and leadership, lack of awareness of safety, and insufficiently robust internal company management systems”

manager Trevor Stapleton said: “The UK offshore oil and gas industry works hard to preserve its internationally respected major hazard-management reputation and this guidance is a significant part of that effort. “This living document builds on guidance originally published in 2007 and is part of a planned review process. It aims to reduce the risk to life, the environment and the integrity of offshore facilities exposed to fire and explosion hazards by providing a robust technical foundation to support design decisions.”

Autonomous technology reduces risk when fighting fires

Naval architect Robert Allan has collaborated with Kongsberg Maritime to develop a remotely-operated fireboat that could be used to tackle dangerous fires without putting lives at risk.

Robert Allan is using its experience of tugboat design to develop the RALamander uncrewed fireboat. Kongsberg would provide the remotecontrol technology, including control systems, battery packs, vessel automation and navigation systems, according to Kongsberg sales manager for autonomy and offshore Sondre Larsson. RALamander would be linked to a remote-control centre using Kongsberg’s maritime broadband radio communications, he explained. This vessel “can work with other unmanned fire-fighting vessels or alone,” he said at the Annual Offshore Support Journal Conference, Awards & Exhibition in London in February. Robert Allan has designed the vessel to have a FiFi 1 fire-fighting module with a 2,400 m3/hr capacity, with pump and monitors supplied by Fire Fighting Systems. The vessel could be directed to tackle marine and port fires involving containers or petrochemicals, both on ships and shoreside structures. RALamander could operate in toxic smoke and areas of explosion risk, to avoid sending in manned fireboats. Facilities on board mean it could also be used for towing vessels to safe areas, or for tackling maritime fires during salvage projects. Mr Larsson told delegates at the conference that remote-control vessels could also be used for standby and emergency response operations offshore. A fire-fighting vessel could be controlled from an offshore installation or master vessel using broadband communications. “It all depends on the regulations and market needs,” said Mr Larsson. OSJ

Fire and explosion guidance updated

British trade association Oil & Gas UK has issued an update to its good practice guidance to help prevent fire and explosions on offshore installations. The guidance provides best practices to allow the effective assessment and management of fire and explosion hazards. The updates reflect current best practice, remove repetition and increase consistency across the technical detail. The new guidance supersedes the previous guidance issued in May 2007. Developed by the Fire and Explosion Working Group of the Oil & Gas UK Major Hazards Technical Group, the updated guidance can be accessed by members on Oil & Gas UK’s website. Oil & Gas UK’s health and safety

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Kongsberg Maritime and Robert Allan’s autonomous RALamander could be used for standby and ERRV operations offshore

Offshore Support Journal | December 2018

38 | MARKET DATA

North Sea market proves as fickle as the weather A steady stream of storms across the North Sea has produced an unexpected two-tier charter market, with vessels already at sea enjoying increasing charter rates, and those in port missing out on the Autumnal bonanza

or operators, the inclement weather conditions in the North Sea have completely disrupted rig moves and re-supplies. Fleets either sat idle due to bad weather, or experienced spurts of activity during calm conditions, causing rates for PSVs to exceed £10,000 (US$12,850) in October. Solstad Offshore’s* PSV Normand Skipper has been contracted by Equinor UK for two years plus options. The contract will start in November or December this year and has an additional two years of options on top of the initial two-year period. Normand Skipper will join two other vessels in supporting Equinor’s UK operations: Sea Falcon, which was contracted in 2016 and has just had a oneyear option exercised, and Sea Frost, contracted in 2017. Sea Falcon and Sea Frost were both built by Cochin Shipyard in 2013. They measure 88.9 m in length by 19.7 m in breadth with a capacity of 4,419 dwt. Normand Skipper was built by Flekkefjord Slipp & Maskinfabrikk in 2005 to a Vik-Sandvik VS4420 design. The PSV measures 92.4 m in length by 22 m in breadth and has a capacity of 6,608 dwt. With supply increasing as vessels come off summer contracts, charterers have begun to make their winter bookings.

Topaz Energy and Marine has signed a long-term agreement with Reach Subsea to charter newbuild vessel Topaz Tiamat. The Dubai-based offshore marine logistics company is to mobilise the vessel in Norway for delivery to Reach Subsea in mid-February 2019. The contract covers a firm 2.5-year charter with three yearly options. The work scope will largely comprise inspection, repair and maintenance (IRM), subsea construction and survey work. Ordered in 2015, Topaz Tiamat is a light subsea construction vessel designed and built by Vard in Norway. It measures 98.1 m in length by 20 m in breadth, has a draft of 6 m and a capacity of 3,000 dwt. It has a dynamic positioning class of DP2 and its propulsion comes from two 2,000-kW Azipull thrusters along with two 1,650kW bow-mounted tunnel CPP thrusters and a 1,500-kW retractable azimuthing thruster. It is also equipped with an active-heave compensated 120-tonne subsea construction crane. Accommodation is provided for 82 people at a comfort class of three. Prior to delivery to Reach Subsea the vessel will undergo a battery pack upgrade and have two hangar-deployed deepwatercapable work-class ROVs integrated. Topaz chief executive Rene Kofod-Olsen said “Topaz Tiamat,

Seven Borealis was mobilised in October to assist with the Borkum II project (credit: Kees Torn/flickr)

Offshore Support Journal | December 2018

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MARKET DATA | 39

and its sister vessel Topaz Tangaroa represent Topaz’s strategic reinvestment into the growing subsea segment.” Still in the North Sea, Østensjø Rederi has signed a new contract for its IRM and ROV support vessel Edda Fauna with subsea services company DeepOcean. Financial details of the contract, which starts on 1 March 2019 and secures firm utilisation until the end of 2020, were not disclosed. Østensjø Rederi’s chartering manager Kristian Vea said: “We are pleased with being a preferred supplier for DeepOcean and securing long-term work for the Edda Fauna in a challenging market.” Edda Fauna was built in 2008 by Aker Yards Brattvaag and was chartered as DeepOcean’s flagship IRM vessel, with a dynamic positioning class of DP2. The vessel measures 108 m in length by 23 m in breadth, with a 7.8 m max draft and a capacity of 6,200 dwt. It carries one observation-class ROV and two work-class ROVs and has one 7.2 m2 and two 4.8 m2 moonpools. It also has an ROV launch and recovery system. The main propulsion comes from a diesel electric propulsion plant powering two 3,500 kW Rolls-Royce AZP120 Azipull controllable pitch propellers, along with two bow-mounted 1,500 kW Rolls Royce TT2400 tunnel thrusters and one 1,500 kW bow-mounted Rolls-Royce UL 2001 FP retractable azimuth thruster. Solstad Offshore has been awarded long-term contracts in the UK North Sea for two of its PSVs by Fairfield Betula Ltd. Far Symphony has been contracted for 18 months plus options commencing in mid-October this year, while Normand Aurora has been contracted for 12 months plus options, commencing in midJanuary 2019. Far Symphony has been supporting Fairfield’s UK operations since April 2017. Built by Ulstein in 2003 to a P 105 design, Far Symphony measures 86.2 m in length, 19 m in breadth and has a dwt of 4,929. Normand Aurora is also a P 105 PSV, built by Merwede Shipyards in 2005 to the same dimensions. Solstad Offshore’s international PSV/AHTS executive vice president Jon Are Gummedal said “Solstad is pleased to have been recognised as a preferred supplier by another important North Sea client.” Further details have emerged about Solstad Offshore’s contract for an AHTS and a PSV to support a Total E&P South Africa drilling campaign expected to commence in Q4 2018. Large AHTS Normand Ranger and PSV Far Starling will support the drilling campaign in Block 11B/12B for one firm well and one well option. The contracts are expected to last approximately 90 days for the firm well, plus mobilisation and demobilisation time. Normand Ranger was built by Ulstein in 2010 to a VS 490 design. It measures 91 m in length by 22 m in breadth with a draft of 7.95 m and a dwt of 3,954. It has a bollard pull of 280 tonnes and capacity for 54 people. Far Starling was built by STX OSV Vung Tau in 2014 to a PSV 08 CD design. It is 81.7 m long by 17 m wide with a draft of 6.5 m and a dwt of 4,000. It is fitted with catalytic converters and has capacity for 30 people. Both vessels are currently operating on the spot market in the North Sea. Away from the North Sea, UK-based Subsea 7 reported an active vessel utilisation rate of 89% in its Q3 results presentation, up 11% from Q3 2017 and the highest level since 2014. The high utilisation reflected strong activity in the West Nile Delta Phase Two project offshore Egypt, the Hasbah project offshore Saudi Arabia and the Borkum II project offshore Germany, as well as increased IRM. While there were higher levels of activity in subsea umbilicals, risers and flowlines, conventional and IRM, activity levels in the renewables and

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Normand Skipper joins two other Solstad Offshore PSVs supporting Equinor’s operations in UK waters (credit: mb.21/Wikimedia Commons)

heavy-lifting arm of the business decreased. Subsea 7 chief executive officer Jean Cahuzac said: “Our total vessel utilisation was the highest it has been since 2014, with several large projects executing offshore installation campaigns using our key enabling vessels supplemented by vessels from the wider fleet. In the Far East, Indonesian contractor Timas Suplindo chartered Dubai-based Telford Offshore’s Telford 25 to work on the Terang Sirasun Batur Phase 2 development. The three-month charter, which includes options, will see the multi-purpose construction vessel (MPCV) undertake a work scope including installing subsea structures and piles, laying flexible pipes, umbilicals and spoolpieces, and saturation diving on the project offshore Indonesia. Currently in drydock in Indonesia, Telford 25 will be mobilised in late November for the project. One of four vessels in Telford’s fleet, which all have a dynamic positioning notation of DP3, the MPCV is equipped with an 800-tonne heave-compensated main crane and has 1,500 m2 of unobstructed deck space. The vessel can accommodate 355 people. Telford Offshore’s managing director Duncan MacPherson said: “We are very pleased with this contract from Timas Suplindo. Over the course of this project Telford 25 will demonstrate its versatility by supporting multiple activities such as flexible pipelay, saturation diving, lifting, subsea construction and installation services.” Telford Offshore launched in February 2018, having acquired its fleet of four vessels from Sea Trucks Group. OSJ *June 2017 saw the merger of the Norwegian shipowners Solstad Offshore, Farstad Shipping, Deep Sea Supply and Rem Maritime into SolstadFarstad. In October 2018, the company was renamed Solstad Offshore ASA (Solstad Offshore)

Offshore Support Journal | December 2018

40 | IMCA NEWS

IMCA safety statistics – a new look for the new year IMCA technical adviser Nick Hough considers the imminent changes to the way contractor members report safety statistics

Nick Hough (IMCA): New changes will help maintain the organisation’s impressive record on safety

Offshore Support Journal | December 2018

he new year will see a change in the method used by IMCA for collecting safety statistics from its contractor members. This will result in simpler, more timely reporting, and the ability to more easily benchmark performance – two factors we believe will stimulate higher data submission rates than in the past. IMCA began collecting safety statistics in 1997. That first year, just 23 members took part in the safety statistics programme. Last year, 191 contractors took part, nearly half the contractor membership. The statistics show that IMCA contractors are 10 times safer today than they were in 1997. As the programme has grown, so have the mechanisms used for collecting the statistics. In 1997, members completed a paper form and faxed it in. Later, an easyto-complete spreadsheet template was developed. From the start of 2019, when we issue an invitation to members to send in their safety statistics, the spreadsheet will be replaced with a web-based, userfriendly dashboard. This will enable members to submit data easily and help judge their performance against other similar-sized companies. Until the introduction of the new system, members have had to contact IMCA to find out, in confidence, what their position was within their man-hour size band. Now they will be able to log into their dashboard and see their results graphically within a very short time. Maintaining member anonymity remains a high priority for IMCA. However, every submitting company will be able to see their own standing against their peers in easy-to-understand charts and graphs. We will also make use of the existing, or “legacy”, data so members can look back and see trends in long-term performance. For many companies, providing this information is a requirement when reporting to

shareholders, and an important aspect of corporate social responsibility.

The changes

In the past we asked for 27 separate statistics; this figure will now be cut to 20, primarily because we have removed the need for separate definitions for injuries (such as ‘restricted work day’, ‘medical treatment’ and ‘first aid’), instead using the widely understood ‘Recordable Injury’ as the best definition. As the reporting of such injuries is mandatory in many places, this information should be readily to hand. IMCA safety statistics will no longer be in terms of onshore and offshore hours; rather they will be organised as company total hours and offshore hours worked. Members will submit data on: the number of fatalities; the number of lost time injuries (LTIs) and five causes of LTIs (line of fire; slips and trips; muscle stress; falls from height; and dropped objects); the number of Recordable Injuries; and the number of safety observations – a key leading performance indicator. IMCA’s Health, Safety, Security & Environment Committee is keen to make better use of leading (rather than lagging) key performance indicators. Safety observations, showing a proactive approach to safety, are a valuable leading indicator. It can be shown that as an industry, we have made more safety observations – using, for example, STOP cards and near miss reports – and there has been a fall in injuries. Safety lies at the heart of IMCA’s work on behalf of its members. We actively encourage them to make good use not only of our guidance documents, but also of our safety promotion materials, including 25 short safety videos based around animated characters in the offshore working environment with: “Are YOU prepared to work safely?’ as their theme. IMCA is also fully supportive of the International Association of Oil & Gas Producers’ updated and simplified Life-Saving Rules. Stay safe. OSJ

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