July/August 2017 www.osjonline.com
MOVEMENT BETWEEN MARKETS CREATES REPAIR WORK ON OFFSHORE VESSELS FLNG projects create demand for specialised vessels Layup options and outcomes more complicated than simple cost savings
“The greatest challenge regarding compliance is lack of standardisation. Different jurisdictions impose different ballast water requirements, which creates uncertainty” Eleni Antoniadou, policy and regulatory affairs adviser, IMCA, see page 18
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July/August 2017 volume 20 issue 6
5 COMMENT 40 IMCA NEWS 43 BEST OF THE WEB
News focus 7 BIMCO has adopted a revised version of its Supplytime contract 11 Floating LNG projects could provide opportunities for vessel owners
Vessel maintenance 14 Laying up vessels is more complicated than a simple cost-cutting exercise
14 Ballast water treatment 18 The small size of offshore vessels can make fitting ballast water treatment systems challenging
Offshore access systems 21 Offshore access systems are growing in sophistication, driven by the needs of the offshore oil and gas and offshore wind markets
25 UK-based Renishaw has unveiled a new controller for its Fanbeam 5 dynamic positioning reference system
Ports & logistics 26 Ports such as Lerwick are beginning to play an important role in decommissioning projects
Communications 31 OSVs owners need flexibility in communications packages to adapt to layups and increasing bandwidth demands when vessels are reactivated
Offshore Support Journal | July/August 2017
contents Repair & conversion 32 Moving offshore vessels from one region to another increasingly creates work for repair yards
Heavylift vessels 35 Boskalis is converting a former semi-submersible heavy lift ship into a crane vessel for decommissioning
July/August 2017 volume 20 issue 6 Editor: David Foxwell t: +44 1252 717 898 e: email@example.com Deputy Editor: Martyn Wingrove t: +44 20 8370 1736 e: firstname.lastname@example.org Brand Manager – Sales: Ian Glen t: +44 7919 263 737 e: email@example.com
36 Two of Allseas pipelayers have been assigned to the TurkStream gas pipeline
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39 NKT Victoria is one of the most capable and environmentally friendly vessels of its type evert built
Market data 44 Statistics 47 VesselsValue
Next issue Main features include: • Main area report: West Africa • simulation & training • cranes, A-Frames and winches • decommissioning
Front cover photo: Gibdock recently completed hull cleaning and bridge strengthening work on Solstad’s Normand Reach, prior to the vessel transiting to Australia (photo: Gibdock)
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COMMENT | 5
BIG OIL’S AMBITION COULD TRANSFORM OFFSHORE WIND
E David Foxwell, Editor
urope’s oil majors are eyeing opportunities in offshore wind – are you? Renewable energy is reshaping global energy markets. For the oil majors, this poses a threat to legacy oil and gas operations but is also an opportunity to diversify and futureproof portfolios, as a recent report from Wood Mackenzie highlighted. It is also an opportunity for companies in their supply chain to diversify. As Wood Mackenzie notes, the growth opportunity in renewables cannot be ignored. It forecasts average annual growth rates of 6 per cent for wind and 11 per cent for solar over the next 20 years. Renewables will have captured a much bigger slice of the global energy market by the middle of the next decade. Wood Mackenzie believes that the value proposition of offshore wind is competitive with some upstream investments. Returns rank favourably with many of the majors’ pre-sanction long-life developments, the most comparable upstream asset class. It also believes that offshore wind may offer them the most attractive route to organic growth in the near term. It offers scale and scalability on a par with upstream mega-projects. It expects capital to be diverted from upstream to build positions in wind and solar and notes that the long-life nature of wind and solar projects and stable cashflow visibility could also provide much-needed support for dividends. Renewables could account for more than one-fifth of total capital allocation for the most active players post-2030, it says. Growth in offshore wind is something the majors cannot afford to ignore as they plan for 2035 and beyond. They need to diversify and can bring their expertise in the value chain to help balance portfolios and hedge against future erosion of the upstream value proposition and the anticipated hardening of investor sentiment towards carbon. That would be one of the reasons why, as I reported recently, Shell, which recently returned to the offshore wind market after a long absence, says it would like to see large-scale, integrated development of offshore
wind projects of up to 10 gigawatts. If that seems unlikely at the moment, don’t forget that offshore wind industry leader Dong Energy evolved into a pure-play offshore wind outfit from what was once an oil and gas company. Shell is looking to grow its footprint in wind in the coming years and is proposing that the next phase of offshore wind development be thought of as a stepping stone, a de-risking exercise, towards a much bigger offshore wind industry that operates at the scale of the potential resource. Its belief is that industrial development at scale would lower cost, create value across the supply chain and stimulate economic growth. Wind and solar are increasingly important strategic growth themes that the majors cannot afford to ignore as they plan for 2035 and beyond. Companies are starting to sow the seeds for the radical changes that lie ahead. Offshore wind has already comfortably exceeded cost-reduction targets, but Bloomberg New Energy Finance’s (BNEF’s) New Energy Outlook 2017 says the levelised cost of energy from offshore wind will fall by a further 71 per cent by 2040, making it an even more attractive proposition. Having far exceeded cost-reduction targets set for it and reached a level at which zero-subsidy bids for future offshore windfarms were achieved in recent German tenders, the cost of offshore wind energy will continue to fall steeply, helped by development experience, competition, reduced risk and economies of scale resulting from larger projects and bigger turbines. Renewable energy sources such as solar and wind are set to take almost three-quarters of the US$10.2 trillion the world will invest in new power-generating technology over the years to 2040, according to the independent forecast. “The greening of the world’s electricity system is unstoppable,” says BNEF. The next phase of the development of offshore wind could see oil companies stepping in with capital and expertise, prompting development of mega-projects that will dwarf existing windfarms. The European majors are leading the way, shaping strategies to establish a presence in this fast-growing market. OSJ
Offshore Support Journal | July/August 2017
FACING THE FUTURE TOGETHER OFFSHORE CARRIER 8500
S U C C E S S O F F S H O R E I S B U I LT O N C O N T I N U O U S C O N S U LTAT I O N A N D I N N O VAT I O N . W E A P P LY T H E S E PRINCIPLES TO DELIVER THE VESSELS AND S O L U T I O N S T H AT O U R C L I E N T S N E E D .
NEWS FOCUS | 7
UPDATED SUPPLYTIME CONTRACT
WILL ENSURE FAIR TREATMENT
On and off hire surveys, audits, inspections and assessments have been expanded in Supplytime 2017 to reflect what charterers have for some time increasingly demanded
upplytime 2017 is the fourth version of this well known and well respected charter party for offshore support vessels (OSVs), which has become, arguably, the most successful offshore vessel contract in use today. It and its predecessors are the benchmark contracts of choice for the OSV industry as well as others seeking a comprehensive knockfor-knock charter party. However, just as the industry is changing and evolving, so must Supplytime, and in 2015, the Baltic and International Maritime Council (BIMCO) decided that Supplytime was due for its periodic revision.
On 6 June 2017, the documentary committee at the Baltic and International Maritime Council adopted a revised and updated version of its Supplytime contract for chartering offshore support vessels, Supplytime 2017 by Ian Perrott*
Two years later, Supplytime 2017 is now ready to begin taking over the mantle of the industryâ€™s contract of choice. No one expects the overnight abandonment of Supplytime 2005 in favour of the new 2017 version. However, it is hoped that, over time, this latest version will gain even wider favour with
both owners and charterers in offering a comprehensive, balanced and practical charter party for the OSV industry. BIMCO itself will be introducing Supplytime 2017 to the offshore market through a programme of roadshows alongside its existing Supplytime Seminars. These will offer current and
future users the ability to gain a better understanding of the changes to the form as well as the thinking behind them. In the meantime, as chairman of the revision committee, I wanted to offer a general introduction and an overview of what has changed and whatâ€™s remained the same as well as how the new
Offshore Support Journal | July/August 2017
8 | NEWS FOCUS
contract should be viewed in the context of the OSV market today and in the future. Central to the Supplytime form has always been its adherence to the offshore industry’s general use of a knock-for-knock liability and indemnity regime. Whilst almost all OSV charter parties use the principle of mutual indemnification, they all still give some degree of favourable treatment to one party or the other. This includes all charterers’ own forms as well as past versions of Supplytime. Supplytime 2017 changes that in attempting to treat both parties equally and, through the knock-for-knock regime, provides a properly balanced set of liabilities and indemnities with almost no exceptions. Whilst the knockfor-knock regime is often criticised and misunderstood, the reasons for its existence within the offshore industry should be self-evident and work for the benefit of everyone involved. Supplytime 2017 recognises this fact and, further, that the cleaner the mutual indemnification regime, the more effective it is. This attempt by Supplytime 2017 to treat both parties fairly and equally now runs through the entire contract, and where an issue or clause previously showed undue bias one way or the other, it was reviewed and if necessary amended so as to remove that bias as much as possible. The contract was also reviewed in the light of past legal judgments, its use sometimes of overly complex language, its practical application in real-world situations and known areas of conflict and misinterpretation. The result is that Supplytime 2017 contains numerous small changes from the 2015 version as well as a number of more significant and fundamental changes. In no particular order, the following are some of the more
“We believe firmly that this revised BIMCO Supplytime 2017 will continue to remain the contract of choice for owners”
noteworthy changes. ‘Fuel’ now replaces ‘bunkers’, given that, on the majority of OSVs, a common fuel system is used for both bunkers and cargo. The payment for fuel on delivery and on redelivery has been amended to reflect what really happens in most cases, and two options are set out for the parties to choose which one applies. Liability for engine damage due to incorrect fuel has been redrafted to give owners greater control over the fuel coming on board whilst retaining the liability for engine damage, which was previously an exception to the knock-for-knock. On and off hire surveys, audits, inspections and assessments are expanded upon to reflect what charterers have for some time now increasingly demanded, including condition of liquid mud and brine tanks. How, where and when all these can be applied is more clearly defined along with references to the Offshore Vessel Inspection Database and Common Marine Inspection Document. Explosive and International Maritime Dangerous Goods Code cargoes have always been permitted to be carried provided they are packed, marked and stowed in accordance with the appropriate regulations. This hasn’t changed, but the
Offshore Support Journal | July/August 2017
liability associated with their carriage, which was previously another exception to the knock-for-knock, has now been amended. The wording and application of the right to suspend and then terminate the charter party for the punctual non-payment of any money owed has been clarified so as to remove any ambiguity. Maintenance days are still earned and accumulated as previously, and their use is more clearly defined as being solely at the owner’s discretion. However, days not used may no longer be cashed in upon the final redelivery of the vessel except in certain circumstances. Various issues surrounding how, where and when a vessel shall be drydocked during the period of the charter party have been clarified, including when control of the vessel passes between owners and charterers. Where charterers take out appropriate insurances to cover their liabilities under the contract, they must now name the owners as co-insureds, and their insurers must waive rights of subrogation in exactly the same way this has always applied to owners’ insurers. A completely new layup clause is included that recognises firstly that vessels rarely now go into ‘cold’ layup and secondly that the issues surrounding the warm layup of a vessel are far more complex than with a cold layup. Consequently, the new clause seeks to identify the key elements that the parties need to address and agree before a vessel can enter layup. One additional note on layup is that maintenance days will no longer be earned during any period spent in layup. HSE will always be important, but it now recognises that under no circumstances may the owner’s legal obligations in respect
to the International Safety Management Code, Standards of Certification, Training and Watchkeeping and so on be compromised when agreeing to the standards and policies of others. The charterer’s right to terminate for convenience (against the payment of an agreed fee) remains unchanged. However, the charterer’s right to terminate for cause has previously attracted attention because of the notice mechanism to be used. This mechanism has now been clarified, and whilst the right to terminate for cause remains, breakdown, which was previously a specific reason, has been removed. Breakdown now falls within the wider term ‘offhire’ whereby part of any charter negotiation will be an agreement on the total number of off-hire days permitted and arising for whatever reasons, being recorded in a new Box (32) of Part 1 of the charter party. With regard to the handful of standard BIMCO clauses that have always been included within Supplytime, these are the latest versions, and three more have been added: sanctions, designated entities and the Maritime Labour Convention clause. At the same time, the both-toblame collision clause and the general average clauses have been removed. Finally, Annex A, vessel specification, has been brought up to date. We believe firmly that this revised BIMCO Supplytime 2017 will continue to remain the contract of choice for owners. However, this more balanced format should also become the same for charterers. OSJ *Ian Perrott FICS is an independent OSV consultant and chairman of the BIMCO Supplytime Revision Committee.
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NEWS FOCUS | 11
CREATE FURTHER DEMAND FOR SPECIALISED SERVICE VESSELS For the time being, supporting the growing number of floating liquefied natural gas projects remains the preserve of a relatively small number of vessel owners with experience of working with LNG
lthough the floating liquefied natural gas (FLNG) market has not developed quite as quickly as once hoped, key projects such as Prelude are due to come on stream in the near future, and others such as Eni’s US$8 billion deal to develop the Coral South gas field offshore Mozambique have recently been given the green light with a final investment decision. Coral FLNG is the first new production project to reach a final investment decision in 2017, but there are others in the pipeline. Analysts such as Wood Mackenzie say they expect the Fortuna FLNG project could get the go-ahead soon, noting that Ophir Energy has signed an umbrella agreement setting
KT Maritime’s infield support vessels can operate in ‘rotoring’ or indirect towing mode, if required
out the legal and fiscal framework for the Fortuna project, putting the Equatorial Guinea offshore production project on course to reach a final investment decision. Although it didn’t lead the race to develop the world’s first FLNG vessel, Petronas was first across the finish line with FLNG Satu, which has begun to produce LNG from the Kanowit gas field off Malaysia’s Borneo coast, supported by marine units from the Petronas fleet. The next FLNG vessel to enter into service will be Golar’s FLNG Hilli, a converted LNG carrier, in Cameroon in late 2017/early 2018. Prelude is currently expected to follow it later in 2018. FLNG Hilli is reportedly due to leave Keppel shipyard in Singapore by the end of July this year.
“LNG project sanctions over the last two years have been few and far between,” Wood Mackenzie said. “This reflects the prevailing oversupply in the LNG market.” However, as it noted, the two projects it expects to be sanctioned this year, Coral and Fortuna, are both FLNG projects. “This highlights a positive shift in industry perception toward the FLNG concept,” said Wood Mackenzie. Majors Eni, Shell, Exxon and recently BP have all now endorsed the floating LNG concept. “With stranded gas resources suited to FLNG elsewhere in Africa, Mozambique offers Eni an ideal regime to test this new approach.” Operators are attracted to FLNG compared to onshore alternatives because FLNG facilities are seen as being more secure, can have shorter lead times, remove the need for a long pipeline to shore and offer a potentially lower-cost alternative to monetising stranded gas fields. This means that, although there are inherent risks, FLNG is undoubtedly a prospective market that in the long run is poised to drive many future gas developments. For the time being, supporting FLNG projects is expected to be the preserve of a small number of extremely specialised vessel owners – among them KT Maritime and Smit Lamnalco – and will be conducted by highly specialised, special purpose offshore tugs. It differs significantly from the kind of support duties provides by platform supply vessels and anchor handlers in the offshore oil and gas sector, although there are similarities, such as the need to provide safety standby services. Supporting FLNG
Offshore Support Journal | July/August 2017
12 | NEWS FOCUS
units is also very different from harbour towage operations, not least because it takes place offshore and in remote areas where redundancy is of great importance and logistic support is challenging. As Andy Brown, group business development manager at Smit Lamnalco explained, bidding for an FLNG support requirement also requires a high level of expertise and in-depth assessment of the environmental conditions prevailing at the location at which the FLNG unit will be moored before the concept of operations and scope of work for the support vessel provider can be defined and optimum number and type of vessels required can be identified. Given the often remote nature of the location, an assessment of shoreside support, local content requirements and training are also essential. More and more, he says, marine companies such as Smit Lamnalco specialising in this kind of work are providing consultancy services to the companies developing FLNG projects prior to bidding for the provision of support services. Due to start in 2017, Shell’s Prelude scheme is one of the industry’s first FLNG projects. The 488m long floating unit is to be stationed 230km off the Australian coast in 240m of water for 25 years and will operate continuously, in terms of both gas processing and the loading of LNG, liquefied petroleum gas (LPG) and
condensate tankers. Vessel assist duties will be the responsibility of three powerful tugs, highly specialised units that Shell has designated as infield support vessels (ISVs). The ISVs will remain on station at Prelude and only return to their home port of Broome occasionally for maintenance. Once the Prelude FLNG facility is operational, all of the ISVs will be permanently assigned to it. Perth-based KT Maritime Services Australia, a joint venture between Kotug International and Teekay Shipping Australia, is providing Prelude’s three 42m, 100-tonne bollard pull ISVs. The tugs are of Robert Allan’s advanced rotor tug ART 100-42 design by ASL Marine Holdings. The ISVs will feature the RAstar hullform as well as the three separate azimuth propulsion units – two astern and one amidships – that comprise the rotor tug power system technology pioneered by Kotug. The ISVs, due to mobilise in July 2017, will also provide Prelude with an important emergency response capability. In the event of an emergency on board the FLNG, personnel will be able to make their way safely to temporary refuge sites on the vessel via multiple escape routes forward and aft. They can then be evacuated from the facility in a controlled manner using helicopters, freefall lifeboats and integrated chutebased liferafts. Once evacuated, they can be recovered by the ISVs. Each of these tugs
Andy Brown: “marine companies often need to be able to provide consultancy services to the companies developing FLNG projects prior to bidding for the provision of support services”
Offshore Support Journal | July/August 2017
will be able to accommodate 85 people in such situations. Osman Munir, KT Maritime's director commercial/Kotug's chief commercial officer, told OSJ that the company sees the specialised ISVs as having primary roles and secondary roles. Among the primary roles are assisting LNG carriers approaching the FLNG and when LNG and LPG is offloaded via a side-by-side vessel configuration using specially designed cryogenic loading arms. Among the secondary operations that the ISVs will be responsible for are safety standby, evacuation, personnel transfer and surveillance. Mr Munir explained that the LNG tankers will have to berth alongside the FLNG’s manifolds to take on the LNG produced on board. Although this is an operation similar to normal berthing of LNG tankers, these are usually carried out in sheltered waters. Offshore, the impact of environmental conditions and waves can be a challenge. In the standard procedure developed for this kind of operation, an amended push-pull method has been developed. Two of the ISVs, sailing stern first, establish a towline connection, one at the bow and one at the stern. The tanker is brought alongside the FLNG, and the tugs move into the side of the tanker in order to push it against the side of the FLNG. Pushing against the side with standard stern drive tugs can only be done in good weather conditions. Maintaining an acceptable footprint with a stern drive tug would be impossible in adverse conditions, with the increased risk of damage to the tug’s fender and the LNG carrier’s hull. In contrast, with the rotor tug, if the significant wave height increases, the unique propulsion configuration enables it to maintain position whilst applying force against the hull of the tanker in the designated area. For work in increased wave heights, Kotug has also proposed an alternative procedure, known as ‘rotoring’ or indirect towing, which will be used when required on the Prelude contract. This particular technique sees the rotor tugs assisting the LNG carrier on a short wire length. The tugs stay connected centre forward and centre aft on a short wire, and the tugs then push against the short tow line. They do not need to be repositioned to transfer forces onto the tanker. This alternative procedure mitigates the risk of damaging the hull of the LNG carrier and is only possible with the unique rotor tug configuration. OSJ
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14 | VESSEL MAINTENANCE
Layup options – and outcomes –
more complicated than simple cost savings Minimising opex has been a key objective for owners trying to ride out the downturn in the offshore vessel industry, but laying up vessels in order to do so is more complicated than a simple cost-cutting exercise and how it is done matters in the long-term
veryone understands that large numbers of offshore support vessels are laid up, but owners are often reluctant to disclose whether they are in warm layup and ready to return to work, or cold layup, a state that would require significant work, and time –
and money – to bring them back into operation. It is also clear that owners are taking different approaches to laying up vessels – there is no one size fits all approach. Where vessels are laid up will affect the amount of work required to bring them back into service.
Where a vessel is laid up can have a big influence on the amount of work needed on its hull to tackle fouling
Offshore Support Journal | July/August 2017
Owners with vessels laid up in warm water – such as offshore West Africa – could find that they are ‘trapped’ by the amount of work, time and money needed to reactivate vessels and deal with issues such as hull fouling. What is generally understood is that the longer a vessel had been in cold layup, the more expensive and time consuming it will be to bring it back into service, and the less likely it is to be reactivated, particularly if the ship is out of class, needs a special survey and significant amounts of money spent on it. Owners, brokers and specialist providers of services for vessels in layup all say that it is important that owners consider a vessel’s eventual fate after layup – its age profile, on-board systems that might require specialised preservation, where it might return to work, what level of demand there might be for it, and its potential scrap value, if any– before choosing how to lay it up. Wherever a vessel is attention also needs to be paid to hull fouling; particular attention also needs to be paid to a ship’s dynamic positioning (DP) system. Class societies such as DNV GL recommended that, if possible, the power on a DP vessel should be on whilst it is in layup. Another issue is where to reactivate a vessel – will drydocking be required and how much capacity do yards have? Børge Nakken, vice president – technology and development at Farstad in
Norway told OSJ that, from his point of view, there are actually three main modes of layup, not just ‘warm’ and ‘cold.’ In warm layup, he says, a vessel remains fully crewed, ready for immediate operation, often at anchor in sheltered waters or alongside in a quiet location; then there is manned layup, in which a reduced number of crew members collectively look after a number of vessels, typically one person per vessel but working as a team, running critical equipment regularly so that a vessel is ready for operation in a week or so; and cold layup, with everything shut down, no personnel on board except for a watchkeeper, after which it may take quite a while to get a vessel ready for operation. “Farstad has a few vessels idle in warm layup/waiting for work, but we try to keep this to a minimum,” Mr Nakken told OSJ. “We don’t have any vessels in cold layup for the time being. We have a number of vessels in manned layup at Humla close to Aalesund, which is a quiet spot where we have rented a cost-efficient wharf and the local electricity company has upgraded the power supply so that all of the vessels are on shore power, with no generators running. This setup is fully managed by Farstad and no broker or specialised company involved. We also have a number of vessels in manned layup in Galang, Indonesia, where a few vessels are moored together at anchorage, with one vessel used as living quarters for the personnel
VESSEL MAINTENANCE | 15
with the same vessel running a generator providing power to the others.” Mr Nakken said there are also specialised companies taking full responsibility for vessel layup in Indonesia. Tim Anderson, managing director of broker Chart Shipping told OSJ that he was aware that a lot of vessels are laid up in Carena in Abidjan, Côte d’Ivoire and offshore Douala, Cameroon. In northwest Europe vessels have also been laid up at Dundee and Perth. “Requirements governing layup are largely an internal management procedure, especially as many laid up vessels are out of class,” he told OSJ. “I also know that the distinction between what constitutes warm and cold layup is very fuzzy and difficult to define,” he said. Another broker, Peter Döring of Mercers Offshore, told OSJ that there isn’t much of a consistent pattern between owners on how they handle layups and “very blurred lines” between definitions of warm and cold stacking. In Africa hubs for lay-ups are Abidjan and Walvis Bay, driven by low costs for anchorage and proximity to the two principal drydocks in the region. Mr Döring told OSJ that he estimates that there are approximately 50 vessels in layup in West Africa currently, mainly in Abidjan, Pointe Noire and Walvis Bay. In the warm waters off West Africa, fouling is going to be a major problem when it comes to reactivating vessels, he suggests. “The majority of owners are very guarded about the process,” Mr Döring said. “Often the way that they are handling the process isn’t clear, and differs from company to company.” He explained that, from the point of view of a broker handling requirements for vessels, this lack of clarity has made it difficult to assess
RECOMMENDED PRACTICE DNVGL-RP-0290
Edition February 2017
Lay-up of vessels for ship and mobile offshore units
The electronic pdf version of this document, available free of charge from http://www.dnvgl.com, is the officially binding version.
DNV GL AS
DNV GL’s recommended practice can help owners needing advice on layup
the status a vessel offered for a requirement. In response, Mercers Offshore is issuing owners with a questionnaire to enable it to determine the true state of a vessel. Mr Döring cited the recent example of a requirement for a trio of PSVs to support drilling work: “We were inundated with vessels, some of which were in warm layup, others not; in a situation like this you really need to know when a vessel last worked, for whom and for how long. If a vessel has been in work recently, it stands a much greater chance of picking up a fixture. A lot of owners have turned off the lights and
walked away.” Mr Döring says some owners have “given up” and anecdotal evidence suggests that vessels known to be in the region “have dropped off the list” with their beacons turned off and cannot be found on AIS. He says a two-tier market has developed in which a number of vessels that are trading regularly are available at short notice with a large number of others that have not worked recently increasingly unlikely to pick up work. “There is no sign of improvement. It’s a desperate situation for many owners with vessels effectively trapped in the region,” he said.
He also suggests that when the market eventually picks up rates for offshore vessels could sky rocket. By the time the recovery comes, fewer and fewer vessels will be active and available, an effect likely to be compounded by the fact that there are only two drydocks in the region that can handle vessels being reactivated. Owners uncertain about the best way to approach layup can turn to advice issued by class, not least DNVGL-RP-0290, ‘Recommended practice, lay-up of vessels for ship and mobile offshore units,’ (February 2017), from DNV GL. This updated guidance document includes preservation recommendations for special equipment such as drilling equipment and offshore cranes, a new section addressing statements of compliance for lay-up service providers, another addressing rules and regulations about layup of vessels with regard to the ISM and ISPS codes, flag administrations and port authorities, and another, important new section, about insurance requirements for layup of vessels. Recent knowledge and experience of lay-up, preservation and re-commissioning of mobile offshore units is included. The objective and scope of the document is to provide recommendations on a systematic and cost-effective approach for preparing a vessel for layup and maintaining it in a safe and cost effective condition during layup. It is applicable to ships and mobile offshore units. If a vessel is laid-up in compliance with the recommendations given, DNV GL may upon a successful verification, issue a lay-up declaration and layup preservation declaration respectively stating compliance with the requirements. DNV GL describes hot layup as a process in which a vessel is typically taken out of service for up to 12 months;
Offshore Support Journal | July/August 2017
16 | VESSEL MAINTENANCE
however, exceptions have also been observed where a vessel is put in cold lay-up for up to 12 months. In hot lay-up, the machinery is kept in operation for the sake of fast recommissioning. However, measures may be taken to optimize various operational costs, such as reducing manning to below trading limit. “This option is ideal for quick market recovery, as the vessel is kept in a fully functional state and ready for employment. Hot layup is best for a duration of up to 12 months,” it says. “In cold lay-up, the machinery is taken out of service and the vessel is kept electrically dead. Many vessels in cold lay-up use a deck generator or utilize shore power, which means even the emergency power is off. Only minimum manning covering fire,
Børge Nakken: “Farstad has a few vessels idle in warm layup/waiting for work, but we try to keep this to a minimum. We don’t have any vessels in cold layup”
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leakage, moorings and security watches is maintained. This option involves more complex measures compared to hot lay-up, such as steps to prevent corrosion and ensure protection, the draining of systems and pipes, and more. “Cold layup is more common for a duration of more than 12 months, but the duration depends naturally on the owner’s needs,” says the class society. “When choosing to take your ship out of service, it is important that you also take additional points into account, apart from duration. These include operational cost savings; recommissioning time and cost; the vessel’s next intended destination after recommissioning (normal trade, repair yard or scrap yard); and the age of the vessel and recycling value. For both hot and
cold layups, re-commissioning time depends on the level of preservation and maintenance during layup. “Re-commissioning time can vary from one week for hot layup to one month for cold layup, or even three months in the extreme scenario of a vessel being laid up for more than five years,” says DNV GL. Specialist companies are also providing owners with assistance. An example is Schneider Electric, whose ShoreBOX is designed to meet the requirements of vessels requiring continuous power supply. The company suggests that shore-based power supply is advantageous for a number of reasons, not least that it is more environmentally friendly than running generators, with reduced air emissions and noise, and because it can ensure continuity of power
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supply to avessel. “There is no need for opex-intensive onboard gensets to be used,” the company notes, thus preserving the lifetime of machinery. The ShoreBOX provides a readyto-use, all-in-one voltage and frequency conversion station, with embedded control and user interface which has been manufactured and tested in a controlled factory environment that complies with IEC standards. Coatings specialist AkzoNobel told OSJ that layup and recovering vessels from layup requires careful attention to fouling prevention and to the preservation of hull coating schemes during a period of layup. “This is essential to ensuring the safe, efficient and cost effective lifecycle performance of vessels,” said the company. “When preparing for a period of lay-up there are a number of factors ship owners should consider. For example, during a long period of layup a biodical hull coating may be the optimum choice to minimise fouling. Typical biocidal products suitable for extended layup would be different to the normal deep sea antifouling coating by the fact that they would be designed to have a faster polishing rate, even under static conditions with little water flow and an optimised biocide package for these conditions. Duplex schemes can be designed to combine the normal deep sea antifouling with a top coat of the faster polishing system so that when the vessel returns to normal active service it is protected from fouling by the traditional deep sea product.” However, for these benefits to be realised a vessel will need to be dry docked to apply a new coating, which in itself has time and cost implications. This would also require knowledge of the static period in advance so that the scheme could be applied during a dry docking
event. An alternative strategy would be a proactive program of dive inspections and cleaning when needed to ensure that fouling is kept to a minimum. Another option is for ship owners to relocate their vessels to cooler waters or waters where the fouling risk is reduced. However, owners considering relocating their
vessels should weigh up the cost of fuel for the journey versus the cost of leaving the vessel in its current location and absorbing higher fuel bills caused by heavier fouling when the vessel returns to active work. As AkzoNobel also noted, offshore support vessels operate on relatively short
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routes in comparison to deepsea vessels so there is less time to complete on board maintenance while the vessel is sailing or at port. “Layup therefore presents an opportunity for the crew to complete thorough maintenance such as deck, hatch cover or hatch coatings replacement,” it says. OSJ
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18 | BALLAST WATER TREATMENT
IMCA identifies ballast challenge for offshore support vessels
ith the Ballast Water Management Convention entering into force on 8 September 2017, offshore support vessels (OSVs) face some specific challenges when considering suitable ballast water management systems (BWMSs), says Mark Ford, technical manager at the International Marine Contractors Association (IMCA). “One of the difficulties for our members, in many instances, is the lack of available space to fit the BWMS,” he said. “Some of the existing enginerooms are already quite compact, and these systems can be quite space hungry,” he remarked to OSJ. His colleague Eleni Antoniadou, IMCA’s policy and regulatory affairs adviser, identified other concerns that she believes are also relevant to shipping more generally. “The greatest challenge towards compliance is considered to be the lack of standardisation among various national regulatory regimes: different jurisdictions impose different ballast water requirements, which creates uncertainty and confusion,” she said. She cited the US, India and China among her list of such jurisdictions – and even South Africa, which has ratified the convention but has not implemented it in its own national laws. In a bid to address some of its members’ concerns, in December 2016, IMCA published some guidance notes about ballast water management, which form part of a range of guidance documents offering introductions to what it has identified as the
Space constraints and legal inconsistencies pose challenges for OSV operators
TOP: Eleni Antoniadou: “the greatest challenge towards compliance is the lack of standardisation among different parties to the convention” BOTTOM: Mark Ford: “one of the difficulties is the lack of available space on OSVs to fit a BWMS”
Offshore Support Journal | July/August 2017
essentials of marine policy and regulatory issues. The notes were issued shortly after IMCA had issued a regulatory update in November following the 70th session of IMO’s Marine Environment Protection Committee (MEPC 70) at which revisions to its G8 Guidelines on type-approval testing had been discussed. In that update, IMCA welcomed those revisions, saying that it had had “significant concerns about the G8 type approval guidelines for ballast water treatment systems”. This report is being written shortly before MEPC 71 meets in July, when guidance will be considered on contingency measures relating to BWMS approvals using the revised guidelines. “Uncertainty has been a characteristic of the Ballast Water Management Convention for over a decade, and it is unfortunate that … there is still some uncertainty over such an important aspect of implementation,” IMCA said. For some BWMS manufacturers, the offshore support vessel sector is not a target market, but some do anticipate working with OSV operators, and one of those is Ballast Water Containers of the UK. Its chief executive, Richard Lawson, told OSJ that its mobile containerised BWMS, called BWC Bute, “is well suited to
OSVs.” He pointed out that a supply vessel’s operational area varies from project to project, so for some contracts, it will need to treat ballast water if it is crossing international boundaries. On others, however, it will not need to treat ballast water if it is staying within the same body of water. “Like any equipment, a retrofitted BWMS sitting idle on a vessel for several months – or even years – is not an ideal scenario.” If a long-idle BWMS was required on a job, “you can be sure it will require a major overhaul to get it back to operational readiness,” he said. In his view, these problems are avoided by installing a mobile system only when an OSV’s operation calls for ballast treatment. Otherwise, it can be removed and deployed on another vessel. A BWC Bute containerised system incorporates coarse and fine filters with a UV disinfection chamber, all used during ballasting. When deballasting, water passes through the sea strainer and the UV chamber. It is currently specified with either Wärtsilä’s Aquarius BWMS or the USCG type-approved Optimarin OBS system, with both options fitting into a 20 ft ISO high cube container. Preparation of the vessel for compatibility with the Bute is minimal, the company’s literature notes, requiring supply and return connections from the ballast system to be made available on deck, along with a bulkhead power fitting. This arrangement “leads to a significant capex reduction on fleet compliance compared with retrofitting each vessel in a fleet,” Mr Lawson said. OSJ
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OFFSHORE ACCESS SYSTEMS | 21
OFFSHORE ACCESS SYSTEMS
CONTINUE FAST PACE OF EVOLUTION A new version of the Ampelmann access system, the A400 has been designed with greater capacity for equipment
Offshore access systems are growing in sophistication, driven by the needs of the offshore oil and gas and offshore wind markets
aving started out as fairly rudimentary gangways, walk-to-work systems are evolving quickly to meet the requirements of the offshore oil and gas and offshore wind industries. Early first-generation walkto-work systems provided the ability to transfer personnel from the deck of a vessel to a fixed structure, but a new generation of walkto-work technology has recently been introduced that enables technicians and their equipment to be transferred – even from different deck levels. There’s no need to carry heavy equipment either when you can push a trolley across a gangway. Get up in
time for your shift, pick up your gear and take an elevator to the gangway, which takes you to your place of work. It’s like taking the underground or the subway to work, but at sea. That’s the kind of ease and convenience that the latest systems provide. Manufacturers of offshore access gangways say clients are looking for systems with greater capacity – including transferring equipment – and the ability to work at a range of heights while having a minimal footprint. In both sectors, ‘stepless transfer’ is the key, making it safer and easier for personnel to move from a ship to their place of work. The height at which transfers need to be undertaken can vary significantly, according to the
height of the platform, turbine or substation. Large tidal variation is not uncommon in the offshore wind sector, for instance, and this has led to the development of more capable systems that incorporate elevators of the type mentioned above. First-generation walk-towork systems weren’t really integrated into a vessel in any way – effectively, they were just bolted on deck – but the next generation of equipment is likely to be integrated into a ship’s dynamic positioning and platform management systems. The first example of this kind of integrated approach has been ordered by Olympic Shipping in Norway and will see a K-Walk motion compensated gangway installed on the vessel Olympic Orion and integrated
Offshore Support Journal | July/August 2017
22 | OFFSHORE ACCESS SYSTEMS
with a Kongsberg information management system, the ship’s K-Pos DP system. But greater integration and the ability to transfer personnel and equipment isn’t the end of the story. Ampelmann has just unveiled an improved version of its A-type offshore access system that is designed to transfer personnel and cargo. The A400 has been redesigned in conjunction with leading operators to include greater capacity for equipment transportation between vessels and wind turbines but is equally suitable for use in the offshore oil and gas industry. A wider gangway supports the use of trolleys that can carry up to 400kg of cargo on Euro-sized industry standard pallets. In addition, the system can transfer multiple personnel
at a time and includes an elevator to support ‘no-step’ policies. The capacity for transferring pallets via the gangway system alleviates the need for operators to install platform cranes. Friso Talsma, Ampelmann’s sales and business development manager for offshore wind, said “By working closely with our customers we have been able to develop a system that meets their needs and allows them to work safely and more effectively. Providing a full system that includes a gangway capable of transporting a pallet, a trolley and elevator is something we believe will be of great benefit to the offshore wind sector.” With a width of 120cm, the A400 gangway is twice the
width of earlier versions, has full motion compensation and the no movement gangway operates in a sea state of up to 3m. A single operator is required to use the system, and all cargo and personnel can be transferred using the elevator. The accompanying Cargo400 electric trolley transports equipment weighing up to 400kg between a vessel and offshore structure. Featuring an easy loading design, the system can be manoeuvred by one person, is speed adjustable and includes an auto-brake. Ampelmann has also recently unveiled a walkto-work system designed for operation in extreme conditions. The N-type Ampelmann, nicknamed Icemann, is designed to transfer crew in extreme icing
and temperatures as low as -28°C. The fully enclosed and insulated system can operate in sea states up to 3.5m significant wave height. Another new transfer system, the Safeway walk-to-work system, was demonstrated to industry last month and received excellent reviews. One of those present, Runar Vågnes, vice president sales and marketing at ship designer and builder Vard, said he believed that Safeway’s ‘free-float’ mode is a key selling point. This enables the access system to ‘float’ just above the entry point onto the platform without actually touching it. “Knowing how much documentation is asked of a shipowner to land on some oil and gas installations, I think this is definitely a feature
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OFFSHORE ACCESS SYSTEMS | 23
many offshore operators will appreciate,” he said. Another well known manufacturer, Osbit, told OSJ that it continues to build on its track record for the delivery of innovative and reliable access systems in the offshore oil and gas and renewables markets, with the supply of its fourth crewtransfer solution, which will be employed on a new Chinese windfarm development. The Northumberland, UKbased company is delivering an improved MaXccess T12 system to be installed on a 20 m crew transfer vessel, which is currently under construction by the Aurora Yachts shipyard in Dalian, China. The vessel will be deployed later this year by the State Power Investment Corporation (SPIC), which is
one of China’s top five power suppliers, as part of its Binhai windfarm projects. The T12 system will provide engineers with safe access to turbines and can operate in 2m significant wave height conditions. It is part of Osbit’s growing range of active and passive modular access systems, with systems designed to support both catamaran hullform crew transfer vessels and larger service operation vessels (SOVs) and jack-up accommodation vessels. Another of Osbit’s offshore access solutions – a T18 MaXccess system – has been successfully operating at the Fukushima offshore windfarm in Japan for the past three years. Ben Webster, sales and marketing manager at Osbit, said “We are seeing continuing
demand for SOVs from the projects we’re involved in and, in some cases, a consolidation of resources where single vessels are being deployed to more than one offshore windfarm. This requires flexible access solutions with options such as variable height pedestals to enable operations in multiple locations and environments. We are also increasingly incorporating elevator systems within our MaXccess solutions to support the transfer of both crew and equipment at height.” Uptime in Norway recently signed contracts for its 23.4m gangway with adjustable pedestal integrated into the elevator tower for personnel and cargo transfer. The company is also due to launch the new Uptime 30m active
motion-compensated gangway. The new gangway has what the company describes as “a totally new design” that it believes will be a “game changer” in the offshore oil and gas and offshore wind industries. It is being offered with several different setups: on a fixed pedestal, adjustable pedestal, with elevator tower amidships or in centre of vessel, as add-on system on existing elevator towers and on a skid. “This gives optimal and customised workability for different projects,” said Uptime. The gangway will be operated from the wheelhouse wing or from the gangway itself. “Our Uptime 23.4m will still be offered and can of course still be the best option for some projects and setups,” the company concluded. OSJ
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DYNAMIC POSITIONING | 25
New controller equips Fanbeam 5 for extreme conditions UK-based Renishaw has unveiled a new controller for its Fanbeam 5 dynamic positioning reference system
esigned to enhance product usability, functionality and performance, the controller includes a new software interface with a collection of reliable, intelligent automated features and advanced user modes for optimum performance in extreme conditions. The Fanbeam 5 position reference system uses accurate time-of-flight laser technology to determine vessel position relative to custom reflectors that can be fixed to offshore rigs, installations or other vessels. Fanbeam data is fed into the vessel’s dynamic positioning (DP) system, which controls thrusters used to maintain vessel
position during operations. Fanbeam Controller 4.0 is the result of the extensive research that led Renishaw’s inhouse software development and usability teams to make the software and control system as easy to use as possible. To support DP vessel operators, Fanbeam Controller 4.0 now provides advanced software features and functionality that place control in the hands of the dynamic positioning operator (DPO). These features include a cleaner and more intuitive user interface to support ease of tracking confidence and threats from false observations. Improvements include fewer
controls on screen, bigger buttons, controls that are grouped logically, simple function keys and large, clear input/output icons. The software also offers next-generation functionality, which has been thoroughly performance-tested for optimum usability. This includes both reliable, intelligent automation for increased operator confidence and full DPO control over filtering. The modes and graphical display preferences supported by the system include a basic bird’s eye view overview mode for when conditions are good and a range of advanced modes, which present information in greater
detail for when conditions are more challenging. Smart display preferences reduce the need for user interaction, leaving the operator free to focus on more complex tasks. Such options include a day/night colour scheme, which automatically adjusts the display to allow for changing conditions. The control system now operates on a Windows 7 embedded control PC, and vessel operators have the option of installing a panel-mounted or bracket-mounted control panel. “The new user interface is the result of user research and information needs analysis,” said Renishaw senior usability engineer Nicholas Colford. “It’s based on a deep understanding of the decisions that DPOs make and the information they need. We analysed each decision and worked out the right way to show the DPO the right information at the right time.” Renishaw marine sales manager John Howells added “Renishaw is committed to improving the usability of our products, and the new Fanbeam software release focuses on that. We’re confident the new software will present DP operators, both old and new, with a greater user experience that allows them to make key decisions quicker.”
KDU appointed as reseller for GE DP systems
The new controller for Fanbeam 5 makes it easier to use than ever
GE’s Marine Solutions has appointed KDU Worldwide as a reseller of its SeaStream and SeaLyte DP systems. The agreement means KDU can sell and service these DP systems in the Middle East, including areas of high offshore support vessel demand in the United Arab Emirates and Saudi Arabia. GE expects this appointment will mean its DP systems will reach more customers and help local mariners achieve more efficient marine operations. Tim Schweikert, president and chief executive of GE’s Marine Solutions, said this demonstrated the company’s commitment to strengthen its position in the region and provide its DP technology to offshore and marine projects. KDU has supplied complex electrical and automation services for the marine industry since 2005. OSJ
Offshore Support Journal | July/August 2017
26 | PORTS & LOGISTICS
Decommissioning deal means Lerwick is well-placed for more projects Decommissioning projects at Port of Lerwick in the UK have been a bit stop start in recent years but a contract to handle the Buchan semi-submersible means that it is now well-placed for more work
fter 36 years and almost 150 million barrels of oil, the Buchan Alpha facility in the UK North Sea ended production, as planned, on 12 May 2017 and will be decommissioned in Shetland. Buchan Alpha is a semi-submersible moored floating production vessel. Decommissioning plans are well developed and ultimate dismantling and recycling of the vessel was competitively tendered by Repsol Sinopec Resources UK. A contract for the work has been awarded to Veolia, to be carried out at its Dales Voe site at Port of Lerwick, Shetland. Bill Dunnett, managing director, Repsol Sinopec Resources UK said: “Buchan Alpha has made a huge contribution to the UK economy throughout its life, producing more than three times the volume of oil that was originally predicted. We are pleased the decommissioning phase will create further sustained value for the UK supply chain and additional employment for Shetland, building a new model for full facility decommissioning in the UK.” Gunther Newcombe, operations director of the Oil & Gas Authority (OGA), said OGA was delighted to see the award of Buchan Alpha decommissioning to Veolia’s Dales Voe site in Shetland. “This represents a major step in developing a deeper water decommissioning facility in the UK,” he said. Estelle Brachlianoff, senior executive vice president Veolia UK & Ireland said, “We will be targeting a recycling rate of over 98 per cent at the new Dales Voe decommissioning facility in Lerwick where we will work closely with our partners, Peterson and Lerwick Port Authority to boost the local economy by creating 35 jobs and develop strong relationships with the local community.” Sandra Laurenson, Lerwick Port Authority’s chief executive, said “The success of Veolia in being awarded this project to be carried out at Lerwick is great news for the port and Shetland. It underlines our considerable experience in decommissioning and the deepwater port’s expanded capacity and capabilities in handling such projects, with both Greenhead and Dales Voe bases to be involved.” Speaking to OSJ in mid-June, Calum Grains, harbourmaster and deputy chief executive at Port of Lerwick, explained that the semi would be towed to Dales Voe, which will be the receiving point for the unit before processing at Greenhead. The port is bidding for a number of other projects, of varying sizes, some of which could see awards later this year.
Offshore Support Journal | July/August 2017
The Buchan semi-submersible will be towed direct to the Dales Voe base at Port of Lerwick, where work will begin on it
Rotterdam plans renewable/ decommissioning facility The Port of Rotterdam in the Netherlands is planning to create space for a terminal serving the fast-growing offshore wind energy industry. The port says the facility will also be available for decommissioning offshore oil and gas platforms. A new, 70 hectare facility is being created using land reclamation of the type used to create the Maasvlakte 2 facility in the Prinses Alexiahaven. The port says “definite interest” in the new facility is already being shown by businesses. “The creation of the offshore centre reflects the port’s policy of pursuing the growth of Rotterdam’s cluster of businesses in the offshore and maritime sectors. Creation of offshore windfarms is a huge growth market. This requires a specialised port area for the installation and maintenance of windfarms, which we would like to provide. This is consistent with our efforts to be the offshore hub of Europe and play a leading role in the energy transition,” said Allard Castelein, chief executive of Rotterdam Port Authority. The authority said it will make a start as soon as possible on reclaiming the first 30 hectares and install a heavy lift quay, initially of 600m, with the necessary infrastructure. The plan is that the first businesses will become operational at the Offshore Center Maasvlakte 2 in 2019. The facility could be extended by a further 40 hectares and 1,000m of quay wall, if required. OSJ
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Asian Offshore Support Journal conference
20-21 September 2017, Singapore
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Planning for both short-term challenges and then recovery in the Asian OSV market Asian Offshore Support Journal Conference is the region’s largest and most influential event focused on the offshore support industry. It is the must-attend annual get-together for shipowners, shipbuilders, charterers and suppliers. This year, its focus will be on the prospects for a market recovery, the financial outlook, industry restructuring, vessel reactivation, improving efficiency to reduce costs and ensuring that crew remain ready for the next uptake in demand.
2017 key topics:
• Responding to oil companies’ requirements in a post downturn world: what will the oil companies want from OSV owners in 2018-19? • Is the Asian model of owning and building vessels still valid? • Improving efficiency and reducing costs: what works and what doesn’t? • Monitoring the condition of laid up vessels and how to minimise the cost of layups • When to reactivate a vessel from layup, the methodology and costs • The Southeast Asian market by country: how do the requirements of each country/oil major differ? • Global opportunities for Asian owners, where to invest in marketing and which regions offer the best prospects • Singapore’s government support package: what does it mean to the OSV industry – How can it be accessed and who can apply? • Financial re-profiling and improving liquidity: what are the options available? • Should owners divest shipbuilding/repair facilities or are they beneficial in a downturn?
Book your place online today at the early bird rate or by contacting Kym Tan on +65 6809 3098 or at firstname.lastname@example.org
BALLAST WATER TREATMENT SYSTEM
James W. Noe Chief Executive Offshore CH Offshore
Thomas Tan Executive Chairman & CEO Kim Heng Offshore Marine Holdings Ltd
Leong Seng Keat CEO Nam Cheong
Sugiman Layanto President Director Wintermar Offshore Marine Group
Venkatraman Sheshashayee CEO Miclyn Express Offshore
Thom Payne Director Westwood Global Energy Group
COMMUNICATIONS | 31
HIGHER DATA RATES COMING FOR OFFSHORE SUPPORT VESSELS
ffshore support vessel (OSV ) owners can use flexible packages from satellite communications service providers to reduce cost during vessel layup and boost bandwidth after they have been reactivated. There are signs that demand is picking up for OSVs, which is leading owners to bring some vessels out of layup. This means vessels need recommissioning and huge leaps in bandwidth. Inmarsat developed packages for OSV operators laying up vessels and will introduce flexible services for owners that will need significant increases in bandwidth. According to Inmarsat Maritime president Ronald Spithout, the new packages will include two Ka-band very small aperture terminals (VSATs) and higher data rates. “We are developing new packages for the offshore energy sector as owners need more flexibility and the ability to tune bandwidth up and down,” he told OSJ. “Sometimes they need more bandwidth for a contract or if more crew come on board, or vessels will be working offshore in a static environment where there is the risk that structures could block the satellite link. There is a major requirement for installing two Ka-band antennas on OSVs.” Inmarsat offers its Ka-band Fleet Xpress service from the Global Xpress network of satellites and ground stations, backed up by its existing L-band constellation. Mr Spithout expects the dual Ka-band antenna service to be ready in
OSV owners need flexibility in communications packages to adapt to layups and increasing bandwidth demands when vessels are reactivated by Martyn Wingrove
the third quarter of this year. “We are testing this as we are pushing into the OSV sector with higher bandwidths.” The packages currently available include provisions for postponing services on vessels as they go into layup, with bandwidth tuned down to levels that are just enough to keep vessels going, Mr Spithout explained. “We will revive packages once a vessel has work. But operators need more bandwidth than they had to cover these contract requirements,” he added, which is why Inmarsat started introducing the dual-antenna option. Ka-band is one option for OSV operators. Another is using similar equipment to use Ku-band VSAT services from companies such as Marlink, which also has flexible packages for OSVs in layup. Marlink president for maritime Tore Morten Olsen said there were positive trends in the market with fewer vessels in layup and more offshore activity. He said vessel
reactivation times, of typically two weeks from a warm layup and up to three months from a cold stack, could be shortened by using remote checks. Once vessels are back in service, they may need more satellite capacity and hybrid connectivity. “The smart connectivity for vessels can include 4G mobile networks integrated within the total package,” said Mr Olsen. “This forms reliable connectivity for the vessel and takes advantage of 4G networks from the shore and offshore platforms.” OSVs operating around North Sea platforms can link to the growing nexus of wireless 4G base stations and fibre-optic communications that Tampnet is installing. Brazilian owner Companhia Brasileira de Offshore (CBO) chose Cobham Satcom’s VSAT, satellite TV and radio equipment for six newbuildings. CBO ordered
six new OSVs from the Oceana Shipyard in Itajaí, Santa Catarina in Brazil, to fulfil development contracts offshore Brazil. It turned to Cobham and its Brazilian partner Inovsat to deliver and install satellite communications terminals on these anchor handlers. Each vessel has two Kuband VSAT antennas, including a Sea Tel 4009 that is dedicated to client networks on board and a Sailor 900 VSAT for ship operational and crew networks. Each vessel also has a Sea Tel ST80 TV system for satellite TV in communal areas. Equipment has been installed on the first of these six newbuildings, CBO Bossa Nova. Antennas are also due to be deployed on the second newbuilding in the shipyard in June. The other four newbuildings are due to be delivered to CBO through the second half of this year and into 2018. OSJ
Cobham has developed 65cm antennas for Ku and Ka-band VSAT
Offshore Support Journal | July/August 2017
32 | REPAIR & CONVERSION
Movement between markets
creates repair work on offshore vessels Gibdock recently completed hull cleaning and bridge strengthening work on Solstad’s Normand Reach, prior to the vessel transiting to Australia by Martyn Wingrove Gibdock added new plating to the bridge and main deck of Normand Reach
ffshore support vessels transitioning from one market to another need modifications and hull cleaning as a minimum. Different regional conditions can generate requirements for repair work. Whether it is vessels leaving the North Sea for new ventures, or ships transferring from Asia to the Middle East or West Africa, there are requirements for modifications and refurbishment. One recent example was a Solstad Offshore vessel, which was transferred from the North Sea to Australia. On its way, 121m Normand Reach visited Gibraltar-based shipyard Gibdock for specific project work. The Solstad construction support vessel was contracted to commence a term charter on the Ichthys gas field development project in the Timor Sea. This meant Normand Reach needed to meet the strict
hull cleanliness standards of Australia’s National Biofouling Management Guidelines for commercial vessels. This meant the 2014-built, subsea construction support vessel required a special wash and brush job before it arrived to commence operations in Western Australia. It also needed specific bridge strengthening work. This included fabrication work including new plating installed to reinforce the vessel’s bridge and main deck protection against the threat of piracy. During an 11-day period, Gibdock provided Normand Reach with hull-washing, grit blasting and an antifouling coating before it continued on its route to Australia, via the Suez Canal. Solstad’s technical manager Conrad Melhus said the shipyard’s location and the company’s positive experience on previous jobs were reasons for choosing Gibraltar for repairs. He said a significant
Offshore Support Journal | July/August 2017
amount of hull cleaning and paintwork were needed before entering service in Australia. The hull cleaning work had to meet strict Australian antiinvasive species guidelines. This included: hull-cleaning work; rudder hinge; sea chest bilge; bow thruster; and associated grates. Gibdock ship manager Filip Tsankov explained the intricacies involved in meeting these demands: “The internal surfaces of sea chests, for example need to be painted with antifouling coatings that are suitable for the flow conditions of seawater through the chest.” He added: “These standards demand deep cleaning and close attention to detail.” Gibdock has performed hull cleaning work in line with Australian expectations on several occasions, he added. Gibdock’s managing director Richard Beards said he sees the project as evidence that there has been
an uptick in the offshore vessel repair market. The yard was working on two other offshore support vessels during May. In Norway, Westcon Yard Florø has been working on DOF’s 2012-built subsea support vessel Skandi Darwin. The work involved installation of new steel modules, electrical equipment, pipework and ventilation. Westcon also installed new offices and cabins to refurbish the accommodation block. The shipyard also built a new hanger for remotely operated vehicles, installed new offshore cranes and lifeboats. The new pipework is for the fuel and lubrication systems and for an updated firefighting unit. There was also new pipework for the freshwater and seawater systems. Local businesses were required to supply the additional equipment and Skandi Darwin was due to be completed before the end of June this year. As of 21 June, the vessel was still under repair at the shipyard. In The Netherlands, Damen Shipyards Group has agreed to acquire Keppel Verolme shipyard in Rotterdam from Keppel Offshore & Marine to strengthen its repair and conversion capabilities. The Verolme yard in the Botlek area of the Port of Rotterdam has 60 years of experience in conversion and repair of large offshore construction and support vessels, drilling rigs and oil production ships. OSJ
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HEAVYLIFT VESSELS | 35
NEW-GENERATION HEAVY LIFTER
WILL WORK ACROSS MARKETS
As highlighted recently in OSJ and sister journal OWJ, a number of companies have ordered vessels targeting the growing market for ships capable of decommissioning offshore platforms and installing jacket foundations for offshore wind turbines
Bokalift 1 combines a 3,000 tonne crane, large deck and DP2 dynamic positioning capability
eavy-lift vessel contractors have faced a challenging market in recent years as the low oil price environment combined with a shift towards subsea installation and deepwater activity has seen fixed platform installations decline globally. The number of fixed assets installed in 2017 is expected to be around 45% less than 2014 levels. This has resulted in a difficult outlook for heavy-lift vessels in the market for topside and jacket installation, leading contractors to seek out opportunities in less traditional markets. As noted in the April 2017 issue of OSJ, two bright spots for heavy-lift companies are offshore wind and decommissioning – the former being increasingly attractive as the volume of installed turbines per year grows rapidly and the projects become larger and further from shore. Whilst the market for turbine installation is predominantly covered by purpose-built turbine installation vessels, installation of foundations and substations is accessible to conventional heavy-lift vessels. A key requirement for this market is sufficient deck space, with the ability to carry at least four monopiles typically preferred. Although turbine size, and hence the size of the supporting foundation, are increasing with water depth, it is unlikely that heavy-lift vessels will need lifting capacity of more than 3,000 tonnes. Crane capacity in the range of 1,500–3,000 tonnes is suitable for most offshore wind installations. Much larger, single-lift decommissioning units, such as Allseas’ Pioneering Spirit, operate in a different segment of the market.
Among the forthcoming newbuilds targeting the decommissioning and offshore wind markets are Orion, DEME’s new vessel, which was described in the April issue of OSJ, and Bokalift 1, based on an existing semi-submersible heavy-lift ship that the Dutch company is converting into a 3,000 tonne crane ship. Boskalis’s new vessel will combine the 3,000 tonne lifting capacity revolving crane with a deck area of 165m x 43m and a DP2 dynamic positioning capability. Like Orion, it will be used to install jackets and monopiles for offshore wind turbines and to remove obsolete oil and gas platforms. Boskalis says it could also be used to transport and install certain types of newbuild oil and gas production platforms. Having DP2 will mean that the vessel will not rely on the installation of an anchor spread. The vessel will have accommodation for 149 people and a helicopter deck for offshore transfers. Delivery is expected at the beginning of 2018. A sister vessel is also scheduled for conversion into another 3,000 tonne capacity crane vessel. Bokalift 1 will be capable of lifting 3,000 tonnes at a radius of 28 m and 1,200 tonnes at 50m. The load a heavy-lift crane can lift is important, but so too is the height to which it can lift a load. Using its main block, the crane on the vessel, which is being built by Huisman, will be capable of lifting a load to 90m above deck at a radius of 30m and 99m at a 35m radius. The 216m long vessel has a breadth of 43m, moulded draught of 13m and operating draught of approximately 8.5m. The deck will be strengthened to 25 tonnes/m2. The machinery takes the form of four 3,840kW Wärtsilä engines and two 4,800kW Bergen engines with a 1,110kW auxiliary engine from Wärtsilä. Bokalift 1 will have a ballast capacity of 2 x 1,500m3/hr and an anti-heeling system with a capacity of 8 x 2,000m3/hr. The vessel will have a transit speed of 14 knots. In decommissioning mode, the vessel will position itself using its dynamic positioning system and cut the legs of a jacket between the topside and the jacket. It would then lift the topside onto its deck. The vessel will also have the ability to deploy an internal cutting tool, which will cut the legs of the jacket below seabed level, after which it will lift the jacket onto its deck and depart for a disposal yard where it would offload the topsides/jack using its own crane. In foundation installation mode for the offshore wind market, the vessel would load itself with monopiles or other types of foundation using its crane and, having arrived at the location of the windfarm, would lift the foundations and stab them into place on pre-installed pin piles using the crane whilst in DP mode. OSJ
Offshore Support Journal | July/August 2017
36 | PIPELAY VESSELS
Offshore construction of TurkStream pipeline gets underway Construction of the technically challenging TurkStream gas pipeline got underway in the Black Sea early in May 2017
Audacia is responsible for the shallow water sections of TurkStream; another Allseas vessel, Pioneering Spirit will lay the deepwater sections
aving been awarded the contract to install the first line for the TurkStream gas pipeline in December 2016 and a contract for the second line in February 2017, contractor Allseas began work on the first string offshore the Russian coast using the pipelay vessel Audacia. The vessel will also be used for pipe pulling through microtunnels. Construction work indeep water will be undertaken by another Allseas vessel, the single-lift/pipelay vessel Pioneering Spirit, which only recently set a world lifting record with the safe and successful removal of Shell UK’s 24,000 tonne Brent Delta topsides from the North Sea. “Today, we started the practical implementation ofthe TurkStream gas pipeline project, laying the offshore section. By late 2019, our Turkish and European consumers will have a new, reliable source of Russian gas imports,” said Alexey Miller, chairman of Gazprom’s management committee. As of June 2017, Pioneering Spirit had also commenced installation work in the Black Sea, installing the deepwater sections of the 900km long pipelines on the seabed in water depths of up to 2,200m. The TurkStream gas pipeline will consist of two parallel gas pipelines stretching for a total of 930km across the Black Sea, each with a diameter of 32in (81cm) and an annual throughput of 15.75 billion cubic metres. TurkStream is noteworthy for a number of reasons, not least
Offshore Support Journal | July/August 2017
because it is the first pipeline of its size to be installed at such great depths. One of the pipelines will cater for the Turkish market, and the other will stretch to the Turkish-Greek border to ensure reliable deliveries of Russian gas to the European markets. In line with the schedule, first gas is expected to flow through TurkStream by late 2019. Each of the offshore pipelines is made up of thousands of individual pipe joints 12m in length. The pipes are produced in specialised mills and shipped to construction yards. The walls of the pipeline are made from 39mm thick carbon manganese steel. Pipes laid closer to the shore are coated with concrete for additional stability and protection of the pipeline. Pipe is transported by ship to the pipelaying vessels. On board the pipelayers, the pipe joints are welded onto the main string. Afterwards, the weld is tested and then coated before the pipe string is lowered into the water. Slowly but surely, the pipelaying vessel will traverse the Black Sea adding new sections to the pipe string as it moves. Operating around the clock, vessels typically lay as much as 3km of pipeline each day. The pipelines will start near Anapa, on the Russian coast, and come ashore on the Turkish coast some 100km west of Istanbul, near the village of Kiyiköy. The project is being implemented by South Stream Transport BV, an Amsterdam-based subsidiary of Gazprom. OSJ
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CABLELAY VESSELS | 39
Cablelay vessel sets new standards
for environmentally friendly operation June 2017 saw NKT Victoria, an advanced, purposebuilt, fuel-efficient and environmentally friendly cable-laying vessel, start work
riginally ordered by ABB, NKT Victoria was delivered to NKT following the acquisition by the company of ABB’s high voltage cable business in 2016 and completed its first cable-laying campaign on Scottish and Southern Electricity Networks’ £1.1 billion Caithness-Moray transmission project in early June. NKT held a naming ceremony for the innovative vessel in April 2017 at its power cable plant in Karlskrona, Sweden. The vessel, which was designed by Salt Ship Design in Norway and built by Kleven shipyard, incorporates extensive experience with offshore cable installation and will lay high-voltage offshore cables with a particularly high level of precision using its DP3 dynamic positioning system and a remotely operated vehicle with underwater cameras and sonar. Among the technically advanced features of the Salt 306 CLV design, said to be among the world’s most advanced and fuel-efficient, are the use of ABB Marine’s Onboard DC Grid, and the ability to use shore power whilst in port, further reducing the ship’s fuel consumption and emissions. The diesel-electric propulsion machinery employs six high-speed Caterpillar 3516 propulsion engines of 2 megawatts each, acting as gensets and providing power for three Azipod CZ980 thrusters of 1,900kW. NKT Victoria is capable of simultaneous dual HVDC and fibre optic cable-laying and deepwater HVAC installation using a high capacity tensioner system. The two turntables installed on the vessel have a combined capacity of 9,000 tonnes and there is capacity for a 500 tonne of fibre
optic tank below deck. To enable complete cable-lay capabilities ranging from the deepwater to the shore NKT Victoria is designed to be beachable in fully laden condition. The vessel is also fitted with a six-point mooring system. For work in ultra deepwater, the deck has been prepared to accommodate a vertical lay tower to enable sufficient high tension hold-back capabilities. NKT Victoria was designed to operate with the highest possible level of safety, in full compliance with the most stringent requirements for a vessel of its type. The ship’s versatility is further strengthened by a fully integrated navigation and survey system that will enable NKT Victoria to operate in high sea states and conditions that would prevent most cablelay units from operating. The offshore market’s stringent safety requirements are met throughout the installation process thanks to sophisticated roll reduction technology that mitigates the effects of challenging sea conditions. Fire and flooding containment systems protect essential systems, ensuring ongoing operations are not compromised. NKT Victoria can use shore power when available and the Onboard DC Grid will reduce fuel consumption significantly compared to other cable-laying vessels available on the market. The Onboard DC Grid system will increase the efficiency of the vessel by allowing the ship’s engines to work at variable speed, in combination with energy storage for peak shaving and enhanced dynamic performance, optimizing the energy consumption and reducing
NKT Victoria combines the ability to undertake dual HVDC and fibre optic cable-laying with environmentally friendly operation
engine maintenance. Energy storage is also used for back-up for shore connection during cable loading, allowing the ship to be emission free during cable loading. Three Azipod C units will maximize the manoeuvrability of the ship and operate in DP3 mode when required. Azipod propulsion is significantly more fuel efficient than conventional propulsion systems. UK-based MAATS Tech Limited managed the design, fabrication, delivery, installation and commissioning of the cablelay equipment to DNV GL certification. The specialist equipment included two four-track, 45 tonne tensioners, 7,000 tonne on deck carousel, 4,500 tonne underdeck carousel, loading arms, three three-tonne tensioners, chute assemblies and roller pathways, enabling the vessel to load or unload three products at synchronised speed. The equipment was mainly manufactured in the UK, with a large team of core suppliers and subcontractors. The company oversaw the development and delivery of the equipment to meet the schedule and also attended a series of trials before the ship was named. Michael Hedegaard Lyng, president and CEO of NKT, said of NKT Victoria: “With this cable-laying vessel we are now among the very few AC/DC high-voltage offshore cable system providers to deliver complete turnkey solutions, and are wellpositioned to continue taking an active part in the growing global market for offshore wind projects.” OSJ
40 | IMCA NEWS
IMCA TURNS SPOTLIGHT ON REMOTELY OPERATED VEHICLES Remotely operated vehicles have long played an important role offshore and are developing quickly, as a recent seminar demonstrated
he International Marine Contractors Association’s (IMCA’s) remote systems and remotely operated vehicle (ROV ) division focuses on all aspects of such equipment, personnel and operations used in support of marine activities. It produces guidance for the safe and efficient operation of ROVs and other technical publications on specific aspects of ROV technology and operations, logbooks and competence assurance and assessment framework documentation specifically for ROV personnel. All are reviewed and updated periodically to reflect technological and operational developments and current good practice in this fast-moving and dynamic sector, and by the time this article appears, the latest global ROV statistics will be available on the IMCA website. As Nicholas Hough, technical adviser – HSSE, offshore survey and ROV at IMCA explained, when it comes to sharing experiences, nothing beats face-to-face contact and discussion, and this is where its most recent ROV seminar, held in Stavanger in late May, played an important role. Hosted by Oceaneering International at its training facility, its aim was to assist members in dealing with pressing technical and safety-related issues. It successfully combined technical presentations, panel discussions and workshops. Over 70 technical and operations personnel from all stakeholder groups in the industry attended. With its theme ‘The future for remote systems and ROVs in the offshore construction industry’, it
Offshore Support Journal | July/August 2017
highlighted areas where IMCA’s input could prove invaluable. Graham Duncan, chairman of the division’s management committee, got the seminar underway, emphasising the need to find better, smarter, lower-cost ways of doing things that do not compromise safety or quality. He highlighted IMCA’s role in providing respected advice and guidance and continuing to facilitate change – “review, revise, refine, define”. Trond Eriksen of Statoil looked to the future in his keynote address, noting that keeping costs under control remained paramount. He spoke of a new ROV service segment slowly emerging – ‘resident’ ROVs, controlled from ashore but readily available on an ‘as and when’ basis. This was also covered by Arve Iversen of Oceaneering who looked at remote piloting and Oceaneering’s e-ROV project. Proof of the e-ROV concept, he said, would be a fully stand-alone battery powered work-class ROV system remotely piloted from onshore via a surface 4G LTE data communication buoy. Umbilicals represent the highest risk single point failure in the ROV system, explained Andy Foster of Subsea 7. Their failure offshore can be costly and time consuming to resolve – reporting and
Nicholas Hough: “seminar provided an opportunity to share experience and update members on technical and safetyrelated issues”
sharing failure information would be of potential benefit. So too, he concluded, might be IMCA and industry influencing umbilical performance through providing standards or guidance on design, qualification, installation and replacement, and re-termination of ROV umbilicals. Delegates were led further into the future by David Hall of TechnipFMC and Dr Thomas Vögele of the DFKI Robotics Innovation Centre in Germany. Mr Hall reached the conclusion that the industry has the power to shape its future and use uncertainty to bring about change in areas such as machine vision and learning, automatic functions and pilot aids, and advanced station keeping. Dr Vögele’s ‘Artificial intelligence and other advances in ROV Systems’ took delegates on a compelling fact-finding journey on the potential use of AI in the subsea sector looking (amongst other things) at potential improvements to manipulators, such as haptic feedback, which could lead to smaller, less-expensive manipulators, the use of gloves and exo-skeletons to control vehicles, improved man-machine interface, virtual operation of ROVs and some benefits of resident smart unmanned underwater vehicles. The workshop sessions ‘Umbilical management and design consideration’, ‘How do we best support industry in ROV training?’, ‘Remote piloting: challenges and opportunities’, ‘Electric or hydraulic power for ROVs – advantages and disadvantages’, ‘Crew size, crew competence: guidance, standards, or requirement?’, ‘Towards standardisation and consensus on training and competence’, ‘Environmental issues – spills: how can IMCA help industry?’ and ‘Operational safety – excursion distances, divers and ROVs remote operations, the limits of sea state and weather’ all proved stimulating, highlighting areas for IMCA’s work programme in the months and years ahead. “Now the detailed work begins. Feedback and ideas are always welcome,” said Mr Hough. OSJ
Annual Offshore Support Journal conference | awards | exhibition 7-8 February 2018, London
Nominations are now open for 2018â€™s Annual Offshore Support Journal Award winners Support Vessel of the Year Award
Innovation of the Year Award
Shipowner of the Year Award
Subsea Innovation Award
Awarded to the owner, designer and builder of an offshore support vessel considered to have set an industry benchmark through innovative design and efficient operation.
Awarded to a company which has shown excellence in the operation of its ship(s) and has demonstrated an exemplary record of achievement in the management of one or more of business development and growth, of safety, quality, efficiency and environmental sustainability.
Awarded to an innovative product, system or service which is considered to have made significant impact on the design, build and/ or operational aspects of offshore support vessels. Awarded to the owner of an innovative subsea vessel, the developer of innovative subsea equipment, or contractor responsible for an especially innovative subsea project.
Offshore Renewables Award
Awarded to a company, project or product that has made a significant contribution to the development of the offshore renewables market.
Dynamic Positioning Award
Awarded to the developer of an innovative DP product or system, or contractor responsible for an especially innovative application of DP on a project.
Awarded to a company, project or product that has made a significant contribution to a reduction in the environmental footprint of the OSV industry.
Awarded to a company, person, project or product that has made a significant impact to safety in the OSV industry.
See last yearâ€™s winners and start nominating on the awards page. Official publication
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BEST OF THE WEB | 43
BEST OF THE WEB
Maersk Supply Service to shed seven more ships Maersk Supply Service plans to continue disposing of vessels, with seven more ships due to be sold or scrapped. According to Maersk Supply Services’ most recent quarterly results, the company plans to press ahead with its asset divestment programme, with seven more ships leaving its fleet in the next 12 months. The owner shed 10 vessels in 2016, with two more units recycled in the first quarter of 2017. The company said the outlook for the offshore support vessel market will “remain subdued in the near and mid-term.” The company had eight vessels in layup as of the end of the first quarter of 2017. http://bit.ly/2sHm5Hk
Esvagt makes a profit despite challenging market
DOF Subsea confirms plan for IPO DOF Subsea has confirmed its intention to launch an initial public offering of its ordinary shares and to apply for a listing on Oslo Børs. DOF Subsea said the IPO “will support its strategy and growth plans, and is expected to contribute to a sustained strong, diverse and long-term shareholder base for the company.” It first announced the plan in May 2017, saying that it was “anticipating market recovery and growth opportunities.” DOF ASA owns 51 per cent per cent of the company, and a fund managed by First Reserve owns 49 per cent. The company was listed on the Oslo Stock Exchange from November 2005 until December 2008.
Danish shipowner Esvagt – which operates offshore support vessels and offshore wind vessels – says it made a profit in 2016, but turnover was lower due to the downturn in the offshore oil and gas industry. “We operate in a market that is still experiencing low levels of activity and difficult conditions. Our performance in 2016 was disappointing, but taking market conditions into account, we are at an acceptable level,” said Søren Nørgaard Thomsen, the company’s chief executive.” “We anticipate that 2017 will be characterised by continuing low levels of activity resulting from low oil prices,” said Mr Nørgaard Thomsen. “We must therefore prepare ourselves for lower levels of activity and lower profit but with an eye on market recovery by 2018. We are pleased with our progress in the offshore wind market and anticipate further growth in this segment.”
Charles Fabrikant-led Seacor Holdings has spun- off Seacor Marine Holdings, the unit that operated its offshore support vessels, into a new company. Until this point a subsidiary of Seacor, Seacor Marine attained full independent status on 1 June 2017 and has begun‘regular-way’ trading on the NYSE under the symbol ‘SMHI’. In late 2015, when the spin-off was first mooted, Mr Fabrikant, executive chairman and chief executive of Seacor Holdings, said the transaction “would provide additional capital for the offshore group to seek out opportunities arising from the dislocation in the energy sector to acquire discrete assets and pursue strategic transactions that complement our existing business.”
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Offshore Support Journal | July/August 2017
44 | MARKET DATA
Statistics & trends Compiled using data and graphs provided by Seabrokers’ monthly market report Seabreeze
NORTH SEA DEPARTURES AND ARRIVALS
NORTH SEA AVERAGE RATES: MAY 2017
DEPARTURES: Vessels that have recently left or are due to leave the North Sea spot market
AVERAGE RATE May 2017
AVERAGE RATE May 2016
supply duties PSVs <900m2
supply duties PSVs >900m2
supply duties AHTS <22,000 bhp
supply duties AHTS >22,000 bhp
ARRIVALS: Vessels that have recently arrived or are due to arrive on the North Sea spot market Far Serenade
Ex West Africa
Ex West Africa
NORTH SEA SPOT AVERAGE UTILISATION: MAY 2017 MONTH
MED LARGE PSV PSV
NORTH SEA AVERAGE RATES: MAY 2017
supply duties PSVs <900m2
supply duties PSVs >900m2
supply duties AHTS <22,000 bhp
supply duties AHTS >22,000 bhp
OSVs RECENTLY DELIVERED VESSEL Mariner Sentinel
Focal 552 ERRV
Offshore Support Journal | July/August 2017
MARKET DATA | 45
LEFT: PSV availability has remained higher throughout 2016 than it did in 2015
DAILY AVAILABILITY: MAY 2017 PSV 2017
BELOW LEFT: The oil price remained in the US$50/barrel range until recently when it fell towards US$45/barrel
22 20 18 16 14 12 10 8 6 4 2 0
8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
OIL PRICE VERSUS RIG UTILISATION 100%
80% 70% 60%
30% May16 Jun16 Jul16 Aug16 Sep16 Oct16 Nov16 Dec16 Jan17 Feb17 Mar17 Apr17 May17 average Brent Crude US$/Bbl
Northwest Europe rig utilisation
South America rig utilisation
US Gulf rig utilisation
NORTH SEA AVERAGE ANNUAL DAY RATES: MAY 2017 £ 25,000
AHTS <22,000 bhp
AHTS >22,000 bhp
Offshore Support Journal | July/August 2017
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MARKET DATA | 47
Offshore vessel values
May 2017 The table on page 48 shows the monthly percentage change in value for offshore support vessels, by year of build, from 1 May to 31 May 2017. Values have softened for all platform supply vessels (PSVs). Small and medium anchor-handling tug/supply (AHTS) vessels have also softened.
This month saw continued softening in PSV values. Two PSV sales were concluded. Troms Artemis (4,900 dwt, November 2011, Hellesøy) was sold for an undisclosed price to Vestland Offshore. NSO Spirit (2,500 dwt, March 1983, Ulstein Verft) was sold by Nor Supply Offshore to an unknown buyer for US$0.18 million (VesselsValue value: US$0.25 million).
There was a softening in values for small and medium AHTS vessels this month. Super AHTS vessel values remained stable due to limited S&P activity. Seven AHTS/anchor-handling tug (AHT) sales were concluded in May. Jaya Seal (5,500 bhp, September 2004, Jaya Asiatic) was sold
by MMA Offshore. MMA Carver (4,693 bhp, June 2001, Guangdong Hope Yue) was also sold by MMA Offshore. Mermaid Vanquish (5,150 bhp, April 2007, Fujian Fishery) was sold for US$1.1 million (VesselsValue value: US$0.95 million). Lion King (5,218 bhp, July 2012, Yuexin Shipbuilding Co) was sold by Arendals Dampskibsselskab to Global Marine Services SS/DD for US$2.25 million. The buyer on completion of the sale had to pay an additional US$200,000 reactivation cost and US$800,000 drydock/special survey cost. Swiber Else-Marie (10,800 bhp, August 2009, Fujian Southeast), Swiber Anne Christine (December 2009) and Swiber Mary Ann (July 2010) were sold to Kim Heng at auction for a total of US$9.6 million (VesselsValue value: total US$9.5 million). Source: VesselsValue.com
TOTAL VALUE OF SECONDHAND SALES IN MAY 2017 VS 2016 2017
Cont ainer Gas OSV 0
US$513 US$1,871 US$51 US$379 US$2 US$12 US$0
• Total activity by transaction value is more than three times higher in May 2017 compared to May 2016, due to fewer disclosed prices in May 2016 • Container transaction values a considerable amount higher in May 2017, this is due to a large en bloc deal of 14 ULCV Containers bought by COSCO • Gas values are significantly higher due to the sales on two large LNG vessels bought by Flex LNG for US$180 million each
Offshore Support Journal | July/August 2017
48 | MARKET DATA
OFFSHORE VALUES PERCENTAGE CHANGE/1,000s OF DOLLARS: MAY 2017 BUILT
Offshore Support Journal | July/August 2017
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