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North Sea: what’s required for a return to growth Dynamic positioning moves towards autonomous vessels
Consolidation drives offshore opportunities “OSV owners are in a fantastic position. You are at your most powerful when you have the least to lose” Venkatraman Sheshashaye, managing director, Radical Advice, see page 10
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Contents www.osjonline.com Regulars 3 INDUSTRY COMMENT 44 IMCA NEWS
November 2018 volume 21 issue 9
Head of Content: Edwin Lampert t: +44 20 8370 7017 e: edwin.lampert@rivieramm.com
Area report: North Sea
Production Editor: Kevin Turner t: +44 20 8370 1737 e: kevin.turner@rivieramm.com
Market overview
Brand Manager – Sales: Ian Glen t: +44 7919 263 737 e: ian.glen@rivieramm.com
4 Oversupply continues to hamper growth in the North Sea OSV sector 8 Too many vessels in lay-up, combined with the emergence of shale gas, are bad news for OSV owners
Asian OSJ Conference
Sales: Indrit Kruja t: +44 20 8370 7792 e: indrit.kruja@rivieramm.com
The New Orleans International WorkBoat Show
Sales: Colin Deed t: +44 1239 612384 e: colin.deed@rivieramm.com
10 News and opinion from this year’s event in Singapore 13 A preview of this year’s event
Market opinion: consolidation
14 Bernhard Schulte Offshore’s Matthias Mülle looks at how consolidation is changing the OSV sector
Dynamic positioning
16 How has the technology behind dynamic positioning evolved, and where is it taking us? 19 The latest products to come to market in the dynamic positioning sector
Offshore renewables
23 Shared innovation benefits renewables, oil and gas
Bulk handling and tank cleaning
24 The problems vessels face when reactivating their bulk tanks
Diving services and equipment
27 Still no investigation into the ‘bizarre’ symptoms encountered by record-breaking divers 28 News and equipment from the diving services sector
Ocean-going towage
31 What is driving the revival in fortunes among anchor-handling tugs capable of ocean-going towage?
Offshore access/Walk-to-Work
35 New access systems are challenging the dominance of helicopters and swing roping
Subsea vessels
Head of Sales – Asia: Kym Tan t: +65 6809 1278 e: kym.tan@rivieramm.com Sales – Asia & Middle East: Rigzin Angdu t: +65 6809 1277 e: rigzin.angdu@rivieramm.com Sales – Southeast Asia & Australasia: Kaara Barbour t: +61 414 436 808 e: kaara.barbour@rivieramm.com Production Manager: Ram Mahbubani t: +44 20 8370 7010 e: ram.mahbubani@rivieramm.com Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Head of Production: Hamish Dickie Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK
38 How are today’s cable-lay vessels improving on their predecessors? 40 Partners sought to take cable monitoring system to market
Market data
42 Weather drives up North Sea rates
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Front cover photo shows NKT Victoria, one of a new breed of cable-lay vessels
ISSN 1463-581X (Print) ISSN 2051-0594 (Online) ©2018 Riviera Maritime Media Ltd
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Offshore Support Journal | November 2018
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INDUSTRY COMMENT | 3
Digital reawakening for vessels in layup
I Eric Griffin, offshore energy vice president, Inmarsat
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n January, Brent crude oil crossed the US$70 a barrel mark, its highest level in three years. Six months on, it briefly broke through the US$80 barrier and, at the time of writing, is hovering around US$75. There is mounting speculation, however, that it could climb further. Bank of America Merrill Lynch has suggested prices could hit US$100 a barrel next year, in a report that notes North American shale producers are locked into forward contracts and have limited capacity to respond. After weathering the worst downturn for three decades, players in the offshore oil and gas industry are understandably looking to the future with renewed optimism. For the moment, the industry is working on the basis that the current rally will last. As conditions improve, more opportunities have emerged to bring laid-up vessels back into service and, as they consider reactivation, OSV owners need to ensure their vessels are fully ready. Some can be restored to operation in a matter of days or weeks, while for others the process may take months. Regardless, onboard systems will need to be recommissioned and thoroughly tested. A critical factor that must be considered is the digital infrastructure on board. The downturn between 2014-2017 means vessels may have legacy systems and software on board that is no longer supported, could fail to integrate gracefully with modern solutions, or are simply underpowered. The sophisticated diagnostics solutions for asset management on the market today take advantage of new developments in algorithms and machine learning. As a result, they can capture higher-fidelity performance and condition data, providing operators with richer insights on which to make more informed decisions, whether simple adjustments, more substantive remedial actions, or a strategic change in direction. While reactivation presents owners with a timely opportunity to invest in more powerful digital solutions, the extent to which these technologies can be exploited depends in turn
on the communications channel linking the ship to shore, and to other partners in the offshore supply chain. Discussions with our offshore customers indicate the opportunities bringing vessels out of lay-up have so far been short term in nature and demand flexibility from owners, including an element of risk. For vessels operating close to shore, or tied to rigs with a fibre backhaul to land, 4G technology is a tempting interim fix. However, low terminal costs may mask expenses in setting up additional terrestrial base stations and acquiring spectrum licences. Performance is generally based on maximum information rates, which may be intermittent, whereas the mission-critical communication services needed by OSVs are best accommodated with committed rates – a guaranteed minimum. Inmarsat’s latest generation of satellites can deliver enough bandwidth for hefty streams of operational data, with room to spare for crew welfare and other applications. Because owners are naturally reluctant to enter into inflexible long-term contracts that carry the risk of paying the full tariff when vessels are idle, we have also developed a new set of flexible plans specifically for the offshore sector, to ensure that high-speed Ka-band connectivity and continuous L-band back-up through Fleet Xpress for OSVs is available on terms that match market needs. Vessel operators can use Fleet Xpress for a project’s duration then switch to a ‘standby’ link, avoiding early termination costs. The growth of digital communications and data flowing between ships and shore is reflective of fundamental changes in the connectivity landscape and the way projects are managed. There is a much higher level of interaction and co-operation between personnel onboard ship, and technical managers overseeing operations remotely from shore. Some major players, such as Bourbon, are even divesting themselves of their older OSVs to free up capacity for developing a fully integrated digital fleet. The recovery of the oil and gas industry should kick-start the adoption of new automation technologies and the internet of things. OSJ
Offshore Support Journal | November 2018
4 | AREA REPORT North Sea
Road to recovery blocked by oversupply The fortunes of the North Sea OSV sector continue to ebb and flow and while signs of life are emerging, it is the age-old problem of oversupply that continues to hamper growth
V
essel owners and operators in the North Sea continue to face challenging market conditions. Despite a recent uptick in term demand and fixture activity, coupled with a steadily rising rate of utilisation, the age-old problem of an oversupplied market continues to limit
the speed of any potential recovery. For the last few years, the situation has been grave, with vessels stacked, low day rates being accepted for previously lucrative contracts, and various owners forced into significant financial restructuring plans. In their most recently published financial results – which in
The Malaviya Seven is one of several vessels leaving lay-up in the North Sea
North Sea AREA REPORT | 5
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STACKED VESSELS IN NORTH SEA 200 Number of vessels
150
100
50
Jul 2018
Jan 2018
Jul 2017
Jan 2017
Jul 2016
Jan 2016
Jul 2015
Jan 2015
Jul 2014
0 Jan 2014
many cases come with deliberately-vague market outlooks – many owners have expressed concerns over the future of the North Sea PSV and AHTS markets. Is this pessimism justified, or are they simply trying to keep a lid on any perceived market positivity, which may have come from a relatively busy 2018 summer season? Indeed, Q2 saw a plethora of new and extended contracts awarded on a seemingly weekly basis and the statistics show that based on vessel demand numbers, the lowest point of the market has now passed. Perhaps vessel owners are simply trying to avoid repeating previous mistakes – notably the overbuilding of new tonnage during lucrative times. In large part, this caused the OSV market to become such a tough trading environment for vessel owners in the North Sea and elsewhere. Take the current OSV lay-up situation, for example. It is no secret that since the onset of the latest downturn in the oil and gas industry, most vessel owners have been forced to lay-up PSVs and AHTS vessels. In some cases, vessels only a few years old, ordered at yards in Norway at high cost during the peak of the market, have been stacked. According to market intelligence firm IHS Markit, at the time of writing (September 2018) there are around 120 PSV and AHTS vessels in lay-up in northwest Europe. At its peak in January 2017, there were over 180 vessels laid-up in the North Sea, showing that several vessels have found a way out of lay-up. In the majority of cases they have commenced long-term contracts in the North Sea or further afield, while some have been sold out of the market. Globally, the high point for vessel lay-ups came in November 2017, when 1,216 ships were cold stacked. In September 2018, the number was down to 1,074, and the decline can be interpreted in different ways, depending on your position in the market. The reduction may lead to some analysts believing the market has improved significantly. Others – including some shipowners – will say that even more vessels need to be removed from service and placed into lay-up for the market to improve. There is also a theory that much of the laid-up fleet – some of which has been stacked for well over two years – may never come back into service and therefore the picture is much brighter when older, uncompetitive units are removed from the equation. To get a vessel back into working
Source: IHS Markit
condition after such a long lay-off can be very expensive, especially if regulatory class surveys have to be completed and passed. Given that this cost may top US$2M in some cases, are there enough long-term contract opportunities to justify such a cost? The one- or two-year supply duty charters may be there for PSVs in the North Sea, but the current oversupplied nature of the market means that charterers have the power to secure vessels at day rates not far removed from the cost of running the vessel.
Turning to the spot market
Many chartering companies are turning their attention to the spot market in the North Sea on a more regular basis. They see little need to lock vessels in for long periods at current day rates, when they have the power to continually extend spot contracts for as long as they need. The issue of scrapping and selling vessels out of the North Sea OSV market continues to be a hot topic. Positively, 2017 went down as the first year on record in which the number of newbuilds joining the market was less than the number of vessels exiting the market through attrition, and that momentum has gathered pace in 2018. In mid-September 2018, 35 newbuilds have been delivered into the market worldwide this year, compared to 79 leaving the market. In 2017, the numbers were 95 permanently removed from the market, with only 64 newbuilds joining.
One year earlier, in 2016, 49 more newbuilds joined the market than those leaving via attrition. In many respects, however, it has simply taken far too long for a noteworthy amount of attrition to take place and the market is most definitely suffering as a result. Vessel owners themselves know that they need to scrap more tonnage, or get vessels out of the market by some other means, yet some seem loathe to do it in any great number. Danish giant Maersk Supply Service has embarked on a significant divestment programme by letting go of several vessels, while rival Norway-based owner Havila has been very active in selling what it describes as ‘non-core’ PSVs of late. More owners need to follow this lead, however. In its most recently published financial results, established player Siem Offshore made it clear what needs to happen for the oversupply situation to change. Despite posting a return to the black in its financials – with the sale of subsidiary Siem Offshore Contractors helping the owner to a net gain of US$90M in Q3 – Siem remained concerned for the future of the North Sea OSV market. It said: “The North Sea offshore support vessel market showed continued weakness in the second quarter. Our expectation for the North Sea spot market for the quarter was not met due to lack of drilling campaigns and rig moves. AHTS and PSV fleets continue to suffer from oversupply on a world-wide basis.” Offshore construction vessels did
Offshore Support Journal | November 2018
6 | AREA REPORT North Sea
experience an improved utilisation rate for the period, but at soft day rates and Siem noted: “We believe that the market rates will remain volatile and generally at low levels in [the] second half 2018. Owners will need to scrap older, less efficient vessels and put more vessels into lay-up in order to balance the supply and demand for offshore supply vessels. The timing of a significant sustainable improvement in utilisation and rates remains uncertain and this situation will continue to place financial pressure on owners and lenders.”
A glimmer of hope
Norway-based Eidesvik Offshore and SolstadFarstad also highlighted market concerns when providing their respective commentaries. However, one company stands out as regards market sentiment: investor S.D. Standard Drilling has amassed a fleet of five 100%-owned PSVs in addition to nine part-owned PSVs. It has taken advantage of historic low sale values to build up a quality fleet at relatively low cost, which is likely to be very successful in the future should the market continue to progress positively. It said in a statement: “The company expects that there will be an upturn in the market in the North Sea Sector going forward and is well positioned to take part in the expected upturn. The company has a sound financial position and…is in a good position to take advantage of any investment opportunity that may appear.” S.D. Standard Drilling’s optimism is not predicated on faith alone. Overall term utilisation in both the North Sea and internationally is on the increase. IHS Markit figures show that in August 2017, term utilisation in the North Sea reached 39.9%; one year later, that had increased to 43.8%. Term utilisation for PSVs and AHTS vessels worldwide, meanwhile, has increased from 44.4% to 46%. Should some of the cold-stacked fleet be discounted, some analysts will point to a much higher ‘actual’ level of utilisation in the North
Maersk Supply Service has disposed of several older vessels in recent months. Pictured is one of the owner’s newest vessels – the large AHTS Maersk Master
Sea, and therefore a market which can be looked at much more positively. Those searching for positivises can also point to increased opportunities for North Sea PSVs and AHTS in terms of the type of work supported. The rig market continues to be a big driver of North Sea PSV term activity – with conditions in that market starting to show steady signs of improvement. Norway remains the most active market regarding semi-submersible rigs, while according to IHS Markit the West of Shetland is getting busy thanks to recent tenders for work from BP, Siccar Point and Total. Semi-submersible demand is set to increase from 2018 to 2019, and then further into 2020, which can only be a positive for the supporting OSV market. The jackup market in Northwest Europe also continues to tighten, with an indication that rig day-rates are increasing, albeit
“Those searching for positives can point to increased opportunities for North Sea PSVs and AHTS in terms of the type of work supported”
Offshore Support Journal | November 2018
not by much, but there is some positive movement. OSVs are also finding work in other markets, such as aquaculture and offshore windfarm support; the latter in the southern North Sea sector is becoming a more regular source of non-traditional PSV demand. And then there is support work relating to decommissioning, which will clearly result in an increase in demand for OSVs in the North Sea in years to come. There are currently over 80 decommissioning projects in Northwest Europe which are either in the working, tendering, possible, or planned stages, according to IHS Markit. Of these, 68% are located in the UK sector, with 18% in Norway. With many of these projects requiring supply vessel support, opportunities exist for PSV and AHTS operators looking for long-term work slightly removed from the traditional OSV sector. Statistics relating to supply, demand and utilisation, as well as the number of vessels in lay-up and those entering and exiting the sector, show that the North Sea OSV market remains in a transitional phase. Anecdotal evidence from owners suggests that while some market improvements have been noted over the last few months, many challenges remain, notably the issue of oversupply. As demand steadily improves, shipowners are well aware that this improvement can only be capitalised on if oversupply is addressed. OSJ
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8 | MARKET OVERVIEW
High oil prices will not trigger an immediate recovery Despite rising oil prices, the overhang of OSV vessels in lay-up, coupled with the emergence of shale gas as an alternative to oil, means the sector will continue to struggle
W
arning lights continue to flash bright for OSV operators. Oil prices have rebounded to around US$70-US$75 per barrel, but the sector remains in serious trouble. Worldwide utilisation is weak, with the worstperforming regions being North America, Asia Pacific, and West Africa. Charter rates are still at or close to operating expense levels. The reasons for this ongoing slowness include an oversupply of vessels caused by euphoric over-ordering during the boom and speculative building activity in shipyards across Asia, due to supportive bank credit. In addition, there has been a structural shift in demand due to the emergence of massive new supplies of shale oil in 2014. The financial consequences for operators have been devastating, with EBITDA margins shrinking and leverage ratios soaring to unsustainable levels. OSV operators who hope to ride out the storm thanks to a further increase in oil prices are likely to have a long wait, and there is no assurance that their existing financial resources will sustain them through the downturn. In an Altman Z-score analysis of OSV companies, a staggering 34 out of 38 were found to have scores of less than 1.8 in the trailing 12 months that ended 31 March 2018. This indicates a high likelihood of bankruptcy for these companies within the next 12 months, unless they take substantial steps to remedy their financial situation. In the same period, the total OSV fleet has climbed from 3,389 to 3,583 vessels. The OSV-to-rig ratio stands at a lessthan-healthy level of 7.6x, up from 4.8x in 2014. The oversupply of vessels is the single biggest drag on the OSV sector.
Offshore Support Journal | November 2018
OSV SECTOR PROFITABILITY AND DEBT APPROACHING UNSUSTAINABLE LEVELS 30 25
30 27% 24%
25%
27%
29%
23.9x 24% 16.6x
20
10 5 0
20
16%
15
5.8x
2010
Debt/EBITDA
7.1x
2011
6.5x
2012
5.6x
2013
2014
15 11%
7.8x 5.6x
25
10 5
2015
2016
2017
0
EBITDA margin
Source: Capital IQ; AlixPartners analysis
Shale a gamechanger
Hopes for a sustained oil price recovery that will increase the number of offshore working rigs and consequently absorb the excess capacity of vessels do not seem especially well-founded, at least in the near to medium term. The emergence of hydraulic fracturing as a feasible extraction technique has dramatically altered the oil industry’s cost basis. Offshore lost its status as marginal barrel to shale over the past few years due to its higher initial capital outlays and longer payback periods. Geopolitical factors and US oil infrastructure issues aside, abundant shale oil supplies in the near term and the impact of energy transition on oil demand in the medium to long term will likely serve as constraints on drilling a substantial number of new offshore wells. Given these structural shifts in the oil industry, the market consensus for future offshore rig levels is currently running at about 550. Assuming a 4.5 x OSV-to-rig ratio, this implies an overcapacity of about 1,150 vessels, after factoring in current order
book levels and demolition run rates. Indications are that vessels older than 15 years will have difficulty finding work as newer vessels are more efficient, less costly, and more compliant with increased environmental regulations. It would therefore make sense to retire the roughly 900 vessels that are 15 years old or older, 500 of which are older than 25 years. But there are sizable impediments preventing the OSV fleet from adjusting expeditiously to sustainable levels. The most prominent impediment is the highly fragmented nature of the OSV sector. The 10 largest operators in the sector control roughly 30% of the total fleet, while the remaining 70%, or about 2,500 vessels, is in the hands of some 400 smaller operators, whose fleets tend to number six or fewer vessels. These smaller operators have little incentive to retire any of their own fleets—unless the vessel is no longer viable to operate at a profit—and even less incentive to take collective action for the benefit of the sector as a whole.
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MARKET OVERVIEW | 9
A rebounding oil price may not be enough to secure the fortunes of many smaller operators (image courtesy of Alan Jamieson)
In addition, there is a general bias among operators against retiring vessels altogether. Most prefer to stack the redundant elements of their fleets—which many operators have done with a third or more of their fleets— presumably in the hopes that demand will rebound and most of the vessels can be recalled to service. Scrapping is the other impediment, as this option is not as economically attractive for offshore supply vessels as, say, for tankers or bulk carriers. The relatively low steel content of offshore supply vessels leaves even the largest of them with a scrap value of less than US$1M to US$2M. Transport costs to the final scrap location are the other limiting factor. Selling and transporting multiple vessels all together, for example by a semisubmersible heavy lift vessel, may bolster the financial viability of scrapping OSVs, as recently seen from Tidewater. However, the economics of scale in transport costs may only be available to the biggest OSV operators, unless smaller owners begin collaborating when making scrapping decisions. The fleet percentage currently stacked is at about 26%, and the current debate in the industry centres around how this number may evolve. Arguably, a portion of the stacked fleet may not re-emerge in the market due to factors such as age, engine size, length of time spent stacking, class status, and failure to comply with environmental regulation. Nonetheless, its presence continues to exert an influence on the supply-demand balance. This is because it only improves OSV spot rates, but does not fundamentally alter depressed OSV term charter rates. In this environment, OSV operators, especially in Asia, North America, and West Africa, where the supply
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overhang is most acute, need to take a harder look at their options. At the moment, operators are price takers in the market at rates at or close to operating expenses. What is clear is that the winners emerging from this scenario will need to be highly cost-competitive, which will require operators to be more ambitious with their cost-cutting plans across their entire operations. Benchmarking can be a useful tool to assess what is best-in-class and to set realistic targets. Some more advanced operators are also using data and technology to get more efficient on both operating expenses and selling, general, and administrative (SG&A) expenses, for example by automating vessel operations and thereby reducing crew levels and associated costs. Consolidation is also an opportunity to create stronger players that can stand out on their commercial strength, cost competitiveness, asset quality, management, and governance. The recent Tidewater
and Gulfmark tie-up is a good example of consolidation driving cost synergies in the form of targeted SG&A cost reductions. The financial distress in the sector and the saturation of young assets at fractional prices also presents a risk-reward spectrum, which could fall between highly attractive for the well-funded and optimistic, to ‘cheap for a reason’ for those with negative sentiments on the industry, such as a pessimistic outlook on how hungry the world really will be for oil. This article is based on the paper Too many ships, too few rigs: why recovery is still a distant dream for the OSV sector by Alix Partners’ Catherine Chak; Jeff Drake; Jon Labovitz and Peter Oppitzhauser. OSJ This article is based on the paper Too many ships, too few rigs: why recovery is still a distant dream for the OSV sector by Alix Partners’ Catherine Chak; Jeff Drake; Jon Labovitz and Peter Oppitzhauser
SUPPLY-DEMAND IMBALANCE STILL BIGGEST DRAW ON OSV SECTOR 5,000 4,500 4,000 3,500 3,000
3,530
3,389
3,207
3,031
1,500 1,000 500 0
8.0
3,589
3,603
7.6 3,583
6.3
2,500 2,000
8.1
4.5
4.8
4.3 677
2012
738
2013
706
2014
559 2015
441 2016
450 2017
474 Ju l -18
8.5 8.0 7.5 7.0 6.5 6.0 5.5 5.0 4.5 4.0 3.5 3.0 2.5 2.0
OSV fleet (number of vessels) Active rigs OSV/rigs Note: OSV include ATHS over 4,000 BHP and PSV over 1,000 DWT Source: Clarksons Offshore Intelligence Network; AlixPartners
Offshore Support Journal | November 2018
10 | ASIAN OSJ CONFERENCE
Opinion differs on market recovery at OSJ Conference Two of the OSV sector’s leading analysts offered contrasting assessments on market prospects at the recent Asian Offshore Support Journal Conference in Singapore “We think we are at the start of a new cycle of offshore investments,” Rystad Energy’s head of energy for the Asia-Pacific region Jon Fredrik Müller told attendees at the recent OSJ conference in Singapore. He noted that some companies were already seeing this investment and parts of the supply chain were already seeing improved margins. He said global exploration and production investment is expected to grow 5% per year between 2018–2023. Rates for the OSV sector will improve significantly
over the next five years versus the last five years, if the assumptions he presented around the number of rigs that will actually deliver and return from stacking prove correct. For Westwood Global Energy Group’s Thom Payne however, the OSV sector is stuck in “long-cycle purgatory”. “Despite higher oil prices, near-term recovery is still dependent upon supplyside right sizing,” Mr Payne told delegates, adding that the recent oil price rally has yet to be felt in the offshore marine segment. Global OSV utilisation was still struggling at 42% and pricing was arguably weaker today than 12 months ago, he said. He acknowledged that recent restructuring has accelerated
rationalisation, but he stressed it had not gone far enough. “The global fleet has lost 38% of its value since 2013 – a further 20 % reduction may be required. We believe balance sheets are still inflated across the industry.” Determined to conclude on a bullish rather than bearish note, Mr Payne said there was potential for an undersupplied market in 2020, if oil companies held fast to their age requirements for vessels. An ageing fleet and a lack of newbuilding orders could create renewed demand, with younger vessels attracting a premium.
Why are OSV owners not disposed to use their power? Attendees at this year’s Asian Offshore Support Journal Conference in Singapore were surely pleased to hear that cashstrapped OSV owners are more powerful than they realise OSV owners are caught up in the ‘disposition effect’, Radical Advice managing director Venkatraman Sheshashayee – known throughout the industry as Shesh – told more than 150 delegates at this year’s Asian OSJ conference. The disposition effect is a financial theory which states human beings tend to sell assets that have increased in value, but hold on to assets that have decreased in value. Rather than bemoaning weak balance sheets and declining asset values, Shesh told the assembled OSV owners they were “in a fantastic position”. “You are at your most powerful when you have the least to lose. You can tell your bank: “I can hand you the keys now or we can sit down and work it out. Why aren’t we using that power?” Reflecting on OSV owners’ reversal in fortunes, HBA Offshore chief executive officer Hassan Assad Basma said the industry allowed itself to party too much. “Rather than saying ‘what can we afford’ we said, ‘what can the market bear?’ We all got carried away. The banks are to blame too, as they lent us more than we could afford.” KS Drilling chief financial officer Diana Leng said companies should establish that the people running the business have what it takes to turn the company round before talking about new financing. “Stop focusing solely on revenue and focus on operations,” she said. Echoing this view, Mr Basma stressed that any new capital introduced into a business must not be used to solve old problems. “New capital needs to be new and unencumbered to grow the business – otherwise we are not going to grow.”
LEFT: Venkatraman Sheshashayee (Radical Advice): We tend to sell assets that have increased in value, but hold on to those that have decreased in value
Offshore Support Journal | November 2018
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NEW ORLEANS WORKBOAT SHOW | 13
Recovery on the agenda at the New Orleans International WorkBoat Show The New Orleans International WorkBoat Show comes as the OSV industry appears on the cusp of a recovery
The show is expected to draw 15,000 maritime sector attendees from around the world
T
he International WorkBoat Show will take place in New Orleans, Louisiana from Wednesday 27 to Friday 30 November. A full conference programme will run alongside the main expo, covering maintenance and repair, offshore, tugs and coastal towing, shipyards, inland waterways and passenger vessels. The offshore track will begin on Thursday 29 November, with Jackson Offshore Operators executive vice president and chief operating officer Matthew Rigdon the featured speaker. The “OSV Update for Gulf of Mexico & Global Markets” session will feature Bureau of Ocean Energy Management (BOEM) Gulf of Mexico director Mike Celata and IHS Markit MarineBase senior marine analyst Richard Sanchez. Mr Celata will discuss BOEM’s mission, while Mr Sanchez will be presenting his views on the current state of the OSV industry in the US Gulf of Mexico and Latin America. Areas covered will include deep and shallow-water OSV utilisation in the US Gulf, the Latin American market, OSV market category day rates, where oil investments will land in the recovering
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market, and details of the Global Supply Vessel Forecast. Mr Sanchez told OSJ: “I am optimistic about 2019, I think we are at the beginning of an uneven offshore recovery.” He noted that while PSV and AHTS markets remain oversupplied, after four years of major downturn in the offshore service industry, there had been a recent contraction in the immediate availability of PSVs and day rates had spiked in the US Gulf. Operators responded with long-term contracts at moderate day rates, but day rates still increased. “More importantly, operators are offering longer commitments to lock-in low rates; it is a sign of market recovery,” added Mr Sanchez. The next session in the offshore track, “Oil & Gas Companies: Continuing to Adapt”, focusses on how oil companies in the Gulf of Mexico are adapting to the changing market. Speakers include ExxonMobil category specialist for OSVs, US production and upstream operations procurement John Pace, PPHB LP advisor G. Allen Brooks and Fieldwood Energy LLC president and chief executive officer Matt McCaroll. ABS director of offshore support vessels Dr Wei Huang will present the
“Vessel Reactivation and Class Renewal” session, which will assist owners in identifying the necessary steps for reactivation and renewal of laid-up vessels. While there is only one operational offshore windfarm in the US, more are in the pipeline and the “Offshore Wind Energy” session will feature studies of existing windfarms, focussing on the design criteria and requirements for placing offshore turbines. Speakers for this session were still to be confirmed at the time of writing. Multiple equipment suppliers and shipbuilders will showcase products and services of relevance to the offshore sector, while naval architects in attendance will include Technology Associates, Inc, designer of the Enviromax series of energy-efficient OSVs and Elliott Bay Design Group, which is showcasing the 270 large PSV design. Caterpillar will be showcasing its recently announced Asset Intelligence 5.0 system and “Return on Intelligence” campaign, which the company says will increase uptime and decrease total operating costs through condition monitoring of vessels and systems, prognostic assessment and advisory generation. OSJ
Offshore Support Journal | November 2018
14 | MARKET OPINION: CONSOLIDATION
Consolidation has only just begun The crisis in the OSV sector has seen many shipowners survive only through consolidation, but that may not be a bad thing explains Bernhard Schulte Offshore’s Matthias Müller
ABOVE: Matthias Müller, managing director, Bernhard Schulte Offshore
“With a large company’s purchasing power, costs can be reduced, new markets can be reached and skilled crew can be given a long-term perspective”
Offshore Support Journal | November 2018
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he Schulte Group has been active in shipping for 135 years and has seen and survived many industry crises in that time. It now finds itself in a period of consolidation. For example, NYK, MOL, and K-Line merged to form ONE, Hamburg Süd became part of Maersk Line and CSAV and UASC are now owned by Hapag Lloyd. We see a similar development in the OSV market, where with SolstadFarstad and Tidewater Marine and GulfMark Offshore, new giants have emerged. Together with Bourbon and Edison Chouest Offshore these companies are the four largest OSV owners, holding 835 ships. This size leads to market advantages. It makes a big difference whether you buy spare parts and service contracts for 15 or 150 ships. Furthermore, you are a more attractive employer for the crew, as there are more opportunities for promotion in a large fleet. Owners with a small fleet lack a global presence, hence they are limited to their local market and cannot easily move their vessels from Europe to Asia or Africa. In addition to the disadvantages on the cost side, the small shipping companies face a problem of limited resources. On the vessel side the charterers demand expensive upgrades, such as battery technology, and the office crew must be increased to handle more and more administrative tasks. Where in the past a
charter was fixed with a few emails and short negotiations, one now encounters extensive tenders, for which many days’ work are needed to submit an offer. A critical factor that many players are not paying attention to is the increasing digitalisation of shipping. Automated administrative processes relieve the crew on board as well as the office, leading to a better cash flow due to lower stocks and faster invoicing. Live data from the ship makes it possible to identify faults at an early stage and to avoid breakdowns. Charterers will soon increasingly demand a transparent view of ship operations in real time. The planning and implementation of a comprehensive digital strategy that leads to a competitive advantage is a big project that small companies are not able to master alone. Although there will always be smaller shipping companies that find their niche, such as Van Laar Maritime, or operate in a closed region, such as Caspian Marine Service, many owners with small fleets will merge with large companies in the coming years. As an alternative, it makes sense to co-operate with a large ship manager. With a large company’s purchasing power, costs can be reduced, new markets can be reached through its global presence and skilled crew can be given a long-term perspective. If it additionally brings along a future-proof digital strategy, one can continue to assert oneself alongside the big OSV owners. OSJ
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16 | DYNAMIC POSITIONING
Dynamic positioning – an industry running to stand still
Change and evolution have kept the dynamic positioning sector alive amid difficult times. Mark Pointon looks at how the industry has evolved and where it is heading
A
s we approach the end of 2018, the offshore support industry is slowly recovering from a sustained downturn that has seen major changes in its landscape. A consistent oil price between US$60 - US$70 a barrel has led to an increase in exploration, which in turn has bolstered the confidence of vessel operators. As an integral part of this sector, the dynamic positioning (DP) industry is also seeing an upturn in fortunes, albeit at the expense of some big names that have fallen by the wayside. The obvious example is Farstad Shipping. Once a ‘Blue-Chip’ company, it fell victim to the catastrophic fall in oil prices in 2015 and ultimately became part of the SolstadFarstad Group in 2017. In October 2018 the company, which operates 141 vessels, changed its name to Solstad Offshore ASA and a much respected name in the offshore shipping world disappeared for good. In his keynote speech at the 2018 Annual OSJ Conference, Solstad Offshore chief executive Lars Peder Solstad noted the market was now saturated with vessels, making competition for jobs intense. He soberingly compared the charter rate for an OSV at the time as, “equivalent to having a lawyer in the office for a day or two!” While the average OSV owner now owns five vessels, the top five OSV companies own or operate approximately 900 vessels between them, and the fundamental issue of oversupply remains unresolved. And consolidation is not restricted to vessel ownership. The
Offshore Support Journal | November 2018
acquisition of the Rolls-Royce Commercial Marine business by Kongsberg earlier this year saw the merging of two major DP system manufacturing companies. Both organisations have a global presence; Kongsberg is a world leader in automation, navigation and control systems, while Rolls-Royce has proven expertise in propellers, propulsion systems and ship design. Chief executive and president of Kongsberg Geir Haoy has stated that bringing the two companies together “positioned them as a significant supplier of complete solutions for the future maritime industry”. An equally significant development involved the acquisition by Wärtsilä of L3 Dynamic Positioning systems, Transas and Guidance Marine. Both developments, while primarily focused on developing the concept of the autonomous vessel, will inevitably impact the operation and development of DP systems and the associated vessel sensors and positioning systems. An example of this can already be seen in the development of targetless laser and microwave systems, RangeGuard and SceneGuard, introduced recently by Guidance Marine. Operationally, the DP landscape is constantly evolving. During its inception period and extending into the early- to mid-1990s, a commonly heard phrase in the industry was “you’re only a real DPO if you work on DSVs”.
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The Farstad name steams toward the horizon
These days, the scope of DP operations has spread to encompass a diverse range of operational areas that includes: platform supply; AHTS; ROV; pipelay; well intervention; construction; inspection maintenance and repair; MODUs; and shuttle tankers. Each brings its own unique challenges, driving developments in operational best practice and technology. The latest big developments have occurred in the renewable energy sector, where a whole new industry has been developed globally around the construction, maintenance and servicing of offshore windfarms. These constructions are primarily in near coastal areas that have associated strong tidal conditions, leading to the new acronym SOV (service operations vessel). Another interesting development in the renewables sector is the concept of utilising self-propelled jack-up vessels for the installation of offshore wind turbines. A pioneer in this area is Seajacks, a UK-based company that operates five of the world’s most advanced jack-up units. These vessels also meet the stringent European Oil and Gas sector regulations.
Revising best practice
Keeping pace with technological and operational developments has always been a challenge for the authorities tasked with producing industry guidance and best practice. Recent years have seen a number of updates to important guidance documents from IMO, IMCA, The Marine Technology Society (MTS) and The Oil Companies International Marine Forum (OCIMF), among others. June 2017 saw the publication of the IMO document MSC.1/Circ. 1580 – Guidelines for Vessels and Units with Dynamic Positioning (DP) Systems. This document provides an update to its predecessor MSC 645 - Guidelines for Vessels with Dynamic Positioning Systems and is applicable to all new DP vessels built after June 2017.
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Key updates to IMCA documents include the February 2017 Rev 3 of IMCA M103 – Guidelines for the Design and Operation of Dynamically Positioned Vessels and the September 2016 Rev 2 of IMCA M117 – Guidelines for the Training and Experience of Key DP Personnel IMCA M103 Rev 3 is a major re-write of its predecessor and includes generic design and operational guidance, as well as vessel-specific guidance for 17 different vessel types that utilise DP. The design guidance focuses on the methods for creating fault-tolerant DP systems, based on the principles of redundancy. The operational guidance focuses on current good industry practice and draws from existing operational guidance. IMCA M117 Rev 2 has been revised to reflect current industry practices and changes to the operating environment since the previous review. It includes some significant amendments, among them the definitions of key personnel required to safely and efficiently operate a DP vessel have been changed and are now far clearer. In a change from IMCA’s long-term policy, this revision removes the primacy of the Nautical Institute DPO Training and Certification scheme, by recognising that there are a number of other DP training schemes available and various organisations that offer DP operator certification. Another welcome change is the inclusion of a section dedicated to the concept of continuous professional development, seen as an essential tool for promoting and maintaining competence. Since its inception over 50 years ago, the DP industry has changed almost beyond recognition. The technology, rules and regulations, even the scope of the DP concept, have all evolved to remain relevant with a shipping industry that itself has undergone sizable changes. There is no reason to think that 50 years from now, our current approach to DP will be considered anything other than quaint. OSJ
Offshore Support Journal | November 2018
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DRIVING THE ADVANCEMENTS IN DYNAMIC POSITIONING TECHNOLOGY
Unlike traditional laser position reference sensors, SceneScan does not use reflector targets; rather it scans and tracks the surrounding environment
www.guidance.eu.com
DYNAMIC POSITIONING | 19
Advanced DP technology improves navigation and manoeuvring Dynamic positioning systems have evolved to offer much more than vessel stability, with new technology improving navigation and vessel manoeuvring
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t started out as a computer-driven method of keeping an OSV secure in a single location, but dynamic positioning (DP) technology has evolved to offer a far broader range of functionalities. Manufacturers of bridge systems have utilised the technology to enhance navigation, collision avoidance and automated voyage decision-making. They have also used DP systems to demonstrate remote vessel and tug technology, with expectations that this will drive new business opportunities across maritime sectors. Kongsberg Maritime for example, has developed DP and autopilot technology into a combined navigational safety system. At the recent SMM exhibition in Hamburg, Germany, Kongsberg senior sales manager Roger Trinterud said this could be used for station keeping and advanced manoeuvring. “We are merging navigation and DP into one system with the same software,” he explained. “It will use DP for keeping in a geographic area and then when the throttles are opened up, the autopilot will take over.” Mr Trinterud expects this will reduce the risk of incidents because it “uses the same control software and there is no need to change control system” which is potentially a source of DP incidents. “There is a common point for controlling the engines and thrusters,” he said. Information is fed into this system from other bridge equipment, such as radar, ECDIS and the automatic identification system (AIS), as well as from cameras and positioning sensors. All this goes into the sensor fusion unit that can feed the information to an autonomy controller. “Our sensors can characterise an object or calculate if another vessel is heading towards the ship,” said Mr Trinterud. Sensor fusion
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gives bridge crew greater awareness by delivering a holistic, real-time navigational picture, based on precise data from these sensors. It presents vital data, allowing more effective operation of navigation, remote control and advanced manoeuvring, automation, energy management and safety systems. Kongsberg intends to rapidly prototype this system for navigation and offer it Roger Trinterud (Kongsberg): to vessel operators before “Our sensors can characterise the end of 2019, according an object or calculate if to Mr Trinterud. “The first another vessel is heading generation will give navigators towards the ship” advice and then the next step is more automatic and remote control of a vessel.” This could facilitate a single human-to-machine interface for vessel transits, DP, docking and voyage control. Information could also be sent to shore control centres for remote control or monitoring of vessel operations. Mr Trinterud said a similar system could be developed for managing simultaneous offshore and towage operations. “Vessel masters could work together and data could be shared over maritime broadband radio for rig moves and towage, or with subsea vessels for co-operation in projects,” he explained. Safety can be ensured using multiple layers of redundancy, with different data sources from various sensors that can detect other vessels and movement of surrounding hazards, or motion from a precise position if a vessel is on DP.
Touchscreen interface
Also at SMM, ABB launched its Ability Marine Pilot Control (MPC) DP system. This fulfils the same role and functionality as a traditional DP system, while allowing for simplified operation through a touchscreen-based interface. MPC combines multiple control systems, such as those used for manoeuvring, DP, transits and docking operations, into a single interface. It employs algorithms that calculate optimal methods to execute commands for vessel control, regardless of the operational situation. ABB senior vice president of digital solutions Mikko Lepistö said MPC could be used for manned vessels and eventually for autonomous shipping. “We need a DP system that replaces traditional solutions designed for disconnected operations,” he said. “MPC embraces new technologies for the human-machine interface and offers tangible safety and efficiency benefits.” ABB said the technology is suitable for any vessel that uses DP. Lloyd's Register has granted MPC an approval-in-principle certificate and the system is due to be trialled on board a vessel from Q4 2019. MPC is part of the Marine Pilot family of products that includes the Marine Pilot Vision situational awareness system, which combines data from a range of sensor types, such as cameras and laser, to allow for precise knowledge of a vessel's surroundings. ABB also provides the Octopus marine advisory system for
Offshore Support Journal | November 2018
20 | DYNAMIC POSITIONING
motor is integrated in the slewing bearing of the thruster. This compact unit comes with a power range of 300-2,350 kW. ZF Services also revealed its latest propulsion units, including the ZF AT 3000 retractable thruster. This can be used for DP or bollard pull requirements. ZF has also introduced transmission with power take-in for hybrid propulsion systems; ZF 3300 has a power range up to 1,940 kW.
Reference sensors
ABB Ability Marine Pilot Control is a next-generation DP system
monitoring vessel performance and to respond to different weather and sea conditions. Its latest deployment of Octopus appears on flotel Edda Fiddes. This 2011-built vessel has class DP3 and is fitted with a telescoping motion-compensated gangway and pedestal. Octopus is used to gather and analyse data, calculate hydrodynamic parameters and their effect on vessel responses and it also helps maximise uptime within critical motion and acceleration limits. The system incorporates alarms to provide onboard warnings if pre-set limits are exceeded and allows shoreside staff to monitor vessel performance via the Octopus fleet portal.
New thruster tech aids DP
Veth Propulsion, which was acquired by Twin Disc earlier this year, has started installing its new integrated L-drive propellers with electric drives on vessels. These were designed for hybrid OSVs, tugs and other workboats for DP applications. In the latest installation, a water-cooled permanent magnet
Guidance Marine has introduced a ‘targetless’ laser position reference sensor called SceneScan. Unlike traditional laser position reference sensors, SceneScan does not use reflector targets; rather it scans and tracks the surrounding environment, said Guidance Marine marketing officer Ravi Bhalsod. This reduces the time needed to set up DP, while providing non-stop 360˚ manoeuvring around an asset on DP without having to move targets, he explained. It also eliminates any possibility of a walk-off incident because a target has accidently moved. Guidance Marine has now improved the system’s dashboard user interface to display the reference point and the scan of the asset. SceneScan was designed for station keeping and manoeuvres close to the asset, said Mr Bhalsod and provides additional redundancy for safer operations. Some of the latest DP control levers and joysticks were also presented at SMM. Lilaas demonstrated some of its new controls for offshore vessels, tugs and passenger ships and is working with several bridge-system suppliers to develop and customise products for maritime and offshore applications. The company has a new azimuth control lever for anchorhandling tugs and a joystick for high precision steering. It also presented a new joystick that has a CAN open interface for vessels. Electronic & Marine Research Industries (EMRI) used SMM to introduce a flexible joystick panel for vessel manoeuvring. The IMJ11 panel can be used for controlling vessel propulsion and comes with various steering module options, including a miniwheel and joystick. IMJ11 is also available with a bracket to make the unit portable. According to EMRI, IMJ11 displays propulsion information on a central screen and has programmable categories that present the vessel’s status, conning heading and speed information. OSJ
Lilaas introduced new propulsion control levers at SMM
Offshore Support Journal | November 2018
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OFFSHORE RENEWABLES | 23
Shared innovation benefits renewables, oil and gas The cross-pollination of ideas and technology between offshore wind and oil and gas benefits both sectors
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hether they are working in the offshore oil and gas sector or in offshore renewables, North Sea operators often require vessels with similar characteristics. But regardless of whether they are active in the fossil fuel or renewables spaces, the vessels need to move crews and equipment to the work site and provide a safe and stable work platform in the face of bad weather and rough seas. These shared requirements have resulted in many operational and design lessons being traded between the sectors, such as “walk-to-work” crew transfer systems that are increasing in popularity compared to traditional transfer methods, such as crane-and-basket. Another design popular in the offshore wind arena that could be used in the oil and gas sector involves a combination of Ulstein's X-BOW and X-STERN hullforms. The increasingly familiar but still eyecatching X-BOW inverts the traditional bow shape and gives vessels a wavepiercing capability and the ability to absorb impacts more consistently across the hull's surface, resulting in greater stability and comfort and less fuel being used. The X-STERN takes the same concept and applies it, unsurprisingly, to a vessel's stern shape, with the aim of boosting operability and station-keeping in dynamic positioning mode. By facing the X-STERN into the weather, a captain can boost the performance of their vessel; there is less pitch motion and the operational window is increased, wave response and slamming are decreased, and trim and draft sensitivity reduced. Active in both offshore wind and offshore oil and gas, Bernhard Schulte Offshore (BSO) currently owns two Ulstein SX175 SOVs featuring both X-BOW and
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X-STERN, Windea La Cour and Windea Leibniz; the company has ordered a third vessel of the SX195 design type. The basic SX195 design has been modified to bring it in line with GE Renewable Energy’s tender requirements, incorporating BSO’s own choices of mission equipment. The new vessel will measure 93.4 m in length by 18 m in width and will be able to accommodate up to 120 people. Uptime International will provide a 30 m offshore access solution for the vessel, which will comprise an active motion-compensated gangway and adjustable pedestal, mounted next to the vessel’s elevator tower. The vessel will also incorporate a 3D-compensated crane and a fuel-efficient drive system, including a battery. Half of the vessel’s storage capacity will be roofed over in a controlled environment, and the stepless access system will make for safer transfers
of crew and equipment. Delivery is planned for 2020, following which the vessel will support maintenance of 66 Haliade 150-6 MW turbines at the Merkur Offshore windfarm located 28 miles from Germany’s Borkum Island. Potential work scopes for the vessel could include operations and maintenance and construction support. BSO’s sister company Bernhard Schulte Shipmanagement (BSM) has set up a new unit specifically focused on the offshore oil and gas and renewables markets. BSM Offshore will provide integrated third-party ship-management services, such as technical and crew management, newbuild supervision, fleet maintenance and repair, layup solutions, travel services and software application solutions. The new unit will include technical and marine superintendents, crew managers and members of senior management. BSM’s managing director Matthias Mueller explained the decision to set up an offshore-specific arm, saying: “This segment is focused on special operations and driven bwy different rules, so we decided to establish a dedicated expert team to specifically attend to the needs of the offshore market.” OSJ
BSO’s third Ulstein SOV is targeted for completion in 2020 and will operate at the Merkur Offshore windfarm
Offshore Support Journal | November 2018
24 | BULK HANDLING & TANK CLEANING
Recovery brings practical problems for bulk handling and tank cleaning sector As the offshore market picks up, idle vessels face difficulties as they reactivate their bulk tanks
PG Flow Solutions will be supplying hydraulic power packs for two MPSV newbuildings (credit: PG Flow Solutions)
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hen Offshore Support Journal looked at bulk handling and tank cleaning in June this year, we reported on signs of a recovery in the OSV sector and hopes of a matching upturn for these important niche support services. Whether that optimism is justified across the board is not yet clear, but there are some positive signs emerging, such as comments made by International Union of Marine Insurance (IUMI) Offshore Energy Committee chair, James McDonald when he addressed IUMI’s annual conference in Cape Town on 18 September. During the conference, Mr McDonald noted that a steady rise in oil prices – 40% since the previous year’s conference – is starting to drive activity in the oil and gas sector. He forecast that capital expenditure in the offshore sector will now grow by around 6% each year and said that his committee is “expecting both production and consumption of oil to continue to rise for the foreseeable future.”
Offshore Support Journal | November 2018
With the upturn, however, have come problems as vessels are reactivated. PG Flow Solutions executive vice president for sales and business development Roy Norum told OSJ that vessels are now having to store mud onboard during operations for weeks instead of days, as in the past, so the mud they are carrying will settle. As a result, OSVs have been delivering “a different fluid to the rig from what they had received in port.” On top of that, the type of mud the industry requires has changed, with a different consistency needed “to allow for more aggressive drilling and drilling in deeper waters,” Mr Norum said. This is a global issue, he said, but referred to it as “the Gulf of Mexico (GoM) issue”, explaining that it was triggered when Hornbeck Offshore Services successfully repositioned its fleet last year and became, in his view, “the superior provider of high-quality OSVs reflecting [those] challenges.” Hornbeck Offshore Services chief executive Todd Hornbeck
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would agree with that sentiment. In a conference call on 2 August to discuss the company’s Q2 earnings, he said that its OSVs possess enhanced capabilities that include “higher-volume transfer rates for liquid mud and dry bulk materials.” He also expressed confidence in the GoM, saying that its deepwater drilling market “will ultimately recover. We remain committed to the region and believe that we are strategically positioned to take advantage of a recovered market when it eventually materialises.” For all operators, however, practical realities must be addressed as ships come back into use. “Charterers are exhausted from OSVs laying in port, manually cleaning tanks for days at full rates,” Mr Norum said. He provided OSJ with a copy of a presentation the company gave in May to a major OSV operator with a significant presence in the GoM. It had been prepared specifically in response to the problem of settling mud, which has “triggered operators to demand better agitation, more at-sea cleaning and shorter turnaround at port,” he said. Agitation in the tanks, he said, reduces solids build-up, reducing the need for cleaning solvents and minimising slops, “which are costly to dispose of”. PG Flow Solutions recommends fully automatic mud cleaning systems. These “enable the operator to clean the tank immediately after discharge before solidification may occur.” Automatic cleaning also means that the task can be completed with hatches closed, which reduces the risk of exposure to hazardous gasses and the risk of explosion. For bulk handling and pumping companies such as PG Flow Solutions, forecasts of market improvements are good news and one recent order the company won reflects that mood. It was announced in August, when Singapore-based builder Pacific Ocean Engineering & Trading (POET) awarded the company a contract to supply pump equipment to two 80 m newbuild multi-purpose platform support vessels (MPSVs). They will go into service next year. Under the contract, PG Flow Solutions will deliver various items of equipment for the two vessels’ oil recovery systems, including a liquid pump, an oil recovery operation (ORO) pump, a liquid mud agitator, a methanol cargo pump and a hydraulic power pack for each ship. The equipment will be delivered to POET’s Chinese yards in December this year and January 2019. This is the latest contract between PG Flow Solutions and POET, which have had a business relationship for several decades. “It is great to prolong our cooperation with these two new hybrid MPSVs,” Mr Norum said.
Demand rises for bulk handling kit
Although the market for OSV newbuildings is slow, there is rising demand for bulk handling equipment, according to Van Aalst Group sales manager for drilling Mario Kerssens. The company has seen increasing use of its drill-cutting handling equipment, notably of late in Brazil, where OSV operator CBO has been working for Petrobras. CBO operates a fleet of 23 OSVs and is supporting oil exploration and production platforms mainly in the Campos, Santos, Espírito Santo, Ceará and Potiguar basins. It has a longterm commitment to the work, as was demonstrated in July when OSJ reported that a CBO vessel had been chartered for eight years as part of Petrobras’ Prorefam project, which exists to renew Brazil’s fleet by signing such charters with OSV operators. Among its ships are vessels utilising its under-deck CargoMaxx hybrid tank arrangement, which can be configured to
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Van Aalst’s portable CargoMaxx drill cuttings handling unit (credit: Van Aalst)
hold drill cuttings, liquid or dry bulk. Mr Kerssens said that CBO’s ships have most recently been using the tank arrangement to carry drill cuttings. The tanks are installed under the main deck, but Van Aalst can also supply portable drill-cutting handling units designed for use on AHTS vessels, PSVs and drilling rigs. They serve as an alternative to using a vessel with underdeck systems and consist of a collection box with a mixing paddle inside, a piston pump driven by a hydraulic power unit and a system of pipes to transfer the drill cuttings to the preferred location on board. Portable units are currently in use on the semi-submersible drilling rigs Bluewhale I and Bluewhale II, both operating offshore from Singapore, according to Mr Kerssens.
Updated guidance issued on handling wet bulk
Advice on how to manage wet bulk cargoes on OSVs has been updated “to ensure that good practice steps are applied to all wet bulks being planned and transported on offshore vessels.” This second edition of the notes was issued on 1 June this year and forms Appendix 10-F of the Guidelines for Offshore Marine Operations (known as G-OMO), which are supported by shipowners’ organisations and other industry groups in the UK, Norway and the Netherlands. The revised appendix can be downloaded from www.g-omo.info. It particularly addresses the situation when water-based fluids – such as seawater, brine or water-based mud – become contaminated, commonly with oil-based mud, which cannot be legally discharged to the marine environment. All this wet bulk backload must have relevant documentation for its transport on an OSV and subsequent discharge to a shore facility. It refers to “grave concerns” over general industry practices to backload fluids that are lightly contaminated to an OSV’s mud tanks. It is difficult to describe the chemical make-up of these fluids, it says, and high levels of hydrogen sulphide H2S is often found above such cargoes. In addition, mud tanks are not designed or classified to contain wet bulk cargo with a flash point of less than 60°C. “Wet bulk waste should be discharged from the OSV as soon as possible,” the notes say. “The need to clean the tanks should be reviewed on each trip to minimise the risk of biological activity and H2S build-up from any solid residue.” OSJ
Offshore Support Journal | November 2018
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DIVING SERVICES AND EQUIPMENT | 27
‘Bizarre symptoms’ of record-breaking dive still to be investigated Some divers affected by ‘bizarre symptoms’ after record-breaking dive have yet to be interviewed by investigation
The divers were working from DOF Subsea's Skandi Singapore (credit: DOF Subsea)
D
ivers who took part in the deepest commercial dive in Australian history in July 2017 and later reported neurological problems have not yet been interviewed for the investigation into the incident, for health reasons. The country’s National Offshore Petroleum Safety and Environmental Management Authority (NOPSEMA) “has been unable to interview all of the divers involved due to previously advised health issues,” according to NOPSEMA communications manager Nicholas Page. Its senior communications adviser Courtney Strom added that 15 divers were involved in the campaign and that NOPSEMA had sought their cooperation. Asked how many had been interviewed, she relayed a statement from an unnamed NOPSEMA spokesperson who said “it would not be appropriate for NOPSEMA to go into greater detail regarding the number of divers involved in the investigation due to the ongoing nature of the matter.”
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Mr Page said that the organisation “still wishes to interview the divers once they are in a position to engage with the investigation, to attempt to validate the elements of their complaints.” NOPSEMA’s investigation “has involved a number of phases and a number of ‘duty holders’ [and] is expected to continue for a number of months,” he added. Other duty holders involved in the incident “are continuing to cooperate”, he said. The investigation stems from a saturation dive campaign down to 272 m undertaken in June and July 2017, from Skandi Singapore by DOF Subsea, to repair a pipeline for Inpex Australia’s Ichthys LNG project. Towards the end of that year, reports emerged of long-term adverse effects suffered by personnel who took part in the dive. In January, local reports stated that the divers were displaying ‘bizarre neurological symptoms’. DOF Subsea did not respond to Offshore Support Journal’s invitation to comment on the situation, but it published a statement on its website in April that said the operator
was assisting NOPSEMA to investigate all elements of the diving campaign “to gain a fuller understanding of matters being reported by some of the divers involved.” It also said that it was providing support to those divers and that “when the matters are fully understood, we expect the results to be shared with the industry.” That statement was released at about the time of a press report in April in Perth-based newspaper The Sunday Times that quoted a lawyer representing some of the divers. It said that it was not until November 2017 that NOPSEMA was alerted to the divers’ problems and that NOPSEMA had approved DOF Subsea’s diving project plan, which included a fast compression schedule. • NOPSEMA has updated its diving guidelines and published a third edition of its Guidelines for complying with the Diving Safety Regulations on 18 June. It reflects updates in Australia’s Offshore Petroleum and Greenhouse Storage Act 2006 and the Offshore Petroleum and Greenhouse Storage (Safety) Regulations 2009, its introduction notes. OSJ
Offshore Support Journal | November 2018
28 | DIVING SERVICES AND EQUIPMENT
New analysis improves diver safety NUI has been looking to improve safety for offshore divers during saturation dives. It has developed what it describes as a “simple and effective method for the sampling and analysis of contamination within divers’ breathing atmospheres.” During these long dives, air samples must be tested ashore to check for contaminants in the breathing atmosphere that could pose health risks for the divers exposed to it. These samples are normally taken using cylinders. Once ashore, these must be handled as dangerous goods
because of the pressure inside them, which complicates their transport and adds to the time and cost of testing the samples. They also only reflect the level of contaminants at the moment when the sample was taken. But NUI has developed what it calls ‘hyperbaric passive sampling’, which uses small absorbent tubes to collect gas molecules over a period of time. It is based on a common method of taking samples at atmospheric pressure that relies on gas diffusing onto a collecting medium inside small tubes fitted with diffusion caps. After a period of time, the
tubes are sealed and sent to a laboratory for analysis. Because the sample tubes are small and are not pressurised, they can be sent for analysis by normal post. NUI’s development has been to make this work at the pressures and in the gas compositions found in saturation diving atmospheres. It has been available since 2015 but its use has now reached a point where it has begun to displace cylinder sampling, the company said. Its own tests in the diving atmospheres on vessels and in chambers have shown more accurate results than cylinder samples.
Rebreather boosts safety for saturation divers Improving safety for saturation divers was the motivation behind JFD’s Compact Bailout Rebreathing Apparatus (COBRA), which was used for the first time in the North Sea in April this year by Bibby Offshore. Its manufacturer reports that it is the only commercial emergency rebreather system in the world to have been granted CE Marking status to NORSOK U101 (Diving Respiratory Equipment) and EN14143 (Self Contained Rebreathing Apparatus). It is part of the company’s Divex range of rebreathers and is designed to be smaller than most bailout systems. It has been developed to provide up to 45 minutes of fully
independent breathing gas, allowing a diver to return to the safety of the bell in an emergency. Its operation is completely mechanical and can be turned on and off as a pre-dive check. In the Norwegian sector of the North Sea, divers must have a minimum of 10 minutes of emergency breathing gas. COBRA complements JFD’s Secondary Life Support (SLS) rebreather bailout system for commercial divers, but “there is now a recognition that an extended bailout breathing facility should be available to all divers, not only to those operating at depths greater than 200 m, but also in the depths more common in the world’s oilfields – typically 50-200 m,” the company’s literature says.
NUI pushes for increased diver supervision; introduces new sampling method
A diver wearing JFD’s COBRA rebreather (credit: JFD)
Offshore Support Journal | November 2018
Norwegian offshore service provider NUI has raised concerns over a lack of supervision for inshore divers; it has also released a new method for analysing divers’ breathing atmospheres. NUI leader for health and safety Ole Lund identified the way divers are supervised in those waters as a key area for improvement, a concern it shares with Industri Energi, a trade union that represents workers in the energy industry and says on its website that it “put[s] pressure on the politicians to improve the conditions for workers.” NUI hosted a meeting in late May, organised by the union, to discuss the need to introduce supervisory responsibility for employers that are hiring
diving services in Norway’s inshore waters, which extend 12 miles from the coast. Although this is the norm for offshore diving, it is “not an established standard for inshore diving”, a meeting summary on NUI’s website notes. Establishing supervisory responsibility would place an obligation for the principal to check that a diving operation is carried out in accordance with applicable laws and regulations, the notes add. As Mr Lund put it, “the idea is that the responsibility will follow the money.” Although Mr Lund does not expect changes to be made as a direct result of that meeting, he is hopeful that the concerns will be fed back to the relevant government departments.. OSJ
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OCEAN-GOING TOWAGE | 31
Ocean towage demand boosts newbuilding orderbook A swell in newbuilding orders for oceangoing anchorhandling tugs means around US$1.5Bn of vessels are now under construction
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s the offshore and maritime transportation sectors begin to improve there has been a revival in orders for anchorhandling tugs capable of oceangoing towage. Following a six-year downward trend in deliveries of such vessels, there is set to be an increase in the number of these vessels coming into service, both this year and 2019. According to VesselsValue, the orderbook stands at almost US$1.5Bn. Last year, 42 anchor-handling tugs, including those built for ship escort duties and barge towage, were delivered. This year, there could be more than 160 vessels delivered, notwithstanding any slippages in completion. VesselsValue said 24 tugs have been delivered so far this year, but 142 remain scheduled to enter service before 31 December. It is likely that some of these
ALP Keeper was built in Japan to an Ulstein SX157 design for long-distance towage
deliveries will slip into 2019, when another 36 anchor-handling tugs are due to exit shipyards. The last time this number of anchor handlers were delivered in a single year was in 2012. During the period of 2008-2012 there was a surge in new deliveries, meaning that more than 40% of the anchor-handling tug fleet (1,400 vessels of a fleet of about 3,200) is less than 10-years old. Another 17%, or 600 vessels, are between 10-15 years old. Around one-third, or 1,200 vessels, are more than 15 years old, resulting in a rising requirement for new tonnage. There are around 3,200 anchorhandling tugs in the serving fleet, with a combined value of US$8.1Bn, while there are 178 on order, with a total value of almost US$1.5Bn.
FPSO – towage and positioning
Of the recent newbuilding deliveries, those operated by ALP Maritime Service have the greatest bollard pull. ALP operates 10 vessels, having completed its fleet with the addition of towage and anchor-handling vessel ALP Keeper – the fourth of a series of ALP Future-class heavy-duty anchor handlers, built for ultra-long-distance towage projects. The fleet now consists of six anchor handlers, with bollard pulls of around 300 tonnes; two long-distance anchor handlers with 220 tonnes of bollard
pull; and two near-shore anchor-handling tugs with 200 tonnes of bollard pull. ALP uses its fleet for worldwide ocean towage, positioning and hook-up of floating installations to pre-laid mooring systems, anchoring of installations, mooring retrieval and repositioning and decommissioning operations. ALP Future class vessels, such as ALP Keeper, were built in Japan to an Ulstein SX157 design with dynamic positioning (DP) of DP2 class. The main propulsion and deck machinery can undertake all types of offshore structure towage, including some of the world’s heaviest floating production systems. The DP2 class and the high bollardpull capabilities of these vessels were key elements in their conception and design, according to ALP chief executive Paul Mulder. “With Ulstein, we designed a vessel that combined all the primary features of anchor-handling tug, supply and towage vessels that were expected by our clients,” he said. Mr Mulder noted that the ALP Future class offer a full vessel-spread solution to its clients, while the DP2 system results in increased redundancy of systems during towage. He added that for some of the largest towage projects, using ALP’s fleet avoids having to contract several vessel
32 | OCEAN-GOING TOWAGE
spreads with multiple sub-contractors and eliminates vessel scheduling risk, because ALP controls the transit. “We can exactly time the delivery of the remaining positioning vessels,” he explained. Having DP2 on these vessels assists positioning operations and reduces the likelihood of major vessel breakdowns, which is a valuable aspect when towing multi-billion dollar structures across the world’s oceans, said Mr Mulder. ALP’s fleet has now completed many projects involving the towage and positioning of floating production storage and offloading (FPSO) vessels from shipyards to offshore oilfields. Earlier this year, ALP’s fleet towed and positioned the Kaombo Norte FPSO offshore Angola for a joint venture between Saipem and Interoil. Its Future class of vessels towed this FPSO from Singapore to Angola in a spread during Q2. Once this spread reached Angola, three more ALP vessels were brought in to assist in stationing Kaombo Norte and securing its mooring lines. On completion of the mooring activities, two of the vessels continued to support the riser pull-in operation.
Beyond the Mediterranean
Greek anchor-handling tug operator Spanopoulos provides oceangoing towage across the Indian Ocean and around the Mediterranean Sea and Black Sea. It conducts offshore and maritime project towage using a fleet of anchor handlers that includes three with DP and 100 tonnes of bollard pull, according to Spanopoulos
towage, salvage and chartering specialist Chryssis Symeonides. “We have up to six anchor handlers currently on towage projects from the Black Sea to northern Europe, West Africa to Turkey and the Black Sea to Singapore,” he said. These tugs can tow all types of heavy equipment over long distances, individually or as part of a team, including drilling rigs, oil production platforms and barges, transport barges, tankers and other large floating objects. Spanopoulos constructs its own anchorhandling tugs at a shipyard on Salamis Island, Greece. This facility is building four tugs with bollard pulls of around 60 tonnes for the group’s own requirements. The shipyard built six tugs in 2017. GAC is another operator of anchorhandling tugs that provide oceangoing towage in the Indian Ocean. It has a fleet of seven of these ships, all operated out of the Middle East for various towage projects. This fleet now includes two anchorhandling tugs purchased from Singapore this year, according to GAC vice president for marine operations Erland Ebbersten: the 2008-built Kristiina (ex-Lewek Kestrel) and the 2007-built Agneta (ex-Lewek Kea). Mr Ebbersten said other tugs were built at GAC’s own shipyard in the United Arab Emirates, which is also used for drydocking the anchor-handling vessels at regular intervals. GAC inspects and repairs vessels every two and a half years at this facility, which it built from scratch when it started
operating in the Middle East in 1974. “Back then, there were no shipyards, so we had to have our own maintenance facility with a drydock in Abu Dhabi,” explained Mr Ebbersten. GAC is currently building an anchorhandling tug at this shipyard and plans to deploy it offshore Africa when completed. Italy-headquartered Rimorchiatori Riuniti added a new oceangoing towage and escort vessel to the fleet of its subsidiary Finage Armamento Genovese in July this year. Paraggi completed its first towage project on 26 July, moving a ship from Tulcea, Romania, to the Italian port of Genova. Paraggi is a 32.5 m vessel with 70 tonnes of bollard pull, built by Turkish shipyard Bogazici to a Cintranaval design of CND-15231. Paraggi has an azimuth sterndrive propulsion system that gives it a top speed of 13 knots. The engineroom is fitted out with a pair of Caterpillar 3516C engines that each delivers 2,100 kW of power at 1,600 rpm. There are also two Caterpillar C7.1 generator sets that each generates 150 kW of electrical power at 1,500 rpm and 50 Hz, plus there is a smaller harbour genset. Paraggi has two Schottel SRP 1515 controllable pitch and azimuthing propellers, with a 160 kW electric-driven bow thruster for extra manoeuvrability. It has a strong fender system, supplied by Yantai Taihong Rubber, which protects the vessel’s hull. Its deck machinery includes Kraaijeveld-supplied winches and a fully hydraulic and foldable knuckle boom crane, supplied by Palfinger Marine. OSJ
AHT(S) FLEET AGE PROFILE AGE GROUP On Order 0-4 5-9
NUMBER OF VESSELS
TOTAL BHP
TOTAL VALUE (US$M)
% OF TOTAL
178 333
1,487,370 2,874,406
1,808 2,718
5.3 9.9
1,047
8,157,430
3,659
31.2
10-14
598
4,314,355
954
17.8
15-19
207
1,879,683
340
6.2
20-24
95
708,040
83
2.8 1.5
25-29
49
361,856
35
30-34
169
1,031,786
87
5.0
35-39
309
1,623,782
139
9.2
40-44
357
1,355,642
85
7.6
45-49
99
366,145
30
2.9 0.6
50+ GRAND TOTAL
20
48,136
5.5
3.361
24,208,631
$9,943
Source: Vesselvalue
Offshore Support Journal | November 2018
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OFFSHORE ACCESS/WALK-TO-WORK | 35
Gangways provide innovative crew transfer alternatives Access systems are being developed for offshore oil, gas and windfarm maintenance support as a substitute to helicopter and swing roping
Ampelmann’s A-type gangway links Kroonborg to the Brig BG platform
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s alternatives emerge to the traditional means of crew transfer, the sector is witnessing the development of some innovative new technologies. Ampelmann for instance, has made headway with its L-type access systems this year, having secured a contract for one project in west Africa. L-type was added to its portfolio as a smaller and lighter alternative to its already popular A- and E-type systems. L-type offshore access systems can be used in calmer waters as an alternative to swing roping, as demonstrated by vessel owner LATC Marine, which is using one with a crew supply vessel for an ExxonMobil project offshore Nigeria. An L-type gangway has also been deployed on Damen FCS5009 fast crew supply vessel Dijama and another is being installed on Chilosco – another FCS-5009 – that will also be used by LATC Marine in Nigeria. Ampelmann manager of sales and business development in Africa David Inman explained why L-type is an efficient and effective solution for operations along Africa’s west coast: “L-type
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is particularly suited to small, crew change vessels and allows a continuous flow of up to 50 personnel every five minutes. “It can also be installed with a single lift, making its mobilisation as fast and efficient as possible.” This is in comparison to Ampelmann’s A- and E-type systems, which are larger and more robust for North Sea projects. L-type access units are also being offered as part of a singlesolution package for crew transfer. Damen is working with Ampelmann and Veem to offer a crew supply vessel with the L-type gangway. This would be fitted with Veem gyro stabilisers, which during tests, reduced vessel roll by 35-40%. This package was demonstrated in June using a Damen FCS5009 vessel fitted with an Ampelmann L-type gangway and two Veem VG 260SD gyro stabilisers. This vessel sailed from IJmuiden in the Netherlands to Eneco’s Princess Amalia offshore windfarm, where an L-type gangway connected to a wind turbine. Elsewhere, in the rough waters of the North Sea, Ampelmann has been attracting new customers for its E-type gangway, according
Offshore Support Journal | November 2018
36 | OFFSHORE ACCESS/WALK-TO-WORK
to Mr Inman: “We have strengthened our position this year after gaining four new contracts and two extended scopes of work.” These projects will see six E-type gangway systems deployed for planned shutdown campaigns and ongoing fabric maintenance support by different major operators across the UK sector. One of these contracts includes a three-year extension to support maintenance operations in the southern North Sea and will operate all year round. Another award is for a short shutdown campaign to allow production-enhancing work to take place. An E-type system has also been installed on Olympic Orion, which is carrying out a two-month campaign for Spirit Energy to prepare the Audrey gas platform for decommissioning in the southern North Sea.
Compensation technology
E-type can compensate high sea states up to 4.5 m wave height and transfer a full shift of up to 40 people in 15-20 minutes. At the heart of an Ampelmann gangway system is an innovative hexapod technology. Inspired by aerospace technology, with the “principle of a flight simulator turned upside down,” it is capable of measuring and compensating all six degrees of freedom of a moving vessel, said Mr Inman. The hexapod ensures that wave motion is accounted for, resulting in a steady platform and gangway. Mr Inman said this smart motion compensation solution has a reliability record with a technical uptime of 99.6%: “This is the result of regular preventative maintenance checks performed by personnel offshore and due to the redundancy of all critical system components.” To support these projects, Ampelmann relocated its base in Aberdeen to larger premises on Waterloo Quay. Mr Inman expects further growth will come, based on its track record and future projects. “Fleet expansion and continuous innovation will enable us to deliver cost-effective, sustainable and safe solutions to the oil and gas market,” he said.
Autonomous gangway
Another leader in compensated walk-to-work systems, Uptime International, has developed an autonomous gangway for offshore projects. Uptime already supplies walkways with automatic operations and has now developed an autonomous 30 m gangway that employs new technical elements. “[It] has new features, such as autolanding and crane function,” said Uptime sales and business development director Bjørnar Huse, adding, “This gangway will be a game changer, increasing workability and safety at a lower cost.” Uptime has won a contract to provide one of these access solutions for a new windfarm service operation vessel (SOV) under construction for Bernhard Schulte Offshore. This is being built by Ulstein Verft in Norway to an Ulstein SX 195 SOV design and will have a 30 m access walkway. This vessel is scheduled to enter service in 2020 and will support maintenance work of GE Renewable Energy at the German windfarm Merkur Offshore. For this vessel, Uptime will supply a newly designed active motion-compensated gangway and an adjustable pedestal integration, which will be mounted towards the elevator tower. Interaction between the gangway and vessel will enable personnel and cargo transfer through the gangway. In addition, it could also be used as a crane, according to Uptime sales and marketing manager Svein Ove Haugen. “Our autonomous gangway can be controlled remotely from the wheelhouse, thus reducing the human factor,” he said. “Our autolanding function will confirm the correct landing point and then the gangway will land by itself.” Uptime has a track record of 99.9% proven operating reliability, said Mr Haugen. “Our gangways can be continuously open for short or long term and can be connected for weeks or even months. We are the only gangway provider with TRL7 approval from Equinor.” To date, Uptime has delivered or been contracted to provide 130 gangways. These have included deliveries to owners such as Østensjø Rederi and Poseidon Offshore for offshore wind and oil and gas projects.
Integration with dynamic positioning
Uptime access systems provide a bridge between accommodation vessels and oil production platforms
Offshore Support Journal | November 2018
Kongsberg Maritime can integrate its K-Walk vessel gangway solution with information management and dynamic positioning (DP) systems on OSVs. It is supplying a K-Walk as an integrated solution for Olympic Shipping’s multipurpose offshore vessel, Olympic Orion. K-Walk is a motion-compensated gangway for transferring personnel and equipment. It is activated prior to entering a wind turbine’s safety zone, reducing vessel speed and launching the K-Walk hook-up process during approach. It has integrated DP that means it can be moved into position while the vessel is still moving, positioning it safely as the vessel arrives on station. Elsewhere, Van Aalst Group has supplied its first SafeWay gangway to offshore construction vessel Olympic Intervention IV. This is a 95 m, DP2 vessel for offshore windfarm construction and support. Safeway will operate in a significant wave height of up to 3.5 m. Finally, Osbit has delivered a height-adjustable boat landing system for use with jack-up vessels to Gulf Marine Services. This tower was installed on self-elevating support vessel GMS Endeavour, which has been deployed on the Hornsea Project One windfarm. Osbit’s system has five height settings, enabling it to be accessed in line with the position of the jack-up across the full tidal range. OSJ
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38 | SUBSEA VESSELS
New cable layers combine greater capacity with lower emissions Today’s cable-lay vessels must carry more cable, install it more quickly and do so in more challenging conditions NKT Victoria can work in 3-4 m waves, conditions that would defeat older vessels
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ncreased cable-carrying capacity is a standout feature among many of the new cable-lay vessels currently entering service or at the design stage. This additional capacity translates into higher transit speeds, less time in transit between ports to load more cable, and fewer cable joints. Combined with an ability to lay cable and undertake jointing operations in adverse conditions, and to do so accurately and quickly, this next generation of cable-lay craft should be far more efficient. Still, there is a feeling among industry insiders that even these capabilities may not be ample to manage the challenges of cable installation for floating turbines and interconnectors in very deep water. For this task, new equipment will be required. Discussing the changing requirements of these vessels, NKT head of high-voltage solutions Andreas Berthou said additions to its fleet, such as NKT Victoria, were designed
Offshore Support Journal | November 2018
with long, deepwater interconnector cables and long-range offshore windfarms firmly in mind. Mr Berthou noted that the increasing cable capacity of new vessels has been driven by the larger diameter of high-voltage cables and longer cable routes. “Vessels have got larger as a result,” he explained, noting that larger vessels also make for more stable work platforms, helping them to cope with adverse weather conditions. Mr Berthou explained that NKT Victoria could continue working in 3-4 m waves, conditions that would defeat older, less capable vessels. He pointed out that unless the vessel is stable, with integrated cable-lay gear, the accelerations induced by wave action on both the vessel and cable can easily lead to damage. A stable vessel not only overcomes these obstacles, but is also able to install cable on the seabed at very high levels of accuracy. NKT Victoria can lay cable with a level of
accuracy of +/- 25-30cm, thanks to onboard software that monitors the cable as it is laid on the seabed. Mr Berthou noted that some earlier generation vessels – considered sophisticated in their time – are only capable of levels of accuracy measured in metres. The vessel can carry 9,000 tonnes of cable on two turntables. Mr Berthou said this capacity allows it to complete even the largest work scope in a couple of campaigns. NKT Victoria is capable of simultaneous dual HVDC and fibre optic cable-laying and deepwater HVAC installation, using a high capacity tensioner system. To enable complete cable-lay capabilities ranging from deep water to the shore, NKT Victoria is designed to be beachable in a fully laden condition. The vessel is also fitted with a six-point mooring system. For work in ultradeep water, the deck has been prepared to accommodate a vertical lay tower to enable sufficient high-tension hold-back capabilities.
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SUBSEA VESSELS | 39
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 rule out many other cable-lay units. 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 is an innovative vessel in a number of other respects, not least in its ability to use shore power when in port, thus reducing emissions from the vessel. It also has ABB’s OnBoard DC Grid, which reduces fuel consumption and batteries that can store power. 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, optimising energy consumption and reducing engine maintenance. Energy storage is also used for back-up regarding shore connection during cable loading, allowing the ship to be emission free during the process. This means that fuel consumption and emissions from the vessel are significantly lower than on other vessels, a feature that Mr Berthou believes is particularly important in the environmentally-conscious renewable energy industry. NKT Victoria’s overall fuel consumption is approximately half that of less sophisticated units, he said. Such innovation requires that the cable
installation equipment onboard a vessel be an integral part of the overall design. Gavin Rippe business development director at MAATS Tech – which supplied the carousel and associated equipment for NKT Victoria – explained how his company is devising new ways of achieving this.
Carousel in a carousel
Alongside its work on NKT Victoria, the company is contracted to do likewise for Nexans’ newbuild, Aurora, which is being built in Norway at Ulstein Verft, based on a Skipsteknisk design. MAATS Tech will supply three deck tensioners and another in the gooseneck for the system, along with a capstan hold back, lay wheels and integrated control system. The carousel that MAATS Tech is designing for Nexans’ new unit will be capable of carrying 10,000 tonnes of cable, in an innovative ‘carousel in a carousel’ arrangement. Mr Rippe explained that the concentric concept would enable a ship such as Aurora to carry more cable without making the vessel excessively large and costly: “The deck of a vessel needs a significant amount of space aft of the carousels, around 50 m, to accommodate tensioners and jointing equipment. Installing two turntables on the deck in order to give you the kind of capacity that Aurora will have would not be feasible. You can install one on deck and one below deck, but it is not as operationally efficient a solution as the ‘carousel in a carousel’ approach.” The concentric ‘carousel in a carousel’ concept on Aurora will be able to process two cables simultaneously, or alternatively it can
store a single length weighing 10,000 tonnes. The vessel will have two firing lines. Like NKT Victoria, Aurora will be a dynamic positioning class 3 (DP3) cable-lay vessel. The ST-297 design from Skipsteknisk will be outfitted for power cable-laying, including bundle laying, cable jointing and repair and for cable protection and trenching. The vessel is designed for installation of HVDC and HVAC cable systems, even in severe weather conditions, and for deep sea and nearshore cable-laying. As is also the case with NKT Victoria, the design has been developed for operation in rough weather and features high levels of manoeuvrability and stationkeeping. The vessel will be 149.9 m long with a deadweight of 17,000 tonnes and able to accommodate 90 people. Aurora is due to be delivered in Q2 2021. In addition to power cables for export lines for offshore wind and deepwater interconnector projects, it will be capable of carrying and deploying fibre optic cables and will operate a seabed trenching machine. Another of the ‘big beasts’ of the cable-lay market, Prysmian, also has a sophisticated new vessel that will be constructed at Norwegian yard, Vard. Once complete, the vessel will be capable of installing cables in water depths exceeding 2,000 m – an important attribute in the interconnector market – and will undertake a range of operations using a variety of burial systems, including heavyduty ploughs. The vessel will be designed to have a reduced environmental footprint and will have a length of 172 m, a beam of 34 m and accommodation for 120 people. Construction is expected to commence by the end of the year. OSJ
Aurora’s ‘carousel in a carousel’ will allow it to carry more cable without significantly increasing the vessel's size or cost
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Offshore Support Journal | November 2018
40 | SUBSEA VESSELS
Partners sought to take cable monitoring system to market Buoyed by successful trials, the developers of the CLEMATIS project believe it has the potential to revolutionise cable maintenance and repair
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n Innovate UK-funded project to develop a smart, integrated monitoring system for offshore cables has drawn to a close following successful tests at the European Marine Energy Centre (EMEC) in Orkney. The technology will ultimately lead to better maintenance and repair of underwater cables, reducing costs in the offshore energy sector. The 12-month Cable Lifetime Enhancement via Monitoring using Advanced Thermal and electrical Infrastructure Sensing (CLEMATIS) project demonstrated the technical and commercial viability of a multifunctional distributed sensor system for monitoring cable infrastructure. The project incorporated the Fraunhofer Centre for Applied Photonics, Synaptec, whose technologies were integrated into the system, and EMEC and SEA, which provided market intelligence,
A distributed sensor system could reduce the requirement for visual inspections and cut ROV, diver and vessel hire costs (credit: Global Marine Systems)
Offshore Support Journal | November 2018
test equipment and facilities to enable the system to be tested in real-life conditions. The project built on the 2016 desk-based ORCHIDS feasibility study, which identified various breakthrough techniques that could be combined into a single power-cable monitoring system, providing detailed fault prediction, dynamic thermal rating implementation and fault location. CLEMATIS progressed this initial study from the desk to laboratory demonstrations and then to early field tests, both on and offshore. Field demonstrations took place at EMEC and involved testing the distributed acoustic and thermal sensing capabilities with onshore sections of marine cable. Early success in these tests provided the impetus to test the system on an installed offshore power cable, thus expanding the original scope of the CLEMATIS project. In June 2018, the system was demonstrated on a live subsea cable at EMEC’s Fall of Warness tidal energy test site. The CLEMATIS system exploits the optical communications fibre in marine power cables, turning lengths of power cable into reconfigurable acoustic and temperature sensors. A quasidistributed electrical system makes use of the same optical fibre to interrogate passive electrical current and voltage sensors distributed throughout the infrastructure. This is the first time these techniques have been combined into one monitoring system, enabling end users to simultaneously monitor temperature and load on the energy network, and log any cable trauma. Potential faults can be captured before turning catastrophic, and major faults or outages can be located immediately with accuracy. The system could bring about a step-change in cable operations and maintenance, reducing requirements for visual inspections and reducing ROV, diver and vessel hire costs. Further, the studies found there was potential for the acoustic system to detect much more than tidal flow or direct cable disturbance. Early results indicate the system may even be able to pick up external acoustic signals, for example from passing vessels and interaction with marine mammals. The CLEMATIS project was led by Dr Henry Bookey, Fraunhofer UK Research, who said: “The ability to monitor real-time cable status can save huge sums in lost production through early indication of fault development and help avert major problems by diagnosing and pinpointing cable damage in real time. “The technology emerging from the CLEMATIS project will allow cable health to be monitored accurately and cost effectively. As the project draws to a close, we are seeking opportunities and potential partners to take this solution to market.” OSJ
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42 | MARKET DATA
Weather drives up North Sea rates, while scrapping grows from low base As the North Sea markets wind down, several spot trading OSVs have been seen heading south for the winter
J
uly heralded the start of summer in the North Sea and OSV owners began to anticipate an uptick in demand as the maintenance season got underway; sadly, they were to be disappointed. The surfeit of available craft kept rates down, although PSVs did manage highs of £9,000/day (US$11,700) at one point. By August however, enough projects were on tap to occupy the OSV fleet. Seabrokers reported average fixture rates for large PSVs (900m²+) remaining north of £7,500 for five consecutive months. The fear was that those OSVs
coming off contract would join the reactivated fleet and flood the sector in the tail end of the season. Instead, nature intervened; a sudden downturn in the weather in mid-September locked many North Sea PSVs in port during a time of high demand, leading to an escalation in rates. September started with 20 PSVs open for work and rates hovering around the £5,000/day level. Those vessels that had left port and were available to work in the North Sea suddenly found themselves open to offers closer to £20,000/day. The inclement weather had the same impact on the North Sea AHTS market, where day rates for larger units (over 22,000 bhp) increased from lows of £7,000/day to double that amount over roughly the same period. Now that the North Sea market is entering the winter season demand has fallen away and several OSVs have been reported engaged for work in Africa. This includes two spot trading vessels,
PSV Far Starling (4,000 dwt, 2003-built, PSV 08 CD, 810 m2) and AHTS vessel Normand Ranger (4,500 dwt, 2010-built, 720 m2) which are heading south to work for Total. VOS Partner (4,200 dwt, 2016-built, PX121, 850 m2), VOS Patriot (4,200 dwt, 2018-built, PX121, 850 m2) and NAO Horizon (4,100 dwt, 2016-built, Vard 1 08, 830 m2) are also reported to have also left the North Sea for Gambia. Rates were not reported. The OSV sale and purchase market has been perky during the summer months, with VesselsValue reporting OSV sales up about 80% from August 2017, when five OSVs were traded on the second-hand market. During the same month in 2018, the total number of vessels bought and sold increased to nine. PSV sales included the Lewek Aquarius (5,400 dwt, 2012-built, 950 m2) which was sold by Emas Offshore as part of its restructuring process to Rem Offshore for US$11.0M. The vessel has been laid up and the next Special Survey is due.
Vard’s 3 03-design vessel was originally contracted by Harkand Group, which entered administration in 2016
Offshore Support Journal | November 2018
www.osjonline.com
MARKET DATA | 43
In an interesting move, Norwegian shipowner Østensjø Rederi sold OSV Edda Fonn (spec as sold: 2,354 dwt, 2003-built, 700m2) to the Royal New Zealand Navy (RNZN). Built in 2003 by Myklebust Verft, in its current configuration Edda Fonn is a multirole vessel that can carry out light construction, survey and inspection, maintenance and repair work. It has a length of 85.0 m, a breadth of 18.0 m, a draft of 6.8 m and a dwt of 2,354. Its moonpool measures 7.2 m x 7.2 m. DNV
GL has assigned the vessel a dynamic positioning class of DP2, a Clean notation and an ice class of Ice-C. Following the installation of dive, ROV and hydrographic systems by Østensjø Rederi, the OSV will be commissioned into service in 2019 as a dive and hydrographic survey vessel under the name HMNZS Manawanui. The repurposed OSV replaces two decommissioned RNZN survey vessels, its namesake HMNZS Manawanui and HMNZS Resolution. The
OSV DEMOLITION SALES – AUG 2017 VS AUG 2018 6
6
5 4
No of Vessels
4
3 2
2 1
1
0
AHTS
1
ERRV
FSV
2017
Source: Vesselvalue
PSV
2018
OSV SECONDHAND SALES – AUG 2017 VS AUG 2018 8 7
7
No of Vessels
6 5 4 3
1
1
0
Source: Vesselvalue
www.osjonline.com
2
2
2
1
AHT
AHTS 2017
1
FSV 2018
PSV
RNZN has a budget of NZ$103M (US$69M) for the acquisition, including modifications and introduction into service. On the AHTS side, seven AHTS sales were confirmed in August, according to VesselsValue. Notable sales included Viking Supply Ships offloading three of its ice breaking Super Large AHTS to the Canadian Government for an undisclosed sum. The vessels include Vidar Viking (2,600 dwt, 2001-built, 603 m2), Balder Viking (2,400 dwt, 2000-built, 603 m2) and Tor Viking (2,600 dwt, 2000-built, 603 m2). Elsewhere, Bhagwan Marine has scooped up the small AHTS CMV Athos (1,900 dwt, 2017-dwt) from Caspian Mainport for an undisclosed sum, while MMA Confidence (2,500 dwt, 2010-built, 490 m2) has been sold by MMA Offshore to Perenco, again for an undisclosed sum. In other notable OSV sales news, Vard has agreed to sell a diving and support vessel, originally contracted by defunct offshore support firm Harkand Group to an undisclosed buyer. The vessel was contracted by Harkand in December 2013, but the group entered administration in May 2016. Vard has cancelled the original contract with Harkand’s administrator to agree the new sale. Built to Vard's 3 03 design, the vessel is equipped to carry out a range of diving and subsea operations. It is fitted with a 250-tonne offshore crane and a twin-bell 18-man saturation diving system, which enables split-level diving operations to a maximum depth of 300 m. The vessel is scheduled for delivery from Vard’s Søviknes yard in Q1 2019, before which it will be finalised, tested and prepared for operations. Finally, VesselsValue notes there has been a resurgence in sales for demolition. Scrapping levels throughout 2018 have been markedly higher than in 2017, peaking at the start of the year with 19 vessels sold for demolition in January 2018. While August 2018 saw levels drop to eight OSVs sold for scrap, the number of vessels taken off the water remained higher than August 2017. If the North Sea and other markets are going to return to the levels of profitability owners desire, sales for demolition need to continue at this pace or higher to drawdown the huge stock of idle OSVs. OSJ This article draws on an article that originally appeared in sister title OWJ, 3rd Quarter 2018, p50
Offshore Support Journal | November 2018
44 | IMCA NEWS
Offshore cranes take centre stage at IMCA’s Lifting & Rigging seminar This year’s Lifting & Rigging seminar marked the beginning of a four-year series focusing on cranes, writes IMCA technical manager Mark Ford
‘
R
eturn to Offshore Cranes’ was the focus of IMCA’s Lifting & Rigging seminar this year, which took place in Amsterdam in September. The seminar looked at offshore cranes as key enablers, focussing on technology advances in operating modes, control systems, maintenance and assurance, training and simulators, remote operation, skilled personnel requirements and fibre rope integration. Chaired by TechnipFMC’s David Cannell this year, IMCA’s Lifting & Rigging seminar has become a popular annual event, attended by crane manufacturers, offshore crane users and representatives from training and academic development institutes. This year’s seminar marked a shift from the ropes and rigging issues discussed at past seminars, to examine the cranes and systems used in offshore lifting operations. With input from nearly 20 speakers from across the industry, the seminar considered developments and operational requirements of offshore cranes. Under five session headings it highlighted key issues, concerns and future requirements: Introductions & IMCA Guidance; Operators’ Experience; Total Technology – a quick fire session; Supplier Session; and Training and Academia. Mark Ford (IMCA): An introductory iceCompetence and training of breaking ‘Post-it note crane operators proved to be challenge’ saw delegates list one of the top challenges their expectations for the day,
Offshore Support Journal | November 2018
and what they considered the top three challenges for modern, offshore cranes. The competence and training of crane operators proved to be a big concern, due to the complexity of modern crane systems and their operation. Three workshops looked at ‘Current issues and challenges’, ‘Offshore lifting requirements’, and ‘Training and future forums’. In the first, discussion focused on control systems and operational modes; inspection, repair and maintenance; personal; and operational capacity and limits – and the role of alarm settings during lifting. The second workshop covered future requirements for offshore lifting, looking at the range of tasks and crane types; capacity; capability (including operational modes); operator skills and control interfaces; and health monitoring systems among others. In the final workshop, attendees considered the adequacy of training and asked “What can IMCA do to help?.” The answer to that question will help determine IMCA’s future work programme, with control systems and operational modes noted for further discussion by IMCA’s Lifting & Rigging Committee. Mr Cannell’s closing remarks summed up the day’s discussion and he raised many issues that the sector needs to consider: • Without the crane we cannot do our job. • In terms of cranes – what works for one vessel does not necessarily work for another. • Impossible to create a load chart for all lifts. • Visualise your offshore operation – onshore. • It is easy to know what a good simulator is ... you forget you are in one. • Simulation is a connection element between asset management and project management. • Getting some lessons before doing the lift is a great advantage. • A certificate does not mean competent. • Trainers must be experienced in the crane in question. • Sharing experience is key. The seminar was also an opportunity to remind delegates about the importance of IMCA’s safety flashes (a crane-related finger injury was cited, caused by a falling wire wedge) and the Association’s lifting and rigging guidance; the ‘Guidelines for lifting operations’ (LR006) – IMCA’s most downloaded guidance document in 2018. Other such documents include: Guidance on Wire Rope Integrity management; Guidance on non-destructive examination (NDE) by means of magnetic rope testing; Guidelines for lifting operations; Guidance on the manufacture and safe use of cable-laid slings and grommets; and Guidance on the selection, safe use and inspection of high-performance fibre slings. OSJ
www.osjonline.com
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