Offshore Industry Vol.7 No.1

RT H SE A IN NO TI VA ON

The Climbing Dutchman

NO

OSI 2014 | VOLUME 7 | ISSUE 1

Jack-Up Barge

OSI VOL. 7 ISSUE 1 | 2014

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27-02-14 14:26

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27-02-14 15:52

Experts in the extraordinary

Decommissioning Camelot Platform

SCALDIS SALVAGE & MARINE CONTRACTORS NV North Trade Building Noorderlaan 133, Box 31 2030 Antwerp – Belgium Tel.: +32 3 541 69 55 Website: www.scaldis-smc.com OI_cover 7-1.indd 2

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Editor’s note

Fine -Tuning SINCE THE LAST ISSUE OF OFFSHORE INDUSTRY THERE HAVE BEEN SOME CHANGES AT YELLOW & FINCH PUBLISHERS. THESE ARE AIMED AT FINE-TUNING OUR FOCUS IN ORDER

DENNIS VINKOERT | EXECUTIVE EDITOR DENNIS@YNFPUBLISHERS.COM

to bring you the best possible information. Our Senior Editor, John Gauldie, has become Managing Editor of the editorial team. The team itself has been considerably enhanced by a wave of new appointments over the past months. The expansion of the team started in July, with the appointment of Anoeshka Maaskant. Anoeshka joined us straight after graduating from the Hogeschool Rotterdam, with a degree in Communications. As well as providing content for all our publications, Anoeshka is specialised in Internet news coverage, something that we will be focusing on increasingly in the future.

In September, the editorial team was further strengthened with the appointment of native English speaker, Tom Scott.

Tom, who originally hails from the UK, has an extensive background in marine research, positioning him perfectly to gather the finer details of a story.

Then, just as the year was coming to a close in December, we were happy to welcome Ben Littler to the editorial team.

Ben, also a native of the UK, has worked in a number of roles producing maritime editorial content, for news publications as well as shipping companies.

We have also made progress in other areas of the business over the last year. Charles van den Oosterkamp was appointed as CEO of Yellow & Finch in August. He brings with him a wealth of knowledge garnered from years of management experience in the publishing industry. Charles now joins Business Development Manager Vincent Vinkoert on the board of Yellow & Finch, directing the efforts of this enhanced team into 2014. A key area of focus for us going forward is the expansion of our publishing and promotional services offering. We have everything in-house to provide customised print, online and film materials. Feel free to get in touch for more information on how we can help you with your marketing & communications needs.

DENNIS VINKOERT

www. o f f s h o r e - i n d u s t r y.eu

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OSI 2014 | Vo l u me 7 | I s s u e 1 | 1

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Content OSI 7-1.indd 2

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contents OSI

ISSUE 1

2014

PIPE & CABLE LAYING

44

10 Seven Arctic’s Crane – 900t Subsea Knuckle Boom 16 North Sea Decommissioning – Innovations in the Pipeline 50 Quick Cables – Record-Breaking Inter-Array Installation FABRICATION & ENGINEERING

20 Landing Lights On – New Helideck Approach 24 Cidade de Ilhabela – Next Generation FPSOs 30 Deep Thinking – Winch & Rope Solutions 56 Offshore Constructor – Gulf All-Rounder

10 20

HEAVY LIFT, TRANSPORT & INSTALLATION

34 Jack to the Future – Staying Competitive 44 Innovation in Elevation – Lifting Specialist Goes Offshore 46 Piece of the Action – Zeeland’s Offshore Service Hub SHIPBUILDING

24

40 Thrust into the Limelight – New Wind Installation Method 54 Precise Revolution – Tailored Solutions for Rotating Equipment

34 REGULARS

1 Editor’s Note 5 News in Brief 60 Outfitters Pages 62 Yellow & Finch Pages 64 Word on the Sea

www. o f f s h o r e - i n d u s t r y.eu

Content OSI 7-1.indd 3

On the Cover The concrete gravity base at Sleipner is one of the North Sea’s most recognisable and longest serving structures. Now past its 20-year milestone, the field continues to defy lifespan predictions, thanks to Statoil’s targeted steps to unlock the full potential of the shelf’s mature areas. In January, Statoil announced it has been awarded 10 new interests in the recent APA 2013, including 50 percent ownership and operatorship in PL072D east of Sleipner to secure a near-field exploration opportunity.

(Photo by Øyvind Hagen, courtesy of Statoil) OSI 2014 | Vo l u me 7 | I s s u e 1 | 3

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96x267_v1_Dutch/English

i n d u s t r y

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CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

charles@ynfpublishers.com

dennis@ynfpublishers.com

NATHALIE VINKOERT Chief Financial Officer

MARCO GEELS Chief Commercial Officer

nathalie@ynfpublishers.com

marco@ynfpublishers.com

EDITORIAL

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JOHN GAULDIE Managing Editor john@ynfpublishers.com

ROB VAN AKKEREN Business Development Manager rob@ynfpublishers.com

BEN LITTLER Editor ben@ynfpublishers.com

TOM SCOTT Editor

HERMAN BARKMEIJER Business Development Manager herman@ynfpublishers.com

tom@ynfpublishers.com

ANOESHKA MAASKANT Junior Editor

Step up to Kito quality and safety

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VINCENT VINKOERT Business Development Manager vincent@ynfpublishers.com

DESIGN NATHALIE PUTMAN Art Director

ROSANNA STATTERS Commercial Assistant

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STAFF PHOTOGRAPHERS HANS VAN DER LINDEN | DAVE JANSEN | RENE VAN DER KLOET | DANNY CORNELISSEN | VINCENT VINKOERT | CHRIS WIJMANS

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Copyright 2014 Yellow & Finch Publishers

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Offshore Industry | ShipBuilding Industry | SuperYacht Industry Port Industry | Maritime Services Directory

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• News in brief OSI 7-1.indd 4

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OSI

NEWS IN BRIEF OSI FEATURE

Seafox Set to Work Seafox Contractors has booked a multiple contract win with Dong Energy, thus securing a healthy order book and the intensive use of the Seafox jackup fleet for the near future.

The various scopes entail accommodation support for the renewables sector and accommodation, hook-up support,

construction and heavy lift services to the North Sea oil and gas industry. Seafox Contractors Managing Director Keesjan Cordia says, “The recent awards underwrite the confidence our clients have in our ability to provide safe and efficient solutions.”

SAL Offshore Support Costa Concordia Recovery

Photo courtesy of www.theparbucklingproject.com

Heavy lift vessels Svenja and Lone were busy supporting the recovery of the Costa Concordia wreck at Giglio Island, Italy. The vessels’ main scope in the Parbuckling Project was installation of subsea platforms, flotation sponsons and a blister tank. One of the platforms, measuring 40 x 33 x 22m and weighing 1,000t represents a significant installation by a heavy lift transport vessel. SAL installed 11 sponsons to the Costa Concordia’s portside. These, after integration of starboard sponsons, will be used to refloat the vessel. The blister tank supported the bow of the wreck during its rotation to a vertical position.

>>

| Read more on offshore-industry.eu

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It’s in our character

The port is our life. Hands-on mentality, hard work and accessible people, that’s our character. Anyone who gets to know Zeeland Seaports becomes acquainted with professionals who are proud of their ports. We understand that your interests are also our interests. Clients come first.

Always. We know what’s important to your company. That’s all in our character, and one of our many strengths: location on open sea draft of 16.5 metres congestion-free connections with the hinterland no nine-to-five mentality accessible ports and people dedicated terminals for a broad range of cargo you can reach us 24/7 at +31 115 647400

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• News in brief OSI 7-1.indd 6

27-02-14 15:20

NEWS IN BRIEF

THE FROG-XT4 IS REFLEX MARINE’S NEWLY DEVELOPED CREW TRANSFER DEVICE. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

Joining Forces

VSMC Wins DanTysk Contract

Serdijn Repair and Zwagerman Offshore Services have teamed up to form a single company – Rotterdam Offshore Group. The group offers facilities for vessels up to 190m and up to 9.5m draught. Their 14,000m2 yard hosts heavy-lift cranes and a fully equipped workshop.

Amongst the services offered are mobilisation and demobilisation, conversion and yard repairs, sale, rental or storage of offshore equipment and offshore construction work.

VSMC has secured the contract to complete the installation and termination of infield cables for the DanTysk offshore wind farm. VSMC will step in this month to complete the termination of the cables that have already been installed. The installation and termination of the remaining cables will resume in April mobilising the Multipurpose Offshore Vessel Olympic Taurus. VSMC CEO Arno van Poppel says, “Our valuable experience with similar projects such as Nordsee Ost Phase I and Meerwind allows us to use our technology and expertise effectively.”

GDF Suez Start-up at Orca & Amstel GDF Suez announced the production of first oil from the Amstel field off the Dutch coast in February. They have also recently commenced production at the North Sea Orca gas field (pictured). The field is one of only two fields yet discovered to straddle Dutch and British waters. At plateau this year Orca’s three wells combined are expected to produce 1.3 million m3 per day.

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March www. o f f s h o r e - i n d u s t r y.eu

• News in brief OSI 7-1.indd 7

April OSI 2014 | Vo l u me 7 | I s s u e 1 | 7

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OSI

NEWS IN BRIEF First Renewables Cable Contract

Removal & Disposal of K10-B Platform

Ecosse Subsea Systems (ESS) will design, build and operate a cable-lay system at an unnamed wind farm project off the coast of north-east England. This is the company’s first renewables cable lay award and includes laying more than 70 800m inter-array cables. The support vessel Atlantic Carrier has mobilised from Sunderland for the campaign, which is expected to last up to 10 months.

ESS Managing Director Mike Wilson says, “We’ve completed countless cable and pipe lay projects in the major oil and gas producing regions, but this award is a breakthrough into the renewables cable lay market.”

Antwerp-based Scaldis Salvage and Marine has won the contract to removal and dispose of the K10-B platform.

The platform, operated by Wintershall Nordzee, consists of six piled jackets supporting a well head platform and a production platform connected by a bridge. The heavy lift vessel Rambiz will remove the structures, including the piles, which are positioned up to 6m below the seabed.

Scaldis commenced preparatory work on the project late last year, including provision of entry planning, inspection of existing facilities and installation of new lifting points.

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OSI

NEWS IN BRIEF Damen’s Walk-to-Work Vessel

Damen Shipyards recently unveiled a new wind farm service vessel to support and accommodate turbine maintenance crews on-site, enabling them to ‘walk-towork.’ The vessel’s design comes about as a result of industry-wide consultation. It will provide work facilities and accommodation for up to 45 maintenance personnel and fifteen crew, for voyages up to one month in duration.

The DP2 vessel will include a telescopic, motioncompensated gangway to allow quick and safe access between the vessel and the turbine.

ISVs for Prelude KT Maritime Services Australia has secured a major contract for the design, construction and operation of three 42m Infield Support Vessels (ISVs), to support Shell Australia’s Prelude FLNG Project. As a joint venture between Kotug International and Teekay Shipping Australia, KT Maritime will supply the three 100t bollard-pull vessels to assist in product offloading during the operations phase of the Prelude project. The ISVs have been specifically designed to perform tanker berthing, offshore operations support and emergency response for a period of at least 25 years. Director KT Maritime David Parmeter said, “This joint partnership combines the technical innovation and expertise of Kotug, with Teekay’s experience as a marine operator in Australia.”

Lifting Largest HVDC Platform

Accommodation for Arkutun-Dagi

Daewoo Shipbuilding and Marine Engineering has booked Sea Trucks Group’s accommodation vessel Jascon 25 for use in the Arkutun-Dagi project, operated by Exxon Nettegas. The project, based in Sakhalin, Russia, is expected to commence in Q4 this year and last for 120 days, with an option to extend contracts by an additional 90 days. Additional accommodation modules will increase the vessel’s capacity to 595POB.

On his tour of Dubai in December last year, Offshore Industry’s Executive Editor Dennis Vinkoert witnessed the world’s largest offshore HVDC platform structure, DolWin beta, at Dubai Drydocks World. Shortly after his visit, ALE Heavy Lift lifted the 10,000t topsides to a height of 52.8m from the dock bottom for mating with the superstructure.

This consisted of lifting the topsides by strand jacks and floating the superstructure in the dock until carefully positioned underneath. The topsides were then lowered into place and secured.

<< | Read more on offshore-industry.eu

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PIPE & CABLE LAYING

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PIPE & CABLE LAYING

SEVEN ARCTIC TO FEATURE NEW HUISMAN 600/900T KNUCKLE BOOM

Knuckling Down 3,000m SUBSEA 7 BELIEVES THE SEVEN ARCTIC FILLS A SUBSEA CAPABILITY GAP, OPENING UP NEW POSSIBILITIES FOR DEEPWATER SUBSEA ARCHITECTURE. ON DELIVERY IN 2016, HER BIG DRAW CARD WILL BE Huisman’s innovative new knuckle boom crane, “the best crane of this capacity available on the market”.

Offshore Industry’s John Gauldie interviewed Subsea 7’s Dr Stuart N Smith, Vice President of Technology and Asset Development and David Mair, Vice President of Business Development.

WORDS BY JOHN GAULDIE

S

ubsea architecture boundaries are expanding, structural lifts are heavier and deeper, and spoolpieces are longer and more complicated to handle. Contractors need to install heavier and longer umbilicals and cables, farther from existing infrastructure. This is the market where Mr Mair believes Seven Arctic will fill a capability gap and meet the twin goals of cost effectiveness and increasing operational efficiency.

“We expect subsea production to be on a par with

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traditional platform production over the next 15 years or so,” he noted. “And if that’s the case then we think there’s a tremendous opportunity for our particular services.”

Workhorses of the Fleet

Subsea 7’s fleet of over 40 vessels has a wide range of crane capabilities. The fleet already has around 15 vessels in the flexlay/construction category, also known as Heavy

>>

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You expect peak performance We take it to the next level Exp ert s fo r ex pe rt s

P.O. Box 23047 • 3001 KA Rotterdam • The Netherlands T: +31 (0)10 - 71 41 800 • info@mrestart.nl • mrestart.nl

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PIPE & CABLE LAYING

We expect subsea production to be on a par with traditional platform production over the next 15 years or so.

Construction Vessels (HCVs). Compared to the group’s very specialised and heavy lift vessels (for example rigid pipelayer Seven Borealis with her 5,000t Huisman Offshore Mast Crane), the HCVs are “the workhorses of the fleet”, Dr Smith explained, combining capability and versatility.

This year will see the delivery of Seven Waves, another flexlay construction vessel, which features one of the industry standards in subsea lifting – the Huisman 400t Offshore Mast Crane (OMC). This very effective crane combines big outreach with low centre of gravity for good stability, enabling deepwater (3,000m) lowering.

Dr Smith explained, “A number of our vessels have Huisman cranes on them. The Huisman 400t OMC… our clients have liked it and we’ve been looking at what’s coming next. So we’ve had that in the back of our minds and thinking what can we do better, what features can we take from other cranes around. So we thought about knuckle boom features, which are quite often useful, and we thought about wire sizes and speed and things like that.”

Knuckle Boom Advantage

As it happened, Huisman had also been thinking about the next development in its

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subsea knuckle boom crane range.

Compared to OMCs and pedestal cranes, knuckle booms are a particularly safe and efficient way of moving loads with minimal swing. In 2010 Huisman delivered the 250t subsea knuckle boom crane for Seven Pacific. Another Subsea 7 vessel, the Skandi Acergy, operates a NOV 400t knuckle boom (225t at 2,500m).

“That’s what you might call the conventional hydraulic knuckle boom crane,” Dr Smith continued. “That’s been very successful for us. We’ve done a lot of work for Statoil with that crane. And there are some features in that crane that we’ve got as opposed to the general market. The small improvements there have allowed us to win quite a lot of work from our competitors.”

Dr Smith believes the new Huisman 600/900t Rope-Luffing Knuckle-Boom Crane will fall into that category as well. “We certainly think it’s the best crane of this capacity that’s available on the market.”

Subsea Construction

The new design is a development of the Huisman Pedestal Mounted Offshore Crane using a novel, innovative (for offshore applications) knuckling system on the main boom, which is actuated using wire ropes

>>

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PIPE & CABLE LAYING

rather than hydraulic cylinders. The heavecompensated design maintains higher capacity functionality, while not suffering weight penalty and the associated impact on ship stability when operating conventional knuckle boom designs.

“Huisman were working on these knuckle boom cranes so we went into a period when we were working with them on a number of features, generally optimising it for our purposes,” Dr Smith said. “We thought this is the right crane for us and for our clients, and went ahead on that basis. So it’s been a very fruitful relationship with Huisman.”

Dual Fall Mode

Configured primarily for single (300t) and dual fall (600t) lifts, the crane also has subsea triple fall (900t) capability with some limitations (up to 1,000m water depths).

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“For quite a lot of our work – and this is true of all our vessels – you have your top level capability and certainly you need that for specific jobs, but for a variety of other jobs you’re looking more at our mid capability,” Dr Smith explained. “So our 900t crane we see being used a lot in its various other modes. For a lot of lifts the 600t mode will be most appropriate.”

In dual fall mode the crane will have the capability to overboard 400t and deploy to 2,000m, or 500t to about 1,500m. This will cover modules, manifolds and templates weighing in the 300 - 500t range, where Subsea 7’s current HCVs are at the limit of their capacity.

“Around the 450t mark at 1,500m is going to cover quite a lot of the subsea processing modules that some of our clients are thinking about at the moment.”

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PIPE & CABLE LAYING

SPECS Principal Particulars Length o.a.

Breadth Depth Draught Deadweight Speed Accommodation

162.3m 32.0m 13.5m 8.5m 14,000t 15 knots 132

Machinery & Propulsion Installed Power 25.3MW Aft Propulsion 2x 8MW shafts;

2x 2.6MW tunnel Fwd Propulsion 2x 2.3MW retractable azimuth;

2x 2.6MW tunnel

Over 6,000m of crane main hoist wire will be installed to enable almost 300t to be lowered to 3,000m. A special hook system and wire handling system ensure that wire twisting is prevented. Wire diameter has been kept to 109mm to avoid the heating and subsequent degradation problems associated with heave compensation on larger diameter wires.

More Workability

Many operations will not need such capacity. In single fall mode, the crane can move equipment from every corner of the large 2,600m² deck, reducing the need for deploying skidding systems, and maximising the vessel’s operational time.

Dr Smith: “We have a high lift mode, which conventional knuckle boom cranes aren’t very good at. But we’re going to be lifting very tall objects off the deck, including long spools and associated rigging, and tall suction piles.”

Two additional cranes ensure efficient deck operations and allow a number of lines lowered simultaneously to the seabed for complex or simultaneous operations. For installing flexible pipe/umbilicals/power cables, Seven Arctic features a Huisman vertical pipelay system (325t single tensioner, 360t A&R) and Maats Tech will deliver the 7,000mt underdeck carousel – considerably larger than any of Subsea 7’s other vessels.

Mr Mair: “We anticipate that there’s going to be greater distances between hosts and stepouts. To that end we see power cables of fairly significant lengths. We see more on the umbilical side. We’re expecting fairly substantial use of that kind of capacity.”

Arctic to Angola

With ice-strengthening and winterisation features, Dr Smith confirmed that the Seven Arctic would be particularly well-suited for

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the deepwater and harsh environment of northern Norway and the far North. “The idea is not to be working in the depths of winter, but to extend our operating season to the spring and the autumn.”

However, despite her name, Seven Arctic is designed for global operations. Mr Mair highlighted the range of global opportunities for Seven Arctic. “We have significant opportunities emerging in and around Australia, and Indonesia, again principally deepwater, and again West Africa… The Gulf of Mexico, that’s starting to open up for us too, as drilling commences post Macondo.”

Ship Construction

Hyundai Heavy Industries (HHI) has nearly completed detailed design of Seven Arctic’s preliminary VS 4285 HCV design by Wärtsilä Ship Design. Steel-cutting is scheduled for July/August this year. This will be the second vessel that HHI is building for Subsea 7 – the other is Dive Support Vessel Seven Kestrel (also a Wärtsilä design) due in Q4 2015.

Final assembly of Seven Arctic’s crane will very probably take place at Huisman’s facility in China. It will be shipped to Korea for integration on the vessel. Delivery into the fleet is scheduled for Q1 2016.

With the Seven Arctic, Dr Smith believes offshore developers can further push the boundaries of field development. “We can deploy heavier loads in greater water depths, and we can install and lay greater quantities of flexible pipe and umbilicals at greater water depths. We can store more project equipment than our other vessels.”

Mr Mair concluded, “We do have real confidence in [Seven Arctic’s] place in the market. We see that’s where the market is heading – real challenges in deeper water and difficult environmental conditions.” i. www.subsea7.com

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PIPE & CABLE LAYING

INNOVATIONS IN THE PIPELINE

North Sea Pipeline Decommissioning 1 6 | O S I 2 0 1 4 | Vo l um e 7 | Issue 1

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PIPE & CABLE LAYING

So far only 2 percent of North Sea pipelines have been decommissioned, from a total spanning 45,000km.

THE PIPELINE DECOMMISSIONING INDUSTRY IS STILL IN ITS INFANCY. JOE LEASK OF JEE LTD SHARES HIS research and recent experiences on the North West Hutton project with Offshore Industry and makes recommendations for taking decommissioning forward.

According to Oil & Gas UK’s (OGUK) Decommissioning of Pipelines in the North Sea 2013 report, so far only 2 percent of North Sea pipelines have been decommissioned, from a total spanning 45,000km and growing, suggesting a huge future market potential. Jee Ltd, a UK-based subsea engineering and training company, www. o f f s h o r e - i n d u s t r y.eu

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whose extensive pipeline decommissioning portfolio includes activity for BP on the North West Hutton project, says it is important to collaborate and learn from the experience gained in recent projects in order to develop efficiency for the future.

decommissioning represents around 11 percent of total costs on any given project. However, though not the most significant of associated costs, improved efficiency in this area could significantly reduce overall expenditure.

Investment Influx

Learning Curve

Estimates from the OGUK report suggest that, to 2040, GBP 31.5 billion (approximately EUR 38.5 billion) will be spent on decommissioning, GBP 10.4 billion (approximately EUR 12.6 billion) of which over the next decade, covering 2,300km of pipelines and 800 wells. This influx of investment should give contractors the incentive to fund development of new techniques towards greater efficiency and cost reduction. Decommissioning cost breakdowns reveal that pipeline

Jee was heavily involved in the execution of the North West Hutton project, from which numerous lessons were learned. Two pipelines, PL 147 and PL 148, were decommissioned along with associated equipment. PL 147 was made up of a 12.6km 10” pipeline and 246m 6” flexible.

The 10” pipeline was made from carbon steel and had a cool tar wrap together with a 45mm reinforced concrete coating, reducing to the 6” flexible line. A subsea isolation valve (SSIV) was located 240m from

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PIPE & CABLE LAYING

the platform and connected by a control umbilical.

The majority of the 10” section was covered with rock dump and was left in-situ, except in places where it protruded. The decommissioning activities involved removal of the SSIV in two parts, removal of 53 mattresses (5 x 2 x 0.15m) protecting the control umbilical, lifting and cutting the umbilical into 48 5.5m sections, removal and cutting in half of 24 mattresses (10 x 2 x 0.3m) protecting the 6” flexible section and removal and cutting of the flexible pipe into 38 5.5m sections.

PL 148 was a 20” oil export pipeline 12.8km long that crossed other pipelines in three places. PL 148 was made from carbon steel and coated with coal tar epoxy reinforced with glass fibre and concrete.

It lay un-trenched on the seabed. Decommissioning involved removal of a 240m and a 280m section at the pipeline crossings and trenching of the remainder. The trench was left to fill naturally.

Improvement Opportunities

During the work, Mr Leask identified several areas in which improvements could be made via future innovation. Mattresses removed from site had to be cut for loading onto speed loaders. For this a ‘splitter-cutter’ tool was developed offshore. The use of speed loaders proved an efficient use of deck space, however the deployment process is slow. The importance of developing alternative, faster solutions is evident in the estimated figure of 40,000 mattresses in the North Sea currently. Jee suggested the way forward could be the offering of lump sum contracts serving to incentivise contractors or in investing in further research and development.

During the work, Jee also identified opportunities for improvement in pipeline cutting equipment.

Several different cutting methods were employed including abrasive water jetting, band saw and chop saw. The best performance, however, resulted from a hydraulic shear. However, this sometimes crimped the pipeline, trapping water inside and leading to difficulties when the pipe sections were onshore.

Closing Out

which weigh over 10,000t to be left partially insitu. One of the permit conditions was that third party verification was required. For the subsea workscope a very successful technique was used.

In order to meet the requirement for third-party verification the project team developed a Material Recovery Manifest. This involved entering each subsea item onto a live spreadsheet. As each piece was recovered, it received a nametag and photographs were made. Upon the equipment being passed onto a waste disposal contractor the waste consignment number was also entered onto the spreadsheet. The MRM presented a smooth flow of information throughout the entre process and a way in which compliance could easily be demonstrated.

The importance of developing alternative, faster solutions is evident in the estimated figure of 40,000 mattresses in the North Sea currently.

Sharing Knowledge

Jee says that the North West Hutton project demonstrates that a collaborative approach is crucial in developing better practice in decommissioning. With all the learning processes contractors are expected to go through in the future, the sharing of knowledge can speed up the development of the industry as a whole.

The company also suggests that, for developments to take place, it is essential to incentivise those involved.

Currently a lot of pipelines are left in-situ during decommissioning projects.

This is because assessments suggest that the method is the most technically feasible, safe and environmentally friendly way to handle things – due to the offshore effort required. However, UK legislation requires a ‘clean seabed’ unless clear justification can be given.

Joe Leask of Jee Ltd shares his research and recent experiences on BP’s North West Hutton project.

i. www.jee.co.uk

Jee was also commissioned to write the OSPAR and Decommissioning Programme close-out reports.

For a successful close-out, Mr Leask says, it is important to have clear records of the entire process. North West Hutton was the first North Sea steel piled jacket installation to be decommissioned after OSPAR decision 98/3 came into force. This decision allows derogation to be sought to allow steel piled jacket installations www. o f f s h o r e - i n d u s t r y.eu

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FABRICATION & ENGINEERING

A SAFER APPROACH TO OFFSHORE HELIDECKS

Turning the Landing Lights On WORDS BY BEN LITTLER

ON THE NIGHT OF 18 FEBRUARY 2009, A SUPER PUMA EC225 PLUNGED INTO THE ICY WATERS OF THE NORTH SEA, OFF THE SCOTTISH COAST CLOSE TO THE ETAP Central Production Facility, where it had intended to land. The helicopter pilot was very experienced, but he was attempting to land in poor visibility.

Thankfully, on this occasion, the crew and passengers were all safely rescued. However, this is just one of a series of incidents relating to visual cueing that prompted the UK Civil Aviation Authority (CAA) to seek an innovative new approach to helipad lighting systems.

To that end the CAA developed a collaborative partnership with the Netherlands-based Orga, a specialist in the production and supply of lighting systems for the offshore and aviation industries.

The company’s brief was to develop a lighting system that increased helideck visibility in all weathers for a safer landing. Offshore Industry’s Ben Littler went to Schiedam to get enlightened.

Photo courtesy of Rick van Wijngaarden

Escaping the Black Hole

The result of the collaboration has been the CAP437 standards – and a system to ensure compliance with them. Amongst the issues the CAA raised with conventional, floodlit systems was how deck-level floodlights impair visibility of perimeter lighting due to glare. An additional issue was the so-called ‘black-hole effect’, whereby raised lighting fails to adequately illuminate the central landing area. This leaves the pilot with no option but to aim for a darkened area where the landing pad should be located.

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FABRICATION & ENGINEERING

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The solution is a new touchdown and positioning system from Orga that provides a fully illuminated landing circle – Circle-H. Instead of conventional floodlighting, Circle-H employs a range of explosion-proof LED lights to illuminate the centre of the helideck. The helideck identification and touchdown lighting modules produced for the system work in conjunction with the perimeter and status lights and illuminated windsocks to provide pilots with the required full range of visual cueing.

As well as increasing visibility the new system requires little maintenance with low running costs – the LED units offering extreme longevity combined with much reduced power consumption.

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FABRICATION & ENGINEERING

Photo courtesy of Ceremco van Goch

Tested to the Limits

Circle-H has been tested extensively at an onshore location at the Port of Rotterdam’s Maasvlakte Terminal and offshore, in Morecambe Bay in the Irish Sea. Over 5,000 flights have successfully been made to the offshore location on Centrica’s CPC-1 platform to date.

The system certainly seems to have impressed the pilots who have been involved on these tests. Erik van Nieuwenborgh, a helicopter pilot with Nordzee Helikopters Vlaanderen (NDV), has been using the lighting system at Rotterdam.

He says, “We are very happy with the new lighting system. It’s a very good system, much better than the old one. We don’t have the black-hole effect any more. It’s very bright; you can see it from afar. We are very happy to use this system and think it’s very safe for night flights.”

No Time to Lose

The new CAA standards have already passed into use in UK waters, with a requirement for all helidecks to be refurbished by March 2018. Orga Product Group Manager Daniel Powell urges offshore operators to avoid complacency with regard to the available time-frame, saying, “The industry doesn’t have time to wait. Four years to retrofit the www. o f f s h o r e - i n d u s t r y.eu

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new lighting on all UK offshore helidecks is not that long a time. And with some operators having nearly 50 helidecks to retrofit, the roll-out needs to start now. “ Mr Powell says he anticipates other, similar systems to become available in time, but currently, Orga is the only company taking

We are proud to be associated with a lighting system that will ultimately help save lives.

Going Places

Safety considerations have driven the call for and development of, the Circle-H technology. As Mr Powell says, “We are proud to be associated with a lighting system that will ultimately save lives.”

It is these same considerations of safety that are likely to drive the product forward in the international marketplace. Though the CAA standards are only applicable in British waters, there is every likelihood that other countries will swiftly follow the lead. With application of the safest possible processes coming as standard within the offshore industry generally, this seems the logical course. This being the case it seems likely that Orga have developed a system that has very serious potential around the globe. i. www.orga.nl

orders for a CAA approved lighting system such as this. “We’re ready and we’re able to deliver and install quickly Circle-H on all platforms in the UK North Sea.” Some are already heeding the call it seems and Orga started 2014 with a strong order book. Thirteen units were ready for delivery in January and work was commencing on a further project, which involved 29 systems.

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FABRICATION & ENGINEERING

GOING IN AT THE DEEP END WITH LATEST PRE-SALT FPSOS

Building the Next Generation After a voyage spanning 10,625nm, the second of SBM Offshore’s Generation 3 FPSOs, the Cidade de Ilhabela, arrived in Brazil from China for topside and hull integration. Ilhabela is the first FPSO the company has converted in China.

For the conversion SBM selected the Chengxi shipyard in Guangzhou.

WORDS BY BEN LITTLER

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he decision seems to have paid off, says John Schubert, SBM Offshore Operations Director. “The relationship with the yard is developing well and Chengxi is now expanding their capabilities in the piping and E&I scope of work. SBM is very happy with the conversion work, which was completed in October last year.”

The contractors, part of the CSSC Group, China’s largest shipbuilders, have additionally been responsible for new build of the upper-deck to counter corrosion on the tanker and replacement of the accommodation in order

>> Photo courtesy of Petrobras News Agency

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FABRICATION & ENGINEERING

FPSO Cidade de Ilhabela at the Brasa yard in Brazil for topside integration.

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FPSO Cidade de Ilhabela at quayside Brasa yard Niteroi.

Photo courtesy of SBM Offshore

to meet the standards required for operation in Brazil.

International Exchange

Project Manager for the Ilhabela build, Martijn Kleijn, says the project is the most international undertaken by SBM to date, pointing out multiple work fronts in China, Singapore and Brazil, whilst project management is being coordinated from the Netherlands.

Mr Schubert has pointed out that developing project management and communications

processes has been of paramount importance with such an international distribution of project activities. “This is a global set-up with work spread around the world, so it is vital we communicate continuously to all parties involved and lead by example to raise the bar in safety and execution performance.”

Local Knowledge

The international nature of the project has required global logistics capability. The logistics contract for Ilhabela is being handled by Blue

Cloning Ilhabela – Maricá & Saquarema The Brasa yard is a joint venture between SBM and Synergy. It was rapidly established in just over a year and ensures that the vessels’ construction meets the regulatory requirement of 65 percent local content. In fact, the Paraty build process went further than this and achieved 68 percent.

Petrobras has ordered a further two FPSOs from SBM, a decision partly driven by the establishment of the Brasa yard. Philippe Levy, yard manager and country director for SBM in Brazil, says, “Without Brasa we wouldn’t have been in a position to win.

Petrobras gave us the contract because we had more capacity for local content.”

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de Saquarema are required to be built relatively quickly. As soon as Ilhabela is outfitted Brasa will commence construction of the modules for Maricá.

To improve the efficiency of the build process SBM have decided to use a well-trodden path, as Yves Paletta, Managing Director of SBM Schiedam explains: “We are going for a schedule of 31-33 months for Maricá and Saquarema, which is an extraordinary achievement made possible thanks to the carbon copy [of] Cidade de Ilhabela.”

In order to speed up the process Ilhabela is being cloned in detail. There is one exception, however, in that Maricá and Saquarema are being developed from converted double-hulled VLCC vessels, as

opposed to the single hulls used to date. This results in a slightly larger deck area and a mooring spread slighted adapted from that of Ilhabela.

However, with the topsides built to the exact specifications of Ilhabela’s, there is no opportunity to take advantage of the additional space.

Also in line with current practice, Blue Water Shipping are handling the complete logistics delivery for Maricá and Saquarema, due to be delivered at the end of 2015 and 2016 respectively.

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FABRICATION & ENGINEERING

We’re happy to keep pushing the limits of what you can do with tanker conversions because that’s what we do best.

Water Shipping. Global Manager Thomas Bek attests to the importance of world-wide coverage in a project such as this. “It is vital to have a good knowledge of the import and export procedures in the various countries involved as well as a good coverage through our own local offices.”

In catering for the project, Blue Water Shipping have called upon their local offices in Singapore, Shanghai, Rotterdam and Amsterdam, as well as Rio de Janeiro. Throughout these and other, offices the company has personnel with diverse skills that can be called upon at peak times, as Mr Bek explains, “For an FPSO project like this we see two to three peak seasons, where the number of shipments increase a lot over a period of 1 to 3 months. During those periods we need to be able to allocate more staff – with just as much experience – to the project from one of our other 69 offices. In addition the transport method may change from air to ocean and vice versa, so the competencies and skills of the staff need to be adaptable.”

The Only Way Is Up

Integrated Local Content

Integration is taking place at the Brasa yard in Niteroi-Rio. The integration involves eighteen modules, ten of which, with a combined weight of 12,500t, were constructed on-site. A further three modules were constructed at EBSE, also in Rio, with whom SBM work closely in the development of local content solutions. Here, as with the transportation of the imported components for the build, Blue Water Shipping are responsible for the logistics, via their Rio office.

Going Deep

Generation 3 is SBM’s solution to the needs of pre-salt oil extraction 300km offshore Brazil in the Santos Basin. The FPSOs have been ordered by Petrobras. The high-quality oil, averaging around 30°API and with low acidity and sulphur content, is located around 3,000m beneath the sea-bed, itself between 2,000 and 3,000m beneath the surface of the Atlantic. At this stage it is not possible to say just how much oil is contained in the pre-salt fields, but as an indicator, Petrobras

>>

Ilhabela is the largest FPSO that SBM have built to date at 344.9m in length, 30.3m in height, with a beam of 58m, accommodation for up to 120 people and weight of 75,000t. She offers an increase of 25 percent in production capacity on the first Generation 3 vessel, Cidade de Paraty, which drew first oil in June 2013. Paraty has the capacity to produce 120,000bpd; Ilhabela, when operational, will be able to manage an impressive 150,000bpd and compress 6 million m3 gas. She will also have storage capacity for up to 1.6 million barrels.

The development of Ilhabela has been aided by lessons learned from the Paraty build. SBM say that, amongst the lessons passed on is an ability to optimise available deck space for topside integration. As Chief Technology Director at SBM Mike Wyllie says, “The 23,000t of topsides to be carried on Ilhabella is by far the largest we’ve ever designed and constructed and it’s approaching the limits of what is practical on a converted tanker…

We’ve run out of space to spread the topsides any more, so now we can only build upwards. On some modules we are now up to four operating levels…”

Brasa built modules awaiting integration on FPSO Cidade de Ilhabela.

Photo courtesy of SBM Offshore

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FABRICATION & ENGINEERING The first of the Generation 3 FPSOs, Cidade de Paraty.

The 23,000t topsides… on Ilhabela is by far the largest…We’ve run out of space to spread the topsides any more, so now we can only build upwards.

estimate that the Tupai accumulation alone contains in the region of between 5 and 8 billion barrels, whilst Sapinhoá, where Ilhabela will operate, may hold 2 billion barrels. It is Petrobras’ aim that, by 2020, 1 million barrels per day will be extracted from the pre-salt area.

Pumping Gas

Petrobras are operating in partnership with BG E&P Brasil LTDA and Repsol in the Brazilian pre-salt fields. The FPSOs will be leased to the partnership for the duration of the project and remain the property of a joint company owned by SBM and other partners, including Queiroz Galvão Óleo e Gás, who will also oversee their operation.

Operating in such depths has necessitated some considerable attention to detail during the design and build processes. Paraty, for example, supports a large riser and umbilical count – 66 – both rigid steel and flexible. This has necessitated a mooring spread as opposed to a turret spread. SBM have provided turrets for high riser counts and for high mooring loads in the past. They have also connected rigid steel risers to a turret offshore Brazil, but a combination of all three of these elements to allow these FPSOs to be moored by turret is, as yet, unproven technology, though it is something SBM is working towards.

Other traits specific to Generation 3 include firsttime dehydration of gas with molecular sieves. The gas at the various project locations the Brazil project covers ranges between 10 and 50 percent CO2. Once separated the CO2 has to be disposed of by reinjection. This required compressors that are able to pump a CO2 rich gas at pressures up to 550 bar.

Speaking of such innovations, Mr Wyllie says, “We’re happy to keep pushing the limits of what you can do with tanker conversions because that’s what we do best and it’s where our core technology is.”

Photo courtesy of Petrobras News Agency

Topside and hull integration on Cidade de Ilhabela.

i. www.sbmoffshore.com i. www.bws.dk Photo courtesy of Petrobras News Agency

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FABRICATION & ENGINEERING

Shell’s Perdido Spar features a winch system developed by Doedijns Group International (DGI). The system handles subsea equipment servicing and replacement procedures with payloads up to 43t without vessel support.

Photo courtesy of Shell International Ltd.

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FABRICATION & ENGINEERING

WINCH & ROPE SOLUTIONS

Going Deep with Design SERVICING SUBSEA EQUIPMENT AT DEPTHS OF ALMOST 3,000 METRES NORMALLY REQUIRES CHARTERED SUPPORT VESSELS WITH EXPENSIVE AHC SUBSEA HOISTING GEAR. HOWEVER, DOEDIJNS GROUP INTERNATIONAL (DGI) PROVED AN EFFICIENT ALTERNATIVE WITH their winch system on Shell’s Perdido Spar. The system handles subsea equipment servicing and replacement procedures with payloads up to 43t without vessel support. Offshore Industry’s Tom Scott spoke to Martijn Schols, Doedijns Business Development Manager, to see how they successfully tackled the challenge.

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he Perdido Spar in the Gulf of Mexico is the world’s deepest direct vertical access spar and is operated by Shell on behalf of partners BP and Chevron. The operation is well known in the offshore world – in fact Executive Editor Dennis Vinkoert covered the story in the very first issue of Offshore Industry back in 2008. At peak production, it gathers and processes up to 100,000 bpd of oil equivalent a day, and 5.6 million m3 of gas from three fields within a 48km radius.

Design Dilemmas

Photo courtesy of Doedijns

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There are 22 direct vertical access wells from the spar, with an additional thirteen tiebacks from subsea completions. Such extensive equipment must be changed out and serviced at regular intervals. Rather than deploying offshore service vessels to the remote development at great expense, the Perdido Spar’s design required a winch system to allow the platform to service the subsea equipment itself. The winch would be used to lower subsea equipment to the seabed and back up if required. Detailed subsea operations, namely connections,

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FABRICATION & ENGINEERING

The system is supplied with weights to keep the free end of the rope tight upon retrieval. could be carried out with use of an ROV. “A traditional steel wire rope long enough to reach down to 2,925m would weigh almost 40t,” explains Mr Schols. “This, combined with a 43t payload, would double the necessary lifting capacity of the winch.” This would considerably increase the size of the winch and therefore necessitate significant structural modifications to the spar.

Superior Rope

To solve this tricky problem, designers selected a traction winch system using much lighter fibre rope. Logan Industries, part of Netherlands-based DGI, were responsible for the winch from concept design all the way to installation. Samson provided the rope know-how – they supplied a continuous length of 60mm diameter Quantum 12 rope. This combines Dyneema-75 and Samson’s DPX fibre in a patented construction resulting in a rope with the strength of Dyneema-75 but exhibiting a higher friction coefficient and superior abrasion and cut resistance. This high performance rope has a break strength of 240t and yet weighs 85 percent less than wire rope of a similar size and length, thus greatly reducing deck loading and space requirements. As it is neutrally buoyant it adds no extra weight to the payload – allowing the winch to work at full capacity regardless of depth. The design of the rope goes hand in hand with the design of the winch whose system controls and functions are powered by a dedicated hydraulic power unit. The rope storage reel is driven by a hydraulic motor and planetary gear reducer in conjunction with a bullgear. The traction winch drum has rope parallel grooving with the drums offset for proper reeving and spooling.

Passing the Test

The driven drum consists of independent sheaves for the rope to lie in. The number of

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Photo courtesy of Shell International Ltd.

Photo courtesy of Doedijns

grooves is based on the tractive effort required for a single drum drive with the other traction roll sheaves acting as an idler sheaf assembly. The idler roll has independent groove sections like sheaves to allow the rope to pre‐stretch and float as much as possible with minimal slippage.

On the Perdido Spar, the turn down sheaf has been placed next to the traction winch and the rope path takes it directly down to the water so that items can be picked up from a vessel and directly deployed subsea.

The turn down sheaf has a load pin that measures load being picked up or lowered, line count, speed and direction.

Mr Schols continues, “Because normal operation involves paying out with a load and coming up unloaded, the system is supplied with weights to keep the free end of the rope tight upon retrieval.” Since its installation, the winch has made over 300 runs down to the seabed for subsea installation and decommissioning purposes.

Still using its first rope, a ‘pull to failure’ test was recently carried out – this showed that the rope is still at its original breaking strength. i. www.dgi-company.com

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HEAVY LIFT, TRANSPORT & INSTALLATION

Photo courtesy of Jack-Up Barge

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Jack-Up Barge Managing Director Ronald Schukking, on board JB 118 during the integration of the new DP system.

COMPETITION DRIVING OFFSHORE INNOVATION

Jack to the Future WORDS BY BEN LITTLER

“OUR VESSELS ARE 100 PERCENT OIL AND GAS CAPABLE, THAT’S THE DIFFERENCE TO OFFSHORE WIND INSTALLATION VESSELS,” EXPLAINED JACK-UP BARGE Managing Director, Ronald Schukking.

He continued, “In the future we will work with oil and gas more and be more competitive.”

Mr Schukking was speaking exclusively to Offshore Industry’s Ben Littler at the Keppel Verolme yard at the port of Rotterdam recently. At the time Jack-Up Barge’s JB 118 self-elevating platform was being installed with an original new DP system that forms part of the company’s answer to an increasingly competitive market. This drive for enhanced competitiveness combines cost-cutting, time-saving innovation with an adaptability that sees the company offering a cross-sector scope and providing increasing levels of offshore accommodation.

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A Mixed Scenario

The Netherlands-based Jack-Up Barge, suppliers of both monohull and modular self-elevating platforms, have a robust track record. Since they commenced operations in 2004, their fleet has been involved in a range of offshore and nearshore lifting and construction projects all over the world. Amongst these are a large number of offshore wind projects.

Currently, however, the situation with European offshore wind is rather mixed.

On the one hand, renewable energy is high on the political agenda – prompting a number of anticipatory vessel builds – whilst on the other hand potential investors are wary of a perceived ambiguity towards offshore wind emanating from Brussels. As Mr Schukking stated, “It’s all very well that the map is covered in pink and orange splashes denoting a potential hive of future project activity, but as long as the investors are worried then

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HEAVY LIFT, TRANSPORT & INSTALLATION

Offshore Tugs Kotug Offshore chartered tugs AHT ISA and AHT Meander for anchor handling and towage of JB 118 from the BorWin alpha site in the German North Sea to the port of Rotterdam. The tugs commenced with anchor handling operations on 13 January. A call at Eemshaven had to be made due to adverse weather, with the voyage recommencing on 20 January.

Photo courtesy of Flying Focus Pictures

times over the years. Instead they are focusing their efforts on providing a preferential service offering and, at the same time, redefining platform-based installation methods.

Revolutionary Propulsion

Photo courtesy of Jack-Up Barge

Jack-Up Barge have increasingly provided accommodation solutions to recent offshore projects.

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there are going to be lengthy delays. This is not going to go away quickly.” It’s this that is leading Jack-Up Barge towards a greater involvement in the oil and gas industry.

However, they are not about to give up on the offshore wind sector, having proved themselves worthy service providers many

Jack-Up Barge’s approach has stimulated the development of the new portable propulsion system which they have just integrated to their JB 118 platform. The system, which utilises four Veth L-drive retractable thrusters, each with an independent power generator, can be mobilised directly to the JB 117 or JB 118 vessels and, with only slight modification, the JB 114 and JB 115. Once equipped with the thrusters and DP control centre, the platform is able to operate between work sites at any given offshore location, without recourse to a tug vessel – reducing costs at a stroke.

“The platform’s independent power generation ensures that running costs are cheaper than with conventional models,” informed Mr Schukking. “The classification

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HEAVY LIFT, TRANSPORT & INSTALLATION

Jack-Up Barge’s design for a new feeder vessel which will exclusively deliver an offshore supply service whilst the selfelevating platform and new DP system, carry out the installation work.

Image courtesy of Jack-Up Barge

[Conventional wind installation vessels] are a very extravagant form of transportation...

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of the platform also does not call for the minimum manning levels required of a conventional installation vessel,” he continued. The ABS classification sees the platform listed as a DP2 vessel, but not as a conventional self-propelled vessel, a solution which cleverly meets offshore wind installation requirements.

“What that means is that, when the platform is not performing installation duties, the crew is smaller, which naturally lowers the cost of usage.” What makes the platform really competitive, however, is that, when equipped with the thrusters, it will be used exclusively for installation operations, without becoming involved in timeconsuming transportation duties.

Mr Schukking continued, “Offshore installation vessels can cost upwards of EUR 150 million to build, which means that they attract a premium day rate when operational. Despite this they are frequently used simply to go back and forth from a home port to collect components. It’s a very extravagant form of transportation for the customer.”

Feeding Demand

To further facilitate increased competitiveness, Jack-Up Barge came up with the concept of a new feeder vessel – the FB 201 – to be used in conjunction with the platform and mobile propulsion system.

Whilst the platform takes care of the installation work on-site, the feeder vessel will run back and forth collecting components in the most cost-effective fashion.

Transportation will be the exclusive function of the vessel, which will receive her cargo via port loading equipment – Jack-Up Barge purposely omitting onboard cranes from the design in order to maximise available cargo space and further reduce costs.

The 140m long, 36m wide vessel with 4,000m2 deck space is designed to transport up to 14,000t of components at a time.

Building of the new vessel will commence in spring this year at a yard in either China, Indonesia or Singapore. The new vessel design incorporates two moon pools for ROV operations. Jack-Up Barge has designed the feeder vessel with DP2 and accommodation for 31 people. She will be

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HEAVY LIFT, TRANSPORT & INSTALLATION

The JB 119 Photo courtesy of Jack-Up Barge

constructed to submerse to a depth of 17m and provisions are being made for the installation of buoyancy towers at the stern deck so that it is possible to submerse without grounding. She will also be made ready for the optional integration of a Barge Master supply platform and skidding frame.

The vessel will be ready for use by Q3 2015, offering a transportation and installation package which Jack-Up Barge say will include rates significantly lower than those associated with conventional offshore wind installation vessels.

Accommodating Market Needs

Greater involvement within the oil and gas arena does not always necessitate installation activity. Part of the adaptability of Jack-Up Barge’s model is increasingly in the provision of accommodation to offshore projects. “There is a bigger focus on accommodation right now,” Mr Schukking said. “This is driven significantly by the oil and gas industry. For years prices have been low, now they’ve finally stabilised on a high and a lot of platforms and wells that were going to close are staying open. Often, the

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accommodation at these sites is not up to current requirements, which has created demand for modern, comfortable living quarters.” To meet this need all the accommodation that Jack-Up Barge integrate to their platforms comfortably meets the standards of North Sea operations.

Jack-Up Barge has also invested in increasing the capacity for accommodation on board their platforms significantly. JB 118 and JB 117 were initially designed to accommodate up to 65POB, but with adaptions can now cater for up to 250POB, plus a crew of around 30 persons. The slightly smaller JB 114 and JB 115 are able to host around 160POB, plus crew. The accommodation provided to the platforms is always suitable for North Sea operations.

The JB 119, once operational, will increase Jack-Up Barge’s accommodation by 150POB as standard. Jack-Up Barge’s responses to the challenges of their market currently are a clear demonstration of competition as a driving force for innovation.

An additional project that Jack-Up Barge are embarking upon in 2014 is construction of their latest self-elevating platform, the JB 119. As with the FB 201 the designs are ready and the build process is out to tender amongst Asian shipyards. The JB 119 is anticipated to be operational in Q4 2015. Jack-Up Barge have designed the JB 119 along the same lines as the JB 115, which means a hull 55.5m long by 32.3m wide and 5m draught. The legs will be 78.85m long and the Favelle Favco crane able to lift 300t @ 24m.

i. www.jackupbarge.com

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SHIPBUILDING

VETH PROPULSION DELIVERY PROPELS NEW WIND INSTALLATION METHOD

Thrust Into the Limelight JACK-UP BARGE HAD AN UNUSUAL CHALLENGE: A JACKUP PLATFORM THAT DYNAMICALLY POSITIONS ITSELF ONSITE, WITHOUT TUG SUPPORT, YET avoids the class requirements of self-propelled units. Plus, the propulsion had to be modular and portable. In February, Offshore Industry went on board the JB 118 to see Veth Propulsion’s solution, which brought together the company’s thruster technology with its experience as a DP system integrator.

WORDS BY BEN LITTLER & JOHN GAULDIE

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ead contractor Veth Propulsion accepted the challenge presented by Jack-Up Barge and set about developing a propulsion system that represents an evolutionary step for offshore installation using self-elevating platforms. In February Veth Propulsion completed installation and commissioning of the DP2 diesel-electric thruster package.

Walter Clausing, Project Manager at Veth Propulsion, led the commissioning at the Keppel Verolme yard in Rotterdam.

“Individually there’s nothing new in the

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SHIPBUILDING

Veth Propulsion fabricated four enclosed, retractable thrusters at its plant in the Netherlands (left) for installation on Jack-Up Barge’s JB 118. Pictured on board below are Veth Propulsion Sales Manager Martin van der Jagt, in front of one of the power containers, and Project Manager Walter Clausing, in front of one of the installed thrusters.

system,” he explained. “But integrating this as a standalone DPS-2 system for a large self-elevating platform is quite special. Not to mention engineering it up to offshore standards. It’s also a portable solution that can be mounted on other jackups in the fleet.”

System Integrator

The company fabricated four enclosed, retractable 900kW L-drive azimuthing thrusters at its plant in Papendrecht, the Netherlands. Each unit is designed for truck transport. After arriving at Keppel Verolme, the JB 118’s main crane lifted each thruster unit into place near each leg of the jackup platform. The thrusters’ motors draw power from four dedicated and independent generator sets. Veth Propulsion delivered the four independent power containers on deck – each run with a Caterpillar C32

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engine and backed up by a SisuDieselpowered auxiliary generator set. And finally, Veth Propulsion integrated the power and automation systems, Kongsberg DP systems and CyScan system in a dedicated control room container – including Veth Propulsion’s own control panels and levers.

This container serves as the platform’s ‘wheelhouse’ whilst the propulsion system is in operation.

A Class of Its Own

Developing the system required a strong cooperation between Jack-Up Barge, Veth Propulsion and class society ABS, as Mr Clausing explained. “This is still a platform; it’s not becoming a ship. It’s not self-propelled, at least from the perspective that it still requires an element of towing. It can hold station independently, but it has to be towed to the offshore location.”

ABS, the global market leader in jackups, is providing classification for the system. The recently appointed Country Manager for ABS in the Netherlands, Dick Pronk, was closely involved in the project. “It’s certainly unusual,” he told Offshore Industry. “But the DP notation requirements are clear. This is not a self-propelled vessel so it doesn’t need the machinery notation or require extra equipment or personnel on board. It’s been a matter of working closely with JackUp Barge and Veth Propulsion to make sure this system safely and reliably achieves its goals, and meets class requirements.”

Picking up the Gauntlet

The project was appropriate for Veth Propulsion; their experience to date includes both portable barge propulsion and DP installations. For the Netherlands-based propulsion specialists, the project also caps

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Short delivery time

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SHIPBUILDING

– WA LT E R CLAU SI NG , PROJ EC T M A NAG E R AT V E TH PRO PU LSI O N –

Integrating this as a standalone DPS-2 system… is quite special. a rapid rise within the offshore industry, explained Martin van der Jagt, Sales Manager at Veth Propulsion.

The company has catered for inland shipping propulsion needs since 1951; notably as inventor of the now-ubiquitous Veth-Jet channel bow thruster used extensively in Rhine shipping and cruising.

“A few years ago we took a decision to diversify and develop other markets,” Mr Van der Jagt said, noting the current troubled state of inland shipping. Two new markets are tugs and dredgers – both have since developed into successful sectors for Veth Propulsion. Plus, he confirmed, the company has successfully won orders for vessels operating in oil and gas as well as wind.

“The offshore market also has huge opportunities for us. We’ve developed some strong references in offshore now – it’s developed very quickly. Over the last year we’ve opened agencies in Russia, Brazil, India and Australia. Internationally, we’ve created quite a big network, there’s a lot of potential.”

Veth Propulsion developed the new DP propulsion system for Jack-Up Barge’s JB 118. During installation, the platform’s crane lifted each portable thruster unit into place (below).

Offshore Talent

The new system received a warm reception when Veth Propulsion showcased it at Marintec in Shanghai in December last year.

“There was a lot of interest,” Mr Van der Jagt noted. “The JB 118 was built in China so there were many people keen to see what innovative solution we had come up with.”

To keep up with global demand, Veth Propulsion is also expanding their production facilities in the Netherlands. Building on this quick rise to offshore prominence, the innovative nature of the Jack-Up Barge project has provided Veth Propulsion with the opportunity to demonstrate their talent for complex projects.

“Building these four thrusters has had a

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huge impact on our organisation. They’re not the biggest thrusters we’ve built, but they represent a challenging combination of factors. Everything about this job was big.”

Mr Van der Jagt continued: “We’re relatively new to the offshore industry, but this project has definitely illustrated our capabilities.”

i. www.vethpropulsion.com

View It Online View a 3D animation of Veth Propulsion’s portable solution for jackup barges on YouTube: http://youtube/UD_QLx9rh50

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HEAVY LIFT, TRANSPORT & INSTALLATION

Innovation in Elevation A VERSATILE APPROACH TO LIFTING COMPONENTS

Ropeblock’s open spelter sockets.

ROPEBLOCK WAS FOUNDED IN 1993, COMMENCING OPERATIONS WITH THE MANUFACTURE AND SUPPLY OF LIFTING AND RIGGING COMPONENTS FOR THE GLOBAL LIFTING INDUSTRY. Over the past years the company has evolved, today providing wide sector coverage with a diverse product range.

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hilst remaining true to its roots and continuing to serve the mobile crane arena, Ropeblock’s scope now also includes the maritime and offshore sectors. Within these fields Ropeblock produces its range of hookblocks, swivels and sheaves for use on a variety of equipment including port cranes, ship cranes, offshore cranes and offshore platforms.

Ropeblock additionally produces a range of sockets, used for lifting, but also for mooring and on drilling rigs.

Ropeblock say, “The combination of these two

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distinct lines is unique and encourages continual development as each segment benefits from the lessons learned during production of the other.”

The entire process is managed in-house at Ropeblock’s facility in Oldenzaal, the Netherlands.

The company is able to advise, engineer, manufacture, test and inspect and, finally, market the products.

Quality, Safety & Flexibility

Being able to oversee the entire process from start to

finish assists Ropeblock in the pursuit of one of their key areas of focus – quality.

The commitment to this is evidenced by the company’s ISO9001 accreditation. The state-of-the art factory was specifically designed and built to operate as a block and socket factory, combining efficiency, cleanliness and flexibility.

Of course, operating in the offshore sector, safety is another key focus for Ropeblock. The Ropeblock product range has, over the years, developed a solid reputation for reliability and the company is proud of its

The

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HEAVY LIFT, TRANSPORT & INSTALLATION

fail-free track record.

Ropeblock’s other area of expertise is in working exactly to the unique requirements generated not only by each product or sector, but also to the individual needs of each client and indeed, each occasion. Ropeblock clients are able to benefit from the advice of the company as it shares its experience, gained over 30 years.

However, the company is equally aware of the need to be reactive to the client and has a flexible approach, which helps to drive innovative product design.

Correct Approach

Each component, for example, can be constructed using different resources depending on the situation in which it is to be applied. Sheaves can be manufactured from steel, cast steel or iron and nylon, whilst hooks are produced as a casting ore or a forging.

Each method has its own

The Ropeblock paintshop

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merit and will be selected for use dependent on the requirements of each project on an individual basis.

To provide guidance in this area, Ropeblock has developed a set of parameters for establishing the correct approach. These feature such things as desired lifetime of a wirerope, fatigue considerations and operational needs.

When manufacturing its customised products, Ropeblock maintains close communications with the crane manufacturers to ensure that the commissioned product works well for all parties in the chain and makes the crane itself more efficient. In the case of the socket range, Ropeblock seeks to form close relationships with wire rope manufacturers in order to develop products displaying all the characteristics required for use alongside the rope.

Continual Innovation Ropeblock has a strong tradition of innovation, developing products such as the patented Super reeve connector socket. Such innovative developments come as a result of a flexible, client orientated approach, constant development of products and the need to respond to such widely differing operational requirements.

For example, the Ropeblock range contains equipment suitable for use in the most extreme circumstances, including products that can be used in temperatures as low as -40° Celsius and those suitable for use at water depths up to 4,000m.

Global Coverage

Ropeblock products can be found in use throughout the world with export trade accounting for 95 percent of total orders. This fact in itself requires an enormous amount of flexibility, as components are produced in accordance with internationally acceptable standards. Ropeblock use their engineering experience and understanding of global rules and regulations, applying knowledge in such a way as to ensure a continual progression of the product range. i. www.ropeblock.com

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HEAVY LIFT, TRANSPORT & INSTALLATION

ZEELAND SEAPORTS – SERVICE HUB FOR THE OFFSHORE INDUSTRY

A Piece of the Action WORDS BY TOM SCOTT

THE OFFSHORE WIND MARKET IS A UNIQUE OPPORTUNITY FOR EXPERIENCED OFFSHORE PORTS TO MAKE USE OF THEIR LOGISTICS know-how and industrial capabilities. The Port of Vlissingen, part of Zeeland Seaports, is one such port. Editor Tom Scott gets the low down as the Dutch port’s key players head up the offshore industry supply chain.

When it comes to offshore wind capacity, it is the UK that takes first place – the island nation has as many offshore installations as the rest of the world put together. The Brits are followed by the Danes, the Dutch and the Belgians. The top four have concrete plans to expand their existing offshore wind capacity – and all four have already made use of Zeeland Seaports for their project logistics, transport and installation.

No Substitute for Experience

As the offshore wind construction industry matures, the scale of projects already on the board looks promising. The UK’s Round 3 developments are due to begin construction in 2014, with a total of around 31GW capacity already licensed to developers. In the last week of 2013, the Dutch 4 6 | O S I 2 0 1 4 | Vo l um e 7 | Issue 1

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Photo courtesy of Dennis Vinkoert

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HEAVY LIFT, TRANSPORT & INSTALLATION

Photo courtesy of BOW Terminal

government designated new areas for the construction of offshore wind farms totalling almost 1,500km2. Denmark and Belgium also have further capacity in the planning and licensing phases. However, investor concerns are growing amongst wavering political commitment.

In terms of investment, there is still a long way to go – the European Wind Energy Association (EWEA) estimates that to achieve the EU’s 2020 target of 40GW, around EUR 100 billion would need to be raised. To put that amount into perspective – in 2012, nine offshore wind farms were completed – representing investments of EUR 4 billion. In other words, the future is not all rose-coloured as potential investors are being scared off by political ambiguity.

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At BOW Terminal in Zeeland Seaports, the Olympic Taurus collects the last cable reels for installation at the Northwind offshore wind farms.

Wilkes, “The unclear political support for offshore wind energy – especially in key offshore wind markets like the UK and Germany – has led to delays to planned projects and fewer new projects being launched.”

For those projects going ahead, avoiding delays and cost overruns is vital to continue attracting investors. Supply chain logistics providers need to be at the top of their game. That’s where Zeeland Seaports – one of the region’s most experienced offshore logistics ports – plays a leading role.

Providing Services

The Vlissingen-Oost industrial port area in particular is home to a growing number of operators that are capitalising on the North Sea’s rapidly developing offshore sector. The

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Heerema Fabrication Group’s Vlissingen facility, pictured last year, has considerable experience in jackets. The facility recently began fabrication of Statoil’s 17,000t Gina Krog jacket (below), the largest jacket ever built in Vlissingen.

Photo courtesy of Dennis Vinkoert

industrial port area contains many specialist companies providing key links in the intermodal transport chain. These shipbuilding and marine equipment industries as well as the port infrastructure provide services based on their extensive existing expertise.

“Our ideal location is one of our strong points,” explains Zeeland Seaports Commercial Manager Peter Geertse. “The ports are close to the North Sea and are favourably located compared to other ports in the Netherlands, Belgium, France, United Kingdom ports and even Germany and Denmark. Off the coasts of these countries, major wind parks will be developed over the coming years.”

Terminal Storage

Image courtesy of Statoil

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The trend towards larger projects is expected to continue over the coming years, requiring even larger scale foundations, transition pieces, transformer stations, longer and heavier cables, not to mention the impressive size of the new generation turbines. These also require larger lifting gear, larger installation, construction and maintenance vessels, as well as larger construction spreads and handling equipment. Zeeland Seaports not only has the established supply chain and the North

Sea location, but it also has the space for all these larger activities.

“For the transport of heavy loads and project cargoes, special ships are needed, which can only bring along a limited amount of material each time. Therefore, quick handling and dispatch is of the utmost importance,” continues Mr Geertse. “Space is another major benefit of the Vlissingen location. Many wind generator parts are manufactured in the hinterland, for example in Limburg. These companies recognise the advantages of our premises when it comes to the temporary storage of monopiles, transition pieces and similar equipment.”

One of the project logistics providers at Zeeland Seaports, Verbrugge Terminals recently entered into a strategic partnership with the crane rental and heavy lift specialist Sarens. Their Scaldia terminal can handle wind turbines and accommodate jackup vessels alongside the quay. The joint venture offers solutions for load-in, storage, preassembly and load-out of monopiles, jackets, tripods, pre-piles, transition pieces and gravity based foundations as well as wind turbine generator parts such as tower elements, nacelle, hub and blades.

Breakbulk & Offshore Wind Terminal (BOW) Terminal has a 14ha facility located alongside a 360m long quay. The availability of permanent heavy lift capacity makes w w w. o ffs h o re -i n d u s tr y. e u

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HEAVY LIFT, TRANSPORT & INSTALLATION

BOW Terminal a perfect location for heavy lift cargoes and breakbulk projects. BOW boasts the largest fixed heavy lift crane in Europe (a Gottwald MK 1500), with 1,200t lifting capacity. Most recently, BOW Terminal has been providing services for Olympic Taurus during collection of the last cable reels for installation at Belgium’s newest offshore wind farm – Northwind.

Steel Specialists

Another company in Zeeland Seaports that is presently busy with construction for Northwind is the GS Staalwerken Groep.

New on the Vlissingen offshore supply scene, GS is a family-run steel construction business that is currently setting up a new production facility that will deliver steel structures to offshore projects. Such structures will be produced at the group’s various inland facilities and then transported to Vlissingen for final assembly and surface treatment before final delivery. To date, the company has carried out some impressive projects: Secondary steel structures for jacket foundations, monopiles, TPs and substations at Sheringham Shoal, Thornton Bank, Northwind and Westermost Rough offshore wind farms to name just a few. The new facility will also fabricate seafastening and temporary structures for the offshore wind and oil and gas industries and provide repair works.

A growing name in the offshore market is VDS Offshore Constructions and Conservation thanks to widely reported projects incorporating well-known offshore vessels such as the Seven Borealis and the Skandi Acergy owned by Subsea 7, the Pacific Orca of Swire Blue Ocean and the MPI Adventure of MPI Offshore. VDS focuses on development and production of steel and aluminium structures and equipment. A fully geared offshore terminal with harbour cranes, SPMT trailers and reach stackers, the premises boasts a dedicated berth for offshore vessels or jackup barges.

The offshore supply chain continues with Multraship Towage & Salvage. Besides coastal and deep-sea towage operations, Multraship also provides tugs and multipurpose vessels as diving support, standby, supply and anchor-handling vessels for clients in the offshore and marine contracting industry. Its sheerleg vessel Cormorant can be deployed for heavy-lift operations and civil works.

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More Than Wind

Mr Geertse: “The port of Vlissingen is an ideal home base for delivery – and not just for wind energy projects, but also for oil and gas production activities.”

The oil and gas industry is also catered for – not least with Heerema Fabrication Group’s (HFG) Vlissingen yard, which recently celebrated the first cut steel for the Gina Krog jacket. The jacket, which is being built for Statoil, will weigh 17,000t and as such will be the largest jacket ever to be constructed at HFG’s Vlissingen facility. On completion, the jacket will reach a height of 142m, with a

Photo courtesy of GS Staalwerken

The J-Tube cage constructed by GS Staalwerken for installation at the Northwind substation.

footprint 60 x 50m. The 250t pre-drilling well head module will accommodate the phased development of the Gina Krog field. The delivery of the jacket and pre-drilling module is scheduled for sail away in April 2015. At the steel-cutting ceremony, HFG CEO KoosJan van Brouwershaven said, “Today’s ceremony marks not only a major milestone in the start of the fabrication process, but also a new era in the design and fabrication capacities and capabilities at our yard in Vlissingen.”

In the future, all the present offshore activity will require maintenance, repair and decommissioning. Again, this will involve production, transport and jobs. With 50 years of experience, Damen Shiprepair Vlissingen repairs and maintains all kinds of seagoing vessels and offshore constructions.

Servicing the offshore industry in the realm of repair and conversions, the yard has three dry docks. The yard has also built up an impressive track record in complex offshore conversions: from support ships to flexible pipe layers, from drilling rigs to accommodation rigs and from heavy load carriers to stone dumpers.

With their direct open access to sea, deepwater terminals, short steaming time to open sea and excellent infrastructure with hinterland connections by road, rail and inland waterways, the services and facilities of Zeeland Seaports will continue to grow and develop. i. www.zeelandseaports.com

Photo courtesy of Dennis Vinkoert

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PIPE & CABLE LAYING

CT OFFSHORE INSTALL INTER-ARRAY CABLES IN RECORD TIME

Quick Cables WORDS BY BEN LITTLER

CT OFFSHORE IS A HIVE OF ACTIVITY RIGHT NOW. THE COMPANY HAS RECENTLY COMPLETED THE TIME-EFFICIENT INSTALLATION OF 108 INTER-ARRAY CABLES at the Irish Sea offshore wind farm West of Duddon Sands (WoDS) for Dong Energy and has secured contracts for cable installations at both Gwynt y Môr and Borkum Riffgrund offshore wind farms. Additionally, organisational

Sia customised for the project in action at West of Duddon Sands in the Irish Sea.

changes see CT Offshore being adopted into the A2Sea management structure.

T

he WoDS cables have been installed via CT Offshore’s preferred means, the free-lay method, which the company is convinced offers the most time efficient installation, as A2Sea CEO Jens Frederik Hansen explains, “Using this method allows the developers to connect power to the WTGs at a much earlier stage in comparison to other methods where the cable laying and burial are carried out simultaneously.”

Record Breaking

Mr Hansen states that speed was only one focus and that safety remained the priority throughout the operations. “Since the start in June 2013 we have broken several internal records during the operations – in the safest possible way. Three cables in 19 hours was the top record. We must say 5 0 | O S I 2 0 1 4 | Vo l um e 7 | Issue 1

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Photo courtesy of CT Offshore

that the in-house designed setup of the CLV Sia is working outstandingly. We feel very confident in stating that installation of two cables a day is indicative of the general standard.”

The installation work was carried out in 12 and 24-hour setups. Mr Hansen says that the efficiency of the project delivery was the result of thorough planning at the preparation stages, combined with team work and close communications throughout.

This ensured a smooth flow of work and kept the number of voyages to a minimum.

One Step Ahead

One of the Masters of the cable lay vesel Sia, speaking of the progressive performance during the project, said, “An incredible dedication and willingness to succeed shown by each and every w w w. o ffs h o re -i n d u s tr y. e u

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colleague on board this project is the main reason for the success. Challenges arise during such a large project, however, through our well experienced cable and project team, supported by the terrific cooperation with Dong Energy, we were able to keep one step ahead all the time and find a prompt and best-fit solution for all parties.”

However challenging such projects can be, the WoDS cable installation benefitted to some extent from good summer weather conditions, which minimised disruption to operations and even made up for some delays that had occurred in previous phases of the project.

The vessel’s cable capacity was increased to 595t for the project.

Customised Installation

The Sia, which was delivered in 2010, was redesigned and built in-house especially for the www. o f f s h o r e - i n d u s t r y.eu

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Photo courtesy of CT Offshore

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PIPE & CABLE LAYING

We have broken several internal records…in the safest possible way.

project. She is the largest vessel in CT Offshore’s fleet at 78m in length, 15.5m in width and weighing 2,525t. For the WoDS project CT Offshore extended the largest of her three turntables, enabling her to load 565t of inter-array cables at any one time.

A 15t A-frame was added to the stern of the vessel to optimise the cable laying process on deck. Using the frame gives more control in lowering the quadrant, to which the cable is attached, into the sea.

Sia was one of three CT Offshore vessels employed for the WoDS cable installation project. Sia was responsible for the cable installation, whilst ROV support and hydrographic surveying vessels Line and Sander 2 were utilised for all pre and post multibeam and TSS surveying. A specialised trencher is being used for the post-lay burial of the cables. This work is currently ongoing, as Mr Hansen explains. “We are carrying out the post burial work using our specialised trencher and single sword jetting method. It is our own trained and well experienced ROV and survey team that handles this process of the post-lay burial of the cables.

The process is advancing and now some of the strings are already energised and ready for the final connection.”

WoDS is located 14km from the British mainland in the Irish Sea, between the Ormonde and Walney wind farms. Its 108 turbines, which are expected to be operational later this year, will deliver 389MW of electricity to over 3,000 UK homes.

Good Prospects

Customising Sia for work at West of Duddon Sands.

Photo courtesy of CT Offshore

Subsea Services, who will deliver their scope with the vessel Saltire and their Q1400 trencher. Mr Hansen said, “CT Offshore is very content with the agreement made with RWE and we really look forward to joining the Gwynt y Môr project. Following our latest success… on West of Duddon Sands, we feel confident that with the Fugro team alongside, we will accomplish well and in time.”

CT Offshore has also announced the signing of an agreement to lay, install and bury 43 inter-array cables at the Borkum Riffgrund 1 Offshore Wind Farm, due to start mid-June for completion by the end of August. The Sia will again carry out the work, supported this time by Nico and Sander 2, in CT Offshore’s first project in German waters.

Under New Management CT Offshore has recently been adopted into the management structure of A2Sea. The news was announced in January this year and, as of 1 February, the Executive Committee of A2Sea is managing the company. A2Sea had been the majority shareholder in CT Offshore since 2011.

The move comes after former CT Offshore CEO Frank Hansen announced he would be departing from the company. Mr Hansen is reported to have taken up an opportunity elsewhere.

A2Sea CEO Jens Frederik Hansen said the move was a natural one in the circumstances. “There is a large synergy between CT Offshore and A2Sea and we are working together closely already. By coordinating our resources even more we can supply the optimal use of resources and the knowledge sharing between the two companies when working together on projects etc. CT Offshore is a solid and successful company with many very competent employees and we look forward to strengthening the collaboration.”

i. www.ctoffshore.dk

The coming months look promising for CT Offshore, which has recently commenced work at RWE Innogy’s Gwynt y Môr Offshore Wind Farm in Liverpool Bay for the installation of 63 inter-array cables. Freelaying and installation will again be undertaken by Sia. The subsequent burial of the cables has been subcontracted to Fugro www. o f f s h o r e - i n d u s t r y.eu

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SHIPBUILDING

Photo courtesy of EMHA

PROVIDING TAILOR-MADE SERVICES TO THE OFFSHORE INDUSTRY

Precision Perfect “WE’RE TALKING ABOUT MARGINS OF ERRORS IN 100TH OF A MILLIMETRE.” EMHA MANAGING DIRECTOR MARCO VAN ‘T GELOOF IS DEMONSTRATING HOW some of the company’s key services – laser alignment and vibration reduction – are paramount to the efficient operations of the offshore industry. Editor Tom Scott discovered more about the benefits of the accurate inspection and installation of rotating equipment.

WORDS BY TOM SCOTT

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Accurate Alignment

Taking laser alignment as just one example of EHMA Technical Bureau’s services – correct installation and alignment of rotating machinery is crucial to achieve an optimum performance. Shaft alignment includes both horizontal and vertical machine, cardan shaft and machine train alignment.

Misalignment will cause problems such as vibration, bearing and coupling failure and mechanical wear to different parts. By using the most advanced laser and measuring equipment,

technicians can achieve perfect alignment of rotating equipment.

Equipment alignment is just the start – determination of anchor bolt positions, monitoring of strategic control points and hence reverse engineering of complete installations, can be achieved by using 3D metrology and laser tracking tools. Thermal growth and strain gauge measurements are also possible. The benefits are numerous; machines have a longer lifespan, they perform more efficiently and have less downtime. Vibrations are

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SHIPBUILDING

reduced leading to less wear of parts and lower energy and maintenance costs.

Technicians can achieve perfect alignment of rotating equipment.

Vibration Measurements

Talking of vibration, Mr Van ‘t Geloof continues, “In the early phases, you can see if there’s a problem coming and therefore schedule maintenance.” EMHA’s machinery vibration measurement service provides a reliable

indication of the condition of rotating machinery. This yields up-to-date information of the machine in operation.

Vibration measurement data helps detect problems that might be developing.

By monitoring the condition of machinery, most developing problems can be detected. Detecting defects at such an early stage prevents further damage and minimises machine downtime. The subsequent

Photo courtesy of EMHA

Photo courtesy of EMHA

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repair will be simpler, faster, and cheaper. Since almost any error or divergence in a machine causes a different level of abnormal vibration, the data can be analysed to determine the actual, specific problem in a machine. Common problems include misalignments, damage to bearings, clutch design, corrosion or worn parts.

Less Downtime

The company’s design engineering department offers exceptional technical support – using innovative calculation methods and the newest Inventor and drawing programmes, specific tailor-made solutions for each customer can be implemented. EMHA has close bonds with engineering and classification societies, and as such are able to respond effectively to changing demands in the market.

By providing on-site and in-situ technical services, using accurate mobile machining equipment, EMHA can perform on-site machining on board vessels or offshore structures anywhere in the world.

Consequently, the high costs involved in removing equipment, transportation, re-assembly and subsequent machine downtime is avoided. The combination of such accurate mobile machining equipment and the extensive experience of the company’s engineers provides quality and flexible services for on-site machining solutions. i. www.emhabv.nl

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FABRICATION & ENGINEERING

VISITING LAMPRELL’S GULF OPERATIONS

Offshore Constructor

A KEY PLAYER IN THE OFFSHORE INDUSTRY IN THE GULF REGION FOR MORE THAN 30 YEARS, LAMPRELL HAS STARTED THIS YEAR AHEAD OF Photo courtesy of Dennis Vinkoert

ITS OWN EXPECTATIONS. AFTER A CHALLENGING 2012, THE COMPANY has returned to a healthy financial position with major orders from existing clients. The group is presently completing no less than seven new build jackup rigs and a major rig conversion project. Lamprell is clearly capitalising on the global need for jackup rigs – both new and refurbished. Executive Editor Dennis Vinkoert went to Dubai to see the operations for himself.

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T

he U.A.E. is home to three of Lamprell’s offshore construction facilities: Sharjah, Hamriyah and Jebel Ali. The company has further operations in Kuwait, Iraq and Saudi Arabia. The Sharjah yard specialises in the refurbishment and conversion of jackups www. o f f s h o r e - i n d u s t r y.eu

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and semis as well as the new builds of jackup rigs. The facility boasts a 23ha area that is served by 760m of direct deepwater quayside access – it is here where the majority of Lamprell’s jackup rig upgrade and refurbishment projects are completed.

Mobile crawler and tower cranes service the open fabrication areas.

Accommodating Crews

The yard is currently completing a contract for Millennium Offshore Services group

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MCE DEEPWATER DEVELOPMENT 2014 8 -10 APRIL , 2014 • MADRID, SPAIN Co-Hosted by

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Join Repsol and our Advisory Board, Speakers, and Delegates for a private museum viewing and cocktail reception.

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www.maritimeoffshorecareerevent.com Lamprell.indd 58 MOCE_AdvENG_OffshoreIndustry_229x153_fc_7feb2014.indd 1

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FABRICATION & ENGINEERING

Photo courtesy of Dennis Vinkoert

(MOS) for the conversion of the MOS Frontier, a three-legged MLT116C jackup drilling rig. The vessel arrived at Lamprell’s Sharjah yard late last year and is currently being converted to a self-elevating Accommodation Service Vessel (ASV) capable of operating in water depths of 100m for 290 offshore workers.

“Rig refurbishment remains an area of traditional strength for the group,” explains CEO James Moffat. “Lamprell has a wellestablished track record for undertaking major rig refurbishment projects.”

The refurbishment work planned for the MOS Frontier is certainly extensive. The vessel is set to receive new accommodation units, main engine installation, a new helideck, new piping and electrical systems, crane installation, heating, ventilation and air conditioning works.

This is not the first time that MOS has called for Lamprell Sharjah’s conversion expertise.

In fact, the offshore services provider has had its whole fleet refurbished there. “It is pleasing that one of our existing clients has awarded us a new contract for one of the largest refurbishment and conversion projects in our history,” commented Mr Moffat after securing the latest contract.

The MOS Frontier is number seven in the fleet for the company that was established in 2007 with the objective of assembling a fleet of jackup ASVs to meet the growing needs of the offshore industry.

New Builds Too

Of Lamprell’s other U.A.E. offshore construction operations, Hamriyah is the www. o f f s h o r e - i n d u s t r y.eu

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largest – covering 33ha with access to 1.5km of deepwater quayside. Current projects the yard is busy working on include new build contracts for seven jackup rigs, including six LeTourneau Super 116E rigs for U.A.E.-based National Drilling Company (NDC). NDC took delivery of the first rig in July 2012 – with further deliveries in October 2012 and February 2014, the remaining three are due for completion in Q2 and Q4 in the coming year and Q1 2015.

The 18ha facility at Jebel Ali is presently concentrating on the fabrication of decks and structures for Nexen’s Golden Eagle platform. Jebel Ali also specialises in construction of MPSVs, tender drilling barges and wind turbine installation vessels.

Reading Lamprell’s list of completed projects yields some names well known to the European offshore market. The group constructed Fred. Olsen Windcarrier’s Brave Tern and Bold Tern. Seajacks, the offshore wind installation specialist, contracted Lamprell to construct its ‘monstrously’ named installation vessels: Kraken, Leviathan and Zaratan. Seajacks’ fourth vessel, Hydra, is presently being constructed (pictured at load-out in February) and is due for delivery this June.

The forecast for the future looks bright – “We are focused on our core strengths of a first class safety performance, high build quality, client satisfaction and our commitment to reliability,” comments Mr Moffat. “Against a competitive market backdrop we are playing to these strengths.”

Photo courtesy of Seajacks

– JA M ES M O F FAT, LAMPR ELL C EO –

Rig refurbishment remains an area of traditional strength for the group.

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OSI OUTFITTERS PAGES Guide for Hazardous Areas E2S Warning Signals published a new guide for hazardous areas. The guide has been put together with specifiers and hazardous area engineers in mind with matrix tables that enable fast cross-referencing of information between the main certification systems: ATEX, IECEx, North American and Canadian standards. In addition, the guide contains ample reference information related to gas and dust atmospheres and potentially explosive environments. The guide is available as a free download from their website. i. www.e2s.com

New Biodegradable Lubricant The new biodegradable lubricant from Rocol, Wireshield, has successfully addressed the dual challenge faced by lubricants used in marine environments. According to Rocol Product Manager Gareth Procter, Wireshield is the ‘intelligent grease’ that the shipping and offshore industries have been looking for.

The lubricant gains top classification according to OECD 306 test methods, indicating that it is quickly broken down in the environment and has also been designed to have low eco-toxicity. Corrosion resistance is assured, with zero galvanic reaction after 1,000 hours in salt spray testing. i. www.rocol.com

Passively Cooled Cabinets Enclosure specialist Intertec is supplying high performance environmental protection cabinets for Shell’s Prelude FLNG project. Designed specifically for extended service life in hazardous areas, the shelters incorporate innovative semipassive cooling technology and are some of the most stringently specified instrumentation protection solutions that Intertec has ever produced. The Prelude project is designed to liquefy natural gas extracted from subsea wells by chilling it to -162°C and to then store the liquid until it is offloaded to large LNG carriers. i. www.intertec.info

Customised Engineering IT Asset Management Tool Set Asset Guardian Solutions (AGSL) has been awarded a contract by the Inpex Corporation for a customised Engineering IT Asset Management tool, set to offer comprehensive inventory management.

The tool set will enhance the management and security of the software to operate key Ichthys Project infrastructure in Australia, including the LNG plant, central processing facility and floating production, storage and offtake vessel. By using the AGSL solution, Inpex will use one single system for all information. i. www.assetguardian.com

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Xflow Watermist Fire Fighting

Wilhelmsen Technical Solutions recently supplied its patented Unitor XFlow low pressure water mist fire fighting systems to two Norwegian ship owners. XFlow is designed to integrate local and full fire protection in a single system. The system covers affected areas with a penetrating mist that extinguishes the fire quickly and takes advantage of a compact design with low water consumption and low power demand. The system is performance-based, meaning that its operation is verified at an independent test facility to an IMO performance standard. i. www.wilhelmsen.com/technicalsolutions

Certified Generators International classification society RINA has certified Aggreko’s temporary marine power generators. The certification provides ship owners with the assurance that the generators meet all applicable SOLAS rules for temporary use on board a ship. It also makes it simpler for ship owners and ship operators to comply with safety procedures when using a temporary generator. Business Development Manager Aggreko Continental Europe Maarten Martens says, “This is a major step in the way we help our shipping customers meet SOLAS rules.” i. www.aggreko.com

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OSI OUTFITTERS PAGES Deepwater Pumps

Crew Transfer in the Frog

Wärtsilä has signed a contract with Samsung Heavy Industries for a range of pumping solutions for a new Floating Storage Unit that will operate on Statoil’s North Sea Mariner oilfield. The scope of supply includes 45 deepwell process and cargo offloading pumps with electric motors and variable speed drive panels, three fire water pump skids and two ballast pumps.

Delivery of the Wärtsilä equipment is scheduled for spring 2015.

“Wärtsilä has extensive experience in this market area, particularly with our electrically driven deepwell pumps,” says Wärtsilä Flow and Gas Solutions Vice President Timo Koponen. i. www.wartsila.com

Reflex Marine has launched its newly developed crew transfer device, the Frog-XT4. With an estimated 1 million safe transfers performed using Reflex Marine capsules every year, the Frog-XT provides greater comfort and safety to passengers, and offers operators wider operating parameters and higher capacity transfers. The unit has a small footprint, making it easy to store, and cost effective to ship. Reflex Marine CEO Philip Strong says, “Crew transfer operations have evolved over the years and the Frog-XT is the product of many years of research and experience of working with operators throughout the world.” i. www.reflexmarine.com

Load & Fatigue Monitoring Solution Light Structures will provide the Load and Fatigue Monitoring Solution for the Ichthys LNG Central Processing Facility (CPF), currently under construction by Samsung Heavy Industries. The solution will help the Ichthys operating partners monitor and maintain the structural integrity of the enormous CPF. The system will utilise an array of sensors, connected by zero-power fiber optic cables, to continually harvest data relating to the loads working on the structure of the CPF. Based on this data, analyses and calculations will be undertaken to monitor fatigue development across crucial structural areas. i. www.lightstructures.no

Mobile TUP Diving System

Hazardous Area Camera The iCAM502 hazardous area camera from Extronics is a Zone 0 intrinsically safe digital camera. iCAM has a new auto-focus lens, that allows sharp images to be taken from as close as 5cm. The camera is perfect for rating plates, wiring cabinets and general inspections. Its slim lightweight enclosure, weighing less than 200g, lends itself to single handed operation. Image quality is assessed using advanced image analysis and reported to the user via a feedback system. The improved image analysis technology and enhanced auto white balance combine to produce superb picture quality. i. www.extronics.com

Supply Chain Forwarding Module

N-Sea launched the world’s first air diving system that can be equipped with a hyperbaric lifeboat – the TUP Diving System. The diving system consists of a three-man diving bell, launch and recovery system, triplelock decompression chamber, gas diver control (air/trimix/nitrox) and hyperbaric rescue craft. The system has an extensive track record with over 2,300 bell runs to date. Conforming to IMCA guidelines, it surpasses the uppermost standards set by Lloyd’s. The system has undergone a comprehensive refit and been converted into a mobile system, deployable from most DP2 support vessels and platforms. i. www.n-sea.com

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Yellowstar’s supply chain forwarding module was recently inaugurated by Allseas. The application is an integrated addition to the Oracle ERP system and has become the central portal for generating and storing all logistic documents. A logistics engineer can easily plan, divide and consolidate transport requests and the portal shares the information with involved departments, locations and partners. Via the integrated track and trace function, all parties have real-time, 24/7 access from anywhere in the world to the transport status and location of all goods. Furthermore, all employees have access to all transport-related documents, such as CMRs, photos, certificates and invoices. i. www.yellowstarsolutions.nl

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YELLOW & FINCH PAGES

THE YELLOW & FINCH PAGES Aandrijf Technisch Buro b.v.

P.O. Box 3070 5902 RB Venlo Parlevinkerweg 44 (Industry no. 5068) 5928 NV Venlo The Netherlands T +31 (0)77 396 8781 F +31 (0)77 382 8733 E info@aandrijftechnischburo.nl I www.aandrijftechnischburo.nl Contact: Sraar van Rens Aandrijf Technisch Buro BV is a flexible partner for power transmission solutions. We combine our knowledge, skills and products to (sub)assemblies or complete solutions for complex power transmission challenges. Our customers design and build winches, tensioners, cranes, reels and other (deck) equipment used in extreme conditions.

We know what the Offshore Industry needs!

Aerolin Photo BV Calandweg 62 4341 RA Arnemuiden The Netherlands T +31 (0)113 222 283 F +31 (0)181 840 684 E info@aerolin.nl I www.aerolin.nl Contact: Hans van der Linden en Gertjan Postma Aerolin Photo BV specialises in aerial photography and (HD) video footage.

With experience since 1975 we cover various sectors – from progress reports of infrastructural projects to detailed photo shoot at sea. Our company also offers aerial advertising, plane rental and topographical work. We operate out of airport Midden-Zeeland, located in the southwest province of Zeeland.

AncoferWaldram Steelplates bv P.O. Box 190 4900 AD Oosterhout The Netherlands T +31 (0)162 491 512 E joost.van.dijk@aws.dillinger.biz Contact: Mr Joost van Dijk AncoferWaldram Steelplates is a specialist supplying heavy carbon 6 2 | O S I 2 0 1 4 | Vo l um e 7 | Issue 1

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steel plates and profiled parts for more than 35 years. The combination of comprehensive stocks of over 35,000 tons of heavy carbon steel plates plus the sophisticated profiling plant gives AWS a decisive lead in experience, product range and customer service.

Bampro Marine Hakgriend 4 3371 KA Hardinxveld-Giessendam The Netherlands T +31 (0) 184-674067 F +31 (0) 184-674068 E sales@bampro.nl I www.bampro.nl Contact: Riens van Eijk Bampro Marine is a reputable company that has been leading the way as an innovative maritime electronics specialist for many years.

We Deliver, install and monitor the following systems: – Public Address (PA) – Fire Detection – Silent Alarm – Telephone – IPTV – Audio/Video solutions – Satellite Tracking (TVRO & VSAT) – Airtime – Service – Turn Key Projects

CHEMETALL B.V. IJsselstraat 41 5347 KG Oss The Netherlands T +31 (0)412 681 888 E ampak@chemetall.com I www.chemetall.com Ampak cathodic protection is a product group within the surface treatment business unit of the Chemetall group, based in Oss, The Netherlands.

Ampak is specialized in the design, production and application of cathodic protection and anti-fouling systems.

Our systems are mainly supplied to the marine and offshore industry.

Ampak is a prime producer of zinc, aluminium and magnesium alloy anodes at its own foundry.

Ampak also manufactures impressed

current and anti-fouling systems to customer specification and requirements.

We maintain strict quality control procedures, which has enabled us to maintain our distinct reputation as a leading and worldwide supplier of corrosion prevention systems.

AMPAK, your worldwide specialist in cathodic protection.

Cramm HLS BV P.O. Box 510, 8901 BH Leeuwarden De seize 7, 9041 VC Berlikum The Netherlands T +31 (0)518 461 600 F +31 (0)518 460 802 E info@heligrid.nl I www.heligrid.nl Contact: Paul Boelens p.boelens@ heligrid.nl As sister-company of Cramm Yachting Systems (www.cramm.nl) Cramm HLS is delivery equipment for safe and secure landing/ approaching to a ship.

One of the products is het Helicopter Landing Grid (heligrid) which is for landing of a helicopter to a ship deck.

CT Systems de Wieken 6 1777 HT Hippolytushoef The Netherlands T +31 (0)227 591295 E info@ctsystems.eu I www.ctsystems.eu Contact: Ben de Groot CT Systems is an innovative company highly experienced in every professional maritime sector. Situated on a central location along the Dutch coast line nearby Den Helder.

One of the flagship products is the Viking Navigation product range. Viking is a navigation and positioning software product, consisting of several versions.

The main activities are development and installation of hardware and software for use in the offshore-, survey-, maritime construction-, and dredgingsector. CT Systems also provides related services, such as the pre- and post processing of data for on- and offshore projects, and carrying out of hydrographic surveys.

DBR BV Lelystraat 53 – NL-3364 AH P.O. Box 1039 – NL-3360 BA Sliedrecht – The Netherlands T +31 (0)184 613 200 F +31 (0)184 612 654 E info@dbr-bv.nl I www.dbr-bv.nl Contact: H.J. Hafkamp DBR BV is the Dutch specialist in diesel and gas generator sets up to 4,000kVA, pumps and diesel pump sets up to 2,000kW in the oil and gas, wind farm, dredging and shipping industry worldwide.

The well-engineered generator and pump sets are custom-built and assembled by DBR in accordance to high quality offshore standards and marine classification rules.

Nicoverken Marine Services BV Algerastraat 20 3125 BS Schiedam The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment.

In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems.

Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines.

We are capable of crankshaft grinding.

Our service is 24/7 worldwide!

PTR Holland B.V. Dintelweg 107 3198 LB Rotterdam w w w. o ffs h o re -i n d u s tr y. e u

26-02-14 15:48

YELLOW & FINCH PAGES The Netherlands T +31 (0)10 714 49 45 F +31 (0)181 26 28 13 E info@ptrholland.com I www.ptrholland.com Contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification.

PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Every day, MED approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

rhb stevedoring & warehousing Waalhaven N.Z. 4 3087 BL Rotterdam Portnumber 2157

The Netherlands T +31 (0)10 429 94 33 F +31 (0)10 429 02 61 E office@rhb.nl I www.rhb.nl rhb stevedoring & warehousing is your independent partner for project cargoes, heavy lifts and assisting offshore vessels during mobilisation or demobilisation. Our private terminal with 730 metres quay length is equipped with own shore cranes up to 208 tons. Floating cranes up to 1,500 tons are available.

Seaway Heavy Lifting Engineering B.V. Albert Einsteinlaan 50 2719 ER Zoetermeer The Netherlands T +31 (0)79 363 77 00 F +31 (0)79 363 77 99 E marketing@shl.nl I www.shl.com.cy Contact: Aart Ligterink (Marketing) Seaway Heavy Lifting provides first class marine transportation and construction services to the offshore oil & gas – and wind industry. SHL operates crane vessels ‘Stanislav

Meet with maritime professionals, share ideas, have fun and support the Foundation for Cancer-Free Children (KiKa)

Yudin’ and ‘Oleg Strashnov’ with a main hook revolving lift capacity of 2,500 and 5,000 tonnes respectively.

Our services include: platform and module installation projects, SPAR and TLP installation projects, removal & wind projects.

Van Steenderen Mainport Lawyers B.V. Zeemansstraat 13 3016 CN Rotterdam The Netherlands T +31 (0)10 266 78 66 F +31 (0)10 266 78 68 E arnold.vansteenderen@ mainportlawyers.com I www.mainportlawyers.com Contact: Arnold J. van Steenderen The Dutch firm dealing with all aspects of the offshore Industry. Our services include advisory and litigation services in respect of the construction and operation of any type of vessel for the offshore industry, joint venture agreements and support and maintenance contracts.

G.J.Wortelboer Jr. B.V. Quarantaineweg 5 3089 KP Rotterdam P.O. Box 5003 3008 AA Rotterdam Harbournr: 2637 The Netherlands T +31 (0)10 429 2222 F +31 (0)10 429 6459 E info@wortelboer.nl I www.wortelboer.nl Already in the shipping industry for more than 50 years, we are your reliable partner for quick deliveries of all types and weights of certified anchors and all diameters of certified chain cables. On our yard in Rotterdam we have more than 7 million kilograms in stock for immediate dispatch. We can get it to the destination you require whether it is by (special) truck, by sea freight or in very urgent cases by airfreight. Also we can arrange the fitting for you aboard of your vessel.

For more information, please look around on our new and improved website: www.wortelboer.nl!

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OS I 2014 | Vo l u me 7 | I s s u e 1 | 6 3

27-02-14 14:57

WORD ON THE SEA

OSI’s John Gauldie

Photo courtesy of Robert Davidson

Flexlay firsts key functional equipment – the pipelay spread Fast-growing global operator SapuraKencana as well as its DP-operated platform. No less than and its partner Seadrill have placed a lot of confidence in IHC Merwede’s ability to design, build eighteen of IHC Merwede’s internal business units have contributed to the vessel – from her interiors and deliver integrated pipelay vessels. The 550t to her hydraulics. The UK-based IHC Engineering top tension capacity Sapura Diamante is their first Business designed the complete pipelay spread. vessel ordered at IHC Merwede. She will also be Topping a record-breaking year, the business unit their first pipelay vessel, and SapuraKencana’s first is also designing and asset to operate in Brazil. building Petrofac’s 2,000t In fact, Sapura Diamante – I H C E N G I N EER I N G B USI N ESS capacity J-Lay subsea will be the first of their six M AN AG I N G DI R EC T O R J O N DAL E – pipelaying system. This new pipelay support vessels will be installed on a new employed to develop deepwater construction deepwater fields on behalf vessel in 2016 to lay of Petrobas. February saw 36-inch diameter pipe the launch of the second in in water depths of up to the series, Sapura Topázio, 3,000m. “We have taken at IHC Merwede’s yard. some huge steps forward We have taken some with our plans for growth The vessels are also within the IHC Merwede a major contract for huge steps forward... group,” said Managing SAS – Sapura Diamante’s Director Jon Dale. “IHC EB is tower features two SAS gaining increasing recognition as a leading exporter tensioners, each with a 275t capacity that can be of high-quality offshore equipment and an employer opened clear of the firing line. The vessel also has of choice in the [UK’s] North East region’s important two SAS abandonment & recovery winches of 610 maritime market.” and 200t, both with 2,500m of steel wire. The two below-deck storage carousels, with capacities for 1,500 and 2,500t of product, were designed and fabricated at Maats Tech UK. Further equipment integrated on board includes two TMT Australia ROVs rated to operate at 3,000m working depth and two LARS systems from Subsea Innovation UK. For IHC Merwede, this is their first time engineering and integrating all of a pipelayer’s 6 4 | O S I 2 0 1 4 | Vo l um e 7 | Issue 1

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John Gauldie, Managing Editor john@ynfpublishers.com w w w. o ffs h o re -i n d u s tr y. e u

27-02-14 13:55

Experts in the extraordinary

Decommissioning Camelot Platform

SCALDIS SALVAGE & MARINE CONTRACTORS NV North Trade Building Noorderlaan 133, Box 31 2030 Antwerp â&#x20AC;&#x201C; Belgium Tel.: +32 3 541 69 55 Website: www.scaldis-smc.com OI_cover 7-1.indd 2

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27-02-14 12:58 15:52 27-02-14

RT H SE A IN NO TI VA ON

The Climbing Dutchman

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OSI 2014 | VOLUME 7 | ISSUE 1

Jack-Up Barge

OSI VOL. 7 ISSUE 1 | 2014

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P I P E & C A B L E L AY I N G

Jack-Up Barge B.V., Krausstraat 14-16 • 3364 AD Sliedrecht, The Netherlands • T +31 (0)184 420 091 • F +31 (0)184 419 596 info@jackupbarge.com • www.jackupbarge.com member of the Van Es Holding Group OI_cover 7-1.indd 1 Jackup barge ad 2014.indd 1

27-02-14 14:26

Rougher & Deeper SUBSEA 7’S NEW CONSTRUCTOR

OFFSHORE-INDUSTRY.EU

Jackup platform JB118 in action at Borwin Alpha in the German Bight.

Jack-Up Barge is a worldwide well known supplier when it comes to Jack-Up Barges and is specialized in the manufacturing, sales and rental of monohull and modular self elevating platforms. Additionally sister companies World Wide Equipment, PVE Cranes and Dieseko Group offer a wide range of floating and foundation equipment like crane barges, flat top barges, tug boats, anchors, winches, piling templates, hydraulic and diesel pile driving hammers, vibrators, crawler cranes and pile driving rigs. With a large network of offices worldwide, Jack-Up Barge enables you to perform successfully anywhere in the world.

Jack to the Future NEW INSTALLATION CONCEPT

ILHABELA IN BRAZIL GLOBAL FABRICATION CHALLENGES

27-02-14 15:52