OSI 2016 | VOLUME 9 | ISSUE 1
OSI VOL. 9 ISSUE 1 | 2016
i n d u s t r y
DECOMMISSIONING
THE GAME-CHANGING EFFECT DISRUPTION TO HEAVY LIFTING OFFSHORE-INDUSTRY.EU
SEABED INTERVENTION HOW DO YOU MAKE THE SEABED?
Offshore Pipeline Installation how does it work?
ONE CONTRACT FOR :
YOUR COMPLETE SOLUTION FOR DECOMMISSIONING
› › › › ›
Planning Preparation Cutting/lifting Transport Recovery/disposal
ADVANTAGES: › › › ›
Less interfaces Integrated planning Large section dismantling Minimum offshore time
Removal of the K10-B platform, Dutch sector of the North Sea
Scaldis Salvage & Marine Contractors N.V. North Trade Building Noorderlaan 133, box 31 B-2030 Antwerp Belgium Tel. : +32 3 541 69 55 (24 hrs) Fax : +32 3 541 81 93 mail@scaldis-smc.com www.scaldis-smc.com
Publisher’s note
Decommissioning The North Sea Drilling Giants In thIs Issue of offshore Industry, the fIrst of 2016, we’re goIng to pay a great deal of attentIon to the ongoIng and upcomIng decommIssIonIng actIvItIes, particularly in the north sea. over the last few decades, the north sea oil and gas industry has steadily developed into one of the strongest and most highly regarded clusters anywhere in the world, with engineering contractors, technology developers, service specialists and consultants working in over 100 countries. part of this success has been due to the industry’s ability to extend the economic and productive lives of mature offshore platforms, developing marginal and remote satellite reservoirs, introducing new technologies, optimising efficiency of the production processes and assuring the integrity of the assets. despite this success, it is now recognised that a growing number of oil and gas assets have either reached, or are approaching, the end of their economic lifespans. In accordance with current international regulations and under the influence of the current crisis in the offshore drilling industry, these assets will have to be decommissioned and removed. this presents challenges for the owners and operators of these assets, but offers major business opportunities for engineering consultants, contractors and service specialists. an interesting topic to shed some light on, we would think, all the more so as drilling for oil and is not the most lucrative thing to do in this day and age. further in this issue you’ll find items on training in the offshore business, pipe- and cable-laying operations, seabed intervention and, naturally, some technical innovations relating to offshore work in general. we’ll also be looking into a few remarkable developments in the middle east and into the new Ifrs 16 standard, an international legal matter that has a major impact on the offshore industry as a whole. tom dietvorst | account manager tom@ynfpublishers.com
hope you like this issue.
tom dietvorst
www.o f f s h o r e - i n d u str y.eu
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i n d u s t r y
PROFESSIONAL AND INNOVATIVE TECHNICAL SOLUTIONS
Winches
Spreaderbeam
CHARLES VAN DEN OOSTERKAMP Chief Executive Officer
DENNIS VINKOERT Publisher & Executive Editor
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dennis@ynfpublishers.com
NATHALIE GE ELS - VINKOERT Chief Financial Officer
MARCO GEELS Chief Commercial Officer
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EDITORIAL
ADVERTISING
LESLEY BREAU Editor
ROB VAN AKKEREN Account Manager
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ANOESHKA MAASKANT Editor
TOM DIETVORST Account Manager
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contents osi
ISSUE 1
DECOMMISSIONING
8 The Game-Changing Effect
2016
8
50
22 Decommissioning And Marine Growth 43 Cutting Costs Before Starting Decommissioning 54 The North Sea Dilemma PIPE AND CABLE LAYING
12 Offshore Pipeline Installation
35 Coiled Tubing Precommissioning For Deepwater Pipelines
56
TECHNICAL INNOVATION
16 BMO Offshore’s Access Tool 26 The Paint Inspector At Work
53 DBR Off-Line Fuel Treatment System 56 Composite Wrap Tackles Complex Pipe Geometries
16
LEGAL AND FINANCE
20 New International Lease Accounting Standard
COMPANY PROFILE
29 TLQ Supply: Supplier Of Temporary Living Quarters
TRAINING
26
30 The NWFTC HSEQ Procedures Review 50 Opito Appoints Action Man SEABED INTERVENTION
38 Seabed Intervention: An Absolute Necessity
WELL INTERVENTION
45 Different Task For Construction Vessels SPECIAL REPORT
48 Middle East Producers Ramp Up Production REGULARS
1 Publisher’s Note 4 News in Brief 61 Outfitters Page
62 Yellow & Finch Pages 64 Word on the Sea www.o f f s h o r e - i n d u str y.eu
Content OSI 9-1.indd 3
On the Cover The cover photo depicts the reel-lay system on Subsea 7’s pipe-laying vessel Seven Oceans. The vessel, which has been operational since 2007, is capable of rigid- and flexible-pipe lay operations in water depths up to 3,000 metres. She is also equipped with a heave-compensated 400-tonne crane. Both the pipe-laying system and the crane have been designed and built by Huisman headquartered in Schiedam, the Netherlands. (Photo courtesy of Huisman) OSI 2016 | Vo l u me 9 | I s s u e 1 | 3
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OSI
news in brief
Orga Opens New Dubai Office Netherlands-based Orga expands in the Middle East with new Dubai office to strengthen its client support and service. Following a successful 2015, Orga has started 2016 with the opening of a new international office in Dubai. The push in the Middle East comes as the acknowledged specialists in explosion-proof navigation aids and helideck lighting solutions enjoys strong sales growth and
an expanding client base in the region. Orga already has offices around the globe with a very strong presence in Europe and AsiaPacific. Its business in the Middle East was previously run from Orga’s Malaysian office in Kuala Lumpur.
Brooke Offshore Expands Services To Europe Brooke Offshore, a crewing services company that is providing marine, technical and construction crew to the offshore oil and gas industry, has expanded their business with a new office in The Hague, the Netherlands. This new branch in Europe is the latest addition to Brooke Offshore’s growing crewing and operational and project management services. The company was established in Singapore a decade ago, and has since then been expanding with two offices for management and crewing services and one regional office in Malaysia for recruitment, logistics and operational support.
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OSI
news in brief Oil And Gas Loading Elements By EPG
World’s First API 5CRA Certificate For Schulz Since Schulz Xtruded Products (SXP) was established in 2011, it has been focusing on catering hot-extruded and cold-finished high-corrosion-resistant pipe for the oil and gas industry. Especially after commissioning its new cold pilger facility, SXP is equipped with the most modern and state-of-the-art equipment to perfectly serve the global OCTG market. Casing and tubing made of nickel alloys and Super Duplex have been target products for SXP straight from the beginning. The current OCTG product portfolio contains OCTG casing, tubing and coupling stock up to 13⅜-inch OD in range 3, PSL 1 and 2, in Duplex, Super Duplex and austenitic nickel-based alloy grades in accordance to API 5CRA.
Energomontaż-Północ Gdynia (EPG), Polish OEM of specialized, fully equipped steel structures, has recently delivered a submerged turret loading and riser base weighing 500 tonnes. The unit will be installed on the seabed and be used to deliver oil to the surface, while the turret will supply oil directly to the floating storage and offshore unit. The contract is between EPG and NOV APL, a Norwegian engineering company supplying loading and transfer systems for offshore platforms and vessels. The diameter of element is 11,2 metres and its height 13 metres. The structure, which will be used for the Gina Krog, underwent advanced machining in order to meet strict dimensional tolerances.
Aqualis Offshore Supports Petrofac Offshore marine and engineering consultancy Aqualis Offshore, part of Oslo-listed Aqualis ASA, has been contracted by Petrofac to perform technical support services for its work on the BorWin gamma topside that is destined for the North Sea. A consortium between Siemens and Petrofac has been contracted by TenneT to design, build and install a 900MW offshore HVDC converter platform BorWin gamma topside, part of the project BorWin3 comprising the complete grid connection: converter at sea and on land, plus the cable. The converter platform will be installed in the German Exclusive Economic Zone in the North Sea, 130 km offshore at a 40m water depth.
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| Read more on offshore-industry.eu
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OSI
news in brief Framework For Re-Use
Ulstein Wins IRO Innovation Award
Decom North Sea has recently launched its Re-Use Framework in conjunction with collaborative partner Zero Waste Scotland, showing its commitment to providing a meaningful guide for the industry in this important area. A responsibility to the environment and cost-effective practices are seen as two of the most fundamental when it comes to getting decommissioning right. Karen Seath, interim Chief Executive of Decom North Sea, comments: “The re-use initiative is one which has been an important part of Decom North Sea since early on in the body’s existence and our thanks go to the original ReUse Work Group for its commitment and effort throughout.”
Ulstein Equipment has been awarded with the IRO Oil & Gas Innovation Prize for their Ulstein Colibri, a 3D motioncompensated crane add-on system for increasing vessel operability. This will enable smaller and more costeffective vessels to be used in harsher weather conditions. The biannual IRO Oil & Gas Innovation Event took place at ESA-ESTEC in Noordwijk, the Netherlands, during which three companies presented their innovations and competed for the IRO Innovation Prize. The Ulstein Colibri is mounted on the tip of a crane. This compact system can be mounted on standard cranes, either new-build or retrofit. The system is suitable to serve both the offshore wind energy industry as well as the oil and gas markets.
TWMA Shortlisted For Offshore Achievement Awards
CSC Crewing: The Crew Supplier
TWMA, the global integrated drilling waste management and environmental services firm, has been shortlisted in the Export Achievement category at this year’s Offshore Achievement Awards. The shortlisting recognises the company’s business growth resulting from successful export activity in the oil and gas and energy sector. TWMA has adopted a proactive approach to export markets, focusing on its fully integrated service offering and international expansion throughout Europe, Africa and the Middle East. The company is also once again sponsoring the Environmental Innovation Award at this year’s awards, after winning te award in 2014 in recognition of its TCC RotoMill and TCC RotoTruck products.
CSC Crewing is an international crewing company that supplies temporary and fixed crew for the maritime, dredging and offshore industry. In 2015 the company participated in and supplied crews for several large projects, such as the new parallel Suez Canal in Egypt, the Gemini offshore 600MW-capacity wind park in the Dutch North Sea, one of the largest in the world both in size and in production, and the Yamal LNG project in arctic Russia, a region that is ice-bound for seven to nine per year and where the sun remains below the horizon for three months at a time.
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SCHMITT & ONGARO MARINE PROVIDES MARITIME WORKERS A DISTRACTION-FREE VIEW OF THE SEAS AHEAD WITH ITS NEW SYNCHRONIZED WIPER CONTROLLER. THE UNIT SIMULTANEOUSLY CONTROLS ONE TO THREE MOTORS FOR SYNCHRONIZED SWEEP AT SLOW, FAST OR INTERMITTENT SPEEDS. USERS CAN SELECT TO WIPE ALL THE WINDSCREENS TOGETHER OR JUST THE HELM STATION. READ MORE IN THE OUTFITTER’S PAGES ON PAGE 61.
STCW Refresher Course In Survival Craft
OOS International: Best in Maritime and Water Management 2015 On 4 February, Leon Overdulve, CEO of OOS International BV, attended the NBSA Final Gala and brought home an important prize: Best in Maritime and Water Management 2015. OOS International B.V. made it to the last top-ten and was one of the highlights of the event. This achievement is a confirmation that OOS International is successful. The company is continuously striving to provide excellent offshore services solutions and to offer turnkey solutions to their customers.
As per November 2015, training centre FMTC in Badhoevedorp (NL) has been certified to run the refresher course of STWC Proficiency in Survival Craft & Rescue Boats (PSCRB), in addition to Fast Rescue Boats. This course lasts two days. The course should be repeated every five years. For the practical part of all Survival Craft trainings FMTC has recently set up a second location in the Marina Seaport in IJmuiden. FMTC has further expanded their course catalogue with two combination trainings, namely STCW Basic Safety Training (BST) combined with STCW PSCRB, and STCW BST, STCW Advanced Fire Fighting (AFF) combined with STCW PSCRB
M
ar O T ch C 22 Ku A s – a i a 25 2 0 la L 2 0 , 2 1 6 um 1 6 01 6 .o p t c ur as , M ia a Ap . o la ri r g ys M l5 ia CE – 7 Pa D e , u e 20 m , Fr p w 16 c e an a t dd c er De .c e om ve lo Ap pm ri en D e l 15 t M – 20 Am a r 1 16 6, i st t i m 2 w er e 0 w d , 16 w am O .c f ar , N fsh r i et o r e Ap r e he e & b e rla D r M il 2 u r nd r e a r 0, s. s dg nl in R i t i m 20 ot 16 g e t Ca e w rd & rr w O a iè w m ff .m , sh re be o c Ne o r e ur t e . b he C M s ay i z rla a r nd e e OT 2 r s C –5 Ev en H Ho , 2 ou u s 0 t (M 2 0 sto t o n 16 OC 1 6 n, 2 E) 0 .o U 1 t c SA 6 ne Ju t. or n g W e7 in – B d f o 9, re r c 2 0 m w en e B 16 in , re df G m o r er e n ce m . i n an 2 0 1 6 fo y /w in df or ce 20 16 /
O E ffs ve h n or ts e
<<
March
April
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May
June OSI 2016 | Vo l u me 9 | I s s u e 1 | 7
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DECOMMISSIONING
The Game-Changing Effect Global DecommissioninG boom brinGs Disruption to Heavy liftinG
Photo courtesy of Saipem
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DECOMMISSIONING
THE ANTICIPATED BOOm IN NOrTH SEA DECOmmISSIONING WIll POSE UNPrECEDENTED lOGISTICAl CHAllENGES, NOT lEAST THE TASK Of HEAvY lifting of topside rigs weighing more than 10,000 tonnes. These represent about 9% of all North Sea installations. Words by DAvID W. SmITH
T
o date, only two vessels have coped with lifts of more than 10,000 tonnes: the Thialf, the world’s largest crane vessel, and the Saipem 7000. All that will change later this year when Allseas introduces the 38-metre-long Pioneering Spirit, which can lift 48,000 tonnes in one go. The Pioneering Spirit was scheduled to remove the 13,000-tonne topside from Talisman’s Yme platform in the Norwegian North Sea last year before moving on to the 24,000-tonne topside from Shell’s Brent Delta platform in British waters. Both projects were put on hold due to delays in delivery of some of the vessel’s components.
Pioneering Spirit
The introduction of such a large vessel will greatly simplify the dismantling of topsides, with all but the most essential decontamination and disaggregation work to be conducted onshore in a decommissioning yard. “The Pioneering Spirit is a game changer that will bring significant benefits to the whole sector, including recycling,” Neil Etherington of Humberside-based Able UK, which will recycle 98% of the Brent Delta platform, told DecomWorld. “To prepare for the topside we’re building 120 metres of new quay, around half of which will have a load
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capacity of 60 tonnes per square metre. It’s ideally suited to receiving the barge that will be dispatched from the Pioneering Spirit containing the load.” To lift the Brent Delta platform, the Pioneering Spirit will attach hydraulic clamps under the structure before pumping water out of its ballast tank to lift it in seconds. Operating such a huge ship does not come cheap and the boat will have to be kept busy to justify its price tag of USD 1.7 billion. Allseas has a contract from Shell to remove the topsides of two of the other three platforms in the Brent field – Bravo and Alpha – and an option for the fourth platform, Charlie. And there is likely to be more work for the Pioneering Spirit, especially in the central and northern parts of the North Sea, where platforms tend to be larger to cope with deeper waters and harsher weather. According to trade association Decom North Sea, the UK and Norway sectors of the North Sea possess a combined 4.5 million tonnes of steel – associated with fixed-steel or concrete-gravity base topsides – which will all eventually need to be decommissioned. The largest topside for a fixed installation is Norway’s 53,000-tonne Gullfaks. Before the advent of the Pioneering Spirit, large platforms were commonly removed
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DECOMMISSIONING
– NEIl ETHErINGTON, ABlE UK –
The Pioneering Spirit is a game changer that will bring significant benefits to the whole sector, including recycling.
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using processes known as ‘piece small’ to cut the topside into pieces, or ‘reverse install’, which involved cutting and removing large modules in reverse order to installation. The latter method was used to decommission the North West Hutton platform, 86 miles off the Shetland Islands, in 2008. It took 22 modular lifts to complete – the largest module weighing 2,800 tonnes.
Building To Local Requirements
Despite its imposing build, vessels of the size of the Pioneering Spirit are not about to play a role in heavy lifting in the Gulf of mexico, according to Tom Cheatum, business manager of versabar. “It’s old technology given a new purpose because of its massive size,” Cheatum told DecomWorld. “It’s well designed for the North Sea environment. But it would be enormously expensive to transport it to the Gulf of mexico and we don’t really need a vessel that big here. Platforms tend to be smaller as the weather is more benign.” Nevertheless, there is a huge amount of decommissioning to be done in the Golf of mexico, where oil companies face the same problem of ageing assets. mark Kaiser, director of louisiana State University’s
research and Development Center for Energy Studies at louisiana State University, says that in 2016 up to 250 structures will be removed in the region and the numbers will rise in the future as low oil prices provide incentives against deferring the process. As in the North Sea, the frequency of decommissioning places huge demands on offshore equipment resources. figures from the US Bureau of Safety and Environmental Enforcement show that as of february 2015 there were 241 platforms in the Gulf in the category of ‘idle iron’, and a further 294 on expired, or terminated, leases.
VB10000
versabar’s vB10000, the largest heavy-lift ship operating in the Golf of mexico, is capable of lifting 7,500-tonne objects. It had a noticeable success with the lift of the red Hawk Spar in 2014, but could not raise larger rig structures, causing Eric Smith, associate director of the Tulane Energy Institute, to question the ability of existing ships in the Golf of mexico to lift giant structures such as Shell’s ram Powell TlP. However, versabar is able to use its versatruss system for 15,000- to
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DECOMMISSIONING
The Claw In 2011 versabar engineered, fabricated, tested and deployed a new underwater lift device named The Claw. The Claw was designed to retrieve topsides from the seafloor with minimal subsea preparation. The two identical grappling devices are 122 feet tall, 112 feet wide, and weigh almost 1,000 tonnes per piece. Controlled by the vB 10000 lifting system, each set of massive steel jaws operates independently, but for larger loads each jaw can be used in tandem for a double-claw lift.
Photo courtesy of Versabar
20,000-tonne platforms, according to mr Cheatum. “versatruss distributes the load evenly on the centreline of two barges and is scalable up to about 20,000 tonnes. We’re doing proposals for large lifts at the moment,” he said. meanwhile, Allseas has started building an even larger vessel than the Pioneering Spirit. Its topside lift capacity will be 72,000 tonnes and it will have a width of 160 metres, whereas the Pioneering Spirit is 124 metres wide. Allseas expects it to be operational in 2020. The two Allseas ships could handle twelve to eighteen topsides a year, radically altering the decommissioning market in the North Sea. i. www.allseas.com i. www.hmc.heerema.com i. www.vbar.com Photo courtesy of Heerema
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O SI 2016 | Vo l u me 9 | I s s u e 1 | 1 1
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PIPE AND CA BLE LAYING
Offshore Pipeline Installation How Does it work? Laying pipe on the seafLoor can pose a number of chaLLenges, especiaLLy if the water is deep. there are three main ways that subsea pipe is laid – s-lay, J-lay and tow-in – and the pipe-laying vessel is integral to the success of the installation.
Photo courtesy of Van Oord
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PIPE AND CABLE LAYING
B
uoyancy affects the pipe-laying process, both in positive and negative ways. In the water, the pipe weighs less if it is filled with air, which puts less stress on the pipelaying barge. but once in place on the seabed, the pipe requires a downward force to remain in place. this can be provided by the weight of the oil passing through the pipeline, but gas does not weigh enough to keep the pipe from drifting across the seafloor. In shallow-water scenarios, concrete is poured over the pipe to keep it in place, while in deep-water situations, the amount of insulation and the thickness required to ward of hydrostatic pressure is usually enough to keep the line in place.
Tow-In Pipeline Installation
while jumpers are typically short enough to be installed in sections by ROVs, flowlines and pipelines are usually long enough to require a different type of installation, whether that is tow-in, s-lay or J-lay. Tow-in installation is just what it sounds like. here, the pipe is suspended in the water via buoyancy modules, and one or two tugboats tow the pipe into place. Once on location, the buoyancy modules are removed or flooded with water, and the pipe floats to the seafloor. there are four main forms of tow-in pipeline installation. The first, the
surface tow involves towing the pipeline on top of the water. in this method, a tug tows the pipe on top of the water, and buoyancy modules help to keep it on the water’s surface. using less buoyancy modules than the surface tow, the mid-depth tow uses the forward speed of the tugboat to keep the pipeline at a submerged level. once the forward motion has stopped, the pipeline settles to the seafloor. Off-bottom tow uses buoyancy modules and chains for added weight, working against each other to keep the pipe just above the seabed. When on location, the buoyancy modules are removed, and the pipe settles to the seafloor. Lastly, the bottom tow drags the pipe along the seabed, using no buoyancy modules. only performed in shallow-water installations, the sea floor must be soft and flat for this type of installation.
S-Lay Pipeline Installation
when performing s-lay pipeline installation, pipe is eased off the stern of the vessel as the boat moves forward. the pipe curves downward from the stern through the water until it reaches the socalled touchdown point, or its final destination on the seafloor. As more pipe is welded in the line and eased off the boat, the pipe forms the shape of an ‘s’ in the water. Stingers, measuring up to 300 feet
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Pipe-laying barge Stingray S-lay and J-Lay combined: 1. Welding stations; 2. Tensioners; 3. Collars; 4. Stinger.
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PIPE AND CABLE LAYING
Allseas Solitaire, the world’s biggest pipe-laying vessel is a fourth-generation S-lay vessel.
There are three main ways that subsea pipe is laid: S-lay, J-lay and tow-in. (91 metres) long, extend from the stern to support the pipe as it is moved into the water, as well as control the curvature of the installation. Some pipe-laying barges have adjustable stingers, which can be shortened or lengthened according to the water depth. Proper tension is integral during the S-lay process, which is maintained via tensioning rollers and a controlled forward thrust, keeping the pipe from buckling. S-lay can be performed in waters up to 6,500 feet (1,981 metres) deep, and as many as 4 miles (6 km) a day of pipe can be installed in this manner.
Photo courtesy of Allseas
Lewek Constellation, Ice Class multi-lay vessel with heavy lift.
J-Lay Pipeline Installation
Overcoming some of the obstacles of S-lay installation, J-lay pipeline installation puts less stress on the pipeline by inserting the pipeline in an almost vertical position. Here, pipe is lifted via a tall tower on the boat, and inserted into the sea. Unlike the double curvature obtained in S-lay, the pipe only curves once in J-lay installation, taking on the shape of a ‘J’ under the water. The reduced stress on the pipe allows J-lay to work in deeper water depths. Additionally, the J-lay pipeline can withstand more motion and underwater currents than pipe being installed in the S-lay fashion.
Types Of Pipe-Laying Vessels
There are three main types of pipe-laying vessels. There are J-lay and S-lay barges that include a welding station and lifting crane on board. The 40- or 80-foot (12- or 24-metre) pipe sections are welded away from wind and water, in an enclosed environment. On these types of vessels, the pipe is laid one section at a time, in an assembly-line method. On the other hand, reel barges contain a vertical or horizontal reel that the pipe is wrapped around. Reel barges are able to install both smaller diameter pipe and flexible pipe. Horizontal reel barges perform
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Photo courtesy of EMAS
S-lay installation while vertical reel barges can perform both S-lay and J-lay pipeline installation. When using reel barges, the welding together of pipe sections is done onshore, reducing installation costs. Reeled pipe is lifted from the dock to the vessel, and the pipe is simply rolled out as installation is performed. Once all pipe on the reel has been installed, the vessel either returns to shore for another, or some reel barges are outfitted with cranes that can lift a new reel from a transport vessel and return the spent reel, which saves time and money. i. www.rigzone.com
Saipem 7000
Photo courtesy of Saipem
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TECHNICAL INNOVATION
The BMO Access Tool breaks down all operational information into limitations in DP actions or vessel motion.
Photo courtesy of AMC
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TECHNICAL INNOVATION
Direct FeeDback For SucceSSFul Station-keeping operationS
BMO Offshore’s Access Tool complex technology For high-accuracy Station-keeping operationS anD veSSel motion control iS an unStoppable Fact oF liFe in toDay’S oFFShore operations. however, as the offshore industry constantly pushes towards higher operational demands using motion-compensated lifting and transfer systems, feedback of a successful operation is often lacking. this results in underperformance of expensive assets and of the host vessel.
W
Dynamic Positioning operation.
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hat is even more important is that with the proper direct feedback sent to the bridge and to the Dp officer, operations can be extended substantially. bmo offshore’s access tool monitor enables key personnel on the vessel to understand why operations can or cannot continue due to vessel motions. this understanding allows the Dp officer to rectify the vessel-heading operations or to alter the dynamic-positioning (Dp) settings, thereby improving the stability of the vessel and proceeding with the operations in a safe and effective manner. as an example, a typical north Sea supply vessel of 70 metres in length is sensitive to different wave conditions, depending on the heading of the vessel to the waves. the difference between optimal and poor positioning during critical operations can lead to a reduction of vessel uptime with 4 to 7%: an equivalence of seven to twelve workable days in the north Sea. While motion-compensated systems usually only provide a go/no-go indicator, the bmo access tool breaks down all operational information into limitations in Dp actions or vessel motion.
this breakdown of information clearly and effectively shows whether improvement is feasible. the tool also indicates which steps the Dp officer should take to either improve the situation or suspend the operations. Further, the bmo access tool can show longterm trends of the motion limits to see if operations can proceed or be started in the near future. additionally, wave data and wind measurements can be included to facilitate the process of decision-making and future planning. if needed, additional displays can be provided in other locations, for instance for onboard marine control or client representatives.
Evaluation
nowadays, knowing how to operate safely and effectively is crucial, but proving the track record of the vessel and learning how to operate at peak efficiency is essential for vessel operations. bmo’s access tool allows a replay of the operations to establish if the position stability or motion ranges were within the required limits. after each operation the user is presented with a dialogue to indicate if the operation was
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TECHNICAL INNOVATION
Barge Master T40 manoeuvring to platform MR-41629
Photo courtesy of BMO Offshore
Photo courtesy of Barge Master
Screenshots BMO Access Tool
Vessel motion control
Applications
bmo offshoreâ&#x20AC;&#x2122;s onboard measurement equipment, the so-called vessel black box (vbb), measures and records all vessel motions, positions and wind data. the bmo access tool is used on the bridge to deliver these data, tailored to the critical equipment on board. in addition, meteorological data are used to provide the essential background to interpret the vessel data in analysis and reporting. this approach can be used to streamline various motioncritical operations, such as access system deployment, tender/daughter craft deployment, hoisting operations, cable laying and rov operations.
Vessel Black Box Photo courtesy of Acta Marine / Flying Focus
completed successfully, and if not, what the reason for cancelling the operation was. this allows a full operational analysis showing the operational limits of the vessels versus the wave conditions and headings, the vessel limits versus the cancelling operations by, for instance, the Dp officer, the client rep and the transfer system operator. it also provides rapid lessonslearned by new crew members by recreating scenarios to allow continued optimal use of the vessel or of sister vessels.
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bmo offshore specializes in delivering operational information based on client data and its own integrated vessel measurement package, the vbb, with its own dedicated online data management and reporting service. the vbb is a small DaQ fitted to each vessel in the fleet and bmo offshoreâ&#x20AC;&#x2122;s standard hardware. it is coupled to a display (bmo access tool) to deliver essential information real-time. additionally, an integrated internet connection offers online data availability and transmits the data to a dedicated secured data storage centre. Data collected by the vbb are automatically transmitted back to the bmo offshore office. there they are processed and
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TECHNICAL INNOVATION
Vessel motion control
Data flow from Vessel Black Box and back
transfer video audit
impact assessment vessel black box
condition monitoring
Photo courtesy of Acta Marine / Flying Focus
Daily work hours and activities (Dpr) Photo courtesy of BMO Offshore
enriched with information about site conditions before being collected and summarized in monthly or event-based analysis reports. any event-based incident close to turbine is supplemented with a video footage. the vbb captures a complete picture of vessel movements, both in an absolute sense and relatively, i.e. to the positions of other offshore structures and vessels in the vicinity. the monthly overviews highlight events that you should act on immediately. Further, long-term reports can reflect trends that the client needs for decision making on vessel usage. the information gives the client the opportunity to differentiate excellent performance and to reward good performing vessels.
Vessel Black Box the idea behind the box is to offer operators a vessel movement monitoring system that collects data essential to improving the operational performance and offshore safety of the vessel. the value of these data can be broken down into four key categories: 1. the data allow clients to test the vessels and access systems for economic suitability by logging the vesselâ&#x20AC;&#x2122;s movements during transit and transfers, and logging the boat-landing impacts by vessels. 2. the data enhance crew safety monitoring by tracking whole body vibrations and providing instant feedback to the captain. motion sickness indicators and comfort ranking, coupled with the realtime nature of the data, allow for quick incident investigation. 3. advanced fleet management is enabled through automated reporting of all vessel movements and transfers, long-term real-world performance comparison of vessels, crews and operators, and operational performance comparisons of vessel footage and sea states. 4. Data leads to kpis being realized by using the data to provide a complete management report. though the vbb clients get an operational analysis of vessel spread, reliability and marine operations.
i. www.bmo-offshore.com
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LEGAL AND FINANCE
Balance Sheet ImplIcatIonS For oFFShore Sector
New International Lease Accounting Standard a new InternatIonal accountIng Standard dealIng wIth leASeS could hAve MAJoR IMplIcAtIonS FoR companies in the shipping and offshore maritime sectors, and particularly for time charterers, according to international accountant and shipping adviser Moore Stephens.
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he new standard, IFrS 16, is effective for periods beginning on or after 1 January 2019, although early adoption is allowed. It covers all leases, whether the company acts as a lessor or lessee. Michael Simms, a partner in the shipping and transport group at Moore Stephens, says: “In general, the changes for lessors
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and for lessees with existing finance leases are fairly minor. But those who have operating leases as a lessee, for example many of those with shorterterm time charters, will be most affected. IFRS 16 removes the distinction which previously existed between finance and operating leases. As a result, companies which previously
leased in vessels under arrangements identified as operating leases will now find that, under the new standard, they have to recognise their interest in the vessel as an asset in the balance sheet. At the same time, they will also be required to record a liability for their future payments under the charter, to the extent that they relate to the vessel.”
Assets And Liabilities
where a lease is recorded for the first time under the new rules, this will not always have a major effect on reported net assets. But it may make a substantial difference to gross
assets and gross liabilities, changing ratios that are based on these figures. where companies have loan covenants based on total debt levels, this may lead to breaches simply due to the accounting change. there will also be some effect on reported profit, although this will vary between companies. total lease costs will be more front-loaded, with higher charges in the earlier years and lower charges in the later years. the effect of this will be felt most by those companies with just a few – or even only one – substantial charter, while those with a number of charters may at
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LEGAL AND FINANCE – M I c h A e l S I M M S , c h A R t e R e d A c c o u n tA n t A n d pA R t n e R At M o o R e S t e p h e n S –
various stages find that, even though the charges on each one might change, the overall charges remain broadly the same. Mr Simms: “time charters cover the provision of both a vessel and related services to the charterer, but it is only the asset element of the contract that falls within the scope of the lease standard. the service element will continue to be dealt with separately and, as was the case previously, no liability will be recorded until the services have been provided. under the new standard, an allocation of total amounts payable will need to be made between the amounts attributable to the lease and those attributable to the service. charterers will need to apply judgement in making this allocation.” Mr Simms continues: “the new model for all leases is broadly similar to the old model for finance leases. For existing finance leases, a lessee needs to determine the interest rate that should be applied to the lease to determine the amount at which both the asset and the initial liability is recorded. the same basic idea will apply to all leases in the future. Ideally, the interest rate inherent in the lease should be used, as it currently is with a finance lease. In practice, this amount will often not be known to the lessee. where this is the case the amount will have to be estimated by reference to the lessee’s incremental borrowing rate, which is likely to involve some judgement.”
Time charters cover the provision of both a vessel and related services to the charterer, but it is only the asset element that falls within the scope of the lease standard. leases, those of less than a year. to avoid this being used too widely, there are provisions covering leases with variable terms which may last for more than a year. very short-term charters will be excluded, although those with extension clauses will have to be
Michael Simms, chartered accountant and partner at Moore Stephens.
considered in great detail. Mr Simms concludes: “the new standard has been a long time coming, and it will be a few years yet before the first financial statements are published which have to comply with IFRS 16. nevertheless, many companies in the shipping
and offshore maritime sectors will need to consider the effect on their financial statements quite soon. Some will see major changes to their balance sheets, and a certain amount of change to their reported profits. companies will need to consider the effect that the changes will have on compliance with the terms of loans which include covenants. And where breaches of covenant are likely, or reasonably possible, talking to lenders before the change hits the accounts will be crucial.” i. www.moorestephens.co.uk
What’s new in IFRS 16? At the simplest level, the accounting treatment of leases by lessees will change fundamentally. IFRS 16 eliminates the current dualaccounting model for lessees, which distinguishes between on-balance sheet finance leases and off-balance sheet operating leases. Instead, there is a single, on-balance sheet accounting model that is similar to current finance lease accounting.
Photo courtesy of Moore Stephens
Exemptions
there are exemptions under the new standard. In particular, an asset and liability need not be recorded in respect of short
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Photo courtesy of Moore Stephens
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DECOMMISSIONING
Marine growth is iMportant decisive factor in decoMMissioning prograMMes
Decommissioning And Marine Growth: An Odd COuple? DecommISSIoNINg wIThIN The offShore eNvIroNmeNT IS rApIDly becomINg A focuSeD AcTIvITy for The oIl AND gAS INDuSTry. lATeST fIgureS from Decom NorTh SeA SuggeST ThAT There Are cIrcA 470 offshore installations in the uK sector due to come out of service by 2030 with an associated cost of uSD 46.8 billion (gbp 30 billion). with such a formidable undertaking ahead, oil and gas operators are developing their decommissioning plans, says bmT cordah, a multi-disciplinary environmental consultancy firm with experience in providing support to decommissioning programmes.
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he effective management and mitigation of potential environmental impacts and risks is key to the success of this process. Integral to this are marine growth assessments that are increasingly being used to provide valuable information for decommissioning plans. This article discusses the importance of these assessments drawing on a number of projects carried out both within the North Sea and overseas, and how they can assist the planning process, minimise the environmental impact and financial risks. An important environmental issue is the occurrence and spread of marine species on
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decommissioned structures outside their naturally occurring range with the risk of introducing an invasive species.
Environmental Risks
There are over 1,500 registered offshore oil and gas installations in the North Sea, 470 of which are in uK waters with more than 10,000 km of pipelines and circa 5,000 wells. many of these structures are over 40 years old and are now coming to the end of their design life. over the next couple of decades a growing number of redundant oil and gas installations will be taken out of service and decommissioned.
Apart from the physical removal of the component parts, decommissioning of offshore subsea structures must include the management and mitigation of any potential environmental impacts and risks. This includes the consideration of organisms that colonise submerged oil and gas structures referred to as marine growth. These colonies may form habitats from a range of species assemblages, the composition of which will differ depending on the structureâ&#x20AC;&#x2122;s depth, geographical location and age. marine growth introduces a wide range of issues in the context of decommissioning, including the added weight to a structure,
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DECOMMISSIONING
colonisation by protected species, the potential for transfer of invasive (nonnative) species and management of marine growth waste. existing literature indicates that the colonisation of offshore structures can commence within weeks of submergence, continuing until the time of decommissioning. Throughout that period, marine growth can colonise and re-colonise, sometimes with species different to those originally found on the structure. In some cases, facilities may have been in place since the late 1970s, providing opportunities for colonisation by a succession of marine species.
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Effective Management
factors influencing the distribution and occurrence of marine growth colonisation include water temperature, salinity, depth, distance from shore or from other fouled structures, exposure to wave action and predation. geographical differences in these parameters exist as demonstrated in the variation in marine growth between the northern, central and southern North Sea. considering the aforementioned factors, the importance of a marine growth assessment in the management of the decommissioning process to minimise potential environmental impacts and risks becomes more apparent.
whilst not a statutory requirement within uKcS decommissioning environmental impact assessments (eIA), marine growth assessments offer a practical and cost-saving option for its effective management. furthermore, a marine growth assessment contributes to both the environmental and socioeconomic aspects of the eIA. At a minimum, these assessments can be used to provide a quantification of the weight of fouling
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DECOMMISSIONING
The importance of marine growth assessment in the decommissioning process to minimise potential environmental impacts and risks, becomes more apparent. organisms and identification of species, including those subject to protection. The weight of the structures to be decommissioned is a fundamental consideration when planning lifting, transportation and disposal operations. marine growth, by increasing the structural weight, can increase costs and the complexity of lifting operations. current approaches to the management of marine growth include: 1. offshore removal of marine growth by an rov and/or divers on location 2. onshore removal from cut jacket sections and subsequent landfilling, and 3. land-spreading or composting of removed marine growth.
Species Composition
All these options bring with them potential environmental impacts that need to be considered. potential seabed impact from marine growth removed on the spot will also be influenced by the species composition. The suitability of landfill or composting sites will depend on species composition. The eu landfill Directive (1999/31/ec) includes an obligation for member states to reduce the amount of biodegradable waste, which includes marine growth destined for landfill. The uK target, based on the 1995 waste quantities, is a reduction of 35% by 2020. Therefore disposal in landfill may become a last resort for this waste. offshore structures brought to shore with marine growth have often resulted in complaints from local communities regarding the odour. The major sources of smell following removal of structures laden with marine growth are the biologically emitted odours from dying organisms, disturbed anoxic layers and removal of
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Anemones out of the water
putrefying organisms, particularly originating from highly productive areas. The intensity of smell can become a considerable nuisance to local communities. The platform location and time of year for planned removal should be taken into consideration when developing the decommissioning programme. Due to the seasonality of the productivity of fouling organisms, jackets and other subsea structures removed during the summer and autumn would be expected to emit a stronger odour for longer than those removed in spring from the same location. A marine growth assessment also provides information on the presence of potentially invasive alien (non-native) species (species from outside of their natural range) which can threaten the diversity or abundance of native species, the ecological stability of infested waters and/or commercial, agricultural or recreational activities. Invasive species can often out-compete indigenous species, detrimentally affecting local ecosystems. mobile structures such as fpSo vessels could act as sources for the introduction of invasive species when taken to different geographical regions for decommissioning or reuse.
with the transportation of offshore structures comes an increased potential risk to the marine environment of the introduction of invasive species. This is particularly important if the structure is to be transported out of the North Sea. This risk is determined by the: â&#x20AC;&#x201C; presence and abundance of invasive alien (non-native) species and/or species that have the potential to become invasive, â&#x20AC;&#x201C; period of air exposure of the marine growth during transport and resultant mortality of the species, and â&#x20AC;&#x201C; capacity of alien organisms to colonise, survive and out-compete native species along the transport route and at the final destination.
Conclusion
An assessment of the marine growth on offshore structures is an important component of decommissioning programmes. The implications of additional weight and the occurrence of protected or invasive species are key drivers in lifting operations and final disposal. These must be considered to ensure the decommissioning process is completed safely, cost-effectively and within the frameworks of both best practice and relevant legislation. i. www.bmtcordah.com
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TECHNICAL INNOVATION
ProtectIng hull and ProPeller
The Paint Inspector at work
SubSea InduStrIeS waS founded In 1983 to take care of the deSIgn, development and marketing of a line of underwater-hull and propeller-cleaning equipment and hard hull-coating systems. the company’s specialties are high-efficiency long-life hull coatings, cavitation-proof rudder coatings, high-resistance coatings for ice-going vessels, and underwater steel protection for offshore units. subsea industries works with a team of paint (or coating) inspectors who monitor applications and have to give their approval for the warranty that comes with the company’s coating systems.
O
ne of the paint inspectors is raul yu. mr yu works for subsea industries’ agent in china, carich marine engineering (hk), and has supervised numerous applications for the company. mr yu talks about his experience with the company’s line of coating systems. What exactly does a coating inspector do? Mr Yu: the main task of an inspector is to ensure that a coating project meets the required quality standards and that the application is done as specified by subsea industries. Before a project begins, i make myself familiar with the surrounding. i check the spray equipment to see if it is in good operating condition. a meeting with the owner’s representative and a quality check of the shipyard is part of the daily routine to make sure that the quality remains the same throughout the entire project. Before the actual application starts i check to see if the weather conditions meet the specifications and i make sure that the coating is in good condition. during the 2 6 | O S I 2 0 1 6 | Volum e 9 | Issue 1
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application i see to it that the subcontractor prepares the material thoroughly and that the spraying equipment is maintained correctly. after the coating is cured i check its dry-film thickness (dft). this is crucial for a lasting protection for the vessel. a final report is then written for the shipyard and the owner’s representative. i also visit ships that come into drydock after sailing with one of the coating systems on their hull or rudder for several years. then i conduct a full inspection of the condition of the coating system and write a detailed inspection for subsea industries. if any small touch-ups need to be done i supervise these too. these normally do not involve more than 1% of the coated surface and are usually a result of mechanical damage due to the anchor chain or the ship scraping against the quay wall.
any other paint or coating system. most applicators are quite familiar with hard solid paints and they know the tricks of the trade. if the applicators have not worked with us before, i give them the necessary instructions. if the coating contractor follows the specifications, the application goes very well and smoothly.
Is it hard to learn to apply these coating systems? Mr Yu: in general, our products ecospeed, ecoshield and ecolock can be applied like
What are the most important benefits of an Ecospeed/Ecoshield/Ecolock application? Mr Yu: after surface preparation only two identical coats, each with a dft of 500 μm, w w w. o ffs h o re -i n d u s tr y. e u
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TECHNICAL INNOVATION
Photo courtesy of Subsea Industries
need to be applied. for a yard this is important because it allows a job to be scheduled around other work that’s going on on the vessel, resulting in minimal interference between various activities. you can apply the coatings quite rapidly on a prepared surface and the possible overcoat time goes from three hours to very extended periods of time. depending on what the shipyard likes to see, we can just adapt the schedule.
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– r a u l y u , c o at i n g i n s p e c t o r –
Compared to traditional coating systems with multi-layers, these coating systems save the applicators much time. O SI 2016 | Vo l u me 9 | I s s u e 1 | 2 7
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TECHNICAL INNOVATION
Mr Yu doing an inspection for Exmar.
Coating inspector Raul Yu
Photo courtesy of Subsea Industries
You carried out two projects for Exmar, an internationally active energy supply chain provider based in Antwerp, Belgium. How have you experienced a large-scale operation like that? Mr Yu: the barges in question are built in blocks and these blocks are coated individually before assembly, leaving only the weld seams and the areas inaccessible due to the support blocks to be painted after the barge is assembled. as usual with anything new, there was some initial reluctance to change from the traditional coating systems which the yard and applicators were familiar with. as the applicators had not worked with ecolock before, i gave them the necessary instructions and had them apply ecolock on a small test patch. this gives them a practical feeling of an ecolock application. while spraying of the first block, they found that the application is actually quite easy. compared to traditional coating systems with multi-layers, these coating systems save the applicators much time, as after surface preparation only two similar coats each of 500Οm need to be applied. Because of the short interval required in between,
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Photo courtesy of Subsea Industries
a block can be fully coated with two coats in the same day. Why it is so important to have an inspector present during an application? Mr Yu: subsea industries insists that a paint engineer is present and available for the applicators on every job. this is not only to check the conditions during the painting process, but also to work closely with them and to make sure that there is a very easy and smooth application. this is quite different from usual practices. Because we are closely involved with the application, we know exactly what has happened during the painting process. subsea industries offers an extensive guarantee, so it is essential that they make sure that their standards are met.
The Three Protectors ecospeed is an environment-friendly underwater hull-coating system that combines the advantages of an easy-to-apply superior coating, a surface treatment for hydrodynamic optimization and a long-term underwater maintenance service system. the coating protects the hull of the ship without need for recoating or major repair. ecoshield, a specifically reinforced version of ecospeed, is meant for the permanent protection against cavitation damage for rudders. it is also suitable for bulbous bow, stabilizer fins, thruster nozzles and other underwater ship gear that needs special protection from corrosion. ecolock is an extremely tough and durable coating designed to remain in excellent condition for up to 20 years without dry-docking, repair or replacement. it can be cleaned underwater as often as needed to meet the uwild and weight requirements of fpsos, drill ships and other offshore vessels.
i. www.subint.net
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COMPANY PROFILE
EFFICIENT, FLEXIBLE, EASY TO APPROACH
TLQ Supply: Supplier Of Temporary Living Quarters TLQ SUPPLY, SISTER COMPANY OF DUBBELDAM OFFSHORE AND SITUATED IN ZWOLLE, THE NETHERLANDS, SUPPLIES TEMPORARY LIVING QUARTERS (TLQS) TO THE OFFSHORE (OIL AND GAS) INDUSTRY. THEIR CONCEPT IS BASED ON A standard design that can be customized to the specific wishes of the client. The setup of the standard unit offers much diversity in layout combinations – also, there is a possibility to stack. WORDS BY RON VAN UUM
A
ll TLQs can be put in place by means of the available deck cranes and do not need extra hoisting equipment. Apart from short delivery times this means that the units can be placed, quickly and safely, on any offshore location. Offshore Industry’s Ron van Uum had a word Wichert Dubbeldam, CEO of TQL Supply. What is TLQ Supply currently doing? Mr Dubbeldam: At this moment we’re busy installing galley equipment for Shell NAM. Further, we have been installing cold-storage rooms for Shell NAM on a few of their offshore locations. All these facilities are prepared by us on shore and then assembled on the offshore location. We have direct contact with the people on board and the suppliers ashore. This makes the communication lines short and our cooperation smooth and efficient. For major companies like Shell, GDF Suez, Noble Drilling, Paragon and Wintershall, we carried out various renovation projects on their offshore locations. This means removing old stuff, installing new, from the
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floors up to the ceilings and everything in between. We do everything in and around the accommodations: interiors, heating and cooling facilities, offices and dormitories, saunas and gyms. This offers us sufficient work for the future. Does that mean that the current crisis in the offshore industry does not bother you too much? Mr Dubbeldam: Well, we’re noticing that our clients have fewer orders to give, but we still have a pretty good share of the business. Our strength is that we’re a relatively small company with a flexible working attitude. Because of our flat and transparent organisation we can be easily approached. We’re able to act quickly and react promptly to the fast-changing wishes of our clients. The offshore business goes around the clock and our clients like it very much that they can reach us 24/7. This makes us a solid and reliable service provider. i. www.tlqsupply.nl i. www.dubbeldam-offshore.nl
Photo courtesy of TLQ Supply
Photo courtesy of TLQ Supply
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TRAINING
A CAse study
The NWFTC HSEQ Procedures Review In 2014 natIonal WInd Farm traInIng Centres (nWFtC), a WInd traInIng Company based In the UK, Was approaChed by a ClIent to assIst In the Improvement oF the WorKIng-at-heIght and transFer-oF-personnel proCedUres, as Well as resCUe provIsIons for an offshore windfarm off the east coast of the UK. the client had used nWFtC for all its wind farm training requirements since 2011, including gWo courses and advanced medical care (Fpos-I/phtls) and, due to this relationship, had sufficient confidence in the expertise of the nWFtC team. so, nWFCt were asked to review and amend, as needed, the entire workingat-height, rescue, access and egress procedures to ensure compliance and the safety of their teams for years to come.
The Scope
the start of the project coincided with the end of the turbine manufacturer’s warranty period, after which the client has taken ownership of significant areas of operation and maintenance. the scope included building on existing working-at-height and transfer procedures and a rewrite of the rescue plans. the client had indentified these procedures as lacking and requested that nWFtC develop and initiate: – working-at-height and rescue procedures – access and egress procedures – pontoon access and vessel procedures – all associated risk assessments and method statements
Rescue team awaiting arrival of helicopter.
Photo courtesy of NWFTC
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TRAINING Casualty being evacuated.
– identification, purchase and supply of approved equipment for efficient and safe extraction – testing and agreeing of all procedures for their offshore assets with the client – developing advanced rescue courses in line with new procedures – delivering advanced rescue courses for all staff onshore at nWFtC’s training tower as well as scenarios on their offshore assets after the training nWFtC supervised an emergency response day at the wind farm, thereby supporting the rescue and extraction of casualties. nWFtC also delivered a report on the effectiveness and the results of the training day.
The Work
after an initial offshore visit and a preliminary meeting regarding the scope of the project, nWFtC began a series of excursions to the wind farm to gather the information required to ensure transfer-of-personnel and work-at-height procedures were as accurate and realistic as possible. nWFtC set up an onsite presence in the client’s office while drafting the documents. this was done in order to facilitate interaction with the client’s team, include them in the process and access their expertise. this approach proved key to offering an entirely bespoke set of procedures. after the document drafting stage nWFtC went offshore with the client’s team to test the procedures, identifying any changes required, again involving the team at every stage and making amendments as needed. every procedure was run through with the team, photos and videos were used to review success and suitability and to enhance documents created to offer a clear step by step procedure for future users. once the information was collated and best practice identified, nWFtC finalised the documents and created basic instructional videos for every rescue. these will act as training aids on courses and will be used in the client’s induction processes. the client has identified these as a positive addition to their onboarding processes and new team members have expressed how useful they consider them. the new procedures were finally approved by the client and have been implemented across the site with immediate effect.
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Photo courtesy of NWFTC
The Equipment
as part of the scope of work, nWFtC was asked to include procurement of rescue equipment. the equipment needed to be tailored to the client’s specific requirements and the new procedures. Further, nWFtC reviewed the options, detailed the supplier specifications and purchased the items on the client’s behalf. a new flexible stretcher capable of incorporating a spineboard ensured a more achievable and safer method of extricating casualties from most areas of the wind farm. a new, more powerful lifting device was sourced, capable of raising a casualty approximately four times faster than the previously used devices, while saving the strength of the rescuer. advanced rescue kit bags are now placed on a selection of vessels in
Following the introduction of the new procedures and equipment, client personnel were trained to ensure consistent application of the methods and techniques across the site.
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• PREHEAT AND STRESS RELIEF
SPECIALIST IN HEAT TREATMENT
• INDUCTION AND RESISTANCE • CERTIFIED TECHNICIANS • RENTAL AND SALES OF EQUIPMENT • STATIONARY AND MOBILE FURNACES • DRY OUT AND CURING
WWW.DELTA-HEAT-SERVICES.COM
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INFO@DELTA-HEAT-SERVICES.COM
+31 (0) 187 - 49 69 40
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TRAINING
Casualty being lowered.
Photo courtesy of NWFTC
preparation for a potential emergency response.
The Training
Following the introduction of the new procedures and equipment, client personnel were trained to ensure consistent application of the methods and techniques across the site. NWFTC provided a course that ensured those working on the offshore wind farm would be capable of using the equipment in a variety of situations. The course consisted of four days of intensive training at the Lowestoft training tower and one day offshore training, looking at the more complex rescues. It trained participants in the use of the new stretchers, bespoke to the site, rescue equipment redirections, casualty care with use of spineboards and incident management. The overall aim of the course was to provide technicians not only with a firm grounding in the new procedures and equipment but also with a broad range of advanced skills for competent and general rescue application on their wind farm. The feedback received was excellent and the technicians’ confidence in the new procedures and equipment was evident.
The Live Drills
In September 2015, a training representative from NWFTC was asked to supervise a planned live rescue exercise on the offshore wind farm to trial the new rescue procedures and equipment. The
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exercise was filmed by an external agency to give the opportunity for review and reporting. The rescue technicians were tasked with an extrication from the hub on one of the turbines and involved all key personnel working that day, as well as local RNLI lifeboats and a search and rescue helicopter. The client staff involved coped extremely well with the technically demanding nature of the rescue and the FPOS (First-Person-On-Scene) medic from a nearby vessel was on scene rapidly to provide more advanced casualty care. After removal from the hub, the casualty was lifted up to the helideck, using techniques learnt during training, to prepare for the helicopter extraction. Unfortunately, on approach to the turbine, the SAR helicopter had to be redirected due to a real incident call-out. The decision was then made to lower the casualty to the vessel and trial a boat-to-boat transfer with one of the lifeboats. Despite the lack of the helicopter, the rescue ran smoothly and proved an excellent learning opportunity for the client’s teams moving forward. On completion of the live exercises NWFTC completed a report using the observations during the rescue, to provide the client with an expert insight on areas that worked well and areas that needed more attention. In January 2016 NWFTC provided, for the first time, the new comprehensive SHEQ review and training service for one of their clients.
Descend onto rescue vessel.
Photo courtesy of NWFTC
In a press release dated 16 January 2016, Tom O’Shea, NWFTC Training Manager, stated the following: “The implementation of the new procedures, equipment and training, along with their existing FirstPerson-On-Scene (FPOS) medics and robust emergency management protocol, has lifted safety and rescue standards at this offshore wind farm to arguably one of the safest and most prepared wind farms in the UK and, indeed, Europe.”
i. www.nwftc.co.uk
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Worldwide Solutions in Steel MHF Group designs, engineers and manufactures steel structures and pipe work, principally for the oil and gas, petrochemical, and waste processing industries, and for large-scale harbour installations. MHF Contracting B.V. Scheelhoekweg 1 3251 LZ Stellendam, The Netherlands
T +31 (0)187 493969 F +31 (0)187 493988
E info@mhf-contracting.nl I www.mhf-contracting.nl
Providing the perfect match for maritime professionals.
Temporary crew Recruitment & selection Crew management Payroll services
CSC Crewing Piet Heinkade 92 4381 NH Vlissingen, The Netherlands Phone: +31 (0) 118 745600 E-mail: info@csc-crewing.com
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PIPE AND CABLE LAYING
SyStem Can Be applied For ContingenCy dewatering
Coiled Tubing Precommissioning for DeeP-Water PiPelines As subMAriNE GAs pipEliNEs ArE iNsTAllED iN EVEr-DEEpEr WATErs, ThE chAllENGE OF prEcOMMissiONiNG bEcOMEs MOrE cOMplEx. FOr All DEEp-WATEr pipelines, technology exists today to perform parts of the precommissioning entirely subsea using autonomous or remote-operated vehicle (rOV) powered equipment to flood, gauge, and test the pipeline.
H
owever, there remain many situations where it is necessary to connect from the surface to the deep-water pipeline, thus forming a reliable conduit to the pipeline that facilitates the injection of water, air, nitrogen, and monoethylene glycol (meg) – or even to be used for subsea depressurization. The goal here is to demonstrate what can be achieved on major subsea pipeline precommissioning projects through the selection of the best equipment and techniques.
Employing A Down-line
a down-line is best described as a conduit between a marine vessel at the surface and a subsea pipeline connection. For our purposes here, we will consider only the use of downlines for pipeline precommissioning. The precommissioning process flow chart illustrates the precommissioning process as typically applied to oil pipelines. The process for gas lines is similar, but involves additional steps prior to handover such as removal of hydro-test water (dewatering), drying, MEG swabbing, and nitrogen packing. Where the pipeline has one or both terminations subsea, then a down-line may be required to perform the pre-commissioning service.
outer diameter (OD) and below, with the oilfield design generally necessitating deployment via a moonpool equipped marine vessel. in 2012 Baker Hughes designed and built coiledtubing systems specifically designed for deepwater down-line applications. The design brief for the customized system was as follows: – capable of operating in water depths up to 3,000 metres, – designed for large-diameter pipe of 2⅞ or 3½ inches, – DNV-certified to allow offshore lifting,
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Deep-Water Deployment
Traditional oilfield coiled tubing units have been used to make a connection between the surface spreads and subsea pipelines for many years. typically, such units used coiled tubing of 2-inch www.o f f s h o r e - i n d u str y.eu
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PIPE AND CA BLE LAYING Precommissioning flow chart for typical oil pipelines.
Cleaning & gauging of Pipeline Section Flooding & testing of Pipeline Section
Image courtesy of Baker Hughes
Optional Services / Gas
Depressurise line and handover to client filled with treated water
Displace Hydrotest water with oil
Dewater using compressed air
Perform Caliper Survey, possibly c/w dewatering
Nitrogen purge and pack the line
Treat the line with batch of corrosion inhibitor Commission the Pipeline
Client Activity
The goal is to demonstrate what can be achieved on major subsea-pipeline precommissioning projects through the selection of the best equipment and techniques.
– road-transportable in two loads, – standard basic components giving easy access to spare parts and trained mechanics/operators, – flexible frame to allow use on a wide variety of vessels, either through a moonpool or over the side. Historically, the main use of the coiled tubing down-line has been as a conduit for supplying air or nitrogen to dewater the subsea pipelines. This also typically requires that meg or another pipeline hydrateinhibiting fluid be pumped as part of a conditioning pig train. To date, coiled tubing has been used in water depths of around 2,200 metres, but with exploration already taking place in water depths down to 3,000 metres, this was selected as the target water depth.
Coiled-Tubing System Design
initial evaluation of a number of deep-water pipeline projects indicated that compressedair injection rates of more than 283 cm3/day would be required, injected on to a downline up to 3,000 metres long. Engineering for such scenarios showed that the 2-inch coiled-tubing used to date is not large enough for these flow rates, with the highpressure drop equating to surface pressures greater than could be achieved. Thus 3 6 | O S I 2 0 1 6 | Volum e 9 | Issue 1
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BHI Activity
engineering focused on the two largest pipe sizes available: – 2⅞-inch pipe is readily available and there is considerable experience with this pipe in downhole applications. – 3½-inch pipe is not widely used in downhole applications, as high flow rates are not typically required, but it is manufactured, and readily available. these larger pipe sizes have much lower pressure drop, and are better suited for these applications. in looking at reel dimensions, it was decided to opt for a reel that would handle 3,000 metres of 2⅞-inch and around 2,300 metres of 3½-inch pipe. This gives reel dimensions of 2.43 metres between flanges, with a core diameter of 3.05 metres and flange diameter of 4.57 metres, and reel skid dimensions of 5.66 metres long, 3.65 metres wide and 4.66 metres high. The weight of the skid with pipe is 41,000 kg. The rest of the equipment was mounted on a single skid for ease of transportation and lifting. This skid also provides the basis of the overboard deployment system. A trolley system was used, which allowed the pipe and ancillary equipment to be rigged up in-board of the vessel and then jacked out over the side of the vessel. the primary driver for this was an over-thew w w. o ffs h o re -i n d u s tr y. e u
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side deployment scenario, but this would work just as well for a moonpool deployment. The skid accommodates the control cabin, the power pack, the gooseneck and all ancillary equipment in its transport mode. prior to use, the control cabin was lifted off the skid and replaced by the tubing reel, which partially balanced the weight of the tubing when deployed over the side. The cabin can be located in a number of places around the skid within a 9-metre radius of the power pack, giving flexibility depending on vessel layout. The main transport skid was 12.2 metres long by 3.65 metres wide, weighing approximately 80,000 lbs. so, although it is a permit load, it can be transported by conventional truck. the use of a spreader beam gives a singlepoint DNV-certified lift for offshore lifting. the power pack, injector, gooseneck, and control cabin were all effectively standard components. The reel was also standard in the way it functions, but the dimensions are unique to meet the criteria outlined above.
Deployment Challenges
the main issue associated with deploying the coiled-tubing, as a down-line in deepwater environment is the impact of current on the coiled-tubing string and the vessel movement. This impact results from wave action, which can cause fatigue in the pipe string. in downhole applications, high-cycle fatigue is not an issue, since the tubing is constrained by the well, but in open water this is not the case. Historically, several projects have been carried out in the relatively benign environment of the gulf of Mexico. The calm sea state and relatively weak currents have not caused any major issues with the coiled tubing, even in deployments lasting several weeks. however, in more aggressive sea states, this has the potential to impact the coiled tubing and limit its working life. The first project in which these more extreme conditions were encountered required the project team to look at this in more detail. in order to assess this potential impact, extensive www.o f f s h o r e - i n d u str y.eu
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modelling was carried out to determine the effect of different conditions on the coiled tubing string and the entire jumper system across to the pipeline end termination. The initial static analysis of the system revealed that a bend stiffener was required. Without one, the current acting on the coiled tubing would cause an over bend in the string at the vessel interface. Various types of bend stiffeners were evaluated, and a steel tube of reducing wall thickness was agreed upon, which would limit the radius of curvature of the coil and allow progressively more bending of the coil over its length. With this in place, the bend of the coiled tubing is limited to a level below the allowable limits of stress utilization based on curvature and tension. With the bend stiffener designed as described, the coil was analysed for fatigue. As indicated earlier, high-cycle fatigue is a major concern in this application, given the constant movement of the vessel. in this particular instance, the coil was anticipated to be deployed for about 32 days continuously. For a single deployment, fatigue was not determined to be an issue in this case. however, it should be noted that in the case of multiple deployments, the coil is also subjected to low cycle
fatigue each time it goes over the gooseneck. The combination of these two fatigue regimes requires further investigation to determine a probable ultimate fatigue life of the coil. i. www.bakerhughes.com i. www.offshore-mag.com
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SEABED INTERVENTION
How Do You Make THe SeabeD?
Seabed Intervention
an absolute necessity
Offshore vessel Ndurance working west of Duddon Sands.
Photo courtesy of Boskalis
To place a STrucTure on THe SeabeD SecurelY, THe SeabeD SHoulD be aS flaT anD regular aS poSSible. if THe SeabeD iS irregular or unDulaTing, THe structure â&#x20AC;&#x201C; for instance, a pipeline or cable or offshore platform â&#x20AC;&#x201C; will suffer the risk of spanning and overstressing. to avoid these and other risks, dredging contractors are asked to intervene to make the seabed flatter or to cover the structure that is being placed to protect it. offshore infrastructure installations are often exposed to high external pressures and low temperatures. they are subject to tidal movements, currents and scour, unless buried or trenched in the seabed. preparation of the seabed is therefore of crucial importance.
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SEABED INTERVENTION
The CTC Marine UT-1 is the world’s most powerful jetting ROV with 2.1 MW of total power. It is fitted with drive motors that allow precise control of pressure and flow, giving a high degree of flexibility when undertaking work in varied environmental conditions.
I
n recent years the need for seabed intervention has been increasing. since the late 1940s, gas and oil have been mined from offshore sites. nowadays these resources are being mined at ever-greater depths, often in remote areas. these resources have to be brought on shore and this is frequently done through pipelines laid upon the seabed. these pipelines must often traverse long distances over rough seabed terrain to land-based sites. although the main clients for seabed preparation contracts are oil and gas operators for pipe-laying and offshore platforms, the same intervention techniques are applied in other markets, such as cable laying, port construction and in the offshore wind farm industry. uneven seabeds are a common occurrence. uneven or ‘undulating’ seabeds occur rather
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frequently and can be caused by soft seabed materials that are sensitive to underwater currents. they may also be caused by hard seabed like rocks, boulders and gravel. these conditions can result in unexpected transitions where steep slopes appear resulting in sections of unsupported pipelines or cable called free spans.
Free Spans
free spans – sections of the pipeline that are not touching the seabed – are caused by the irregularity of an uneven seabed created by the turbulence or scouring action of water and sand. they can result in pipeline fatigue when the pipelines in unsupported sections are subject to currents and vibrations. when a free span exceeds an allowable distance or threatens to cause a misalignment between connectors,
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a solution must be found to compensate for the unevenness. the allowable distance for a free span must be determined on a caseby-case basis. solutions such as levelling the seabed or pre-trenching (a pre-dug trench in which to lay the pipe) or constructing rock beds and berms or crossing support structures can be made to reduce the stress on the free span areas. these supports may include sand filling. this method will compensate the unevenness by filling in the seabed and reducing stress on the pipeline or cable.
Other Influences
the length of the pipeline as well as the depth at which it must be placed on the seabed are other factors that can influence the already complex operation of installing pipelines and cables. appropriate
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SEABED INTERVENTION
Cutter suction dredger Phoenix 1 working off Qatar.
Photo courtesy of Boskalis
Trailing suction hopper dredger Willem Van Oranje.
Photo courtesy of Boskalis
Offshore vessel Ndeavor.
Photo courtesy of Boskalis
Cutter suction dredger Niccola Machiavelli.
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Photo courtesy of Jan De Nul Group
equipment is crucial to meet these challenges. Consequently, in the last decade extensive investments in R&D have been made, resulting in technically advanced equipment for pipe-laying and seabed interventions. To meet the demands of recent deep-sea oil and gas exploration, equipment has been designed that makes it possible to lay pipelines on a seabed as deep as 2,500 metres (or deeper). Obviously this requires longer cables and hoses with which to reach these depths as well as other equipment especially adapted to these depths. Underwater positioning systems have been improved and precise surveying before, during and after seabed intervention is indispensable. Both positioning and surveying are conducted by underwater ROVs. By using highly accurate real-time surveying systems, rough terrain and obstacles such as sand waves, outcrops, pockmarks as well as general unevenness can be discovered and addressed.
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SEABED INTERVENTION
Currently the issue of energy efficiency and reducing CO2 emissions into the air and sea are also being discussed. Equipment for seabed intervention is being developed to comply with these demands.
Weather
also the weather plays an important role in all types of infrastructure projects, offshore operations included. lost time as a result of bad weather can be expensive. seasonal factors must be considered and often computer simulation models are used. seabed and weather conditions therefore need to be determined before operations begin. this is easier said than done. to deal with unpredictable meteorology and oceanography (metocean) conditions in regions with uneven, undulating seabeds preparation for interventions – such as pre-lay trenching across rock areas, construction of supporting berms for a pipeline in rough terrain/coral areas, gravel blankets and ramps for plems (pipeline end manifolds) and plets (pipeline end terminations), and building pre-lay free-span supports – should be made well in advance. fortunately the methods for forecasting wind, waves, tides and weather in general have significantly improved.
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Subsea Circumstances
subsea pipe laying is achieved by specialised vessels that are fitted with a heavy-lift crane and equipment to lay pipe. these pipelaying ships use dynamic-positioning systems or anchor spreads to maintain the correct position and speed whilst laying pipe. several pipe-lay methods are commonly used for installation: the s-lay method and J-lay method. the s-lay method is suitable for use both in shallow and deepwater areas depending on the diameter of the pipe. pipe sections are welded horizontally and these welded sections are continuously fed over the lay barge’s socalled ‘stinger’. as the pipeline gradually exits the barge to reach the touchdown spot on the seabed, it forms the shape of an ‘s’. in the J-lay method, pipes are assembled and welded in a vertical tower erected on the lay barge. as the platform moves forward, the jointed pipeline is lowered almost vertically from the launching point
Photo courtesy of Modus Seabed Intervention
The Modus CSS.
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SEABED INTERVENTION Fall pipe vessel Simon Stevin at Troll P12 project, Norway.
Photo courtesy of Jan De Nul Group
down to the seabed, bending only once in a J-shape. In both cases, at the lower end the seabed must be levelled and ready to receive the pipeline. When using the reellay method long pipe segments are welded, tested and coated onshore and then spooled onto a large vertical pipe reel in one continuous length. Once in position, the reel-lay vessel moves slowly forward as the pipeline is unspooled.
Equipment Selection
Water depth is one of the most influential factors in the choice of installation equipment for subsea infrastructure operations. Hydrodynamic excavation tools have been developed which are able to work in non-cohesive soils and soft clays in extreme environments, from great ocean depths to shallow coastal regions. If the water depth is shallow at low tide or near the shore, a very shallow-draught pipelaying barge, assisted by tugs, anchor handling equipment, crew boats, survey boats and auxiliary equipment, may be required. On the other hand, specialised equipment has been developed to meet the demands of deeper seabeds that are not accessible using conventional hydraulic excavation tools. New positioning systems
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and surveying systems made possible by the use of remotely operated vehicles (ROVs) provide reliable data at extreme depths and during difficult weather conditions and thus greatly increase the accuracy of pipeline placement and seabed intervention activities.
Environment And Safety
As with all dredging projects, seabed interventions for gas and oil pipelines and cable installations are subject to close scrutiny concerning environmental impacts. Safety issues such as vessels colliding with a pipeline or anchors dropping are of concern. Interference with marine flora and fauna are also issues. A good design will take these things into consideration and provide safeguards. Currently the issue of energy efficiency and reducing CO2 emissions into the air and sea are also being discussed. Equipment for seabed intervention is being developed to comply with these demands. The interaction of the seabed with pipelines and cables remains complex. Nowadays extensive studies are done to establish a detailed description of the actual characteristics of the seabed prior to any maritime infrastructure operations.
The ultimate concern is to ensure the integrity of subsea structures over time as these are constantly exposed to waves, currents or loads. Thorough stability, stress and protection analyses are continually conducted. Should the integrity of a pipeline or cable fail, for whatever reason, the consequences can be dramatic. Seabed intervention is an important part of the process to prevent this from happening. i. www.iadc-dredging.com i. www.boskalis.com i. www.jandenul.com
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DECOMMISSIONING
OFFSHORE SUPPLIERS MUST THINK COMPLETELY DIFFERENTLY
Cutting Costs Before Starting DECOMMISSIONING SUPPLY CHAIN COMPANIES IN THE EAST OF ENGLAND WHO ARE HOPING TO BE INVOLVED IN THE DISMANTLING OF HUNDREDS OF PLATFORMS AND PLUGGING AND ABANDONMENT OF MORE THAN 400 WELLS MUST THINK “COMPLETELY differently,” said Bill Cattanach of the British Oil & Gas Authority (OGA). Without dramatically lower costs, operators will not embark on spending the estimated GBP 50 to 70 billion in the next 30 years, he stated.
A
ccording to Mr Cattanach, bringing operators and supply chain companies together for constructive dialogue to introduce innovative ideas and technology into the decommissioning operation to deliver transformational cost savings might be the way forward. As investment levels in the North Sea have fallen dramatically, supply companies are looking to decommissioning to fill the gap. But it is a young and unstructured industry with little transparency. Just 10% of installations have been decommissioned so far, with 300 installations remaining in the UK Continental Shelf, miles of pipeline and about 5,000 wells to be plugged and abandoned.
– B I L L C AT TA N A C H , BRITISH OIL & GAS AUTHORITY –
There is a portfolio of more than 500 wells to be plugged and abandoned in the North Sea. Mr Cattanach said: “We should be able to fill the gap in the supply chain with decommissioning. We have 23 decommissioning applications in this year and in the next two to three years, about 70 odd decommissioning proposals will be carried out.”
Real Savings
The OGA had been tasked by the UK government to come up with a plan to show “real savings”, he said. “We have already brought together some of the eight operators and we know there is a portfolio of more than 500 wells to be plugged and abandoned in the North Sea. “Now is the time to get beyond talking about where we
collaborate and get together and get companies out there and bring work forward.” Nigel Jenkins, Chief Executive of Decom North Sea, said that direct dialogue between supply chain and operators is needed. “Many operators appreciate they don’t have all of the answers. Answers to cost reduction lie with the operator and the supply chain working together at the earliest possible point in the project programme.” Oil and Gas UK forecast that GBP 43 billion would be spent on decommissioning by 2050, he said. “But we have seen analysis from DECC (the UK Department of Energy & Climate Change) and that indicates this might be in the region of GBP 40 to 70 billion. The main question is: do we have a clear understanding of the work ahead of us and do we know what good looks like? The answer is: not yet.” Plugging and abandonment (P&A) of wells is the most expensive part of decommissioning – about 40 to 50% of the costs. Nick Ford of well project management specialists Acona UK told delegates that upfront planning was key in a P&A programme estimated between GBP 900 million and GBP 1.9 billion in the southern North Sea over the next ten years. Acona UK has managed to bring down the P&A cost of development wells by between 30 and 50%.
i. www.gov.uk/government/organisations/oil-and-gas-authority i. www.gov.uk/government/organisations/department-of-energy-climate-change
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Boa Marine Services’ Olympic Boa was launched in 2014 to carry out dive support work in the Gulf of Mexico. The versatile vessel is also ice-classed by DNV GL. Photo courtesy of LvdM
TransiTion From DeDicaTeD service To mulTi-PurPose FuncTionaliTy
Different Task For Construction Vessels WiTh oil Prices hovering beTWeen loW anD criTical levels, increasing ProDucTion From neW anD maTure oFFshore FielDs is viTal To mainTaining ProFiTabiliTy. comPanies banking on The FacT ThaT Prices will rebound as they have done in the past are continuing to look for new opportunities offshore. also, there is a focus on many of the new technologies designed to get more oil out of existing subsea fields, to reduce maintenance and intervention costs, to increase a project’s net present value, and to extend the life of current fields.
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WELL INTERVENTION
Chloe’ Candies.
Photo courtesy of 7Seasvessels
Chloe’ Candies.
Photo courtesy of 7Seasvessels
Photo courtesy of 7Seasvessels
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xtending the life of a subsea field, as well as increasing recovery, is essential in today’s volatile oil price-based economy. Companies have reconsidered and revitalised their offshore plans due to the large number of new-build and refurbished offshore vessels available. Many of these have been designed not only for well intervention, but also subsea umbilicals, risers and flowlines (SURF) installation, inspection, repair and maintenance activities, and P&A work. These include construction vessels along with legacy equipment like ROVs and saturation diving systems. From some of the oldest vessels, such as Ranger Offshore’s 180-foot (54-metre) long Hammerhead, built in 1972 and still in use, to McDermott’s yet-to-be-named derrick lay vessel 2000, which will be launched this year at a staggering length of 604 feet (184 metres) and capable of holding more than 400 personnel, companies are making the most of their resources during a time of uncertainty.
Chloe’ Candies.
EMAS AMC’s Lewek Crusader multi-purpose construction vessel has a DP-3 dynamic positioning system and can perform multiple deep-water construction activities.
Photo courtesy of EMAS AMC
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Photo courtesy of EMAS AMC
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WELL INTERVENTION
Olympic Boa.
Lewek Crusader.
Photo courtesy of Frits Olinga
Subsea Well Intervention
some companies at the forefront of this technological renaissance are tackling subsea well intervention in a way that not only saves operators time and money, but also increases well output while reducing downtime. riserless well intervention is making its way to deeper waters like the gulf of mexico after years of successful operation in the north sea. completed from a dynamically positioned (DP) vessel rather than a rig, riserless well intervention can perform multi-well diagnostics, including PlT, water shut-off, sand and scale cleanout, shifting sleeves and milling nipples. it can also be used for the replacement of gas lift valves, setting and pulling plugs, perforating and 4D seismic in some cases. in addition, as the work is done on a vessel rather than a rig, response time tends to be quicker. This in turn reduces non-productive downtime and can keep operational time at or more than 98%. however, one of the most beneficial by-products of this technology is the increase in oil recovery. This affects the bottom line of any company, no matter the barrel price of oil, since lifting costs are dramatically decreased while output is increased. many of the units in use today serve more than one purpose where previously vessels were primarily built with one purpose only, such as intervention. in this case, other vessels were brought in for dive support, well repair, maintenance, P&a, surF work, and even seismic.
Advance Change
but nowadays companies have found that specifying and outfitting (or in some cases retrofitting) vessels in advance saves money and time, while at the same time reducing
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Photo courtesy of EMAS AMC
the number of crew required to complete a job. For example, boa marine services’ olympic boa, which was launched in 2014, is currently in use not only as a dive support vessel in the gulf of mexico – it is also certified for inspection, repair, maintenance jobs and even carries an ice-c rating from Dnv gl for use in frozenwater conditions. And DOF Subsea USA has the chloe’ candies, based in Port Fourchon, louisiana (usa). officially classified by Dnv gl as a multi-service vessel, the chloe’ candies is suited for a large range of inspection, maintenance, repair, and light construction services. The abs-registered ship is capable of working at water depths of up to 10,000 feet (3,048 metres). in addition, emas amc’s lewek crusader, based in singapore, has done everything from surF construction jobs to saturation diving, pipe laying and rov support, proving that the future of vessels such as this one is to be multifunctional. With more than 20 vessels either being built now, or having been put into service within the last two years, the future for multifunctional vessels worldwide looks stronger than ever.
Image courtesy of McDermott International, Inc.
Developed by keppel marine Technology Development, Dlv2000 is equipped to support advanced deep-water pipe-laying operations that will allow pipelines to be installed at depths of up to 10,000 feet. it is also capable of achieving efficient pipe lay rates for long trunk lines, operating in severe weather conditions, and providing significant thrust output and power distribution. an economical vessel transit speed is expected to be 12 knots with a top speed of 14 knots. on completion, the vessel will be able to accommodate up to 400 personnel.
i. www.offshore-mag.com
One of the most beneficial by-products of this technology is the increase in oil recovery.
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SPECIAL REPORT
FOCUS ON OFFSHORE FIELDS IN THE PERSIAN GULF
Middle East Producers RAMP UP PRODUCTION
DESPITE THE OIL PRICE CRASH, PRODUCERS IN THE MIDDLE EAST ARE SHOWING Baptism of Isaac Newton
NO SIGNS OF CUTTING BACK ON OIL AND GAS OUTPUT. ON THE CONTRARY, countries such as Saudi Arabia and the Emirate of Abu Dhabi are ramping up production, much of which will come from offshore fields. WORDS BY JOHN SHEEHAN
S
Photo courtesy of Jan De Nul Group
audi Aramco, which produces about one in eight of every barrel of oil in the world, is focusing on offshore fields in the Persian Gulf during its current five-year plan as it also looks to boost its natural-gas production. The company is concentrating on pumping up production from the Karan, Arabiyah and Hasbah gas fields, which will ultimately have a combined gas capacity of 4.3 billion cubic feet per day. At the same time, Saudi Aramco is also targeting more oil from the offshore Manifa and Safaniya fields.
Manifa Project
The Manifa project involves the construction of 427 drilling islands, thirteen offshore platforms, fifteen onshore drill sites, numerous water supply wells, injection facilities, multiple pipelines and a 420MW heat and electricity plant. The processing infrastructure is being designed to handle an additional 900,000 barrels per day of Arabian heavy crude oil, 90 million cubic feet per day of sour gas and 65,000 barrels per day of gas condensate and water. Four onshore and offshore pipeline networks are also being built. Jan De Nul’s multipurpose vessel Isaac Newton is due to undertake subsea cable and umbilical laying for the Manifa project. The vessel was launched from the Uljanik Brodogradiliste shipyard in Croatia in March
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2015 and will undergo testing in Norway before heading to the Netherlands to pick up Nexans-manufactured cables for the project. Bert Drofmans, Project Manager for Jan De Nul Dredging, stated: “These cables will be brought to the field in Saudi Arabia and will be installed between the shore and the platforms to supply power and fibre-optic hook-up 70 km from shore.” The deep-water cable-laying operation will be done by the Isaac Newton, while Jan De Nul will charter a barge for the shallowwater section. The entire project is expected to take three months to complete. “In cableinstallation mode the vessel will be capable of transporting and laying cable in a single length with a total weight of approximately 10,500 tonnes, which is more than any other vessel currently available,” Mr Drofmans said.
Safaniya Field
The multipurpose vessel Isaac Newton can also be deployed on a variety of projects including installing subsea cables, trench dredging and subsea rock installation. Upgrade work is also ongoing on the Safaniya field and Saudi Aramco has recently completed a project to power up the TP-20 platform with a 230kV 46km subsea composite cable. TP-20 will be the main crude oil gathering and power supply hub
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SPECIAL REPORT
Photo courtesy of Johan Sheenan
Launch of Isaac Newton
Photo courtesy of Johan Sheenan
for the North Safaniya offshore field. It is designed to provide 152MW of electric power from a newbuild 380/230kV onshore sub-station. The submarine composite cable is the longest of its kind in the world and was installed as a single piece without a field splice. With the complete 230kV electrical substation, the weight of TP-20 exceeds 6,000 tonnes. The installation of TP-20 was performed using a unique float-over method. After the powering up of TP-20, the TP-18 and the nine wellhead platforms in the central Safaniya field were also successfully energized as part of the same project.
Abu Dhabi Invests USD 25 billion In the United Arab Emirates, Abu Dhabi is set to invest USD 25 billion over the next five years, as it looks to ramp up oil production from 2.7 to 3.5 million barrels per day. Abu Dhabi National Oil Company (ADNOC) is planning to tap the Umm Lulu, Nasr and Satah Al Razboot fields, as well as carrying out a major upgrade of the Upper Zakum oil field. ADNOC subsidiary ADMAOPCO is investing an estimated USD
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Photo courtesy of Jan De Nul Group
16 billion in the three new offshore fields to boost the country’s oil output by 2.7 million barrels per day. The Umm Lulu super complex consists of five main bridge-linked platforms, while Nasr, from where full production is planned for Q4 2018, is made up of four platforms. The National Petroleum Construction Company (NPCC), Hyundai Heavy Industries and Technip are the main contractors on the Nasr project. NPCC is constructing seven wellhead towers, laying 110 km of infield pipelines, an excess gas pipeline of 32 km and a main export oil line of 70 km. Facilities to process crude from the Umm Lulu and SARB fields are being installed on Zirku island, with start-up anticipated in Q4 2017. ADNOC’s offshore subsidiary ADMA-OPCO is also in the process of acquiring the world’s largest seismic survey over 2,730 km2 of Abu Dhabi’s offshore as it searches for further oil and gas reserves. Meanwhile Al Dhafra Petroleum, which is 60% owned by ADNOC and 40% owned by Korea National Oil Corporation and GS Energy Group, is aiming to become the first onshore and offshore producer of oil in Abu Dhabi by bringing three hub fields on stream
over the coming years. Onshore Area 1 on the border with Oman and Area 2 neighbouring Saudi Arabia will be brought into production first before offshore Area 3 is tapped. Thuraya Al Ghafri, a geophysicist with Al Dhafra, said: “In Area 3 we have three offshore fields, Bu Dana, ADNOC 1B and ADNOC 1C. The main target for these fields is Jurassic carbonate. The structures are quite small compared to Area 1 and Area 2. New 3D seismic was acquired over the fields in 2015. It is currently undergoing processing and is expected to be completed by Q3 2016. First oil from these three fields is expected in the Q2 2025.” A riser platform and a central separation platform will be built at ADNOC 1B and connected to an already existing platform, which will be used for accommodation. Satellite wellhead platforms will be built at Bu Dana to the north and ADNOC 1C to the south. Production from the fields is expected to ramp up to 15,000 barrels per day. i. www.jandenul.com i. www.saudiaramco.com i. www.adnoc.ae
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TRAINING
Albert Skiba, Opito’s VicePresident Golf of Mexico, and Richard Edwards
IncreasIng DemanD In Us reqUIres specIal BreeD
Opito Appoints Action Man With thirteen OpitO-apprOved training centreS in the gulf Of MexicO and Over 25,000 OffShOre WOrkerS nOW accredited tO OpitO StandardS in 2015, the Oil and gaS SkillS bOdy haS appOinted a neW approvals manager to meet rising demand. a former firefighter and uS coastguard, trained pilot, scuba diver and martial-arts expert, richard edwards has joined Opito international’s houston office to help drive the adoption of common global safety training standards across the americas.
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lbert skiba, Opito’s Vice-president gulf of mexico, said: “survival and safety training in the gulf of mexico has, to date, been sporadic with no common standard and no common quality control. Thanks to employers like shell, Opito is rolling out common global standards in partnership with industry and training providers that will demonstrably improve the safety of offshore workers.” Mr Skiba continued: “Opito exists purely to improve the safety of the oil and gas workforce and to ensure that people 5 0 | O S I 2 0 1 6 | Volum e 9 | Issue 1
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return home safe at the end of the day. In the last three years we have worked with a number of industry partners in the gulf of mexico and as a result the number of training centres in the region certified to run Opito courses has doubled. We are pleased to have richard join us to deal with this increase for Opito accreditation.”
Passion About Safety Training
formerly working as facility training manager for falck Safety Services, Mr edwards is a bachelor of arts in political science and a criminal-justice graduate from the Sam houston State university. he joined the United states coast guard in 2005 as an aviation survival technician before becoming a firefighter for friendswood fire Department in Texas. He entered the oil and gas industry in 2012 as an Hse training instructor for falck Safety Services, where he held a number of senior positions. commenting on his new role, Mr edwards w w w. o ffs h o re -i n d u s tr y. e u
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TRAINING – r i c h a r d e d Wa r d S , O p i t O Safety training Manager –
The Opito standards are recognised as the best in the world and can be effectively measured. said: “I am both privileged and excited to be taking up this role with Opito. I am passionate about safety training and have long been an admirer of what Opito has achieved. I look forward to the challenges this role will bring and to demonstrating the benefits to employers of training their people to Opito standards, which are recognised as the best in the world and which can be effectively measured.”
Accepted And Adopted
funded in 1991 by the oil and gas industry, Opito (an acronym of Offshore petroleum industry training Organisation, is the
recognised, global authority on safety training in the oil and gas sector. The organisation’s vision is to have common safety training standards accepted and adopted by the industry to significantly improve the safety of the global oil and gas workforce. Opito works with governments, regulators and industry all over the world to deliver improved safety training standards and workforce development frameworks. The standards designed by Opito have been adopted across the globe. i. www.opito.com BOSIET-2 training session in full swing.
AMPAK, your worldwide specialist in cathodic protection. 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.
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.indd 1
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Attending OTC 2016? I F S O , R E A D C L O S E LY.
2 â&#x20AC;&#x201C; 5 May 2016 2016.OTCNET.ORG
For OTC 2016, Offshore Industry will bring readers an in-depth event preview and will have an extra distribution of the issue at the trade fair. This is a unique opportunity to put your brand in the right place at the right time. You can target your advertising to make the most of the show, before you even get there. Contact our sales team to make this happen. Also, if you have any OTC-related news items, send them our way.
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+31 (0)118 473398
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+31 (0)118 461150
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TECHNICAL INNOVATION
Less Maintenance RequiRed
DBR Off-Line Fuel Treatment System at this MoMent, the Veja Mate oFFshoRe Wind SuBSTATIoN IS uNDeR CoNSTRuCTIoN AT CofeLy fABRICoM, A GDf Suez CoMPANy SITuATeD IN BeLGIuM. This high-end topside, certified by DNV-GL, is equipped with a dedicated off-line fuel treatment system manufactured by DBR Generatorsets based in sliedrecht, the netherlands.
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his containerized system is located between two storage tanks of 75 m3 each, and the day tanks of three grid diesel generator sets and the emergency diesel generator. The off-line fuel treatment system, which is engineered, produced and tested by DBR Generatorsets, is completely independent and operates fully separate from the main power system. Actuated valves and pumps take care of the correct flow and direction of the gas oil. The entire system has been designed to operate seven days a week, 24 hours a day. This is possible even when the main system is shut down or when filter inserts need to be changed. Generators cannot work without fuel supply and a fuel treatment system cannot work without fuel consumers. “Both systems have a lot of interfaces: piping, electrical ones and functional ones. In order to minimize these kinds of interfaces, we have opted for our preferred offshore supplier DBR to engineer and to build
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both systems,” said Geert Vercauteren from Cofely Fabricom.
Control From One Point
To minimise failure, the control and monitoring of all applicable actuated valves both inside and outside the DBR fuel treatment package are monitored and controlled from one single point inside the container. control is programmed inside a DNV-GL Marine-certified open PLC with a front touch panel. The transmitters from the fuel storage tanks are connected to the control panel in order to receive real-time information about the available gas oil. Lower temperatures cause condensation water in the fuel tanks. Water in diesel causes bacteria, which deteriorates the quality of the fuel. Poor diesel fuel causes wear and tear inside the engine and is no longer allowed to be used the generator sets. The result is that the fuel needs to be changed on a regular basis, which is an expensive option.
Photo courtesy of DBR Generatorsets
With this fuel treatment system the growth of bacteria can be prevented, the lifetime of the gas oil extended, and the maintenance costs of the equipment reduced. – H e N R I H A f k A M P, S A L e S M A N A G e R o f D B R G e N e R AT o R S e T S –
“With this dedicated designed fuel treatment system the growth of bacteria can be prevented, the lifetime of the gas oil extended, and the maintenance costs of the equipment reduced,” said Henri Hafkamp, Sales Manager of DBR Generatorsets. DBR further delivered three 1,250kVA
containerized grid generator sets of the DTL1250R2S type, and one 400kVA emergency diesel package, type DML400R2S, all in accordance with the applicable DNV-GL classification rules. i. www.dbr-bv.nl
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DECOMMISSIONING
Murchison platform CONTINUE TO INVEST OR START DECOMMISSIONING?
Field operator CNR International has permanently terminated the production operations at the Murchison development in the UK North Sea. The field, discovered in 1975, was boasted as one of the largest production platforms on the UK continental shelf. Circa 400 million barrels of oil have been produced from the field’s 98 development wells with an impressive recovery rate of over 50%. In 2002 CNR extended the commercial life of the field by ten years. In 2014 the company started preparations for a decommissioning programme for the complete removal of the infrastructure at Murchison by 2019.
The North Sea Dilemma Photo courtesy of CNR International
AT THE END OF 2014 OIL PRICES WERE AT USD 95 PER BARREL AND HAD BEEN AVERAGING AROUND THAT LEVEL SINCE 2011. MORE THAN ONE YEAR LATER THE FACTORS THAT CAUSED THE INITIAL PRICE DROP – SUCH AS UNCONVENTIONAL RESERVES IN NORTH AMERICA AND OPEC’S UNWILLINGNESS TO REDUCE production – show no signs of abating and have been re-enforced or supplanted by new ones as China’s demand slows and sanctions have been lifted in Iran. As a consequence, the price of oil dropped again in January 2016 to below USD 30 per barrel and it is clear that what was originally thought to be a short-term phenomenon is looking increasingly more medium-term or even long-term.
several more in the pipeline expected over the coming years such as Brae and Miller. Strict UK regulation means that the cost of such decommissioning is very high. The reactive strategies of many oilfield services companies have mostly reflected the shortterm low oil price hypothesis, therefore not taking into account the opportunities of soon to be realised alternative revenue streams such as decommissioning and wind power.
Cost-Cutting Measures
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n this environment, capital expenditure budgets for exploration have been significantly scaled back and North Sea operators are facing an increasingly pressing dilemma. The economic dilemma facing operators – the high proportion of ageing assets, whose lifespans have already been extended many years beyond what was originally intended, compounded by the complexity of infrastructure required to extract oil in the North Sea – is further complicating an already-difficult question
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for operators: shall we continue to invest in life extension or begin the painful process of decommissioning? With low oil prices now showing no sign of being a short-term phenomenon, the wait-and-see approach of many operators to asset life extension or decommissioning is no longer tenable. Expenditure on decommissioning in the North Sea region is hitting record levels with GBP 46 billon forecast to be spent between now and 2040. High-profile projects today include the Brent Murchison fields, with
Oilfield services firms have responded with wide-ranging cost-cutting programmes, most recently Technip and Wood Group. This cost reduction has been welcomed by the investor community as necessary and is considered an opportunity to cut the fat in the industry and hasten the generational shift change. However, oilfield services companies must come to terms with a long-term low oil price scenario and be careful that they make cuts in the right places. They must not find themselves in a position where they are
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ational
DECOMMISSIONING
unable to capitalise on the opportunities of tomorrow because of the cost-cutting measures of today. In the past, many oilfield services companies viewed decommissioning as a challenge rather than an opportunity. There are major technical and cost challenges beyond their E&P skillset, complex regulation and major environmental concerns to name a few, but oilfield services companies involved in the oil supply chain need to find solutions for the economic, technological and strategic challenges of tomorrow.
Three Key Steps
While the extent of the decommissioning opportunity for oilfield services companies is becoming increasingly apparent and assured, the foundations that need to be laid today are becoming increasingly complex and contradictory to management and shareholder instincts to cut costs. Offshore supply companies will need to ensure they adhere to three key steps: 1. Develop the right business model. In the future the North Sea market is going to be much more diversified than today, with the likes of wind power and decommissioning representing much larger shares of the overall market. Instead of specializing only on one part of the value chain, OFS companies should diversify their business and spread exposure and better mitigate external shocks. This will require new service models, infrastructure, end-to-end outsourced services and more information sharing to deepen internal know-how. 2. Retain/develop the right skill set. Oilfield services companies should avoid removing the necessary skills, expertise and scale required to capitalise on future opportunities as North Sea revenues diversify. 3. Set up a successful overall-programme management. Decommissioning is an extremely complex process requiring robust internal program management capability to cope with the extensive cost and technical challenges, environmental concerns and regulation. OFS companies will need to find the right approach to handle multiple stakeholders: local authorities, lawyers, environmental regulators, subcontractors, media relations, et cetera. All three aspects mentioned above are not necessarily easy to accomplish in unison,
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Forecast Expenditure (£ Million)
2,000
Increased Uncertainty in Forecasts
1,500
1,500
500
0 2012
2013
2014
2015 2011
2016 2012
2017
2018
2013
2014
2019
2020
2021
2022
2023
Source: Oil & Gas UK
Figure 1. UK Oil & Gas Comparison of the Annual Forecast Decommissioning Expenditure on the UKCS (20112014 surveys). Oil & Gas UK’s decommissioning forecast for total expenditure and year of realization has been increased and postponed every year for the last three years as operators delay decommissioning work. The longer-term outlook of low oil prices will make the actual realization of decommissioning expenditure more likely than ever before. Source: Oil & Gas UK
E&P
Wind / interconnectors
Decommissioning
Figure 2. OFS workforce 2014 in Upstream E&P versus OFS workforce in 2020. Oilfield services companies can benefit from a natural incumbency advantage but only if they maintain the right elements of the workforce. By keeping the right skills and actively developing necessary new skills, expertise and knowledge, oilfield services companies can capitalise on decommissioning opportunities over the coming years in the North Sea and potentially beyond as skills are eventually exported to the ageing global asset base. Source: Roland Berger (Rigzone Contributor)
especially in the current environment. What is vital is knowing where to diversify, what skills/assets are required, and who may be suitable targets to partner with are all difficult decisions to be taken over the coming years in order to fully benefit from the opportunities while effectively mitigating against future shocks.
opportunities for offshore supply companies, greatly offsetting the ageing E&P sector. But offshore companies must ensure that they have the necessary skills, business operating model and programme management ability to capitalise on the opportunity in the future. The foundations for this will need to be laid today.
Conclusion
i. www.rigzone.com
If properly prepared for, decommissioning in the North Sea could represent major
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TECHNICAL INNOVATION
Photo courtesy of Belzona
Corroded Bends, straights and tees get Wrapped Up
Composite Wrap Tackles Complex Pipe Geometries in april 2015 a norWegian Fpso vessel oWner reqUested a solUtion tO rebuild, Strengthen and PrOtect cOrrOded gaS PiPeS. a SerieS of pipes on board the FPSO were displaying signs of corrosion between both the pipe and support, in some areas registering thin wall defects with up to 35% wall loss. not only did this represent a severe containment issue, but it also threatened the vesselâ&#x20AC;&#x2122;s operation.
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PSOs combine facilities for production, processing and storage all in the same place. Often viewed as a safer and more economical solution, with the ability to relocate to another development, these vessels have become the foremost system for offshore oil and gas production.
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receiving material from subsea reservoirs, it is then processed before being stored on board, until it is possible to offload elsewhere via tanker or through pipelines. these pipes often suffer severe corrosion at support point due to abrasion and/or galvanic corrosion. this can have destructive effects on the wallâ&#x20AC;&#x2122;s integrity, quickly developing into thin and even through-wall defects. the customer highlighted how the 6-inch gas pipe system was suffering from corrosion between the pipe and support. the hazardous part of the project was lifting the pipes because of internal pressures. So, in order to eliminate the associated risks,
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TECHNICAL INNOVATION
the project needed to be executed offline. in order to limit the FPSO’s downtime, the owner assigned a limited shutdown period of no more than seven days.
Cold-Applied Solution
Since welding was not an option, the application required a unique cold-applied solution due to the total number of irregular pipe geometries, incorporating a wellengineered design, for both t-junctions (‘tees’) and sharp bends. the customer selected belzona SuperWrap ii because of its versatility and ability to conform to complex geometries. the customer received a precise timeline for the applications, overall guaranteeing an efficient and structured process. Five days were specified for the design and installation of all six repairs, while the rest allowed for curing and demobilisation of equipment and personnel. the application was carried out in accordance with iSO/tS 24817 and aSMe Pcc-2 article 4.1 certifying the composite wrap system in line with equipment and piping repair regulations for petroleum, petrochemical and natural-gas industries. Prior to the installation, heavy equipment was rigged into place, necessary for lifting the large sections of pipe, consistent with engineering designs. Some areas needed the use of rope access techniques, requiring an overall team of five operators, including riggers, inspectors and product specialists. in order to determine the extent of the defect, ultrasound equipment was used to inspect the status of the damaged pipework. this revealed areas where more than a third of the substrate had succumbed to thin wall corrosion, thus demanding reconstruction of the pipeline surface before the application of SuperWrap ii. as a part of the designated plan, the installation team assembled tarpaulin housing around the specific pipe defect, for grit blasting and climate control purposes. each wrap application followed the same procedures, by initially grit blasting in accordance with Standard Sa2.5, removing any foreign corrosive matter. ultimately this provided an optimum substrate surface profile of 75 µm, ideal for application. Once achieved, corrosionresistant belzona 1111 (SuperMetal) was used to rebuild the metal substrate. the versatile adhesive properties of the resurfacing epoxy-based composite, particularly on carbon steel substrates,
created a level surface for the next stage of repair.
Tailored Design
the complex pipe geometries included bends, straights and tees, necessitating a tailored design for the belzona SuperWrap ii application. the two-part fluid-grade resin system works in conjunction with a bespoke hybrid reinforcement sheet based on fibreglass and carbon fibre. apart from serving as a wet-out indicator, the fibreglass offers flexibility, which ensures effective application of the reinforcement sheet. interwoven with carbon fibres, the reinforcement sheet provides the composite
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Photo courtesy of Belzona
Complex geometries
Photo courtesy of Belzona
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AVA I L A B L E S O O N
Exclusive Limited Release D
on’t miss out on this second opportunity to own the most unique and colourful book about shipwrecks from all over the world.
€ 23.54 excl. VAT and postage Original Title Dimensions Edition language Author
On the Rocks Hardcover, 80 pages 32 x 27 cm English Anton Rijsdijk
For more information about customised copies, call or mail Charles van den Oosterkamp T +31 118 473 398 +31 6 10979655 E charles@ynfpublishers.com
Belzona.indd Advertentie Wrecks.indd 58 2
The first release of ‘On the Rocks’ sold out in record time and due to popular demand it will again be available for purchase but only while supplies last. The second limited release features beautiful full colour photographs taken by Dutch photographer Anton Rijsdijk. The book is a perfect corporate gift for your business partners active in the maritime industry and is a must-have for both professionals and enthusiasts.
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TECHNICAL INNOVATION
Photo courtesy of Belzona
The customer received a precise timeline for the applications, overall guaranteeing an efficient and structured process.
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Photo courtesy of Belzona
wrap with the strength it needs to retain high pressures and loads. belzona cut the reinforcement sheets to match the unique pipe dimensions in the form of a reinforcement jackets for the tees, while utilising specifically measured strips for the bends. before each application, the substrate was wetted with the fluid-grade resin system, maximising the bond between the carbon steel and belzona SuperWrap ii. covering lengths of 690 mm, applicators used seven spirals of reinforcement around each defect, creating a tapered profile of 14 mm at the densest section. Finally, this was consolidated by tightly wrapping release film around the composite wrap, which was later removed after the cure process was complete, allowing the repair to securely adhere. Following completion of the SuperWrap ii installation, a new solution was implemented to place the pipes into position, fit for purpose. belzona 1311 (ceramic r-Metal) was adapted by applicators to create irregular load-bearing shims between the pipeline and support. Often used for metal repair and protection against the effects of erosion and corrosion, these reinforced plates were installed to
Complete application: SuperWrap II repair overcoated with Belzona 1121 before the application of a urethane topcoat.
transfer the load of the pipe, demonstrating the materialâ&#x20AC;&#x2122;s compressive strength.
Successful Conclusion
inclusive of grit blasting the defected areas, each SuperWrap ii installation was finished within six hours, leaving enough cure time for each application. Once the repair was fully completed, it was necessary for pressure testing to be carried out. after successful assessment indicated that the pipe pressure had been restored to its original levels and without any irregularities, the pipe system was set back into production. all in all there were no issues during the timeline of the project, so the work had been done within the customerâ&#x20AC;&#x2122;s specified shutdown period. i. www.belzona.com
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smm-hamburg.com
the leading international maritime trade fair
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setting a course 6 – 9 sept 2016 hamburg
visit smm-hamburg.com/trailer to watch the SMM trailer
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global maritime environmental congress
7 sept
international conference on maritime security and defence
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offshore dialogue
9 sept
maritime career market
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27.01.16 11:00 24-02-16 09:12
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OSI OUTFITTERS PAGE World’s Tallest Evacuation Chute Approved To 81 Metres
Viking Life-Saving Equipment has received type approval for its recordsetting 81-metre evacuation chute developed in response to the increasingly large rigs being introduced in the offshore industry. The new system was certified by Lloyd’s Register to operate at an unprecedented height of 81 metres above sea level, along with an impressive evacuation capacity of 146 people in just ten minutes. The new system beats the previous record height of ‘a mere’ 64 metres, which was also held by Viking. Viking says the new system comes because of increasing rig sizes where evacuation heights are exceeding the maximum height allowed for enclosed davits and lifeboats. So far, two 81-metre systems have been installed on the Noble Lloyd Noble CJ70 jack-up rig under construction in Singapore. The jack-up, due for delivery in 2016, will operate in the Norwegian sector of the North Sea. i. www.viking-life.com
New Calibration Service By Siemens
No Cranes Required With Ravestein’s Skyjack Ravestein Container Pontoon (RCP), a shipyard and construction company located in Deest, the Netherlands is currently building Skyjack, a unique submersible jack-up dock with a capacity of 3,000 tonnes. The first Skyjack will be able to handle loads of up to 3,000 tonnes and will be finished in April 2016. The design is unique in that it does not need cranes, being a float-on/float-off, floating and towable platform. Also, a 16,000-tonne-capacity Skyjack will be built for specific jobs, for example to dismantle North Sea oilrigs. Two 16,000-tonne Skyjack units can be used for oil and gas platform decommissioning works, by first jacking up the platform from its jacket, followed by its removal. The Skyjack consists of a monohull pontoon, four jacking systems and four spud legs. The jacking systems are manufactured with a heavy-duty pinning system. Operation of the system, i.e. lifting-lowering/locking-unlocking, is conducted fully hydraulically from a control panel located in the control cabin. i. www.rcpbv.nl
LK Valves Introduce New Storm Valve
Siemens is offering a new service for the calibration of measuring devices in process instrumentation. This enhances the reliability, availability and lifespan of field devices, thereby ensuring a highquality product. As part of the Process Instrumentation Services Calibration and Verification, Siemens experts provide calibration and verification services for field devices such as the Sitrans flowmeters, pressure transmitters, temperature-measuring devices and belt scales. The service can be provided at the plant (on site) or in the laboratory (off site). It is geared in particular for companies involved in water and wastewater treatment, as well as companies involved in the mining, cement, oil and gas, and energy production industries. The calibration and verification services fulfill the highest standards in terms of quality, reliability and traceability. The on-site and laboratory calibration equipment is certified according to national and international standards; factory calibration is ISO/IEC 17025-certified. i. www.siemens.com
www.o f f s h o r e - i n d u str y.eu
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LK Valves has recently introduced a new and allegedly improved range of storm valves. The new valve, which is designed, developed and produced in house, will be available in sizes DN50 to DN150, in straight and angled execution, and features several innovative improvements. The new storm valve has a reduced weight by up to 40% compared to equivalent products on the market and it offers a 10% better flow capacity. One of the innovative features is that the normally lead-filled counterweight has been replaced by a spring. The spring is placed outside the media, protected from corrosion, and easy to inspect or even replaced while the valve is in service. Together with a wellbalanced vulcanized disc, this means that even in heavy seas the valve will remain tightly closed. The new storm valves comply with IHM/Green Passport and are available with Class inspection certificates. i. www.lkvalves.com
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THE YELLOW & FINCH PAGES 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 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.
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 The Netherlands T +31 (0)88 457 0457 F +31 (0)88 457 0458 6 2 | O S I 2 0 1 6 | Volum e 9 | Issue 1
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E info@crammhls.com I www.crammhls.com Contact: Paul Boelens p.boelens@crammhls.com Cramm HLS BV is a sister company of Cramm Yachting Systems (www. cramm.nl). Cramm HLS deliveres equipment for safe and secure landing and handling of helicopters. One of the products is the helicopter landing grid (www.heligrid.com), which is used for safe landing in rough conditions. Besides this also Helicopter moving systems and the delivery of hangardoors are in the delivery-package. After 60 year anniversery we are proud to use: quality based on experience.
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.
Representation for Diving/ROV/Subsea Construction.
Gebhard Electro Innovatiepark 14, 4906 AA Oosterhout PB 61, 4900 AB Oosterhout The Netherlands T +31 (0)162 452 888 F +31 (0)162 433 761 E info@gebhard.nl I www.gebhard.nl Contact: Ton Versluis / Richard van de Wiel Gebhard Electro is a globally operating company specialised in the design, production, installation and maintenance of electrical systems for the maritime shipping industry. We collaborate with leading shipyards on every continent. Gebhard Electro has been specialised in the high-tech world of shipbuilding since 1946. Our activities vary greatly: from just one specific task to the execution of entire projects or the management and co-ordination of all activities of all participating contractors. From our own facility in China we are in a position to deliver at competitive rates. Gebhard Electro, your one-stopshop for development / engineering / production / installation / repair service
HEInEn & HOpMAn Produktieweg 12 3751 LN Spakenburg The Netherlands T +31 (0)33 299 25 00 F +31 (0)33 299 25 99 E pr@heinenhopman.com I www.heinenhopman.com Contact: J.W.E. Hopman Heinen & Hopman Engineering is a world leader in air conditioning, mechanical ventilation,central heating, refrigeration, sanitary systems, fire protection, environmental systems and air duct cleaning. Founded in 1965, the company is renowned for being an innovator in the design, engineering and installation of customised solutions. We work in four specialist areas: – Superyachts. – Commercial shipping. – Offshore industry. – Navy vessels. Our mission is to ensure that the climate ‘indoors’ will perfectly meet the needs of people and products alike, Pantone 299
Pantone Coated (C) voor coated papierdrukwerk en en andere gecoate ondergronden, zoals stickers etc. Versie 2014-02-18 Edward Newland / en@heinenhopman.com
Delta SubSea 550 Club Dr, Suite 345 Montgomery, Texas 77316 USA T +1936-582-7237 I www.deltasubsea-rov.com Delta SubSea (DSS) is a leading integrated independent provider of ROV Services and Solutions. Delta SubSea’s ROV fleet is focused on solutions for customers in the inspection, repair and maintenance, construction, drilling and decommissioning market segments. In addition to ROV Services, DSS also provides Subsea Project Management, Subsea Project Support Services, Subject Matter Experts and Client
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whatever the weather outside. Heinen & Hopman offers a worldwide, 24/7 service via a network of subsidiaries and sales centres.
Hubel Marine B.V. Karel Doormanweg 5, 2nd Floor 3115 JD Schiedam P.O. Box 3219 3003 AE Rotterdam The Netherlands T +31 (0)10 458 7338 F +31 (0)10 458 7662 E info@hubelmarine.com I www.hubelmarine.com Twitter: HubelMarine Contact: Mr Erik A. de Koning M +31 (0)6 53724457 Hubel Marine is a full-service firm for advice regarding Vessel Registration, Mortgage Registration, Seafarer Endorsements and Technical Flag State matters. We represent the flags of Panama, Belize and St.Kitts & Nevis. We are fully authorised to perform Safety Surveys and issue Statutory & Class Certification including ISM, ISPS and MLC audits. We provide services for any type or tonnage of vessel worldwide.
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!
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YELLOW & FINCH PAGES
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.
offshore contractor in the global Oil & Gas and Renewables industry, offering tailored T&I and EPCI solutions*. Seaway Heavy Lifting owns and operates crane vessels Stanislav Yudin and Oleg Strashnov, which have a revolving lift capacity of 2,500mt and 5,000mt respectively. * T&I: Transport & Installation, EPCI: Engineering, Procurement, Construction and Installation
Maritime & Offshore Manpower Services
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 Every now and then anchors and Constructive Solutions chains must be replaced, so we understand your need for quality and Rometal B.V. speedy delivery. Wortelboer has what Patrijsweg 10 you are looking for. Our enormous 4791 RV Klundert stock of anchors and chain cables The Netherlands of all sizes and diameters in both our T +31 (0)168 331 490 Rotterdam and China ports gives you E sales@rometal.nl the certainty that we can deliver the I www.rometal.nl required materials very quickly and to Contact: Martijn van Manen any port in the world! All our materials We are your partner in delivering all are approved by any of the well-known kinds of high-tension (S690, S890 class societies such as LRS, BV, RINA, and S960) steel structures and even DNV/GL, ABS and RMRS. inclusive electrical and hydraulics, if Do you have problems with finding the so required. We can be your turn-key right anchors? Could you use a hand partner in the supply, engineering while fitting anchors and chain cables and on-board installation of heavy lift aboard your vessel? We are more than equipment, land and offshore wind happy to help you with it. structures and (de)mobilisations. Wortelboer has been a reliable partner Also complete document control in the shipping industry for more according to the class bodies lies in our expertise. With our two facilities we than 50 years. And that is why our customers keep coming back for have all disciplines in house to enable us to serve our clients in an efficient and more. reliable way. We are completely certified Do you need anchors and chain cables? Come to WORTELBOER. according to our customer standard. For more details, please phone us and/ or check our website: www.rometal.nl.
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Oil & Gas
Offshore Wind
Maritime
Main Themes Seaway Heavy Lifting Albert Einsteinlaan 50 2719 ER Zoetermeer The Netherlands T +31 (0)79 363 77 00 F +31 (0)79 363 77 99 E ba@shl.nl I www.shl.com.cy Seaway Heavy Lifting is a leading www.o f f s h o r e - i n d u str y.eu
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– – – – –
OTC Houston 2016 Health, Safety & Environment Design & Engineering Subsea Tieback Decommissioning
www.oceanwidecrew.com
Deadlines Copy & Advertisement Deadline Please contact us for availability Subjects can be changed without prior notice.
O SI 2016 | Vo l u me 9 | I s s u e 1 | 6 3
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Neil Gordon, Chief Executive of Subsea UK
Word on the Sea
Photo courtesy of subsea uK
Yellow & Finch Publishers’ Ron van Uum
Photo courtesy of subsea uK
subsea expo 2016 Almost 7,000 visits were made to Europe’s largest subsea event, Subsea Expo, held in Aberdeen from 3 to 5 February 2016, despite the industry facing its toughest year ever. The exhibition and conference, organised by Subsea UK, attracted just fewer than 5,000 individual delegates, many of whom visited more than once over the three days. International delegates flew in from all corners of the world, including Africa, Brazil, Japan, Mexico, Nigeria and the US.
First-Time Exposers
Subsea Expo 2016, which is in its eleventh year, hosted several first-time exhibitors. They included AISUS Offshore and Iqarus. Stuart Lawson, managing director of AISUS Offshore said: “This highly focused event has generated huge interest in our inspection technology. It’s been a great opportunity to engage with the industry to look at ways in which we can work together to satisfy the rigorous demands of the oil and gas sector in the current climate.” Chief Executive of Subsea UK, Neil Gordon, said: Tim Mitchell, CEO of Iqarus said: “Participating in “A clear message from the show Subsea Expo has been hugely was that we have to get fit for beneficial to us. We’ve been able to – nei l gordon, oil prices of USD 30 max. We meet with international delegates chi ef ex ecuti ve of sub sea uK – cannot keep hoping that the price, and showcase our new brand and therefore investment and proposition. It’s shown that despite activity, will pick up in a year or the low oil price, there is still plenty so. Transforming the way we work of engagement in the industry.” is crucial. A large dose of vision and courage from the leaders in our industry is needed to achieve The conference programme the behavioural changes that was packed with high-profile will ensure we are profitable and industry speakers delivering sustainable at USD 30. We can leadership messages on the do this but it’s not going to be themes of transformation, easy. Much greater collaboration maximising global opportunities, will drive standardisation and key projects around the world, simplification, which are the keys to standardisation and technology getting the cost base down.” R&D. The technical sessions and Graham Bennett, DNV GL Oil & Gas, Vice President, technology spotlight boasted a host of insightful sessions on Region UK & West Africa, said: “Subsea Expo has always integrity management, pipelines, ROV inspection and field been a key event in the industry calendar and it was development. hugely beneficial to be exhibiting again. Despite the tough times ahead, delegates showed a real determination and drive to find new and improved ways of working. To ride out the crisis, collaboration should be seen as more than just the latest buzzword.” Ron van Uum – ron@ynfpublishers.com
Successful Event
Much greater collaboration will drive standardisation and simplification...
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Removal of the K10-B platform, Dutch sector of the North Sea
Scaldis Salvage & Marine Contractors N.V. North Trade Building Noorderlaan 133, box 31 B-2030 Antwerp Belgium Tel. : +32 3 541 69 55 (24 hrs) Fax : +32 3 541 81 93 mail@scaldis-smc.com www.scaldis-smc.com
OSI 2016 | VOLUME 9 | ISSUE 1
OSI VOL. 9 ISSUE 1 | 2016
i n d u s t r y
DECOMMISSIONING
THE GAME-CHANGING EFFECT DISRUPTION TO HEAVY LIFTING OFFSHORE-INDUSTRY.EU
SEABED INTERVENTION HOW DO YOU MAKE THE SEABED?
Offshore Pipeline Installation how does it work?