for users of kongsberg products and servicesseven seas. finally, we meet a leading shipbuilder in...
TRANSCRIPT
FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceS
03/08...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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tHeMe green Shipping
The FULL PICTUREmagazine
Shell An eye for training
Subsea7 On top in deep water
eNi integrated from the outset
New century Shipbuilding change and permanence
AvL crystal clear environmental solution
Höegh Autoliners Monitoring detroit
“I truly believe the opportunities are limitless.”
Dr. Hinrich Mohr, AVL, on the partnership between AVL and Kongsberg
Norway
Louisiana (uSA)
Singapore
Brazil
germany
Scotland
england
china
texas (uSA)
Newfoundland (canada)British columbia (canada)
Washington (uSA)
connecticut (uSA)South Korea
the Netherlands
italy
Nova Scotia (canada)
Szczecin
Mumbai
Massachusetts (uSA)utah (uSA)
tHeMe intelligent enginestHeMe green Shipping
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EDITORIAL STAFFGunvor Hatling Midtbø Kongsberg Maritime, Vice President [email protected]
CONTRIBUTORSChristina [email protected]
Saul [email protected]
Nils Albert [email protected]
MANAGING EDITORSBLUE International Communication
EDITORIAL PRODUCTION & GRAPHIC DESIGNBLUE International Communication
COVER PHOTODaniel Butowski
PRINTINGMediehuset [email protected]
PHOTOSDag [email protected]
Nancy [email protected]
Daniel [email protected]
Daniele [email protected]
Tessa Posthuma de Boerwww.posthumadeboer.com
Erno [email protected]
Nina Rangøywww.ninarangoy.com
Christina FjellstadKONGSBERG
Laila NielsenKONGSBERG
COPYRIGHTKongsberg Maritime AS
ADDRESSKongsberg Maritime ASKirkegårdsveien 45P.O. Box 48NO-3601 KongsbergNorwayTelephone + 47 32 28 50 00Telefax +47 32 28 50 [email protected]
2 Kongsberg Country Focus: Germany 4 Kongsberg Country Focus: China
GREEN SHIPPING 6 Full Picture Going Green 8 A Crystal Clear Environmental Solution 11 Monitoring Detroit: Höegh Autoliners 14 The Physics of Speed: Service Performance Analysis
KONGSBERG FEATURES 16 Full Packages from China: Joint-Venture 17 The Art of Engineering: KME
CUSTOMER FEATURES 18 Subsea 7: On top in deep water 21 EMC: Specialists in a specialists’ market 22 New Century Shipyard: Change and permanence 29 ENI: Integrated from the onset
DEEPSEA RESEARCH 32 1,000 Metres Under the Sea: SERPENT TRAINING 26 Shell: An eye for training 34 DNV to accredit Kongsberg courses 35 Teaching from experience in Aberdeen
SUPPORT 36 Customer support in Hamburg 37 Global support and Expo
03/08THE FULL PICTURE MAGAZINE
The Full Picture Magazine is a magazine for users of KONGSBERG products and services. For a complimentary copy of the magazine, please contact Kongsberg
Maritime AS: km. [email protected] Full Picture Magazine is also available in pdf-format at www.km.kongsberg.com
Contents Shipping into the future:: There is every reason to be concerned about the
environment. We hear from the United Nations Intergovernment
Panel on Climate Change that we face significant challenges
reversing global warming; the planet itself seems threatened.
The cost picture is a cloudy one, as well. Rising bunker fuel
prices make shipping an increasingly expensive endeavour.
Economic efficiency and ecological performance seem to go hand-
in-hand; reducing costs also reduces emissions.
The shipping industry is responding to these challenges in
countless ways, from scrubbers to reduce emissions, to engine
innovations and more arcane solutions, such as kites or fuel cells.
Goods need to be moved, and shipping will continue to be one of
the most environmentally-friendly and economically efficient ways
to move them.
To our customers and end users in the shipping industry,
environmental performance has a hard side, in terms of costs and
savings, and a soft side, in terms of operational goals and brand
values. As a supplier of integrated ship systems, we can play a
crucial role in improving fuel efficiency and reducing emissions.
Green ship is our multi-disciplinary strategy to introduce a
holistic ship-wide system that monitors propulsion and control
systems, provides feedback on performance and enables crews
and operators to improve environmental performance. Our systems
have already changed in some ways, and this will continue.
This issue presents the green ship development in Kongsberg,
including innovations and partnerships in all areas of ship
operations. We draw particular attention to a co-operation with
Austrian technology company AVL, which has produced unique
sensors to monitor combustion inside an engine. A pilot version of
the system was incorporated in Kongsberg’s automation system on
a car carrier for Höegh Autoliners.
This issue of Full Picture looks at integrated operations in the
form of training scenarios at ENI Norway. Another training piece
comes from Shell’s operations in London. We also talk to a project
manager at Subsea 7 about their dynamic new pipelayer vessel,
Seven Seas. Finally, we meet a leading shipbuilder in China.
The IMO has determined that shipping will be a leading
environmentally friendly industry, and Kongsberg is committed to
helping the industry reach its goals worldwide. ::
Gunvor Hatling MidtbøKongsberg Maritime,
Vice President – Communication
2
THEME Green Shipping
Gateway tothe world
Article by THE FULL PICTURE MAGAZINE / Photo: Daniel Butowski
As Sales Manager Middle Europe, Heinz Theo Hilscher is expecting great things to develop from Kongsberg Maritime GmbH in Hamburg, one of the most important shipping locations in the world for container vessels.
COUNTRy FOCUS GERMANy
Heinz Theo Hilscher, Sales Manager Middle Europe, Kongsberg Maritime GmbH
The FULL PICTURE magazine 03/08
3
:: Whichever way you look at it Hamburg is an exciting
place to be based to support both the German market and
the wider world. The Port of Hamburg ranks second only
to Rotterdam in Europe and ninth worldwide in terms of
shipments. In 2007, 134 million tons of goods went through
the port and, almost two decades after German reunifica-
tion, Hamburg remains one of the fastest growing ports in
Europe.
Kongsberg Maritime GmbH began operations in Germany
some four years ago when it set up in Hamburg to provide
local support for Kongsberg customers. The company now
employs 18 staff and Heinz Theo Hilscher, who is respon-
sible for sales in middle Europe, believes the opportunities
are great. “Germany is one of the largest and most signifi-
cant shipping nations in Europe and, as such, is a hugely im-
portant market for us. There are in fact around 250 German
shipowners owning over 2,600 vessels plying their trade
around the world. As shipping is an international business,
it is always beneficial to have a local presence and our office
here has allowed us to get a lot closer to our German clients.
This local presence is also important for German shipowners
that have new building projects in Asia.”
Germany has 16 shipyard groups operating out of 25
shipyards - and Kongsberg Maritime is present at six of
these yards, which between them build cruise liners, mega
yachts, ferries, container ships, tankers and special ships.
The main Kongsberg activities are automation, navigation
and dynamic positioning systems – accounting for around
70 per cent of business – with hydrographic and specialised
equipment for fishing fleets making up the majority of the
rest. Though Germany is, understandably, one of the main
markets for sales, Kongsberg Maritime GmbH also has re-
sponsibility for the Austrian, Swiss and BeNeLux markets.
In several cases Kongsberg Maritime GmbH does not have
any direct sales through shipyards, as Hilscher explains.
“We work very much in conjunction with consultants and
system integrators in order to provide the full picture of
our product range. However, we deliver complete solutions
– for example a fully integrated system with automation,
navigation and dynamic positioning, including hydro-acous-
tic systems.”
One significant development in the business made by
Hilscher since his arrival at the company in 2006 was to
initiate a local customer support department. “In meetings
with prospective shipowners, I was told in no uncertain
terms that having a service department was an imperative
for us. I feel that much of our secured business since this
happened was a direct result of this decision and it shows
the value of having a good two-way communication with
shipowners. They tell us how we need to align our activities
– we respond and, hopefully, orders increase.”
The strengthening relationship with German shipown-
ers could also have a significant impact on the volume of
business the company can pick up overseas. “Just because
a vessel is not being built in Germany does not mean that
we can’t make sales on that project. At present, half of our
sales activity concerns Asian projects where yards are build-
ing vessels for German shipowners - and this figure looks
set to rise. We are coming onboard with projects where we
undertake fitting and integration of individual products, as
well as complete systems.”
Most of the business within Germany is in the newbuild-
ing segment, but Hilscher expects that situation to change
as Kongsberg strengthens its foothold in the market. “I
would like to think that we will start to pick up business in
the conversion arena as we build our name among German
shipowners. And for this reason the company will place
special emphasis on assisting the expanding German retrofit
market.”
But it’s not just Kongsberg in Germany that will benefit
from being located within a technically advanced shipping
community. Germany is already one of Kongsberg’s biggest
user groups and feedback from customers will play a size-
able role towards evaluating existing systems and creating
the next generation of Kongsberg systems for customers
around the world.
Hilscher concludes that a changing market will create new
opportunities for the company as it grows its competences,
though there is now a definite shift in the types of vessel
work coming on to the market. “Just a few years ago the
German market was very strong in container vessel build-
ing, though this activity is now reducing considerably.
Instead there is an increasing demand for specialist ships –
and this is anything from offshore vessels to heavy lifters to
mega yachts. Product-wise we are also favourably placed.
Dynamic positioning systems are a key product for us and
this augurs well for our growth in the coming years. This is
a core technology for heavy lift and offshore vessels and,
with the increase in shipbuilding business for this sector, I
believe there will be significant developments for us.” ::
“Germany is a hugely important market for us.” – Heinz Theo Hilscher
4
THEME Green Shipping
CHINA
BEIJINGDALIANKMCS site office
JINGJIANGNew Century / New Times shipyards
GUANGZHOUKMCS site office
SHANGHAIKMCS main officeJiangnan shipyard
Article by THE FULL PICTURE MAGAZINE / Photo: Kongsberg Maritime
Kongsberg Maritime set up new premises in China in 2003, building relationships with shipyards eager to grow, hungry for knowledge and seeking local partners. They’ve all grown together on a booming market, and prospects look no less rosy today.
A Partner in China
:: When Kongsberg Maritime entered into a strategic
partnership with Hong Kong-based Hoi Tung in 2003, the
company projected that its staff would triple to over 80 by
2008. By year’s end, Kongsberg Maritime China Shanghai
Ltd. (KMCS) will employ over 180. KMCS Managing
Director Kjetil Lund reflects on this growth: “We foresaw
the increase in orders for merchant vessels in the Chinese
market, but we did not expect new offshore orders to take
off as dramatically as they have. Today, we are heavily in-
volved in the Chinese offshore market.”
More than one observer has noted the eagerness with
which Chinese shipyards have sought out offshore busi-
ness, which many believe will stay resilient as newbuilding
orders to the merchant fleet will decline. True enough, ship
orders are slowing; however, the slowdown is less dramatic
than expected, Chinese order books are full for many years,
capacity is still rapidly increasing and some ship types, most
notably tankers, still expect growth.
Helping the Chinese shipyards to deliver steadily more
vessels, faster, and steadily more complicated tonnage is
working well for KMCS. The Shanghai-based company, with
two site offices at Dalian and Guangzhou, has seen turnover
and sales double year-on-year for at least the past two
years. In addition to the office’s own sales of approximately
EUR 10 million, it supports another EUR 90+ million in sales
by Kongsberg Maritime.
Close to the customer with local presenceKongsberg Maritime entered this market relatively early to
take advantage of the booming shipbuilding market. What
began with installation, start-up and commissioning of its
marine automation systems has evolved into a larger role in
engineering, sales, assembly and service.
“An extremely important aspect of our business is the
Chinese focus. We are almost entirely Chinese, and work
closely with technical teams at the shipyards to solve prob-
lems and get ahead. This ability to be a technical partner
to the shipyards is critical. We are located adjacent to two
major shipbuilders, and travel regularly to the other yards,”
says Lund.
KMCS serves more than 100 customers in China, at many
of the country’s shipyards from Guangzhou in the south to
Dalian in the north (KMCS has site offices at both of these
locations). Kongsberg projects for local shipyards and local
owners are run locally by KMCS, and Lund estimates that as
much as 50 to 75 per cent of value creation on its projects is
contributed by the local staff.
“There’s no way we would have the amount of business
we do in China without this strong local presence. It’s given
us a tight relationship with the customers. Many customers
don’t want to go all the way to Norway to preside over the
FAT. And I can’t imagine many yards would pick up the
phone to strike up a chat with someone in Norway when
they encounter a problem,” says Lund.
The Chinese advantageCurrently China is either number two or number three in the
world in terms of shipbuilding (it depends how you register
newbuildings). All will agree that much of the country’s
strength stems from the seemingly endless supply of low-
COUNTRy FOCUS CHINA Kjetil Lund, Managing Director, Kongsberg Maritime China Shanghai Ltd.
The FULL PICTURE magazine 03/08
5
CHINA
BEIJINGDALIANKMCS site office
JINGJIANGNew Century / New Times shipyards
GUANGZHOUKMCS site office
SHANGHAIKMCS main officeJiangnan shipyard
cost labour that continues to stream from China’s inland
areas to the coast, looking for work.
“Labour costs are still far lower here than in Korea or
Japan, and there lies the advantage. The production lines
aren’t quite as efficient in China, but they make up for it
in other ways. One of the reasons many shipowners cite
for building in China is the flexibility. Whereas Korean or
Japanese yards will offer you their design and charge you
excessively for changes to this basic design, the Chinese are
much more willing to remain flexible and suit the designers’
wishes,” says Lund.
Raw material prices in China are on a par with those
elsewhere in Asia. And, although the salaries of technically
skilled engineers grow faster in China than elsewhere, Lund
points out that the labour cost is still very competitive in
China. For these reasons, Lund expects China to remain
competitive on price for many years to come.
“Particularly offshore will remain strong here. Many small
and medium-sized Chinese yards have jumped on the op-
portunity to build offshore supply vessels, including pipe
layers, cable layers, anchor-handlers and service vessels,”
says Lund.
Other smaller yards that turn out vessels for export spe-
cialise only in steelwork. They have no designs of their own
and seek complete electrical and automation packages, which
KMCS previously supported through partners. Now, KMCS
has entered into a joint-venture with a local producer of elec-
trical equipment, so that both can market complete turn-key
packages to yards like these (for more, see page 16).
Building in ChinaMany of Lund’s staff in China have engineering degrees
from Chinese universities. This gives them a basis in auto-
mation and electrical engineering, which KMCS then builds
on by sending people to Norway for training at Kongsberg’s
headquarters.
“We give them more instruction in these basics, and
especially focus on training on our specific products and
product range. In addition, many of these engineers get to
take part in projects during their training in Norway, which
gives them great experience that they bring back to China,”
says Lund.
In a market that is still booming and where skills are
highly prized, KMCS will continue to pick up local talent,
particularly in project engineering, assembly and service. ::
Kongsberg Maritime China Shanghai Co. Ltd.
5 millions
RMB
10
25
40
70
55
85
15
30
45
75
60
90
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“One of the reasons many shipowners cite for building in China is the flexibility”
– Kjetil Lund
6
THEME Green Shipping Article by THE FULL PICTURE MAGAZINE / Photo: Tommy Normann
The environment touches all aspects of shipowners’ operations. Fortunately, Kongsberg’s integrated ship systems are giving shipowners the tools to monitor, control and improve their environmental performance, and reduce their operational costs.
Full Picture Going Green
:: Today, the environment dominates the headlines. And
while the talk rages on, some companies and some in-
dustries are quietly and assuredly making improvements,
introducing cleaner technologies and contributing to more
efficient operations. Kongsberg is among these.
To our customers and end users in the shipping industry,
environmental performance has a hard side, in terms of
costs and savings, and a soft side, in terms of operational
goals and brand values. Kongsberg Maritime, as a supplier
of integrated ship systems, wants to play a crucial role in
the optimal operation of ships, improving fuel efficiency
and reducing emissions. The President of Kongsberg
Maritime, Torfinn Kildal, is determined that Kongsberg can
make a difference.
“In line with our environmental policy, we are developing
a concept for optimal vessel performance that takes into ac-
count both machinery onboard the ship as well as the way
the vessel is navigated, to ensure less consumption of fuel
and lower emissions,” says Kildal.
“A traditional way to monitor ship performance is by
adjusting the ship optimally on its first test run, when the
hull is clean and the machinery is new and well-tuned. This
performance becomes a yardstick to measure how the ship
performs at its best. If the ship moves too far away from
this standard, you know that something is wrong. We want
to bring this some steps forward by more sophisticated in-
strumentation, monitoring, operator guidance and automatic
control where feasible.”
Vessel PerformanceEfforts to make ship operations more environmentally-
friendly occur at numerous levels, many of which intersect
with elements in the control and automations systems
supplied by Kongsberg. With first-hand access to data,
Kongsberg’s integrated systems are ideally positioned to
monitor both overall vessel performance, and performance
of specific sub-systems.
The Kongsberg Maritime approach to vessel performance
combines a holistic perspective, in line with its integrated
“Full Picture” systems, with specific areas for improve-
ment. These parts of the whole include hull diagnostics and
performance, engine diagnostics and performance, power
performance, cargo/ballast management, route planning and
speed profile optimisation. Each of these parts contributes
to a complete vessel performance picture, which forms the
basis for meaningful adjustments by officers and operators.
Kongsberg works carefully with customers, partners and
suppliers to develop and test solutions that contribute to
shared environmental gains. “We are looking for the most
environmentally-friendly solutions possible in the short-
and long-term. Collaboration is a must. There are several
products that we are looking at in co-operation with other
companies,” says Vice President of Merchant Automation,
Morten Hasås.
Most of these collaborations are already in place, and
some have already resulted in new functionality at the pilot
phase. The basic vessel performance package will be made
available to our customers during the fall this year with
add-ons released on a continuous basis.
It’s the Combination that CountsCollaboration with the Austrian technology group AVL has
resulted in a sensor that can be installed permanently inside
engine cylinders. This is being incorporated in Kongsberg’s
machinery automation system, giving officers and operators
a permanent, real-time source of information on engine per-
formance. For more about this, read the article “A Crystal
Clear Solution” on page eight of this magazine.Torfinn Kildal, President, Kongsberg Maritime
“Our goal is to integrate a green concept throughout our entire product range.”
The FULL PICTURE magazine 03/08
7
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FLEET PERFORMANCE & REPORT SYSTEMS
VESSEL SUPPORT & REPORT SYSTEM
CARGO / BALLAST MANAGEMENT
HULL PERFORMANCE
HULL DIAGNOSTICS
AUTO ROUTE PILOT
ENGINE PERFORMANCE
ENGINE DIAGNOSTICS
VESSEL PERFORMANCE
POWER PERFORMANCE
MACHINERY & HULL PERFORMANCE
CARGO / BALLAST PERFORMANCE
ROUTE PLANNING
With Lodic, a specialist in 3-D vessel modelling, Kongsberg
has developed a unique solution to manage loading and
unloading operations. The system, already tested onboard a
vessel, undertakes calculations to ensure optimal loading of
cargoes, ballast and unloading. This will be able to access in-
formation on the hull status and route to find the ideal draft
and trim conditions for the voyage, which in turn improves
fuel efficiency and safety.
Given Kongsberg’s traditional strength in navigation
systems, it is no surprise that the company also addresses
weather routing and the autopilot from an environmental
perspective. Kongsberg is working together with the naviga-
tion service supplier Jeppesen Marine to utilise weather fore-
casts in route planning. Through accurate 3-D vessel model-
ling, the system will advise the mariners on optimal trim and
cruising speed to arrive at the destination at the desired time
of arrival with forecasted environmental conditions.
Finally, Kongsberg is busily incorporating these new data
inputs into vessels’ overall management and reporting sys-
tems via its Fleetmaster solution. This includes work on an
electronic log-book, which will provide a common platform
for studying vessel performance between officers, operators
and – potentially – third-parties, such as classification, port
state and flag state inspectors.
With the product range available today, Kongsberg can
provide the “The Full Picture” by delivering integrated ship
systems. Hasås explains that incorporating the green ele-
ment into the company’s entire product range is one of the
main goals. “A green profile throughout our product range
adds value to our integrated solutions and provides valid
arguments for customers to choose our products for all of
their needs,” he concludes. ::
Kongsberg Maritime Vessel Performance
8
THEME Green Shipping
8
In its quest to offer the best in environmental solutions for the shipping industry, Kongsberg Maritime has teamed up with AVL to offer an engine performance monitoring system that could lead to savings of millions of pounds for large fleets plying their trade over the world’s oceans.
A crystal clearenvironmental solution
:: In December 2007, Kongsberg Maritime received a
call from some senior figures at Austrian power train and
instrumentation company, AVL. That call set in motion a
project that has now resulted in an 18-month environmen-
tal programme centred on Höegh Autoliners’ 6,100 vehicle
capacity car carrier, the Detroit. Known as the Green Ship
Project, Kongsberg will operate as the technology integrator,
AVL will provide its unique engine sensor as part of AVL’s
engine performance & optimisation system (AVL EPOS)
while the Höegh Detroit will act as the testing environment.
With the increasing costs of fuels – combined with the
expected taxation charges for emissions of CO2, NOx and
SOx – the demands from the market for ways to analyse
and, in turn, improve an engine’s performance have been
growing rapidly. But the ability to create fuel savings of
even a few per cent, which can equate to savings of tens of
thousands of pounds a year for a ship, by being able to run
an engine at optimum performance, has in the past been
difficult to achieve. Engines are repaired and recalibrated
during a service, but they often quickly drift away from
expected performance levels on a voyage and the necessary
on-board adjustments are not made.
AVL had for some time been working on developing a
new product – under the name AVL EPOS - that monitors
engine performance upon ships. Kongsberg Maritime had
been seeking to undertake a similar project and as AVL had
already successfully moved some way down the path to
achieving this aim, it seemed right for the two companies
to pool their considerable complementary resources in an
attempt to meet the growing demand for environmental
products.
Until now, the greatest barrier to overcoming the chal-
lenge of continuous real-time monitoring of an engine had
been to produce sensors that can cope with the high tem-
peratures experienced in an engine. Quartz crystal sensors
have been used until now, but they are unable to perform
effectively at temperatures of over 275 °C. AVL, however,
has recently made a major breakthrough by being able to
grow gallium orthophosphate crystals for high performance
combustion sensors that can withstand temperatures of well
in excess of 600 °C – just the sort of temperatures experi-
enced in the cylinder of your average vessel engine.
Dr. Ruediger Teichmann, AVL’s global business segment
manager, combustion measurement division, believes the
success in growing these new crystals was the starting point
for a successful partnership with Kongsberg Maritime.
However, other factors have helped the relationship to
swiftly develop. “We are very proud of the work we have
done in being able to develop these new crystal sensors.
Because this is a world first, many people were sceptical of
this new technology – Kongsberg among them. However,
their knowledge of the shipping sector meant they under-
stood the value of such a technology – particularly as they
had been working in-house to develop something similar.
They recognise and, as such, are as excited as us about the
incredible benefits that AVL EPOS could well bring to ship-
ping operations over the coming years.”
The need to closely monitor an engine and its perfor-
mance is vital to any ship. Unfortunately, this has histori-
cally been a very time-consuming activity and the results
difficult to analyse. Under the present methods, a member
of the ship’s crew – usually the chief engineer – is charged
with checking the ship’s engine by monitoring with a hand-
held sensor various points– such as the cylinders – to check
them for, among other things, heat, pressure and vibration.
This ought to be undertaken regularly, e. g. at least once
a day but, in reality happens much less often. The results
also need to be carefully analysed to see whether the en-
gine’s performance is in any way below optimum levels.
Again, interpretation of these results – which could lead to
pro-active steps to improve it – needs specialist skills which
are often lacking aboard ships.
AVL’s approach is completely different and – when
combined with Kongsberg Maritime’s control systems ex-
perience - will bring about a sea change in engine perfor-
mance management techniques. Dr. Hinrich Mohr explains.
“Unlike previous systems, our sensors are fitted to points
on the engines and remain there throughout their lifetime.
Article by THE FULL PICTURE MAGAZINE / Photo: Daniel Butowski
The FULL PICTURE magazine 03/08
9
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WHO ARE AVL?
AVL is the world’s largest privately-owned
and independent company for the development
of powertrain systems with internal combus-
tion engines as well as instrumentation and test
systems. Headquartered in Graz, Austria, the
company has over 4,000 employees, over half of
which are based in 44 representative and affiliate
offices outside of Austria.
The company is primarily involved in the devel-
opment of powertrain systems and is a competent
partner to the engine and automotive industry. In
addition AVL develops and markets the simulation
methods which are necessary for the develop-
ment work. Additionally, it works on engine in-
strumentation and test systems, comprises all the
instruments and systems required for engine and
vehicle testing. It is said that its extensive work in
Formula One motor racing means that whichever
team wins a grand prix event, AVL has had some
involvement in that team’s success.
The company has recognized the growing
demand for management systems for the ship-
ping industry and is partnering with Kongsberg
Maritime to extend its competence in this area.
Turnover in 2007 for AVL amounted to some
625 million Euros.
9
Left to right: Ketil Olaf Paulsen, Kongsberg Maritime; Dr. Hinrich Mohr, AVL; Dr. Ruediger Teichmann, AVL; Heinz Theo Hilscher, Kongsberg Maritime
10
THEME Green Shipping
This means that they are able to continuously monitor the
engine’s performance and constantly provide detailed anal-
ysis of the situation whenever required.”
Morten Olsen, Sales & Marketing Manager of Kongsberg
Maritime Europe and America, is particularly impressed
with the software analysis tool that AVL has developed as it
will simplify the task of managing the engine’s performance.
“Everybody is well aware that the task of engine manage-
ment is becoming ever more difficult – a result of factors
such as a lack of trained staff, ever more complex systems
and the workload of seafarers. But, with AVL EPOS each
cylinder is monitored via a Windows-based graphical user
interface and uses a traffic light system, which is easy to
view and swift to interpret. The software behind the dis-
play is complex, but the interface is child’s play. It is a very
impressive solution to what, until now, has been a thorny
problem.”
When operating, each sensor gathers data and the infor-
mation is interpreted and displayed
through this unique traffic light
system. If everything is perform-
ing within defined parameters, the
traffic light is green. If the signal
moves outside those parameters,
the traffic light then changes to or-
ange. This means that there is po-
tential for a failure and the specific
part of the engine demands closer
attention. If a signal shows up on
the traffic light system as red, this
is a critical situation that needs to
be dealt with immediately.
Dr. Hinrich Mohr, AVL’s product
manager of system integration, large
engines, says that monitoring of an engine using this sys-
tem is simple enough to be undertaken by any number of
on-board personnel after a short amount of training. “This
gives the crew increased flexibility as the role of monitor-
ing – whilst always under the chief engineer – can be shared
among a number of crew. However, the beauty of the sys-
tem is that remote monitoring can also be performed. All
the data can be sent via Inmarsat back to shore where the
information can be even more closely analysed, monitored
and, where necessary, remedial action taken.”
The data can be set to measure once a day for example,
but different time parameters can be set depending on the
part in question or whether there is a need to monitor a par-
ticular circumstance more closely.
AVL’s strength is its complete understanding of what’s
required to build and maintain a highly robust engine
performance & optimisation system. Kongsberg Maritime
brings its knowledge of automation and control systems and
integrates it into one easy-to-install package. The result is
an environmental solution never seen before in the shipping
industry.
Previously AVL’s strength regarding online cylinder
pressure indicating has been mainly in gas-based, land-
based power systems, but their world leading competence
in this sector was no bar to their development of similar
monitoring systems for vessels utilizing heavy oil. As Mohr
explains: “The maritime sector has, until now, been a very
small part of our business. But, through our work with
Kongsberg Maritime, we have come to recognise that there
is a major requirement for highly reliable engine monitoring
and management tools that are simple to use. I think we
have a great partnership – our engine and sensing technol-
ogy know-how and Kongsberg’s shipping sector and systems
integration knowledge. I truly believe the opportunities are
limitless.”
Olsen agrees. “The term unique is, unfortunately, used
all too often nowadays. However, when it comes to engine
performance and optimisation, this term really does apply.
There are a number of companies in the market today that
provide sensors – though to nothing like the capability of
those produced by AVL. There are also companies that have
software analysis and data acquisition tools. However, it is
only this offering from Kongsberg Maritime and AVL that is
a fully integrated and highly robust solution that can inter-
pret what is happening on-board ship and relay it to shore
in real-time.
The final piece in the EPOS jigsaw puzzle was the result
of Kongsberg Maritime’s relationship with Höegh. For
nearly two decades, Kongsberg has been supplying a range
of automated instrumentation tools and control systems for
various vessels in Höegh’s global fleet of 67 ships– which
includes LNG tankers and car carriers. Kongsberg Maritime
and AVL have now teamed up with Höegh to undertake a
trial of AVL EPOS aboard the Höegh Detroit (see article on
the next page). Fitting of the equipment was undertaken in
Holland over a week in mid-July.
A number of engineering team crew were given training
in use of the system and the vessel is now back in service
in the Far East. The engine performance & optimisation
system - AVL EPOS V1.0 - is now live and is being used to
analyse how the engine is running. Data is not currently
being sent automatically back to shore for analysis, though
a switch over from the present manual system will take
place shortly. Though the project has been slated to last
eighteen months it is hoped that initial results will come in
early next year and will enable Kongsberg to roll out AVL
EPOS as part of its environmental offerings to both Höegh
and other ship operators during 2009.
As the project progresses a raft of additional parameters
will be added to Höegh’s green ship, including monitoring
of such factors as the vessel’s trim speed, course and even
the weather conditions. All these elements, when added
together, will be able to provide a full picture of the vessel’s
condition which can then be used to analyse and therefore
change a number of parameters that could well make vital
additional fuel savings. ::
Back row left to right: Ketil Olaf Paulsen, Kongsberg; Dr. Ruediger Teichmann, AVL; Morten Olsen, Kongsberg; Heinz Theo Hilscher, Kongsberg. Front row: Beatrice Jörer, AVL; Dr. Hinrich Mohr, AVL; Katja Quast, Kongsberg
The FULL PICTURE magazine 03/08
11
The installation of a joint Kongsberg Maritime-AVL engine pressure monitoring system aboard the car carrier, Höegh Detroit, marks a fur-ther step forward in Höegh’s environmental performance investigations as it seeks to find the best green solutions for its fleet. Here we take a look at the implementation of the system, as well as what is hoped for from this 18-month pilot study.
Monitoring Detroit
Article by THE FULL PICTURE MAGAZINE / Photo: Nancy Bundt, and Höegh Autoliners
Left to right: Per Bjørnsen, Höegh Autoliners; Øyvind Tellefsen, Kongsberg Maritime; Tore Aarvold, Höegh Autoliners
12
THEME Green Shipping
:: When somebody mentions Detroit, most people’s
thoughts turn to the ‘motor city’. However, the motor in
question for Kongsberg Maritime is on Höegh Detroit’s
6,100 capacity pure car/truck RoRo ship to which the com-
pany has installed an engine management system.
Going under the name AVL EPOS, this engine perfor-
mance & optimisation system looks set to have a positive
contribution to the fuel consumption and, in turn, emissions
such as NOx and SOx. If all goes well with the trial, the sys-
tem could perform a significant environmental role for the
Höegh fleet, but for now, it is the Höegh Detroit that will be
used to examine the benefits of this new technology.
Øyvind Tellefsen, Kongsberg Maritime’s key support
manger and the main link with Höegh, admits that the initial
contact from AVL at the end of 2007 created much inter-
est as it was a technology which, if successful, could prove
highly valuable. “We were certainly curious and interested
to find whether this was a suitable product or not. We were
convinced quite early in the initial phase of the contact with
these guys, that their know-how of combustion engines is
impressive.
“As we develop most of our technologies in-house, we
had been working for some time to develop a reliable sen-
sor system for vessel engines. So, when AVL came along
and showed us that they had been able to grow gallium or-
thosphate crystals for high performance combustion sensors
that can withstand temperatures of well in excess of 600°c,
we were delighted. This was a technology that could change
the engine monitoring landscape and we knew we wanted
to be a part of this opportunity. We hope these new sen-
sors from AVL can manage this task long-term.”
From that point things moved swiftly, with Kongsberg
working with AVL to develop the necessary infrastructure
and systems to build AVL EPOS into a simple-to-install
product for a vessel. From here, the project needed a ship
that could be used to undertake the long-term trial that
would be needed to prove conclusively the operational
benefits of AVL EPOS. Due to the long and valuable rela-
tionship that Kongsberg Maritime had built up with Höegh,
they were contacted in late April to ask if they wished to
take part in the project.
Höegh has for some time recognised the value of devel-
oping environmental solutions for its vessels – both from
an ethical and a financial perspective, as Tore Aarvold,
senior superintendent, technical support, explains. “The
company has been working hard for a number of years to
meet a number of environmental commitments – under
our concept, Green Ship. It is important for us to be able
to evaluate any new technologies that meet our financial
and environmental goals. So when Kongsberg Maritime ap-
proached us, we saw that this engine monitoring system, if
successful, could dovetail with our ongoing environmental
initiatives.”
From here, things moved swiftly and the Kongsberg-AVL
system was installed on the Höegh Detroit at the end of
July, the process taking just a week. To begin with, the
system is just a basic unit, with one sensor connected to
each cylinder of the engine. This, together with the inter-
face with the alarm and monitoring system and propulsion
control system, makes monitoring of cylinder pressures and
exhaust temperatures possible. In short time additional sen-
sors will be added in order to measure torque and fuel pres-
Øyvind Tellefsen, Kongsberg Maritime Tore Aarvold, Höegh AutolinersPer Bjørnsen, Höegh Autoliners
The FULL PICTURE magazine 03/08
13
sure. Further into the future monitoring of bearing tempera-
ture, as well as water-in- oil detection, will be implemented.
Analysis of the readouts from the various sensors hap-
pens through a graphical user interface (GUI) that makes
use of a simple and innovative monitoring system - a series
of traffic lights to advise on status. Assuming the lights
remain at green, no action is required as the engines are
operating at optimum performance. But the light changes to
orange when a variable has changed, measured by the AVL
EPOS system, showing that the engine is not to at the op-
timum level. By analyzing the software it is possible to get
details of which parameters are the cause of this lost perfor-
mance – and make the necessary changes.
At present, the data is analysed on board the vessel and
is also sent manually back to shore by the chief engineer
who has responsibility for collecting the data and forward-
ing this to both Kongsberg and Höegh for analysis. In future,
land-based engineers will be able to analyse the perfor-
mance of the ship in real-time in order to assist the chief
engineer in making any changes to the engines’ operating
parameters. Tellefsen states: “This is something that we
should have working very soon as it is a crucial element in
providing the chief engineer and crew with additional sup-
port from onshore. “
Running the engine efficiently is the number one task of
the crew and AVL EPOS will be a major help in this process,
believes Per Bjørnsen, senior maintenance superintendant
at Höegh. “From our point of view the most important role
of any monitoring system is to ensure that the engines are
maintaining optimum performance. This then allows us to
run the vessel in the most economical way. However, an
additional benefit of such a system is that it is used to make
sure that any potential catastrophic failures – due to such
problems as excessive temperatures – are caught early and,
therefore, the problem avoided. This can result in major
savings both in terms of new parts and equipment, as well
as avoidance of vessel downtime that could lead to sailing
delays.”
Being able to know what is happening in the engine
room at any time is the reason that Höegh is assessing this
system, as Aarvold makes clear. “We hope this system will
allow Höegh to be able to simply analyse the performance
of the engines. The intention is that this system will make
it very much easier for us to be able to constantly monitor
the status of the ship – whether from onboard or remotely.
Höegh has a large fleet of ships – and that’s a lot of engines
to have to check in detail using manual written reports as
they come in. But the ability to just pull up a screen show-
ing the traffic light system on each ship could well save me
time and, in turn, give me peace of mind.”
Øyvind Tellefsen concludes that, though it is early days
in the pilot project, they are optimistic for this monitoring
system and the benefits it can bring Höegh. “Any technol-
ogy that means we can meet environmental obligations
and, just as importantly, bring us cost savings, is something
we are always ready to investigate. AVL EPOS could well
fulfil these criteria and the next 18 months will prove any
advantages that it brings us. A simple yet effective monitor-
ing system means greater control of the vessel engines and
opportunities to take action when necessary. If AVL EPOS
achieves this we will be delighted.” ::
Höegh Detroit, a 6,100 ceu Ro/Ro that is testing the AVL EPOS engine management system
14
THEME Green Shipping
:: At today’s oil prices, fuel amounts to 50 per cent or
more of the costs associated with ship operation. For ship
operators, cost-cutting has become synonymous with cut-
ting fuel consumption. It’s not a futile endeavour, as the
fuel consumed over the same voyage can vary by over 15
per cent, depending on a long list of factors.
The first and biggest factor is the design of the ship. Ship
operators can optimize fuel efficiency by buying new ships.
Industrial shippers can’t switch out their fleets every year,
though, so the question becomes: How do you improve the
fuel efficiency of your existing fleet?
Speed – Power AnalysisThat’s precisely the question that Henk van den Boom
and his SPA (Service Performance Analysis) joint industry
project aim to help ship operators answer. Their method?
They’ve developed software that plots a ship’s speed
against the power applied to the propeller shaft, after ac-
counting for a host of factors like draft, trim, shallow water,
currents, wind, waves and more.
“The crews get an instant feedback, meaning they can
make immediate adjustments to improve fuel efficiency.
They can also compare a given voyage with the same route
on another day, or by another ship, and thereby find a best
practice for fuel performance,” says Van den Boom.
Kongsberg Maritime is a partner in the joint industry
project, contributing with both its monitoring and display
equipment and its expertise. It is among a small handful of
suppliers that, in exchange for helping the project turn data
into crew-friendly displays, hopes to incorporate the soft-
ware into future product offerings.
Real service speedThe Maritime Research Insititute Netherlands is coordinat-
ing the SPA joint industry project, but behind them are
heavyweight partners, among them ship operators like
Maersk, NYK, Hapag Lloyd, Stena, Wallenius, Wagenborg,
UECC and Stolt-Nielsen, the DSME shipyard, suppliers like
Kongsberg and classification societies Germanischer Lloyd,
DNV, Bureau Veritas and Lloyd’s Register.
The project kicked off in 2006 after an earlier joint in-
dustry project, “Sea Trial Analysis” or STA, laid some key
foundations. STA was set in motion after shipowners expe-
rienced that new ship deliveries performed inefficiently in
service (despite passing speed trials), and provides an indus-
A leading constellation of ship operators have teamed up with MARIN, a Dutch marine research institute, to improve the fuel efficiency of ships. Kongsberg is onboard as a partner to the project.
The Physics of Speed
Article by THE FULL PICTURE MAGAZINE / Photo: Maritime Research Institute Netherlands
The SPA (Service Performance Analysis) joint industry project will display a curve showing a ship’s speed compared to its power use.
Stena Line’s Stena Carrier has been a pilot vessel for the SPA joint industry project
The FULL PICTURE magazine 03/08
15
try standard to execute and analyze speed trials. Knowledge
from this project slid effortlessly into the start of SPA.
“We’ve developed a massive knowledge bank on ship
hydrodynamics, in particular on the added resistance in
waves based on many contexts, such as ship shape, speed,
wave height and wave direction. This information is based
on extensive model tests with 42 different ships to create
dynamic and accurate formulations,” says Van den Boom.
This data is used to develop logarithms that provide
information to the ship’s crew about how much of the
torque absorbed by the propellor is being translated into
ship speed. Since the service speed is a relatively flexible
parameter over specific stretches of a voyages, the ques-
tion becomes: How do we keep power to a minimum, while
maintaining our sailing schedule?
“Input for the analysis is data from the engine room con-
dition monitoring system and the ship’s voyage data record-
er. The output of our analysis model will instantaneously
give the ship’s crew a speed-power curve corresponding to
the actual capabilities of the vessel in current conditions.
This gives them the ability to make meaningful alterations.
Control systems like those from Kongsberg play a crucial role
in this context,” says Van den Boom.
Keep her well-trimmedWhile much of the information used in this project has
long been available, a meaningful way to analyse and pres-
ent this information has so far been lacking. Thanks to the
kinds of analysis SPA brings to ship crews and operators,
they will be able to understand and evaluate the affects of
weather, ballast, trim, routing, speed control, autopilot set-
tings, propeller cleaning and propeller pitch settings on ship
performance and make effective adjustments.
So far, the performance analysis system has been evalu-
ated on four different vessels: a container ship, a car carrier,
a product tanker and a Ro-Ro vessel. The project’s organis-
ers and ship operators have been gathering and studying
data for over a year.
“We were surprised a bit by the impact ship’s trim has on
fuel efficiency. We knew from experience and model tests
that trim could have a noticeable influence on resistance.
The significant benefits noticed from measurements in ser-
vice were, however, unexpected,” says van den Boom.
The results of the SPA joint industry project will be a
straightforward software package, a methodology, a stan-
dard for interfacing with measurement and display equip-
ment and validation and demonstration results. Partners like
Kongsberg Maritime will be able to incorporate these results
in their offering to future customers.
“For the next two years, partners like Kongsberg
Maritime can provide this software to customers based on a
simple license fee. These funds will go back into the project,
to contribute to further refinements. The long-term value to
the project’s partners, and – further – all ship operators, is
significant, as we can see from the operators’ high interest
in the project and its results,” concludes Van den Boom. ::
Henk van den Boom, Manager, Trials & Monitoring, MARIN
The SPA joint industry project team at a meeting in Norway
“Control systems like those from Kongsberg play a crucial role.”
– Henk van den Boom, MARIN
16
THEME Green Shipping Article by THE FULL PICTURE MAGAZINE / Photo: Kongsberg Maritime
:: Kongsberg Maritime delivers many of the products in
electrical/automation packages, but, until now, we have
offered them as a sub-vendor through companies such as
Zhenjiang Marine Electrical Appliances. With this new joint-
venture, the two companies will be able to supply total
e-packages for shipyards, representing a major advantage
for our customers,” said Morten Hasås, Vice President of
Offshore and Marine at Kongsberg Maritime, in a statement
issued immediately after the agreement was finalised.
The joint-venture was settled between Kongsberg
Maritime and Zhenjiang Marine Electrical Appliances dur-
ing the summer of 2008. The resulting entity, Kongsberg
Maritime China Zhenjiang Ltd., is focused on the delivery
of electrical control and distribution units to the marine
industry.
This move is meant to strengthen Kongsberg Maritime’s
market position significantly in the Asian region. “With
this joint-venture, we hope to raise our turnover and gain
increased influence over products that will complement
our existing business. A more complete product range will
increase our ability to provide the full picture and meet cus-
tomers’ needs,” said Hasås.
Perfect FitThe background for the agreement is the nature of develop-
ment in the Chinese shipbuilding market. Due to the tre-
mendous order volume at Chinese shipyards, many of these
yards seek out a single, turn-key partner for entire electrical
control and distribution packages, including switchboards,
starts and automation equipment. The new joint-venture
will be able to offer these packages, backed up by the com-
prehensive global sales, support and customer service of
Kongsberg Maritime.
Zhenjiang Marine Electrical Appliances has long tradi-
tions in the Chinese marine market, specialising in electrical
equipment for commercial and naval ships, such as low-
voltage switchboards, bridge consoles, multiform control
cabinets, dry transformers and battery charger/UPS power
devices. In addition, the company supplies navigation-aid
apparatus such as navigation light/signal light controllers,
whistle controllers, emergency telegraphs and combined
audio/light alarm systems.
This product range constitutes a valuable addition to
Kongsberg Maritime’s existing portfolio, providing an entry
into new areas of the Chinese market through the possibility
of delivering more complete packages of integrated systems.
The alliance with Kongsberg Maritime increases the pos-
sibilities of Zhenjiang Marine Electrical Appliances, too.
“A joint venture with a world-leading marine player like
Kongsberg Maritime will give our products the global sup-
port they need in terms of increased sales activities, after
sales and customer support,” said the company’s major
shareholder and President. ::
Thanks to a key joint-venture agreement in China, Kongsberg Maritime will contribute to turn-key electrical and automation packages that fit precisely the needs of yards in China and their shipowner customers.
Full Packages from China
Dagfinn Müller - Deputy General Manager and Wo Hungshun - General Manager; Kongsberg Maritime Zhenjiang China Ltd
The FULL PICTURE magazine 03/08
17
Article by THE FULL PICTURE MAGAZINE / Photo: Tommy Normann
:: During the last 50 years, we have developed a wealth
of knowledge on marine and offshore operations, user
requirements and the many challenges that the industry
faces. We have evolved to meet these unique challenges by
providing cost effective and sustainable lifetime solutions,
which have made a real difference to our customers.
This unrivalled experience has now coalesced to form
Kongsberg Maritime Engineering, a new Kongsberg division
that will offer a coherent engineering and management ser-
vice from a central point in the company, although with of-
fices worldwide to ensure a local approach to all projects.
Acting as a primary partner, Kongsberg Maritime
Engineering specialises in EIT (Electro Instrumentation &
Telecommunications) engineering and system integration,
EPC (Engineering Procurement & Construction) contracting,
project management and site management.
Installation and commissioning is the priority from day
one of any project and the engineering and management
services offered by Kongsberg Maritime Engineering ensure
that every phase of the project, from concept through to
first oil runs smoothly, on time and to budget.
“The formation of Kongsberg Maritime Engineering is
a natural progression of the services we already provide
in the Offshore and Oil & Gas sectors,” comments Torfinn
Kildal, President Kongsberg Maritime. “We have a proven
track record of executing safe, successful projects, com-
pleted within requirements, with no compromise on safety
or quality. The formation of this new division will enable us
to play a wider engineering and integration role on a formal
basis for existing and new customers.”
Diverse ExperienceBy utilizing its diverse experience and proprietary standard
systems and system components, Kongsberg Maritime is
able to provide commercial off-the-shelf solutions that gen-
erate both operational and financial benefits to its custom-
ers. With Kongsberg Maritime Engineering, the company
is able to take its position as supplier to the next level, by
taking formal responsibility for projects of all sizes across all
vessel types.
A recent example of such activity carried out by
Kongsberg Maritime is the conversion of the Odin shuttle
tanker into the Alvheim FPSO for the Marathon Oil
Company. The project required the integration of both the
existing marine and new topside control systems, a highly
technical challenge that required an organised approach
from day one as the project was tendered as two separate
contracts, but with the overall goal of complete integration
between the hull and topsides. It was a complex scenario
and complex delivery, but one that through systems and
project management experience was completed on time and
within budget.
“Our engineers are involved in undertakings like the
Alvheim FPSO every day of the year but with Kongsberg
Maritime Engineering established, we can approach these
technical, challenging projects from a central point within
the company, which will provide even better organisation
and ultimately more value to our customers,” says Torfinn
Kildal. “As with our process simulation and marine offshore
simulation divisions, our extensive offering to the Offshore
and Oil & Gas industries is made very clear by the introduc-
tion of Kongsberg Maritime Engineering.” ::
Kongsberg Maritime Engineering is a new Kongsberg division dedicated to the art of systems engineering & integration.
The Art of Engineering
18
THEME Green Shipping
With an ambitious new-build programme now underway, Subsea 7 is strengthening its market position as a global leader in subsea construction. But building a reputation for quality services requires close relationships with both customers and suppliers.
Subsea 7: On top in deep water
Article by THE FULL PICTURE MAGAZINE / Photo: Tessa Posthuma de Boer and Subsea7
Seven Seas, Subsea7’s new pipelayer and construction vessel, carries a sophisticated DP system supplied by Kongsberg Maritime
The FULL PICTURE magazine 03/08
19
:: Rising fuel costs, increased demand for resources and
a scarcity of easily accessible offshore energy reserves has
driven oil companies to seek out and develop oil fields in
deeper and deeper water. Operating in up to 3000 meters
of water presents some unique challenges, especially in
harsh ocean conditions and requires experienced engineers
and highly specialised vessels and equipment. With an in-
ternational workforce of over 5,500 employees, and active
in the North Sea, Africa, Brazil, North and Central America
and Asia Pacific, Subsea 7 has the expertise to support the
development of previously inaccessible energy resources.
Subsea 7 is one of the world’s leading subsea engineering
and construction companies servicing the oil and gas indus-
try. Subsea 7 delivers all the products and services required
for the development of subsea oil and gas fields and it also
provides comprehensive life-of-field inspection, repair and
maintenance services. The company is investing in excess of
USD 1.8 billion in its vessel fleet and equipment with eight
new ships joining the fleet between 2007 and 2010.
Expanding fleetLast year, Subsea 7 took delivery of Seven Oceans, a rigid
reeled pipelay vessel and in 2008, welcomed another state-
of-the-art pipelay and construction vessel, Seven Seas,
while a third ship, the diving support vessel, Seven Atlantic,
is now under construction -- all from the Dutch shipyard
Merwede. A contract for a fourth ship, also from the same
yard, has been exercised for a new pipelay and construction
vessel, (with delivery expected in 2010).
According to James MacGregor, Project Manager for
Subsea 7, there is significant demand for more special-
ised vessels and equipment to develop deepwater fields.
“Subsea 7’s place in the value chain allows the company to
get a good sense of what the industry requires in terms of
subsea construction,” he says. “We are familiar with a num-
ber of offshore projects now in development. To compete
for these contracts, the company needs the right mix of
vessels, equipment and manpower.”
MacGregor says developments in the market looks prom-
ising. “We are seeing more subsea seismic surveys, more
exploratory drilling in deep water and more investment in
offshore projects,” he says. “To succeed in an industry with
such lengthy time horizons, Subsea 7 must make long-term
commitments to ensure its services match both the require-
ments and schedule of our customers.”
High expectationsJust as its customers expect a lot from Subsea 7, the
company expects a lot from its suppliers. “What makes
Subsea 7 different is its willingness to cooperate, and work
in partnership with both customers and suppliers,” says
MacGregor. “The company is involved in many complex
projects and is under a lot of pressure to perform. These
challenges are easier to manage by working in teams.”
Subsea 7’s long-term relationship with Merwede
Shipyard, located in Hardinxveld Giessendam in the
Netherlands, represents a good example of how the com-
pany works. “Once we had selected the yard, we were open
to their suggestions to use local suppliers which they had
worked with in the past,” says MacGregor. These partners
and suppliers included Huisman-Itrec, who manufactured
the pipelay equipment, Croon Elektrotechniek, which
performed the electrical systems installation, and electri-
cal equipment supplier and systems integrator Bakker
Sliedrecht – two companies which have since formed
Combination Croon Bakker.
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SUBSEA 7: DEFINED By qUALITy
The addition of its three new vessels to the fleet, with a fourth in the pipeline has helped Subsea 7 strengthen its market position in subsea construction. While all different, they repre-sent the company’s teamwork approach and focus on quality.
SEVEN OCEANS is a deepwater rigid pipelay vessel that has the ability to perform a wide variety of offshore and subsea opera-tions. The high specification pipelay spread comprises a main pipe reel and an adjustable lay ramp. The ramp has a top tension capability of 400 tonnes and hold back capability of 600 tonnes. The main reel has a storage capacity of 3500 tonnes. The ship is equipped with a DP (AA) class two dynamic positioning system. The Kongsberg SDP 22 dynamic positioning system is supported by three DGPS reference systems, two HiPAP systems, a taut wire and a fanbeam.
SEVEN SEAS is a deepwater Flexlay and J-Lay vessel. In addi-tion to its main pipelay role, the vessel has been designed to per-form construction, ROV support and survey functions. The high specification pipelay spread consists of two 1250t underdeck carousels with option of a 3000t carousel or equivalent powered reels on deck. The J-lay configuration uses a 400t tensioner in conjunction with the adjustable ramp with facilities for pipe stor-
age, welding, coating and inspection. Up to 24” diameter pipe can be deployed in both Flexible and J-lay modes. The vessel has the same DP configuration as Seven Oceans.
SEVEN ATLANTIC is one of the world’s most advanced dive support vessels, designed for saturation and air diving support work. The integrated saturated diving system is accommodated in the midships of the vessel and is suitable for a total capacity of 24 divers; eight dive teams, each consisting of three divers. The dive system is designed for operations in water depths of up to 350 meters. Twin air dive stations and twin observation class ROV deployment systems are integrated in the vessel. In addition the vessel has an extensive Scale Squeeze system for welltreat-ment and will be capable of carrying a 3000 ton carousel, work class ROVs and a twelve meter long air diving daughter craft on the aft deck. A clear and useful deck area of 1200 m2 and a 120 tonnes crane are provided. The Seven Atlantic is equipped with Kongsberg SDP 22 plus SDP12 dynamic positioning systems in accordance with LRS DP (AAA) class 3 system, supported by three DGPS reference Systems, two HiPAP 500 systems, two taut wire systems and a Radascan system.
20
THEME Green Shipping
Sourcing local expertiseMacGregor acknowledges that many owners might have
insisted on using an experienced, multinational company to
manage the supply and installation of such complex electri-
cal systems, but that after a careful evaluation of the Croon
Bakker offer, they supported the yard’s recommendation.
“We were satisfied they had the expertise to do the job, and
saw that the yard had established a strong team-orientated
relationship with both companies,” he says. “We also rec-
ognised an advantage in working with local suppliers. The
results were in line with our expectations.”
Subsea 7 was somewhat less flexible when it came to
selecting a Dynamic Positioning (DP) system. “Kongsberg
is a market leader in DP systems, and our long and suc-
cessful relationship with the company meant that we were
pleased to continue working with them on this project,”
says MacGregor.
According to Halvard Foss, Kongsberg’s Regional Manager,
Europe & North America/Offshore, the company was
pleased to be a part of the project, which in addition to the
DP systems, included vessel management, automation and
control systems. “While we acted as a subcontractor to
Croon-Bakker, our relationship with Subsea 7 stretches back
decades,” he says. “We appreciate their teamwork approach
to the newbuild process and work hard to make valuable
contributions, wherever we can.”
One stop shopFoss says that while the company’s DP systems remain an
industry favourite, Kongsberg faces more intense competi-
tion for automation and vessel management systems. “Our
approach is to offer a quality integrated package – the
full picture – where the DP system works seamlessly with
bridge control and automation systems and can be oper-
ated from the same console,” says Foss. “This approach has
been successful in part because owners prefer working with
fewer suppliers and yards seek to avoid delays associated
with integrating multiple systems.”
Kongsberg provided Seven Seas and Seven Oceans with
an integrated vessel management system for control and
monitoring, thrusters controls and DP, which communicates
via redundant LAN bus network. Control and monitoring
through screens and rollerball control, with six operator sta-
tions, and two stations for the DP2 system.
quality support servicesWhile quality systems remain a key part of Kongsberg’s of-
fering, Foss says the company’s support services have be-
come increasingly important – especially for multinationals
like Subsea 7. “Yards and owners have become increasingly
sensitive about deadlines and once a vessel is in opera-
tion, have no tolerance for downtime,” says Foss. “For this
reason, Kongsberg’s network of support facilities, combined
with our rapid response capabilities, has become an increas-
ingly valuable part of our service offering.”
Meanwhile, demand for Subsea 7’s unique services (and
new vessels) remains strong. In 2007 Seven Oceans com-
pleted its first construction project for Chevron’s Blind
Faith development project in the Gulf of Mexico and, after
laying pipe for Petrobras in Brazil, and is currently working
on the Tombua Landana development in Block 14, offshore
Angola. Seven Seas was initially chartered by StatoilHydro
in the North Sea before moving to Brazil later in 2008. The
Seven Seas was also recently confirmed as the lead vessel
for Subsea 7’s framework agreement with BP Angola Ltd for
the development of Block 31.
“These vessels not only allow Subsea 7 greater capacity,
their quality is representative of our brand and our desire
to be recognised as the Subsea Partner of Choice. We are
proud to welcome them to the fleet.” ::
James MacGregor, Project Manager, Subsea 7
The FULL PICTURE magazine 03/08
21
Article by THE FULL PICTURE MAGAZINE / Photo: Kongsberg Maritime
:: For small, knowledge-intensive consulting companies,
the only real record of success is the business you get…
next year. Customers of Netherlands-based EMC are the
kind of offshore service companies who only work with
partners that deliver, and they come back again and again
to EMC.
Set up in the 80s when shipbuilders were on the retreat,
EMC sought to deliver turn-key electrical, automation and
control packages to retrofits or newbuildings. Current proj-
ects include complete responsibility for electrical installa-
tions and commissioning on a pipe-layer under construc-
tion in Indonesia, and project engineering for sophisticated
diving support vessels, among others. Over a half-dozen
of these newbuildings involve automation or DP systems
from Kongsberg.
“I’ve worked with Kongsberg equipment since the 70’s,
and EMC and Kongsberg have had working relationships
for over ten years. Kongsberg helps us to offer a complete
package of propulsion and control to our customers world-
wide,” says Åke Ohlsén, President and a founder of EMC.
In a larger contextEverything in EMC’s and Ohlsén’s world is getting big-
ger. First of all, after over a decade of co-operation with
Netherlands-based Pon (a leading dealer of components to
the marine industry), EMC was purchased by the company
earlier this year. “EMC Europe has brought a wealth of
experience and dedication to the shipping and shipbuild-
ing industry, which fits perfect within [Pon],” said a Pon
statement.
Pon’s acquisition of EMC Europe allows the dealer of
engines from Caterpillar, Mak and MAN to increase their
scope of deliveries. “They wanted to do more of what
we’re doing – that is, systems integration. Together, we
offer a complete package with fully integrated power and
control systems,” says Ohlsén.
This ability to take complete responsibility for such a
technical and critical part of a newbuilding is more and
more popular with customers. In that respect, Ohlsén be-
lieves EMC fills a crucial gap in the process from specifica-
tion to finished newbuilding.
Another thing that is growing in EMC’s business is the
size and complexity of the vessels that they supply. Given
sustained high oil prices, the offshore business is keen to
maximize the rates and number of jobs that they can take
for each floating unit. That equates to pipe-layers, diving
support vessels and construction ships with steadily more
deck-space, more installed power and more complicated
equipment.
“I don’t see any real constraints to the amount of power
or the size of offshore newbuildings. Even as the market
for big ships is strong, it creates opportunities for smaller,
more flexible vessels, too,” says Ohlsén. ::
Specialists in a specialists’ market
Netherlands-based EMC serves a critical role on a dozen specialised offshore newbuildings under construction worldwide: Turn-key delivery of electrical, drive and control packages. Kongsberg helps them do it.
Åke Ohlsén, President and founder, EMC (left); Ruud Tissen, EMC; and Birger Teien Evensen, Kongsberg Maritime (right)
22
THEME Green Shipping Article by THE FULL PICTURE MAGAZINE / Photo: Daniele Mattioli
Liu Haijin, CEO, New Century/New Times Shipbuilding
The FULL PICTURE magazine 03/08
23
:: Haijin fits the entrepreneur mould very well. Born
in Jingjiang, Jiangsu, China, he studied shipbuilding at
Shanghai Jiaotong University, then took a job at one of
the city’s shipyards and spent the next dozen years work-
ing his way to the top. Today, this yard is the largest
privately-owned one in China, and fourth in size overall.
“Jingjiang is a small city in Chinese terms, with only
660,000 residents or so. It has a large shipbuilding com-
munity though, with at least six yards. Competition is stiff
to get the right people and to keep them. That is where
we excel, I think,” says Haijin.
After its meteoric rise over just ten years from a builder
of small boats to one of the pre-eminent shipbuilders in a
country now leading the world in this industry, the New
Century shipyard and sister yard, New Times, and their
management are looking at ways to ensure a healthy
future for when the market turns. Among their plans is a
desire to grow in offshore construction.
Rapid developmentThe New Century shipyard used to be called the Jingjiang
Shipyard, after the city along the Yangtze where it was
founded in 1971. Until the late 90s, the yard built small
vessels and barges without propulsion. New market condi-
tions led the yard to change its perspective, and it sought
to start building large motor ships of 10,000 dwt and
above. Its first success came in 1997 with a log carrier of
12,000 dwt.
“The yard made a major move in 2001, when we
changed the name to New Century and began a partial pri-
vatisation. Between 2001, we went from being a govern-
ment-owned shipyard to an entirely private one. This had
a major impact on our ability to motivate managers and
respond to new opportunities and challenges,” says Haijin.
New Century shipyard builds bulk carriers, tankers and
container ships of a number of different sizes. Today it
employs 10,000 people and plans to deliver 18 vessels this
year. The yard is steadily building larger and larger ton-
nage, as it has facilities to handle construction of VLOCs
(Very Large Ore Carriers) and VLCCs (Very Large Crude
Carriers). It also has prepared designs for container ships
up to 10,000 TEU.
In 2005, flushed with success and new orders, New
Century Shipyard’s management decided to develop a new
shipyard right next door along the Yangtze River. This
yard, called New Times, took only one year to go from the
first digging to the first steel-cutting, and the yard will
deliver as many as eight newbuildings this year. By 2009,
it is expected to be fully operational.
“It took us only two years to go from practically noth-
ing to delivering the first vessels from the New Times
Shipyard. That’s quite fast. We have had a good partner-
ship between New Century Shipyard, which owns 51 per
cent of New Times, and the other owner from Singapore,”
says Haijin.
Chinese shipyards’ primary advantages – lower labour and steel costs – are in constant flux. Managing in this dynamic market is the occupation of Liu Haijin, CEO of New Century Shipbuilding. One thing that doesn’t change is the yard’s choice of automation systems: Kongsberg.
Change andpermanence
24
THEME Green Shipping
The FULL PICTURE magazine 03/08
25
Training in the communityThe source of much power in the labour-driven market of
China is in manpower, so shipyards’ primary challenge is to
get and keep the necessary skilled workers. New Century
Shipyard gains much of its strength in this respect by
playing a strong role in its community. It pays attractive
salaries to employees and sub-contractors, and exerts itself
to train staff.
“We have different levels of training. First of all, much
training goes on informally at the team level. Team mem-
bers train and guide the newcomer. Then there is the
company training. We train a large number of employees
in specific skills for the certificates created by Chinese au-
thorities. We bring teachers to the yard to lead classes, as
well,” says Haijin.
Perhaps the yard’s most ambitious effort to protect its ac-
cess to talented and knowledgeable is a long-term partner-
ship with the largest shipbuilding university in China. Here
the shipyard invests considerably, and gains a fixed propor-
tion of graduates yearly. “We are board members at the
university and many of our top staff have spent some time
there. It is a good investment for our shipyard,” says Haijin.
At the management level, a key factor contributing to
stability and motivation is the yard’s private ownership.
Many members of management own shares in the company,
and thereby see the opportunity to gain personally from the
yard’s success. For mid-level managers, the opportunity to
share in ownership also acts as an incentive.
New realityThe New Century and New Times Shipyards have their next
three years mapped, based on strong orderbooks. By 2011,
the two yards together plan to deliver 45 ships, meaning
practically one vessel per week. At the same time, they are
staring at a market slow-down that is bound to affect ship-
building in China.
“The market has been a peak market, meaning that there
is only one direction to go. Until 2010, almost all shipbuild-
ers have orders. With some cost-cutting measures, most
yards will be able to stay on their feet. As no new orders
come in to ensure strong cash flow, some yards will struggle
to build ships ordered at a price below the eventual cost,”
says Haijin.
New Century Shipyard and New Times Shipyard, like
many of their peers around China, see offshore construc-
tion as a kind of life buoy when times turn tough. As ship
orders taper off, high energy demand and oil prices will
sustain construction of semi-submersible drilling rigs, plat-
forms and FPSOs. New Century is already competing for
these kinds of contracts, and Haijin expects the first to fall
into place in 2009.
Close co-operation with Kongsberg
A key part of New Century and New Times Shipyards’
strategy includes key partnerships. For example, the
yards have a strategic co-operation with major steel mills
in China, guaranteeing them access to critical steel plate.
The yards also have a main partner for engines and aux-
iliary engines. When it comes to automation, their key
partner is Kongsberg.
“We’ve worked with Kongsberg ever since we started work-
ing with big ships with propulsion systems. We feel like they
have shown us their dedication, reliability and professional-
ism. This has been key to us,” concludes Haijin. ::
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FACTS ABOUT NEW CENTURy SHIPBUILDING (NCS)
& NEW TIMES SHIPBUILDING (NTS)
• Board director and CEO Liu Haijin
• Founded in 1970; privatised in 2004
• Builds panamax, mini-cape and capesize bulk carriers
• Builds panamax, aframax and suezmax tankers
• Builds 4,250 TEU container carriers, with designs
up to 10,000 TEU
• NCS maximum capacity of 2 million dwt per year
and NTS 3.5 million dwt by 2011
• Coastline of 3,100 meters along broad, calm and
deep part of yangtze River
26
THEME Green Shipping
As Nakilat builds its next generation of LNG carriers, a major recruitment and training effort is required. As the ships’ manager, Shell turned to Kongsberg to build up courses.
An Eye for Training
Rob Drewett, Training Manager, Shell International Trading and Shipping Company Limited
Article by THE FULL PICTURE MAGAZINE / Photo: Nina Rangøy and Kongsberg Maritime
The FULL PICTURE magazine 03/08
27
:: From the 20+ stories of Shell’s offices in London,
Training Manager Rob Drewett has a stunning view of
the city. The London Eye is his next-door neighbour. His
focus is on the future LNG fleet of Qatar, however. Drewett
explains the extent of their training contract with Nakilat
Shipping (Qatar) Limited (NSQL) regarding the operation of
the new vessels.
Nakilat (Qatar Gas Transport Company Ltd.), a shipping
company established in 2004, is building a large fleet of
vessels to transport LNG produced from Qatar’s North Field
to global markets. By 2010, the company will own, or par-
tially own 54 LNG vessels, making it one of the largest LNG
ship owners in the world. Twenty-five of these LNG carriers
will be managed by Shell International Trading and Shipping
Company Limited (Shell).
“This agreement is very important to Shell and Nakilat.
We don’t often have contracts only concerning training,
but a delivery of 25 ships in 2 years is quite extensive and
training is an extremely important part of ensuring safe and
efficient operations,” says Drewett.
With more than 40 years experience operating LNG car-
riers, Shell is well equipped for the task. This is one of the
main reasons that they have been chosen by Nakilat as
their partner. Recruitment for the fleet will require a major
training effort of 650 employees for up to 13 months. Even
though the new LNG carriers will each have a capacity of
between 210,000 and 266,000 cubic metres and will be
80 per cent larger than the current LNG fleet, they do not
require more staff than a smaller LNG tanker. However,
due to the extent of the contract, finding enough qualified
workers can be a challenge itself.
To approach the challenge of building the right compe-
tence, on behalf of Nakilat, Shell started a co-operation
process with 20 companies, putting together 40 different
courses. Kongsberg Maritime became involved as a result
of its equipment onboard the carriers. With the K-Bridge
integrated bridge system installed on both ship types, the
K-Chief distributed monitoring and control system installed
on the smaller carriers and experience with reliquefaction
instruction, Kongsberg Maritime’s training department was
a natural choice for course delivery.
The co-operation process started in December 2007, and
Shell and Kongsberg Maritime signed a 2-year agreement
in May this year. The first K-Bridge course was held in
Kongsberg Maritime’s Korean training facilities at the be-
ginning of July.
Once the first major teaching requirement is completed,
the contract will have a continued annual roll-over as long as
both parties agree and there is still a need for more education.
“Kongsberg will provide the necessary training for the
state of the art equipment they have delivered to these
carriers. In our experience, the co-operation with them has
been quick and excellent and they have always been eager
to meet our requirements,” says Drewett.
SimulationA new aspect for Shell to consider when co-operating with
Kongsberg is simulated training, which allows course partici-
pants to practice lifelike situations in a classroom environ-
ment. Although the Nakilat LNG carriers will include new
and innovative features to ensure a high level of safety and
reliability, Rob Drewett thinks training plays a vital role for
dependable operation.
“Although simulation is involved in some of our other
courses, the simulator on the K-Bridge course was some-
thing we hadn’t expected and it really adds value to our
training. Kongsberg is different from the other collaborating
companies. The possibility for participants to get hands-on
experience with this equipment and handle malfunctions is
a lot more beneficial than just being talked to in the class-
room. Safety is one of the fundamental reasons for training
and I think simulation is an important tool for achieving
this,” he says.
Drewett’s background from the military and within avia-
tion are highly useful experiences for his everyday job as a
training manager for Qatar, responsible for implementing,
managing and organising courses as well as managing con-
tracts and putting together schedules.
“I consider my previous experience an advantage for my
work as a training manager for Nakilat Shipping,” he says.
“The military forces are renowned for their training efforts,
and they have a tradition for ensuring competence. It’s not
just a matter of attending. You are there because you need
this knowledge for your everyday operations and the train-
ing program is something you need to pass. Similarly, train-
ing to operate a ship requires something more than partici-
28
THEME Green Shipping Article by THE FULL PICTURE MAGAZINE / Photo: Dag Knudsen
pation. In my opinion, one of the most important elements
that a course participant can bring from the classroom to the
field is practical hands-on experience.”
In order to ensure that the participants have brought
this hands-on experience from the classroom to the field,
all courses involved in this contract have to be accredited
externally. In Kongsberg Maritime’s case, the programme
will get a DNV approval as an extra guarantee both for pro-
viders and participants. A DNV approved class sets certain
standards regarding statutory guidelines, quality of instruc-
tors, content, layout and final assessment testing both prac-
tical and theoretical knowledge.
“Having a third party such as DNV accrediting the course
reduces risk by assuring both us and the customer that we
have competent people onboard. It also provides the stu-
dents with an extra reassurance that they have acquired the
necessary qualifications,” says Drewett.
Training a high priorityShell places great emphasis on training. All new employees
go through a standard training program, learning about the
company’s corporate values including their General Business
Principles and Code of Conduct, all of which are supported
by Nakilat.
Rob Drewett thinks that Shell’s high emphasis on educa-
tion and training is noteworthy for the private sector. “To
Shell, education is important and we have raised the bar
considerably above the standards to provide the very high-
est level of instruction to the mariners operating these LNG
carriers. By this I mean instruction in excess of statutory or
guideline requirements,” says Drewett.
According to their business principles, the objectives of
the Shell Group are to engage efficiently, responsibly and
profitably in oil, gas, chemicals and other selected busi-
nesses and to participate in the search for and development
of other sources of energy. At the core of these business
principles is a mission to deliver these products profitably
and in environmentally and socially responsible ways.
Environmental performanceA commitment to the environment is equally important for
Nakilat when building its new fleet and developing a fully
integrated shipping company that can take over the man-
agement of the ships. The new LNG carriers include features
such as twin engines and shafts to ensure maximum propul-
sion safety and reliability with reduced environmental im-
pact. Slow speed diesel engines are more thermally efficient
than steam turbines and therefore burn less fuel, which will
produce between 30 – 40 per cent lower overall emissions
compared to conventional LNG carriers. In addition, the
LNG carriers have underwater coatings that use a silicon
anti-fouling system, which not only enhances the speed and
performance of the vessel, but also does not release any
biocides into the sea.
These are just some of the environmental features of the
vessels. However, raising awareness and creating good work
ethics is equally important, which is where training comes in
to the picture.
“Reliquefaction in itself is an environmentally friendly
process, but there are always backup systems onboard in
case of reliquefaction failure, which the ship staff need to
know how to handle,” said Drewett. “There is a combus-
tion unit should the reliquefaction system not be operating
or operating below the capacity required. In addition we
comply with international ISO-standards regarding the envi-
ronment, and making course participants aware of this is an
important mission”.
The future includes trainingThe new Nakilat ships are under construction at three ship-
yards in South Korea: Hyundai Heavy Industries, Samsung
Heavy Industries and Daewoo Shipbuilding & Marine
Engineering. Shell has a 25-year contract to provide ship-
ping services to Nakilat. These services include management
of the ships, which is scheduled to transition to Nakilat
between 2018 and 2022. The agreement with Kongsberg
Maritime is one part of this. Rob Drewett is happy to be
providing the necessary training for the fleet and continues
to see the future importance of training.
“There is a need for training worldwide and, due to lack
of skilled personnel, this task becomes increasingly impor-
tant,” says Drewett. “Personally I like this job because it is
quite tangible and has a defined end-product, in this case 25
LNG carriers fully staffed in two years. When working with
training you easily see the results, something which I find
quite rewarding”. ::
The FULL PICTURE magazine 03/08
29
:: You’d think with the name Goliat that the field had
been considered large since the initial discovery well in
2000, but that’s not entirely the case. While the initial find
created excitement due to the fact that it was the first pre-
dominantly oil discovery in the Barents Sea, it wasn’t until
a supplemental find a full five years later that the Italian
energy standout considerably upped its expectations both
for the field itself and the Barents area as a whole.
The second offshore development in the Barents Sea
(after StatoilHydro’s Snøhvit gas field), Goliat is located
about 85 kilometres northwest of Hammerfest and sched-
uled to come online in 2011/2012. According to estimates
published by the Norwegian Petroleum Directorate, the
field is believed to contain reserves in the range of 200
million barrels of oil equivalent, made up of 75% oil and
25% gas.
A total of 10–15 production wells are to be drilled at
Goliat starting in 2010, and will be linked up to a Floating
Production, Storage and Offloading vessel (FPSO) when it
is completed. While it is still uncertain which FPSO solution
Eni Norge will choose, Front End Engineering and Design
(FEED) contracts have now been given to two candidates.
With an overall development cost at around $5 billion and
production in full swing estimated at 100,000 barrels per
day, it’s vital to choose correctly.
Both of the remaining contenders – Aker Solutions’ con-
crete design and Sevan Marine steel design – are geo-sta-
tionary, with a winner to be chosen by the close of 2008.
These options were preferred to traditional ship-based
FPSOs, according to Eni Norge HSE & Quality Manager Liv
Nielsen, because they are “robust in dealing with the Arctic
conditions and easy to electrify.”
While geo-stationary FPSOs may be easier to electrify,
Eni Norge certainly isn’t going for the easy way out in this
regard. In a move intended to reduce greenhouse gas emis-
sions, the company is looking to partly power the FPSO by
clean hydropower onshore. Some companies operating in
the region have balked at calls by Norwegian authorities
to do just this due to high costs, but Eni Norge looks at it
as way to combine a number of its HSE interests. As the
electrification will simplify the laying of fibre-optic cables,
such a procedure will also prepare the field for full IO
implementation.
Goliat & IO go hand in hand The combination of demanding climate conditions, the
size of the field itself, and the potential Eni Norge sees in
utilsing Goliat as its hub for future oil and gas activities in
the region means that the company is spending a great deal
of time and money in setting up a comprehensive IO model.
Integrated from the onsetEni Norge has been a steady presence on the Norwegian
Continental Shelf (NCS) for over 40 years now, but the
upcoming Goliat (Norwegian for “Goliath”) oilfield project
in the Barents Sea will represent its first operatorship.
This provides a distinct advantage for the comprehensive
Integrated Operations (IO) model being put into place:
IO represents the way to work, not a new culture to
incorporate.
Liv Nielsen, ENI
30
THEME Green Shipping
The goals here include optimising integration and collabora-
tion between business communities, disciplines and sites to
improve HSEQ levels, field recovery, production regularity
and economic performance. “There is a great focus on the
environmental challenges of operating in such a locale. We
want to tie these issues into the general operations of the
field in an efficient manner,” says Nielsen.
Operations Readiness & Assurance Manager Gianpaolo
Franzoso heads up the IO Feasibility Study and final report
programme for Eni Norge, which was denoted GENIO – a
name befitting the company’s Italian roots. Though it
is simply an acronym for Goliat Eni Norway Integrated
Operations, GENIO means genius or just “someone with
good ideas” in Franzoso’s mother tongue.
“The name GENIO started as a joke to begin with, but
then it just stuck,” he says.
In a series of firsts, Goliat represents Eni Norge’s first
experience as a main operator on the NCS (Eni Norge has
65 percent of the licence, with StatoilHydro 20 percent and
Det norske 15 percent, respectively), the IO here is some-
thing of a test scheme for the mother company, and GENIO
is a pilot project as well, representing “a way of work that
we will apply to other operations as well,” says Nielsen.
While other majors active on the NCS such as Shell and
StatoilHydro have to go through a massive change process
to incorporate IO, Eni Norge has no such problems. “That’s
why IO is such a big opportunity for us,” says Franzoso.
“We’re covering people, systems and technologies.”
One of the major tenants of GENIO is its usage of Early
Concept Demonstrator (ECD) scenarios in order to test out
preparedness and serve as a catalyst for future improve-
ments. Together with entities Kongsberg Maritime and
Kongsberg Defence & Aerospace, the company had a pilot
run of one of these scenarios – “Collision with ship” – in
June. Though Kongsberg doesn’t have a set supplier con-
tract with Eni Norge for Goliat as of yet, a number of their
systems are being seriously considered for installation, and
simulations of their equipment (see sidebar for more de-
Giancarlo Franzkso, ENI
“There is a great focus on the environmental challenges. We want to tie these issues into the general operations of the field in an efficient manner.”
– Liv Nielsen, ENI
The FULL PICTURE magazine 03/08
31
tails) were utilised here both to make the scenario as realis-
tic as possible and to show off the company’s capabilities.
The scenario was as follows: an oil tanker located in the
Arctic has reported engine problems and starts drifting
towards the Goliat platform at 9:10 AM. The tanker be-
comes a hazard to the ongoing operation, the personnel and
the installation itself, with an estimated time of collision
with the platform set at 10:35 AM. The platform manager
and his crew need to solve this problem to the best of Eni
Norge’s interest.
Participants from both the Goliat on-guard team, Eni
Norge, and Kongsberg core and
support teams set up shop at Eni Norges’s Stavanger
headquarters, and were given various roles to play – in-
cluding, in addition to Eni Norge onshore and offshore
roles, helicopter and tanker personnel.
Kongsberg’s VTS system provided a real-time situational
awareness picture, as well as notifications and alarms
during the development of a critical situation. The entire
exercise was literally a race against the clock, from initially
trying to find a way to divert the tanker from its current
path, setting into motion emergency resources according to
predefined procedures, evacuations and platform shutdown
down to watching the tanker – known as the Ivana – col-
lide into Goliat with full force on the situational awareness
screen. An end result which, it must be said, had been
predetermined in order to test Eni Norge’s crisis/emergency
management at the field.
“It didn’t take long for the personnel to get into the spirit
of the exercise. We were a bit curious about how believable
the whole thing would feel. But it only took about three
minutes, and then people took on their roles and responsi-
bilities wholeheartedly, as if they were in a real situation,”
says Nielsen. “We had the process simulation running, and
could both hear the helicopters and the boats and talk to
the various personnel there.”
Seeing the Ivana on the screen, the predicted chances of
the ship hitting the oilfield, the predicted time of the acci-
dent, and the positioning of the different ships and helicop-
ters in the area left quite an impression with Eni Norge.
“This was a very practical way of testing whether our as-
sumptions or ideas are correct so far, or if we have to make
some improvements,” says Nielsen. “It also gave us a feel-
ing of how this planning would work in real life.”
Based on the positive experience from this pilot ECD,
the intention is for Eni Norge and Kongsberg to continue
with other relevant scenarios in the near future – including
those related to drilling and reservoir process and opera-
tions. IO implementation recommendations from the GENIO
team are expected to be in place by late autumn.
In the end, the field will not only serve as a base for
further Arctic activities – another find in the area, Marulk,
appears to hold great promise for gas production – but also
a worthy resource for the parent company. Eni has a spe-
cial ongoing R&D project tied to IO, with a particular focus
on drilling. “We’re in touch with them, and they’ll be using
our findings accordingly – implementing them across the
entire organisation,” says Franzko.
One would expect no less reverberations from a true
goliath. ::
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...............................................................
ENI
•Founded in 1953 in Rome
•Currently Italy’s largest industrial company
•Market capitalization of $138 billion
•A presence in 70 countries
•76,000 employees
•Europe’s third-largest refiner
ENI Norway
•Founded in 1965
•One of the largest operators on the Norwegian
Continental Shelf (NCS)
•Daily production of approximately 140,000 barrels of
oil equivalents
•Interests on the Norwegian Continental Shelf include
all areas from Ekofisk in the southern North Sea to the
Nucula prospect in Finnmark
•Operator of 14 licences in the exploration phase
divided into the North Sea, the Norwegian Sea, and
the Barents Sea and manages interests in 52 licences
altogether
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KONGSBERG EqUIPMENT USED IN THE “COLLISION WITH SHIP” SCENARIO
The KONGSBERG VTS Collision Avoidance, Security and Safety System customised to meet the require-ments of the scenario, providing: - Situational analysis (graphical presentation of real-time location of ships vs. own position)- Indentification of tracks- Alarm and safety zones- Resource management
• A Polaris Ship’s Bridge Simulator was utilised to:- Simulate ship traffic in the area and generate input to the VTS - Control timing of events - Provide dynamic and flexible modification of events
• A generic KONGSBERG Process Simulator and Process Control System, including Fire & Gas System was used to facilitate:- Situation awareness- Decision management- The simulation of plant shut-down activities and timelines when the collision became unavoidable
• A VHF Communication Simulator to provide VTS operator-to-ship communication
32
THEME Green Shipping
1,000 Metres Under the SeaA Kongsberg/SERPENT production
Dramatic footage of life on the ocean floor 1,000 metres down is changing the way we think about the marine environment. Behind the images are the SERPENT project and Kongsberg cameras.
Article by THE FULL PICTURE MAGAZINE / Photo: SERPENT research project
The FULL PICTURE magazine 03/08
33
:: Startling images from the Midnattsol well,
130 kilometres west of the Norwegian coastal
town of Kristiansund and around 1,000 metres
deep, are the results of a SERPENT project con-
ducted in cooperation with StatoilHydro. Here
Kongsberg cameras facilitated scientific studies
and showed a spectacular diversity of marine life.
The SERPENT project (Scientific and
Environmental ROV Partnership using Existing
Industrial Technology) is an initiative by
the UK’s National Oceanography Centre
in Southampton that aims to increase our
knowledge of the sea. Through cooperation
with founding partners like BP, Subsea 7 and
Transocean and project partners like Chevron,
Oceaneering and Kongsberg, the project research-
es marine life and the effects of drilling on deep-
sea ecosystems by using ROVs during standby
time. The SERPENT team has completed 43
missions worldwide, presented stunning pictures
of deep-sea ocean life to audiences all over the
globe and increased our understanding of marine
environments.
Cameras a vital tool“We can’t understand the marine community
without observing various processes over time
and seeing their results,” said Dr Daniel Jones,
project manager of the SERPENT Project. “Since
animals often change shape, both timeframe still
photography and film are essential for under-
standing the biodiversity of the sea floor. While
stills have a higher resolution and can provide
good quality images, film material is vital for
capturing movement. As a result, our scientists
always request Kongsberg cameras on their trips.”
The project at the Midnattsol well is a good
example of the SERPENT project’s research. Here
they sought to investigate the effects of drilling
on the seabed environment.
“Through our cooperation with StatoilHydro
at Midnattsol, we investigated cuttings on the
sea floor. This is a relatively unexplored area of
research,” said Dr. Andrew Gates, the project’s
coordinator. “The deep sea is a relatively stable
environment, so an impact on the sea floor is
something interesting for us to look at. It means
we can get a much clearer understanding of how
deep sea communities respond to all kinds of
disturbance, artificial and natural. If it wasn’t for
this project we wouldn’t be able to access these
areas so easily.”
With the ROVs and cameras, the scientists
discovered significant changes in the communi-
ties. Very close to the drilling site, there were
few animals. At 100 to 350 metres, however,
the communities resembled those found prior to
the drilling. Overall, the seabed had not been af-
fected as much as anticipated, and the cuttings
changed over a short distance between a metre
thick cuttings and a centimetre thick cuttings.
“We found that people hadn’t been assessing
the environment very well with regards to mod-
ern drilling techniques. Most of the studies in the
scientific literature were good for their time but
they dated from the early 90’s, and were inves-
tigating very different areas. Most of the drilling
then was conducted in shallow water. Drilling
technology has improved massively. Modern
day drilling companies use methods to minimise
environmental damage. In addition, chemical dis-
charge and oil discharge are considerably lower,
something which has reduced the negative effect
on the environment,” explained Jones.
Massive public interestOne of the core concepts of the SERPENT proj-
ect’s mission is to communicate newly gained
information to the public. As a result, the
SERPENT project has been involved in sev-
eral exhibitions and outreach projects such as
Oceanology International in March this year, the
Tunza International Children’s Conference on the
Environment held in Stavanger in June and the
recent Tall Ships event in Liverpool.
“This project really is a unique opportunity
for cooperation between scientific research, in-
dustry partners and raising public interest,” said
outreach coordinator Rob Curry. “Being able to
visualise our findings is an essential part of this
work. People tend to think that life on the deep
sea is boring and grey, but once they see these
images they get a different perspective.” ::
All of these colourful photos were taken with Kongsberg Maritime deepwater cameras
34
THEME Green Shipping
:: Learning experiences vary. Anyone who has been to
school knows that. In order to add a further layer of assur-
ance that training at Kongsberg Maritime is consistently
effective, the company will seek accreditation of its courses
from Det Norske Veritas (DNV).
What began as a one-off accreditation of one course for
one customer will now benefit all recipients of Kongsberg
training. Currently, the two are developing a standard
course certification. The first two accredited courses will be
launched in October.
“We are very excited about this new possibility for cer-
tification and believe it can add a great deal of value to our
training,” said Hallfrid Os-Andersen, project manager for
the initiative in Kongsberg Maritime. “The DNV certification
was requested specifically by Shell for the K-Chief marine
automation system and K-Bridge integrated bridge system
courses that we deliver to them, but we wish to reuse the
accreditation we obtain and eventually extend it to all of
our courses.”
Highly qualified instructorsIn order to get the accreditation, DNV needs to approve
standardised course material. Kongsberg Maritime must
demonstrate the length of the courses, a satisfactory physi-
cal environment, documented progression, quality of con-
tent and quality of instructors. In addition, all courses must
assess the students at the end, to determine whether partic-
ipants understood the content. Finally, all instructors must
take part in a teaching class and be observed in a teaching
situation to receive their approval by DNV.
“Our highly qualified instructors put together interesting
and good courses. The DNV stamp will just be a means of
proving this. It will ensure that all instructors have the right
tools and skills to impart knowledge in an engaging, under-
standable and appropriate manner,” said Os-Andersen.
The full picture within trainingIn order to apply the accreditation to all future training, the
teaching material must be standardised. With courses that
are streamlined and modularised, instructors will be able to
offer tailor-made training, ensuring progression by picking
from a list of modules to match each individual need. The
material used on the whole range of courses will be simi-
lar, whether it is conducted in Singapore, Kongsberg or any
other location. Customers who buy several products from
Kongsberg can receive a professional training package to
supplement the equipment.
“We believe that tailor-made training is the future and
we wish to provide “The Full Picture” in training. We plan
to offer a pool of modules that the instructor can choose
from to put together a complete training package. While
participants previously had to follow a certain course for a
full week, they can now complete a few days of each course
according to their specific needs”, commented Os-Andersen.
A mark of high qualityAccording to Os-Andersen, Kongsberg Maritime will be one
of the first to offer accreditation of product specific training
as an extra guarantee for course participants.
“For the participants, the reassurance given through a
DNV stamp provides increased confidence, something which
is highly important to us,” said Os-Andersen. ::
DNV to accredit Kongsberg coursesAccreditation from Det Norske Veritas will ensure all customers of the quality and consistency of Kongsberg Maritime training courses.
Article by THE FULL PICTURE MAGAZINE / Photo: Pål Hoff
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TRAINING & COURSES
Hallfrid Os-Andersen, Project Manager, Kongsberg Maritime
The FULL PICTURE magazine 03/08
35
:: With demand for training rising worldwide, Kongsberg
Maritime’s training department is steadily hiring new in-
structors. For these teachers, relevant, practical know-how
is a must. Kongsberg’s Aberdeen office recently hired two
particularly experienced mariners. Their wide-ranging in-
dustry experience will translate to valuable instruction. The
Full Picture Magazine talked to one of these new instruc-
tors, Lee Tobin.
“My experience so far is that students really appreciate
my hands-on knowledge”, said Lee. “Their questions often
originate from real-life incidents that I can relate to, mak-
ing it easier for me to show empathy with them and better
understand their needs.”
A diverse careerLee’s career started in 1987 as a cadet in the Royal Fleet
Auxiliary, a civilian manned fleet owned by the British
Ministry of Defence supplying warships of the Royal
Navy with fuel, food, stores and ammunition. He moved
on to become a Merchant Navy second officer and has
since served on several different vessels. In 1996, he
became involved in the offshore industry working mainly
with dynamic positioning, which became his main area of
interest. In 2001 he became a first officer before leaving
the offshore industry in 2004 to work for a passenger
ferry. After 18 months on the ferry, a year-long college
course followed to obtain the Chief Mate Unlimited
Certificate. This led him to apply for the position at
Kongsberg Maritime’s training department in Aberdeen.
“The name Kongsberg caught my eye. Since I have worked
with Kongsberg equipment before, I know the good reputa-
tion that they have. Dynamic Positioning has always been
my main interest and this training position provides an ex-
cellent opportunity to work with this system,” he said.
A worthwhile investment Kongsberg Maritime’s training activities are growing word
wide. During 2007, the training department expanded its
facilities in China, USA, Korea, the Philippines and Norway.
The training manager at the Aberdeen office, Conway
Lawson, attributes the growth in demand to increased activ-
ity in the market.
“I think the market is exceptionally busy and there aren’t
enough skilled people to fill the various staffing require-
ments”, he said. “This is why the demand for training is
increasing. In addition, I think there’s a growing realisation
that training is a worthwhile investment where the rewards
are soon noticed in improved performance and less down-
time. And of course, training is vital for improved safety.”
With the two new instructors, Kongsberg Maritime’s of-
fice in Aberdeen can now offer Dynamic Positioning and
Acoustic Positioning courses with their own resources. In
addition, they are able to provide a wide range of education
at customers’ requests by bringing in instructors from other
Kongsberg Maritime locations.
“The new instructors’ hands-on knowledge and con-
tacts in the market will be a great addition not only to the
Aberdeen office but to Kongsberg Maritime’s global training
department”, said Lawson. ::
Teaching from experiencein AberdeenWith two new instructors with years of hands-on experience, Kongsberg Maritime in Aberdeen can now offer more Dynamic Positioning and Acoustic Positioning courses.
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Lee Tobin, Instructor, Kongsberg Maritime
36
THEME Green Shipping
:: Today the world’s third-largest shipowning nation,
Germany may soon move up the rankings. And many of
Germany’s newbuildings feature Kongsberg automation
systems.
“We started with dedicated customer support in Germany
in 2005. Prior to that, we’d done customer service via
agents, but we saw Germany as an important market
and wanted better contact with these customers,” said
Dag Pettersen, who – as General Manager for Kongsberg
Maritime Holland – oversees the German operations.
Service coordinator Harald Putzler and his team of three
technicians handle the day-to-day support of German cus-
tomers, and service in German ports, from their main office
in Hamburg. The discriminating German customers have
learned to appreciate them, and at least two more techni-
cians will be hired this year.
Straight talk – DirektgesprächIt doesn’t take much time talking to Putzler to see that
he says what he means, and that he means what he says.
“German superintendents have lots of technical knowledge.
When you talk to them, they will very quickly figure out who
you are and what you know, or don’t know,” says Putzler.
Putzler started up as Kongsberg’s service coordinator in
Hamburg in 2006, after a long maritime career as chief en-
gineer, superintendent and technician for an engine manu-
facturer. It’s for this reason that he easily understands the
hopes, concerns and frustrations of the superintendents
who contact him.
“Here´s what I say to them: ‘Let’s focus on your problem
and how we can fix it.’ That’s what we do,” says Putzler.
As many as 50 per cent of support requests are resolved
over the telephone. The remainder require a service call,
which involves Putzler or one of his colleagues cross-
referencing a vessel’s sailing route with Kongsberg’s global
customer support schedule.
Problems and LösungenThe Hamburg-based customer service team takes care of
port calls at all German ports; the foremost are Hamburg,
Bremerhaven and Bremen. In addition, the team takes care
of all of its German customers wherever and whenever they
need help.
“We’ve become extremely popular with superintendents.
They know that they can call us and get the help they
need,” says Putzler.
Many of the problems customers encounter with
Kongsberg’s automation systems result not from faults in
the system itself, either its hardware or software, but from
inappropriate installation or haphazard attempts by crew to
correct or alter the system.
“Cargo ships are often subject to strong vibration forces,
and some places onboard are worse than others in terms of
vibration,” says Putzler.
Kongsberg’s Pettersen remarks that the German market
has responded very positively to the local customer support,
with business growing faster than expected. “Once they
learned we were there, they came to us more and more.
And these customers are very loyal. When they’ve found a
reliable partner, they stick with you,” he says. ::
Customer Support GesprächMany operators in Germany’s fast-growing shipping fleet chose Kongsberg automation systems, so the company set up a dedicated support office in Hamburg to help them out. These owners trust service coordinator Harald Putzler and his team of technicians.
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KONGSBERG support 24
Four-fifths of Kongsberg Maritime’s customer support team in Hamburg (left to right): Andreas Falk, Harald Putzler, Erich Papke and Dirk Seehusen
Norway
Louisiana (uSA)
Singapore
Brazil
germany
Scotland
england
china
texas (uSA)
Newfoundland (canada)British columbia (canada)
Washington (uSA)
connecticut (uSA)South Korea
the Netherlands
italy
Nova Scotia (canada)
Szczecin
Mumbai
Massachusetts (uSA)utah (uSA)
global support
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World-wide main contact Call +47 815 35 355
Regional Support centres 24h Europe, Africa & Middle East (Norway)Kongsberg Maritime AS24h Hotline: +47 815 35 [email protected]
North America (Louisiana)Kongsberg Maritime inc.24h Hotline: +1 504 234 [email protected]
South America (Brazil)Kongsberg Maritime do Brazilc/o ReM indústria e comércio Ltda24h Hotline: +55 21 9965 [email protected]
Far East & Oceania (Singapore)Kongsberg Maritime Pte. Ltd.24h Hotline: +65 9862 [email protected]
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the FuLL PictuRe magazine 02/07
SMMwww.smm2008.comSeptember 23 – 26
Unmanned Underwater Vehicle Showcasewww.uuvs.netSeptember 23 - 26
Monaco Yacht Showwww.monacoyachtshow.comSeptember 24 – 27
Kongsberg Maritime Ship Simulator ConferenceSeptember 24 – 26
GMC 2008www.gmrc.orgOctober 6 – 8
KIOGE 2008www.kioge.comOctober 7 – 10
Shallow Survey 2008www.shallowsurvey2008.orgOctober 21 – 24
ADIPEC 2008www.adipec.comNovember 3 – 6
Deepwater Operations Conferencedoce08.events.pennnet.comNovember 4 – 6
Dynamic Positioning User Seminar 2008Kongsberg MaritimeNovember 11 – 12
Maritime Security Expo 2008www.maritimesecurityexpo.comNovember 17 – 19
Workboat Showwww.workboatshow.comNovember 26 – 29
OSEAwww.osea-asia.comdecember 2 – 6
FEMME 2009Kongsberg Multibeam echo Sounder conferenceApril 21 – 24
Nor-Shipping 2009www.nor-shipping.comJune 9 – 12
Expo
The FULL PICTURE magazine 01/07
Kongsberg Maritime AS
Kirkegårdsveien 45
P.O. Box 483
NO-3601 Kongsberg
NORWAY
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03/08