FOR uSeRS OF KONgSBeRg PROduCtS ANd SeRviCeS
01/10
SAY: PR
& Com
munications
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tHeMe New directions
The FULL PICTUREmagazine
teeKAY OFFSHORe tag team tRANSOCeAN Sedco Rig RefitsNORSKAN Brazilian Roots
BW OFFSHORe Business As it isSeAdRill Homegrown Success SWediSH COASt guARd
“let’s put it this way – we definitely have the capability to stretch what’s possible.”
– BW Offshore CeO Carl K. Arnet on being an industry front-runner
tHeMe intelligent enginestHeMe New directions
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EDITORIAL STAFFGunvor Hatling Midtbø Kongsberg Maritime, Vice President [email protected]
CONTRIBUTORSChristina [email protected]
Claudio [email protected] Ove Ronny [email protected]
Ryan [email protected]
Saul [email protected]
Scott [email protected]
MANAGING EDITORS,EDITORIAL PRODUCTION & GRAPHIC DESIGNSAY: PR & Communication
COVER PHOTOJohs Bø[email protected]
PHOTOSJohs Bø[email protected]
Jonas Borg [email protected]
Jorgen Aas
Tommy [email protected]
Petrobras
Scanpix
PRINTINGColorMaster Norge
COPYRIGHTKongsberg Maritime AS
ADDRESSKongsberg Maritime ASKirkegårdsveien 45P.O. Box 48NO-3601 KongsbergNorwayTelephone + 47 32 28 50 00Telefax +47 32 28 50 [email protected]
CuSTOMER fEATuRE 2 Back to the way business is
BRAZIL fEATuRES 6 Kongsberg in Brazilian
8 BW Offshore Brazil: Heart of the matter
11 Teekay Offshore: Tag team
14 Estaleiro Atlantico Sul: The citizen company
16 NorSkan Offshore: Brazilian roots
20 Bola pra frente: Learning to dream
22 Seadrill: Homegrown success
28 Sevan Marine: The hand-picked rig
MOVES & uPGRADES 32 Squeezing through the Bosphorus
36 Marine Matteknik: upgrading franklin
40 Northern Star: Attention to detail
43 Transocean: Sedco rigs a blank slate
46 Swedish Coast Guard: The Coast Guard
KONGSBERG NEWS 48 Breaking ground
50 K-Master: Integrated Reality
53 New Company in Dubai
54 Expansion of Customer Support
55 New Training Centre in Singapore
56 Karanba: A chance to dream
01/10THE 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: [email protected] full Picture Magazine is also available in pdf-format at www.km.kongsberg.com
Contents
Heading in new directions
:: Over the years, Kongsberg’s growth has been based on the
useful and reliable technology solutions that we develop to meet the
requirements of the industry. This has only been possible through
close co-operation and partnership with our customers. With
technical co-operation and strong business partnerships we have
been able to forge new directions – new solutions for new markets
and new applications.
The same drive to break new ground is clearly evident in our
customers. Seadrill’s trailblazing approach to manpower in Brazil
reflects this and Eduardo Antonello, Director of the company’s
Brazilian operations told full Picture that he is proud that all Seadrill
rigs in Brazil are majority manned by Brazilians, whereas other firms
operating there may have up to 95% foreign staff onboard their rigs.
Likewise, Teekay, the world’s largest provider of shuttle tanker
services forged a new direction in Brazil, laying out a strategy in 1999
on how to influence the market and open the door to DP shuttle
tanker operations. And from 2002 to 2007, the company supplied
Petrobas with 11 ships. They are now responsible for three quarter’s
of Petrobas’ shuttle tanker fleet.
We could describe Brazil as a new direction for Kongsberg, but in
truth we’ve been active in the country for over a decade. But Brazil
is evolving rapidly. The country’s once famous shipbuilding sector is
on the rise once again and the day that the first Brazilian fPSO or
semi-submersible rig hits the water is not far off. We know, because
we talked to Estaleiro Atlantico Sul, the shipyard that may be the first
to make this happen.
Of course, technology takes us in new directions too. When we
talked to Carl K. Arnet, CEO of BW Offshore, he was keen to stress
that they don’t go after technical innovation or push the boundaries
just for the sake of it though. Take for instance the mooring systems
that they developed for the BW Pioneer; the innovations were only
out of need, because it is for the deepest oil development in the
world.
At Kongsberg, we are dedicated to the ethos of managing the
downturn whilst preparing for the upturn. Many shipowners share this
outlook and instead of ordering new vessels, decided to take the refit
route in the year following the credit crunch. We talk to a number of
shipowners in this issue of the full Picture who are managing their
way through the economic climate whilst keeping a firm eye on the
opportunities that are sure to come.
We hope that you share our enthusiasm and drive for new directions.
Like our customers, we are always looking at things in new ways or
working out how we can better serve our customers with systems,
technology and support that helps to strengthen their own new
directions. Which means that there is never a boring day at work! ::
Gunvor Hatling MidtbøKongsberg Maritime
Vice President – Communication
2
BaCk to tHe way Business is It could be said that BW Offshore CEO Carl K. Arnet had bad luck when taking over the reins of the FPSO company at the height of the global financial crisis in September 2008. But that’s not how he sees it. In fact, Arnet believes that regular business conditions help rid the industry of less serious players and rewards companies like BW Offshore that have their houses in order.
Carl K. Arnet, CEO, BW Offshore
tHeMe new directions article by the Full Picture Magazine :: Photos by Johs Bøe.
3
:: Arnet began his career at Norsk Hydro,
and stayed there for a full sixteen years. After
starting off working offshore on the startup of
various platforms and projects and making his way
up to Offshore Installation Manager, he branched
out and moved over to international business
development. In the end, however, he developed
such a taste for business that he decided to carry
it out outside of Hydro.
“At Hydro one was really only responsible for
one side of the equation – the expense side – and
never the profits,” Arnet says. He got the chance to
weigh in on both sides of the equation, however,
when he joined offshore loading and transfer
system supplier APL (Advanced Production and
Loading) as Managing Director in 1996.
During his time at the helm, APL evolved from
a small Arendal, Norway startup to become the
leader in turret and mooring technology, with a
significant number of ‘world records’ in terms of
water depth (both deep and shallow), weather
capacity and pressure containment, among
others. BW Offshore purchased APL in 2007,
and Arnet served as Deputy CEO at BW Offshore
before taking over the top position in a planned
transition the year after.
This took place not only at the height of the
global financial crisis, but also at the start of a
period (August 2008 – August 2009) that marked
the first time since the FPSO market began that
the industry had gone through an entire year
without a single contract award.
While not all FPSO companies will necessarily
show this development on their bottom lines
now – given that contracts are set in place
years in advance – in general the slowdown
has had benefits for the well-established FPSO
players. Some new entrants into the field have
disappeared from this competitive area. This gives
BW Offshore – which has delivered oil FPSOs
primarily based on VLCC hulls since 1997 – a great
chance of increasing its market share.
In fact, 2009 and 2010 so far have been quite
fruitful years for the firm – particularly due to the
company’s vessels extremely strong operational
performance (an uptime of 99.7 percent in 2009)
and its multitude of projects in the Gulf of Mexico.
One of the highlights here is the BW Cidade de
São Vicente FPSO at the giant Tupi oil field off the
coast of Brazil. BW offshore had a modified vessel
on the field to commence FPSO operations within
335 days from Petrobas awarding the contract
– one of the quickest turn-arounds on record.
Other projects here include a FPSO conversion for
Petrobras and Chevron in the Papa Terra venture
in the Campos Basin offshore Brazil, and the BW
Pioneer FPSO for the Cascade & Chinook project
for Petrobras – the first FPSO in the US portion of
the Gulf of Mexico.
In addition to these and other contracts of
note, a Letter of Intent for the BW Carmen
FPSO in the UK sector of the North Sea, the
impending secondary listing of the company on
the Singapore Exchange, and other opportunities
being pursued in the Asia South Pacific and West
Africa mean that BW Offshore is bullish about
continued success.
The Full Picture recently sat down with Arnet
in BW Offshore’s Oslo offices for a one-hour
interview, with the conversation running the
gamut from the current state of the FPSO sector
and the company’s success in a difficult climate
to the subsupplier market, future prospects in the
Gulf of Mexico and beyond…
On the financial crisis, Arnet’s ascent to the head of BW Offshore during the crisis, and the FPSO industry clearout “The focus from 2005–2007 was on growth, and
growth at all costs. Everything was peaking at the
same time, and everybody was doing the same
thing. It was a tremendous period – people were
saying that there was no end to the number of
FPSOs needed. If you took the plans of all the
FPSO players and added them up, you could walk
from Oslo to the United States – easily. It was just
the times.
“I came in when all of this crashed to Earth. Then
things went back to the way that business really
is. Business is tough – we have very demanding
clients with large and complicated projects.
Putting projects together is not supposed to be an
industrial happening – it should be a controlled
process. And this is where we excel.
“I actually think that we’re in a good period
now – what we’re doing now is a much more
sensible business. One by-product of the toned-
down market could very well be that a number
of the less-serious FPSO players disappear. They
will have big problems getting financing – not
to mention the trust of their respective clients.
Many of them have failed to deliver on time
and served up large budget overruns. It serves
nobody, really.”
On BW Offshore’s improved financials in 2009 and so far in 2010“We’re not affected by short-term market swings,
as our projects are very long term. Some of the
improvement was in the cards – because we
had taken on projects, completed and delivered
them, and then started to receive revenue – but
where we’ve really made advances is in achieving
better control over the operating costs, and more
predictability. These areas tend to be pushed in
the background during boom times – people are
so busy acquiring new work that they forget
about ‘mundane’ areas like operations.”
On being an industry front-runner “Let’s put it this way – we definitely have the
capability to stretch what’s possible. The mooring
system that we’ve put into place for the BW
Pioneer – the deepest oil development in the world Carl K. Arnet, CEO, BW Offshore
the FuLL PiCtuRe magazine 01/10
4
– shows that we have the technical capabilities.
But we’re not going after technical innovation
or pushing boundaries just to do it. We’re very
commercially driven, and are most concerned
with profits on our operations and having a sound
basis for future growth. We do, however, see that
these things go hand in hand. If you have the
technical capabiliities, then you place yourself in
a less competitive category. You’re making your
own market, so to speak.”
On technology ownership vs. supplier purchases from the market“We’re not interested in technology ownership in
a general sense – we’re quite happy to purchase
it from the market. Take pumps , for example.
There’s reasonable competition here, so we don’t
need to own a pump company to get a good deal.
“However, if competition is severely restricted
to the point where there is no competition, or
the technology in question is a very particular
part of our product – like loading, offloading, or
a mooring system – then it’s different. It’s a very
particular type of technology, and there are very
few companies in the world with a track record
here. We would only be able to buy it from our
competitors – and that’s not comfortable. So that’s
why we own APL.”
On BW Offshore’s relationship with subsuppliers“We run a big supply chain for all of our projects –
they’re quite complicated, integrated projects. We
typically have two to three professional companies
in on our projects. We haven’t standardised on
one specific control system for example – we
actually buy from the market. You could always
question whether that’s a smart strategy or not.
But BW Offshore is very commercially driven,
and we are totally dependent on there being a
number of good suppliers out there.”
On Kongsberg Maritime and Norwegian subsuppliers in general “The BW Cidade de São Vicente FPSO required
an extremely quick turnaround – we executed
the project in 11 months – so we’re very pleased
with the perfomance of the subsuppliers here.
Kongsberg Maritime and their control package
played a vital role in this process.
“If there’s one area where Norway is contributing
to the world at large, it’s in the country’s experience
in the area of maritime, offshore and oil and gas,
and its ability to combine these competencies.
This is the strength that Norwegian subsuppliers
should continue to emphasise.”
On the proposed secondary stock listing in Singapore “We’re the first FPSO company going for a dual
listing in Singapore and Oslo, and things are more
or less progressing according to plan, but are just
taking a bit longer than we had initially thought.
The due dilligence carried out in Singapore is
rather complex, and since we operate in so many
jurisdictions and have permanent setups with
tax responsibilities – from the US and Brazil
to Nigeria, Mauritania and beyond –then due
dilligence means that all of these locations need
to be checked. But we should be in place here over
the course of the autumn.
On meeting local content requirements for operations in Brazil “While there isn’t a fixed set of rules, Petrobras
has high expectations regarding local content
for the operation of its offshore Brazil projects.
BW Offshore has reached a level of 80% local
employees in our projects there, something that
we’re very proud of.
“It is a challenge regarding the calibre of
employees and getting them in place in time, but
we were very happy to meet the targets. Most of
our training takes place on the job – we come in
mainly with an international crew, and then we
train people there and replace our international
staff over the course of the year. We’ve done
this without any problems regarding health and
safety. We’re also providing financial support to
local cadet programmes in Brazil in order to have a
greater number of competent personnel there in a
couple of years, which there will be a demand for.”
On the fallout from the Deepwater Horizon incident in the Gulf of Mexico “While it’s too early at this time to say if what
happened there is due to complancy or technical
issues, the incident may significantly impact
offshore developments in the region, and will
definitely increase the price of these.
“The pre-salt area in Brazil is the same type of
formation as in the Gulf of Mexico’s US waters,
tHeMe new directions
BW OFFSHORE
TECHNOLOGY HIGHLIGHTS
• One of the world’s leading floating
production, storage and offloading (fPSO)
contractors and a market leader within
advanced offshore loading and production
systems to the oil and gas industry
• The company has over 25 years of
experience in the industry, and has
successfully delivered 15 fPSO projects and
50 turrets and offshore terminals
• Listed on the Oslo Stock Exchange
and likely listed on the Singapore Stock
Exchange over the course of 2010
• Employs approximately 1100 people in
business centres across Europe, the Asia
Pacific, West Africa and the Americas
• 2009 operating income of uSD 121.4 million
• A part of the BW Group, one of the
world’s largest maritime groups
BW Offshore’s fully owned technology
division, Advanced Production and Loading
(APL), delivers cutting-edge turnkey
solutions for:
• Production vessels, storage vessels
and tankers in a wide range of field
developments
• The company’s BW Pioneer, which is in
operation for Petrobras and represents
the first fPSO in the uS section of the
Gulf of Mexico, is the deepest application
for a APL Submerged Turret Production
(STP) buoy to date. It features a turret and
mooring system at a water depth of 2600
metres
• Through a fast-track conversion project,
BW Offshore delivered the first fPSO –
the BW Cidade de São Vicente – to the
Tupi field, one of the largest in Brazil, to
Petrobras
• The fPSO Yùum K’ak’ Nàab, currently in
operation for PEMEX in the KMZ field in
the Mexican Gulf of Mexico, is the largest
fPSO to date. The vessel has a throughput
of up to 600,000 barrels of oil per day.
“Putting projects together is not supposed to be an industrial happening – it should be a controlled process. And this is where we excel.”Carl K. Arnet, CEO, BW Offshore
and I don’t even think that Mexico has started
drilling similar structures. Future developments
will definitely be coming from these deepwater oil
areas. There’s no doubt that the Gulf of Mexico
contains huge quantities of oil – the question is
how economical it is to develop it. This is always
the conundrum that you have to solve – you
have to include the investment, development and
production costs relative to the price of oil at the
expected recovery to see if you have a commercial
project.
“The positive thing you can say about the
incident in the Gulf is that it will hopefully help
bring about an enhanced focus on safety.”
On BW Offshore’s strategic take on the FPSO market “We have typically done vessel conversions, as
this is a very suitable route for a lot of business
cases that we see – but this doesn’t mean that we
wouldn’t do a newbuild. So far they just haven’t
made sense. Take the Cidade de São Vicente vessel,
for example – there’s no way that a newbuild
would have worked with the time involved. We
had a competitive advantage over our competition
because we had access to a conversion unit.
“While we’re set up to own and operate FPSOs
and gain our revenue through lease rates, we’re
not averse to EPC contracts. In fact, we’re doing
one right now for the Papa Terra project. We’re
open to different business models. Right now,
being paid on progress is possibly preferable to
having to finance projects and be paid over time
– not only is it good for the activity level, but it’s
less demanding on our financial capabilities.”
On BW Offshore’s continued success“When you are executing large projects like we
do and take on long contracts handling large
quantities of flammable and polluting substances,
you have to put together a company with a very
clear business strategy, very clear objectives and
a systematic approach. There’s no way you will
succeed in production without a very systematic
health and safety approach that minimises and
mitigates risk. You also have to be careful to find
the right mix of short-term and long-term costs
for all of your technical solutions. Developing the
supply chain – so that you have the right partners
and players in order to obtain your project
objectives on time and at cost – is extremely
important.” ::
5
the FuLL PiCtuRe magazine 01/10
6
:: Kongsberg established its Brazilian
daughter company on 1 December 2009 for
two reasons: 1) Ships and rigs with dynamic
positioning and/or integrated control systems
from Kongsberg have jumped from 100 to 250
over five years, and 2) Brazilian authorities and
nationalized companies express a preference
for suppliers that invest in the country, as rules
stipulate a fixed minimum of Brazil-based supply.
Kongsberg has been present in Brazil through
a sales and service representative, REM Industrias,
since the late eighties. This year, the company aims
to combine this Macae-based training location with
its service, sales and administration office in Rio.
kongsBeRg in BRaziLianWith ongoing investment in Brazil, Kongsberg Maritime seeks to anchor its solid position as a provider of mission-critical components to the country’s ship and rig owners.
tHeMe new directions article by the Full Picture Magazine :: Photos by tommy normann
7
WhoTony Håvelsrud is managing director of Kongsberg
Maritime do Brasil S.A., after spending over
five years in the country as sales manager and
general manager. He is accompanied by a staff
of 35 employees, many of whom have extensive
experience servicing Kongsberg-equipped ships
in Brazil. The company recently hired around a
half-dozen new engineers.
“Everyone in Brazil struggles to find skilled
employees. We’re fortunate; the Kongsberg brand
is so strong that we’ve always had a steady stream
of qualified applicants,” says Håvelsrud.
The marketOf the 250 or so ships and rigs equipped with
Kongsberg components in Brazil, roughly one-
third are owned by Brazilian companies. This
ratio is set to grow, as Petrobras and Transpetro’s
ambitious newbuilding programmes increase
the number of Kongsberg-equipped units to
somewhere between three and four hundred.
“Our challenge will be to maintain or increase our
strong market share in this market. Competition is
toughest at the lower end of DP and ICS; on the
high end of advanced DP and ICS, we have a very
strong position and reputation,” says Håvelsrud.
Business challengesThe relationships between Kongsberg Maritime
in Brazil and in Norway, and with Brazilian
customers, requires constant care. Even if
Kongsberg Maritime is able to sell its products
directly in Brazil, contracts are still signed with
Kongsberg Maritime in Norway.
“It is far cheaper for customers to import the
components, than for us to import them and resell
them. Domestic owners here have exceptions
under the tax law to import what they need,” says
Håvelsrud.
Nonetheless, Håvelsrud states that the Brazilian
company will establish a spare parts inventory in
Brazil. The added speed of replacements will, in
some cases, make up for added costs.
Obtaining visas for foreign specialists to
come and work in Brazil continues to be a time-
consuming affair. With an increased contingent of
local talent, however, Kongsberg will hopefully
be able to meet more and more needs with skilled
Brazilians.
Adding valueLocal presence increases the speed and quality of
service, but Kongsberg is working to add even
greater value for its customers. Two areas stand
out: Training and continuing education.
The manning challenge in Brazil is, if anything,
even worse for DP operators. Kongsberg Maritime
has stepped up DP training, owning one of the
few training centres approved by the Nautical
Institute.
Secondly, Kongsberg Maritime has been working
tightly with shuttle tanker owners and operators
(Petrobras, Transpetro, Teekay and Knutsen OAS)
to make their operations steadily more efficient.
Conclusion“We feel excited and privileged to participate in
what’s happening here in Brazil. The market is
booming and we’re eager to participate in that
growth,” says Håvelsrud.::
the FuLL PiCtuRe magazine 01/10
8
tHe HeaRt oF tHe MatteRBW Offshore entered the Brazilian offshore oil production market in 2008; only two years later the company is an established player stepping up its local recruitment and building relationships across the region.
tHeMe new directions article by the Full Picture Magazine :: Photos by tommy normann, Bw offshore, Petrobras
9
::.“If you had failed, we would have failed.
The heart of an FPSO is the control system, and
BW Cidade de Sao Vicente’s control system is
from Kongsberg. Stakes were high, and it’s been
a success. The FPSO’s up-time is close to 100
percent,” says BW Offshore’s director in Brazil,
Jon Harald Kilde.
The Full Picture magazine met Kilde at the
company’s Rio de Janeiro office (one of three in
Brazil, along with operational offices in Santos
and Macae). He has led BW Offshore’s efforts in
Brazil since it opened an office there in 2008, only
one month before the company won the initial
contract with Petrobras for the FPSO ‘BW Cidade
de Sao Vicente’ (BW CdSV).
The contract itself was of a modest size, but
its significance wasn’t. Following the discovery
of the huge oil deposits in Brazil’s pre-salt Tupi
field, Brazil’s national oil company Petrobras
had promised the Brazilian government to begin
producing the oil within one year. Given the
typical three to ten-year lead-time needed to
engineer, build and start-up production units, this
was no modest promise.
“We had an FPSO available that needed some
modifications to suit life as a pre-production and
testing FPSO at the deepwater Tupi field. We were
able to deliver it in 11 months and it was pivotal
in allowing Petrobras to live up to its promise,”
says Kilde.
You can’t buy the kind of goodwill BW Offshore
earned from this delivery. Early in 2010, BW
Offshore together with its Brazilian partner QUIP
won its second FPSO contract with Petrobras
and partner Chevron for their Papa Terra field
production. The company has signed contracts for
adapting the first FPSO (OSX-1) of Brazil’s hard-
charging independent player OGX, to its first
oilfield Waimea.
The prodigious start with BW CdSV may have
long-term repercussions for the company, as
Brazil’s deepwater fields and low level of pipeline
infrastructure mean more than 40 new FPSOs
will join the 25 already operating there over the
next decades. Along with Petrobras and OGX,
the FuLL PiCtuRe magazine 01/10
Picture BW Cidade de São Vicente with courtesy of Petrobras
10
international oil companies like Anadarko, Shell
and ExxonMobil are investing heavily in parcels of
Brazil’s offshore fields. OGX’s official plans include
19 FPSOs to develop their 22 oil fields/blocks.
Nationalised challengesFor BW Offshore, the biggest risks to its Brazilian
endeavour are political and organizational.
While Kilde lauds the Brazilian oil regulators as
professional and easy to work with, the potential
for changes at the top and the uncertainty that
goes with it creates some concern.
“Brazil has established stringent requirements
for local production. At the same time, it has laid
an ambitious path for ramping up oil production.
This leads to some interesting paradoxes;
Petrobras convinced the national government in
one instance to allow them to look abroad for
conversion projects because domestic sourcing
would not have met the required delivery times,”
says Kilde.
Current rules require “65 percent” of offshore
deliveries to come from Brazil, but this ratio is
subject to some imaginative mathematics. In
reality, most projects’ Brazilian content is in the
35 percent range - a figure Brazil’s government is
trying to push up to at least 50 percent. With BW
Offshore’s big plans in Brazil, this means it must
put a greater focus on recruiting and sourcing
inside the country.
“We’ve had to reach out to schools in order to
ensure we get a supply of skilled Brazilians that
matches our plans here. We have an obligation
to ensure that at least 80 percent of BW CdSV’s
personnel are Brazilian. We work with universities,
technical schools and Brazil’s merchant marine
training institution (CIAGA),” says Kilde.
Along with people, BW Offshore will need to
secure a good supply of equipment from inside
the country. This brings us back to the comments
about Kongsberg. “The advice I would give to
Kongsberg is to continue investing in its strong
local presence. Relationships and continuity are
valued very highly in this market,” says Kilde. ::
“Stakes were high, and it’s been a success. The fPSO’s up-time is close to 100 percent.”Jan Harald Kilde, BW Offshore’s director in Brazil
tHeMe new directions
11
the FuLL PiCtuRe magazine 01/10
:: Few of Teekay’s international competitors
in the FPSO and shuttle tanker business have a
longer history in Brazil. The company’s name is
practically synonymous with the introduction
of DP shuttle tankers in the country’s offshore
oil transport chain. Today, 12 of the 16 shuttle
tankers operating off Brazil are Teekay owned,
and they hope to grab a large percent of the 15 or
so new shuttle tanker tenders coming in the next
ten years.
The Full Picture met Alex Tischendorf, the
director of Teekay’s shuttle tanker operation in
Brazil (called Teekay do Brasil Servicos Maritimos
Ltda), at their offices in Rio de Janeiro. He sees
his company growing into its role as a Brazilian
shipowning company, and expanding its
involvement in the local economy.
Here is a selection of Tischendorf’s comments
on the Brazilian market, on the shuttle tanker
business there, on Petrobras, on Kongsberg
Maritime and on the challenges of Teekay’s
operations in Brazil.
When and how did Teekay get its start in
Brazil?
“We started here in Brazil as part of Ugland
Nordic Shipping, prior to Teekay’s acquisition
of that company. In 1999, we began to see the
possibilities that were appearing here in Brazil,
possibilities for DP shuttle tankers. Brazilian oil
and gas production was increasing; they were
going further and further offshore, into deeper
waters with rougher environmental conditions.
When we met Petrobras that first time, they
received us with little interest. They basically said
no. It took us about two years to turn that around.
In the second half of 2001, we started negotiations
with Petrobras for charter of the first DP shuttle
tanker. During those first two years, we did a lot
of lobbying activity to educate them about the
value of the service we can provide. We started by
demonstrating to the exploration and production
people at Petrobras (who are responsible for the
oil coming to shore) the benefits of using DP
shuttle tankers compared to how they had been
doing it with conventional tankers.”
Did you introduce DP shuttle tankers to
Brazil?
“Not entirely. Petrobras would eventually go
to DP shuttle tankers anyway, but they had a
large fleet of conventional tankers in Transpetro
(Petrobras shipping company subsidiary). Once
they started using the shuttle tankers, those
vessels would quickly become obsolete. So there
was a necessary process and acclimatization to go
through.
The world’s largest provider of shuttle tanker services, Teekay, and Kongsberg Maritime team up to provide a unique level of access to DP expertise in Brazil. We talked to Teekay’s director in Brazil about the peculiarities and possibilities of their operations there.
tag teaM witH teekay
article by the Full Picture Magazine :: Photos by tommy normann
12
“Today, there’s no question of using anything
else. In fact, today they ask for station-keeping
capabilities in excess of what they ask for in the
North Sea. The strategy we laid out in 1999, on
how to influence the market here and open the
door to DP shuttle tanker operations, worked.
And from 2002 to 2007, we supplied Petrobras
with 11 ships. Today we have 12 vessels out of the
16 DP shuttle tankers operating for Petrobras.”
Do you run your Brazilian operations from
Brazil?
“We initially started up operating the vessels from
Norway. In 2003, we hired a Brazilian to assist
locally with the operation and facilitate spare
parts, etc. Then as we started recruiting Brazilians
as crew, we also recruited more people in the office.
In 2009 we moved the whole management of our
Brazil vessel operation from Norway to Brazil.
So now we have a small efficient organization in
Brazil and manage the ships technically and crew
them from here in Rio de Janeiro.”
Do you find it difficult to crew your ships
with Brazilians?
“Very difficult. It is difficult from a recruitment
point of view, with regards to the availability of
trained seafarers. It’s one of our biggest challenges
in Brazil at the moment: qualified people. But we
work closely with other foreign vessel owners here
in Brazil, and with the CIAGA officers’ academy;
together, we run a cadet training programme. So
when they’re done with their education, they
have to do one year as a cadet, where we have
a programme on our ships. The real problem area
is with ratings, such as able seamen, motormen,
wipers, even cooks and catering personnel. There
is no schooling or education for those categories
here in Brazil. We have therefore together with
other shipping companies, including many
Norwegian companies, taken the initiative to
sponsor a one-year training programme for young
Brazilians to become seafarers. The recruitment to
this programme was this year from another social
programme called Bola Pra Frente, which has the
Norwegian government and Kongsberg Maritime
as two of their sponsors. Next year we plan to
extend the recruitment to include other social
programmes here in Rio de Janeiro. The majority
of these social programmes provide support to
young Brazilians until they are in their late teens,
but then they are basically left to themselves. Our
idea is to provide a continuation by providing
them with a profession and a job to go to. This is a
very important programme, not only from a social
perspective but also from a practical perspective,
to be able to operate vessels here in Brazil.”
The company has eleven ratings under training
via this programme, but Tischendorf acknowledges
that Teekay Brazil will need to explore additional
avenues to recruit sufficient ratings for its needs.
“We need to expand the programme. We’d
also like CIAGA to start recruiting larger classes.
Because we’re an international company, we’re an
attractive employer. So in general, we don’t have
problems recruiting. But some years are tougher
than others.”
Are you satisfied by what you’ve seen of the
future generation of Brazilian officers and
ratings?
“Of what we’ve seen so far, we’re very satisfied.
These young people are very motivated and
hard working. The Teekay Foundation, the major
shareholder in Teekay Corporation, sponsors
another project here in Rio directed towards young
children and teenagers. My idea is to connect the
kids from the one project that takes them through
their early teens, and guide them into the next
project, provide them with a profession and
employment in the maritime industry. One of the
purposes is to recruit people, but I also see it as
very, very important that we give something back
to this country because they are bringing us the
profits. We need to give something back. That is
our social responsibility.”
What do you see as the future of Teekay in
Brazil?
“I see Teekay’s future in the same light as the
future of Brazilian offshore oil and gas industry,
because the two go hand in hand. Hopefully,
Brazil will manage to do what we did in Norway.
Because when the oil and gas industry came
to Norway, there was basically no local know-
how about oil and gas. All the know-how was
imported from outside. Then gradually the
Norwegians built up the know-how internally.
Today, Norwegians operate the industry. Some of
it is still foreign-owned, but very much operated
by Norwegians. That’s what I’d like to see here in
Brazil. That it will gradually get more and more
Brazilian in operation. That’s our intention here as
well. We’ll have as few expatriates as possible. I
think in the long term, if you look over the next
ten years, Teekay will have to become a Brazilian
shipowning company as such. It will still be
owned abroad, but very much run as a Brazilian
company.”
In terms of business, how do you see the
growth of Teekay in the market?
“Obviously, the focus on the pre-salt discoveries
has created a lot of attention on Brazil, resulting
in more and more competition. From 2000 to 2007,
there was basically no competition from other
shuttle tanker owners. Today, not just other shuttle
tanker owners, but also other tanker owners see the
opportunities and possibilities, so the competition
has increased considerably over the last 2-3 years.
By 2020, I see the existing fleet of shuttle tankers
doubling to about 30 vessels. And I’d be very happy
if Teekay could have 40-50% of that. Today, we’re
very dominant and I know that that domination
will be difficult to maintain. We’d love to maintain
it, but we need to be realistic. We know Petrobras
wants to see competition; they want to drive down
the charter rates.”
Who is your main competition?
“Now, there are two other foreign companies
owning and operating shuttle tankers here. That’s
Lauritzen and Knutsen. They’re two companies
with shuttle tanker experience. And when it
comes to operating shuttle tankers, experience is
important. Petrobras values experience. They are
dependent on perfect operation; on an operation
that has high performance. We believe, however,
that more companies will enter this market.”
tHeMe new directions
Alex Tischendorf, director of Teekay do Brasil Servicos Maritimos Ltda.
13
Teekay scored early success with bare-boat
charters to Transpetro, who were very eager to
get shuttle tanker operations underway. As a
company that owns and operates shuttle tankers,
Teekay had the necessary skills to convert
tankers quickly and get them in operation. Now,
Transpetro has issued public bare-boat shuttle
tanker tenders with much longer lead-times;
these allow financial institutions to team up with
shipyards and consultants to offer newbuild
shuttle tankers, in direct competition with the
likes of Teekay and other industrial operators.
“At the same time Petrobras also wants to time-
charter shuttle tankers from the international
market, and this is where the established shuttle
tanker owners have their chance. They probably
do not wish to put all their crude oil transport
business in one basket through Transpetro, as
this, among other things, could expose them to
risks associated with unions and strikes.”
Will it be possible for Teekay to build shuttle
tankers here in Brazil?
“Absolutely, and it’s something we’re following very
closely. The major part of shipbuilding in Brazil the
last few years has been smaller vessels, and the
majority of the shipyards (all but one) are not able
to build the size of vessels we own and operate. It’s
only Atlantico Sul that can build the size of vessels
we need for shuttle tankers. And Transpetro has
filled their orderbooks. So that yard’s capacity is
tied up for the next five to seven years; there’s no
chance for us to build vessels for delivery before
2016 at the earliest. There are projects to create
more shipyards that could build the size of vessels
that we need. But, again, there’s a two-three
year lead-time to build the shipyard. Brazil was a
great shipbuilding nation some years ago, back in
the 70s. Their biggest challenge at the moment is
middle management. The middle management of
the 70s is now senior management, and a void has
developed in that middle management tier.”
How important is DP when marketing shuttle
tankers?
“It’s very important, and for this we have a very
close relationship with Kongsberg. For example,
we’re currently marketing some vessels here in
Brazil and the DP capability of the vessels is es-
sential for whether we’ll be able to conclude the
contracts with Petrobras or not. We’re in dialogue
with Kongsberg to support with DP information,
and Kongsberg assists us when we discuss with
Petrobras.
“One of the challenges we’re facing in Brazil is
the different way that DP operations are done,
with respect to shuttle tankers. It’s a different
way of offloading shuttle tankers from FPSOs
than in the North Sea. So the DP software, and
the procedures, that we have in the North Sea
aren’t easily adaptable. We have to modify them.
Now that Petrobras is moving to more hostile
environments and deeper waters, like in the
Santos Basin, we’re seeing increasing sea states. It
gets pretty rough down there in the winter. And
we also have issues with very strong currents
and changing directions. The way we operate the
vessels needs to be different here than elsewhere.
“Together with Kongsberg, we’ve initiated
regular meetings and seminars to discuss with
Transpetro and Petrobras how we can improve
procedures and increase efficiency of the vessels.
It’s very important, like a joint-industry project,
to improve on the operations. With Teekay as
one of the leading shuttle tanker operators, and
Kongsberg as the leading DP hardware and
software provider, we make a good team.”
And Petrobras appreciates this effort?
“Oh yes. as an example, I had a situation only
last week. Petrobras ran an analysis of one of our
vessels, and wanted some more information on DP
capability. Rather than going through lots of links,
we put Kongsberg in Norway in direct contact
with Petrobras here in Brazil. We said: You two
communicate, make sure you understand what is
required, and then make sure you get it, and we
made sure the information was exchanged. This
has helped us a lot in promoting our vessels, so we
look upon Kongsberg as an important partner in
our work down here.”
How important is Kongsberg’s local presence?
“Local presence is very important and we appreci-
ate very much that Kongsberg is well represented
in Brazil. To have competent service engineers and
spare parts readily available locally is essential for
an efficient operation. The shuttle tanker trade is
very intense and requires all equipment up and
running all the time. But it’s a challenge for every-
body as operations ramp up, with the increase in
activity here in Brazil. To be dependent upon serv-
ice engineers and spare parts to be flown in from
Europe is very time consuming and expensive.
We’ve had discussions with Petrobras when they
are refunding our expenses. They ask why a serv-
ice engineer has to fly business class from Norway,
why they have to pay meal allowances, why we
can’t use local. And we have to explain that there is
no local. It’ll be beneficial for all service companies,
and for us, to have greater local presence.”
How are you trying to step up your Brazilian
supply?
“We’re working hard to increase our local supply;
it’s one of our goals. That’s one of the reasons why
we’ve moved our vessel operation from Norway
to Brazil. We’re planning to use more local
services and facilities than previously. For a large
multinational shipping company, it’s very typical
to have a centralized procurement organization,
which we also have in Teekay. We have, however,
now got acceptance for our idea of using local
supply and service companies due to the special
nature of our operation. So we will do more of our
procurement locally in the future.”
Do you see that the local suppliers are
competitive?
“Yes. We are here, the vessel is here, and if we
can use a local repair firm to fix something, then
it’s far cheaper than flying someone in from
Europe to do it. In terms of general maintenance,
there are qualified companies here, and in
general it’s cheaper to use those. And with
respect to purchasing equipment, if we can find
it here with the same quality, it’s better. Import
is almost always more expensive. So we believe
that doing it locally will pay for itself. We’re
convinced of that.” ::
In the 90s, Teekay expanded from its core op-
erations as crude oil tanker company into DP
shuttle tankers, floating storage and offload-
ing ships (fSOs), gas carriers, product carriers
and floating production ships (fPSOs). Today
the company operates 39 shuttle tankers, 5
fPSOs, 5 fSOs, 83 crude oil tankers, 25 gas
tankers and 12 product tankers all over the
world, with concentrations in the North Sea,
Brazil and Southeast Asia. Through its various
operations, Teekay aims to be a one-stop off-
shore marine solutions provider.
TEEKAY’S ROLE IN THE VALUE CHAIN
the FuLL PiCtuRe magazine 01/10
14
:: Estaleiro Atlântico Sul is perched on the
easternmost tip of Brazil, in a small town called
Ipojuca in Brazil’s northeast state of Pernambuco.
This advantageous location means distances to
valuable offshore markets in the Gulf of Mexico,
East Africa and offshore Brazil are short, and steel
and component supplies can arrive cheaply via
major trans-Atlantic shipping routes.
For all of its strategic positioning in terms of
international supply chains, Estaleiro Atlântico
Sul’s most prized location advantages are internal
and domestic. The yard, together with a refinery
and port, are part of an ambitious regional
development programme supported by Brazil’s
national and state governments. In exchange for
low taxes and fast-track bureaucratic treatment,
the yard pledges to pay back in the form of
community and workforce development in its
destitute home state of Pernambuco.
The Full Picture magazine met Commercial
Director and Naval Architect Ricardo Lutz da Cunha
e Menezes of Estaleiro Atlântico Sul, who has been
with the project since early this decade, when the
yard was nothing but a landscape of sand.
“An important part of the story of our
shipyard is one of contributing to the skills and
welfare of the community around us. Many
of the shipbuilding skills at Atlântico Sul come
from southern Brazil, from Brazilian expatriates
returning from Japan and from our technological
partnership with Samsung, but our strength will
come from our ability to develop the potential of
the native workforce in this promising region,”
said Menezes.
A promising startFirst, some facts. Estaleiro Atlântico Sul was
born when three major industrial investors -
the Camargo Correa, Queiro Galvao and PJMR
Empreendimentos groups - joined together with
the intent of launching a new shipyard, in 2005.
This group was attracted to the state of Pernambuco
where regional and national authorities were
setting up the port complex of Suape, which is
meant to be a driving force in regional and national
industrial development.
With full support of technical partner Samsung
Heavy Industries, operations officially began
in mid-2007, and in 2007 the yard won a major
contract: Ten Suezmax tankers for Transpetro,
under Brazilian President Luiz Inacio da Silva’s
PROMEF plan (Program for Modernization and
Expansion of the Fleet).
Atlântico Sul has been constructed with lofty
goals in mind. Among its greatest physical assets
are two goliath gantry cranes, each capable of
lifting 1,500 tons. With these units, the yard will
be able to construct large hull sections, which can
then be lifted onto a construction and welded into
place. Only two other yards in the world (both
in Asia) have cranes of this magnitude, and they
thus lift Atlântico Sul up into the prestigious class
of so-called fourth generation shipyards.
The yard will focus on construction of tankers,
container ships, bulk and cargo carriers, and
offshore platforms and platform hulls. The yard’s
premises cover 16,200 hectares, which includes a
130,000 m2 sheltered production area. The dry-
dock measures 400 by 73 by 12 meters, and two
tHe Citizen CoMPany
Brazilian shipyard giant Estaleiro Atlântico Sul has sprung up practically overnight thanks to support from the national government, a technological partnership with Samsung Heavy Industries and a series of good, early contracts. The company’s ambitious industrial goals are matched by efforts to boost the lot of its home state of Pernambuco.
tHeMe new directions
Ipojuca
BRAZIL
Ricardo Lutz da Cunha e Menezes, Commercial Director and Naval Architect of Estaleiro Atlântico Sul
article by the Full Picture Magazine :: Photos by tommy normann
15
the FuLL PiCtuRe magazine 01/10
quays of 730 and 680 meters will provide space
for outfitting of ships and constructing offshore
platforms, respectively.
As of May 2010, the yard had won an expanding
order book of contracts, mostly for Brazilian
national tanker company Transpetro’s PROMEF
newbuildings (ten Suezmax tankers, five Aframax
tankers, four Suezmax shuttle tankers with
dynamic positioning and three Aframax shuttle
tankers with dynamic positioning). It is also
fabricating the lower hull for a Petrobras platform.
Value creationOne of the core assets of the Atlântico Sul shipyard
- access to plentiful manpower - is a variable; that
is, the shipyard’s region has tremendous potential,
but the burden rests on Atlântico Sul’s managers
to undertake the training and management of
these resources to extract the value.
“This region is traditionally a sugar-cane pro-
duction area. That means there have traditionally
been four months of heavy work, followed by
eight without much employment. We come with
an offer of thirteen paychecks a year. This alone
can have tremendous value,” says Menezes.
Atlântico Sul is one of the biggest new job
creators in the region. Despite the national and
regional governments’ efforts to draw employers,
many of these new arrivals are small and bring
with them their own skilled manpower. Atlântico
Sul, on the other hand, employs 3,000 - the
majority of which come from the region. Soon, it
will expand to employ 5,000; indirectly, the yard
will create as many as 30,000 jobs in the area.
One stumbling block of young shipyards is
steel price. If the price of this large capital input to
newbuildings increases abruptly (and, historically,
it has), a new yard’s liquidity can be challenged.
However, due to the long term delivered order,
Transpetro has minimized the construction issue
by negotiating and supplying the steel plates and
stiffeners for the first ships.
Atlântico Sul has dived into this responsibility,
with investments in schools, housing, environ-
mental improvements, social programs and health
packages. Among its most noteworthy efforts, the
yard has prioritized hiring in five of the region’s
poorest municipalities near the Suape port
complex. A housing project, with 1,500 homes, is
being built. And educational investments at the
primary, secondary and technical school level are
meant to provide a long-term stream of skilled
labour streaming to the yard.
“Atlântico Sul has developed a range of social
projects, designed to benefit the communities
around the yard, bringing them new forms of
income, education and growth,” said Menezes.
“Solidarity Life is what we call a voluntary
program where shipyard employees contribute
to community projects. Another project has
targeted Tatuoca Island, near the yard, for social
development. We have already hired 35 people
from this community.”
Additional efforts include a literacy program
called Waves of Reading, a vocational technical
school called Birthplace of Talents and support of
a technical school in the state.
Joining forcesAtlântico Sul’s success depends on careful
management of all of the forces working in its
favour: Support from the authorities, access to
a large local workforce, strong investors and
technical and design support from partners. An
additional resource will be close relationships
with key technology suppliers like Kongsberg
Maritime.
“One of the mandates in the PROMEF program
is that 65 per cent of the ship’s total cost must
come from Brazil. For the time being, much of this
comes from the workforce, ships’ steel, electric
cables, pipes, valves, pumps and such. We rely
on partners like Kongsberg Maritime for advanced
systems like the DP units on the shuttle tankers
we’re building for Transpetro, but we also expect
local content from the foreign companies too”
says Menezes.
At its current stage, with major orders
underway and on the hunt for more, the yard is
going through a lightning-fast professionalization
process. This includes development of strong
managers, certification to ISO’s 19001 and 14001
management and environmental standards, and
the OHS 18001 safety standard and marketing
towards an ever-broader group of international
shipowners.
Menezes himself met with The Full Picture at
Atlântico Sul’s offices in Rio de Janeiro, where
a team of engineers and marketers expand the
yard’s horizons with international linkages.
“We’ve managed to attract a lot of interesting
partners and employees based on our core
investment. Even a whole generation of Brazilian
shipbuilders who have been working in Japan
since the domestic industry collapsed in the 90’s
are finding their way back to Brazil and Atlântico
Sul,” says Menezes.
Full speed aheadIn 2004, Atlântico Sul was more or less a beach.
In May 2010, it launched the first of the ten
Suezmax that it is building for Transpetro. Luiz
Inacio da Silva was on hand to witness the
event and called it a ‘self-affirmation’ for Brazil’s
shipbuilding industry, noting that it was the first
Suezmax tanker built in Brazil for 13 years and
part of the country’s return to the top of the
shipbuilding industry.
Atlântico Sul’s investors have plotted out an
ambitious route for the shipyard. In addition to
the yard’s sheer size and scale, it has one of the
largest flat panel production lines in the industry,
eight plasma cutting machines and a high level of
automation. In other words, the yard is prepared
for greatness.
“We will grow, and this growth will be to the
benefit of our partners and our community. This
is why we call ourselves the citizen company,”
concludes Menezes. ::
SOCIAL FOCUS
Estaleiro Atlântico Sul has launched a number
of social responsibility initiatives directed at its
community in the state of Pernambuco. These
have an impact on the region’s health, educa-
tion, housing, literacy and environment.
Birthplace of Talents: This was the first
social project started by Atlântico Sul, and
involved transforming an old municipal
slaughterhouse into a school that will provide
technical instruction. Inaugurated in July
2007, the school has capacity for 600 stu-
dents, with five classrooms.
Waves of Reading: Employees of Atlântico
Sul and partner organizations have banded
together to create a book collection, which
forms the basis for a literacy program aimed
at the Atlântico Sul community. This library
travels around the region, lending out its col-
lection for stretches of 30 days.
Tatuoca Program: The island of Tatuoca
(home to Atlântico Sul) is home to a relative-
ly deprived community. The yard has started
a literacy, social and job creation program for
the island’s residents. This involved renova-
tion of the community’s Santo Andre com-
munity school.
The Engineer Francisco C. E.
Vasconcelos Training Centre: This is the
first technical school built by a private com-
pany in the state of Pernambuco. Started
by the Atlântico Sul shipyard, the centre
recreates the production environment at the
shipyard in order to prepare residents in the
community for work at a shipyard.
16
noRskan’sBRaziLianRoots NorSkan Offshore combines all of the offshore
expertise of operations in the North Sea, with equipment, manpower and expertise from Brazil. The result? Brazil’s leading supplier of advanced offshore services. Kongsberg met NorSkan Offshore’s President at their Rio headquarters.
tHeMe new directions article by the Full Picture Magazine :: Photos by tommy normann
17
:: The President of NorSkan Offshore,
Hans Falnes Ellingsen, shares a vital anecdote
that sheds light on the founding of what is today
Brazil’s most advanced offshore shipowner.
“Helge Møgster of DOF [the owner of NorSkan
Offshore] looked at the offshore market back in
2000 and noticed some striking numbers. At the
time, Brazil was producing around a thousand
barrels per day; Norway was producing close to 3
million,” says Ellingsen. “There were three drilling
rigs working in the North Sea, and 28 in Brazil.”
A few years later, Norway-based DOF bought
a 50 per cent share of Brazil’s NorSkan Offshore,
and has since built the company up into a USD 1
billion operation. All of the company’s advanced
offshore vessels (including pipe-layers, anchor-
handlers and multipurpose ships) are equipped
with Kongsberg dynamic positioning, automation
and control systems.
Brazilian rootsThe Full Picture magazine met Ellingsen at
Norskan’s offices Rio offices in Brazil. Ellingsen
has a long personal relationship with Brazil. He
first came to the country only one and a half
years old. His family returned to Norway only two
years later, but his older sister and brother never
let him forget the times in Rio. As he grew up,
Ellingsen nurtured a desire to return. “It became
an obsession for me to return to Rio de Janeiro.”
His fated return happened when he was 20
years old, as a coincidence. “I took a job on a pipe-
laying vessel, not knowing they would send me to
Rio de Janeiro,” he explained.
He stayed with the vessel in Rio for two years
and then returned home to continue studies in
order to become a Captain. After becoming a
captain, he returned to Rio. “There was always
something that brought me here, even if I didn’t
choose it,” Ellingsen commented.
Ellingsen was working for Solstad Offshore in
1996, when the company won its first contract
in Brazil with Petrobras. At that time, most
Norwegian offshore boats and workers had
never been south of the English Channel. In 2000
Solstad had three Norwegian flagged vessels
operating in Brazil. “This early experience was
very valuable. We learned the ropes on ships
worth USD 2.5 million; today, the ships are worth
over $250 million. That’s what we are investing
in each vessel today; it was a learning curve, and
although I knew Brazil, there was still a lot to
learn in doing business here,” said Ellingsen.
In 2002 DOF came into the picture. They
had been looking at Brazil for quite some time.
The two operated NorSkan Offshore as a joint
venture between DOF and Solstad up to 2005
in Brazil and also in Singapore. At the time, the
two agreed to split this business geographically.
Solstad Offshore, which had first opened up the
Brazilian market, left, in order to take over the
entire business in Singapore. DOF remained as the
sole owner of NorSkan Offshore in Brazil. “DOF is
an ambition company and saw the potential for
growth in Brazil, especially.”
Brazilian operatorToday, DOF has $1 billion invested in Brazil
and seventeen vessels in operation, of which
seven were built in Brazil. The company has five
newbuildings under construction in Brazil and has
plans for more. The rest of the fleet is composed
of foreign vessels operated by NorSkan.
“All the newbuildings are high-end multipur-
pose vessels, loaded with high capacity winches
and advanced ROVs that can go down to 4,000
meters, the latest mapping and survey equip-
ment. We also have a prototype for installing
christmas trees (systems that control oil and gas
flow at the subsea well-head). This is a completely
new concept that can do the job in half the time
a rig takes,” said Ellingsen. Traditionally, christ-
mas trees are installed by semi-submersible rigs,
which are comparatively slow and expensive.
the FuLL PiCtuRe magazine 01/10
Hans Falnes Ellingsen, President, NorSkan Offshore
18
The NorSkan Offshore vessel arrived in February
2010 for operations in the Santos Basin, and
managed to install nine trees in the first month.
“This should help open the market for several
of these vessels. Because of Tupi and the rest
of the pre-salt areas, demand for equipment is
tremendous and we have positioned ourselves
well. Now we’re investing in the most advanced
vessels ever built in Brazil. They will be equipped
by Brazilian suppliers, built in Brazil and manned
by Brazilians. This makes a difference,” said
Ellingsen.
A social angle to operationsFinding specialized employees in Brazil is a
problem that all companies working here face.
Ellingsen believes that social programs such as
Bola Pra Frente (see the article on Bola Pra Frente
on page 20 of this magazine) are one of the
solutions for acquiring this manpower.
“We understand that to be a Brazilian company
and to be respected as such here in Brazil, we
must look outside the company. We need to look
at our environment and recognize the needs of
this environment,” says Ellingsen.
NorSkan Offshore’s involvement with Bola Pra
Frente started at a fortuitous time. The famous
NEWBUILDINGS
In the last three years NorSkan closed a variety of
contracts. Among them the following ones are to
be highlighted:
SKANDI IPANEMA: An Anchor Handling Tug
Supply Vessel with a three-year contract for OGX,
with an extension option for one more year. This
vessel will be delivered in 2010 and will be the
first Brazilian vessel contracted by OGX.
SKANDI SANTOS: A Subsea Equipment Support
Vessel with a five year-contract for Petrobras,
with an extension option for five more years.
This is the first vessel in the world doing offshore
testing and installation of christmas trees, the
contract is together with Aker Oilfield Services.
SKANDI VITORIA: A Pipe Laying Support Vessel
with a four-year contract for Petrobras, with
extension option of four more years. This is the
most advanced offshore vessel built in Brazil,
made through a joint venture with Technip. This
vessel will operate as a pipe-layer for Petrobras
on depths down to at least 2000m.
tHeMe new directions
19
Brazilian football player Jorginho who had
founded the project was worried that the kids
who didn’t have a chance to continue football
careers would go back to the street.
Jorginho sought to give these kids training in
specialized trades through the program; that is
how the partnership began. It started with English
classes and this year Bola Pra Frente, with the
support of companies such as NorSkan, will train
thirty teenagers to work as seafarers through a
partnership with CIAGA, the Brazilian merchant
marine academy.
Through another partnership with SENAI (a
Brazilian trade training institution), NorSkan
Offshore is training forty teenagers for positions
onshore. “I see that 99 per cent of the kids that
have the chance are eager and enthusiastic to
study. They want to do this”, said Ellingsen.
Together, NorSkan and Kongsberg Maritime
are also investing in an apprentice program for
the kids from Bola Pra Frente to work in their
offices. So far, NorSkan has been able to place
five of these apprentices in their offices and
eight new seafarers from the program aboard
their ships.
“I get emotional when I see these things. We
are trying and if everyone tries within their
circle of influence, the world will be better, but
someone needs to go first and show the way,”
said Captain Ellingsen, with the emotion vivid in
his eyes. He is also happy to announce that the
seafarers that show the most potential will be
selected to further their education to eventually
become officers. ::
COMPANY HISTORY
NorSkan Offshore Ltda. represents the DOf
Group’s activity in Brazil. It is the management
company for all the group’s vessel operations
in the region. With more growth anticipated in
the region, NorSkan Offshore expects to grow
from 330 to 640 employees in 2010. NorSkan
has been a supplier to Petrobras since 2003.
In 2007 and again in 2008, the company won
the General Safety Award for its operations
with Petrobras.
NorSkan Offshore was established in Brazil
in the year 2000 due to the bright outlook
forecast for the Brazilian offshore oil and
gas industry. Today NorSkan Offshore and
the DOf Group operate one of the largest
and most diversified fleets of state-of-the-
art Brazilian-flagged vessels. The fleet is
considered to be the most technologically
advanced in the Brazilian offshore industry.
furthermore, NorSkan Offshore is the largest
Norwegian capital company in its segment in
Brazil. The company has long term-contracts
with several large customers like Petrobras,
Shell, Chevron, British Gas, OGX and Statoil.
“Because of Tupi and the rest of the pre-salt areas, demand for equipment is tremendous”Hans Falnes Ellingsen, President, NorSkan Offshore
the FuLL PiCtuRe magazine 01/10
20
:: After a successful football career and
with a desire to help the community in which
he grew up, Jorge de Amorin Campos (Jorginho)
built the Instituto Bola Pra Frente with his own
resources. The building was inaugurated in June
2000, and the school has been enormously
successful. To achieve this, Bola Pra Frente makes
use of the fascination of sports and the image
of famous athletes. One such famous athlete is
Jorginho himself.
“It all began when I was 11 years old. I dreamt
that I had built a Disneyland in the field where I
used to play football in Guadeloupe, a poor region
of Rio de Janeiro,” explains Jorginho. “Once I
became a professional player, I spent a portion
of the money I earned on achieving the dream
of helping my community. I purchased the land
of the field where I used to play football, and
on June 29, 2000, we opened Bola Pra Frente
Institute. It was the best investment of my life,
because the Institute has transformed many lives,
giving the opportunity of a better future to 920
children and teenagers.”
Dream, Learn, WorkKongsberg Maritime first got in contact with Bola
Pra Frente about four years ago, as a result of a
social responsibility project together with five
other Norwegian companies in Rio. Together, the
six companies have established the Rio-based
non-profit organisation, ‘Dream, Learn, Work’,
which is working with several projects, and Bola
Pra Frente is one of them.
”Most of the children who are here have very
difficult situations at home. We are trying to give
them dreams and goals, and to help them achieve
these. The help we are getting from Kongsberg
Maritime is a very important part of achieving
this,” says Susana Moreira, Executive Director at
Bola pra Frente.
Kongsberg Maritime’s donation has contributed
to a new classroom at Bola Pra Frente. This was
accomplished in co-operation with the Norwegian
government and the Norwegian Shipowners’
Association. In addition, the sponsorship from
Kongsberg Maritime has contributed to school
material, sports equipment, technical equipment
and three trips to Rio.
General Manager of Kongsberg Maritime do
Brasil Tony Andre Håvelsrud hopes to see some of
the children working for Kongsberg Maritime one
day. “Next year we are bringing 20-25 of the oldest
Bola Pra Frente students to our training centre in
Macae, where we will give them an introductory
course in Dynamic Positioning and information
about Kongsberg Maritime. I hope this will give
these children new dreams and enable them to see
new possibilities. We are also planning on giving
a couple of the graduating students an internship
with us,” he says.
Football to the classroomIn order to attend the institute, children have
to be enrolled at school and have satisfactory
attendance in class. Bola Pra Frente offers them
extra tuition in English and mathematics, in
Ten years ago, Brazilian football champion Jorginho carried out his dream of building a school in his local community. Today, Kongsberg Maritime is one of several companies sponsoring the school.
LeaRningto DReaM
tHeMe new directions article by the Full Picture Magazine :: Photos by tommy normann
21
addition to sports. This helps keep the children
off the streets. Bola Pra Frente has created a
methodology that takes education to the football
pitch, and football to the classroom. Football is
an essential part of every Brazilian child’s life,
especially those from the underprivileged classes.
It helps them to perform in skills related not only
to sports but in other important areas of life
including family, school and community.
“Initially, the institute offered only sports.
Over time, we created our methodology, which
uses sport as a tool for social inclusion. Today,
our focus is on education while we use sport
for publicity in order to attract children and
teenagers. We have three projects that have
achieved excellent results. The project Craque de
Bola e Escola (Expert of Ball and School) offers
sports and education to children from 6 to 9 years
old. The project Artilheiro (marksman) offers
sports, arts and culture for children and teenagers
from 10 to 14 years old, and the project Campeão
de Cidadania (Citizenship Champion) offers sport
and professional training for teenagers from 15 to
17 years old,” says Jorginho.
A boost for our teamJorghino is very pleased with the partnership
between Bola Pra Frente and the Dream, Learn,
Work organisation: “Certainly, the support of
the Norwegian companies means growth. It is a
major boost for our team. This partnership makes
possible English classes for our students, which
creates new opportunities in the labour market,
in addition to the construction of classrooms
and other projects that are already underway. I
am very happy and grateful to these companies.
I hope, with all my heart, that this partnership
grows, because it allows many children to continue
dreaming in the same way that I dreamt,” adds
Jorginho. ::
www.bolaprafrente.org.br
the FuLL PiCtuRe magazine 01/10
22
suCCessHoMegRown
When Seadrill came to Brazil, it started by building up a Brazilian organization under Brazilian leadership. This decision has paid off in many ways over the past two years. The company now has four rigs operating there, with plans for many more.
tHeMe new directions article by the Full Picture Magazine :: Photos by tommy normann
23
:: The Full Picture Magazine met Eduardo
Antonello, the Brazilian director of Seadrill’s
operations in Brazil, at the company’s new
offices in Rio de Janeiro. From here, we have a
breathtaking view of the entrance to Guanabara
Bay, where rigs, drillships, tankers and offshore
support vessels shuttle in and out to service the
pre-salt oil discoveries over one hundred miles
directly offshore.
Seadrill’s have been among those rigs that have
come to help energy companies in Brazil drill down
to oil deposits deep in the Santos Basin. Today
four Seadrill rigs - West Polaris, West Taurus,
West Eminence and West Orion - are chartered to
operate in the pre-salt region; three of them for
Petrobras and the fourth one for ExxonMobil.
Antonello’s rightfully proud of Seadrill’s rapid
pace of achievement in the Brazilian market, and
the way in which the company has done it. While
many operators show up with rigs manned up
to 95 percent by foreigners, Seadrill’s rigs are all
manned by a majority of Brazilians.
A question of peopleThe combination of a firm belief in what the
Brazilian economy and its people can achieve with
Seadrill’s famed operational excellence is showing
tremendous success here. This bodes well in a
market that will probably see 40+ new drilling rig
tenders made available over the next 5-10 years.
Like any market under tremendous expansion,
one of the key factors limiting growth is access
to skilled labour. And, as in many other markets
around the world, Brazil’s government is keen to
see its own citizens fill that resource gap. In the
short term, this creates scarcity.
“Getting the right people and holding on to
them is one of the biggest challenges we have.
We face a situation of cannibalism, whereby
undifferentiated demand creates a pure bidding
war for manpower and everyone snatches the
skilled guy from underneath everyone else, and
this is not healthy business,” says Antonello.
Seadrill was not the first drilling rig operator
into this market. In fact, it was among the latest
to get into Brazil, as major competitors like
Transocean, Pride Drilling and Diamond Offshore
had been operating there prior to 2008.
“We have the newest fleet of rigs and drillships
of our competitors, but that’s only a short-term
advantage. Other operators will eventually come
along with a newer rig, so we can’t rely on that
to hold on to people,” says Antonello. “In order to
create a more lasting difference, we are focusing
on issues around performance, safety and
motivation. Our values-based approach aims to
give something above and beyond the salary; it’s
a matter of mutual appreciation.”
Seadrill has also been able to wrangle some
of the best contracts from the market, which
gives it the financial muscle to complement this
management approach. Further, the company has
kicked off a number of initiatives to find and keep
the most skilled engineers and technicians.
“One of our most interesting projects is
the STAR trainee programme. Through this
the FuLL PiCtuRe magazine 01/10
Eduardo Antonello, Seadrill
24
tHeMe new directions
programme, we have pre-screened hundreds
of skilled engineers and gotten them started
in training for Seadrill operations. The final
group of 19 candidates has now been narrowed
down to just six, who will get fast-track career
development,” says Antonello.
Seadrill’s operations in Brazil have frequently
broken symbolic barriers - moves that get noticed
by Brazil’s government watchdogs. First and
foremost, the company hired a Brazilian to lead
its business there. Secondly, the company had
upped its proportion of Brazilian workers to over
50 per cent within its first year of operations,
even if 30 per cent was the requirement. Lastly,
the company has stayed ahead of the paperwork
curve with extensive planning.
“Without careful and detailed planning,
companies may bring a rig to Brazil and stay
several months struggling to go through the
necessary permits and approvals, as well as the
intensive sequence of acceptance tests performed
by Petrobras,“ says Antonello.
Pre-salt logisticsAnother intransigent difficulty of Brazil’s pre-salt
oil fields is logistics. With many of the operations
as far as 350 kilometres away from Rio (the field’s
shore base), it is difficult to ferry people, supplies
and spares as quickly and cost-efficiently as at
many other offshore theatres.
“It’s difficult because you have lots of crew
changes. Just the business of moving people
is huge. Brazilians work 14 days on, 14 days
off. Foreigners work 28 on and 28 off. We have
Brazilian employees living all over the country.
The picture very quickly becomes complex,” says
Antonello.
Local buildsWith the demand for complex offshore tonnage
like semi-submersible drilling rigs, drillships and
floating production units so high in Brazil, many
wonder when and how the domestic shipyards
and fabrication yards will be able to supply them.
Seadrill Brazil is uniquely positioned to weigh
those opportunities.
“We have also looked closely into building rigs
in Brazil, evaluating shipyards and the players
25
the FuLL PiCtuRe magazine 01/10
involved. There has been a tremendous amount of
speculation in the shipbuilding industry in Brazil.
You have some companies trying to win one rig
order to finance construction of an entire yard.
We’ve decided to wait to properly understand
how this industry will develop and who will be the
serious players to partner with,” says Antonello.
The demands and risks to building rigs are
high. Seadrill has delivered the largest number
of newbuilds since 2000 and with the best on-
time and on-budget records, and understands
how much it takes to reach these figures. Having
a partner with extensive know-how and a solid
proven design is strategic for the construction of
the yards and respective drilling units. Just getting
the appropriate operational and environmental
licenses can be time-consuming processes and
impact the entire delivery schedule. Qualified
labour is also scarce and new yards must have a
solid agenda to recruit and train a large quantity
of people within a short time-frame, so they can
be ready when you first start cutting steel. And
there is tremendous pressure around deadlines.
“If none of the competing yards had ever built
a DP rig, the purchasing party must understand
very well this business to carefully evaluate if
they can really deliver their first unit on-time
within budgeted figures and with the appropriate
building quality; otherwise, the game can become
very costly” says Antonello.
So far, the answer is unknown. Antonello
expects that one of the big rig builders in Asia,
such as Jurong, Hyundai, Daewoo, STX or
another may succeed in building a rig in Brazil on
the back of a large series. “The complexity and
costs of a modern design drillship are very high
even in Korea; but I believe we will eventually be
able to compete, especially if we manage to reach
and train skilled personnel with the right level of
commitment to make this a success history.
Nonetheless, Antonello remains bullish on the
technological prospects coming out of Brazil:
“This is a big country with lots of resources and
200 million people. With the right leadership, you
can make it happen here. Brazil is building jets,
helicopters and BMW motorcycles 30 per cent
cheaper than imports. Things like rigs will come.”
26
Seadrill Limited was established 10 May 2005, based in Bermuda with an offshore drilling fleet consisting of three jack-up rigs, two fPSOs, four newly built jack-up rigs and two newly built semi-submersible rigs. That same year Seadrill Limited was listed on the Oslo Stock Exchange (ticker SDRL). Seadrill is an international offshore drilling contractor providing services within drilling and well services. Together with partners, the company owns 40 drilling units. Seadrill’s versatile fleet includes harsh-environment semi-submersibles, jack-ups, shallow and deepwater tender rigs and deepwater drillships. In addition, Seadrill provides platform drilling, well intervention and engineering services.In January 2006, Seadrill acquired the Norwegian drilling contractor Smedvig, which originated from a long line of shipowning activities dating all the way back to 1915. This combination, under the Seadrill Limited banner is acknowledged as one of the world’s fastest growing drilling contractors.Seadrill´s offshore drilling fleet is considered one of the most modern in the world due to its emphasis on investing in technically demanding segments of the offshore drilling industry.
SEADRILL LIMITED
tHeMe new directions
Seadrill’s LeadershipToday Seadrill’s drilling rigs demand the highest
day rates of any of their kind operating in
Brazil. With high rates, though, come high
expectations, and charterers like Petrobras and
ExxonMobil have put the pressure on Seadrill to
perform. During Seadrill’s first year of operation
for Petrobras, the company reported uptime of
roughly 90 per cent. Maintaining that kind of
performance will demand rigorous leadership
and commitment from Seadrill’s management
and employees throughout the company.
“Our performance on the first contract has
opened up many new doors to us. The rules
we operate under are strict, but no stricter
than those we face operating off of Norway.
Our ability to capitalize on new opportunities
depends on building up the right skills right here
in Brazil,” says Antonello.
Heavy investment in talent and leadership by
Seadrill in Brazil are meant to obtain those skills
and keep them. And, with that, the company
stands a good chance of succeeding in Brazil
during the coming decade. ::
27
the FuLL PiCtuRe magazine 01/10
28
tHe HanD-PiCkeD Rig
Sevan Marine, the company known for devel-oping characteristically round offshore floaters, is launching a deepwater drilling version of its design with two lengthy contracts in Brazil with Petrobras. A carefully selected team of experts will be on hand to ensure the rigs’ success.
tHeMe new directions article by the Full Picture Magazine :: Photos by tommy normann
29
::.The newly built Sevan Driller recently
arrived in Rio de Janeiro and Billy Glover,
Operations Manager for the Sevan Marine Drilling
Units, spoke to Full Picture about the rig, and
the handpicked team of drilling specialists he put
together to break it in.
The highly experienced driller has broken in a
couple of rigs before, and he has no doubt that
there will be issues to address with this one too.
His confidence in the team of professionals he
chose to run the rig buoys his spirits: “I’ve worked
personally with all the managers on this rig. I
know what they’re capable of, and I know I can
rely on them,” he says.
Success with the Sevan Driller is critical for two
reasons. It is the first drilling rig built for Sevan
Marine and its success will support confidence in
the deepwater market due to the unique design
of the unit ; the company has earned its name
developing signature round floaters for offshore
oil production . Sevan has another firm six year
contract with Petrobras to work in Brazil for the
drilling rig – Sevan Brazil
In addition to the faith Glover places in his
people, he knows that the rigs are being equipped
with technology from the top shelf. “That’s why
we chose Kongsberg, right? It’s the best. That’s
the kind of equipment that we’re using on these
rigs, all of it is the best. Nothing less,” says Glover.
From the drill-floor upBorn in 1959, Glover started in the oil business at
the age of 20 as a roustabout in the North Sea. He
worked his way up, filling positions on a drilling
unit all the way up to Rig Superintendant during
his 31 year career. In 2002 he started to work
onshore in Angola as the manager for Ocean Rig’s
Leiv Eriksson for over 5 years.
“In September 2007, I was given the opportunity
the FuLL PiCtuRe magazine 01/10
“That’s why we chose Kongsberg, right? It’s the best. That’s the kind of equipment that we’re using on these rigs, all of it is the best.”Billy Glover, Operations Manager for the Sevan Marine Drilling units
30
to join Sevan and took it with open arms. One of
the main reasons that I chose to come to Sevan
was the chance to work with its Vice President
of Operations, Willy Tørhaug and Vice President
of QHSE Dag Eggan. I’d worked with them both
before in two previous companies and I have
great relationships with them both and their
professionalism and experience in this business is
of the highest quality,” says Glover.
On joining Sevan, one of Glover’s first tasks was
to pick a crew; this process took him two years.
Glover said that he handpicked the crew from the
best in the business. He had personally worked
with 70 per cent of them before; the remainder
had received strong recommendations from his
own personal network.
All the managers and rig supervisors in the
team worked with Glover before. This core base
team includes the operations manager, QHSE
manager, technical manager, marine manager,
Subsea manager, operation engineering manager
and supply chain manager. They have all been
involved with various offshore drilling-related
operations for up to 30 years, and have been
involved for eight to twelve years in deepwater
operations. These included new build projects and
start-ups in operations such as Pride Africa, Pride
Angola, Leiv Eriksson and Eirik Raude.
“The challenge and motivation for us in coming
to Sevan Marine was the feeling of being involved
in something new, something a bit exciting with
dynamic, ambitious management. This is a new
company trying to grow. We are setting up the
whole system. We were given a blank piece of
paper to write the procedures, build the QHSE
system and make the maintenance system, and
that’s what we’ve been doing for the last two and a
half years. That was fun, starting from the ground
up, and being able to put your own personality
into how you do things,” says Glover.
A special rigSevan Driller is designed to include the most
advanced drilling capabilities in the industry. It
is also based on Sevan Marine’s own patented
technology that guarantees extraordinary stability
and can easily withstand a force ten gale.
The unit has a capacity to drill wells of up to
40,000 feet in water depths of up to 10,000 feet,
storage capacity for 10,000 feet of risers, a variable
tHeMe new directions
Sevan Marine ASA (Sevan Marine) is an independent energy utility company founded in 2001. It is engaged in the building, owning and operating of floating units for offshore applications. Its operations are based in Arendal, Asker, Trondheim, Porsgrunn and Bergen, Norway and in Rio de Janeiro and Aracaju, Brazil, Aberdeen and Singapore. The company’s subsidiaries include Sevan Production AS (100%) and Sevan Marine do Brasil Ltda.
The Group operates in four business segments: floating Production, Drilling, Equipment and Systems and Corporate. floating Production consists of the design, engineering, construction and operation of the Sevan platforms. Drilling consists of engineering, construction, hookup, completion and commissioning of drilling units operating in ultra deep water and harsh environment. Equipment and Systems consists of the provision of services and equipment to the processing plants for the Sevan platforms. Corporate comprises general administration and marketing activities.
Sevan Marine do Brasil opened up the first regional office at the beginning of September 2006. Located at the city of Aracaju, in the Sergipe state, in Northeast Brazil, the office houses the headquarters of Piranema Serviços de Petroleo, a company that will provide operational support to the activities of the Piranema, first production unit of the Sevan Marine Group, under contract to Petrobras. The Sevan Piranema is the world’s first cylinder shaped fPSO and is based on Sevan’s unique and patented technology.
COMPANY HISTORY
Left to Right: Kristian Skagemo – Drilling equipment SpecialistBilly Glover – Operations managerStephen Knight – Senior Logistics coordinatorAndy Whitelaw – Subsea managerPeter Watson – QHSE SupervisorIan Raitt – Technical managerChris Grove – Special projects managerErwin Huysmans – Special projects manager
31
deck load of 15,000 metric tons and a deck area of
5,800 m², as well as high storage capacity of bulk
materials. The Sevan Driller is equipped with an
internal storage capacity of up to 150,000 barrels
of oil. All of the drilling modules are supported
by the hull structure, which is double-sided,
including a double bottom.
Sevan Driller will normally operate with a crew
of 150 and is fitted with a Kongsberg Maritime
KPOS-21 and a KPOS-11 Dynamic Positioning
System. The DP operator stations and computers
communicate with each other on a dual network.
Integrated into the KPOS 21 system is a Riser
Management System (RMS). The Sevan Driller
also combines the high deck load capacity of a
drillship with the stability of a semi-submersible
rig and has a transit speed 7-9 knots, powered by
eight thrusters. The unit is designed to achieve
higher cost-efficiency than its drillship and semi-
submersible counterparts.
Operations in BrazilThe Sevan Driller will start operations with 58 per
cent of its crew from Brazil, and the company is
actively training Brazilians in mid-level positions.
These will eventually replace many senior-level
expatriates, who will take over positions on the
second rig, scheduled to leave China in 2012 and
already contracted to Petrobras.
In November 2009, Sevan Driller was delivered
from the Cosco Qidong Shipyard in China, less
than 30 months from the start of its construction.
Sevan Driller arrived in Rio de Janeiro, Brazil
on Saturday March 27 2010 after a 10,000
mile voyage from China. The ultra deepwater
drilling unit has undergone customs clearance
and acceptance testing by Petrobras in Rio de
janerio and Macae prior to the commencement of
operations under its six year contract. It has now
sailed to Vitoria in order to drill its first well at the
Campos Basin, in 1,800 meters of water. This first
drilling operation in the Campos Basin is expected
to take 160 days, with another 30 days for well
testing. The Sevan Driller will then sail to the
Santos Basin to start drilling new wells there for
the rest of the contract.
According to Glover, the main challenge in
Brazil (other than finding experienced Brazilian
employees) is to have vital equipment in stock.
Even though the main suppliers all have offices
in Macae, they normally don’t have equipment
stock available, so they need to import it; this
takes time and can have a negative influence
on operations. “Another challenge is technical
support, such as engineers from main equipment
suppliers, but it is encouraging to see that
companies like Kongsberg and AKER now have
professionals on the ground here,” he says.
“Response has always been very positive from
Kongsberg; you get to know who to talk to and
the relationship builds.” ::
the FuLL PiCtuRe magazine 01/10
32
squeezing tHRougH tHe BosPHoRus Call it precision navigation with a drilling rig. When the Leiv Eiriksson drill-ing rig had to be towed through Turkey’s Bosphorus Strait, a team from Kongsberg was ready to tackle any risk.
tHeMe new directions article by the Full Picture Magazine :: Photos by scanpix
33
:: Bosphorus is the name of the strait that
connects the Black Sea to the Mediterranean. The
channel was formed around 7,600 years ago when
the Mediterranean and the Marmara Sea forced
their way through land to the Black Sea. The
resulting flood may have inspired stories of the
Great Flood in the Bible.
Towing a massive drilling rig through the narrow
strait should rank as one of the world’s great
passages. Leiv Eiriksson is the largest rig ever to
be piloted through these historical waters, and the
sailing would not have been possible without the
help of Dynamic Positioning from Kongsberg.
Prepared for the worstEvery year, 50,000 vessels pass through the
Bosphorus strait, which cuts the metropolis
of Istanbul in two. From the harbours on the
innermost shores of the Black Sea, crude oil and
gas are shipped out to the world markets. It is
very rare for the strait to be closed to all traffic,
but this was the case when Leiv Eiriksson was due
to sail through the Bosphorus.
“The current was most definitely our greatest
challenge while planning the operation because
it does not follow the channel in a straight line
but runs in a zig-zag pattern. Our major concern
was the side current, as it could push us towards
the shallow waters. If we had run aground in the
middle of the strait, it would have been front page
news,” explains Stein Svendsen from the company
leading the operation, Ocean Rig.
At 7 A.M. on New Year’s Eve 2009, Stein Svendsen
and the rest of the crew are on the bridge of the
Leiv Eiriksson, gazing down the strait. The air is
still cool and hazy after a cold night. But as Leiv
Eiriksson sets its course for the mouth of the strait,
the sea and air turn red in the morning sunrise.
The operation they are about to execute is
colossal. There are so many uncertainties. Despite
this, the crew are remarkably calm. They’ve
been through it all before - in a state-of-the-art
Kongsberg simulator.
Rugged and salty training“The drilling rig is equipped with the very best
navigation equipment from Kongsberg Maritime.
We used the simulator to prepare the crew for
all kinds of potential situations, such as loss of
engine power. We were also able to carry out
exercises in precise communication procedures
between the rig and tugboat,” explains Anders
Hovde of Kongsberg Maritime.
Vebjørn Gulbrandsen was one of the participants
who completed the training in the simulator at
in Kongsberg, Norway: “Our simulator training
the FuLL PiCtuRe magazine 01/10
34
allowed us to remain calm. We didn’t have to worry
about what might happen because we were well
prepared for all eventualities. We’d all completed
drills in every different task, in case one of us
became incapacitated during an emergency. That
gave us an extra feeling of security,” he explains.
A helping handOn the day of the transit, something rare happens.
99% of the time the current in the Bosphorus Strait
flows from the Black Sea into the Mediterranean.
On 31 December, the surface current is going in
the opposite direction. This is good news.
In order to enter the strait, the Leiv Eiriksson has
to empty its ballast tanks, allowing it to creep over
the shallow waters on the southern side of the
strait. The Leiv Eiriksson slides with the current
past the well-known landmark - the Sultan
Ahmed mosque, which towers over the mouth of
the strait.
Once the rig is into the strait itself, the ballast
tanks are refilled with water. Because the rig must
pass under two bridges, it needs to sit lower in the
water. Filling ballast in the middle of the current
is a critical phase of the operation. The Dynamic
Positioning system is changed from manual to
NEW DIFFERENTIAL POSITIONING SYSTEM TESTED
The sophisticated new DPS 4D Differential
Positioning system from Kongsberg Seatex
was successfully tested during the navigation
of Leiv Eiriksson through the Bosphorus Strait.
Leiv Eiriksson is one of the first vessels to apply
DPS 4D, which uses the latest advances in GPS/
GLONASS technology, aided by inertial tech-
nology utilizing Kongsberg Seatex’s new high
performance Motion Reference unit, MRu 5+, to
optimise signal tracking, integrity and availability
for Dynamic Positioning (DP) applications under
challenging GNSS conditions.
Ocean Rig reports that DPS 4D provided continu-
ous, accurate position data during the transit of
the Bosphorus Strait, demonstrating integrity and
availability of position data at all times.
“The Bosphorus Strait is known as a hazardous
area for navigation. While bridges and other
obstacles interfered with other satellite-based
reference systems onboard, we were able to ref-
erence our position continuously, because we had
DPS 4D. The availability of position data helps to
improve safety and efficiency of operations and
I’m confident that DPS 4D will enhance future
navigation and manoeuvring operations for Leiv
Eiriksson,” comments Stein Egil Svendsen, Marine
Manager at Ocean Rig.
KONGSBERG DPS 4D utilises all available satellite
navigation signals by combining GPS/GLONASS
and MRu 5+ into a single system. The MRu 5+
measurements effectively bridge gaps in the
satellite signal caused by physical obstructions,
ionospheric activity and shadowing from nearby
objects that may reduce signal availability. RAIM
(Receiver Autonomous Integrity Monitoring),
enhanced by data from MRu 5+, also provides
an assessment of the reliability of position and
velocity data under challenging GNSS conditions.
DPS 4D is also designed to utilise all frequencies
in systems available today as well as future GNSS
signals and future global satellite navigation sys-
tems such as GALILEO.
tHeMe new directions
35
automatic control. It is paramount that the rig
remains in the same position during the ballast
procedure.
“All four tugboats kept a taut line throughout the
operation to help stabilise, which, in combination
with the powerful current, posed a challenge for
the positioning system,” explains Svendsen.
20 cm under the maximum height With the ballast tanks full, Leiv Eiriksson
continues into the strait. The route has been
carefully planned in advance. Each metre has been
programmed into the rig’s K-Bridge Integrated
Bridge System, a complete navigational system
from Kongsberg Maritime, used on ships all over
the world.
“Once the ballast tanks were full, the rig
had a draft of 30 metres. We had to follow an
extremely narrow corridor to avoid submerged
shipwrecks and shallow sandbanks. On our
sailing through the Bosphorus Strait, we had 6
metres clearance up to the bridge and only a few
metres clearance of the seabed. We were just
20 cm under the maximum height permitted by
Turkish authorities,” confirms Svendsen.
TV starsJoining the crew on the sailing was the British
production company, Original Productions,
creators of “The Deadliest Catch” on Discovery
Channel. The documentary they filmed on the
sailing has already been broadcast by a number
of international TV stations. In Norway, the
documentary will be broadcast on Viasat 4 as part
of the Nordsjøliv series (North Sea Life). The film
also shows how the crew trained in the simulator
in Kongsberg.
After 7 hours and 30 km in narrow waters, the
Black Sea finally receives Leiv Eiriksson. There
is a definite feeling of relief onboard the rig. All
they have to do now is set the heading for their
destination – the fields where Ocean Rig plans
to drill for oil and gas over the next three years.
Svein Svendsen and the rest of the crew describe
an overwhelming feeling of having taken part
in something momentous, with the safety of
knowing that the rig is equipped with the most
advanced navigation equipment in the world
and the feeling of mastering the technology and
succeeding as a team. They are already looking
forward to the return trip. ::
FACTS
The Bosphorus Strait
•36 metres deep at its shallowest point
midstream
•The world’s shallowest strait used by
international shipping
•forms the border between Europe and Asia
•750 metres at its narrowest. The shipping
channel is 200 metres wide at its narrowest
point.
•Around 30 km long
•The surface current travels in the opposite
direction to the undercurrent
•Currents up to 10 knots have been
measured
Leiv Eiriksson
•36,000 tons
•Length 120 metres
•Beam 85 metres
•Transit speed 7 knots
•Draft of 30 metres with full ballast
•One of the largest drilling rigs in the world
Dynamic Positioning
Method to keep ship and rig in the same
position over the seabed using the ships’s
own propellers/thrusters. Also used for
precise manoeuvring. A computer onboard
the ship collects data on wave height,
current, wind, ship’s heading and position.
By using extremely advance cybernetics,
the computer predicts changes before
they actually occur. The computer sends
command signals to the ship’s propellers,
rudder and thrusters, which allow the
computer to compensate in advance for
changes in the environment around the
ship and thereby ensure precise and secure
maneuvering or operations.
Figures
•The rig and tugboats stretched out over
600 metres
•The rig was just 20 cm under the maximum
permitted height for vessels crossing the
Bosphorus Strait
•Had to pass over shipwrecks with a
clearance of 40 metres
•Three new 80-ton thrusters had to be
assembled for the crossing of the Strait
the FuLL PiCtuRe magazine 01/10
36
Swedish company Marine Mätteknik AB has a goal of being at the forefront of marine survey services and a three-step upgrade of the survey research vessel M/V Franklin reflects the importance of this strategy.
uPgRaDingFRankLin
tHeMe new directions article by the Full Picture Magazine :: Photos by Jonas Borg
37
:: The Full Picture Magazine met Fleet
Manager of the Swedish research company,
Marine Mätteknik AB (MMT), Svante Johansson
onboard M/V Franklin in Stockholm’s harbour.
M/V Franklin is the largest in a series of five
survey research vessels owned by the company.
Fully equipped for seabed survey in water depths
between 10 – 2000 meters, M/V Franklin has
a proven track record covering hydrographical
surveys, ROV operations, geotechnical sampling,
geophysical seabed mapping and environmental
assignments undertaking a variety of survey
projects worldwide. Dating back to 1985, by 2009
the vessel was ready for an upgrade.
“Vessels like these have an almost unlimited
lifespan. The systems onboard, however, need
to be replaced at certain intervals. Shortly after
our company bought Franklin in 2005, we
started planning a three-step upgrading process.
We already knew that some of the systems had
reached the end of their lifecycle, and a refit was
necessary for the continued operation of the
vessel,” explains Johansson.
Fastest growing companyDating back to 1976, MMT is a fairly young com-
pany within the marine survey market. Its track
record however, shows projects going on in all
corners of the world. Among the typical tasks
performed by the company are bathymetrical
area surveys for chart production and route sur-
veys for telecom fibre cables, power cables and
pipelines. Geophysical site surveys are performed
for various offshore infrastructures, archaeologi-
cal objects, wrecks and for ammunition searches.
MMT also performs environmental mapping
projects in lakes, rivers and costal areas as well as
offshore in deep water. The company employs a
staff of project managers, marine geologists, geo-
physicists, biologists, oceanographers, engineers,
technicians and ship’s crew. In 2009 it expanded
its fleet by acquiring M/V Icebeam and won the
annual GASELL award for the fastest growing
company in Västra Götaland County, Sweden.
the FuLL PiCtuRe magazine 01/10
left to right: Torben Marthinsen – Senior project manager in Kongsberg Maritime’s refit department Svante Johansson – Fleet manager of Marine Mätteknik Torstein Hånes – Field Enginner in Kongsberg Maritime, who has been working onboard during the upgrade of M/V Franklin.
38
“We have expanded significantly during the
past five years and have gained customers all over
the world in different projects. We employ vessel
crew as well as survey personnel. Our goal is to
keep our market share and be in the forefront
within survey equipment and vessels in order to
meet a highly technical – and knowledge intensive
market,” says Johansson.
ROVs in demandA special area of commitment for MMT in
achieving their goal, is the use of Remotely
Operated Vehicles (ROV) for seabed mapping
and object detection. M/V Franklin already
boasts two ROVs used in the search for metallic
objects beneath the seabed and verification of
objects detected by other instruments. Last
year, the company acquired two additional
Mochian ROVs for its latest addition, M/V
Icebeam. Among other projects, these will be
used during an ROV Munition Screening Survey
contract for the Nord Stream gas pipeline
between Russia and Germany scheduled for
completion in 2011.
“We are experiencing an increasing demand for
ROVs by our clients, so this is an area in which
we are aiming to expand,” comments Johansson.
Looking for referencesKeeping their vessels up to date is vital for the
continued success of the company. A three step-
upgrade of M/V Franklin was therefore necessary,
including the alarm system first, machine and en-
gine systems second and an upgrade of its DP-class
third. Kongsberg Maritime was chosen to deliver its
K-Chief 500 marine automation system, including
power management and AutoChief C20 main pro-
pulsion control. As part of the upgrade, AutoChief
C20 was fully integrated with a TC-500 thruster
control system and interfaced to the DP system
onboard once the vessel was upgraded to DP class.
“We always look for references when choosing
a vendor. Kongsberg Maritime had some good
testimonials in combination with a favourable
delivery time and price. Although we are a
relatively small company, they have always taken
good care of us,” says Johansson.
Includes all functionsAll systems delivered by Kongsberg Maritime in
connection with the upgrade were installed and
commissioned successfully during only three
weeks of dry docking at Götaverket in Sweden.
“This is a very complex refit project because it
involves a large part of the functions onboard the
vessel,” says senior project manager in Kongsberg
Maritime’s refit department, Torben Marthinsen.
As the project manager from Kongsberg Maritime
during the upgrade of M/V Franklin, he
emphasizes good planning as a key to success.
“Since we only had three weeks to complete
deconstruction, installation and commissioning,
a carefully planned time schedule was crucial
for the success of the project. M/V Franklin is
quite a small vessel, making it impossible to have
too many people working onboard at the same
time. We solved this efficiently by having only
one engineer onboard and a good project team
providing support from Horten,” he explains, also
pointing out some of the challenges met when
upgrading a vessel as old as M/V Franklin.
“Since the boat is quite old, you never know what
you will find. For instance, the drawings may not
always be in accordance with the actual systems
onboard, and you have to be ready and willing to
adjust the original plan,” said Marthinsen.
Controlling speedOne special feature of this upgrade is cruise control
for improved speed management, enabling M/V
Franklin to keep a steady pace when towing cables.
Prior to the installation, speed was controlled
tHeMe new directions
39
manually. The new cruise control will reduce the
fuel emissions, providing reductions in both the
environmental impact and the operational costs of
the vessel.
“The ‘cruise control’ is a very useful feature as it
makes the speed control between four to six knots
more precise when towing equipment. Since speed
is crucial for the quality of data gathering, this
feature should be mandatory equipment onboard
all survey vessels,” comments Johansson.
Kongsberg – a preferred vendorAlthough Kongsberg Maritime’s delivery was
a first with regards to automation systems, it is
not an unfamiliar name with MMT. As a survey
company specialising in delivering high resolution
bathymetry data, MMT’s fleet already boasts
several products from Kongsberg’s subsea
product range. Only during the past year, the
company purchased three new EM3002 dual
head multibeam systems, one of which is installed
on the new M/V Icebeam. The first Kongsberg
Multibeam was installed on one of MMT’s vessels
in the mid-nineties and MMT has since operated
different Kongsberg Maritime multibeam systems
at various locations worldwide. The latest purchase
means that a total of eight modern Kongsberg
Maritime Multibeam systems are installed on
MMT’s fleet of survey vessels and ROVs.
“It is a dream to be able to have all the systems
from the same vendor, but unfortunately that
is not the case today. However, it will be very
interesting for us to see the complete solutions
Kongsberg has to offer for survey vessels in the
future. I absolutely believe that vendors that
are able to provide complete solutions and who
succeed at integrating their systems have a great
advantage in the market,” says Johansson.
Making a superb ship even betterWith such good results in recent years, Johansson
is optimistic with regards to the future of MMT
and is confident that the upgrades were necessary
for reaching the company’s goals.
“This upgrade will prolong the lifetime and
improve the performance of M/V Franklin. With
these new investments, we have made a superb
ship even better.” ::
the FuLL PiCtuRe magazine 01/10
40
attention to DetaiLYacht owners and captains demand the latest, most advanced technology for their vessels, with attention to aes-thetics. This poses extra challenges to the supplier. Northern Star is a case in point.
tHeMe new directions article by the Full Picture Magazine :: Photos by tor aas-Haug
41
:: What first strikes you onboard the
Northern Star is the peaceful atmosphere.
Although in the process of commissioning,
the crew members seem fully focused on their
allocated task. The second thing you notice is the
great attention to detail. Nothing onboard this
yacht is left to chance. From the ship’s deck to
the seating arrangements, everything is carefully
planned and tastefully designed. Even on the
ship’s bridge, all systems are flush mounted into
the same panel to match in colour and style.
“It is very important to us that our systems are
functional, user-friendly and 100 per cent reliable.
This requires a lot of careful planning and close
co-operation with the shipyard and suppliers,”
says the captain of Northern Star, Craig Franks.
Handpicked crewPowered by two 2000-kilowatt Caterpillar engines,
Northern Star has a cruising speed of 15 knots
and a top speed of 18 knots. She measures 75.6
metres long and 13.5 metres abeam. In addition to
the owner’s suite, the vessel contains five spacious
cabins, giving a total capacity of 12 guests. Each
of the guest cabins has its own en-suite bathroom
with individual design and artwork. There is also
a luxurious dining area, a sky lounge, a common
room, meeting rooms and a beauty parlour with
facilities such as a hairdresser and a massage
therapist. In order to keep the vessel looking new
and clean, shoes are forbidden onboard, even in
the engine room.
The crew quarters are also carefully planned.
To cater for guests and keep the vessel afloat,
Northern Star has a crew of 22, who reside in
modern two-berth cabins, with access to a mess
hall, a common area and a gym.
“Each crew member is sourced and interviewed
by the Captain, and the recruitment process
happens by word of mouth. We prefer that the
crew stay onboard for a 12 month contract, but
this varies. Most of the crew members are young
people who are interested in travelling and seeing
the world,” explains Franks.
Ice classWhen signing up for duty aboard a luxury yacht,
you might expect to be somewhere exotic, like
the Caribbean. This is the case for the Northern
Star for half of the time. Unlike many of its peers,
this yacht is equipped to sail in arctic waters. A
steel reinforcement in the bow and forward part
of the hull enables the Northern Star to cruise
safely in ice-strewn waters. Indeed, cruising in the
footsteps of Norwegian explorer Roald Amundsen
through the North-West passage off the coast of
Canada is one of the ambitions of the owner of
the vessel.
“Since our owner has a special interest in
adventure travel, this ship is designed to go to
the four corners of the world. It has some special
features, such as a large fuel capacity for long-
range cruising and extra insulation for extreme
climates and cold water,” says Franks.
In order to get the best suitable systems for
voyaging in such harsh conditions, the yacht own-
er looked at equipment suppliers for the offshore
market. Subsequently, Kongsberg Maritime was
chosen to deliver systems for navigation, DP and
thrusters control. Kongsberg Maritime has sup-
plied an integrated package with multifunctional
bridge displays, a stationkeeping joystick system,
track-keeping autopilot and a comprehensive
bridge manoeuvring system, controlling both of
the engines, gearboxes and rudders, together with
the aft pump-jet and bow tunnel thrusters. All of
this equipment is fit for the operation of large off-
shore vessels that depend on reliable systems for
all conditions and climates.
“The owner of the Northern Star has a good un-
derstanding of ships and has been personally in-
volved in the decision-making process. He wanted
to use the offshore market as a reference when
choosing systems for the Northern Star, and rec-
ommended that we look at equipment from Kongs-
berg Maritime. We did some research in the market
and found that Kongsberg Maritime’s solutions are
way ahead of the competition,” says Franks.
the FuLL PiCtuRe magazine 01/10
“We did some research in the market and found that Kongsberg Maritime’s solutions are way ahead of the competition.” Craig Franks, Captain on the Northern Star
Craig Franks onboard The Northern Star
42
Focus on appearanceThe Northern Star was built by Lürssen Yachts in
Germany and was completed during the autumn
of 2009. By the time she left the shipyard, nearly
4 years had passed since the project was initiated.
According to sales manager in Kongsberg Maritime,
Roger Trinterud, this is not unusual for yachts.
“Because of the focus on appearance, it might
take several attempts before the results are
satisfactory to the owner. This focus on style is
very different from what we are used to, so our
equipment had to be adjusted compared to a
normal offshore or merchant vessel delivery. It
had to be tailormade to meet the demands of the
client,” says Trinterud.
“Take the bridge console as an example; all of
the panels are recessed and flush mounted into
the aluminium. When panels from other suppliers
were not approved by the client, the yard provided
one that was tailormade, based on a blind panel
from Kongsberg Maritime,” adda Trinterud.
One particular challenge encountered during
installation on such a comparatively small vessel
was lack of space, which forced the project
team to get creative. “This vessel is a lot smaller
than the types of vessels we usually supply.
Combined with the emphasis on aesthetics, the
lack of space was a challenge. We solved this by
placing electronics in panels above the ceiling and
redesigning our cabinets,” explains Trinterud.
Prestigious contractsDuring the past few years, Kongsberg Maritime
has delivered systems to approximately 50
percent of the mega-yacht market. Although not
the largest contracts in sum, they are of great
symbolic value.
“There are not many yachts of this type and
size built every year, but about half of them
have Kongsberg equipment onboard. Since
yacht owners often want the latest equipment,
winning these contracts is testimony that we are
at the forefront of maritime technology. Yachts
often require special features or pose specific
challenges, to which the client will sometimes
suggest the solutions. This has an educational
effect for Kongsberg Maritime, pushing us to
see new possibilities and to reach new levels,”
explained Trinterud. ::
tHeMe new directions
Project engineer Jonas Beyer Strømquis during commissioning.
43
:: Before Transocean’s Sedco 706 set course
for Brazil last year to drill for oil on a five-year
contract with Chevron, she underwent a year of
upgrades at the Keppel FELS Yard in Singapore.
The aim was to retrofit her into a dynamically
positioned (DP) class 2 semi-submersible rig,
capable of operating in moderate environmental
conditions and in water depths down to 6500ft.
In order to achieve this, major structural works
were carried out, including a pontoon and column
extension in order to contain more drilling fluids.
Mark Vermeulen, Commissioning Engineer at
Transocean elaborates: “This upgrade included
a completely new drilling system, a new piping
system as well as new marine and ballast systems.
When we started the rebuilding project, only the
pontoons and columns were left. In order to keep
the stability of the rig, extra blisters were added
to the columns and the pontoons were extended
to be able to deal with all the new equipment.”
Keeping the valueAs the world’s largest offshore drilling contractor,
Transocean leases floating, mobile drill rigs, as
well as the equipment and personnel needed for
operation, to oil and gas companies worldwide.
The company launched its first jack-up drilling
rig in 1954. Since then, Transocean has had a
long history of ‘firsts’: among them, the latest
generation of ultra-deepwater semi-submersible
rigs and drillships, of which the upgraded Sedco
700 rigs make up an important part.
“For Transocean, upgrading is a way of
ensuring that our assets stay valuable and our
fleet stays up to date. By adding new technology
to ships, they become compatible with current
applications and requirements,” says Vermeulen.
In addition to the cost saving, Vermeulen sees
several advantages of refitting, compared to
building completely new rigs.
“One advantage is saving time. Production
time is reduced, meaning that you’ll get a much
faster return on investment for the conversion. A
newbuild may give you new facilities that might
not be possible with a refit, but it takes so much
more time.”
Safety firstDeepwater drilling takes place far from the coast
in water depths of more than 4,500 ft. Semi-
submersibles, such as Transocean’s Sedco 700
the FuLL PiCtuRe magazine 01/10
seDCo Rigs a BLank sLate To meet market demands for deepwater drilling, Transocean chose to upgrade two of its Sedco 700 series drilling rigs to dynamically positioned class 2 semi-submersible rigs. The process was so comprehensive the rigs were classified as newbuilds.
article by the Full Picture Magazine :: Photos by tor aas-Haug and transocean
44
series, are fitted with large, buoyant pontoon
structures below the water surface and columns
passing through the water surface supporting
the platform deck at a significant height above
the sea surface. Keeping the position of a
semi-submersible rig during oil drilling and gas
exploration is of critical importance for safety.
In order to achieve this, the Sedco 706 semi-
submersible rig relies heavily on its Dynamic
Positioning (DP) system for automatic station
keeping; it previously relied on anchors.
As a result of the upgrade, Sedco 706 now
features a DP class 2 system provided by
Kongsberg Maritime. The upgrade also consisted
of systems for power management, thruster
control, vessel control & auxiliary as well as
fire and gas with emergency shutdown from
Kongsberg Maritime.
“The Kongsberg systems contribute to the
safety of the people onboard and the management
of the rigs,” says Vermeulen. “We are now dealing
with automated systems that monitor and provide
supervisory control and operation, ensuring that
we protect the environment, the people and the
equipment onboard. Compared to where they
were before the conversions, these rigs have made
a huge step forward with regards to automated
protection and control.”
Like a football fieldWhen winning a refit contract, Kongsberg
Maritime usually sends an expert to perform a
site survey and prepare a site report including a
suggested system layout, a detailed project plan
and a cost analysis. This forms the basis for the
delivery contract, before the engineering phase,
installation, commissioning and training. The refit
of Sedco 706 however, was slightly different.
“I usually go onboard the vessels at the
beginning of a project to perform a site survey,
but in this case everything had been taken away,
so there was nothing to see. Instead we made a
detailed project plan with the site team from
Transocean and adjusted the scope of supply,”
says project manager at Kongsberg Maritime,
Håkon Hvidsten.
“When I went onboard the 706 for the first
time, it looked like a football field on top. There
was nothing there. It was so large that although
there were close to 1400 people working onboard
at peak time, I hardly saw a single person.”
Double conversionThe retrofit of the Sedco 706 is the second in a
double conversion contract. Transocean had
already upgraded its Sedco 702, with mainly the
same team from Kongsberg Maritime involved.
The lessons learnt from this first conversion
became the basis for the Sedco 706 project.
“The original engineering was planned so that
the two rigs would have an identical conversion,
starting from the same position and basically
ending in the same position. It was intended as
tHeMe new directions
KONGSBERG MARITIME EqUIPMENT ON SEDCO 706
•Dynamic Position (DP) system including 3 operator stations, DP logger, multiple DP reference system and DP controllers
•Power Management System including a history station providing facilities for long-term storage of alarms, events and time-series
•Thrusters Control System
•SVC (Vessel Control) & Auxiliary System including 12 SVC operator stations
•fire and Gas with Emergency Shutdown System (ESD) including multiple ESD matrix panels
Left to right: Stig Lauvmo - project engineer for KM during the Sedco refit; Erik Svanberg - KM project engineer, software responsible on the Sedco refit; Håkon Hvidsten - project manager, KM; Kent Robin Berglund - hardware responsible during the Sedco refits, KM; Mark Vernmeulen - comissioning engineer, Transocean
45
a duplicate conversion one after the other, but
they ended up with large differences. On the
706 we agreed to have only two main points
of contact with Kongsberg Maritime, so that
anything within our organisation related to
the Kongsberg systems went through us. This
narrowing down of the contact lines made a
huge difference for the efficiency of the project,”
explains Vermeulen.
Local involvementAnother main difference between the two
conversions was that with the 702, most of the
work was done from Kongsberg’s main office
in Norway. During the conversion of the 706, a
local team in Singapore took care of most of the
same work. This is the first time a refit project
has been run entirely from this local Kongsberg
Maritime office.
“We have a large office in Singapore”, says
Hvidsten. “In general, the 702 was run by
Norwegian engineers with assistance from the
local office. At that time, the Singaporean office
was still undergoing extensive training to reach
the level they needed to be at, so when 706 came
along, they were more than prepared to run the
project.”
This local involvement was a result of a specific
request from Transocean in order to minimise the
travelling time and expenses of the engineers
if support was needed, and to ensure local
competence for future projects.
“For each engineer in the project, there is cost
involved. We wanted the flexibility to increase the
work force if required. This would be easier and
less expensive from the local office. By increasing
skills locally, you also increase the possibility that
they can take care of future projects without
always relying on heavy support from Norway.
I think that this turned out to be a benefit for
everybody because it has been driving local
employees to reach the level that you want to
see for your branch offices,” Vermeulen says, also
emphasising local involvement as an advantage in
the training of staff.
“A lot of our staff members need training and
if there is a local, regional office it reduces our
travelling costs in connection with courses.”
A better companyHvidsten describes the benefit of these refit
projects to Kongsberg Maritime: “This is an
extensive contract comprising many of our
products, including automation, DP and safety
systems. Transocean is an important customer and
it’s always interesting to work with the leading
companies within their field. You always know
they have high technological demands pushing
our project group to perform better. Working in
these types of projects contributes to making us a
better company.” ::
the FuLL PiCtuRe magazine 01/10
A HISTORY OF FIRSTS
TRANSOCEAN TODAY
•Transocean holds 80 per cent of the past 23 deepwater drilling records
•first offshore jackup drilling rig •first self-propelled jackup •first turret-moored drillship •first dynamically positioned drillship for
exploration •first dynamically positioned semisubmersible •first fourth-generation semisubmersible •first rig to drill year-round in the North Sea •first semisubmersible for sub-Arctic, year-
round operations in the Barents Sea •first semisubmersible for year-round drilling•West of the Shetland Islands in more than
4,000 feet of water •first deepwater semisubmersibles with
patented Tri-Act derrick •first ultra-deepwater drillship with patented
dual-activity drilling system
•More than 21,000 employees in 30 countries•Largest offshore driller with 138 mobile
offshore drilling units, plus an additional eight newbuild rigs
•Largest jackup rig driller with 65 units •Largest “floating” rig driller with 70 drillships
and semisubmersible rigs •Largest deepwater driller with 36 rigs that can
operate in water depths of 4,500 feet or greater •Largest offshore driller by equity market
capitalization
46
:: With the 250 kilometre Swedish coastline
as its workplace, the Swedish Coast Guard
undertakes a wide variety of tasks in order to
secure a healthy and safe environment. When
the Baltic Sea is covered with ice during winter,
it is the Coast Guard that comes to the rescue of
vessels trapped in the floating ice rafts. And in the
case of oil spills, the Coast Guard is responsible for
cleaning up. In addition, it fights fires, monitors
the coastal environment and oversees the speed
limit for private vessels. Considering the fact that
it controls approximately 40% of the Baltic Sea,
the Swedish Coast Guard has a lot on its hands.
“Our main responsibilities are to ensure a
cleaner, safer and more sustainable environment
at sea,” explains Åke Dagnevik, Newbuilding
Director at the Swedish Coast Guard. “To do
this, we perform a number of tasks mainly for
the merchant fleet, but we also deal with private
vessels, ensuring speed limits and alcohol limits
are upheld. In short, we rescue, help and protect
at sea, so we are involved in anything that
happens along the Swedish coastline.”
Greater risksThe Swedish Coast Guard is a civilian authority
under the jurisdiction of the Ministry of Defence.
Their overall goals are decided by the Swedish
Parliament, while the government makes
decisions on more detailed aspects. The Swedish
Coast Guard started up in 1638, with two beach
riders working to prevent smuggling and wrecks.
Today the Coast Guard owns a fleet of modern
vessels that patrol year-round.
“The situation in the Baltic Sea has changed
a lot over the years. After the fall of the Soviet
Union, traffic increased, especially by Russian
tankers since the Russians have increased their
oil and gas business. The risk of oil spills and of
other accidents has increased and Sweden has to
take responsibility for its part of these waters.
Consequently, the Swedish government decided
to improve our fleet with larger vessels capable
of handling larger situations,” explains Dagnevik.
New combination vesselsAs a result of this decision, the Coast Guard
recently ordered the replacement of four of its
older vessels with brand new, environmental
ships, which will be built at the Peene Werft in
Wolgast, Germany. The goal is to place one in
each of the Coast Guard’s regions. The first of
these four vessels is scheduled for delivery in
April 2011, with the rest following at four month
intervals. The entire delivery will be completed
during 2012.
tHe Coast guaRD Supervising, rescuing and providing assistance at sea 24 hours a day, 365 days a year along the entire Swedish coastline requires the latest, most reliable equipment. That’s why the Swedish Coast Guard recently renewed its fleet.
tHeMe new directions article by the Full Picture Magazine :: Photos by tor aas-Haug
Torbjörn Lindholm - maintanance manager, Swedish Coast GuardTorgny Andersson - project manager, Swedish Coast Guard Åke Dagnevik - Newbuilding deirector, Swedisch Coast GuardThomas Karlsson - maintanance engineer, Swedish Coast GuardStåle Furuberg - sales manager, Kongsberg MaritimeStein Dahle - project manager, Kongsberg Maritime
47
These newbuildings are so-called combination
vessels; in addition to environmental protection,
they will be involved in all the regular tasks of
the Coast Guard, such as sea traffic monitoring,
border control, fishery and customs control at
sea. They are advanced environmental protection
vessels and can recover and store up to 250 m³
of oil in their own tanks. They are also equipped
for sea rescue in all kinds of weather and have
the possibility of fighting fires both at sea and in
harbours.
“Our existing vessels are already 30 years
old, and are therefore not functioning optimally.
The newbuildings will enable us to manage our
tasks better by assisting in our daily operations
along the coast, and undertaking environmental
tasks. They are better and more modern and will
generally have increased capabilities of cleaning
up oil after a spill. They also have better and more
modern equipment for surveillance,” explains
Dagnevik.
In addition to replacing four of the older vessels,
the Coast Guard recently added three combination
vessels to its fleet. Two of these were completed
by May 2009, and the last one was completed in
June this year. Like the prospective newbuildings,
these too are capable of handling large volumes of
oil, and are equipped with improved functionality
for towing and fire-fighting at sea. Additionally,
they are specially adapted for assisting in chemical
spills, which is a new feature to the fleet.
Full Picture deliveryKongsberg Maritime was first chosen as a vendor
for the three new vessels that have already
been completed. This co-operation proved so
successful that, when the Coast Guard looked
for suppliers for its four scheduled newbuildings,
Kongsberg Maritime was chosen once again. Both
contracts include a wide variety of the products in
Kongsberg Maritime’s extensive portfolio.
“We are thrilled to have been chosen for this
delivery. These vessels are highly advanced and
among the best of their kind,” says sales manager
in Kongsberg Maritime, Ståle Furuberg.
“The Swedish Coast Guard is an important
reference for us because its poses very strict
technical demands on its equipment, especially
with regards to the ability of sharing information
across different systems. The Swedish Coast
Guard has chosen an integrated solution that
enables information exchange between the
various systems onboard. This fits very well into
our own philosophy of providing the Full Picture.”
All seven vessels will include Kongsberg
Maritime’s K-Bridge Integrated Bridge System.
This is designed specifically for easy operation to
allow maximum time for observation and decision
making, something that will greatly improve the
working conditions for staff onboard. The vessels
are also fitted with the K-Chief marine automation
system for monitoring and control.
“These modern systems monitor everything
onboard the vessel. I know what it’s like to be on
the bridge not knowing what to do. If we can get
a system like this to remain stable, this will mean a
lot for the comfort and working conditions of the
crew,” says Dagnevik.
The delivery from Kongsberg Maritime also
covers a range of other systems, such as Dynamic
Positioning to keep the vessels stable during the
clean up of oil spills, cJoy joystick control system,
Seatex DPS, K-Thrust thruster control, Mission
Recorder, EM-3002D Multi-Beam Echo Sounder
and MRU.
“This is the first time that we have installed a
fully integrated system. Experience has taught
us that it is an advantage to use the same vendor
for different systems. That way, you ensure
efficient communication,” says Dagnevik. “We
chose Kongsberg Maritime because it has a good
reputation in the market, and has the funds
necessary to invest in new technology. The
company is also open to discussions regarding its
solutions and our demands.”
MultibeamA completely new feature for the Coast Guard on
all seven of its new ships is the use of multibeam
echo sounders. Kongsberg Maritime’s EM-3002D
Multi-Beam Echo Sounder is installed onboard all
of the newbuildings already in operation.
“The use of multibeam echo sounders is a
completely new concept for us,” says Dagnevik.
“They will be a great help when searching for
containers and oil and have already assisted in
locating containers with poisonous gases, a task
previously performed by divers and ROVs. With
the new mutibeams from Kongsberg Maritime, we
can perform these searches a lot more efficiently.”
Construction across bordersThe complexity of this Full Picture Delivery by
Kongsberg Maritime has required the involvement
of several diverse departments and locations.
During the newbuilding project last year, the
project management was run from Norway,
while the commissioning was done by Kongsberg
Martitime’s office in Poland.
“Both of these deliveries involve many different
parts of our company. The assistance from our
Polish office for the delivery last year proved
highly efficient since they are located closer to the
construction site. Consequently, they are likely to
become part of the second contract as well,” says
Ståle Furuberg.
The Coast Guard is very pleased with this
solution. “The commissioning engineers in Poland
proved highly competent with good knowledge of
the project, and they did an excellent job with our
three newbuildings,” Dagnevik says.
With three new vessels and four more scheduled
for construction, the Swedish Coast Guard is well
equipped to provide a safe environment along
the Swedish coastline, and Dagnevik has great
confidence in the new and modern facilities
onboard the vessels.
“With the introduction of such a large amount
of new vessels, we phase out a great deal of
problems, but we also get some new challenges,
such as more modern electronics that will require
a lot of training of our staff. However, we hope to
meet these challenges so that we can keep these
vessels operating for another 30 years.” ::
the FuLL PiCtuRe magazine 01/10
FACTS
The Swedish Coast Guard works for:A cleaner sea - The Coast Guard is on permanent standby for environmental protection and prevents environmental crime at sea via environmental surveillance Increased safety at sea - The Coast Guard works to enhance people’s safety, is responsible for border control at sea and is on permanent standby for search and rescue. Sustainable future fishing - The Coast Guard monitors fisheries at sea
During 2008, the Swedish Coast Guard’s operations included:• 35 oil response operations and one chemical
response operation• 269 search and rescue missions• 315 oil spill observations that led to 166
preliminary investigations• 138 diving assignments• extensive national and international co-
operation• contributing to limiting crime and increasing
safety at sea
“These modern systems monitor everything onboard the vessel.” Åke Dagnevik, Newbuilding Director, Swedish Coast Guard.
48
tHeMe new directions
:: The world of oil & gas production moves
at an incredible pace. Technology and innovative
thinking makes the industry dynamic, fluid and
focused on overcoming challenges. The Gjøa
project, which lies in North Sea blocks 35/9 and
36/7 – approx. 100 miles North West of Bergen –
is the perfect example.
The field, which has been developed by Statoil
and will be operated by GDF SUEZ E&P Norge,
was proven in 1989 and reserves are estimated
to be 82 million barrels of oil and condensate
and 40 billion cubic metres of gas. With its Vega
satellite, Gjøa is the largest current North Sea
development, so this combined with its location in
a new area for oil & gas production means that the
technical excellence employed to bring the project
to fruition has been immense.
The Gjøa field has been developed with a
semi-submersible production platform and five
sub-sea templates, and is expected to be online
before the end of 2010. Three main contracts
were awarded by Statoil in 2006 to build the
technically advanced platform; Aker Solutions
was given the task of producing the platform
deck and the mating of the topside and hull.
Leirvik Module Technology was contracted to
build the living quarters whilst Samsung Heavy
Industries in South Korea was chosen to build
the hull. With the primary work underway,
Statoil and Aker Solutions selected Kongsberg
Maritime to provide a large package of systems,
not least the Safety & Automation System (SAS),
which, with over 40,000 I/Os is one of the most
extensive of its kind ever installed.
Power UpAs is common in newbuild oil & gas platforms,
and indeed offshore vessels, the Gjøa platform
is packed with sophisticated technology and
innovations. Perhaps the most talked about is
the fact that the platform is the first ever to be
powered entirely by electricity from land, using
a 100km power cable to a shore side transformer
station at Mongstad, just North of Bergen.
Statoil believes that electrifying new installations
on the Norwegian continental shelf is one of the
most important measures to reduce further carbon
emissions from Norwegian oil & gas production.
Specifically for the Gjøa platform, it will mean
a reduction in emissions to the environment
of 250,000 tonnes of carbon dioxide per year
(equivalent to the annual emissions from 100,000
cars per year) and with the electrification of the
Troll A platform and Kollsnes also, Statoil is a
front runner with a view to reducing emissions of
nitrogen oxides and carbon dioxide.
The power cable also houses fibres that are an
intrinsic part of the Gjøa platform’s SAS network.
Within the transformer station in Mongstad is an
SAS console that provides safety monitoring, alarm
and shutdown and can be remotely operated from
onboard the platform. Should there be a problem
that would require the power to be shutdown,
for instance a fire in a critical area onboard, then
the SAS can automatically or manually turn the
power off at the transformer station without any
BReakinggRounD
The Gjøa development shares its name with the first vessel to transit the North West passage. Like the Gjøa before it, the new Gjøa platform is breaking new ground – it opens a new sector of the North Sea to oil & gas production and is the first floating production platform to be completely powered from land…
49
the FuLL PiCtuRe magazine 01/10
personnel having to be present there. Although
the likelihood of this happening is slim, an
important part of the SAS aboard the platform is
to ensure that every eventuality is prepared for.
The direct connection to the power transformer
station, although undoubtedly the longest leg, is
only a small portion of the SAS network itself. A
total of 190 cabinets, 102 real-time computers
and about 50 operator stations have been
tested, delivered, installed and commissioned by
Kongsberg Maritime so far. Staggered delivery
dates have led to 48 hardware and 60 software
FATs (Factory Acceptance Test).
The platform has a dedicated SAS Office which
is currently manned by Kongsberg engineers and
the system is controlled by GDF SUEZ operators
in a sophisticated central control room. There
are approximately 50 consoles located at various
positions onboard, enabling authorised personnel
to enter the system whilst away from the central
control room or the SAS office.
Remote ControlThis in itself is an extensive SAS for any vessel or
platform, but operator GDF SUEZ also had strong
requirements to enable remote access to all of the
data from the platform, so that it could support
operations and maintenance from its centre in
Stavanger and so that its suppliers, whom the
company relies on to provide technical expertise
can act without having to be onboard. For
instance, it’s possible for Kongsberg engineers to
sit in their own offices and do updates, diagnostics
and follow up of the systems.
“We want to move as much of the work as
possible from offshore to onshore because it’s
safer and cheaper. To do that we need all the data
from the platform onshore, so we need quite a
high bandwidth, which is why we run on fibre.
We have many more signals than we had on
older platforms because these days there is much
more data available,” explains Årstein Bringsvor,
Automation, Electrical and Telecom Team Leader
for the Gjøa operation phase, GDF SUEZ.
“Together with Kongsberg, we have tried to
make a very segregated network so there is no
possibility to endanger the SAS. The remote
access is paying dividends, even before the field
is online. Today for instance there is limited
capacity onboard for beds and cabins whilst
work is still being carried out. So what we are
doing right now is having two Kongsberg
people onboard doing maintenance and updated
commissioning on the sub systems, whilst have
we four Kongsberg people in Oslo doing remote
work,” continues Årstein.
Third PartyIn addition to the SAS, Kongsberg also supplied
and integrated a number of key third party
systems and applications. In fact, 15 major sub
suppliers have made important contributions
to the project. Kongsberg introduced a large
screen display based on IFE ‘Dull screen’ concept
and have integrated the Emerson AMS with the
SAS. The project has been the first to take into
use the new PROFISafe communication, the new
earth fault detection system, the new internode
signaling concept and the TUV approval of IEC
61508 for AIM 8.3 all delivered from Kongsberg
Maritime’s R&D department and mandatory to
fulfill the contract obligations.
“One innovation was to introduce the Emerson
Management System to the equation. The AMS
can get a lot of information from valves and
transmitters so rather than going out with a
handheld HART communicator you can do remote
diagnostics and enable automatic diagnostics,”
says Årstein. “Instead of just adding it to the top
of the SAS, Kongsberg did a lot of work in routing
the traffic through the network. We can now use
it within the SAS but in a safe fashion, which will
be a great operational benefit when we go online.”
“We have quite a lot of condition monitoring
systems too. They are third party products but
several of them have been supplied, implemented
and configured by Kongsberg. Together we have
set up availability of information from these sub-
systems. For instance Turbo Watch, a condition
monitoring system delivered through Kongsberg
actually gets a lot of input from the SAS system,
which is only possible because we made a specific
effort to ensure that the data was available.”
Embracing ChangeRoald Amundsen’s Gjøa spent the first 28 year’s
of its life as a herring fishing vessel. The famous
explorer spent the majority of his inheritance to
buy her from the original owner and following
a training expedition from Tromsø through the
Barents sea in 1901, he realised that she would
need to change for the purposes of transiting the
North West Passage.
Although adding a 13hp paraffin engine and
upgrading her ice sheathing may seem trivial
in comparison, the attitude to change that
Amundsen and his team showed, reflects that
of the teams from Statoil, Aker, GDF SUEZ and
Kongsberg Maritime during production of the
modern day Gjøa.
The original concept for the SAS aboard the
Gjøa platform was that it would be based on the
successful design of Statoil’s Kristin platform,
which was already in operation. As development
of the Gjøa platform and its systems progressed
though, a different path was forged, which tested
the teams’ ability to deal with change on several
levels.
“Kongsberg was always able to fulfill our
requests for changes to the original plans as the
project progressed,” says Johannes Haga, SAS
lead, Statoil. “There are several Kongsberg people
integrated in the Statoil commissioning team. The
personnel have been very good and we have
experienced good co-operation between us, and
also with the people at HQ in Kongsberg.”
Årstein adds: “From my point of view we
have had very good co-operation. I really like
the attitude of Kongsberg. They try to solve
problems and not get bogged down in too much
discussion and this is the general feeling I get from
other members of the project.”
According to Arnt Ole Lia, Sr. Project Manager,
Kongsberg Maritime, when considering the extent
of the solution supplied by Kongsberg it’s easy to
understand how everyone involved in the project
needed to stay fluid, cooperative and to work with
flexibility.
“The Gjøa project has come through several
challenges and changes throughout the last 3
½ year’s. Thanks to competent, flexible project
participants willing to complete their tasks even
though from time to time it influenced their
private life more than it is natural to expect from
them, the Gjøa platform will go online with a SAS
that has been changed and improved over that of
the original vision. We couldn’t have addressed all
the changes without the good attitude of Statoil,
GDF SUEZ and Aker Solutions, and indeed without
the excellent assistance and cooperation from the
Kongsberg R&D and Product departments at
crucial phases of the project.” ::
50
:: At ONS 2010 Kongsberg Maritime
presented the latest version of the K-Master
aft bridge workstation in combination with the
sophisticated and unique Kongsberg Offshore
Vessel Simulator, configured for anchor handling
operations training. This setup shows not only the
extensive and varied capabilities of K-Master in a
realistic offshore environment, but is a particularly
impressive demonstration of how the workstation
can contribute to bringing vital anchor handling
simulation closer to real life, therefore enabling
safer and more efficient offshore operations…
Seated in RealityThe K-Master aft bridge workstation was launched
at Nor-Shipping 2009. As the first system of
its kind it garnered a huge amount of attention
and feedback to the concept was unanimously
positive. K-Master provides unique access to all
major control systems within easy reach of the
seated operator and ensures complete situational
awareness for intuitive navigation, control and
manoeuvring for critical offshore operations such
as anchor handling. It consolidates the traditional
bridge consoles into literally a single operator
chair, which houses integrated multiple computer
consoles in its armrests. Total ship operation takes
place from this chair, with the main information
displays close to the seated operator to ensure that
all critical data is viewable. This is a vital safety
development, especially due to the intense nature
of ship operation, especially anchor handling on
the aft bridge.
K-Master can include a wide variety of
sub-systems, including Dynamic Positioning,
independent DP joystick, thruster control,
integRateDReaLityThe full picture goes full circle when we apply our simulation and training solutions to our real-life ship systems. Take for instance the integration of the hi-fidelity KONGSBERG Offshore Vessel Simulator with the cutting-edge K-Master aft bridge workstation…
tHeMe new directions
machinery automation and cargo control, chart
radar and conning display, and bridge auxiliaries.
The sheer breadth of functionality at the
fingertips of the operator is astounding, and its
design ensures that each and every sub-system
can be operated safely and efficiently.
At ONS 2010, a brand new twin K-Master
configuration was introduced. It demonstrates
a complete anchor handling vessel aft bridge,
arranged in compliance with the DNV NAUT-OSV
class notation. With one workstation for ship
handling and one for aft support/winch operation,
two operators can experience the challenges of
cooperation in a demanding operational scenario
– a scenario generated, controlled and visualized
by the Kongsberg Offshore Vessel Simulator.
The K-Master for ship handling is equipped with
DP control functions as well as levers for manual
control of thrusters and propulsion, together with
an independent DP backup joystick system. In
addition there is access to navigation displays
and machinery automation displays. It is also
possible to monitor status information from the
anchor handling winch system on this station.
Similarly, the K-Master station for winch control
is equipped with dedicated panels for remote
control of shark jaws and guide pins, along with
levers and software panels for bridge control
and monitoring of the anchor handling winch
system. CCTV camera selection for presentation
on overhead CCTV displays makes it possible to
observe parts of the winch system that can not
otherwise be observed from the bridge.
The systems controlled from the workstation
for ship handling can also be monitored from
the winch control station, and it is possible to
activate the joystick manoeuvring back-up
mode for situations where the ship handling
operator is unavailable to continue his task. Both
workstations have software controls for remote
control of bridge auxiliary equipment such as
deck lights and window wipers/ washers.
A Natural EdgeRealism is the fundamental goal in the development
of any simulation project, because the closer to real-
life a simulator is, the better the training experience
is for the student. As Kongsberg Maritime is
leading the way in the development of real-life
systems, we have a natural edge in developing
realistic simulators. We have a wide range of real-
life ship equipment, we know the applications
and operations, and our simulation department
possesses extensive expertise when it comes to
modelling and visualising the environment and the
physical behaviour of vessel and equipment.
51
the FuLL PiCtuRe magazine 01/10
SIMULATION DEMONSTRATION
The vessel represented in the K-Master/Offshore Vessel Simulator configuration at ONS 2010 was a common anchor handler hull equipped with twin bow tunnel thrusters, twin aft tunnel thrusters, twin propulsion engines with shaft generators and twin rudders in addition to auxiliary engines for additional power generation. The deck equipment is two sets of shark jaws with guide pins and one set of stop pins. The winch system is an assembly with one anchor handling winch and two smaller winches powered via a clutch system from in total, four electric motors.
An overview of the demonstration set up at ONS 2010 is shown below. The workstation for ship handling is on the right, winch handling to the left.
K-Master applications controlled/simulated from the Anchor Handling Workstation include:•Winch clutch system remote control and
monitoring•Winch status monitoring
•Winch motor and drum remote control and monitoring
•K-Pos (DP) backup•Deck equipment remote control for shark jaws,
guide pins and stop pins
K-Master applications controlled/simulated from Ship Handling Workstation:•K-Pos (DP)•K-Chief (Automation)•K-Thrust (Thruster Control)•K-Bridge (Conning)•K-Bridge (Chart Radar)•DP Position reference systems (DGPS, HiPAP,
RADius)•Radio systems•Window Wipers•Window Washers•Deck lights•Search lights
52
“With K-Master and the new Offshore Vessel
Simulator, we cover all aspects of offshore
aft bridge simulation,” comments Søren Einar
Veierland, Business Manager, Kongsberg
Maritime – Simulation & Training Department.
“We can provide high quality simulation for
anchor handling and winch control, dynamic
positioning with K-Pos, power management,
in addition to navigation and forthcoming
K-Master functionalities such as cargo transfer
and ballast control. Essentially, by integrating
our offshore vessel simulator with K-Master,
we are providing a complete offshore vessel
simulator in an environment that is identical to
the vessel in real-life.”
This is what makes this development so
important for the offshore industry. The need
for personnel training in the offshore sector
today is significant. Simulation for training,
procedures, mission planning, decision support
and crises and accidents represent the needs of
the industry and are therefore integrated parts
of the simulator training that we develop and
deploy successfully. Due to escalating costs,
many possible risks and difficult access to
offshore marine assets for ‘live’ training with
real equipment in real environments, simulation
under realistic circumstances is a safer and
more cost-efficient training solution. And the
Kongsberg Offshore Vessel Simulator integrated
with K-Master is about as realistic as it gets.
The Sharp EndThe Offshore Vessel Simulator can provide training
across a wide range of offshore operations, either
as a custom solution specific to each facility or
based on the K-Master workstation. In order to
create a realistic anchor handling exercise, the
simulator needs to simultaneously represent a
number of critical systems most of which interact
with each other, and which are controlled from
the K-Master workstations exactly as during
real-life operations. This means that interfaces
between K-Master’s various applications and the
simulation are implemented across all functions.
The simulation is controlled from a powerful
instructor station which is equally essential when
planning and executing exercises of a training
program. The scenario comes to life through an
extensive visual system generating a realistic
‘out of the window’ view from the bridge. The
simulated vessels all react and behave in the
same way that they would at sea. Equipment can
be controlled exactly as it would be onboard. The
environment, from the geographical accuracy of
the exercise areas through to the hydrodynamic
modelling of the water is all state-of-the-art.
And all of this can be viewed in real-time, in hi-
res with incredible detail.
The integration of K-Master into the Offshore
Vessel Simulator has been a combined effort
between personnel in the Kongsberg Maritime
simulation and offshore departments, all
determined to achieve the highest level of
realism in the end product.
“The results of this co-operation are very
impressive,” says Veierland. “Trainees can
experience first hand exactly what it is like to
be at the sharp end of offshore vessel operation
using the K-Master workstation. Separately,
K-Master offers enhanced offshore operations
whilst the Offshore Vessel Simulator ensures
that personnel can carry out their jobs safely
and with competence. Together, K-Master
and the Offshore Vessel Simulator represent
a high performance training solution to meet
the demands of the offshore industry for cost
effective, high quality simulation,” concludes
Søren. ::
OFFSHORE VESSEL SIMULATOR INSTRUCTOR STATION
The demonstration system at ONS 2010 also featured a powerful, flexible instructor station designed to enhance the quality of simulation training by providing complete, intuitive and user-friendly control of student exercises. It enables the instructor to develop customised exercise modules for individuals, teams or a combination of both, with fully controllable areas such as:• Initial Condition – define all the variables at the
start of the exercise (ship model, exercise area, targets, equipment on deck, etc)
• Student Station Configuration – define what information is accessible and visible to students
• Actions – derived from input variables and malfunctions, which can be initiated instantaneously, or preprogrammed as part of
the exercise. E.g. engine breakdown, loose or stuck wire in the winch etc
• underwater view – realistic behaviour of the chain and anchor below the water to monitor the student’s performance
• Men on deck control – control movement and actions of vessel deck crew
• Crane operation control – role of crane operator on drilling rig or onboard vessel, including communication with the bridge
• Rig winch operators – role of the winch operator on the drilling rig
• Tow master – role of the tow master on the drilling rig
• Assessment – monitor and assess alarms, and any of the variables in the simulation.
“Physically replicating a vessel’s navigation and automation systems in a training facility on dry land is a fine art.”- Terje Heierstad
tHeMe new directions
53
:: The thriving LNG and offshore industry
in the Middle East region has resulted in new
contracts for suppliers world wide. For Kongsberg
Maritime, this is no different. A recent integrated
system delivery to 18 of Qatargas’ new LNG vessels
is one example of the growing need for support on
Kongsberg Maritime products in this region and
with the newly established Kongsberg Maritime
Middle East DMCOO, Kongsberg Maritime is well
prepared for the challenges ahead.
“There are many opportunities in this region,
especially within products related to LNG, but
also within the offshore industry. We have a
considerable position as a supplier to the merchant
fleet, and our goal is to build a strong office that
can provide support and service for all KM products
to the entire Middle East region,” says the new
General Manager for DMCOO in Dubai, Halvard
Sagdahl. “The fact that we are now present with
our own staff in Dubai will be a great advantage
to our customers. They will no longer need to wait
for expertise from the head office or any of our
other locations world wide because that expertise
is situated right here in Dubai.”
Building local competenceThe new company was officially opened in June
this year and is a Dubai Maritime City Freezone
company, with offices in Falcon House, Dubai In-
vestment Park. In order to get the office up and
running in time, local staff received extensive
training by instructors from Kongsberg Mari-
time’s head office. The purpose of this is to en-
sure a highly competent group of local staff that
can support vessels and yards in the Gulf Co-
operation Council (GCC) region. As a result, the
company currently has nearly thirty employees
dedicated to the support of all products provided
by Kongsberg Maritime, including advanced au-
tomation systems, alarm and monitoring systems,
machinery control systems, dynamic positioning
systems, navigation systems and hydro acoustic
control systems including underwater navigation
and seabed mapping systems.
A well established playerThe new company will take orders for service
and systems aboard all kinds of vessels, such as
offshore vessels, merchant ships including LNG
(Liquid Natural Gas) tankers and other specialized
vessels operating in the GCC. It will also handle a
wide variety of projects at shipyards for project en-
gineering, installation, commissioning and sea tri-
als. In short; their staff will have the qualifications
needed to provide the same high levels of service
and support that was previously provided from
Kongsberg Maritime HQ or other global offices.
Vice President Global Customer Support, Geir
Håøy, sees the expansion in the Middle East as a
natural addition to Kongsberg Maritime’s global
network of Customer Support: “We are already a
well established player in the Middle East since the
mid 1970’s. Our new company in Dubai has been
set up to be closer to the customers in this busy and
growing market. It is an integrated part of our global
customer support network and will further improve
both our presence and support to shipowners and
yards in this region and world wide.”
Joint ventureThe new company is a joint venture and part
owned by long term Kongsberg Maritime partner
in the Middle East, Unique Systems. For several
years, Unique Systems has been the sales and
service agent for all Kongsberg Maritime prod-
ucts in the Middle East, which has contributed to
the establishment of Kongsberg Maritime in this
region’s market over several years. Kongsberg
Maritime will maintain the close co-operation
with Unique Systems, and they will continue as
the sales agent in Middle East for products pro-
vided by Kongsberg Maritime.
“Unique Systems has done a very good job for
us for many years and we look forward to con-
tinuing this working relationship in order to gain
new market shares in the Middle East region,”
says Sagdahl. ::
the FuLL PiCtuRe magazine 01/10
new CoMPany in DuBaiIn order to meet increasing market demands in the Middle East, Kongsberg Maritime recently established Kongsberg Maritime Middle East DMCCO in Dubai. For customers, this means a number of improvements and benefits, including lower service costs and shorter delivery times.
54
:: With offices in 22 countries, Kongsberg
Maritime already has a strong team of 470
customer support staff at their facilities in Norway,
Singapore, Brazil and the USA. To meet the
growing demands, the already thriving Customer
Support operations in Rio de Janeiro and New
Orleans will both be strengthened with new staff.
In addition, the newly established Kongsberg
Maritime Middle East DMCCO in Dubai will
provide support to the entire Middle East region.
Executive Vice President for Customer Support,
Geir Håøy, hopes that this expansion will provide
even more efficient Customer Support.
“The expansions in Rio and New Orleans are
based on increasing demands in the market,”
comments Håøy. “Our Customer Support strategy
in these key markets is to continue to grow our
local organisation with the right competence and
to be closer to our customers. In addition we have
our pool of international resources available that
can assist in periods of excessively high demand.
Kongsberg Maritime has grown considerably in
recent years, accordingly we are committed to
utilising all our available resources worldwide to
serve our customers.”
Potential in the Gulf of MexicoIn the Gulf of Mexico, which is currently attended
by a 50 strong Customer Support office in New
Orleans, there are approximately 90 rigs in
operation. This makes an expanded Customer
Support function a high priority for Kongsberg
Maritime. The office covers the product areas
of DP, reference systems, offshore automation,
merchant automation and process control.
“Our goal is to complete as much as possible of
the service for this region locally, thus saving the
client the delays of having to wait for qualified
help from our head office in Norway. Our office in
New Orleans has both qualified first line engineers
who can perform hardware support, and systems
engineers who can assist with more complex
tasks,” says Bent Erik Bjørkli, Regional Manager
Customer Support, North America, Kongsberg
Maritime Inc, New Orleans.
Expansion in Brazil Since 1997, the number of vessels based in Brazil
with Kongsberg Maritime systems onboard has
more than trebled and is likely to reach three
to four hundred by 2012. The offshore oil & gas
platform segment is also growing rapidly in the
region, with approximately 24 present and 7
more rigs expected to come into operation in
Brazilian waters during 2010. The Rio office is also
responsible for providing Customer Support in
other South American countries.
The Customer support expansion at the Rio office
is ongoing, and the team will be strengthened
by five local technicians and two experienced
international technicians within two months,
giving a total of 23 employees on the operational
side. The team in Rio is experienced in service
& support across a wide range of Kongsberg
Maritime products and systems, including; all
Dynamic Positioning hardware and software,
reference systems and sensors and also the
majority of Automation and Merchant systems. ::
woRLD wiDe exPansion oF CustoMeR suPPoRtKongsberg Maritime is expanding its customer support offering world wide. The newly opened Kongsberg Maritime Middle East DMCCO in Dubai and improved facilities in Brazil and the Gulf of Mexico will bring Kongsberg Maritime even closer to the customer.
tHeMe new directions
55
:: The upgrade of the well-used training
facility in SIngapore saw it being moved to the
former workshop and factory acceptance test
area at the site. The centre now includes an extra
training room (NAV Training Room) and training
lab in addition to improved recreation and ICT for
students.
According to Training Manager Siow Choon
Meng, the additional facilities will enable a
number of new courses to be offered at the
training centre: “With the new classroom and
laboratory, we can now conduct courses such as
the HiPAP Technical as well as PowerSim.”
Wong Kok Fai, who is a Senior Instructor
specializing in K-Bridge courses is also looking
forward to being able to provide a complete
navigation course using the facilities: “We are
expecting the delivery of the K-Bridge and
K-Chief simulators, and classroom computers
soon. When they arrive, we will have full training
facilities for navigation in Singapore.”
In 2009, a total of 265 participants attended
courses at the training centre in Singapore and
with the new centre and equipment the team is
confident that this number will increase in 2010.
A total of 9 classes have been conducted in the
new training centre since the completion of the
improvements late 2009.
Kongsberg Maritime Singapore can not only
offer more courses at the new training centre but
also a more comfortable and conducive learning
environment. Students and customers are now
presented with ample room to relax between
classes in the café area and surf the web at a new
surfing station. ::
new tRaining CentRein singaPoRe
Kongsberg Maritime officially opened an upgraded training centre in Singapore in March.
the FuLL PiCtuRe magazine 01/10
:: Some 40+ young men from some of the
least fortunate parts of Brazil came to Europe in
July with a dream. They return one month later
with gold.
The Karanba project was started in Brazil in
2006 by Tommy Nilsen, who – with the help of
supporters like Kongsberg Maritime – designed a
project using football to give poor youngsters from
Rio de Janeiro a leg up in life. Today Karanba is
giving dozens of young men greater opportunities
and hope.
Team Karanba are winners in many respects.
First of all, these are young men born into poverty
in Brazil and given little chance to better their
condition. Through the project called Karanba,
they get coaching and guidance to reach for
something different; football’s just the vehicle.
And they have been crowned champions of
European youth soccer this summer, after winning
two huge youth football tournaments (Norway
Cup and Gothia Cup) and losing the final of a third
in penalty kicks (Dana Cup).
We congratulate Karanba on their success
in Europe this summer, and back them further
as they generate momentum for progress and
development. ::
www.karanba.com
56
a CHanCe to DReaM
Karanba’s the name of a social project designed to use football to give young Brazilians in tough circumstances a chance to succeed. And the Kongsberg-backed team Karanba recently marched to victory across Scandinavia!
tHeMe new directions
the Full PiCtuRe magazine 02/07
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 [email protected]
Regional Support Centres 24hEurope, 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 Brazil24h 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 01/09
Rio Oil & Gaswww.riooilegas.com.brSept. 13-16
Kongsberg MaritimeSimulator Agent Conferencewww.kongsberg.comSept. 21
Kongsberg MaritimeSimulator Armed Services Briefwww.kongsberg.comSept. 21
UUVSwww.uuvs.netSept. 21-22
Kongsberg MaritimeSimulator User Conferencewww.kongsberg.comSept. 22-24
Monaco Yacht Showwww.monacoyachtshow.comSept. 22-24
Kongsberg MaritimeAUV Conferencewww.kongsberg.comOct. 4-8
Euronaval 2010www.euronaval.frOct. 25-29
Hydro 2010www.hydro2010.comNov. 2-5
MASTwww.mastconfex.comNov. 9-11
Subsea Surveywww.subseasurvey.comNov. 9-11
OSEAwww.oilpubs.com/osoNov. 30 - dec. 3
Workboat Showwww.workboatshow.comdec. 1-3
FEMME 2011April 12-15
Expo
dubai
The FULL PICTURE magazine 01/07
Kongsberg Maritime AS
Kirkegårdsveien 45
P.O. Box 483
NO-3601 Kongsberg
NORWAY
SAY: PR
& Com
munications
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