The disappearance of orders for offshore support vessels means that Norwegian shipbuilders and designers are venturing into new marine sectors to secure contracts
Norwegian shipbuilders have gained a strong reputation for building high quality sophisticated vessels for the offshore support sector. The collapse of new orders for offshore support vessels due to the global downturn, and overcapacity, mean that Norwegian yards are diversifying their activities into other areas in an effort to maintain their businesses and associated employment in the country’s key maritime clusters. There have already been casualties, such as Noryards group subsidiaries Noryards Fosen and Noryards BMV, which have filed for bankruptcy.
Kleven Verft, for example, has secured orders for a variety of vessels in segments other than offshore. These include fishing trawlers for owners Gitte Henning and Pesquera, two live fish carriers for Sølvtrans, a subsea mining vessel for Debmarine Namibia, and a cable laying vessel for ABB. It is also building an offshore construction vessel for Norwegian owner Volstad Maritime.
These contracts are important, not just for Kleven but for the wider Norwegian maritime cluster of supporting suppliers who will provide equipment. They include Brunvoll, Scana Volda, Hareid Elektriske, Karmøy Winch and Rolls-Royce. Norwegian designer Salt Ship Design is involved in the project for the pelagic trawler and purse seiner vessel for Danish owner Gitte Henning which is to the Salt 0155 design.
It has also signed a letter of intent with passenger ship operator Hurtigruten for up to four expedition vessels.
In June Kleven launched the first of six Starfish class anchor handling tug supply vessels it is building for Maersk Supply Service. Construction of the new ship is being featured in a Discovery Communications television series that will show the group’s energy supply chain, following Maersk experts and subcontractors as they design and build the next generation of ships, such as Starfish vessels, tankers and drilling rigs.
Built for deepwater operations, the Starfish vessels are designed for high levels of reliability, safety and uptime with a length of 95m and beam of 25m. Maersk claims the Starfish vessels are unlike any other anchor handlers currently on the market and are a “premium asset that is second to none in terms of operational reliability, onboard safety, comfort and client offerings.”
The first unit is due to be delivered in the first quarter of 2017 and the last in the fourth quarter of 2017.
There are several innovative features on the Starfish vessels, including an anchor recovery frame that simplifies operations over the stern roller, and a deck handling gantry crane with a remotely operated clamping hand. The vessels also have an innovative hybrid propulsion system which enables the optimal operating mode to be selected for the task at hand. Powered by five medium speed engines with total output of more than 23,000hp, a fuel efficient and flexible hybrid propulsion system and fixed pitch on all side thrusters provide high reliability, good fuel economy, low emissions and excellent station-keeping capabilities.
“In our newbuilding project with Kleven, we have carefully designed the vessels for maximum flexibility and lowest possible operational costs,” said Maersk Supply Service chief commercial officer Søren Karas.
In spite of the current hiatus in new orders, the offshore sector is still the main focus for long-term strategies of the leading shipbuilders in Norway.
Speaking at the Offshore Support Journal Subsea Conference held in London in February, Hallvard Fosnavåg, sales manager at Havyard Design & Solutions in Norway, outlined a case study on inspection, maintenance and repair vessels. He said that vessels built to the Havyard 857, 858 and 855 designs are performing well, and hybrid battery systems are producing good results. The designs typically feature moonpool arrangements comprising one big moonpool and one second smaller one indoors which can be used in any weather, which extends available working time. Software packages are included to manage these activities and can troubleshoot equipment, ensuring that projects stay on track.
Capt Fosnavåg described what he called the design loop for such projects. Initially it focuses on economics, then performance requirements, then the functions needed to meet them. The process proceeds to detailed design and engineering so the operator can establish whether it can meet contract requirements within the costs. A detailed analysis process includes wind and wave resistance, propulsion, dynamic positioning (DP), harbour mode operations and other factors. The operating environment will also influence choices. Performance in specific conditions is weighted including DP performance in different conditions. Human factors are also added into the design process.
All information is collected and analysed to improve future designs. 3D drawings of the engineroom, accommodation and other spaces are used so that any changes can be incorporated before the building work starts, to avoid incurring extra costs. Testing involves simulation and model tests before proceeding to sea trials. “Information gives further feedback into the design loop for the next design,” he said.
Among Havyard’s recent deliveries was the offshore construction vessel African Inspiration.
Havyard recently secured a contract from Esvagt in Denmark for a multipurpose vessel (MPV) to Havyard’s 832 MPV design. Havyard will also be responsible for the delivery of an equipment package worth more than NKr100 million, including the Havyard Concept Bridge. The vessel will be built at Cemre Shipyard in Turkey and is due to enter into operation with Hess Corp when delivered.
According to Havyard, the 832 MPV is the result of long-term work on the ship’s hull shape, which has delivered improved seakeeping capabilities. “We have developed a vessel that meets the requirements of both the shipowner and the operator of the vessel,” said Havyard’s sales vice president, Gisle Vinjevoll Thrane. He said the contract means much-needed work for Havyard Design & Solutions and Havyard Power & Systems, in addition to several subcontractors in the region. This will be the sixth Havyard vessel contracted by Esvagt.
Work is already underway on the design and work on the ship equipment system packages will commence immediately. The vessel, which will be 81.9m long with a breadth of 17.6m, speed of 15 knots and bollard pull of 100 tonnes, will be delivered in early 2018.
Havyard Group has continued diversifying its activities from its traditional role in building offshore support vessels. “After completion of several expensive prototype projects, substantial cost reductions and restructuring, we are now seeing that the tide has turned,” said the group’s chief executive Geir Johan Bakke, in reporting the group’s first quarter 2016 results.
Mr Bakke said: “We are experiencing positive developments in several of our projects, in particular, in the Havyard Ship Technology business area, where we endured the biggest challenges in 2015. We have three deliveries from Havyard Ship Technology in 2016. All three vessels are currently being fitted out at our Leirvik shipyard, and there is plenty of activity at the shipyard until delivery.” New markets include windfarm service vessels, fishing vessels, and vessels for use in the Arctic and fish farming.
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