For users oF Kongsberg Products and services

01/11...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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tHeMe offshore opportunities

The FULL PICTUREmagazine

FinnisH navY Hunt When You can oFFsHore MarKet norway Leads the WaybP built with robustness

bW oFFsHore Partnering for successbergen grouP First off oFFsHore WorKs an almost impossible task

“skarv has the largest gas processing facility of any FPso.” – tove ormevik, Platform Manager for bP’s skarv FPso

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EDITORIAL STAFFGunvor Hatling Midtbø Kongsberg Maritime, vice President communicationgunvor.hatling.midtbo@kongsberg.comeditor-in-chief

CONTRIBUTORSChristina Fjellstadchristina.fjellstad@kongsberg.com

Saul Trewernsaul.trewern@saltwatercoms.com

Kevin Reeder

Ryan Skinner

MANAGING EDITORS,EDITORIAL PRODUCTION & GRAPHIC DESIGNSAY: PR & Communication

Johs Ensbyjohs@say.biz

Vibeke Larøivibeke@say.biz

Daniel Benito Cortázardbc@say.biz

COVER PHOTODag Kundseninfo@dag-knudsen.com

PRINTINGlinkgrafisk

COPYRIGHTKongsberg Maritime AS

ADDRESSKongsberg Maritime AsKirkegårdsveien 45P.o. box 48no-3601 Kongsberg

norwaytelephone + 47 32 28 50 00telefax +47 32 28 50 10Km.fullpicture.editorial@kongsberg.com

custoMer Features 2 remora: raising the bar

6 nerc: voyage of discovery

8 Finnish navy: Hunt When You can

12 royal australian navy: cool Heads

FPso Features 16 bP: built with robustness

24 bW offshore: Partnering for success

oFFsHore Features 28 offshore Market: norway Leads the Way

34 clean design: offshore vessels go green

r&d Feature 36 siMar: simulating complexity

K-Master 40 bergen group: First off

44 You-centred design

aWards 48 design award success for Kongsberg Maritime

training 50 ocean rig: epic training

52 Full ecdis training

asia Features 54 offshore Works: an almost impossible task

58 sea trucks group: a reliable Partner

custoMer service 62 service that Looks Forward

63 customer support growth in singapore

Kongsberg neWs 64 Less sound, Less stress

01/11THE FULL PICTURE MAGAZINE

the Full Picture Magazine is a magazine for users of Kongsberg products and services. For a complimentary copy of the magazine, please contact Kongsberg Maritime as: km.fullpicture.editorial@kongsberg.com.the Full Picture Magazine is also available in pdf-format at www.km.kongsberg.com

Contents

Seizing Offshore Opportunities

:: As the world’s appetite for oil and gas increases and resources

become more difficult to find, the search for petroleum is moving to

deeper waters and harsher environments. this is driving the need for

larger, more powerful vessels and simulation training and design that

reduces risk during demanding offshore operations. For Kongsberg and

its customers, it is an opportunity to use cutting-edge technology and

collaborative approaches that require new thinking and an influx of

innovation.

the demand for FPsos is increasing. BP’s skarv FPso was built with

the robustness and strength to handle the uncompromising conditions

of the norwegian sea. the conversion of the bW Joko tole is the first

FPso contract in indonesia for BW Offshore, and its first FPso project

completely run from singapore.

another project run from singapore is Sea Trucks Group’s outfitting

of Jascon 18, which will become the deepwater flagship of its fleet of

construction vessels. Offshore Works recently refitted the offshore

stephaniturm, the only dedicated state-of-the-art dynamically Positioned

diving support vessel in Malaysia.

Remora is the company behind a new generation of offshore loading

systems and vessels. remora and Kongsberg Maritime have overcome

major technical challenges to bring the HiLoad dP system to life.

Kongsberg is delivering technology for the Natural Environment

Research Council (NERC)’s rrs discovery. this hi-tech wonder is

designed to be the world’s most advanced multirole oceanographic vessel.

Kongsberg Maritime’s commitment to design that meets the safety and

operational efficiency needs of the oil and gas industry was honoured

with two prestigious awards for design excellence from the norwegian

design council in March this year. innovative design is also behind

Kongsberg’s new K-Master workstation, which allows the seated operator

to control all major systems within easy reach and make quick, critical

decisions, ensuring safe operations. Hareide Design was called in to

collaborate on the K-Master design, and Bergen Group BMV is the first

shipyard to deliver a vessel equipped with this cutting-edge new system.

innovative technology is just as important as innovative design. the

Finnish Navy’s newest fleet of mine-hunters, among the first vessels in

the world equipped with Kongsberg’s Hugin 1000 auvs, are state-of-the-

art in terms of mine localisation technology.

state-of-the-art technology goes hand-in-hand with top-notch,

true-to-life training. Junior officers with the Royal Australian Navy are

getting just that with the upgrade of the Kongsberg bridge simulator at

the navy’s training facility in sydney. While Ocean Rig regularly uses

Kongsberg for ad-hoc training needs, bringing 120 new employees quickly

up to speed in the middle of the construction of three ultra-deepwater

drilling rigs is a different ballgame.

through innovative design and technology, we at Kongsberg are

determined to be a reliable partner that meets the ambitious standards

set by our customers! ::

Gunvor Hatling MidtbøKongsberg Maritime

vice President – communication

tHeMe intelligent enginestHeMe offshore opportunities

2 3

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine

:: On January 27, 2011, the residents Of the island Of

Stord in northern Norway were witness to a re-

markable new species. Despite the word ‘Remora’

being on everyone’s lips, it wasn’t a fish, but a tech-

nological wonder that promises to revolutionise

the offshore loading and unloading of crude oil.

The locals weren’t alone either, their ranks

swelled with representatives from 13 curious oil

companies who had flown in to observe a 20-day

programme of sea trials, both in the confines of

Klosterfjord and in the open sea off Stord. The

outlandish L-shaped vessel all had come to see

shrugged off 2.5 metre waves and 40 knot winds,

moving nimbly around an Aframax tanker, the

SKS Tana. Smoothly hooking itself up to, ma-

noeuvring, rotating and disconnecting from, the

tanker, HiLoad DP No. 1 was enjoying the atten-

tion.

Among those present was Peder Farmen, Chief

Executive of Remora, the company behind a new

generation of offshore loading systems and ves-

sels, of which the HiLoad DP is the first example.

Farmen came to Oslo to meet The Full Picture and

explain, among other things, the company name.

Game changer“The sea trial represents a milestone not only for

Remora, but the entire oil and offshore industry.

HiLoad DP will become a game changer,” claims

Farmen. How so? “It is a ground-breaking solution

for offshore loading into tankers of convenience.

The world has just 60 DP 2 shuttle tankers, as op-

posed to 1,600 regular tankers. Shuttle tankers

are always needed at the field, so they have to

offload to conventional tankers for long distance

transport. This ties up the fleet. But our HiLoad

DP vessel simply converts a conventional tanker

into a DP Tanker.”

The simplicity is impressive, as confirmed

by oil company executives at the sea trials

asking “why haven’t we thought of this be-

fore?” but the benefits are more so, as Far-

men explains: “You can load onto your tanker

of choice and ship a cargo without having to

schedule the vessel’s return, you avoid build-

ing loading terminals both on- and offshore, you

reduce or avoid the use of tugs, and you vent less

NOx because there are fewer loading stages. So,

whether it’s long-haul crude out of West Africa, or

HILOAD, RAISING THE BAR A groundbreaking offshore loading vessel has navigated itself into the oil industry’s comfort zone.

THEME Offshore Opportunities

4 5

The FULL PICTURE magazine 01/11

from Brazil to the Mexican Gulf and China, you will

get improved fleet management and environmen-

tal performance and less need for infrastructure.”

The HiLoad unit connects to any type of tanker,

keeping it at a safe distance from the production

unit during loading. No special requirements or

equipment are required for the tankers. HiLoad is

selfpropelled and easily relocated, and with a DP2

compliant position-keeping system can operate

without assistance from other vessels such as tugs.

Symbiosis And the name of the company? A Remora is a small

‘suckerfish’ that attaches itself to a larger host fish.

They live in symbiosis, the suckerfish feeding off

host leftovers and cleaning it of parasites. See the

highly manoeuvrable, self-propelled HiLoad DP

No. 1 attach itself to a tanker hull using the com-

pany’s suction technology and you quickly get the

picture. Though, unlike the fish, HiLoad can con-

trol the position of its host – any standard oil tan-

ker without thrusters or a DP system of its own.

Remora’s patented HiLoad Attachment System

uses a combination of suction cups and friction

pads to maintain a firm 5,000-tonne grip and a

powerful thruster and ballast system to hold a

tanker in position. It is the foundation for Rem-

ora’s HiLoad DP concept, which promises to bring

more flexibility and efficiency to offshore loading

and unloading.

“It takes time to evolve a concept like this and

bring it to market... but the suction technology

has worked from day one,” says Farmen.

The HiLoad DP No. 1 vessel is itself the result

of a strong technological and organisational sym-

biosis. Built at the Aibel Shipyard in Norway, it

features a wealth of sophisticated technology in

addition to Remora’s. Farmer refers to Kongsberg

Maritime’s Integrated Automation System (IAS)

as ‘the heart of HiLoad’. It integrates Dynamic

Positioning, marine automation, navigation, and a

fire, safety, and emergency shutdown system. The

K-Chief marine automation system alone moni-

tors and controls ballast, power management,

thruster control, machinery and bilge systems.

“It’s an integrated package that works seamless-

ly and is Windows-based for easy use,” explains

Farmen. “We have a long standing relationship

with KOngsberg and a number of their former em-

ployees now work as captains for us. They are the

natural first choice for us on the systems side.”

Challenges of raising the barRemora and Kongsberg Maritime have overcome

a series of major technical challenges and devel-

oped a number of unique processes to bring the

HiLoad DP system to life: “We have enjoyed the

many challenges and mutual expansion of exper-

tise,” explains Farmen.

Some 58 metres tall, HiLoad can handle tankers

from Aframax to VLCC size, and takes just seven

minutes to attach to a hull. However, handling the

massive change in displacement when HiLoad,

with a displacement of 5,300 tonnes, connects to

a tanker with up to 100,000 tonnes was just one

of the challenges that was successfully solved.

The innovative ballast control system uses cus-

tom automatic docking and undocking, based on

predefined sequences of valve and ballast pump

operation, with back pressure automatically con-

trolled via integrated PID controllers.

Another major challenge was the power man-

agement system. This has to cope with the fact

that HiLoad is equipped with three propulsion

engines with shaft generators, all of which must

run in parallel to get enough power on the grid for

the large ballast pumps.

“We have invested eight years and close to $200

million to develop the portfolio, about 80 percent

of it on the design and construction of HiLoad

DP1,” says Farmen. “Just to indicate the level of

innovation involved, when HiLoad was approved

for commercial activities by Det Norske Veritas in

December, it was the first new ship design they

had approved in the last 10 years.”

Into the comfort zone Although initially developed as an offshore load-

ing system for crude oil, Remora’s HiLoad technol-

ogy has given birth to a wide portfolio of solutions,

including import terminals for crude and petrole-

um, turret mooring for FSOs and FPSOs and add-on

propulsion units for semis, barges and tugs. Remora

offers the HiLoad solutions on a time charter basis

complete with crews of four, keeping capital spend-

ing at a minimum and making them financially

attractive for oilfields regardless of short or long

lifespan.

“We built HiLoad DP No. 1 on spec, just to

enter the market. New technology concepts

always experience some adoption time be-

fore they get into the industry’s comfort zone.

But with the success of the sea trials and a

week of demonstrations for potential clients,

we are getting there,” enthuses Farmen.

“With the company turning its focus from inno-

vation, development and construction to commer-

cialisation and operations, my job is getting really

interesting!”

And the maritime industry, from tanker owners

and suppliers to FPSO operators and P&I Clubs,

also seems keen to explore new ground with Rem-

ora’s technology. “We are experiencing a strong

global interest, especially in connection with op-

erations in West Africa and Brazil,” says Farmen,

“and we are now discussing HiLoad DP No. 1 doing

tailored operational tests for major customers, the

first in the North Sea in April and the next off-

shore Brazil in June.”

Remora is also optimistic about landing long

contracts to enable the building of two more

HiLoad DPs: “Our goal is to have a fleet of HiLoad

DPs and to continue the development of HiLoad

vessels with Kongsberg Maritime as a key partner.

Remember, the next vessel will be faster to build

and cost much less, probably about $100 million,”

concludes a clearly confident Farmen. ::

“We are experiencing a strong global interest, especially in connection with operations in West africa and brazil.”Peder Farmen, remora chief executive

• Joined remora in april 2009; 15 years of

shipping and offshore related industry

experience

• Former positions at statoil, and navion

(Managing director of navion shipping

and President of navion inc.) and teekay

(several senior positions)

• served as board member in teekay joint

ventures with statoil and Maersk

• Holds an M.sc. from the university of

Wisconsin and a ba from bi norwegian

school of Management

REMORA CEO & PRESIDENT, PEDER E. FARMEN

remora’s self-propelled docking and offload-

ing terminal with dP.

• accommodates any tanker, from Handymax

to vLcc

• operation at any field, anywhere, any depth

• no modifications needed to tankers

• Parking on FPso between loadings

HILOAD DP

THEME Offshore Opportunities

6 7

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine :: Portrait by Charlotte Nexmark

VOYAGE OF DISCOVERYThe Full Picture met Vicente Carrasco, part of a large multidisciplinary Kongsberg Maritime team helping to move the frontiers of oceanographic research.

:: Vicente carrascO, sales Manager at KOngsberg

Maritime’s subsea Department in Spain, has been

following the contract for the construction of a re-

markable oceanographic research vessel that will

provide a state-of-the-art platform for research-

ers to investigate some of the world’s most press-

ing environmental issues.

The hi-tech wonder is the result of collaboration

between leading scientists, ship designers, a ship-

builder and technologists from the UK, Norway

and Spain. When we meet Carrasco, he had just

left the Freire Shipyard in Vigo, Northern Spain

where the vessel’s first module is now on the slip-

way. His colleagues have already begun engineer-

ing, production and planning of the comprehen-

sive integrated systems package that will be the

‘brains behind the brains’ aboard the ship.

Freire has been contracted to construct the RRS

Discovery, a floating mega-laboratory around a

hundred metres in length and 18 metres wide,

by the Natural Environment Research Council

(NERC), a leading UK research agency.

World’s most advancedThe RRS Discovery is designed to be the world’s

most advanced multirole oceanographic vessel. As

an enthusiastic Carrasco explains: “RRS Discovery

will be able to operate worldwide, from trop-

ics to ice edge, and provide a superbly equipped

platform for researchers to address some of the

world’s most pressing environmental issues.”

Capable of working in high sea-states, it will

complement the work of NERC’s other multi-role

research vessel, the RRS James Cook. The ves-

sel will be packed with 75 million euros worth of

state-of-the-art technology for investigating the

oceans’ role in climate change, mapping sea bot-

tom terrains and exploring unique and undiscov-

ered ecosystems across the planet.

NERC Chief Executive, Professor Alan Thorpe,

underlines the new ship’s importance for the sci-

entific community: “The RRS Discovery will en-

able researchers to make measurements of the

oceans leading to vital evidence regarding cli-

mate change, marine ecosystems and underwater

earthquakes and landslides, which will, in turn,

support our mission to understand the role of the

oceans in the Earth system. I am very pleased that

UK science will continue to have vital world-class

facilities well into the future.”

Hi-tech integration A suite of cutting-edge hydro acoustic instru-

ments is the largest delivery in an integrated pack-

age of Kongsberg Maritime technology (including

hydrographic, fishery research, geophysics, navi-

gation, Dynamic Positioning and CCTV systems)

that the RRS Discovery is being fitted with.

Their benefits are many, as Carrasco explains:

“The hydro acoustics are advanced enough to

identify individual fish species; the manoeuvring

system uses dynamic positioning, allowing the

vessel to remain in exactly the same spot when

underwater vehicles or sensors are deployed. And

the hydro acoustic mapping system produces

large real-time 3D imaging of the seabed, with a

dimension corridor 11,000 metres deep and up to

42 kilometres wide.”

Although Kongsberg Maritime has provided

systems for many advanced research vessels,

the RRS Discovery is in a class of its own with

regard to complexity and systems integration: “It

has involved lots of advanced engineering,” says

Vicente. “The 121-square-metres of laboratory

has space for up to 28 scientists. In dialogue with

NERC, we have created intuitive interfaces that

allow flexible graphic presentation of research

data – so it’s hardly a standard delivery.”

In close co-operation with NERC, high levels of

integration have been developed across the entire

package. “We have become more than a systems

supplier for RRS Discovery, through working

closely with the shipyard and NERC during the

entire project,” comments Vicente. “We are pro-

viding the dedicated project management service

that this type of project demands.”

The collaboration between NERC and Kongsberg

Maritime to develop and integrate systems for

RRS Discovery is an exciting process for Carrasco

and his colleagues: “NERC is a highly advanced

organisation with highly specific needs; they rep-

resent the sort of challenge that brings out the

best in us... that focuses everyone on win-win

knowledge development.”

Kongsberg Maritime can deliver high-level inte-

gration because it is the only supplier with a full

portfolio of maritime systems, from bridge naviga-

tion to biomass monitoring: “The combination of

our integration experience and the interoperability

of our systems gives a shipyard complete confiden-

ce in our ability to deliver,” continues Carrasco.

Multi-disciplinary collaborationAlong with this focus on total solution deliv-

ery, the project also requires multidisciplinary

strength and reach, with people on the ground in

both the UK and Spain. Kongsberg Maritime sales

divisions, along with their local offices in the UK

and Spain, have worked closely together to ensure

success.

“We hold the reigns at the shipyard in Spain

and also collaborate with our units in Aberdeen

and Norway due to the CCTV camera equipment

part of the delivery,” explains Carrasco. “My

counterpart in the UK, Peter Bennett, and his

team take care of first-hand contact with NERC.”

“In conjunction with technically oriented or-

ganisations like NERC, we have developed a

wealth of knowledge on research systems and

integration,” adds Bennett, who is Kongsberg

Maritime Ltd’s Sales Manager Hydrography (UK

and Ireland). “Our experience from previous pro-

jects and close partnership with NERC will en-

sure that the RRS Discovery becomes a highly

sophisticated and effective tool for scientific re-

search.”

KOngsberg also has a solid collaboration track

record with both the Freire Shipyard and Skip-

steknisk AS in Norway, the designers of the RRS

Discovery. Freire has more than a century of ex-

perience in building hi-tech research, offshore,

merchant and fishing vessels. A leader in the de-

sign of sophisticated and noise-reduced research

vessels, Skipsteknisk also designed Discovery’s

sister ship, the RRS James Cook.

As Carrasco explains, “Hull design is important

for good vessel hydrodynamics, which is vital for

avoiding impairing performance of the onboard

hydro acoustics systems.”

A future viewThe RRS Discovery is being built as a high tech-

nology replacement for NERC’s Royal Research

Ship, also named Discovery, which has been in

service since the early 1960s. The new vessel will

be operated by NERC’s National Marine Facilities

Sea Systems, based at the National Oceanography

Centre (NOC) in Southampton, on behalf of the

UK science community.

Although eager to get back to the project, Car-

rasco takes a moment to look ahead: “This project

points to the fact that the research vessel sector

seems to be heading for a boom, both due to the

peak oil situation, the rise in climatic research and

the need to do subsea research prompted by re-

cent earthquakes and tsunamis,” he concludes. ::

• Length of 99.7 metres,

breadth of 18 metres

• delivery summer 2013

• total project cost of

gbP 75 million

Kongsberg Maritime technology and systems

integration delivery contract: noK 34 million.

Components:

• Hydrography – deepwater Multibeam

eM122 (1ºx1º), medium water wideband

Multibeam eM710 (2ºx2º), single-beam

ea600 and for geophysics applications,

sub-bottom profiler sbP120

• Fishery research – simrad eK60 scientific

multi-frequency echosounder

• integration – K-sync synchronising unit

• navigation – K-bridge integrated bridge

system

• dynamic Positioning – K-Pos and c-Joy

with dP1 (aM)

• video – Marine cctv system

• the uK’s main agency for funding and

managing world-class research, training

and knowledge exchange in the environ-

mental sciences.

• coordinates research projects on issues

such as climate change, environmental in-

fluences on human health, the genetic

make-up of life on earth.

• receives around gbP 400 million a year

from uK government’s science budget,

which is used to fund independent research

and training in environmental sciences.

THE RRS DISCOVERY HI-TECH DELIVERY

THE NATURAL ENVIRONMENT RESEARCH COUNCIL (NERC)

THEME Offshore Opportunities

L-R sitting: Robin William, Andrew Jeffries, Ed Cooper from NERC, Michael Alvarez and Maria Taboada from Freire shipyard. L-R standing: Kjetil Aakjesaar, Vicente Carrasco, Jan Haug Kristensen, Miguel Angel Lleches from Kongsberg Maritime, Jorge Martin & Pilar Díaz-Pache from Freire shipyard.Vicente Carrasco, Sales Manager, Kongsberg Maritime Subsea, Spain

8 9

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine :: Photos by Finnish Navy/Intermarine

HUNT wHEN YOU CANThe Finnish Navy’s newest range of mine-hunters – the Katanpää class – is state-of-the-art in terms of mine localisation technology. They are among the first vessels in the world equipped with Kongsberg’s HUGIN 1000 AUVs.

:: they say that Mine-clearing Vessels are the MOst sO-

phisticated and difficult naval vessels to specify

and build, after submarines. Why? “The ship and

its systems have to be shock-proof and at the same

time the ship’s underwater signature has to be low

in terms of acoustic and electro-magnetic emis-

sion,” says Kristian Isberg of the Finnish Navy.

That’s a contradiction, as most of the measures

you would employ to make a ship shockproof,

would also make it noisy. In addition to this com-

plex picture, the mine detection capabilities must

be robust, but with a small footprint.

Add to this contradiction the dual missions of

most mine-clearing vessels. During combat op-

erations, they localise and sweep mines; in peace-

time, they must contribute towards bottom map-

ping and other hydrographic tasks. The two tasks

are related, but require flexibility from suppliers.

Enter KOngsberg. The company has worked close-

ly with the Royal Norwegian Navy for over a deca-

de on the HUGIN 1000 Autonomous Underwater

Vehicles. It was partially because of this naval ex-

perience, and the Finnish Navy’s own performan-

ce tests, that the Finnish Navy decided to select a

range of KOngsberg technologies for the three Ka-

tanpää class mine-countermeasure vessels.

“The system that the Finnish Navy is getting is

absolutely the latest in state-of-the-art. In terms

of area coverage rate and resolution, as well as

navigation accuracy, you can’t do better than this

in one package,” says KOngsberg’s Bjørn Jalving.

Significance to Kongsberg, and to the Finnish NavyWhen the Finnish Navy signed its contract with

Kongsberg Maritime and Kongsberg Defence &

Aerospace for its Mine Hunting Vessel Programme

in May 2007, it was a momentous occasion.

To Kongsberg Maritime, it was a major event for

three reasons:

• “This is the first delivery from Kongsberg Mar-

itime Subsea Division in Horten, where multiple

product lines are represented in the same project,

and fully integrated in a common mine-hunting

system.”

• The Finnish Navy is the first navy in the world

to fully integrate such a complex mine-hunting

system.

• This contract is the first HUGIN AUV contract

for KOngsberg in the naval market outside of Nor-

way.

Since then, Kongsberg Maritime has acquired Hy-

droid, the company behind the REMUS AUVs. The

KOngsberg delivery to the Finnish Navy includes

two REMUS 100 AUVs. REMUS 100 is a man-por-

table AUV, designed for shallow water operations

and can be operated from RHIBs, or reinforced

hull inflatable boats. REMUS 100 has achieved

very good market acceptance and is in operation

for many navies. Hydroid also manufactures the

REMUS 600 AUV, a long range and versatile mid-

range solution. KOngsberg is actively working to

harmonise the HUGIN and REMUS product lines

to provide customers with operational synergies

and strengthened support and a technology base.

Isberg explains how the Finnish Navy set-

tled on HUGIN 1000 from Kongsberg Maritime.

“When thisprogramme was still in the planning

phase, we invited 10 different navies from across

Europe to bring their mine-countermeasure ves-

sels to our waters. “Here we put them through

their paces. Twelve different sensor systems on

eleven different vessels were tested, including

those from leading Norwegian, Swedish, British,

French and Danish companies. What we found

was that some of the systems that excelled in the

Mediterranean and the North Sea didn’t work as

well in our Baltic Sea conditions,” says Isberg.

Finland’s Baltic waters are characterised by

more water layers, with different characteristics,

and extreme bottom temperatures. During the

tests, the Finnish Navy discovered that AUVs, like

HUGIN 1000, performed better than hull-mount-

ed sonar systems.

“the system that the Finnish navy is getting is absolutely the latest in state-of-the-art. in terms of area coverage rate and resolution, as well as navigation accuracy, you can’t do better than this in one package.” Bjørn Jalving, Kongsberg

THEME Offshore Opportunities

10 11

The FULL PICTURE magazine 01/11

Norwegian Navy and FATThe Finnish Navy’s decision to equip its latest

generation of mine-countermeasure ships with

HUGIN 1000 was taken independently of the ex-

periences of the Royal Norwegian Navy, but con-

tact with the Norwegians has provided a valuable

qualifier for the Finns.

“The HUGIN 1000 was demonstrated to us both

in Finland and in Norway,” says Isberg. “User ex-

perience during these exercises, and input from

the Norwegians, was useful to us, though we

didn’t set up any specific studies.”

The contract for the HUGIN 1000 (as well as the

EM 710 multibeam echosounder and HiPAP 500

acoustic positioning system) was formally signed

by Atlas Electronics of Germany, which was a

main supplier. (The Finnish Navy’s main partner

– basically, the shipbuilder – was Italy’s InterMa-

rine.)

“We went to Norway in mid-2010 to take part in

the FAT at Horten together with Atlas Electronics

and InterMarine. We were all satisfied during this

visit that the equipment met the specifications

that we’d made,” says Isberg.

Current statusAs of spring 2011, the first of the Katanpää-class

vessels (MHC Katanpaa) was just entering its sea

acceptance test phase. Isberg expects this testing

to last for three or four months in the Mediter-

ranean, after which the ship will steam for formal

delivery to the Finnish Navy.

The second and third Katanpää-class vessels will

follow the first at approximately six month inter-

vals. The three vessels will enter into the Finnish

Navy as key aspects of its task of ‘Securing the

sea and lines of communication’. Functions in-

clude: Bottom mapping and route survey, harbour

protection, localisation and neutralisation of bot-

tom, moored and drifting mines.

The total price tag for the three Katanpää-class

vessels is 244 million euros, of which approxi-

mately 15 million euros included the systems

from Kongsberg Maritime and Kongsberg De-

fence & Aerospace. “We’re proud to report that

our deliveries have been according to schedule,”

says Jalving. ::

the Hugin 1000 is capable of performing

high-speed surveys with excellent naviga-

tion and payload data quality to a depth of

1,000, 3,000 or 4,500 metres, depending

on the configuration. it can be operated in

either operator-supervised or full autonomous

mode. additional features of the Hugin 1000

include a smaller physical size, while main-

taining the ability to carry several different

types of high performance survey sensors for

synchronised and simultaneous operation.

the Hugin concept allows integration of

alternative sensors for geophysical, search

and inspection purposes, subject to customer

demands.

HUGIN 1000’s commercial applications:

• offshore oil and gas geophysical survey

• inspection of pipelines and underwater

engineering structures

• environmental monitoring

• Hydrography

• Marine research

HUGIN 1000’s naval applications:

• Mine countermeasures – McM

• rapid environmental assessment – rea /

battlespace access

• intelligence, surveillance and reconnais-

sance

the Finnish navy is, along with the

norwegian navy, a pioneer in the use of

long-range auvs for mine-countermeasure

activities. Kongsberg’s Jalving describes three

core reasons that auvs are on the rise for

these activities. they are inherently safer as

personnel can stay outside the minefield, they

have better data quality, and they have the

ability to do fast and efficient operations with

no surface visibility. For these reasons, Jalving

expects auvs to be the dominant means of

conducting mine-countermeasure operations

in years to come.

MORE ABOUT HUGIN 1000

“When this programme was still in the planning phase, we invited 10 different navies from across europe to bring their mine-countermeasure vessels to our waters.” Kristian Isberg, Finnish navy

THEME Offshore Opportunities

The FULL PICTURE magazine 01/11

12 13

:: Developing those skills requires top-notch,

true-to-life training. Royal Australian Navy

(RAN) junior officers are getting exactly that

after the Navy opened a multi-million dollar up-

grade of its bridge simulator training facility at

HMAS Watson in Sydney in March.

At the facility, one of the most advanced naval

training centres in the world, officers use Kongs-

berg Maritime’s computerised bridge simulator

to learn to pilot the next generation of warships.

Scenarios range from simple tasks, such as pas-

sage planning, ocean passage and coastal naviga-

tion, to more complex tasks, including berthing

and un-berthing, precise navigation and close

quarter manoeuvring.

The simulator can run a 24-hour/5-day a week

routine to imitate actual watches at sea and can

be reconfigured to match most of the classes

of ships in the RAN’s current fleet. A ship can

be positioned in any location, be subjected to a

variety of weather conditions, night or day, and

perform dangerous and difficult ship-handling

tasks – without the risks, costs and hazards that

go along with actually being out at sea.

“Over the past 10 years, we’ve seen ship bridges

become fully integrated systems. Because there

is so much information being accepted into the

systems, watch keepers have to be far more alert

to make sure that ‘information in’ is correct and

the end result is good ‘information out’. We have

a good ‘cross check and balance’ procedure in

place to make sure any erroneous information is

detected early and dealt with,” says Commander

Glenn Robinson, HMAS Watson.

“The bridge simulator capability is critical to

delivering the right officers with the right skill

sets to join the bridge of a warship and assimi-

late in a warfare climate quickly and sharply,” he

adds.

Anti-piracy featureThe simulator upgrade delivered to the RAN in-

cluded an anti-piracy feature, one of the latest

and most relevant additions driven by the recent

wave of piracy in the Indian Ocean.

Last year a record 53 ships were hijacked and

1,181 seafarers were captured, the most in any

year since records began, according to Fairplay.

Somalia accounted for 9 out of 10 of the ships

seized in 2010, but now pirates are expanding

their territory and moving closer to India. Western

navies have adopted the ‘deterring and disrup-

ting’ approach. Warships wait in ambush close to

the Somali coastline, intercepting the Somali pira-

te skiffs as they head out on their raids. Merchant

ships with valuable cargoes and crews (in terms

of ransoms), are important targets for the pirates.

Catching pirates operating in the vastness of

the Indian Ocean is no easy task, and the fact

that they have become much more organised and

sophisticated doesn’t make it any easier. Somali

pirates have taken to using radar and Automatic

Identification Systems (AIS) and are equipped

with GPS devices and satellite phones.

The waters off Somalia are busy with local

fishermen and traders, making intelligence vital.

That’s where the simulator’s anti-piracy func-

tionality can play a key role. With this feature,

one can choose the environment (geographical

sailing area) and detect potential dangerous tar-

gets, such as small pirate boats or other typical

pirate vessels, in a relaxed, armed or surrender

situation, which is pre-determined by the in-

structor.

Bridge watch crew can detect, warn and engage

with a suspected pirate vessel. If short warning

shots don’t work, they can sink the vessel or re-

lease RHIBs, reinforced hull inflatable boats that

can go and intercept the suspect vessel.

Both merchant and naval customers, including

the US Navy and the Royal Norwegian Navy, are

using KOngsberg’s anti-piracy feature, which was

launched in 2009.

“Anti-piracy functionality is often requested in

our recent simulator deliveries. It is now com-

monplace to run extensive multi-ship exercises

in order to train navy staff in not just the practi-

cal sides of a hostile situation, but also in how to

work better as a team,” says Anne Voith, Mar-

keting Coordinator for the Simulation & Training

Department at Kongsberg Maritime.

KOngsberg’s merchant customers include the

Dania Beach, Florida-based Simulation, Training,

Assessment and Research Centre (STAR), one of

the world’s largest maritime training facilities.

The captains and crew members going through

simulator training here learn key safety meas-

ures, such as securing doors to prevent pirates

from getting into a control room, activating a

long-range acoustic sound device loud enough to

deter an attacker and spraying a high-powered

fire hose at the pirates.

COOL HEADS Whether manoeuvring a 3,500-tonne warship within 2,000 yards of other ships while under air attack, or closely monitoring a ‘suspect vessel’ on the radar to detect possible piracy, watch keepers on the bridge of a naval vessel must have the right skills to act quickly and accurately, with no room for error.

Article by The Full Picture Magazine :: Photos by Australian DefenceTHEME Offshore Opportunities

The FULL PICTURE magazine 01/11

Training model “The bridge simulator forms the fundamental

training ground in which the Navy’s warfare of-

ficers are identified and groomed to meet the

bulk of the Navy’s middle leadership and opera-

tional manpower requirements,” says Robinson.

“Therefore there is a strong focus on mariner and

warfare skills training for junior officers, advan-

ced navigation courses for specialist officers and

honing all navigation and seamanship’s skills for

our future commanding officers. In addition, a

ship’s command team can utilise the facilities to re-

fresh themselves in all types of operations, inclu-

ding anti-terror and counter piracy modules and

also test the skills of the boat’s crew,” he adds.

The RAN has established the best practice

training policy incorporating theory, simulated

modelling and training models. This approach to

training has been adopted by training organisa-

tions worldwide, including the United States

Coast Guard, the United Kingdom’s Royal Navy,

numerous airlines and most bodies who train

professional officers.

Real-life training using real-life equipment will

become increasingly important given the con-

cern that the shortage of qualified personnel in

the maritime industry could threaten both qual-

ity and safety. Increased risk to personnel and

equipment and related escalating costs is also

raising the demand for simulation technology.

Due to the almost limitless possibilities provided

by simulation, better results can be achieved in a

safer, more efficient manner.

Given that more than 60 percent of the infor-

mation available at any time to bridge personnel

is gathered through visual observation of what

goes on outside the bridge, it is important that

simulation training is highly realistic. KOngsberg

cutting-edge simulator technology uses adapta-

ble 3D-graphics to depict true-to-life vessel mo-

dels and exercise areas. The RAN has access to the

world’s largest library of exercise areas and over

50 special targets.

The RAN has been using KOngsberg simulation

equipment since 1998.

“Nothing will ever replace actual sea time, but

by controlling the environmental conditions – or

the time of day – an instructor can manipulate

the exercise scenario so that it’s the next best

thing,” Robinson says. “These experiences build

watch keepers’ confidence and self-esteem,

especially when an officer is faced with a real

navigation challenge or emergency situation and

responds well.” ::

14 15

In Denmark, the Marstal Navigation School is

also conducting anti-piracy training on KOngs-

berg’s Polaris ship’s bridge simulator. There are

as many as 70 different methods of preventing

pirates from boarding a vessel, none of which

involve having armed security on board. In

simulator training, merchant ships are known as

‘own ships’ and attack vessels, such as skiffs and

dhows, as ‘target ships’. Besides having access to

radar, electronic maps, news and other informa-

tion, the bridge watch crew can also track and

monitor vessel movements using AIS, and the

identity, position, course and speed of the vessel

can be displayed on a screen or an ECDIS.

In simulation training, emphasis is placed on

differentiating between normal and suspect ac-

tivities typical for an area. Ships that behave in

an irregular fashion, staying close to transit cor-

ridors where there is no reason to anchor or fish,

must be monitored closely, as well as vessels that

don’t send AIS signals.

The RAN is still testing out the anti-piracy fea-

ture for future courses and writing the scripts for

the new scenarios. “We are very confident it will

be a great addition to our suite of exercises and

of course align with our ‘Rules of Engagement’,”

Robinson says.

Coveted awardThe challenge facing the two teams in Austral-

ia and Norway was to have two Full Mission

Systems (FMS) installed and ready for use by

January 17, 2011 to allow the RAN to train an

increasing number of navigators and bridge of-

ficers. A loss of the FMS for more than two days

would have had a ‘critical’ impact on meeting

training requirements, while a loss of two weeks

or more would have had a ‘detrimental’ effect to

the throughput of officers entering the fleet, ac-

cording to the RAN.

It was therefore decided to conduct the upgrade

in two phases to ensure that the Navy would

have available at all times an FMS through-

out the installation process. The original system

wasn’t taken off line until the new FMS (and

Partial Mission Systems) had been installed,

tested and accepted.

Not only were the two FMS installed, tested

and accepted by the deadline and on budget, but

the four Partial Mission Systems and ten Desk

Top Simulators were also available for training at

the end of the 12-month project.

The project, which involved close cooperation

between the two teams, identified risks ahead of

time and established mitigation strategies, won

a highly regarded Australian Defence Magazine

High Commendation Award for outstanding Pro-

ject Management Skills.

“The award reflects the professionalism of the

team, both on the RAN and Kongsberg Maritime

sides, that has made the simulator upgrade at

HMAS Watson possible,” says Voith.

“The project was certainly a challenge: there was

an extremely tight schedule, everything had to

be compatible with the existing simulator instal-

lation, and it all had to be achieved with the mi-

nimum of impact on the RAN’s bridge simulator

training. The team has put together a world-class

simulator installation that will benefit RAN train-

ing across a wide range of disciplines,” she adds.

The upgrade will enable Training Authority-

Maritime Warfare (TAMW) to meet the current

and projected simulated bridge requirements,

expected to be upwards of 7,000 hours per year

within the next two years. New fleet acquisitions

such as the Landing Helicopter Dock (LHD) and

Air Warfare Destroyer (AWD) will enter service

in 2014 and beyond, and it is envisaged that

bridge simulated hours will steadily increase to

prepare the new bridge teams to meet the chal-

lenges ahead and get their ships to sea, Robinson

explains.

“the bridge simulator capability is critical to delivering the right officers with the right skill sets to join the bridge of a warship and assimilate in a warfare climate quickly and sharply.” Commander Glenn Robinson, HMas Watson

THEME Offshore Opportunities

16 17

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine :: Photos by Dag Knudsen

BUILT wITH ROBUSTNESSThe world’s largest gas-producing harsh-water FPSO vessel will be well equipped to deal with the uncompromising conditions of its new home in the Norwegian Sea. BP’s Skarv FPSO has been fitted with the strongest-ever mooring system, robust barriers against major accidents and state-of-the-art lifeboats.

:: the clOse tO 300 Metre lOng, 50 Metre wide Vessel

– the largest and most advanced Floating Pro-

duction, Storage and Offloading (FPSO) vessel

to be deployed in the Norwegian Sea – will pro-

duce and store oil and gas from the Skarv field

for more than two decades.

The 37.5 billion Norwegian kroner project has

been a truly global effort. Materials and equip-

ment for the Skarv FPSO have been delivered

from at least 20 countries and all major suppli-

ers, including KOngsberg, Aker Solutions, Vetco,

Technip and Dresser, have been involved.

Samsung Heavy Industries fabricated and

installed the hull and topside, Aker Solutions

designed the topside and hull, SBM Offshore

designed and fabricated the turret and mooring

system and KOngsberg delivered the control sys-

tems for safety and automation.

“This is one of the single biggest projects for

Kongsberg Maritime, involving many differ-

ent divisions – a true Full Picture project in the

KOngsberg spirit,” says Per Hægstad, Senior Pro-

ject Manager, Automation Division, Kongsberg

Maritime. “It’s proven technology, but the sheer

size of the project and the complexity of the

Skarv FPSO were an extra challenge.”

Finishing touchesThe Skarv FPSO was fully assembled in South

Korea and towed to Norway in a voyage that

took about 90 days. Not surprisingly for a vessel

characterised by many superlatives, Skarv had to

be towed via South Africa rather than the Suez

Canal because the flare, measuring 154 metres

from the top to the water surface, was too tall.

Three years after the first steel was cut, Skarv

is now docked at Aker Solutions’ Stord shipyard

on the west coast of Norway while workers put

on the finishing touches. The workers going in

and out of the elevators connected to the gigan-

THEME Offshore Opportunities

Tove Ormevik, Platform Manager for BP’s Skarv FPSO

18 19

The FULL PICTURE magazine 01/11

tic orange-painted vessel look like little Lego

people, and the leisure boats in the fjord like toy

boats.

Pipes and equipment are still partly covered in

plastic, but paintings have already been hung on

the walls of each of the 13 decks of living quar-

ters that can sleep up to 100 people in single-bed

cabins, each equipped with a flat-screen televi-

sion.

KOngsberg delivered the equipment for the

control room, the brain of the FPSO that looks

deceptively normal with its rows of computers

and stacks of papers. “Everything happens from

this room,” says Tove Ormevik, the Skarv FPSO

Platform Manager at BP on duty during a tour

of the vessel.

Next to the control room is the so-called inte-

grated operation room, where Ormevik will head

a team that will deal with emergency situations

that might occur, such as a gas leak or another

ship that’s off course and could be headed for a

collision with Skarv.

State-of-the-art lifeboatsWhile the Skarv FPSO has largely relied on prov-

en technology, the lifeboats are based on new

technology developed through an initiative by

the BP Norge Skarv Project.

Because of the many problems with lifeboats

on the Norwegian continental shelf since 2005,

BP worked with Marintek in Trondheim, Norway

to develop innovative technology and invited

makers of lifeboats to collaborate. The lifeboats

have undergone both simulation and full-scale

testing and are about as robust as you can get.

They can operate safely in 100-year storm con-

ditions.

“This is probably more advanced than rocket

science. A rocket launched into the air doesn’t

face the same challenge as a boat going from air

to sea. The challenge is the sudden high impact,

the slamming loads as it enters the sea and then

keeping it afloat,” says Bjørn Solheim, Process

Safety Engineer at BP.

Each of the state-of-the-art orange lifeboats

can fit 63 people. The manufacturer, Umoe Schat

Harding in Rosendal, has already sold many of

these lifeboats, for example to ConocoPhillips for

Ekofisk and to Eni Norge for Goliat, he adds.

New homeThe FPSO will soon leave the yard on its final

voyage timed for the planned start of production

of the Skarv oil and gas field (discovered by BP

in 1998) in August.

Skarv’s permanent home in the Norwegian Sea,

some 50 kilometres below the Arctic Circle and

220 kilometres west of the Norwegian coast, will

be unforgiving. The Haltenbanken has one of the

most severe environments with waves of up to

30 metres and winds as strong as 40 metres per

second.

“If a FPSO built for calm seas was moved to the

Haltenbanken area, the structure would crack

from fatigue within a year or two,” Solheim says.

The turret-based mooring system will be an-

chored to the seabed at water depths of up to

450 metres. The turret allows the FPSO to rotate

around its mooring according to the direction of

the wind and current, heading into the wind to

reduce environmental forces on the moorings.

The turret is the only thing that stays in place.

KOngsberg delivered the control system for

Skarv’s five thrusters, which help keep the ship

in the right position, and also supplied the safety

and information management systems, the pro-

“this is one of the single biggest projects for Kongsberg Maritime, involving many different divisions – a true Full Picture project in the Kongsberg spirit.” Per Hægstad, Kongsberg’s Project Manager for the skarv FPso

THEME Offshore Opportunities

Per Hægstad, Senior Project Manager, Automation Division, Kongsberg Maritime

20 21

The FULL PICTURE magazine 01/11

cess and subsea control systems and the electric

and marine systems.

“KOngsberg has been involved in everything on

the FPSO that has to do with control and moni-

toring, from the heating and ventilation and the

processes controlling the subsea systems to the

ship’s movement and power station,” says Hæg-

stad.

“It makes sense for the client to have one large

integrated control and monitoring system cover-

ing the entire vessel,” he adds.

Largest-ever turret“What’s unique about the Skarv FPSO is the tur-

ret. It’s physically the world’s biggest,” says Nils

Lilleløkken, BP’s business manager for Skarv.

The turret alone weighs 7,400 tonnes. In fact,

it’s as big as the topside of a fixed platform. Not

only is the turret the largest, but once installed,

it will also have the highest-strength mooring

system. The 15 mooring lines have a fatigue life

of 8 times the FPSO’s 25-year service life. That

equates to 200 years.

The structure of the FPSO and its mooring

lines are designed to survive a total loss of FPSO

power and use of positioning thrusters (so-called

‘black ship’ scenario) in 100-year storm condi-

tions, when the hull is not in its optimal position

with respect to environmental loads.

In other words, if power is cut off to the thrust-

ers and positioning is lost, the mooring system

would be able to withstand loads of more than

5,000 tonnes. That’s more than twice the moor-

ing force used when designing the turret for BP’s

Schiehallion FPSO in the late 1990s.

“The barriers are more robust with more struc-

tural steel and stronger anchor lines compared

with similar FPSOs to make us less vulnerable in

the event of a failure in the heading control sys-

tem,” Solheim says.

ChallengesThe turret presents challenges in terms of its

sheer size. Just how large the diameter can be

(in this case, it’s 17.8 metres) is limited, and the

15 anchor lines, the 10 oil and gas risers and the

3 subsea control system umbilicals must all fit

through this opening, making it very congested.

Another challenge is the swivel technology of

the turret, which is very complex and therefore

increases the chances that something could go

wrong: “The turret is difficult to design, build,

operate and maintain, and it’s very costly,” ex-

plains Solheim.

But given the lack of oil pipelines in the

Haltenbanken area, BP didn’t have any choice

but to use a FPSO with its turret-based moor-

ing system: “If Skarv could have exported oil via

a pipeline, then we probably would have used

a semi-submersible,” says Solheim. “The turret-

based FPSO was the most cost-effective solu-

tion.”

In the early phase of the project, BP also

looked at the possibility of using Sevan Marine’s

unique cylindrical hull-shaped FPSO, which is

also designed for harsh conditions but doesn’t

use a turret or swivel. However, the technology

at the time was still so new that BP decided to go

with proven technology.

THEME Offshore Opportunities

22 23

The FULL PICTURE magazine 01/11

Luckily, there are no icebergs in the Halten-

banken area that BP and its partners in the

Skarv field – Statoil, E.ON and PGNiG – will

have to be deal with. FPSOs operating in areas

with icebergs, like outside of Newfoundland,

are equipped with a quick-release disconnect-

ing turret mooring system to avoid colliding with

icebergs.

Because exporting oil via a pipeline wasn’t an

option, the Skarv FPSO will offload oil to shuttle

tankers, which will collect the oil from the vessel

every 10 days. The gas will be fed to a pipeline

via the Asgard Transport System to Norway’s

Kårstø terminal.

“Skarv has the largest gas processing facility

of any FPSO,” says Ormevik. It has a production

capacity of 19 million standard cubic metres a

day for gas and a production capacity of 85,000

barrels a day for oil. The vessel’s total storage ca-

pacity is 875,000 barrels of oil.

Bright future for FPSOsFPSOs are the favoured option in frontier off-

shore regions, such as Haltenbanken, because

they are easy to install and do not require a local

pipeline to export oil. As oil and gas exploration

moves into deeper waters and more distant loca-

tions, the demand for FPSOs is also increasing.

The number of floating production units has

more than doubled over the past 10 years to 250

from 120 units in 2001, according to a March 28

report by the International Maritime Associates,

Inc. (IMA).

Order backlog, which now stands at 47 units,

will increase the inventory by another 20 per-

cent over the next several years. Overall, the

IMA expects orders for production floaters to

average 24 to 35 units annually over the next

five years, and around 80 percent of the units

will be FPSOs.

“Deepwater fields are among the major sources

of hydrocarbons yet to be found or developed.

While no one knows the full extent of deepwater

potential, the magnitude is undoubtedly huge,”

the report states.

The demand for FPSOs and other floating units

is also being driven by growing global demand

for petroleum, increased offshore exploration

and development spending and oil prices above

$100 a barrel.

While Skarv is predominantly a gas field, oil

will be pumped out first. With oil prices as high

as they are, that could be a good omen for the

Skarv FPSO as it heads off on its final voyage. ::

• 300 metres long, 50 metres wide• 49,000 tonne hull and 7,400 tonne turret• 15 mooring lines• 16 subsea wells• 100 single-bed cabins• 85,000 barrels a day production capacity for oil• 19 million standard cubic metres a day production capacity for gas• 875,000 barrels onboard oil storage capacity

SKARV FPSO IN FIGURES

“the barriers are more robust with more structural steel and stronger anchor lines compared with similar FPsos to make us less vulnerable in the event of a failure in the heading control system.” Bjørn Solheim, Process safety engineer at bP

THEME Offshore Opportunities

Bjørn Solheim, Process Safety Engineer, BP

24 25

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine :: Photos by Eugene Choy

:: the full Picture Magazine was inVited OnbOard

bw Joko Tole, which is currently being convert-

ed at Sembawang Shipyard in Singapore. So far

merely an empty hull, the interior of the vessel

is starting to take shape, and by June the first

topside systems, including an E-House supplied

by KOngsberg, will be installed. After completion

during the first quarter of next year, the FPSO

is contracted to operate until 2022 in the Terang

Sirasun Batur (TSB) fields in Indonesia, which

marks another first for the company.

“This is BW Offshore’s first FPSO contract in

Indonesia. It was signed in June last year with

Kangean Energy Indonesia (KEI), which is an

Indonesian company with primarily Japanese

owners. There are several stakeholders in this

project as the FPSO needs to fulfil all Indone-

sian statutory requirements and fly the Indone-

sian flag. It also needs class approval by both the

Indonesian classification society Biro Klasifikasi

Indonesia (BKI) and by the American Bureau of

Shipping (ABS). The project is subject to a lot of

attention since Indonesia really needs the gas

that we are going to produce,” explains Rolf Nor-

mann, Project Manager for the TSB FPSO project

for BW Offshore.

Choosing to go for a conversion rather than a

newbuilding is the result of both time and cost

considerations. Building a completely new FPSO

often takes too long to meet the delivery time.

However, getting hold of a used vessel in prime

condition overnight is not always straightfor-

ward. Just as BW Offshore was signing the TSB

contract, the Aframax tanker BW Genie was on

its last voyage to Singapore. Just a few weeks

after the contract was signed, the vessel was pur-

chased, cleaned out and ready for its 12-month

upgrade at Sembawang.

Worldwide expansionDuring its 25 years in the industry, BW Off-

shore has grown to become one of the world’s

leading global providers of floating production

services to the oil and gas industry. With the

acquisition of Prosafe Production in 2010, the

company currently has a fleet of 15 FPSOs and

two FSOs. This makes it the second largest con-

tractor of its kind in the world.

“In the past few years, BW Offshore has gone

from being a quite small company to employing

approximately 1,900 people. At the same time,

we have developed from being a pure project-

oriented business to becoming a matrix organi-

sation, meaning that we are now able to run

several FPSO projects simultaneously and bring

in the best competence from across our organisa-

tion for each specific project. This will increase

the capability, quality and efficiency of our op-

erations,” continues Normann.

One result of this organisational change is

closeness to the client. Represented in all the

major oil regions worldwide, BW Offshore re-

cently built up its capacity in Singapore to count

about 250 employees. The TSB project relies on

these new local resources.

“Although we mainly use a local team for this

project, we frequently exchange key resources

and expertise between our offices in Oslo and

Singapore,” says Normann.

Building up the company’s resources in Singa-

pore reflects an outlook for increasing demand

for oil and gas related services in this region.

Market forecasts clearly show that there will be

a higher demand for new FPSOs in the years to

come.

“Traditionally, single hull tankers have been

used for converted FPSOs, and there are not

many of them left in the world. This means that

PARTNERING FOR SUCCESSExpectations are high for BW Offshore’s latest Floating Production, Storage and Offloading (FPSO) unit. BW Joko Tole is not only the company’s first FPSO project completely run from Singapore, it’s also the first time that key parts of the Automation, Control, Engineering and Telecom (ACET) package have been subcontracted to another company. This requires close cooperation with all partners.

THEME Offshore Opportunities

26 27

The FULL PICTURE magazine 01/11

there will be an increase in newbuilding activity

for FPSOs in the near future. In addition, mod-

ern tanker design is typically more optimised us-

ing stronger, thinner and less steel and is there-

fore considered more environmentally friendly,”

explains Normann.

Go for qualityTechnically, there should be few challenges

ahead for the TSB project team because the

FPSO is of moderate size with a storage capac-

ity of 200,000 barrels, a fluids capacity of 7,000

barrels a day and a compression capacity of 340

million standard cubic feet per day of gas. Some

of the excitement lies in the fact that this is the

first time BW Offshore has chosen to leave the

main parts of the ACET engineering to someone

else. Just as BW Offshore was looking for sup-

pliers for the TSB project, KOngsberg was building

up its engineering department and won the bid.

“We spent a lot of time talking to vendors a

year before we even knew if we had won the

project. When choosing vendors, we look at the

totality of what they can offer, such as quality,

price and experience. The package delivery for

this project is quite complicated, so we don’t

just choose the less expensive option. Selecting

KOngsberg as a vendor for this project was a re-

sult of an overall evaluation,” says Scott Bendik-

sen, Deputy Project Manager at BW Offshore.

A first in SingaporeThis is also the first time KOngsberg is delivering

an engineering project completely run from Sin-

gapore. The delivery is an Engineering, Procure-

ment and Construction (EPC) contract for the

ACET-package, meaning that KOngsberg will do

everything from designing the installation and

procuring the necessary materials to construct-

ing parts of it, either by itself or with the help of

subcontractors. This also involves carrying the

risk for the schedule as well as budget.

“This is the first time we have chosen an EPC

contract model for the ACET scope in one of our

FPSOs. Usually we shop around for various parts

from a number of vendors and put it together

ourselves at the shipyard. This time, we’ve let

someone else provide the ACET-package for us.

If this succeeds, we are very likely to continue

using this contracting model when doing these

types of projects in the future,” says Normann.

A strong teamMore specifically, Kongsberg Maritime’s delive-

ry includes design, engineering, manufacturing,

testing and supply of all materials, equipment,

accessories and tools required for the complete

integrated automation control, E-House, electri-

cal hardware and telecommunication systems.

The E-House is scheduled for delivery in the be-

ginning of June and is critical for further deliver-

ies. To be closer to the client, KOngsberg built up

an experienced FPSO team in Singapore for this

particular project.

“We have a good team, and so far we have met

our deadlines,” says Michael Warner, Engineering

Manager for the TSB project at KOngsberg. “There

are many phases in a project like this with many

subcontractors. When the subsystems come in,

it gets really busy with several processes going

on simultaneously. This demands a lot from our

team.”

Closeness is keyKongsberg Maritime now has an office of 127

employees in Singapore, covering its entire

product range, and engineering is a large part of

this. For the TSB project, this means closer con-

nections with the client and the possibility of a

strong partnership between Kongsberg Maritime

and BW Offshore during the busy months ahead.

“The fact that KOngsberg is around when we are

running the project in Singapore is essential to

such a complex delivery containing a number of

interfaces. It would have been very challenging

to use a vendor placed only in Norway for a pro-

ject like this. Closeness is important, and so far

we’ve had excellent cooperation and partnership

throughout the process,” concludes Normann. ::

“this is bW offshore’s first FPso contract in indonesia. the project is subject to a lot of attention since indonesia really needs the gas that we are going to produce.” Rolf Normann, Project Manager for the FPso project at bW offshore

THEME Offshore Opportunities

28 29

The FULL PICTURE magazine 01/11

NORwAY LEADS THE wAYNorway’s proud maritime traditions and innovative spirit have helped elevate its ship owners to world leaders in the market for the most sophisticated offshore vessels.

Article by The Full Picture Magazine

:: “nOrway has a unique cluster Of seafarers, shiP

owners, equipment manufacturers, ship builders

and ship designers that together are at the fore-

front of technological developments for offshore

support vessels,” says Farstad Shipping ASA

Chief Operating Officer Børge Nakken.

“Norwegian ship owners are traditionally

known to have a leading global position when it

comes to the most innovative and sophisticated

offshore vessels,” he adds.

The small Nordic country of 4.9 million peo-

ple has one of the world’s largest fleets of off-

shore service vessels – the second largest after

the United States – as well as a leading position

when it comes to the largest and most advanced

ships.

Bigger and betterToday more than 80 percent of contracts at Nor-

wegian shipyards are for specialised vessels for

the offshore oil and gas industry, according to a

report published in February by Menon Business

Economics, an Oslo-based company offering an-

alytical and consulting services.

Norway’s strong position in the most advanced

segments of the offshore service vessel (OSV)

market is paying off. Petroleum development

and production is moving into deeper and more

exposed waters, driving the need for larger,

more powerful and more complex vessels that

are replacing the simpler vessels designed for

shallow-water wells. At the same time, oil fields

are moving further away from shore, also requir-

ing larger vessels able to carry more cargo during

longer voyages.

A large anchor handing tug supply (AHTS)

vessel today is in the 25,000-35,000 horsepower

range, and a large platform supply vessel (PSV)

has more than 5,000 tonnes deadweight and

more than 1,000 square metre net deck area, ac-

cording to Farstad’s Nakken.

Farstad Shipping, which has a fleet of 58 ves-

sels and four newbuilds, is focusing on the seg-

ment of the supply vessel market that demands

the largest and most advanced tonnage, which is

also where the greatest growth has taken place

in recent years. The Ålesund-based company has

offices in Scotland, Australia, Singapore and Bra-

zil and also has a presence in Angola through a

joint venture.

Nakken says future demand for the different

types of OSVs will vary depending on the type

of oil field development. For subsea installations,

inspection, maintenance and repair (IMR) ves-

sels and offshore construction vessels (OCVs)

will be in demand, while for floating platforms

or platforms sitting on the seabed, AHTS vessels

and PSVs will be in higher demand, he says.

Clean vesselsSafe and efficient operation in the harsh and

demanding conditions that often characterise

deepwater fields is vital. This has put new de-

mands on vessels’ engine capacities, manoeu-

vring capability, deck area, noise level, fuel

consumption, tank capacities, cranes and winch

capacities (for AHTS vessels).

“Building safe work places and environmen-

tally friendly offshore support vessels will be-

come increasingly important. It’s now becoming

more common to build clean design vessels with

double hull and no oil tanks toward the skin, as

well as stricter requirements for emissions,” says

Nakken.

Another challenge that will gain importance

when it comes to offshore support vessels design

and construction is the many different products

the ships have to carry – such as chemicals and

drill fluids used in oilfield production, he adds.

Brazil is catching up“The greatest demand for offshore support ves-

sels in the years to come will be from Brazil, West

Africa and the Far East because that’s where the

biggest growth in offshore oil and gas develop-

ment and production in coming years is expect-

ed,” says Nakken.

While Norway remains the world’s largest off-

shore market, at least for the time being, Brazil is

quickly catching up. Brazil is the world’s fastest

growing offshore market, representing almost 50

percent of new oil discoveries.

About 25 percent of special-purpose vessels

serving the Brazilian continental shelf are al-

ready Norwegian owned. And that figure is likely

to increase, given that Brazilian state-controlled

Petrobras’ need for offshore service vessels is

expected to double to more than 500 by 2020

compared with 254 at present.

The new technologies developed by Norwegian

companies over the past several decades grew

out of a need to profitably develop the country’s

offshore oil and gas fields. Brazil is in the process

of doing the same, but in even deeper waters,

and is now looking to Norway for expertise.

THEME Offshore Opportunities

state-of-the-art diving support vessel

Length: 120 metres

breadth: 23 metres

accommodation: 120 people

SEVEN HAVILA SUPPORT VESSEL OF THE YEAR 2011

30 31

The FULL PICTURE magazine 01/11

operation. Havila’s Chairman Per Sævik won the

Lifetime Achievement Award. The Shipowner of

the Year award went to Bourbon Offshore, also

based in Fosnavåg.

Maritime clustersThe Ålesund region is not alone. It is just one of

nine regional maritime centres in Norway and an

example of increased regional specialisation of

the maritime industry in the country. For exam-

ple, Bergen – part of the Hordaland region – is a

typical maritime city with large ship owners like

Grieg Star Shipping and Odfjell. The Oslo area,

previously dominated by ship owners, is now a

leading maritime financial centre offering finan-

cial, legal, classification, insurance, charter, de-

sign and management services to the shipping

industry.

These maritime clusters, whether in the Oslo or

Ålesund area, have increased competition, while

also allowing the companies within the differ-

ent market segments to benefit from the broad

knowledge base within each cluster. This has

given the companies a competitive edge as they

move far beyond the waters of the North Sea to

offshore markets in other parts of the world.

It’s difficult to put an exact figure on the num-

ber of Norwegian owners of offshore service

vessels because some are small, one-vessel

businesses. There are about 27 large Norwegian

owners of offshore service vessels and numerous

other small companies, according to the Norwe-

gian Shipowners’ Association.

Norway’s offshore vessel owners have also

been helped by high oil prices and high invest-

ment by oil companies, which led to a boom in

new orders of all types of vessels until the global

financial crisis hit in 2008. The price of crude and

investment levels of oil companies will also influ-

ence the future of these companies.

“As of today there is an oversupply in the off-

shore support vessel market. How this will be in

the future is difficult to say. Much will depend on

the oil price and consequently the development

and production budgets among the oil compa-

nies,” Nakken says. ::

“norway has a unique cluster of seafarers, ship owners, equipment manufacturers, ship builders and ship designers that together are at the forefront of technological developments for offshore support vessels.”Børge Nakken, Farstad shipping asa chief operating officer

THEME Offshore Opportunities

NO

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THE LARGEST OFFSHORE MARKETS

*

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“Brazil is a difficult market to enter, but it has

huge potential once you’re in,” says Rune Nors-

eng, Regional Director for Brazil and Canada at

INTSOK, an organisation of Norwegian oil and

gas partners. “There are already many Norwe-

gian offshore equipment and technology com-

panies in Brazil, and Norwegian ship owners are

well established over there.”

Humble rootsMany of the Norwegian ship owners who are

now world leaders in building and equipping the

most technologically advanced offshore service

vessels – whether for Brazil or other markets –

have humble roots in small fishing communities

along the country’s coast. Their ability to in-

novate enabled them to seize early on the new

opportunities that opened up when Norway dis-

covered oil in the North Sea in 1969.

“When the oil came to Norway, fishing vessel

owners saw a market opportunity. The offshore

oil and gas industry needed boats that could tol-

erate rough seas, high waves and harsh weather

conditions,” says Oddmund Oterhals, Research

Director Logistics at Møreforsking Molde AS, a

research institute located in Molde on the west

coast of Norway.

“A trawler is a bit like an offshore vessel, both

in terms of appearance and functionality, so they

were able to transfer their competence from fish-

ing to offshore vessels,” he adds.

Decades ago ship owners in the port city of

Ålesund on Norway’s west coast rebuilt their

fishing vessels to serve the fledging oil and gas

industry. Now their offshore vessels are among

the biggest and the best in the world.

Ålesund’s leading positionThe Ålesund region has Norway’s largest con-

centration of owners of offshore service vessels.

The region is home to 19 offshore ship owners

who together own about 200 vessels.

These companies are Farstad Shipping, Bour-

bon Offshore, Havila Shipping, Olympic Ship-

ping, Island Offshore, Rem Offshore, Trico Sup-

ply, Remøy Management, Remøy Shipping,

Remøy Rederi, Neptune Offshore, Hagenæs

Shipping, Golden Energy Offshore, Uksnøy &

Co, Aries Offshore Services, P&O Offshore Ser-

vices, Volstad Shipping, Volstad Maritime and

Sanco Holding.

The Ålesund area, like other regions in Norway,

also makes OSVs that are among the world’s most

advanced. More than 75 percent of the world’s

large high-tech offshore vessels are designed

there, while about 40 percent of the world’s most

advanced offshore fleet is controlled by the re-

gion’s ship owners, giving the region the status

of Norwegian Center of Expertise – Maritime be-

cause of its strong global position and strength

in innovation.

This status also became evident when the cov-

eted Offshore Support Journal Awards were an-

nounced in London in February, with companies

from the Ålesund region winning three of the

four top awards. Havila Shipping – based in Fos-

navåg, not far from Ålesund – along with Subsea

7, shared the award for Support Vessel of the

Year, which is given to the owner, designer and

builder of an offshore support vessel delivered

in the past year that has set an industry bench-

mark through innovative design and efficient

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e.no

FAR

STA

D S

HIP

PIN

G A

SALo

cati

on: Å

lesu

ndO

wne

rshi

p: F

arst

ad S

hipp

ing

curr

ently

co

nsis

ts o

f 4

who

lly-o

wne

d op

erat

ing

com

pani

es in

Nor

way

, Sco

tland

, Aus

tral

ia

and

Sing

apor

e. It

als

o ha

s ow

ners

hip

inte

rest

s in

tw

o jo

int

vent

ures

, one

in B

razi

l (5

0/50

) an

d th

e ot

her i

n A

ngol

a (4

9/51

).Fl

eet:

The

fle

et c

onsi

sts

of 3

2 A

HTS

ve

ssel

s, 2

4 PS

Vs,

2 s

ubse

a ve

ssel

s an

d 4

new

build

s.w

ww

.far

stad

.com

ISLA

ND

OFF

SHO

RE

GR

OU

PLo

cati

on: U

lste

invi

kO

wne

rshi

p: T

he Is

land

Off

shor

e G

roup

is

priv

atel

y ow

ned

and

the

maj

ority

sh

areh

olde

r is

Isla

nd O

ffsh

ore

Ship

hold

ing

LP, w

hich

is jo

intly

ow

ned

by t

he U

lste

in

and

Chou

est

fam

ilies

on

a 50

/50

basi

s.Fl

eet:

The

gro

up h

as a

fle

et o

f 17

op

erat

ing

vess

els,

incl

udin

g PS

Vs,

AH

TS

vess

els,

Sub

sea

Cons

truc

tion

Vess

els

and

Ligh

t W

ell I

nter

vent

ion

Vess

els.

It a

lso

has

seve

ral v

esse

ls u

nder

con

stru

ctio

n.w

ww

.isla

ndof

fsho

re.c

om

AR

IES

OFF

SHO

RE

SER

VIC

ES A

/S

VO

LSTA

D M

AR

ITIM

E A

S

VO

LSTA

D S

HIP

PIN

G A

S

HA

VIL

A S

HIP

PIN

G A

SALo

cati

on: F

osna

våg

Ow

ners

hip:

Par

tner

ship

with

PA

CC

Off

shor

e in

Sin

gapo

re.

Flee

t: T

he c

ompa

ny o

pera

tes

27 v

esse

ls,

incl

udin

g PS

Vs,

AH

TS v

esse

ls a

nd re

scue

- an

d re

cove

ry v

esse

ls. I

t ha

s 2

new

build

s.w

ww

.hav

ila.n

o

OLY

MP

IC S

HIP

PIN

G A

SLo

cati

on: F

osna

våg

Ow

ners

hip:

Oly

mpi

c Sh

ippi

ng A

S w

as

foun

ded

in 1

996

by c

apta

in S

tig R

emøy

and

B

jørn

Kva

lsun

d. T

he O

lym

pic

grou

p of

co

mpa

nies

is p

rivat

ely

owne

d an

d th

e fo

unde

r is

the

mai

n sh

areh

olde

r.Fl

eet:

The

com

pany

has

a f

leet

of

18 O

SVs,

in

clud

ing

4 ne

w b

uild

s, 1

rese

arch

ves

sel,

1 kr

ill v

esse

l and

2 m

oder

n de

ep s

ea t

raw

lers

.w

ww

.oly

mpi

c.no

REM

OFF

SHO

RE

ASA

Loca

tion

: Fos

navå

gO

wne

rshi

p: R

em M

ariti

me

AS

was

foun

ded

in 1

996

with

Åge

Rem

øy a

s ow

ner a

fter

a

spin

-off

fro

m a

fam

ily c

ompa

ny. R

em

Off

shor

e A

SA a

nd R

emøy

Fis

keris

elsk

ap A

S ar

e th

e m

ain

com

pani

es fo

r the

off

shor

e an

d fis

hery

act

iviti

es.

Flee

t: R

em O

ffsh

ore

has

10 v

esse

ls in

op

erat

ion,

con

sist

ing

of 4

MPS

Vs,

5 P

SVs

and

1 A

HTS

/ R

OV

ves

sel.

The

com

pany

al

so h

as 4

PSV

ves

sels

und

er c

onst

ruct

ion.

ww

w.r

em-m

arit

ime.

no

NEP

TUN

E O

FFSH

OR

E A

S

REM

ØY

MA

NA

GEM

ENT

AS

REM

ØY

SH

IPP

ING

AS

NORW

AY’S

LARGEST O

WN

ERS

OF O

FFSHORE S

ERVIC

E V

ESSELS

Nor

weg

ian

owne

rs o

f of

fsho

re s

ervi

ce v

esse

ls a

re s

prea

d th

roug

hout

dif

fere

nt r

egio

ns, w

ith

the

Åle

sund

reg

ion

hous

ing

the

larg

est

conc

entr

atio

n. T

he f

ollo

win

g re

pres

enta

tion

is

bas

ed o

n a

list

of t

he la

rges

t N

orw

egia

n ow

ners

of

offs

hore

ves

sels

fro

m t

he N

orw

egia

n Sh

ipow

ners

’ Ass

ocia

tion

, wit

h a

few

add

itio

ns. I

t is

dif

ficu

lt t

o pr

ovid

e an

exa

ct li

st b

ecau

se

of t

he n

umer

ous

smal

l com

pani

es, i

nclu

ding

one

-ves

sel o

wne

rs. S

eism

ic v

esse

l ow

ners

, suc

h as

Pet

role

um G

eo-S

ervi

ces,

TG

S an

d EM

GS,

hav

e no

t be

en in

clud

ed. C

ompa

nies

th

at a

re h

eadq

uart

ered

ove

rsea

s bu

t ha

ve o

ffic

es in

Nor

way

, suc

h as

Sub

sea

7, h

ave

also

not

bee

n in

clud

ed

Sour

ce:

Nor

weg

ian

Ship

owne

rs’ A

ssoc

iatio

n an

d co

mpa

ny w

ebsi

tes.

List

of

acro

nym

s:

AH

TS

– A

ncho

r Han

dlin

g Tu

g Su

pply

Ves

sels

CSV

– C

onst

ruct

ion

Supp

ly V

esse

lsIM

R –

Insp

ectio

n, M

aint

enan

ce, R

epai

rM

PSV

– M

ulti

Purp

ose

Supp

ly V

esse

lsO

SV –

Off

shor

e Se

rvic

e Ve

ssel

sP

SV –

Pla

tfor

m S

uppl

y Ve

ssel

sR

OV

– R

emot

ely

Ope

rate

d Ve

hicl

es

TR

OM

SØ R

EGIO

N:

TRO

MS

OFF

SHO

RE

AS

AR

END

AL

REG

ION

:

CEC

ON

ASA

DEE

P S

EA S

UP

PLY

MA

NA

GEM

ENT

AS

GD

V M

AR

ITIM

E A

S

“K”

LIN

E O

FFSH

OR

E A

S

TR

ON

DH

EIM

REG

ION

:

TAU

BÅT

KO

MPA

NIE

T A

S /

BO

A

OFF

SHO

RE

AS

BER

GEN

REG

ION

:

DO

F A

SALo

cati

on: S

tore

bøO

wne

rshi

p: T

he D

OF

fleet

is o

wne

d by

th

e fo

llow

ing

com

pani

es: D

OF

ASA

, N

orsk

an O

ffsh

ore,

DO

F Su

bsea

AS,

DO

F In

stal

ler A

SA a

nd A

ker D

OF

Dee

pwat

er A

S.

DO

F M

anag

emen

t AS

is re

spon

sibl

e fo

r the

m

anag

emen

t of

ves

sels

ow

ned

by t

he D

OF

grou

p an

d ot

her s

hip-

owni

ng c

ompa

nies

.Fl

eet:

DO

F ha

s a

fleet

of

70 v

esse

ls, b

oth

part

ly a

nd w

holly

ow

ned,

con

sist

ing

of 2

3 A

HTS

ves

sels

, 22

PSV

s an

d 25

CSV

s,

incl

udin

g ne

wbu

ilds.

It a

lso

owns

45

RO

Vs.

ww

w.d

of.n

o

FOR

LAN

DS

RED

ERI,

ELLE

N

NO

RTH

SEA

SH

IPP

ING

AS

OC

EAN

TEA

M S

HIP

PIN

G A

SA

GC

RIE

BER

SH

IPP

ING

AS

Loca

tion

: Ber

gen

Ow

ners

hip:

GC

Rie

ber A

S is

a p

rivat

ely-

owne

d co

mpa

ny w

ith t

hree

bus

ines

s ar

eas:

in

dust

ry, s

hipp

ing

and

prop

erty

.Fl

eet:

GC

Rie

ber S

hipp

ing

owns

6 a

nd

oper

ates

7 a

dvan

ced

mul

tifun

ctio

nal

spec

ial p

urpo

se v

esse

ls. I

t al

so h

as 2

su

bsea

IMR

/CSV

new

build

s an

d 1

IMR

ne

wbu

ild. G

C R

iebe

r Shi

ppin

g al

so o

wns

65

% o

f Arm

ada

Seis

mic

, whi

ch o

wns

1

high

-cap

acity

sei

smic

ves

sel a

nd h

as 1

ne

wbu

ild.

ww

w.r

iebe

r-sh

ippi

ng.n

o

SATO

R O

FFSH

OR

E M

AN

AG

EMEN

T A

S

STA

D O

FFSH

OR

E M

AN

AG

EMEN

T A

S

KR

IST

IAN

SAN

D R

EGIO

N:

SIEM

OFF

SHO

RE

AS

Loca

tion

: Kris

tians

and

Ow

ners

hip:

Sie

m O

ffsh

ore

was

est

ablis

hed

as a

sta

nd-a

lone

com

pany

in J

uly

2005

fo

llow

ing

a sp

in-o

ff f

rom

Sub

sea

7 In

c.Fl

eet:

It h

as a

fle

et o

f 45

ves

sels

, inc

ludi

ng

2 th

ird-p

arty

ves

sels

ope

rate

d th

roug

h a

pool

agr

eem

ent.

Nin

e of

the

ves

sels

are

un

der c

onst

ruct

ion.

The

fle

et in

clud

es

AH

TS v

esse

ls, P

SVs

and

othe

r sup

port

ve

ssel

s.w

ww

.sie

mof

fsho

re.c

om

VIK

ING

SU

PP

LY S

HIP

S A

SLo

cati

on: K

ristia

nsan

dO

wne

rshi

p: V

ikin

g Su

pply

Shi

ps A

S (V

SS)

is o

wne

d by

Kis

tefo

s A

S. It

is a

lso

the

maj

ority

sha

reho

lder

in R

eder

i AB

Tr

ansa

tlant

ic in

Ska

rham

n Sw

eden

. SB

S M

arin

e Li

mite

d is

a w

holly

-ow

ned

subs

idia

ry o

f VSS

, and

Vik

ing

Bar

ges

DA

is

man

aged

and

ope

rate

d by

Vik

ing

Supp

ly

Ship

s.Fl

eet:

The

com

pany

has

a f

leet

of

6 PS

Vs.

ww

w.v

ikin

gsup

ply.

com

VA

RA

DA

MA

RIN

E A

S

OSL

O R

EGIO

N:

OFF

SHO

RE

HEA

VY

TR

AN

SPO

RT

AS

STA

VA

NG

ER R

EGIO

N:

GU

LF O

FFSH

OR

E N

OR

GE

AS

MEL

ING

& C

O A

S

SIM

ON

MØ

KST

ER S

HIP

PIN

G A

S

TAN

AN

GER

OFF

SHO

RE

AS

HA

UG

ESU

ND

REG

ION

:

EID

ESV

IK O

FFSH

OR

E A

SALo

cati

on: B

ømlo

Ow

ners

hip:

Eid

esvi

k O

ffsh

ore

ASA

is t

he

pare

nt c

ompa

ny o

f th

e Ei

desv

ik g

roup

.Fl

eet:

Eid

esvi

k O

ffsh

ore

oper

ates

25

vess

els,

incl

udin

g 4

unde

r con

stru

ctio

n,

with

in t

he s

uppl

y, s

ubse

a an

d se

ism

ic

surv

ey s

egm

ents

.w

ww

.eid

esvi

k.no

ØST

ENSJ

Ø R

EDER

I AS

Loca

tion

: Hau

gesu

ndO

wne

rshi

p: P

rivat

e co

mpa

ny e

stab

lishe

d in

197

3.Fl

eet:

A f

leet

of

31 v

esse

ls, i

nclu

ding

10

OSV

s. T

he o

ther

ves

sels

are

tug

s.w

ww

.ost

ensj

o.no

SOLS

TAD

OFF

SHO

RE

ASA

Loca

tion

: Sku

dene

shav

nO

wne

rshi

p: S

olst

ad O

ffsh

ore

owns

abo

ut

56.4

% o

f N

OR

Off

shor

e Lt

d. in

Sin

gapo

re.

Flee

t: T

he f

leet

con

sist

s of

48

fully

ow

ned/

join

tly o

wne

d an

d le

ased

ves

sels

as

wel

l as

2 ve

ssel

s un

der c

onst

ruct

ion.

It a

lso

has

2 ne

w b

uild

s in

Nor

way

, inc

ludi

ng 1

CS

V a

nd 1

LN

G P

SV.

ww

w.s

olst

ad.n

o

TRIC

O M

AR

INE

GR

OU

P /

DEE

PO

CEA

N

34 35

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine

OFFSHORE VESSELS GO GREENOil majors are fuelling the push for offshore service vessels with the CLEAN DESIGN class notation, and port authorities are adding further incentives by offering reductions in fees for ships with low emissions.

Although the notation is very positive in terms

of reducing the impact of shipping on the envi-

ronment there is too little focus on actual energy

efficiency in CLEAN DESIGN today. “The DNV

CLEAN and CLEAN DESIGN notations (or any

other regulation) do not require the vessel to be

operated in the most energy efficient and envi-

ronmental way,” Dale says.

To ensure that the use of energy and fuel

is kept to a minimum, the company launched

the Solstad Green Operations (SGO) campaign,

which can reduce the fleet’s fuel consumption by

as much as 20 percent.

Solstad also aims to be the first shipping com-

pany to provide climate-neutral services, mean-

ing emissions are reduced to a minimum through

SGO, they are documented and published and

the remaining CO2 emissions are compensated

for through the purchase of emission credits.

“Several major clients are very interested in

this arrangement. We’re currently working on

different potential contracts, although no firm

contract has been signed yet,” says Dale. The

arrangement will cover one or more vessels per

contract/client and will cover compensation for

engine carbon emissions to the air,” he explains.

“The focus must be on how to operate with a

minimum of energy. Solar power is not relevant

as it gives too little power. Heat recovery and LNG

engines may be the future,” concludes Dale. ::

:: OVer a decade agO, OslO-based det nOrsKe Veri-

tas (DNV), one of the world’s four largest ship

classification companies, created the so-called

CLEAN and CLEAN DESIGN voluntary environ-

mental class notations as a way to award owners

and operators who choose to design and oper-

ate their ships in an environmentally sustainable

manner. The aim is to reduce the emissions from

each vessel so that the overall environmental

burden from shipping is reduced.

Now more than 650 ships sailing around the

world carry the DNV CLEAN or CLEAN DESIGN

notation, in addition to another 450 newbuilds,

bringing the total to over 1,100. Roughly half of

these are offshore vessels.

“One of the reasons there are so many offshore

vessels with CLEAN or CLEAN DESIGN is that

major oil companies are requiring that offshore

vessels have these notations to charter them,”

says Atle Grønlie, Senior Approval Engineer at

DNV.

Port fee reductionsPort authorities are also catching on to the clean

ship trend. Many ports, including Amsterdam,

Rotterdam, Oslo, Hamburg, Bremerhaven and

Vancouver, are offering a reduction in port fees

for vessels that can prove they have low emis-

sions, Grønlie explains.

Spain has also recently issued a ‘Service In-

struction’, in which substantial deductions in

port fees can be granted to vessels that produce

reduced amounts of residues due to their en-

vironmental management system, their design,

the equipment on board, and their operational

conditions.

CLEAN DESIGN, which applies in principle to

all types of vessels, reduces a ship’s environ-

mental impact from air emissions, sea discharges

and accidental damage to its hull.

This protective design covers systems for pre-

venting accidents and limiting their consequenc-

es, including fuel tank protection from ground-

ing damage; handling of cargo, sewage, bilge,

garbage, ballast water and fuel oil; environmen-

tally friendly antifouling; combustion machinery

emissions; use of refrigerants; and Inventory of

Hazardous Materials for crew awareness and re-

cycling of the ship.

CLEAN versus CLEAN DESIGNThe CLEAN notation sets limits on nitrogen ox-

ide and sulphur oxide emissions from ship ex-

hausts identical to the levels stipulated in An-

nex VI of the International Convention for the

Prevention of Pollution from Ships (MARPOL),

which entered into force in 2005.

Ships that have the DNV Class notation CLEAN

DESIGN have more stringent levels for emissions

to the air and discharges to the sea than what

either the International Maritime Organisation

(IMO) or most flag states require. The CLEAN

DESIGN notation must comply with additional

requirements compared with the CLEAN nota-

tion, including design requirements for avoiding

and limiting the consequences from accidents.

Examples of additional requirements for CLEAN

DESIGN versus CLEAN are:

• Double hull protection of oil tanks

• Navigational aids

• Alternative propulsion

• Inventory of hazardous materials /

‘Recyclable’ notation

• Compliance with the Ballast Water

Convention

• Stricter requirements for discharge of bilge

water

• Water lubrication or bio-degradable

lubrication in stern tube

• Maximum sulphur content in fuel oil 2.5

percent worldwide

• Sewage treatment plant

• Stricter requirement for the leakage

of greenhouse gases

New criteriaThe DNV rules for CLEAN DESIGN will be up-

graded with new criteria from July 1 2011.

The main changes will be:

• The class notation no longer requires that

the vessel holds the Class Notation E0

or OPP-F

• Sewage: All grey water shall be treated in

addition to black water

• IHM/Recyclable: Compulsory only for

CLEAN DESIGN

• Stern tube lubrication: Only water lubrica-

tion or bio-degradable lubrication

• Sulphur content: 2.5 percent sulphur

worldwide

• Bilge water and sludge: Type Approval

by DNV of the 5 ppm oil water separator

and minimum capacity of the bilge water

tanks

• Garbage: Food waste not to be discharged

into the sewage treatment plant

• Double hull protection: Oil tanks with capac-

ity below 10 m3 can be located in the double

bottom provided that the total capacity of

these unprotected tanks will be less than

40 m3

• Cold Ironing: Added optional requirements

to electrical shore side connections as alter-

native to low sulphur in port

Solstad and climate-neutral shipsSolstad Offshore ASA, one of Norway’s largest

suppliers of offshore vessels, says 18 of its 48

fully and joint owned vessels meet the CLEAN

DESIGN notation as well as the two vessels it

currently has under construction.

“We are using only CLEAN DESIGN as this is

the most stringent regulation. It’s anticipated

that the market will demand CLEAN DESIGN

vessels in the future,” says Tor Inge Dale, Envi-

ronmental Engineer at Solstad Shipping AS, the

operating company for Solstad Offshore.

GreenDP®

Kongsberg has developed a unique dynamic

positioning (dP) control system (greendP®

control), which reduces fuel consumption,

and hence also co2 emissions, by as much as

20 percent. the greendP® control secures

the vessel, allowing it to stay within a speci-

fied area of operation. this new approach

is based on forecasting the vessel’s motion,

rather than acting on present conditions,

using a method called ‘nonlinear model pre-

dictive control’, which optimises the predicted

vessel offset against the use of thrusters. by

doing so, small and short-term disturbances

that do not force the vessel out of its opera-

tional boundary are ‘filtered out’. this allows

for very smooth control, dramatically lower-

ing peak loads and significantly reducing the

wear and tear on thrusters.

NOx reductions

some modern dP vessels are equipped with

catalysts to reduce nox emissions. due to

operational requirements (dP class 2 and 3),

more thrusters and generators must be run-

ning than what is necessary for actual weath-

er conditions. class 3 operations requiring

switchboards to be isolated from each other

are especially demanding. the vessel must be

able to handle the worst-case single failure,

typically the loss of one switchboard.

under normal weather conditions, this means

that diesel generators often run at very low

loads. as a consequence, exhaust tempera-

tures become so low that the catalysts do

not work. nox reductions can be achieved by

running one switchboard on higher loads and

others at lower or idle loads. Kongsberg

has developed a special control strategy,

which minimises nox by optimising the com-

bined fuel consumption and nox emissions.

by only minimising nox emissions, fuel con-

sumption will be too high. experience shows

that a reduction in nox emssions of more

than 45 percent can be achieved. the reduc-

tion will come at the expense of 5 percent

higher fuel consumption.

KONGSBERG INITIATIVES TO MAKE A CLEANER DP SHIP

NOxCLEAN and CLEAN DESIGN: Tier II

SewageCLEAN: Treatment/holding tankCLEAN DESIGN: Treatment of grey water included

Reduced risk of spillEmergency responseCLEAN DESIGN: Double hull and side for tanks containing oil

RecyclingIHM/Recyclable

ResponsibilityDesignated officer

GarbageSorting and managing

BilgeCLEAN DESIGN: Type approval 5ppm oil

Ballast waterCLEAN: Treated or exchangedCLEAN DESIGN: Treated

Collision RiskCLEAN DESIGN: Navigational aids and redundant propulsion

SOxCLEAN: 3.0% S WorldwideCLEAN DESIGN: 2.5% worldwide.Both: 1.0% in ECA and harbour 0.1% at berth in EU

VOCCargo vapour control

RefrigerantsGlobal warming potential

Based on latest rules issued January 2011

THEME Offshore Opportunities

36 37

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine

:: iMagine a scenariO: an ultra large crude carrier is

manoeuvring in a tight harbour when an engine

fails. No reason to panic. However, the helmsman

was injured the day before, so the captain has to

handle a lot of extra information – too much. A

combination of factors like this can have unex-

pected and catastrophic consequences.

At any hour of the day there are vessels at

sea encountering critical, unexpected situations.

Most crews are well trained and 99.9 percent

of the time there is no collision, no oil spill, no

grounding. However, the complexity of shipping

and maritime operations is increasing exponen-

tially and it is common for bridge crew to have

to manage factors like steering capabilities, green

shipping regulations, traffic, alternative routes,

weather conditions and fuel economy simultane-

ously as they navigate from port to port.

The use of simulators to train crews for critical

situations and reduce accidents is becoming in-

creasingly common. However, rapid technological

development often leaves designers of simulators,

and the learning scenarios they use, scrambling to

keep up. To remedy this, Kongsberg Maritime’s

simulation & training unit has created a user-

directed research programme to take simulator

training to the next level.

Training for seafarers “We have used our market and operational com-

petence in combination with our simulator hard-

ware and software expertise to provide high

quality training for seafarers since the seventies,”

comments Terje Heierstad, Kongsberg Maritime’s

Product & Technology Manager for Simulation &

Training. “Technology has developed fast and we

are now offering incredible degrees of realism, so

we are keen to push development of the learning

aspects and human factors in simulation training.”

The SIMAR (Simulation of Demanding Maritime

Operations) programme is a bold attempt to com-

bine state-of-the-art simulator technology with

cutting-edge knowledge of human behaviour to

improve simulation training for demanding and

risky maritime operations. There is currently very

little research in this field, so the project brings to-

gether leading R&D expertise from Chalmers Uni-

versity of Technology in Sweden and the univer-

sities of Vestfold and Oslo in Norway to explore

new ground for the maritime industry.

Risk and costMarius Imset, leader of the Faculty of Technol-

ogy and Maritime Science at Vestfold University

College (HiVe), explains: “Knowledge of how new

information technology and instrumentation can

contribute to increased safety and efficiency

within the maritime sector is a priority area for

us. In our research on how human factors work

together with technology and organisational fac-

tors, the use of advanced simulators provides new

and exciting possibilities.”

One of the people heading the research project

at Vestfold University College (HiVe) is Professor

Kjell Ivar Øvergård, an expert on human-machine

interaction. “If we can use simulators to improve

SIMULATING COMPLEXITY

A groundbreaking R&D programme will use cutting-edge psychological insight to push the maritime training envelope. The Full Picture Magazine met Professor Kjell Ivar Øvergård to get a fix on the human factor.

THEME Offshore Opportunities

38 39

The FULL PICTURE magazine 01/11

training by just 1 percent, the number of unex-

pected situations crews will be able to handle suc-

cessfully will be huge, due to the sheer number of

man hours aboard vessels on a worldwide basis,”

says Øvergård, who underlines that the cost of

safety and training is nothing compared with the

cost of an accident.

The SIMAR programme aims to assess the ef-

fect of simulator training, both in the simulator (in

terms of specific learning objectives) and during

actual maritime operations (in terms of reduced

risk, accidents and costs, and more efficient oper-

ations). However, as Øvergård is painfully aware,

measuring the effect of training is immensely dif-

ficult: “This type of training is usually done for

specific situations and technologies, which means

it is difficult to generalise the results. The military

has done lots of research on training for high-risk

scenarios but it is not directly transferable to the

commercial shipping industry; we can only em-

ploy some principles.”

The human factorToday, the success or failure of simulator train-

ing depends on the quality of the psychological

teaching principals used and the psychological

data integrated in the simulator software – the

human factors. This is about understanding the

nature of human capability and the way we relate

to the world around us, and applying this to the

design, development and deployment of systems

and services.

As a specialist in work and organisational psy-

chology focusing on the experience and execu-

tion of control in human-technology systems,

Øvergård applies refined theoretical understand-

ing from cognitive and ecological psychology

as well as cognitive systems engineering. Asked

to distill this down for the layman, he explains:

“Grasping how the mind works – how we per-

ceive, understand and experience things, how

we learn and develop – is of vital importance for

designing successful work environments, organi-

sations, technology and social relations... and the

interfaces between them. If we are to support the

people at the sharp end of the business we have

to know how people think and act.”

Throw technology at it!As future organisations and systems become in-

creasingly complex and efficiency and financial

requirements get tougher, one solution can be to

throw technology at it. But according to Øvergård,

more technology is not always purely a blessing.

“Consider the consequences of implementing

new automated flight control technology aboard

airplanes in commercial aviation in the 1980s.

Accidents and several critical incidents occurred

because the pilots did not know what the systems

were doing. If you change the technology used,

you also change the work processes themselves

and the learning needed to cope with them. The

challenge is therefore to design new interfaces that

present information in new ways that are possible

for human operators to understand and use.”

On the plus side, explains Øvergård: “By taking

complex situations and running them as scenarios

in a simulator, we can not only train staff to han-

dle critical situations but also help to improve the

technical interfaces onboard vessels and to design

maritime control rooms that enable people to do

their jobs more efficiently. Consequently, the col-

laboration between KONGSBERG and the R&D

work at HiVe provides a sound basis for develop-

ing maritime systems and organisations that are

both safer and more effective and eco-friendly.” ::

• Project completion Q1 2013

• budget of noK 11.4 million (Kongsberg

Maritime 55 %, the research council of

norway 45 %).

• 2.73 million noK used to purchase Fou

services from vestfold university college.

• 1.2 million noK used to purchase Fou

services from university of oslo and

chalmers university, respectively

THE SIMAR (SIMULATION OF DEMANDING MARITIME OPERATIONS) PROGRAMME

THEME Offshore Opportunities

40 41

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine :: Photos by playfilms

:: bergen grOuP bMV is One Of the three units in the

shipbuilding business of the Bergen Group and a

leading supplier of state-of-the-art specialised

vessels for the oil and offshore industries.

The shipyard delivered the offshore constructi-

on vessel Fugro Symphony to Fugro in early May.

The 130-metre long, 24-metre wide vessel has a

handling tower for the installation of sophisti-

cated equipment to be installed on the seabed

with the help of a remotely operated vehicle. The

average market value for an offshore construc-

tion vessel is roughly 700 million to 900 million

Norwegian kroner.

“Bergen Group BMV has chosen KOngsberg to

deliver integrated solutions, dynamic positioning

(DP) systems and automation for many years ba-

sed on price and technical content,” says Terje Sju-

marken, Managing Director of Bergen Group BMV.

KOngsberg also supplied all the control and

monitoring systems for the Fugro Symphony,

such as the automation for the ballast, alarm,

thruster control, DP, and Independent Joystick

systems in addition to critical sensors including

GPS, HIPAP High Precision acoustic system, and

the Seapath system. The K-Master was the key-

stone.

“Now that we put everything on the chair, the

operator doesn’t need to move to control all the

different systems,” says Stein-Roar Veberg, Pro-

ject Manager at Kongsberg. “Everything is an

arm’s length away.”

Good timingThe timing was good. The K-Master, which can be

delivered to all types of ships using DP systems,

came onto the market just as Fugro Symphony

was being built. The decision to add K-Master was

taken after talks with Fugro, the ship’s owner.

“We wanted to get the most modern and best

equipment for the ship. The K-Master will make

life easier for the operator because everything is

integrated into the chair,” says Sjumarken.

The first KOngsberg DP system was installed on

one of Bergen Group’s vessels in 1991. But the rel-

ationship between the two companies goes back

even further, to 1986, when the first fish-finding

equipment from KOngsberg was delivered.

That’s the same year Sjumarken began his ca-

reer with Mjellem & Karlsen Verft, a shipyard

that specialised in research, seismic, fishery

and offshore vessels. The yard went bankrupt

in 2002 and was bought up by Magnus Stange-

land in the first of many acquisitions that led to

the formation of Bergen Group, earlier known as

Bergen Yard Holding.

Bergen Group has transformed itself from a

traditional shipbuilding yard to an offshore and

technology-based industrial group. The group,

whose shipbuilding activities date back more

than 100 years, delivered the world’s largest

FIRST OFFBergen Group BMV is the first shipyard to deliver a vessel equipped with Kongsberg’s new K-Master workstation, which allows the seated operator to control all major systems within easy reach and make quick, critical decisions, ensuring safe operations. This is just one of 10 such projects in the pipeline for Kongsberg.

seismic vessel in 2007. Last year, the two new-

building yards in Bergen Group delivered a total

of five state-of-the-art offshore vessels to inter-

national customers.

Most advanced“We try to stay within the most advanced seg-

ment of the offshore market,” says Sjumarken.

“We will need oil for many decades to come and

companies are going to newer places and more

harsh environments to try to find it, including

further north like Greenland and the Barents

Sea, as well as in deeper waters. This means the

challenges are becoming even greater.”

Bergen Group BMV is well positioned to meet

those challenges because it focuses on the mar-

ket segment that is the most in demand, namely

large, state-of-the-art ships. Ships are becoming

larger and more advanced to meet the challenges

of oil and gas exploration in the coming decades.

The same trend is true for seismic vessels, which

need to use more and longer cables to explore

more effectively in larger areas.

“The new generation of offshore construction

vessels will typically be about 150 metres long

and 30 metres wide,” explains Sjumarken. “The

hull of Fugro Symphony was built in Poland and

outfitted at Bergen Group BMV’s yard. BMV has

built most of its hulls in Poland, as well as some

in Turkey, and is also looking into Ukraine,” he

says.

Challenges“The high cost level in Norway compared to the

international market is a challenge for us. Our

competitive strength is that we’re able to offer

the market a top-quality product at the agreed

delivery time. In order to do so, we are depend-

ent on innovative sub-contractors that can pro-

vide us with leading technology from their re-

spective areas. KOngsberg is a good example of

this,” continues Sjumarken.

Following the delivery of Fugro Symphony on

May 3, there will be a gap before the hull for the

next new build arrives to be equipped and out-

fitted at the Bergen Group BMV yard in March

2012. In the meantime, the company will focus

on ship repair work and conversion work. “We’re

working on a lot of projects so the next few years

look promising. We’re submitting bids for three

or four large offshore new build projects and are

comfortable with the outlook for the yard – both

in the short term and in the long term,” he says.

The order book for the shipbuilding operations

of Bergen Group stood at 4.3 billion Norwegian

kroner at the end of last year, up from 3.6 billion

a year earlier. The order book at the end of last

year consisted of eight vessels, mainly construc-

tion vessels and anchor handlers, as well as two

cruise ferries.

“We’re working on a lot of projects so the next few years look promising. We’re submitting bids for three or four large offshore new build projects and are comfortable with the outlook for the yard – both in the short term and in the long term.” Terje Sjumarken, Managing director of bergen group bMv

THEME Offshore Opportunities

Terje Sjumarken, Managing Director, Bergen Group BMV

42 43

The FULL PICTURE magazine 01/11

seated at the K-Master, the operator is at the centre of a hub of information, giving him com-plete awareness of all situations at all times. the workstation consolidates the five- to six-metre console into one operator chair and uses touch-control technology, which is replacing mechani-cal switches in bridge applications, except for in critical operations.the chair’s two armrests contain touch-control panels, multi-function split screens that display pop-up menus from a series of stored menus that the operator can select, a joystick, buttons for emergency stop and safety override and thruster command levers.the dynamic Positioning systems controller calculates the force exerted by the thrusters/propellers in order for the vessel to remain on station. it can work in several modes, including high-precision control for any weather condition, relaxed control for calm weather and green dP® control for minimum power consumption, which is applicable to all weather conditions.operators can perform key operations on one screen, while viewing relevant information on the other and have a full overview of machinery,

support systems and situational information. the workstation is user friendly and colour coded so that the operator knows what to press and what not to press. the levers, controls and displays all are located with intuitive and logical operations in mind to reduce operator fatigue, while increasing op-erational awareness. the ergonomic design is important because an operator may need to sit at the chair for 3 hours at a time, working 12-hour shifts.the design of the workstation is also important for safety reasons, especially in stressful situa-tions, because operations where vessels work in harsh offshore conditions can be both difficult and dangerous.Without a K-Master, an operator would be using different computers and different systems with bigger bridges and consoles to fit all the com-puters. if the operator needed to get out of his chair or lean forward to check something on a different computer, those few seconds his atten-tion is elsewhere could make a big difference. the K-Master solves that problem.the K-Master has been designed to meet strict

industry standards for the bridges of offshore service vessels (osvs), which often work under demanding conditions. osvs are unique because they have a fore bridge and a fully operational aft bridge. the fore bridge has equipment used for the ship’s navigation, while the aft bridge is used for ship handling and support when the vessel is near structures or performing tasks like anchor handling, diving operations and con-struction work at sea.Kongsberg already has a product on the market for the forward bridge known as the K-bridge. the new K-Master, considered to be the most advanced aft bridge system solution on the mar-ket, means Kongsberg can now offer a complete bridge solution for osvs.“ship owners have started investing more money in a captain’s working environment, which goes hand-in-hand with safety,” says stein-roar veberg, Project Manager at Kongsberg.“We’re focusing on the offshore service vessel market, but we hope to expand by adding the K-Master to all the vessels we supply in the fu-ture,” he adds.

THE CENTRE OF THE HUB

This year has already started out well for the

group’s shipbuilding business, which has landed

contracts for another three ships, these ones be-

ing multi-purpose vessels. Bergen Group BMV’s

yard lies near other companies in the shipping

and oil and gas industries in the Bergen region

on Norway’s west coast; one of the country’s

maritime clusters of expertise built up through

centuries as a seafaring nation. ::

“now that we put everything on the chair, the operator doesn’t need to move to control all the different systems. everything is an arm’s length away.” Stein-Roar Veberg, Project Manager at Kongsberg

THEME Offshore Opportunities

MAY2011

JUNE2011

SEPTEMBER2011

OCTOBER2011

JANUARY2012

MARCH2012

JUNE2012

SEPTEMBER2012

Bergen GroupBMV NB 166(ROV/OCV)

Kleven Maritime NB 344(PSV)

Kleven Maritime NB 345(PSV)

HavyardNB 102(PSV)

Kleven MaritimeNB 349(PSV)

YuexinShipbuilding

YX3138(AHTS)

HavyardNB 106(PSV)

Kleven MaritimeNB 346(PSV)

Kleven MaritimeNB 350(PSV)

Kleven MaritimeNB 347(PSV)

• one of three units in the shipbuilding business area of bergen group, which also includes bergen group Fosen and bergen group shipdesign• Previously known as bergen Mekaniske verksted• 270 employees• established in 2002 with traditions that date back more than 100 years

• a maritime industrial group focusing on the offshore industry and advanced vessels• 1,700 employees• established in 2007 after a series of acquisitions• earlier known as bergen Yard Holding• delivered world’s largest seismic vessel in 2007• Listed on the oslo stock exchange in 2008• Four business areas: 1. shipbuilding 2. Maritime service 3. offshore 4. technology

BERGEN GROUP BMV FACT BOXBERGEN GROUP FACT BOX

KONGSBERG K-MASTER PROJECTS IN THE PIPELINE

44 45

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine

YOU-CENTRED DESIGNTechnology and functionality have a way of growing. Unfortunately this trend doesn’t always benefit the user. Kongsberg Maritime is working to ensure that users’ needs are at the heart of new technology development. Here’s how we are doing it.

:: siMPlificatiOn. if yOu had tO bOil dOwn Much Of the

work going on these days in product develop-

ment at Kongsberg Maritime into one word, that

would be it. We’re talking about simplification

akin to the iPhone – that is, the products may

not be simple, but they should feel simple and be

intuitive to operate.

Innovative within a conservative industry“We’re trying to be innovative within a conserv-

ative industry,” says KOngsberg’s Thor Hukkelås,

who has led the company’s cutting-edge work on

K-Master and user-centred design.

It is very important to be on the same team

as the classification societies. Kongsberg Mari-

time has worked closely with Det Norske Veritas

(DNV) to expand the scope for meeting rules,

and even for promoting changes in rules.

“K-Master challenged class quite a bit. We

studied the notes for aft bridge operations,

called NAUT-OSV, very carefully, and challenged

areas, when we felt it was necessary. We had a

very positive dialogue with DNV, which resulted

in the approval of many of the suggestions for

design changes that we had,” says Hukkelås.

A user-centred designer on putting you in the centreIt’s important to note that user-centred design

isn’t a new technology; it’s a philosophy, and a

new way of thinking about tasks.

In Designing for Situational Awareness, here’s

what Endsley, Bolte and Jones have to say:

“Document what information operators need

to perform their job and how the operator in-

tegrates or combines information to address a

particular decision.”

The Full Picture asked Hukkelås for his com-

ments describing how user-centred design

works. Here’s what he said:

“Simplicity is at the heart of what we’re try-

ing to achieve. We are constantly trying to strip

down functionality to what is really needed in-

stead of adding more and more ‘nice to have’

functions. We focus on the 20 percent of the

functions that are used 80 percent of the time.

“Today’s situation is such that there’s a large

gap between the vast amount of data that is pro-

duced and presented to the user, and the infor-

mation that is really needed by the user. We are

trying to close this information gap by design-

ing systems for maximum Situational Awareness

(SA).

“Basically, SA is being aware of what is hap-

pening around you and understanding what that

information means to you now and in the future.

Systems designed to achieve maximum SA sup-

port decision making and thus increase the per-

formance of the user.

“We are trying to change the focus from boxes,

systems and equipment to function, information

and operation.

“In an alarm scenario, for example, your first

task must be to bring the operator’s heart rate

down, make him or her feel like he or she is in

control of the situation.

“All computerised systems have a tendency to

grow and gain functions until you lose sight of

the main task that is supposed to be supported.

“We’re focusing on adapting user functions to

their operational context and building function-

ality across traditional bridge activities in order

to support the operation that the vessel is built

for. We think about what is actually needed to

support the vessel as a tool for performing, for

example, an anchor-handling operation.

“Anyone who has worked with software devel-

opment has seen that user interaction and the

human-machine interface is tacked on at the end

of the process. We’re trying to include it from

the start of the design process.

“Onboard computer systems are designed to-

day to present information or provide control.

I believe the next wave of systems will support

decisions.

“There’s a spiral of development where the user

is in the centre all the way: We design a little,

build a little, test a little and learn a lot.” ::

THEME Offshore Opportunities

“We’re trying to be innovative within a conservative industry.” Thor Hukkelås, Principal engineer Marine operations business development Kongsberg Maritime

46 47

The FULL PICTURE magazine 01/11

The first step in the design process is un-derstanding the user. Kongsberg Maritime undertook numerous interviews with users of advanced operational systems. Here’s an example of some of their feedback.

Keeping it SimpleFeedback from a user on dPs 112, the new Kongsberg seatex gPs-based position reference system:“the system has the good looks of a high-end audio product and beauty is not skin deep for when you turn it on the enjoyment continues. “the menus and graphics are simple, easy to navigate and graphically impressive.“Like a star nFL quarterback, the 112’s good looks come with seemingly effortless perfor-mance.”

Feedback from a user when he saw ebird for the first time: “You see that it will work just by looking at it.”

“it is not a secret that my favourite dynamic Positioning systems manufacturer is Kongsberg Maritime. Why? because, despite the fact that their dP systems run off common Windows-based desktop computers, they aspire to the apple model of good design, intuitive graphic interfaces and reliability. their systems just work.”

Information“information is key. the more we know, the bet-ter we can control it.”“no information is dangerous.”

Emergency shutdown systems and Fire & Gas systems“esd is horribly confusing on drillships. We need a visual presentation.”“esd is scary – better not to touch it.”“emergency teams mark up a ga drawing to mark temperatures and know what’s been done. 3d could be faster.”

Alarms“audio alarms are distracting and tiring. Loud noises lead to irritated and angry operators.”“When the screen is filled up with alarms, the operator just has to pick out some using gut instinct.”

Human-Machine Interface (HMI)“today there are too many buttons and too much text.”“i have trouble with reading text in stressful situations. it must be self-explanatory.”“use pictures instead. We think with our spine.”“We don’t read manuals.”

A dream solution“Like an iPhone. it must be easy to navigate.”“see 3d with ducts and valves, like csi.”“automatic is always good – when it works.”“remove all the trash and keep it simple.”

FEEDBACK FROM USERS

WHAT’S WRONG, WHAT CAN BE DONE AND WHAT WILL LOOK BETTER FROM THE USER’S PERSPECTIVE

:: ”design is abOut cOMMunicatiOn,” starts einar ha-

reide, founder and leader of Hareide Design. “It

communicates function, origin and quality. Our

design goal has been to simplify, peel away all of

the superficial artifacts and present something

interesting and beautiful.”

Hareide Design was called in by Kongsberg

Maritime late in 2008 to collaborate on the de-

velopment of a new aft operator’s chair (what

would become K-Master). The company had

worked with KOngsberg since 2004 and brought

with it experience from leading massive design

projects at the likes of Saab and Mercedes.

The Full Picture Magazine met the two princi-

pal designers behind this collaboration to under-

stand the processes and thoughts behind such

successful industrial design projects.

HumilityHareide and his designer colleague Høiby indi-

cate that the start of such a project involves hu-

mility for the expertise of others and openness

to new impulses and users’ needs.

“There are a number of skills involved in the

picture, including the engineers, designers,

product managers and others. It’s important that

we communicate that we’re not designing for the

client, but designing together with them. You

need to show humility for the different skills

around the table,” says Høiby.

Influences for the Kongsberg Maritime K-Master

project came from many directions, but the desig-

ners were quick to note that users now expect high

technology. “Officers use an iPad at home, and

they’re expecting to see the same kind of functiona-

lity on their offshore vessels at sea,” says Høiby.

During the concept phase, the designers devel-

oped a number of different ideas, then reduced

them to a few final options to present to the cli-

ent. The final design was one inspired by the

company’s past work on KOngsberg’s AutoChief

systems. It features very stylistically clean

shapes, widening circles and carefully machined

edges. “It’s most reminiscent of Bang & Olufsen

hi-fi stereos from the 80s – clean and beautiful,”

says Høiby.

FunctionAt the root of Hareide Design’s work was always

the end user: “We kept in mind that the user

spends 80 percent of his time on 20 percent of

the total functionality. It’s important to see how

we radically streamlined the interface for the

user,” says KOngsberg’s Thor Hukkelås, who has

lead the company’s work on K-Master and user-

centred design.

K-Master features basically five separate le-

vers. From a production standpoint, this is a

huge improvement, and the virtuous upshot is

that users prefer to deal with fewer controls.

Many additional functionalities (those rarely

used) were hidden or subordinated. Simple ef-

fects – like hiding the seat adjustment buttons

under an armrest and putting some settings

into sub-menus on the touch screens – radically

clears clutter from the user’s perspective.

“We started by asking users about their dream

scenario, and then listened carefully. Then we

made a strategic decision to make a few things

far better than on other such systems, rather

than making everything just a little better,” says

Høiby.

FinalisingHundreds of sketches went into a project like K-

Master. By the time Hareide Design’s work was

done, there was a single prototype. This proto-

type then became the plaything for engineers,

who have been involved in, and dreaming of,

how to realise the shared vision from the start

of the process.

“KOngsberg operates with a pretty strict philos-

ophy: six months after showing a prototype, the

product should be on the market,” says Høiby.

“That deadline pressure creates a special kind of

motivation. Our final sketch was basically ready

for production.”

Today Hareide Design is working with KOngs-

berg on the next step of the same process – con-

verting the philosophies that inform the K-Mas-

ter aft bridge into a navigation bridge solution.

It’s another chance to combine beauty with util-

ity. ::

FROM SAAB TO OSVKongsberg Maritime partners with leading industrial design company Hareide Design – a house with roots at Saab and Mercedes-Benz – in order to ensure our systems offer industry leading ergonomics and useability. Einar Hareide and colleague Magne Ekerum Høiby discuss what makes a user-oriented design process a success.

THEME Offshore Opportunities Article by The Full Picture Magazine :: Photos by Magne Ekerum Høiby / Hareide Design

What’s wrong with the current situation What can be done to improve the situation What will a better situation look like

users are flooded with too much information, and lose mastery over the situation.

incoming signals and information are combined in more intuitive graphic user interfaces (gui).

users can obtain an understanding of the situ-ation at a glance and query the system where necessary.

users need to criss-cross the bridge consulting screens to create a cohesive picture of the situ-ation.

traditional stand-alone systems are brought to-gether in one unified operator interface, acces-sible at multiple points.

users can get what they need in one place, or from any place with a display.

in an alarm situation, many buttons and indicators start flashing. Heartbeats race, without a sense of what can be done.

design of systems should strive to bring down the heartbeat of the user in an alarm situation.

rather than presenting problems, an operating system presents a diagnosis and a few courses of action to redress the situation.

technology is built around what is possible, not around what users want or need.

take the product design focus on human-ma-chine interface from something done at the end of the process, to something done at the start.

consoles provide what the user wants and needs, with as much functionality as they might need under the covers.

a technology is not, or is hardly, used until it is sold to its first customer, and that customer takes it into operation.

new interfaces are developed rapidly, tested against real users, and redeveloped if needed – prior to first customer delivery.

a technology has demonstrated its user-friendli-ness and performance through several iterations before a customer starts using it.

the number of systems and sensors effectively hide the current status of the ship from the op-erator.

systems are created to provide users with an ac-curate picture of the ship’s status.

users have an immediate understanding of the state of the ship, and get support for future decision-making.

EMOTIONAL VALUES

AESTHETICAL VALUES

FUNCTIONALITY

TrustPride

Brand Knowledge

What are the users feeling when using KM products?

Essential and significantPrecision in all details

Quality materials

Which identity elements are equal in all KM products?

Intuitive, safe, logical, efficient interactionGood usability

Good construction

What are KM’s functional values?

YOU-CENTRED INSPIRATIONS

48 49

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine

:: KOngsberg seatex was giVen an award fOr de-

sign Excellence in the Industrial Design Category

for its eBird seismic streamer control system,

while Kongsberg Maritime Simulation received

the Award for Design Excellence in the Interac-

tive Design category for its new Offshore Ves-

sel Simulator Instructor System. eBird was also

nominated for the highest award of the day, the

Honours Award, as one of four candidates.

Both awards reflect Kongsberg Maritime’s com-

mitment to design and to meeting the safety and

operational efficiency needs of the oil and gas

industry, as exploration and production takes

place in deeper waters, much further from land.

eBird Seismic Streamer Control SystemKOngsberg’s eBird is a novel bird concept for lat-

eral, vertical and roll streamer control in marine

seismic acquisition that enables fault tolerant

and efficient multi streamer steering by employ-

ing a wide range of innovative and patented

technological solutions.

“Our in-house designers and engineers worked

with a team from Inventas in Trondheim to de-

velop eBird in response to requests from the

industry for enhanced seismic streamer control.

They succeeded in this goal and to be recognised

by the industry through the system’s grow-

ing acceptance. The Norwegian Design Council

Award for industrial design excellence is a strong

acknowledgement and a great inspiration for fu-

ture innovation and development endeavours,”

comments Gard Ueland, President of Kongsberg

Seatex AS.

Offshore Vessel Simulator Instructor SystemCollaboration was also important in Kongsberg

Maritime Simulation’s win in the Interactive De-

sign category, as the KOngsberg Offshore Vessel

Simulator Instructor System was developed in

conjunction with Norwegian design company

Halogen in order to meet the oil and gas indus-

try’s demand for simulator training to raise skills

and reduce risk during demanding operations.

The awards jury had the following to say about

the system:

“This PC application is used to prepare, imple-

ment and evaluate computer-simulated exercises

for maritime offshore operations. Simulation ex-

ercises like these require a lot of the instructor.

Large quantities of information have to be dis-

played at once, and extensive changes must be

made quickly. A new tool with industry-leading

usability was required.

“The KOngsberg training simulator creates a re-

alistic training environment where maritime per-

sonnel can practice demanding offshore tasks.

A good tool is needed to plan training events,

adjust them along the way and review the events

retrospectively. Instructors’ needs have been the

focus of the development project.

“The tool is designed around real training;

it is easy to construct the main scenarios and

straightforward to add a wealth of detail. The

user interface utilises the familiar Windows

screen components as well as customised fea-

tures. The frame itself is muted and draws at-

tention to the training content, which can be

extremely complicated if required. To train crew

and officers, instructors need an expert tool that

renders the situation at sea realistically. This do-

main is extremely complex. KOngsberg has taken

up the challenge and has built a clear, powerful

tool for offshore simulation.”

Kongsberg Maritime Product Manager for the

Offshore Vessel Simulator, Geir Lilje adds: “We

are honoured to have won this prestigious award.

The new Instructor System offers a broad range

of functionalities and a user interface that is

unique in the simulator world. The award reflects

our commitment to modern design and innova-

tion, while recognising the improved possibility

for users to create and assess advanced exercises

on demanding operations at sea.”

The Award for Design Excellence is a leading

award for design in Norway and is given to both

manufacturers and designers that have cooper-

ated on the development of new products. ::

DESIGN AwARD SUCCESSKongsberg Maritime received no less than two prestigious awards for design excellence from the Norwegian Design Council during this year’s annual Design Day. The awards are an important recognition of the company’s focus on design.

THEME Offshore Opportunities

50 51

The FULL PICTURE magazine 01/11THEME Offshore Opportunities Article by The Full Picture Magazine

:: arne JacObsen, assistant rig Manager inVOlVed in

building Ocean Rig’s four ultra-deepwater drill

rigs at the Samsung Heavy Industries shipyard

in South Korea, has a bewildering list of key

responsibilities. He has to liaise with the ship-

yard and vendors to prepare the ships for op-

eration, while always keeping an attentive eye

on site safety, environmental impacts and emer-

gency preparedness – which means being well

acquainted with national and international laws

and regulations.

As if this isn’t enough, Jacobsen is also inti-

mately involved in organising the training pro-

gramme that Kongsberg Maritime is running for

the rig crews: “I have been involved in negotiat-

ing the training packages with KOngsberg and co-

ordinating this with our commissioning activity

to ensure that we also have necessary personnel

on site at any given time,” he explains, adding

that: “this reflects just some of my responsibility

for the prepping of the ships for operation.”

Fast track training...Although Ocean Rig regularly uses KOngsberg for

ad hoc training needs, the task of bringing 120

new employees quickly up to speed in the mid-

dle of the rig construction period is quite a dif-

ferent ballgame. In autumn 2010, Jacobsen be-

gan a close collaboration with KOngsberg’s global

operations training manager, Nils-Ivar Pedersen.

After an initial phase training the marine and op-

erational personnel for the first rig, Corcovado,

the duo began meeting weekly to tailor more

comprehensive training packages for the three

rigs still under construction.

“We need to man up six to seven months be-

fore we take delivery of a rig. And all personnel

have to be trained while they are participating

in the commissioning, getting to know the ves-

sel and the equipment onboard,” says Jacob-

sen, who underlines that getting four 40-strong

crews, many of them new employees, on the

same page at the same time is a major challenge.

“Pulling off 75 courses for electrical, technical

and marine crew during a really intensive pe-

riod requires enormous coordination. We need a

steep learning curve in order to deliver on time

and budget – it’s a real fast track!”

Pedersen confirms, especially with newbuild

rigs and many staff new to KOngsberg’s technol-

ogy, that this tight cooperation is essential for

creating a good planning horizon and succeed-

ing with tailored training for the equipment on-

board.

... for tailor-made successThe duo’s solution is a complete package of

training carefully tailored to Ocean Rig’s ambi-

tious rollout plan for the four rigs. As there are

many new hires, Jacobsen also wants to gather

the crews as part of a team building process. All

the marine crews, for example, train together in

a three-week module, getting to know one an-

other while getting up to speed on technical and

operational aspects.

As Pedersen explains, KOngsberg’s training pro-

grammes are module based, allowing course par-

ticipants to take part in training that is tailored to

their needs: “We have a lot of different training

modules in Kongsberg Maritime. Many clients

want roughly half of the same core modules and

the rest of the training adapted to their specific

needs. Consequently, we offer modules that the

instructor can mix and match into a complete

training package.”

What are the key elements of successful train-

ing? Jacobsen is unequivocal: “We need as-

sured quality and in-built flexibility. KOngsberg is

highly committed to its training services and has

had them certified by Det Norske Veritas, so the

quality is excellent. KOngsberg’s flexibility means

that we get tailored training packages, plus dif-

EPIC TRAININGAt the Samsung Heavy Industries shipyard in South Korea, three gigantic vessels are emerging to join their predecessor Corcovado. Their epic names – Olympia, Poseidon and Mykonos – are appropriate both for sixth generation ultra-deepwater drill rigs and the training challenges they pose. ferent training options, like simulators, and a

range of training facilities to choose from, like

their Korean centre at Busan, which is conveni-

ently located for the shipyard.”

Hi-tech and highly skilledIn January, Ocean Rig took delivery of the Cor-

covado rig from Samsung. The three remaining

drill ships, based upon the Saipem 10K design,

are scheduled for delivery this March, July and

September. Construction is running smoothly.

On his first posting in Asia, Jacobsen has been

positively surprised by the South Korean work

ethic: “Local people hardly seem to have ‘no’ in

their vocabulary, and the enormous pride they

put into their work results in high quality. They

are highly skilled and work well in hi-tech envi-

ronments,” he enthuses.

It is hardly surprising that Ocean Rig, owner of

advanced fifth- and sixth-generation semi-sub-

mersible drill rigs, leverages knowledge as a key

competitive advantages. “Our rigs are equipped

with state-of-the-art technology operated by

highly skilled crews, so top-notch training is piv-

otal for our business success,” Arne underlines.

Neither is it surprising that Kongsberg Mari-

time’s sophisticated new DPS 4D differential po-

sitioning and hydro acoustic systems are part of

the new rigs’ equipment. KM delivers systems to

almost every ship that leaves the Samsung ship-

yard in Korea.

Uncompromising approachState-of-the-art technology is not the only thing

that differentiates Ocean Rig from the competi-

tion. They also have an uncompromising attitude

to providing optimally safe, efficient and envi-

ronmentally sound drilling services for oil and

gas exploration and development in ultra deep-

waters and harsh environments.

“Our vision is to be the drilling contractor of

choice for our customers, employees and share-

holders, and we therefore develop our HES&Q

and management systems to ensure that we

exceed client expectations of both operational

efficiency and environmental and safety stand-

ards,” explains Jacobsen. “On the safety side, we

aim for incident-free environments and on the

environment side for zero discharge systems

with low emissions. To achieve this, key knowl-

edge and experience must go hand-in-hand with

functional systems and knowledgeable people.

“Add operating in ultra deepwaters and harsh

environments to the equation, and you can see

this is a tall order. That’s why thorough, special-

ised training is needed to quality assure our em-

ployees’ skills.”

An epic story continues Ocean Rig and KOngsberg have already achieved

some milestones together. In January 2010, Ocean

Rig’s semi-submersible, Leiv Eiriksson, success-

fully navigated the Bosphorus Strait thanks to an

earlier training and technology delivery collabo-

ration. The rig is one of the first vessels to apply

KOngsberg’s DPS 4D dynamic positioning technol-

ogy, which was essential for avoiding the bridges

and other hazards to satellite-based systems the

Bosporus is famous for.

Back in the Samsung shipyard, the Olympia

and Poseidon are nearing completion and the

Mykonos is 50 percent complete. The close part-

nership between Jacobsen and Pedersen will

continue until September.

“I will follow the entire process through to

the final delivery,” says Jacobsen, sounding ea-

ger. “However, we have the option of building

four more rigs at the shipyard, so Nils-Ivar may

not be finished with adapting his training pro-

grammes to our needs quite yet.” ::

• uses the latest advances in gPs/gLonass technology, aided by inertial technology

• Has an intuitive and easy to use Human Machine interface (HMi) developed in close co-operation with end-users

• developed by specialist position reference and satellite positioning division, Kongsberg seatex

DPS 4D DIFFERENTIAL POSITIONING SYSTEM

• about 5,000 students attend Kongsberg Maritime training courses globally every year

• types of training: simulators, lab exercises, classroom

• availability: KM labs and facilities in Kongsberg, Horten and trondheim (norway), aberdeen (scotland), singapore, Korea, china, Houston (usa), brazil and dubai

• dnv certified learning modules

KONGSBERG MARITIME TRAINING PROGRAMMES

Arne Jacobsen, Assistant Rig Manager, Ocean Rig

52 53

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine

:: last suMMer in Manila, the iMO aPPrOVed changes

to the STCW convention that, among other

things, made generic training in the use of ECDIS

for officers-of-the-watch mandatory. Before 1

January 2012, thousands of seafarers will need

to go through an ECDIS course that meets spe-

cific requirements.

“We’ll be offering this course in order to sup-

port our customers and prepare them for this

requirement,” says Eirik Hågensen, Kongsberg

Maritime’s Project Manager. “We’re providing

the bridge equipment, so it’s only natural to pro-

vide the kind of training required by IMO rules.”

The new 5-day course from Kongsberg Mari-

time has been designed according to the IMO

Model Course – a blueprint published by the IMO

for a generic ECDIS course that should satisfy

any and all flag states. Thus the course examines:

1. Legal aspects and requirements

2. Main types of electronic charts

3. ECDIS data

4. Presentation of data

5. Sensors

6. Basic navigational functions

7. Special functions for route planning

8. Special functions for route monitoring

9. Updating

10. Additional navigational functions

and indications

11. Errors in displayed data

12. Errors of interpretation

13. Status information, warnings and alarms

14. Voyage documentation

15. System integrity monitoring

16. ECDIS back-up

17. Dangers of over-reliance on ECDIS

KOngsberg’s instructor and course developer

Marvin Elvebakk believes that the offering will

FULL ECDIS TRAININGStarting this year, Kongsberg Maritime now offers generic ECDIS training that satisfies recent requirements set down by the IMO. Customers can now get a turnkey package, including bridge systems and training from Kongsberg.

be very attractive to future customers. “We’ll be

combining all of the necessary elements, with a

great amount of practical exercises, work on the

simulators and debriefings. We’ve also set aside

time to talk about accidents that have happened

because of improper use, or lack of proper train-

ing, on ECDIS,” says Elvebakk.

The generic ECDIS courses, which officially

start in August, received temporary approval

from Det Norske Veritas (DNV) in April and are

expected to receive final approval by June. They

will be available at KOngsberg in Norway as well

as in Singapore and in Busan, South Korea.

While not all maritime flag states have made

training mandatory, the UK’s MCA has indicated

that it will expect navigation officers to complete

both this generic ECDIS course and a course spe-

cific to the ECDIS make being used (so-called

‘type-specific ECDIS training’ or a ‘knobs and

buttons’ course).

Elvebakk comments: “We originally planned to

combine our generic ECDIS course with the type-

specific training (K-Bridge Operator course) we of-

fer today, but we discovered that this was not pos-

sible. Because ECDIS systems and interfaces are

evolving so quickly, a functional approach, not a

product-oriented approach, is a better approach.”

Guidelines developed by the European Union

for port state controllers explicitly require them

to determine: ‘Are the Master and deck watch-

keeping officers able to produce appropriate doc-

umentation that generic and type-specific ECDIS

familiarisation has been undertaken?’

“We are now able to offer both generic and

type-specific training, so that users of KOngsberg

bridge systems will be able to satisfy require-

ments from the authorities,” says Elvebakk.

KOngsberg believes that customers and users of

KOngsberg bridge systems will appreciate the op-

portunity to get their mandatory training directly

from their supplier. Says Hågensen: “We’re not

only supporting owners with products, but we’re

also supporting the kind of mandatory training

that relates to those products. It’s a kind of one-

stop-shopping where you get the best products

and the best training from the same supplier.” ::

Participants: officers-of-the-watch, nautical officers, any party involved in marine naviga-tionteaching method: theoretical lessons and practical exercises, using stand-alone operator station and K-bridge simulatorduration: 5 daysParticipants: Max. 8Locations: Kongsberg, norway; busan, south Korea; singaporeorders: km.training@kongsberg.com

KONGSBERG MARITIME ECDIS IMO MODEL COURSE 1.27

THEME Offshore Opportunities

Marvin Elvebakk, Kongsberg Instructor

and Course Developer

54 55

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine :: Photos by Stephen wong.

:: frOM its headquarters in Kuala luMPur, OffshOre

Works has a stunning view of the city’s main

landmark, the Petronas Towers. Situated in the

heart of the city, this impressive building, which

was the world’s tallest until 2004, is Offshore

Works’ next-door neighbour. This unique loca-

tion is testimony to the company’s strong posi-

tion in the Malaysian market. Offshore Works

entered this market in 1997, and has since then

maintained its position as one of the leading Ma-

laysian providers to the oil and gas industry, with

services within geophysical surveying, subsea

services as well as construction and engineering.

The company has steadily expanded its opera-

tions to other countries, and today employs 400

people working in areas stretching from the Asia

Pacific region to the Middle East.

“We are one of the pioneers in this industry. In

Malaysia, we are the first company of this kind

and we are one of the biggest in the region,” says

A Majid Maidin, Senior General Manager at Off-

shore Works.

The pride of the subsea divisionThe pride of the company’s subsea division is

the Dynamically Positioned Diving Support Ves-

sel (DPDSV) Offshore Stephaniturm. The vessel

was originally built at J.G. Hitzler in Germany

in 1978 and has been upgraded several times. It

was bought by Offshore Works in 2006, making

it the foundation for the entire subsea business

of the company. The subsea division is primarily

involved in providing professional underwater

inspection, repair and maintenance services to

the oil and gas industry. Offshore Stephaniturm,

which is wholly owned and operated by Offshore

Subsea Sdn Bhd, is presently the only dedicated

state-of-the-art DPDSV in Malaysia, giving Off-

shore Works’ subsea division a unique position

in the Malaysian market.

So when the DP system started showing signs

of weakness in 2009, management decided that

something had to be done: “Our management

made the right decision to upgrade Offshore Ste-

phaniturm. Because our entire subsea business is

based on this vessel, we could not just leave it as it

was. It gives us a unique position in the local mar-

ket, and if we had not done the upgrade, our capa-

bilities would have been limited,” explains Majid.

Good business relationsOffshore Works carried out some research in the

market, approached several suppliers and decid-

ed to give the upgrade to KOngsberg for several

reasons. “The number one reason was the good

relations, which is important in any business. In

addition, KOngsberg is a well known, reputable

company, and of course they had the equip-

ment and reliability that we were looking for.

One of the most important factors, however, is

the worldwide support. This is very important to

any customer. KOngsberg has also done a lot of

research in the market and has a good protocol,”

explains Majid.

Kongsberg Maritime signed the contract with

Offshore Works in 2010, with a scheduled deliv-

ery time of only six weeks from contract sign-

ing. The owners did not really believe it possible,

but they were pleasantly surprised. The scope

of supply was a complex one, including an Au-

toChief C20 remote control for main engines, TC

500 Thruster control system for remote control

of azimuth thrusters and side thrusters, SC 500

remote control for rudders, K-Chief 500 alarm

system for engine room installations and K-POS

DP22 Dynamic Positioning System for DPII class

vessels.

“I thought there was no way this upgrade could

be complete in only six weeks,” says Chan Kong

Foo, Equipment and Project Manager at Offshore

Works. “A refit like this normally takes about

three months. However, the team from Kongs-

berg Maritime worked hard and it was a smooth

process from start to finish. Everything was

AN ALMOST IMPOSSIBLE TASKNobody really believed it possible to complete a complex refit of Offshore Works’ Dynamically Positioned Diving Support Vessel, Offshore Stephaniturm, in six weeks. The refit team from Kongsberg proved them wrong. Six weeks after contract signing, the vessel was back in business.

THEME Offshore Opportunities

A.Majid Maidin,Senior General Manager Offshore Works

56 57

The FULL PICTURE magazine 01/11

completed quite on time without any complaints

from the crew, despite quite hard working condi-

tions.”

A real recordThe first thing that had to be done was to re-

move the old system onboard, something which

took nearly a month to complete. With 40 to 50

people working onboard quite a small vessel, it’s

vital that everyone knows what their tasks are.

Once the old systems were cleaned out, it was

time for commissioning.

“It is not an easy task to remove every single

system, including miles and miles of cables, and

install new ones. With so many people working

onboard at the same time, you cannot afford any

mistakes. The second phase was to hook every-

thing up, and this is where you see if everything

works. If one cable is not correctly connected,

nothing works. However, everything worked

smoothly, and everyone knew their task. Com-

pleting the entire upgrade within this short time

period is a real record, you know,” says Chan

Kong Foo.

One of the challenges met by the team during

the process was interpreting the old drawings

belonging to the old systems. “The old draw-

ings onboard the ship were difficult to read, and

some of the systems were obsolete, which posed

an extra challenge to our team,” says Chan Kong

Foo.

Like a general hospitalThe upgrade was run from KOngsberg’s local of-

fice in Singapore, with additional resources from

Norway coming to Singapore from time to time.

The upgrade is KOngsberg’s first ever refit con-

tract in Malaysia.

“Kongsberg Maritime is just like a general hos-

pital, you know. We have doctors for everything.

You just leave the vessel with us, and we will make

it better. This project is quite unique, and a lot of

eyes were on us during the process. However, no-

body was scared off by the hard work. We had a

team that really went the extra mile to complete

this,” comments Soon Hoe Sim, the local Project

Manager for Kongsberg Maritime Singapore.

Stable positionsAs a diving support vessel, the Offshore Stepha-

niturm’s ability to maintain a stable position is

of vital importance to the diving crew. Like any

company, Offshore Works values the safety of

its crew highly, which is one of the initial reasons

for the upgrade.

“We are working on the seabed, so if the ship

cannot hold its position, it will be very danger-

ous for the divers to do their job. To come up

from 300 metres depth is not easy unless the

vessel is in the same position. There could be

fatalities if the system did not work properly.

The new system has really improved the safety

of the vessel and the people working onboard.

That was one of the reasons we needed a new DP

system in the first place,” says Chan Kong Foo.

A bright futureSince the sea trials, the new and improved Off-

shore Stephaniturm seems to be working per-

fectly. During the vessel’s annual sea trial, the

intent was to demonstrate the vessel’s ability to

maintain a stable position under normal circum-

stances. No points of failure were detected.

“This vessel´s DP2 performance has been

smooth and to our satisfaction. All those who

have sailed with the vessel are happily impressed

with the systems, and we hope that Stepha-

niturm will regain her former glory days,” says

Tan Keir Lai, General Manager Technical. “KOngs-

berg Singapore has always been responsive, sup-

portive and fast to react. This is a project both

we and the owner are quite proud of with re-

gards to the end result. The system is very reli-

able, especially the Power Management System,

which is working beautifully so far. It’s a good

system,” he says.

With the new and upgraded Offshore Stepha-

niturm, Offshore Works is back as the main

player within subsea services in the Malaysian

market, and has a bright future ahead.

“The most important thing for us was to pre-

pare the vessel for the market and to get it ap-

proved by the buyer. Now that the vessel is

accepted, we are back in business and we have

reached our number one priority. I can truly say

that this is the result of good team work,” says

Majid, and adds: “I think the future of the busi-

ness in diving is going to grow. New fields are

being developed, especially in this region, and I

think diving will be one of the major contribu-

tions to the company in the future.” ::

“Kongsberg Maritime is just like a general hospital. We have doctors for everything. You just leave the vessel with us, and we will make it better. this project is quite unique, and a lot of eyes were on us during the process.” Soon Hoe Sim, Local Project Manager for Kongsberg Maritime singapore

“i thought there was no way this upgrade could be complete in only six weeks, a refit like this normally takes about three months. However, the team from Kongsberg Maritime worked hard and it was a smooth process from start to finish.” Chan Kong Foo, equipment and Project Manager at offshore Works

THEME Offshore Opportunities

From left: A.Majid Maidi, Senior General Manager Offshore Works, Chan Kong Foo, Equipment and Project Manager Offshore Works, Tan Keir Lai, General Manager Technical Offshore Works, Soon Hoe Sim, Local Project Manager Kongsberg Maritime Singapore

58 59

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine :: Photos by Eugene Choy / Sea Trucks.

:: the full Picture Magazine Visited the sea trucKs

Group’s office at Kwong Soon Engineering Co Pte

Ltd in Singapore, where the company will out-

fit its latest addition to the Jascon series of DP3

pipe-lay construction vessels, Jascon 18. With a

22-strong local project team, including designers

from China, the company is well prepared for the

task at hand. In addition, it can draw from exten-

sive experience. This is not the company’s first

project of this kind. After the successful delivery

of its first offshore pipe-lay vessel, Jascon 5, in

April 2004, Sea Trucks entered the global con-

tracting business. Based on the design of the Jas-

con 5, the group launched a massive newbuilding

program of 7 DP3 ‘hybrid’ offshore marine con-

struction vessels. The first five were delivered

between 2007 and 2010, and the remaining two

are scheduled for delivery in the next two years.

“These DP3 construction vessels are unique

in the offshore industry. We call them ‘hybrid

vessels’ since they are able to install both rigid

pipelines in S-lay as well as flexible pipelines.

A RELIABLE PARTNERWhen Sea Trucks Group decided to expand its fleet with pipe-lay vessels in the late ’90s, they looked to the market for an experienced supplier of DP systems. Kongsberg was selected as the preferred supplier, and the partnership has lasted ever since.

THEME Offshore Opportunities

60 61

The FULL PICTURE magazine 01/11

They also have big unobstructed decks, large

permanent accommodation facilities and crane

capacities between 270 and 1800 tonnes,” ex-

plains Roy de Mink, Manager for Purchasing &

Subcontracting.

Worldwide presence With the Jascon series of DP3 construction ves-

sels, Sea Trucks offers marine services to the off-

shore oil and gas industry worldwide. Although

its headquarters is in West Africa, the Sea Trucks

Group also has operational and supporting of-

fices in the Middle East, Europe, South East

Asia and Australia. The company offers services

ranging from subsea construction and SURF so-

lutions to accommodation hook-up, decommis-

sioning and heavy lift services as well as fabrica-

tion supported by a multi-cultural workforce of

more than 2,400. Most of the vessels are built

in China, outfitted in Singapore and sent off to

operate worldwide, which is why the company

needs suppliers that can provide support any-

where in the world. Since most of the vessels

carrying KOngsberg equipment are outfitted in

Singapore, local presence during construction is

vital.

“One of our criteria when looking for a supplier

was the ability to offer worldwide customer sup-

port. With our international presence, we need

good backup and service people in all areas of

the world, from Africa to South America to the

Far East. The KOngsberg people seated here are in

the same time zone. This makes it easier to get on

the phone and talk to people and they can come

down and talk face-to-face with us,” says Tom

Ford, E&I Manager for Sea Trucks Group.

The flagshipWhen Jascon 18 is completed in about a year,

it will be the deepwater flagship of Sea Trucks’s

construction vessel fleet. As one of the last ves-

sels to be delivered in the group’s seven new-

build pipe-lay programme, Jascon 18 is fitted

with a Full Picture DP-3 system, K-Bridge in-

tegrated bridge system, K-Thrust thrusters con-

trol system and K-Chief 700 marine automa-

tion system. It’s not the first time Sea Trucks

has chosen KOngsberg. No less than 15 of the

company’s previous vessels are equipped with

KOngsberg systems, and 7 of these construction

newbuilds feature KOngsberg DP-3 and automa-

tion systems.

“Back in the 1990s, we were looking for a sup-

plier that really knew the market. We needed

a company which had been in the market for

a long time and had extensive experience with

DP systems and control and monitoring systems

for bigger vessels. After evaluating various sup-

pliers and manufacturers, we decided to go for

KOngsberg because of the company’s vast experi-

ence, long track record and reliable hardware,”

explains Roy de Mink.

Impossible to black outA lot has happened since the cooperation be-

tween the two companies started. In the DP3

vessels’ early beginnings, there was a lot to be

learnt about the KOngsberg systems: “We bought

this very nice Power Management System from

KOngsberg and we only used a small part of it,”

explains Ford, but emphasising that this was

only true of the older vessels. “We’ve moved

a long way forward from there. For instance,

during commissioning of Jascon 31, Sea Trucks

Group’s latest delivery, we tested all sides of the

system. We tried very hard to black the ship out,

but couldn’t manage it. Today, KOngsberg’s Power

Management System has become far more criti-

cal than on the older vessels, because the new

ones are diesel electric. The demand for Jascon

18 is going to be high, so we need a system that

will not allow the vessel to black out,” concludes

Ford. ::

“these dP3 construction vessels are unique in the offshore industry. We call them ‘hybrid vessels’ since they are able to install both rigid pipelines in s-lay as well as flexible pipelines.” Roy de Mink, Manager for Purchasing & subcontracting with the sea trucks group

THEME Offshore Opportunities

Rakesh Lal Sea Trucks Group, Tom Ford, E&I Manager Sea Trucks, Roy de Mink, Manager Purchasing & Subcontracting Sea Trucks Group

62 63

The FULL PICTURE magazine 01/11Article by The Full Picture Magazine

:: by 2016, KOngsberg MaritiMe will be serVicing

around 17,000 vessels worldwide. So, if there is

anyone who needs to be at the top of his game, it

would be the company’s head of Global Customer

Support, Lars Kristian Moen.

Kongsberg Maritime customers expect support

that gives them an opportunity to plan necessary

changes and upgrades in due time. To make this

happen, Kongsberg Maritime will increase focus

on Lifecycle Management during technology and

product development, the delivery phase and the

operational phase of each KOngsberg project.

Planned, preventive maintenance has been iden-

tified by customers as one of the main factors for

reducing service-related costs.

“For many of our large customers, downtime is

by far the most expensive aspect of any service,”

says Moen. “Anything that can be done to pre-

vent downtime pays off.”

Moen points to Service Level Agreements and

increased, improved communication as key ways

for Kongsberg Maritime to enhance support for

its customers.

Regional Service HubsKongsberg Maritime has established a global or-

ganisation with Regional Service Hubs in Norway,

Singapore, the United States and Brazil. The Bra-

zilian hub, though relatively new, is undergoing

rapid growth. In addition, the company runs dedi-

cated offices in China, Korea, India, Dubai, Italy,

Poland, Germany, Holland, the UK and Canada.

“We’re steadily increasing our local presence.

This year we will add dedicated KOngsberg offices

in Greece and Mexico to accommodate the grow-

ing markets in these regions,” says Moen.

KOngsberg has set up 24/7 on-call availability

from its four service hubs, and Moen indicates

that this capability will be pushed to additional

markets.

Customer Relationship ManagementTo provide more efficient and accurate support

in a global market, Kongsberg Maritime will

introduce Customer Relationship Management

(CRM) throughout its global organisation in the

summer of 2011. CRM will store information re-

lated to the customer and the installation from

initial sales to After Market Support. CRM will

ensure that everyone in Kongsberg Maritime –

from sales and marketing through the project

delivery team to Customer Support – is on the

same page in terms of specifications, the scope

of supply, the services made, as well as past and

on-going communication with the customer.

Access to the same real-time information means

improved communication between KOngsberg

and time-strapped clients. CRM information can

be made available to customers who want to fol-

low the status on their own installations through

web-based access.

Key Support ManagersKongsberg Maritime has for many years devel-

oped and delivered Integrated Automation Sys-

tems (IAS), including, for example, functionality

such as Dynamic Positioning, Power Manage-

ment Systems and Safety Systems. To support

the large number of installations with IAS deliv-

ery and to meet the needs of customers operat-

ing internationally, more Key Support Managers

will be appointed to focus on dedicated custom-

ers and ‘Full Picture’ deliveries within applica-

tions such as Drilling and LNG.

“The Key Support Manager will also contribute

to bridging the transition from the building and

commissioning phase to the operational phase,”

says Moen.

Currently, this is normally a priority for fixed

and floating installations with a large communi-

cations infrastructure, but it’s being pushed into

steadily more scenarios. It will one day be a must

for everyone in the industry, but right now a few

factors are slowing implementation:

• Security: Operators are concerned that the IP

links might not provide enough protection from

unwanted access.

• Benefit: Proven benefit from remote diagnos-

tics compared with traditional ‘in person service’.

• Expert-to-expert: Unfortunately, many early

implementations have not involved two opera-

tional experts talking, but two IT guys sorting

out communication issues related to, for exam-

ple, Firewall configuration.

Predictability reduces downtimeClearly, the theme for Kongsberg Maritime’s

customer service is changing from ‘incident and

response’ to ‘plan and pre-empt’. By moving the

service agenda to address technical issues before

they are problems, both Kongsberg Maritime

and clients benefit from predictability and re-

duced downtime. ::

SERVICE THAT LOOKS FORwARDResponse time and quality service are key factors to providing customer satisfaction. Kongsberg Maritime focuses on both, by getting closer to customers and by offering a more proactive approach to global service.

:: “last year, KOngsberg MaritiMe in singaPOre

serviced 1,150 vessels out of the total 10,000

services our company performed worldwide.

This says something about the demand in this

area. Singapore is one of the world’s largest ship-

ping regions and all the important yards and

owners are present here,” says Mørken..

The right competenceWhen Mørken took over as head of customer

support in Singapore in 2009, demand was al-

ready increasing. The department has experi-

enced steady growth during the past years and

intends to double its activity and the number of

employees within five years. Today Mørken is

in charge of a team of 39 experienced customer

support employees, and is planning to increase

this number to 46 already by the end of the year.

“All of our engineers are trained to a specialist

level. They need to go through our training pro-

gramme and be certified for each product before

attending a service job. In Singapore, our pro-

ject department conducts a lot of our engineer-

ing and commissioning activity. By sharing our

internal resources, we ensure that we have the

right competence wherever and whenever we

need it,” says Mørken.

Support 24/7The Customer Support team in Singapore offers

full support for spare parts, technical advice, on-

call service, training and onboard supervision for

Kongsberg Maritime’s entire product range. The

department serves as a hub for a large region

stretching from India to New Zealand, with sepa-

rate offices in China, Korea and India. In order to

ensure the best possible service for the customer

at all times, the various locations within the re-

gion cooperate closely by sharing knowledge,

spare parts, engineers and instructors.

Because many merchant vessels only make

short stops in Singapore for bunker oil and stor-

age, Mørken expects future demand in the re-

gion to come mainly from this market segment.

“It’s a challenge for us that vessels often make

short stops in Singapore. This means that our

team must be prepared to step in at very short

notice. We need to be ready 24/7,” says Mørken.

Investment in trainingDue to an increase in newbuildings for advanced

vessels in Singapore, the demand for crew train-

ing is high. In order to maximise the use of its

resources, Kongsberg Maritime Singapore has

organised the training and customer support

departments under the same management. The

training centre, with its four classrooms, offers a

wide variety of courses at different levels within

most of Kongsberg Maritime’s product areas. The

training centre is also experiencing an enormous

increase in demand.

“Last year, we had 48 training courses. This

year, we are aiming to reach 70 courses with

more than 400 students. During the first half of

this year alone, 46 courses have already been

booked,” concludes Mørken. ::

CUSTOMER SUPPORT GROwTH IN SINGAPOREIn 2010, Kongsberg Maritime Singapore accounted for 10 percent of the services the company provided worldwide. Bjørn Mørken, Regional Manager Customer Support, believes demand will continue to increase and is planning to man his department accordingly.

Article by The Full Picture Magazine THEME Offshore Opportunities

Lars Kristian Moen, EVP Global Customer Support, Kongsberg Maritime

64

Article by The Full Picture Magazine

:: KOngsberg and flagshiP, the Pan-eurOPean

maritime transport project partly funded by the

European Union, developed software that ena-

bles massive suppression of audible alarms dur-

ing emergency situations, preventing officers

from being distracted by the flood of noise and

allowing them to instead focus on the tasks at

hand.

A prototype of the alarm system has been com-

pleted and tested. It was partly based on experi-

ence from the offshore industry and was used

in the simulation of a real incident on an LNG

tanker, with a full blackout generated by thou-

sands of alarms over the span of a few minutes

and thousands more during the next few days.

“We’ve had very positive feedback from sev-

eral ship owners, from the European Community

Shipowners’ Associations and from Statoil,” says

Geir Hasnes, Principal Engineer at the Offshore,

DP & Navigation unit of Kongsberg Maritime.

The European Community Shipowners’ Asso-

ciation (ECSA) has in fact made a promotional

video of the alarm system to spread the message

to all European ship owners.

“Commercialisation is right around the corner.

We are now planning the first implementation

on a ship in order to see it work in a lifelike en-

vironment,” he says.

Alarm groupingThe so-called iCAS (intelligent Central Alarm

System) is designed to reduce the number of dis-

tractions that are caused by alarms on the bridge

and in the engine room when a critical situation

occurs. As ships and their systems have become

more complex, the number of alarms connected

to those systems has also increased enormously.

The iCAS system focuses on alarm grouping,

which provides an overview and level of critical-

ity, and also uses temporary shelving of spuri-

ous or non-informative alarms, thereby reducing

non-essential disturbances and allowing officers

to instead focus more on critical operations.

Disturbances are reduced because only one

alarm per system or sub-system sounds when

a problem arises. When an alarm is shut off, it

won’t go off again unless a new problem in an-

other system or sub-system occurs.

“This system can help reduce accidents as sea,

both on ships and on rigs, because it reduces the

noise level dramatically while delivering high

situation awareness, allowing officers to focus on

the routines that must be carried out during an

emergency situation without panicking,” Hasnes

explains.

Many applicationsThe system meets the Norwegian Petroleum Di-

rectorate standard for process automation, which

has been enhanced in order to be applicable for

vessels. While the main applications for iCAS will

be ships and rigs, the concept could have a variety

of applications.

“In principle, iCAS could be used in everything

from households to big oil rigs, but in reality the

system will only be necessary where there is

alarm flooding or a certain amount of spurious

alarms,” says Hasnes.

“One can ask why no one has done this before.

It’s simple, but we worked hard to make it simple,”

he adds.

FLAGSHIPThe FLAGSHIP project was led by KOngsberg in

conjunction with MARINTEK, the Norwegian

Marine Technology Research Centre, Autronica

Fire and Security of Norway, and the shipowners

Teekay of Norway and ASME and Minoan Lines

of Greece.

FLAGSHIP is a consortium of more than 40 Eu-

ropean maritime organisations with the aim of

improving the safety, environmental friendliness

and competitiveness of European maritime trans-

port.

The project was designed to further increase the

capacity and reliability of freight and passenger

services and to further reduce the impact from

accidents and emissions. It emphasises on-board

systems and procedures, ship management sys-

tems on shore, the impact of new technology on

ship-, owner- and operator organisations, effec-

tive and efficient communication interfaces and

the impact of standards and regulations. ::

LESS SOUND, LESS STRESSImagine trying to concentrate on your job as an officer on the bridge of a ship when an emergency situation arises and thousands of alarms go off within a few minutes, creating a surge of noise and chaos. That’s exactly what a team led by Kongsberg Maritime has done – envisioned a situation and developed a solution.

THEME Offshore Opportunities the FuLL Picture magazine 02/07

norway

Louisiana (usa)

singapore

brazil

germanyengland

china

texas (usa)

newfoundland (canada)british columbia (canada)

Washington (usa)

connecticut (usa)south Korea

the netherlands

italy

nova scotia (canada)

Massachusetts (usa)utah (usa)

global support

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World-wide main contact Call +47 815 35 355km.support@kongsberg.com

regional support centres 24h Europe, Africa & Middle East (Norway)Kongsberg Maritime as24h Hotline: +47 815 35 355km.support@kongsberg.com

North America (Louisiana)Kongsberg Maritime inc.24h Hotline: +1 504 234 3934km.support.neworleans@kongsberg.com

South America (Brazil)Kongsberg Maritime do brazil24h Hotline: +55 21 9965 5170km.support.rio@kongsberg.com

Far East & Oceania (Singapore)Kongsberg Maritime Pte. Ltd.24h Hotline: +65 9862 2881km.support.singapore@kongsberg.com

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the FuLL Picture magazine 01/11

Nor-Shippingwww.nor-shipping.comMay. 24-27

Oceans 2011 IEEE-OESwww.oceans11ieeesantander.orgJune 6-9

UDT Europewww.udt-europe.comJune 7-9

UTC - Underwater Technology Conferencewww.utc.noJune 8-9

Multi Agency Craft Conference (MACC)www.navalengineers.org/events/individualeventwebsites/MaccJune 14-16

Seawork 2011www.seawork.comJune 14-16

Indesecwww.indesec-expo.comJune 20-22

MIOGEwww.mioge.com/2011/apply-exhibit.htmlJune 21-23

RenewableUK Offshore Wind 2011www.renewable-uk.com/events/offshore-wind-conferenceJune 29-30

Canadian Marine Pilots Association Congress 2011www.cmpacongress2011.comJuly 5-9

Offshore Europewww.offshore-europe.co.uksep. 6-8

Kongsberg Maritime, Simulation & Training’s American User Conferencesep. 11-14

SEG 2011sep. 18-23

UUVSwww.uuvs.netsep. 18-21

Oceans 2011www.oceans11mtsieeekona.orgsep. 19-22

NEVAneva.transtec-neva.com/about.htmlsep. 20-23

Monaco Yacht Showwww.monacoyachtshow.comsep. 21-24

ICERSgma.ru/#/rus/icers10sep. 22-24

Kongsberg Maritime, Simulation & Training’s European User Conferencewww.viaregi.com/registration/del-tagerweb.aspx?kid=2790&aid=25375sep. 28-30

INMEX 2011www.inmexindia.comsep. 29 - oct. 01

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The FULL PICTURE magazine

Kongsberg Maritime as

Kirkegårdsveien 45

P.o. box 483

no-3601 Kongsberg

norWaY

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