FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator,...

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..................................................................................................................................................................................................................................................................................................................................................................................... tHeMe energy & determination The FULL PICTURE magazine chevron Shipping dual-fuel dilligence Samsung Heavy industries Frontier spirit Nexus Floating Production the industry’s best bet golar LNg LNg in the fast lane Bluewater the trailblazer Hoegh LNg Finding the better way “We did things on speculation. We had the guts.” Svein Olsen, President & CEO, Aker Floating Production

Transcript of FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator,...

Page 1: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceS

01/08...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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tHeMe energy & determination

The FULL PICTUREmagazine

chevron Shipping dual-fuel dilligence

Samsung Heavy industries Frontier spirit

Nexus Floating Production the industry’s best bet

golar LNg LNg in the fast lane

Bluewater the trailblazer

Hoegh LNg Finding the better way

“We did things on speculation. We had the guts.”

Svein Olsen, President & CEO, Aker Floating Production

Page 2: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

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We in Kongsberg Maritime are engaged in a hearts and minds

campaign. For the shipyards and contractors who devote vast

engineering brainpower to deliver amazing new products faster

and cheaper to the market, the choice of controls partner is

critical. They need someone who understands and supports their

way of thinking, in terms of functionality, delivery time, integra-

tion and commissioning.

For the ship- and rig-owners, and their operators, charterers

and maintenance teams, much of the same thinking applies, but

they have additional concerns. How easily will these units be

operated? How will they hold up in harsh conditions? Will main-

tenance and support be rapid, spare parts readily available and

training easily executed? Again, control systems are integral.

This issue of The Full Picture features FPSO contractors that

are rewriting the rules for how such a unit can be built and how

it can perform. Aker Floating Production calls both its FPSO and

its philosophy ‘smart’ and the company is working closely with

key suppliers like KONGSBERG to create a supersonic produc-

tion schedule. Meanwhile, Bluewater stipulated only one vendor

for its top-shelf Aoka Mizu FPSO: KONGSBERG.

We also spoke with a number of LNG shipping companies

who are striving to work their way up the value chain, and who

are using integrated controls and gas management systems from

KONGSBERG to control innovative new storage and delivery

solutions. An owner-operator like Chevron Shipping Company

chooses vendors for its newbuildings with a view to a long life

of operations. After extensive study, their engineering team for

automation chose a full picture delivery from KONGSBERG.

From Chevron’s headquarters on the US West Coast to ship-

yards up and down Asia’s eastern edge, we witnessed an aston-

ishing level of energy. The maritime and energy industries are

in an unparalleled phase of activity driven by high energy prices

and massive global trade. Together with our key customers and

suppliers, we are determined to support the construction and

operation of ships and rigs at the forefront of this market.

Therefore, we’ve dedicated this issue of The Full Picture mag-

azine to Energy & Determination. These are valuable resources

that are in great demand today.

GUNVOR HATLING MIDTBØ

Kongsberg Maritime, Vice President - Communication

EDITORIAL STAFFGunvor Hatling Midtbø Kongsberg Maritime, Vice President [email protected]

CONTRIBUTORSChristina [email protected]

Saul [email protected]

MANAGING EDITORSBLUE International Communication

EDITORIAL PRODUCTION & GRAPHIC DESIGNBLUE International Communication

COVER PHOTOAnnar Bjørgli

PRINTINGMediehuset [email protected]

PHOTOSAnnar Bjø[email protected]

Ken Ng [email protected]

Arild de Lange [email protected]

Hans Verleurwww.hansverleur.com

M. Christine Torringtonwww.sfphotopro.com

Ole Muskenwww.musken.com

Nina Rangøywww.ninarangoy.com

Morten Rakkewww.rakke.no

Pål [email protected]

Christina FjellstadKONGSBERG

COPYRIGHTKongsberg Maritime AS

ADDRESSKongsberg Maritime ASKirkegårdsveien 45P.O. Box 48NO-3601 KongsbergNorwayTelephone + 47 32 28 50 00Telefax +47 32 28 50 [email protected]

  2 Global Full Picture

4 Expanded Offices

  6 Singapore: Determined to lead

  FPSO FEATURE  8 Aker Floating Production: Smart. Supersonic.

  14 Bluewater: The trailblazer

  18 Nexus Floating Production: The industry’s best bet

  GAS FEATURE 22 Höegh LNG: Finding the better way

  26 Chevron: Dual-fuel diligence

29 Golar LNG: LNG in the fast lane

32 Knutsen OAS Shipping: Advanced technology

35 Douglas-Westwood: A matter of scale

  PARTNER FEATURE 38 Samsung Heavy Industries: Frontier spirit

41 Yantai Raffles: Great lift, great leap

44 Hamworthy Combustion: Responsibility follows supply

  46 Jurong Shipyard: Fast tracked at Jurong

  DETERMINATION 49 Determination: Customer support and projects

  TRAINING  52 New navigation training

  SUPPORT 56 Customer support in Singapore

57 Global support and Expo

01/08THE FULL PICTURE MAGAZINE

The Full Picture Magazine is a magazine for users of KONGSBERG products and services. For a complimentary copy of the magazine, please contact Kongsberg

Maritime AS: km. [email protected] Full Picture Magazine is also available in pdf-format at www.km.kongsberg.com

01/08

The FULL PICTUREmagazine

Svein Olsen, President & CEO, Aker Floating Production

Contents

Page 3: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

tHeMe intelligent enginestHeMe energy & determination

Page 4: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

The world of this issue of Full Picture magazine stretches from Chevron Shipping Company on the US west coast

to Samsung Heavy Industries in the Far East. We explored FPSOs under conversion in Singapore, strolled with the

CEO of Golar LNG through London’s Canary Wharf and braved Norway’s coast in wintertime to visit Knutsen OAS.

The Full Picture spans the globe, because our customers do.

USA

San Ramon, CaliforniaChevron Shipping CompanyP. 26 -28The in-house shipping company of oil major Chevron has ordered two dual-fuel diesel electric LNG carriers from Samsung Heavy Industries. We talked to their head of projects and their manager for controls.

AmsterdamBluewaterP. 14-17Bluewater is one of a small constella-tion of high-end FPSO builders. Their latest, Aoka Mizu, is what they call a trailblazer. We met President and CEO Hugo Heerema and his vice president for floating production in Amsterdam, and the project manager on location at the Sembawang shipyard in Singapore.

NetheRlANdS

Spijkenisseexpanded KoNgSBeRg officeP. 4-5KONGSBErG opened a new office in the Netherlands in January 2008

londongolar lNgP. 29-31Golar LNG is changing gas shipping by converting the world’s first FSrU (Floating, Storage & regasification Unit) at Keppel Shipyard in Singapore. We met the CEO in London and the project man-ager in Singapore.

UNited KiNgdom

Canterburydouglas-WestwoodP. 35-37We met the energy analysts of Douglas-Westwood at their headquarters in Canterbury, UK, as they celebrate their 500th deal.

Poolehamworthy CombustionP. 44-45A technology leader and innovator in gas combustion units, Hamworthy Combustion’s richard Price spoke with the Full Picture about the company’s tight relationship with KONGSBErG.

Global Full Picture

exPANSioN

The FULL PICTUrE magazine 01/08

3

mumbaiexpanded KoNgSBeRg officeP. 4-5KONGSBErG has expanded its presence in India to support rapidly growing opera-tions there.

iNdiA

Jurong Shipyard P. 46-48The Jurong Shipyard works closely with KONGSBErG on its builder-furnished bridge. We talked to leaders in the offshore department about the recent delivery for Seadrill and others.

SiNgAPoRe

Singapore maritime Foundation (SMF)P. 6-7Singapore’s public and private interests have joined to drive maritime develop-ment in this naturally-gifted shipping capital. We talked to SMF’s director about their determination.

expanded KoNgSBeRg officeP. 4-5KONGSBErG has moved into a large new facility in Singapore to support strong orders there.

haugesundKnutsen oAS ShippingP. 32-34The world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers at DSME (Daewoo). We met the managing director and LNG project manager to talk integration.

NoRWAy

osloAker Floating ProductionP. 8-13Led by industry veterans, Aker Floating Production is redefining how FPSOs can be planned and built. We met the execu-tive team in Oslo and the project team at the Jurong Shipyard in Singapore, where Aker FP’s Smart 1 is under conversion.

oslohöegh lNgP. 22-25One part floating terminals, one part arc-tic LNG, one part LNG FPSO: This com-pany plays with the value-chain recipe. We talked to CEO Sveinung Støhle and project boss Tony Armstrong.

ArendalNexus Floating ProductionP. 18-21Merging expertise from several contrac-tors, this little company is building two harsh-environment FPSOs at Samsung Heavy Industries. We talked to CEO Anders Holm at their headquarters in Arendal, Norway.

exPANSioN exPANSioN

geoje islandSamsung heavy industries (Shi)P. 38-40SHI is building some of the market’s most interesting gas and offshore projects today. We talked to Sang-Hoon Bae, Vice President for Outfitting Engineering at SHI about the yard’s capabilities.

KoReA

Busanexpanded KoNgSBeRg officeP. 4-5Kongsberg Maritime Korea has opened a gigantic new headquarters, with full training and production facilities.

exPANSioN

yantaiyantai Raffles ShipyardP. 41-43Yantai raffles has won big orders from Awilco Offshore, Sevan Marine and Frigstad Offshore. We talked to brothers Brian and Julian Chang at their offices in Singapore and Yantai.

ChiNA

2

THEME Energy & Determination

Page 5: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

Expanded OfficesKongsberg Maritime is growing rapidly in markets from South America to the Middle East and particularly

Asia. We’re steadily expanding our presence in new markets. The goals: Efficient local solutions for produc-

tion of hardware and software, increased site presence at key yards and fabrication sites, tight customer

support where our customers operate and close co-operation with our customers in design and product

development.

NETHERLANDSAs a result of rapid growth during the past few years, Kongsberg

Maritime Holland BV opened new and improved offices in mid-January.

“Kongsberg Maritime Holland now has the facility needed to grow along

with the customers and secure the best support,” said Dag P. Pettersen,

General Manager of Kongsberg Maritime Holland. The new building

features 1135 square metres over two floors. The ground floor contains

stock, workshop, demo and test areas as well as office space for service

engineers, while the second floor comprises a reception area, a confer-

ence room, a canteen and also office space for sales and administration.

KOREAKongsberg Maritime Korea opened a new purpose-built headquarters in Jungkwan, northeast of Busan, South Korea in December 2007. The company

has grown dramatically in the past few years. Larger and more sophisticated office, warehouse, assembly, testing and training space will ensure that

KonGSBerG meets the requirements of the growing Korean shipbuilding industry now, and in the future.

“We need to carry out more work locally in order to match Korean shipyards’ ever improving productivity and to reduce lead times from contract to de-

livery,” said Steinar Gran, President, Kongsberg Maritime Korea.

SINGAPOREKongsberg Maritime Singapore opened a brand-new 3,000 square

metre office in mid-2007 at the Secom Building, with rapid access to

Singapore’s many shipyards. This company saw its business triple from

2005 to 2006, and then jump up again in 2007. The company’s success

builds on its ability to deliver according to the needs of the country’s

busy ship repair and fabrication yards, local customers and owners.

The new office features expanded production space, giving Kongsberg

the ability to complete jobs off-site and deliver to the yard when

they’re needed. Additional improvements include a dedicated training

facility, greater conference facilities and room for the office to grow.

The office completes FAT tests, and is expanding its service and sup-

port staffs due to increasing work at shipyards and on-site throughout

the region.

“This market is growing powerfully as local offshore owners increase

their investments and as foreign owners increasingly prioritise a pres-

ence in Singapore. We’ve been present here for 20 years, and we’re

proud to be a Full Picture office for Kongsberg Maritime in this dy-

namic country,” says Managing Director egil Østlid.

INDIAKongsberg Maritime has expanded its presence in India considerably.

The office now supports process control and process simulation teams.

A second department works on software development for Technology

Base. This office has grown from 4 employees in early 2006, to 29

today and plans for a total staff of 45 by year’s end. Much of the

growth in India is due to increased energy-related business and ship

traffic.

From top left (clockwise): The new site for Kongsberg Maritime’s of-

fice in Singapore has an ideal location in the Secom building. The office

was opened on 8 August, 2007 at a ceremony attended by the Royal

Norwegian ambassador to Singapore, Enok Nygaard (in suit), and

special guest Thea Elisabeth Røed Sørensen, in traditional Norwegian

costume. Egil Østlid is the director of Kongsberg Maritime Singapore.

Antoney Wellesley is regional manager at the Singapore office.

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THEME Energy & Determination The FULL PICTURE magazine 01/08

7

Shipping interests in many countries look with envy at the

situation in Singapore. Here is a country that – rather than

searching for ingenious ways to milk the industry for tax

revenue – invests heavily to bring in new shipping compa-

nies and talents.

The engine that drives Singapore’s efforts to become what

it calls an International Maritime Centre is a public-private

partnership called the Singapore Maritime Foundation.

Along with a board consisting of some of the country’s most

influential names in shipping, the organisation is led by a

former Director General of Singapore’s Ministry of Trade and

Industry – David S.S. Chin.

“We were founded in 2004 to champion Singapore as

a shipping centre within and outside the country. We are

funded by the government, but backed by the industry. As

a result, we manage to create a shared platform for growing

the industry here. We’re all determined to reach the same

goal: Making Singapore an international maritime centre,”

said Chin.

Take nothing for granted“People in Singapore are not sheltered. They understand that

what they have doesn’t come by itself. Work hard or you

won’t make it. This creates its own kind of determination, a

special focus,” said Chin.

Singapore got a fortuitous start as a shipping hub. For over

a century, it was the primary logistical post of the massive

British trading empire in Asia. In the 1950s, the oil companies

came, setting up their refineries here between the Middle

east and the markets in Japan and Korea. Ships steaming

back from Japan were aired out and safe to repair by the

time they reached Singapore, powering the growth of its re-

pair yards. Increasing offshore work and the gradual influx of

shipowners further powered the country as a maritime capi-

tal.

“In the early 90s, we established an attractive tax scheme,

which has since attracted several shipowners. These, in turn,

create more shipping business. Two years ago we addressed

ship finance in the hopes of facilitating easier financing of

new tonnage. Hopefully, this will boost our growth in bro-

kering, chartering and finance,” said Chin.

Feeding the furnaceChin and the Singapore Maritime Foundation have put their

focus on three areas: International promotion and develop-

ment, marketing the industry to young job-seekers and stu-

dents and profiling the industry to the people of Singapore.

Many outside of Singapore would be surprised to hear that

promotion is as much a domestic issue as an international

one.

“We are focused on maintaining local support and ensuring

a strong supply of talented people to the industry, both from

here in Singapore and from the surrounding region,” said

Chin, who has plans to go to all of Singapore’s junior colleges

to speak about the value of a career in the shipping industry.

You can measure Singapore’s determination – and Chin’s

staff does – in the form of key performance indicators like

the number of shipping companies based there, amount of

cargo moved through the port, employees working in ship-

ping, etc. But, as Singapore’s public and private leaders be-

hind the foundation have clearly understood, determination

is less about what you get out than what you put in.

Determined to LeadLong a hub of ship supply and repair, Singapore is on the rise as a centre of high-end shipping services. Leaders public and private are determined to position the country as one of a handful of global shipping capitals.

“We’re a small country. We have to work hard.” – on Singapore’s position

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LEANING EASTSingapore’s fate rises with the surge in Asia’s shipping fortunes

• Asians control 40% of the world’s shipping fleet, and 51% of bulk carriers

• 13 of the top 20 container line operators are Asian

• 9 of the top 10 container ports are in Asia

• Most of the world’s ships are built in Korea, China & Japan

• Asian nations (Philippines, India and China) supply most of the world’s seafarers

“For every container ship operating in the world, another half a container ship of similar capacity is under construction. There are now more LNG/LPG carriers on order than there are floating.” – on market growth

Article by THE FULL PICTURE MAGAZINE / Photo: Ken Ng Liong

David S. S. Chin, Executive Director, Singapore Maritime Foundation

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8 9

Arne Tørnkvist, one of the triumvirate that founded Aker

Floating Production, likes to cite the adjective reliance

Industries, which has contracted the first SMArT FPSo, uses

to describe the speed of the project: Supersonic. A quick look

at the company’s, and this project’s, timeline (shown above)

would be appropriately followed by a discreet…boom.

Fast? Actually, it’s astonishing. Supersonic. Smart 1 will

be pulling up oil at a time when most builders would still be

languishing in engineering. This speed is itself a value for the

customer. If Smart 1 is quicker to first-oil by one year, and it

pulls 60,000 barrels a day at a conservative value of USD 60

per barrel, well, anyone can do the math.

Aker FP has made the schedule possible by turning con-

ventional FPSo thinking on its head. While many builders

start with an eye on a specific oil field, Aker FP started with

an eye on the market. They started their engineering based

on specifications that would match the needs of a broad

number of customers and fields. Smart 1 began life as a ge-

neric middle-tier FPSo suited for benign waters. Check out

Aker FP’s SMArT specifications (below).

olsen, Tørnkvist and the third member of the triumvirate,

Mikkel Martens, made their reputations developing the con-

cept of the generic FPSo. With Aker Smart 1 (and Smart 2

& 3, which will immediately follow), the trio have arguably

perfected it. Along with the generic specifications, the smart

concept is fully modular. Skids for Smart 1 are coming from

fabrication yards from norway to the Middle east, Malaysia,

Thailand, Batam and Singapore.

A contracting strategy based on tight partnerships is the

final link to the smart concept. From day one, Aker FP was

determined to exploit the engineering capacities of key sup-

pliers around each individual module. rather than dictating

to suppliers, Aker FP has asked them to do what they do

best, and engineer the solution that fits. on top of this all-

star team of suppliers, Aker FP’s role is as manager of risks

and interfaces.

reliance’s demands for Smart 1 were on the high side.

Aker FP simply added additional process units to the modular

design – problem solved. It’s the kind of plug and play think-

ing they’re keen to show off. Another key to winning the

reliance contract was Aker FP’s ability to deliver the entire

subsea infrastructure as part of one package. Through sister

company Aker Kvaerner Subsea, they’re providing the sub-

sea, and, through Aker Borgestad, the operations – all from

one supplier.

So many aspects of the Smart concept are brand new, and

they’re best explained by the men behind it themselves. Here

are their comments on the Smart philosophy, the FPSo mar-

ket, contracting, the oil market, technology and partnerships.

Strictly speaking a new kid on the FPSo block, Aker Floating Production boasts some of the most experienced players in the business. These veterans are applying all of their collected wisdom in their SMArT FPSos, and demonstrating what can be done.

Get SMART. Go Supersonic.

“As new drilling rigs enter the mar-ket, the greater the [FPSO] demand. Because drilling rigs don’t produce oil or generate cash flow. They just cost money.”

– Aker FP President & CEO Svein Olsen

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Aker FP collected data on FPSo specifications from 30-40 oil companies, com-

pared it with the kinds of field characteristics where Aker FP see the greatest

contribution to future oil and developed its generic “smart” specifications. Aker

FP calls it flexibility by design.

Here are some of the results:

oil production capacity: 60,000 barrels/day up to 120,000

Water production: 50,000 barrels/day up to 100,000

Gas production: up to 6 million m3/day

Crude temp: 20 to 90º C

Mooring: Spread, with option for turret mooring

riser balcony capacity: 12 risers/umbilicals (extends to 30)

SMART SPECIFICATIONS

Article by THE FULL PICTURE MAGAZINE / Photo: Annar Bjørgli and Ken Ng Liong

Aker FP raises USD 150 million in a private placement, and purchases three tankers for conver-sion

Aker FP signs contract with Jurong to convert FPSO Aker Smart 1

Aker FP orders the pro-cess separation module

2006 2007

Aker Floating Production (Aker FP) established; Svein Olsen is CEO

1st

quar

ter

Apr

il

June

July

Aker FP also places orders for long-lead items (such as generators)

Aker FP signs a LOI with Reliance with order to proceed

Reliance Industries contracts first FPSO Aker Smart 1 for operations in India First oil (projected)

Janu

ary

Febr

uary

May

2nd

Qua

rter2008

Conversion of Aker Smart 1 begins at Jurong Shipyard

THEME Energy & Determination The FULL PICTURE magazine 01/08

The Aker Floating Production executive team (from left):

Mikkel Martens, Executive Vice President and Commercial

and Operation Director; Svein Olsen, President & CEO; and

Arne Hygen Tørnkvist, Executive Vice President, Technical

Director and Deputy CEO.

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On standardizationTørnkvist: “We don’t sit around by ourselves deciding how

everything will look like. We go to main suppliers and we

see where the center of gravity of their main portfolio is, so

to speak. Then we make a concept based on what is already

standard in the business. We are quite flexible about what

we really want to have. We see what the customer wants,

build a spec, talk to suppliers and find a good match.”

olsen: “The specification isn’t designed to be perfect, but

80 to 90 per cent fit for purpose. Good enough. We build in

flexibility. We prepare certain standards, and then the cus-

tomer can add on.”

On managing suppliersolsen: “We trust our suppliers. And they provide perfor-

mance guarantees. If they don’t deliver, they’ll be out next

time. Many buyers don’t work this way. Say they want a

crane. They make a crane committee. They bring in 10 guys

making specifications. By the time they’re done, the suppli-

er can no longer take the operating risk. The documentation

requirements have tripled. Costs and delivery times triple.”

Martens: “Take the helideck for Smart 1. We’re having it

fabricated in Malaysia. Another company called us saying

they have a better solution: lightweight, high-tech alumi-

num. now, why do we need a lightweight helideck on an

FPSo? We have all we need to hold up the weight. And we

got a heli-deck for one-third the price.”

On Aker FP’s expanded roleolsen: “[For reliance] We’re supplying all these compo-

nents, christmas trees, controls, risers, infield flow lines,

subsea manifold, delivery and installation along with instal-

lation of the FPSo. Previously oil companies took that risk.

now we’re taking that risk. We’re making a one-stop-shop.”

olsen: “We take the risk of not being paid before first oil

almost. If [the FPSo] is there and subsea is delayed, it’s

our risk. Buy by having sufficient control, Aker Kvaerner

Subsea as part of our system, we have more control. With

this spirit of co-operation, one-stop shopping will make us

attractive. It’s a competitive edge.”

On the oil majorsolsen: “We’re not going for the big oil majors. We leave

that to our competitors. We say no to many oil majors. We

stick to large independents. There is so much demand com-

ing up in this area.”

olsen: “Increasingly, we’re going to be pushing the oil

companies. They will need to come to the contracting in-

dustry to find solutions, new conceptual ideas, rather than

inventing things themselves, as they’ve done up to now.

Contractors will get more important. As the lack of re-

sources worsens, oil companies will focus on finding oil and

building reserves. They’ll leave it to contractors to own and

operate. This will lead to new commercial structures.”

Aker FP Executive Vice

President, Technical Director

and Deputy CEO, Arne

Hygen Tørnkvist came to

Aker Floating Production

one month after Svein

Olsen. Tørnkvist had been

Technical Director at

Bergesen Offshore since its

start in 1999. Previously,

he worked at Det Norske

Veritas in Norway and in

Korea. “The challenge, in

this market, is to find the

quickest way to the goal.”

Aker FP Executive Vice

President and Commercial

and Operation Director

Mikkel Martens came to

Aker Floating Production

after leading Vetco Aibel’s

work on technology,

products and systems as

Senior Vice President.

Prior to this, he worked his

way up in ABB, until he

led its Marine & Offshore

business. “Our people are

extremely committed and

dedicated. We couldn’t do

it without them.”

On relationshipsMartens: “It’s important to work with people you know.

You will always run into problems, and then it’s good to

know who’s good at what. You work with people you

trust.”

olsen: “And contractors can trust us. We’re not undermin-

ing them with countless benchmarkings. We bring them in

as part of the bidding team. If we win, they’ll get the con-

tract. It creates loyalty.”

Tørnkvist: “We’ve been around a long time and we haven’t

exploited the market when it was tough for yards and sup-

pliers. We’ve worked with Jurong for many years. Let me

tell you, not many companies could have gotten two slots

with them last year. We did. We have behaved over the

years. That’s created strong ties.”

On Kongsberg Maritimeolsen: “I’ve always liked KonGSBerG , even way back when

I was with Tentech. You have so much in KonGSBerG .

I’ve always been impressed. When we were working on

Petrojarl, we were the first to put the production turret in-

side the ship. In that starting phase, KonGSBerG took part

in the design of the turret.”

Martens: “It’s important with an international network.

We’ve ordered many man-hours from KonGSBerG during

commissioning and start-up in Singapore. It’s great that

there is a strong local presence to cover this.”

On the FPSO marketolsen: “We believe benign areas will make the biggest

contribution to new oil. And if you look at all the drilling

programmes going on, it’s here [middle tier projects of large

independents on large fields] you’re going to need new

FPSos. These guys are putting out 400 or 500,000 dollars a

day to drill. They want their money back. The only way to

do that is produce oil, and fast. We’re just entering a long

cycle of strong opportunities for FPSos, as a result of drill-

ing activities.”

olsen: “I don’t think [the statistics for new FPSos coming

online next year] is feasible. It’s a constraint in the market.

We’re doing well in this market. Some owners might have

thought they’d want something else, but this is available.

And they’ll get it one year earlier, so they’ll think twice.”

Martens: “This is our offer. We have the FPSo, we have the

slot at the yard, we have fabrication capacity, we have sup-

pliers in place, so we can deliver with the shortest possible

delivery time.”

Aker FP President & CEO

Svein Olsen is one of those

leaders who loves to try new

things. Among the founders

of Tentech International in the

late 1970s, he was involved in

the design of the first FPSOs in

the North Sea. This work led

to a large number of success-

ful FPSOs, including Petrojarl

I, Gryphon A and the Norne

and Åsgard FPSOs for Statoil.

He has also developed FPSO

operations at Fred. Olsen

Production and Bergesen

Offshore.

“You put your money where your mouth is. We always did things on speculation. We had the guts. Then you get the attention.” – Olsen

“We focus on where we have an advantage. We don’t think so much about the competitors.” – Martens

“Nothing kills like conservatism.We don’t listen to experts. We listen to experience. Experts can be the biggest risk in this business.” – Olsen

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The War RoomIt’s all well and good talking about supersonic project

speeds in the board room; it’s another for the project man-

ager on-site at the yard. The man assigned with the task of

keeping the Smart 1 project up to speed is Håvard Garseth,

Aker Floating Production’s project manager. We met him at

the Jurong Shipyard in December.

“We use the metaphor of being an army and attacking all

critical activities,” says Garseth. The army metaphor meets

reality in the concrete, or – to be more precise - steel form

of the “war room”. The war room is a couple containers

shackled together quayside at Jurong. Inside leaders from

Jurong, Aker FP, reliance and other key players hammer

out critical issues at a lightning meeting every morning.

“Supersonic project management is about creativity and

stamina. You can’t delay solutions. We focus on outstand-

ing issues, bring these to everyone’s attention, concentrate

on them, and move forward. Move to the next issue,” says

Garseth.

Garseth has combined responsibility for modules arriving

from Dubai, Thailand, Batam, Malaysia, norway and close

by in Singapore, as well as the mooring and installation

work going on at the same time at the field offshore India.

“KonGSBerG has participated strongly in the engineering

side of control and electro work. It’s been a good and close

relationship,” concludes Garseth.

If anyone in Aker FP understands the challenges of supplying

a supersonic project, Arild Hellem is the guy. He has responsi-

bility for the interfaces on Smart 1.

“This goes so fast. We hop over the normal FeeD phase

and go straight from drawings to fabrication. For Kongsberg

Maritime to do its job, they need to get into each organisation

producing modules and get the input they need to complete

their work and hand off this information to people in fabrica-

tion, operation and commissioning,” says Hellem.

Hellem recognizes that he is asking all of his suppliers to go

further, faster, than they might usually go on a project. Similar

projects are often completed with five or six times as many

purchasers and package engineers on a schedule two to three

times longer.

“In Kongsberg Maritime, we’ve gotten attention from the

right people. That’s been a critical question for many suppli-

ers – getting enough people with the right skills. our partners

in Kongsberg Maritime are listening and picking up the slack

where they need to. And all of our suppliers are gaining vital

experience, which may play off into work on Smart 2,” says

Hellem.

Hellem recognizes that what they are doing is a kind of ex-

treme sport version of FPSo production: “We’re a young com-

pany with tremendous experience. We can dare to do things

differently. And we can move at great speed.”

Smart 1 will be turret-moored to the

seabed, so it needs no DP nor navi-

gation systems. Aside from these

two, Kongsberg Maritime’s delivery

to Smart 1 is a “Full Picture” deliv-

ery. It includes:

• Process control system

• Fire and gas system

• emergency shutdown

• Process shutdown

• Power management system

• Vessel control system (ballast,

cargo, ventilation and utility)

• Information management system

• Cargo tank monitoring

For Kongsberg Maritime’s Project Manager Halvard Sagdahl,

the Smart 1 project has been a unique professional challenge.

“What’s special on this project is that we’re doing engineering,

production and installation all at the same time.” Imagine as-

sembling a bicycle while you’re riding it.

To cut time between production and commissioning,

Sagdahl’s team has finalised as much as possible off-site in

Singapore, so that the final product can be dropped in last-

minute.

“This isn’t your usual customer-vendor relationship. We

work as a team across the board. everybody is pro-active

on a project like this,” says Sagdahl. Kongsberg Maritime is

involved in process module construction worldwide, putting

special stress on logistics, coordination and project finance.

“We’re putting up extra manpower, either our own or

through sub-suppliers, wherever it’s needed. We’re dedicated

to Aker FP’s project goals, and we will, as a part of the team,

ensure that we meet the targets and make it a success,” con-

cludes Sagdahl.

Aker FP’s Project Manager for Smart 1 is Håvard Garseth. A petroleum engineer by training, Garseth has a broad background from work on drilling rigs,

in reservoir engineering, on platforms in the North Sea and on projects for the engineering industry. He has worked all over the world, but primarily in

Norway, in the Middle East and in Africa.

Aker FP’s Interfaces Manager for Smart 1 is Arild Hellem.

Focus: Interfaces

FPSOs Aker FP

ALL AT THE SAME TIME

Aker FP President & CEO Svein Olsen (right) and

Kongsberg Maritime Sales Manager Trond Brage Jakobsen

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On FPSO companies owning

mooring technology

“I think it’s essential and crucial.

It’s not just because we’re like that.

You see a tendency in our business,

where – in the concentrations of

recent years – groups evolved that

own this essential mooring technol-

ogy. At a certain moment, [the tur-

ret] becomes such a critical part of

the FPSo that it isn’t logical to buy

it in as a third-party item. In ultra

deepwater, you can’t competitively

bid if you don’t own this mooring

technology.”

On the LNG FPSO

“Some say there will be demand for

150 over time. What is sure is that

the LnG FPSo will come. one group

will be first and it will be important

to be part of a leading group. It’s part

of our future.”

On building FPSOs on speculation

“We’ve built FPSo hulls on spec and

we own hulls that can be turned into

an FPSo. But building a complete FPSo

speculatively is a different ball park. To

be honest, we don’t believe in build-

ing a whole FPSo on speculation for

the high-end of the market. A low-end

FPSo for USD 80 or 90 million can still

be feasible. But then take a high-end

norwegian FPSo for USD 7-800 mil-

lion. To build what many fields might

need, you’ll build 30 per cent more

expensive. And then you’ll need very

broad shoulders to bear the financial

burden until the right project comes

along. The construction of the FPSo

is hardly on the critical path anymore.

That would be drilling and subsea.”

On conversion vs. newbuild

FPSOs

“nowadays suitable VLCC hulls from

the 70s are gone. VLCCs from the

80s aren’t suitable. In areas where

VLCCs are used for FPSos, you will

see more 90s vessels or newbuilds. In

high-end areas where Aframax sizes

are used, you see the use of high

class existing tankers or newbuilds.”

On owned vs. leased FPSOs

“If you have a field life of ten years

or shorter, then an oil company,

depending on its financial state, will

often choose a lease. Some choose

to prioritise exploration, and see the

FPSo just as a leased item. Some

choose to put a purchase option in

the contract. Leasing an FPSo limits

the downside risk for oil companies

due to the fact they can release the

FPSo after the initial minimum guar-

antee period, should the reservoir

appear to produce adversely.”

HEEREMA TALKS FPSOS

Hugo Heerema, Bluewater’s Ceo and President, welcomes

the Full Picture at Bluewater’s offices just outside of

Amsterdam on a rainy December evening. It is late, yet

there is no sense that activity at Bluewater’s office is taper-

ing off for the night. Construction of the firm’s latest FPSo,

Aoka Mizu, is in a critical phase at Singapore’s Sembawang

shipyard. Countless new development projects are under-

way simultaneously at Bluewater.

“Business is brisk now, but not as busy as everyone

would expect. And this isn’t just Bluewater; it affects ev-

eryone in this business. The FPSo market is strong. If we

don’t see 100 new FPSos in the next five years, we’ll see at

least 60. Decision-making at the oil companies, however, is

hampered by high costs and constraints in drilling and sub-

sea. Despite an oil price hovering around 100 dollars a bar-

rel, many oil companies do their economic analysis of new

projects at around 50, which – when taking the high costs

of services into account – appear marginal. The market will

catch up though,” says Heerema.

Perhaps much of the activity at Bluewater attests to a

massive positioning strategy. This is a company bent on

establishing an unparalleled reputation for technology.

“Technology is what drives us,” says Heerema. Bluewater

has won recognition with the supply of high-end, complex

turret mooring systems, and with impressive installations

like a loading tower at ice-prone Sakhalin for exxonMobil.

Presently, Bluewater is completing a tower mooring system

subject to violent forces for the world’s largest FPSo off of

China.

With Aoka Mizu, Bluewater positions itself as a cred-

ible player to deliver FPSos for the Gulf of Mexico or any

other harsh environment where the ability to disconnect

rapidly, sail away and then reconnect with minimal inter-

ruption is critical. This is one of the most technologically

advanced FPSos being built today, and Bluewater specified

KonGSBerG for control systems from top to bottom.

The TrailblazerAoka Mizu means “blue water” in Japanese. In the international language of FPSo, it means “first self-connecting, disconnecting FPSo on DP in the north Sea.” It’s another first for technology-driven Bluewater.

Article by THE FULL PICTURE MAGAZINE / Photo: Hans Verleur and Ken Ng Liong

Bluewater CEO & President Hugo Heerema

Bluewater Project Manager Neil Rothney

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Full Picture spoke with Heerema, Jesse van de Korput –

Bluewater’s Vice President for floating production and neil

rothney – Bluewater’s Project Manager for Aoka Mizu in

Singapore, about building the Aoka Mizu, Bluewater’s strat-

egy and developments in the market for floating produc-

tion.

Aoka MizuThe seventh FPSo designed, built and owned by Bluewater,

Aoka Mizu began life at a Japanese shipyard several years

ago. In April 2006, Bluewater successfully negotiated with

nexen Petroleum UK Limited to convert the Aoka Mizu hull

for production at nexen’s ettrick Field in the north Sea.

Based on the field requirements, Aoka Mizu won’t be the

largest FPSo, but, technically speaking, it is very complete

and advanced. It will feature oil separation, water injection,

gas export and gas lift. It will be certified to operate under

the world’s most stringent safety and operational require-

ments, the UKooA recommendations, UK HSe regulations,

as well as norway’s norSoK standard.

“no water will go overboard from this FPSo, which is

rare. It will all be mixed with seawater and then reinjected

into the subsea reservoirs,” says van de Korput. And, as

nexen is eager to get more reservoir data, the FPSo will

pull up 24 data trends, which will be stored for 30 days for

nexen’s geologists to analyze.

Among the most critical tests of Aoka Mizu’s perfor-

mance, and among its greatest assets, will be its ability to

disconnect without employing a diving boat, move away

and operate as a vessel and then reconnect without as-

sistance. even when diving boats are available (they often

aren’t, depending on where you are), they cost upwards of

USD 100,000 a day. An FPSo like Aoka Mizu is also much

quicker to get back into production after a weather-induced

interruption.

“Another advantage to self-disconnecting is quicker

modifications. We are already talking with nexen about

some modifications to Aoka Mizu in a few years. If we can

disconnect, go to a shipyard and get it done there, it’ll be

far quicker, safer and cheaper than doing it on-site,” says

van de Korput.

One control system“We chose to work with Aibel to take care of the whole

topside on Aoka Mizu. The only specification we made

with respect to vendors was the control system: We wanted

KonGSBerG. We prescribed KonGSBerG for everything

related to control to make sure the interface situation was

covered. We’re confident that it will be a fully integrated

system,” says van de Korput.

He continued: “We have KonGSBerG systems on three

FPSos, and have had good experience with them. This

experience was definitely a factor in choosing KonGSBerG.

In addition, we feel that KonGSBerG has shown flexibility

with respect to production schedules; they adapt to a shift-

ing time frame.”

It was a decision Bluewater’s Project Manager niel

rothney, finalizing Aoka Mizu in Singapore, is very happy

about. “As Project Manager, it’s far easier to have only one

vendor to relate to. KonGSBerG is without a shadow of a

doubt the best in DP; now we’ve brought them in to take

care of all of the controls. That way, we plan to have our

interface situation covered,” he said.

Leading or following?“our goal is to remain the technology leader. That will be

our distinguishing factor. Followers can do decent business,

but, in the end, a follower is also a profit follower,” says

Heerema.

Bluewater is particularly keen on the race to develop the

first LnG FPSo. The company is positioning itself vis-à-vis

the major groups working on LnG FPSo pre-FeeD projects

by focusing on critical points of the process. one such area

is the transfer of LnG from the production ship to the LnG

shuttle tanker via cryogenic hoses.

Another area where Bluewater may find a technological

advantage is in operating unmoored FPSos on DP. “We ran

our Munin FPSo unmoored on DP for 180 days with only

six hours of down-time for ConocoPhillips in China. They

were elated. We even did offloadings with the FPSo on DP

and the shuttle tanker connected. KonGSBerG did a great

job there,” says Heerema.

Heerema believes that DP FPSos may find the perfect

niche in deepwater areas such as the Gulf of Mexico. “In

early production and well testing, an FPSo on DP will be

perfect. oil companies need information on how the reser-

voir behaves before they invest in a large production sys-

tem.”

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nexen Petroleum has contracted Bluewater’s Aoka Mizu FPSo to

produce its reserves at the ettrick Field in the north Sea. The three

production wells tied back to the FPSo (as well as three planned de-

velopment wells and a water injection well) will lead to production of

up to 30,000 barrels per day.

Aoka Mizu FPSo

Main features:

• Lloyd’s register of shipping class notation, +100 AT, oil barge with

descriptive notations Pt higher tensile steel, increased scantlings for

longitudinal strength and fatigue for FPSo service in harsh environ-

ments, including norwegian, Canadian and west of Shetland waters

• Casing aft of the bow can accommodate a Bluewater internal discon-

nectable turret

• Bluewater provides all services from design to construction, commis-

sioning, installation, operations and field logistics

Deck payload: 8,000 tonnes

Storage: 600,000 barrels

oil processing: 30,000 bopd

Produced water: 20,000 bwpd

Gas lift: 18 MMscfd

Gas export: 20 MMscfd

offloading parcel size: > 500,000 bbls

AOKA MIZU AT ETTRICK

Bluewater Vice President for Floating Production

Jesse van de Korput

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..........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................

For Bluewater´s Aoka Mizu FPSo, Kongsberg Maritime

is delivering “The Full Picture” - an integrated control

system, consisting of:

• navigation systems

• DP and thruster control

• Power management

• Vessel control

• Tank guaging systems

• Process control

• Safety systems (eSD, fire & gas, PSD)

• Information management

• operational support

THE FULL PICTURE ON AOKA MIZU

Page 12: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

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nexus Floating Production sees great promise in the market for harsh environment FPSos. A coalition including Samsung, APL and KonGSBerG has started construction on what may be the oilindustry’s most sought-after floater.

The Industry’s Best Bet

“Simply put, APL saw an opportunity. Converting vessels

into FPSos on speculation is common. Practically none,

however, were prepared for harsh environment. The nexus

1 is just that. It is proven technology, prepared for differ-

ent topside needs, from a strong group of vendors,” says

Anders Holm, the Ceo of nexus Floating Production (nexus

FP).

APL created nexus FP in mid-2006 on the back of a

strong public offering. APL (now owned wholly by BW

offshore) still owns roughly half of nexus FP. The com-

pany ordered its first FPSo, nexus 1, from Samsung Heavy

Industries in 2006, and another, nexus 2, in summer 2007.

A newbuild FPSo with storage capacity of near 1 million

barrels and production that can stretch up to and beyond

120,000 barrels per day, nexus 1 qualifies as a top-tier

FPSo. It is equipped with a moderately-sized complete

topside process plant that can be easily expanded based on

modular design and dedicated areas prepared for future top-

side expansion.

“If you look at the market, prices are only increasing. We

are willing to make an investment in order to join the first-

movers in this market,” says Holm. As FPSo scarcity starts

to nip at the heels of oil companies, the courting of nexus 1

will begin in earnest.

Industrial partnership“The co-operation with Samsung is fundamental for us,”

says Holm. The alignment of Samsung and APL creates a

strong industrial collaboration. nexus FP’s approach has

been to act quickly, win competitive contracts with these

key partners and turn out a proven product for the harsh

environment market.

KonGSBerG, with contracts to Samsung and APL, is re-

sponsible for tying the whole facility together: one control

environment for three systems – hull, topside and turret.

“The control package with KonGSBerG through Samsung

was technically the best choice, and reasonably priced. We

can tell potential customers that the whole vessel is inte-

grated in a KonGSBerG environment, and that brand recog-

nition has real value for them,” says Holm.

nexus 1 will be ready for operation in harsh environment.

It has a double-bottom, double-side hull design, a raised

bow and stern, continuous green-water protection along

its sides and a high freeboard; the design life is based on

20-year operation in norwegian Sea environmental condi-

tions (100-year wave heights of 16.5 meters). Samsung is as

experienced as a yard gets at this kind of hull.

With APL on the ownership side, it is no surprise that the

FPSo’s turret is state-of-the-art. The disconnectable turret

mooring, located forward to aid weather-vaning, will allow

for operation in areas prone to iceberg or hurricane activity.

nexus 1 will be fully self-propelled with two independent

propulsion systems, as well as thruster-assist to ensure

heading during offloading.

The topsides facilities are being engineered to handle a

typical mid-size oil field with associated gas and water:

80,000 barrels of oil per day, 60,000 barrels of water and

1.5 MMscm of gas. The topside steel and utility systems

are prepared, however, to add modules for gas, water and

oil processing. All told, nexus 1’s topsides capacities can be

doubled without structural interventions.

Finally, management agreements with APL cover con-

struction supervision, marketing and operation of nexus 1.

Since BW offshore purchased APL, the mother company’s

marketing skills have also been brought to bear on nexus 1.

As the market ripensBecause nexus FP acted fast in a rising market, it has lower

project costs than its competitors. And the company will

have an FPSo prepared for operations in harsh environment

conditions when the number of these kinds of projects far

outpaces the number of units available.

A couple interesting graphs demonstrate nexus FP’s price

advantage. Both in terms of hull and topsides, nexus FP

has been able to realize significantly lower costs than its

peers, in recent years and in current new orders. The charts

Article by THE FULL PICTURE MAGAZINE / Photo: Arild de Lange Nilsen

Nexus FP CEO Anders Holm

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also demonstrate, particularly in hull prices, a sharp upward

trend that will further impact FPSo prices. [see chart: “FPSo

Market – significant increase in hull costs”]

A leading analyst estimated over 110 floating production

projects worldwide over the next six years. of these the

vast majority will be produced using an FPSo, and several

dozen of them are in harsh environment areas. The supply

of appropriate FPSos simply does not match up to demand

over the next five years.

“In the north Sea, we see more and more smaller oil

companies, particularly on the UK side, that are both eager

to produce known reservoirs and interested in a solution

whereby they lease an FPSo from a dedicated contracting

partner,” says Holm.

There are a number of increasingly compelling reasons for

oil companies to lease an FPSo. Shorter field life means a

leased FPSo generates less residual value risk. The smaller

oil companies looking to produce small and remote devel-

opments focus their capital on exploration, not production

infrastructure. Finally, many of these companies do not

have – and do not want – the large organisational structure

associated with operator-owned FPSos. [see chart: “Split of

global FPSo fleet by ownership]

nexus FP, APL and BW offshore are co-operating to

address growing interest in the market for the nexus FP

floater. Several placement studies for field developments

in harsh environment have been completed; prospects in

norway and the UK, as well as iceberg- or hurricane-prone

regions like Canada, the Gulf of Mexico and Australia

(where disconnecting is a must), are the most interested.

“We have a flexible solution with respect to topsides, so

there are a number of projects where we might win because

we have good timing,” says Holm.

19

0

20

40

60

80

1990 1995 2000 2005 2010Implicit price topside (USD/kg)

100

200

300

400

500

1990 1995 2000 2005 2010

Implicit price hull (USD/bbls storage)

FPSO market -significant increase in hull costs

Nexus Floating Production Ltd. www.nexusfp.no

PROJECT FINANCIALSFLEETCOMPANYHIGHLIGHTS MARKET

Each dot represents a selected historical project. Building costs are contractual building cost only. Inflation adjustment of 2% p.a. Source: Companies* Price level of Nexus II reflects 2005-2006 prices

Nexus*Nexus*

17

Expectedincrease in demand for leased FPSOsgoing forward:

- Shorter field life increases attractiveness of lease solutions (residual value risk)

- Small oil companies likely to allocate financial resources to exploration, not infra-structure

- Small oil companies have not organizati-onal capacity to controlinfrastructure Source: FPSbase, First Securities

FPSO market -trend towards more leased vessels

Nexus Floating Production Ltd. www.nexusfp.no

PROJECT FINANCIALSFLEETCOMPANYHIGHLIGHTS MARKET

24%31%

45% 45%

67%

76%69%

55% 55%

33%

1990 1995 2000 2005 Order book

Leased Operator owned

Split of global FPSO fleet by ownership...............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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The nexus FP strategy is to get a generic harsh environment FPSo to market…fast.

• Meets requirements of the most demanding operational conditions and regulatory regimes

• Designed for rapid deployment and sequential field development strategies

• State-of-the-art disconnectable turret mooring technology delivered by APL

• Large storage capacity enables operation in remote areas

• Hull and utility systems prepared for topside expansion

• Topside prepared for additional gas, water and oil processing (even GTL, heavy oil, etc.)

• Topsides capacity can be doubled

THE HARSH ENVIRONMENT GENERIC FPSO

FPSO Market – significant increase in hull costs

Split of global FPSO fleet by ownership

Nexus FP CEO Anders Holm (right) and

Kongsberg Maritime Sales Manager Cato Franck

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Article by THE FULL PICTURE MAGAZINE / Photo: Ole Musken, Höegh LNG

Höegh LnG occupies the fifth floor of a large, modern office

building in oslo owned by its parent company, Leif Höegh

and Co. The company employs about 30 people (excluding

fleet services and marine personnel) who manage the com-

pany's fleet of five vessels plus 2 under construction, and

work to develop Höegh LnG's more ambitious projects.

Though relatively small, Höegh LnG is recognised as an

industry pioneer, launching its first LnG carrier in 1973.

The company continues to serve this growing market: In

october 2007, two of the most recent additions to Höegh

LnG’s fleet, Arctic Princess and Arctic Lady, began their

20 year operating contracts serving the Melkøya terminal,

which lies 340 miles north of the Arctic Circle.

But Höegh LnG is more than a shipping company. Indeed,

most of the company's senior executives have a background

in the gas industry, including Sveinung Støhle, Ceo of

Höegh LnG, who began his career in oil and gas and has a

master's degree in international business. "When I was ap-

proached by the company in 2005, the owners made it clear

that while shipping would remain a core competence, they

were seeking to expand the company's services beyond

transportation," he says. “I wanted to be a part of that pro-

cess.”

New market, new concepts Støhle explains that Höegh LnG’s focus on developing inno-

vative midstream solutions, many of which began before he

joined the company, have been driven by changes in both

the shipping industry and the LnG market. Increased global

demand for energy and the rising cost of oil has created a

booming market for LnG. At the same time, environmental

and security concerns, especially in north America, have ef-

fectively blocked the construction of land-based terminals.

In addition, energy companies have been seeking new

ways to access gas from smaller, offshore sites once con-

sidered too costly to develop. To reach these new resources

and growing markets, gas companies have increasingly

sought to outsource midstream activities so they can focus

on their core business – selling gas.

Changes in the shipping industry have also impacted

Höegh LnG. Today, newbuilding orders for LnG carriers are

at an all time high and in an industry dominated by both

european and Asian shipping companies specializing in LnG

transportation, competition for contracts has become fierce.

For a smaller player to compete successfully, Höegh LnG

must offer unique services. “Transportation is an important

part of our service offering," explains Støhle. "But to dif-

ferentiate ourselves from competitors, we have to offer an

added value to our customers.”

Forging links in the value chain To expand the scope of their offering, Höegh LnG is now

developing the capacity to offer energy companies produc-

tion, transportation, regasification services and access to

promising markets. "Increasingly, we see ourselves as part

of our customers' value chain,” he says. “That’s good busi-

ness, and will help us learn more about the needs of the in-

dustry than we would simply by providing transportation.”

At present, Höegh LnG has several innovative projects

in various stages of development. In 2005, Höegh LnG

ordered two Shuttle and regasification Vessels (SrVs)

from Samsung Heavy Industries to serve a deep water port

project off the coast of Massachusetts. Known as neptune

LnG, the project will be operated by Suez energy (north

America) and served by Höegh LnG and partner, Mitsui

oSK Lines. recently, the project won approval from US

maritime authorities, making it the first of its kind on the

northeast coast of the United States.

Developing key technologiesStøhle explains that the SrV is an LnG carrier equipped

with a dedicated regasification plant mounted on the fore-

ship. The SrV has a turret in the bow which connects to a

submerged buoy. The natural gas from the regasification

skids is sent through this turret, a riser and a subsea pipe-

line to shore. “By providing vessels capable of providing

transport, the storage and regasification of LnG, we offer

SUeZ a unique and valuable service,” says Støhle.

At a cost of USD 340 million each, the SrV project rep-

resents a significant investment. But it is a measure of the

company’s confidence in the concept that they ordered both

vessels a year before the project was finalised, and retain

firm options for additional SrVs. “There aren’t many yards

with the capability to build vessels of this level of sophis-

tication and these yards are running at capacity,” explains

Støhle. “We had to move quickly, or risk missing our win-

dow of opportunity.” Støhle adds that Höegh LnG is also

developing two additional deepwater port terminals; one

located in Florida (Port Dolphin) and one off the west coast

of the UK (Port Meridian), and is actively pursuing other

floating LnG projects in the Atlantic Basin – all projects

that will require additional SrVs or Floating Storage and

regasification Units (FSrU) , which are stationary floating

regasification terminals.

Ship-to-ship transferHöegh LnG is also developing a FSrU designed to provide

energy companies with more cost effective regasification

solutions and a new way to access promising LnG markets.

The process requires outfitting an existing LnG carrier with

regasification units, an LnG transfer system and a gas ex-

port system. The FSrU will be docked at a pier or moored

offshore, and the LnG shuttle vessel will moor alongside

the FSrU for ship-to-ship transfer of LnG. “Ship-to-ship

transfer requires some technical expertise and special equip-

ment,” says Støhle. “We were among the first to show that

it could be done, and recently, completed about 50 trans-

fers, effectively turning a challenge into a routine and gain-

ing valuable experience.”

Breaking new ground More recently, Höegh LnG has entered into agreements

with major contractors to begin the engineering and de-

sign for the industry’s first LnG FPSo. “We view the FPSo

project as a vital part of our strategy to offer a complete

offshore LnG supply chain,” says Støhle. The project will

include the development of an offshore classed structure

“We will combine our maritime experience and technical skill with our understanding of the gas industry to expand the range of our service offering.”

Sveinung Støhle, CEO of Höegh LNG

Finding the better way

With only five vessels in its fleet, Höegh LnG might be overlooked as a minor player serving a niche market. But a closer look reveals a company with ambitious plans to change how the gas industry thinks about the production, transpor-tation, regasification and deliv-ery of LnG.

Höegh LNG CEO Sveinung Støhle

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with the capacity to treat and liquefy a well stream of about

2.5 billion cubic meters per year, which will give an annual

production of about 1.6 million tons of LnG. Støhle notes

that the project has already attracted interest from the in-

dustry. “We are already in discussion with several natural

gas resource owners, who have recognised our ability to

produce, transport, regasify and deliver their gas to the end

user market in one seamless LnG chain.”

Støhle is quick to point out that the company’s effort

to expand their service offering requires strong partner-

ships with suppliers. “our starting point is shipping, so we

build structures that move on water, are self-propelled and

conform to existing ship design standards,” he says. “But

developing these solutions requires the active participation

of suppliers who bring different skills and experience to the

project.” Vital components of various Höegh LnG projects

are supplied by a broad range of companies, including Aker

Yards, Samsung Heavy Industries, CB&I Lummus Global,

Hamworthy Gas Systems, Bluewater, DnV, Technip, APL,

and KonGSBerG, among many others.

A history of innovationHöegh LnG’s history with KonGSBerG goes back two de-

cades. Indeed, all of the company’s existing vessels rely on

KonGSBerG systems, and KonGSBerG equipment will play a

critical role as a systems integrator on the SrV project. “We

prefer to work with suppliers who have proven solutions,

and our long relationship with KonGSBerG has been an ad-

vantage,” Støhle says. “They know our business.”

For KonGSBerG, working with Höegh LnG has enabled

the company to access the LnG carrier segment. “Many of

the systems we’ve developed and marketed to the industry

have been enhanced by our cooperation with Höegh LnG,”

says Morten Stanger, sales manager for KonGSBerG. “We

view our partnership with Höegh LnG as the key to our

success in this industry, and look forward to working with

them more in future.”

And a future with Höegh LnG promises to be very excit-

ing. With the first of two SrVs scheduled for delivery in

2009, Höegh LnG’s fleet will begin to expand, matching its

high ambitions. “After years of hard work and significant

investment from the owners, we are all looking forward to a

bright future for Höegh LnG,” says Støhle.

In 2005, Höegh LnG (together with joint-venture partner,

Mitsui oSK Lines, or MoL), contracted Samsung Heavy

Industries to build two Shuttle and regasification Vessels

(SrVs). These highly complex vessels are vital to the com-

pany’s deep water port terminal concept Port neptune

and developed in cooperation with MoL and SUeZ energy

(north America). At the time, the project had not been ap-

proved by US maritime authorities, and neither Höegh LnG

nor Samsung had ever built an SrV before.

“Shipbuilding is always a complex process, but when you

are building something new, the challenges are magnified,”

says Höegh LnG’s site team manager Tony Armstrong, who

joined the project last year. “Fortunately, we are working

with a network of highly experienced suppliers.” Armstrong

explains that while Höegh LnG knows ships, most of the

systems onboard have been developed by companies with

experience in the gas processing industry. “The success of

the project depends on getting the various elements of the

project to work together seamlessly,” he says.

Two of the more complex systems to be installed on

the SrVs are regas plants, developed by Hamworthy Gas

Systems, and a submerged turret and buoy system devel-

oped by APL. one innovative aspect of the SrV concept is

that ship control systems and cargo handling systems will

all be controlled from the bridge – a challenge Höegh LnG

has assigned to their long term partner, KonGSBerG. “In

addition to the Dynamic Positioning system, bridge control

and navigation, KonGSBerG will develop integrated control

systems to manage the regas units and control valves on the

seafloor,” says Armstrong. “This is a critical element of the

SrV concept, and we are confident they will deliver a seam-

less, fully integrated solution.”

Armstrong will lead a site team that will be made up of

about 10 people, including two representatives of Höegh

LnG’s partner on the project, MoL. At present, the team is

busy working to manage a number of technical challenges

in cooperation with Samsung and classification issues in co-

operation with DnV. “Because the SrV concept is relatively

new to the industry, we do not have the luxury of relying

on existing standards,” he says. “It is an enormous chal-

lenge, but Höegh LnG has a long tradition of pushing the

boundaries of innovation and I look forward to watching

this vessel take shape.”

He won’t have to wait long. In november, the Port

neptune Project was approved by US maritime authorities.

Steel cutting will begin in early 2008, and the first SrV will

be delivered in 2009.

Putting the pieces togetherThe Shuttle regasification Vessel is a strong concept – on paper. But the responsibility of turning a stack of complicated engineering blueprints into one of the industry’s most sophisticated vessels falls to a team lead by Höegh LnG’s project manager, Tony Armstrong.

................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ ........ .....

DEFINING THE SRV

The SrVs under construction for the neptune deepwater

port have a cargo capacity of 145,000m3, which is stored in

four cargo tanks utilising the membrane insulation system.

Three regasification skids are installed on the foredeck with

a maximum natural gas send-out capacity of 750 mmscfd.

Typically, the vessels will be moored on site for six days to

discharge the cargo. The vessels have four dual-fuel engines

and an electric propulsion system. To approach and pick-up

the submerged buoy, the vessel employs a KonGSBerG DP

system with two bow and two stern thrusters. The vessels

are designed with a range of environmental safeguards to

minimise the environmental impact when moored on site.

From left: Tony Armstrong,

Höegh LNG, Rune Moldestad,

SUEZ Energy, and Yoshikazu

Kondo, Mitsui OSK Lines

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The second-largest U.S.-based energy company, Chevron

has always moved the lion’s share of its product itself, be

it via tanker or pipeline. The Chevron Shipping Company,

based out of Chevron’s corporate headquarters in San

ramon, California, manages over 4,000 voyages a year and

is busy supporting the company’s upstream gas projects in

nigeria and Australia.

In the first-half of 2005, the company turned heads when

it announced a contract with Samsung Heavy Industries for

two dual-fuel diesel electric LnG carriers. It was one of the

industry’s first orders featuring the new propulsion system,

and introduced a series of new issues to tackle for Chevron

Shipping’s technical newbuilding department.

Chevron Shipping Company’s rick Boudiette, Team

Leader – Fleet Projects and Services, and his colleagues

Brian Kearins and Lloyd Bland got to work determining

how these special carriers would be equipped. Boudiette

and Kearins spoke with the Full Picture magazine about the

specific challenges involved in the gas management and au-

tomation of these vessels.

The selection teamAlthough the decision to build dual-fuel diesel electric

propulsion plants on the LnG newbuildings for Chevron

Shipping’s fleet predated Boudiette, he confirms that the

company and its technology group were convinced of the

soundness of the concept at an early stage.

“Dual fuel medium speed engines had been around for

a while. Introducing them to an LnG carrier with a diesel

electric plant, though, was a major change,” said Boudiette.

“This technology aims both to optimise fuel efficiency,

lower emissions and reduce the company’s dependence on

scarce steam turbine competence. Another reason we chose

this solution stems from the design, as it allows for larger

cargo-carrying capacity.”

Granted these clear advantages, the dual-fuel propulsion

system introduces new challenges, primarily associated with

gas management. on a steam-driven ship, extra boil-off gas

is simply shunted to the turbine, more steam is produced

and then discharged; on a diesel-driven ship, any extra gas

must be reliquified and returned to the tanks, or combusted.

Samsung proposed a number of makers for gas manage-

ment and automation, and Chevron Shipping Company ap-

plied its traditionally rigorous approach to make its decision.

Boudiette assigned Kearins and Bland to the task, along

with a representative from Chevron’s global energy technol-

ogy outfit, and these three set about visiting these makers,

comparing solutions and carrying out a full due diligence

process.

For Boudiette, the most important matter at hand was to

find as complete and integrated automation system as pos-

sible. In other words, the selection team sought a maker that

could do full automation of the gas management, including

emergency shut-down, custody transfer, gas compression

control and combustion. “We wanted to keep the number of

stray terminals and monitors to a minimum,” he said.

The choiceTo make a long story short, Chevron Shipping Company’s

selection team decided upon a fully integrated package of

KonGSBerG equipment. Kearins describes how and why the

team chose KonGSBerG in the end.

“After doing a review of the power plant, we started our

due diligence process for the automation. We knew that the

integration of the gas management system was vital. At the

time, we felt that the only specialist with the ability to do

the integration to the reasonable satisfaction of the owner

was KonGSBerG,” said Kearins.

He describes how the team, during their visit to

Dual-Fuel DiligenceFor over a hundred years an example of excellence in crude oil tankers, Chevron Shipping Company has increasingly beefed up its fleet of gas carriers. Its carriers on order at Samsung Heavy Industries aim to set themark for excellence again.

“This technology aims both to optimise fuel efficiency, lower emissions and reduce the company’s dependence on scarce steam turbine competence.”

- Rick Boudiette

Article by THE FULL PICTURE MAGAZINE / Photo: M. Christine Torrington

Rick Boudiette (left), P.E., Team Leader – Fleet Projects and Services, Marine Services Group, Chevron Shipping Company,

and Brian Kearins, Electrical & Controls Engineer, Marine Services Group, Chevron Shipping Company, outside the company’s

headquarters in San Ramon, California.

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LNG in the fast laneThe LnG transportation industry has always been driven by innovation. But in an increasingly competitive industry characterized by rapid change, being a step ahead of the competition is not only an advantage – it’s a necessity.

Kongsberg in norway, saw how KonGSBerG could model

the management of excess boil-off gas in sophisticated

monitoring systems. They talked training, support, compo-

nents, consoles and ergonomics.

“We’re always interested in a vendor that has proven

itself. Ability to deliver previously is a pretty good start-

ing point, when determining their ability to deliver in the

future. Another factor that we like is a marine-centric ap-

proach. Is the vendor’s solution designed for marine vessels,

or is it a universal system in which its use on ships is just

one application?” said Kearins.

“We’ll benefit from KonGSBerG’s experience delivering

on other projects,” he said.

Projects, projects, projectsnext to the newbuildings at Samsung, Boudiette and his

team are constructing and operating a series of three stan-

dard steam-driven LnG vessels for Sonangol. Through

Chevron’s technology group, they provide marine compe-

tence on joint industry projects. Areas of interest include

FSrU (floating, storage and regasification) technology and

ship-to-ship transfers.

“In terms of gas shipping, the immediate future will con-

cern dual-fuel and gas management issues. Some hope to

employ steam turbines more effectively. There’s also the in-

troduction of low-sulphur heavy fuel oils, which adds more

complexity to the propulsion picture. The next big issue,

though, will be figuring out how we can further reduce

emissions,” said Boudiette.

Rick Boudiette (left), P.E., Team Leader –

Fleet Projects and Services, Marine Services

Group, Chevron Shipping Company: A gradu-

ate of the United States Merchant Marine

Academy in New York, Boudiette sailed

briefly before coming to shore and eventually

joining Chevron Shipping Company in 1989.

Today he is responsible for all of the com-

pany’s floating newbuildings, including LNGs,

tanker fleet expansions and replacements.

Brian Kearins, Electrical & Controls Engineer,

Marine Services Group, Chevron Shipping

Company: An electrical engineer with con-

siderable experience working in naval archi-

tecture on refurbishment projects of existing

naval, commercial and coast guard vessels,

Kearins has extensive experience with control

systems and control system providers.

Golar LNG CEO Gary Smith (left) and

Kongsberg Maritime Sales Manager Cato Franck

Article by THE FULL PICTURE MAGAZINE / Photo: Morten Rakke and Ken Ng Liong

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With its roots in norway, a history in Asia, and headquar-

tered in London’s busy Canary Wharf, Golar LnG operates

at the centre of the LnG transportation industry. The com-

pany is listed on both the oslo Bors and nasdaq and has

three decades serving the growing LnG industry. With such

strong credentials, most companies would be tempted to

play it safe. But Golar LnG insists on being a pioneer.

Five years ago, the company invested significant resourc-

es to develop a Floating Storage and regasification Unit

(FSrU) concept for LnG, and last year Golar announced

that they had contracted Keppel Shipyard in Singapore to

perform the industry’s first-ever conversion of an existing

LnG carrier into an FSrU. While the project had contracted

some interest, Golar LnG had no existing contract for the

converted vessel. So why take the risk?

“The organisation felt the greater risk was ‘business as

usual’,” says Gary Smith, Ceo of Golar LnG. “our vision is

to be the industry leader in LnG transportation services,

and we can’t achieve that goal by standing still.” Smith, an

Australian who spent part of his career at Shell Trading &

Shipping Co. in London, joined the company in 2006. “At

the time, I had no interest in running a traditional fleet of

LnG carriers,” says Smith. “But after meeting with the own-

ers and the board, I was convinced that they were commit-

ted to a more ambitious programme.”

Smith notes that Golar LnG’s strategy to offer energy

companies more flexible midstream solutions is based on

changes in the global LnG market. “rising demand for LnG

in north America and europe has encouraged energy com-

panies to seek more innovative solutions to process, store,

and transport LnG,” he says. “The Atlantic Basin represents

a very attractive market to companies with the capacity to

offer these solutions.”

Smith explains that an FSrU is a semi-permanent floating

LnG receiving terminal. The FSrU will receive LnG from

offloading LnG carriers, and the onboard regasification

system will provide gas send-out through flexible risers and

pipeline to shore. “It is a more flexible and cost-effective

solution than a land based terminal, and answers many of

the increased environmental concerns faced by energy com-

panies,” he says. “And because FSrUs are vessels, they can

be moved as the situation requires.”

With a fleet of 14 vessels, Golar LnG remains active in

LnG transportation, some engaged in long-term contracts,

others trading in the spot market. Indeed, the company has

recently completed an extensive newbuilding programme

and is currently considering adding new tonnage. “our

maritime expertise continues to provide a strong foundation

for our business,” he says. “But we see a significant growth

opportunity in providing our customers with more flexible

floating terminal solutions, and we were willing to assume

the capital, technical and execution risk to make it happen.”

And recently, the risk has paid off. Last spring, Golar

LnG announced that it has been awarded two ten-year time

........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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THE SPIRIT OF FSRU

The Golar Spirit is a steel mono hull

equipped with MoSS LnG tanks. The re-

gasification plant will be placed in the for-

ward section of the vessel, with the crew

facilities, control room and utility machin-

ery situated in the aft end. once in place,

the terminal will be permanently moored

alongside a pier equipped to receive high

pressure natural gas via purpose built hard

arms. The LnG tankers offloading to the

floating terminal will be moored on the

opposite side of the pier.

“Our vision is to be the industry leader in LNG transportation services, and we can’t achieve that goal by standing still.”

Gary Smith, CEO, Golar LNG

charters by Petrobras to employ two converted Golar ves-

sels (Golar Winter and Golar Spirit) as floating LnG storage

and regasification vessels. Both vessels will be modified to

permit regasification of LnG prior to delivery to Petrobras.

The estimated contract value (excluding the five-year op-

tion period) is approximately US$860 million.

According to Smith, the contracts represent a significant

milestone for the company. “These contracts are likely to

positively influence long-term shareholder earnings and

improve the opportunity to further optimize Golar's fi-

nancing,” says Smith. Indeed, the company has recently

announced that it has signed a final Memorandum of

Agreement with regard to the sale of the Golar Frost to oLT

offshore LnG Toscana S.p.a, the project company in con-

trol of the Livorno FSrU project, for USD 231 million. “We

are also currently negotiating another FSrU project in the

Middle east,” says Smith.

With a modest management staff of 20 people, Golar LnG

relies on partnerships with key suppliers to achieve their

goals. “MoSS Maritime provides technology for the regas-

ification plant, Keppel Shipyards executes the conversion,

and Kongsberg Maritime has developed a vital solution for

systems integration,” says Smith.

Golar LNG’s site team at the Keppel Shipyard in Singapore:

Arvid Nygaard (left), Site Manager;

B. Devendran, Piping & Structural Supervisor;

and Idar Herland, Machinery Lead

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With an enchanting view of the sea from the company’s

Haugesund headquarters on norway’s west coast, Knutsen

oAS Shipping is clear over what charterers are looking for –

advanced newbuild ships able to perform sophisticated op-

erations. This has been the strategy for the company since

1984, when chairman Jens Ulltveit-Moe and Trygve Seglem,

the company’s managing director, became main owners of

the firm and reorganised activities.

Knutsen oAS had a proud history and many decades

of experience as tanker operators, but financial problems

meant that the company was more or less starting from

scratch on the shipowning side. In fact, when the new or-

ganisation got its first offshore loading contract with Statoil

for two shuttle tankers in 1984, Knutsen oAS only owned

0.40% of the ships.

The two newbuilds – the Anna Knutsen and ragnhild

Knutsen – were built in China and delivered in 1987, and

are great examples of the success to come for the company.

The Anna Knutsen was in consecutive trade for one char-

terer – Statfjord Transport (with Statoil the majority owner)

– for twenty years, whereas the ragnhild Knutsen, which

was sold in late 2007, is believed to have taken more car-

goes of crude oil ashore than any other shuttle tanker in the

north Sea.

Advanced technology breeds advanced profits

After heading into administration as a result of the 1970s tanker crisis, Knutsen oAS Shipping has risen up through the guidance of Trygve Seglem to become the world’s second-largest shuttle tanker operator. What got them here was sheer determination and their steadfast focus on innovative shipping solutions.

Common for the two pioneer ships and all of the other

offshore shuttle tankers that Knutsen oAS has owned

and operated over the years (the company currently owns

18, and has three more on order) is dynamic positioning

systems from KonGSBerG. Seglem stresses the importance

of DP systems for handling advanced offshore loading

– something he became familiar with early in his career.

After graduating from newcastle University with a Marine

engineering degree in 1974, he began work at Statoil. These

were early days for the oil and gas giant, which is made

clear by the fact that Seglem was one of the two staffers

in the entire organisation hired for offshore loading opera-

tions.

During Seglem’s seven years at Statoil, he had a good

deal of contact with KonGSBerG – including taking part in a

simulation study with the two companies and the Christian

Michelsen Institute to find out more about the possibili-

ties of DP in the area of offshore loading. “not only is

KonGSBerG very strong technologically, but also extremely

professional in all of its client dealings,” says Seglem.

KonGSBerG also provides Knutsen’s shuttle tankers with

automation equipment.

Shuttle tankers just the beginning While offshore loading vessels still make up the largest por-

tion of the Knutsen oAS fleet, the company also has large

investments in product/chemical carriers (12 ships, with

four on order), and a true area of growth in recent years

and the near future will be LnG carriers. Knutsen currently

has six LnG carriers, with an additional four on order at

DSMe (Daewoo) in South Korea scheduled for 2010 deliv-

ery.

The LnG market has accelerated rapidly of late – a point

well illustrated by the proliferation of carriers. According

to Seglem, the world LnG carrier fleet has gone from ap-

proximately 100 to 300 ships over the past four years, and

should increase to about 400 carriers by 2011.

Knutsen placed its first orders for LnG carriers in

1999/2000, with the first three delivered in 2004, and oth-

ers arriving in 2006 and 2007. KonGSBerG has delivered

integrated automation systems and integrated gas manage-

ment solutions to the three Knutsen LnG carriers built in

Spain – Cadiz Knutsen, Bilbao Knutsen and the recently de-

livered Sestao Knutsen. All three are shipping LnG to Spain

on long-term charters.

The four LnG tankers newbuilds Knutsen oAS has on

order at Daewoo represent operational and technical ad-

vances from the previous generation. Carrying capacities

will increase from 138,000 m³ to 173,400 m³ of LnG – which

will make them among the largest LnG ships afloat – and all

are equipped with Wartsila dual combustion diesel-electric

engines.

“It costs more to build ships with dual combustion en-

gines, but the advantages outweigh this,” says Seglem. The

benefits of the innovative design include greater propulsion

efficiency and a significant reduction in fuel consumption

compared to the gas turbines used previously.

At least two of these vessels will be on 20-year time

charters with repsol YPF as a part of a Peru LnG project

scheduled for a 2010 kickoff – with the deal representing

Knutsen’s largest-ever LnG contract.

When online in 2010/2011, repsol will export 4.2 million

tonnes of spot LnG cargoes per year for 18 years from the

Peru LnG plant. Sixty percent of the gas volumes are ear-

marked for the Mexican market, with the rest to go to Asian

markets.

The importance of integration KonGSBerG has contracts for the integrated automation

systems for the Daewoo LnG newbuilds, along with the gas

management systems. These management systems are more

advanced in nature due to the dual combustion engines.

Article by THE FULL PICTURE MAGAZINE / Photo: Pål Hoff

Knutsen OAS Shipping Managing Director Trygve Seglem (left), and Kongsberg Maritime Sales Manager Finn Søberg

From left: Morten Stanger, Sales Manager,

Kongsberg Maritime; and Tom Knutsen, Project

Manager, Johannes Brynjulvsen, Project Manager

and Hans Tveitaskog, Technical Director, all of

Knutsen OAS Shipping

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PNGKnutsen, along with partners europipe GMBH and Det

norske Veritas, was first out of the gate with the PnG con-

cept, but had problems getting it off of the ground due to

previous “pipeline class” regulations. When new regulations

came about in 2003, they got the go-ahead they needed.

The trio has developed a ship that is approved for PnG

transportation.

Though PnG doesn’t compress as much as LnG, the gas

treatment required is minimal. This provides PnG a flexibili-

ty that make it both a means for direct natural gas transport

and a local solution for bringing stranded gas to market.

With cost savings in the areas of liquefaction, storage and

regasification facilities, PnG requires but a fraction of the

equipment investment needed for LnG. And the reduced

energy resources needed to compress the gas make PnG a

more environment-friendly solution than LnG.

Knutsen’s goal with PnG is to set the pace in the direct off-

shore loading of natural gas, utilizing technology similar to

that currently in use for crude oil offshore loading. This fits

with the company’s vision of offering tailor-made transpor-

tation solutions for leading energy companies. Knutsen is

currently considering a number of possible plans and hopes

to decide on the first PnG commercial project shortly.

Knutsen VOC Technology (KVOC) In line with the Kyoto Convention, many national authori-

ties have implemented stringent VoC (volatile organic com-

pounds) emission reduction regulations for offshore loading.

Knutsen’s KVoC method passively reduces VoC emissions

during the loading and transport of crude oil. KVoC installa-

tion on eight Knutsen ships has proven significant emission

reductions, along with reduction in H2S release from cargo.

The system is available for purchase by other operators, and

has been bought by four non-Knutsen vessels so far.

The development of the KVoC method, which has cost

Knutsen approximately $10 million, is something managing

director Trygve Seglem is quite proud of. “We have great

belief in the project,” he says. “KVoC is easy to install and

take care of, inexpensive to purchase, costs nothing to

run, and saves oil transporters a great deal of energy and

money.” Indeed, shipowners typically make their money

back on the system after only five or six offshore loadings,

and many competing VoC systems cost as much as ten

times the price of KVoC.

KVoC was a recent runner-up in the “Protection of the

Marine and Atmospheric environment” category at the

Seatrade 2007 Awards.

Advanced solutions are not only an important aspect of Knutsen OAS’s current areas of focus, but also in the

realm of two projects that may take longer to bring about dividends, but have strong long-range prospects: the

shipping of pressurized natural gas (PNG) and the company’s own KVOC technology.

DETERMINATION AND INNOVATION AT WORK

While the KonGSBerG systems become more complex and

incorporated with one another as a result of more intricate

technologies at work, the company’s product usability and

customer service remain as good as ever.

KonGSBerG product integration is seen as an advantage

by Knutsen oAS project manager Tom Knutsen. He’s work-

ing with the company on behalf of the LnG newbuilds.

“Projects have become so complex that one can’t operate

with stand-alone systems. Integration is extremely impor-

tant today,” he says, adding that KonGSBerG’s contracts

with a number of subsuppliers makes it much easier – and

more profitable – to work with them.

Knutsen oAS Technical Director Hans Tveitaskog has had

a good deal of contact with KonGSBerG over the years, and

feels that the company greatly engages themselves with

their clients. “We expect that, if we have a problem, the

supplier has a problem, too. KonGSBerG is a firm believer in

this concept. KonGSBerG gives us their full attention when

we get in contact.”

Ice class on order Knutsen oAS’ areas of operation have expanded a great

deal of late. While there’s still a large focus on the north

Sea and northern europe, Knutsen oAS currently carries

out offshore loading in such distant areas as newfoundland

and Labrador on the Canadian shelf, Brazil, Venezuela and

West Africa.

With oil and gas opportunities proliferating in colder

regions of the globe, Knutsen oAS is living up to its reputa-

tion as an innovative, advanced shipping solutions provider.

The company recently received the ice-class Suezmax tank-

er Windsor Knutsen, and has an additional ice-class tanker

and LnG carrier on order with Daewoo. The two newbuilds

are scheduled for 2010 delivery.

All three are ice-class 1A, making them able to operate in

temperatures as low as -30º C. The newbuilds are initially

slated for the Baltic region and Canada, though deliveries

from the giant Shtokman field aren’t ruled out as a future

possibility.

LNG: A matter of scaleonce considered a niche energy market, demand for LnG in north America and europe has soared, attracting fresh capital for new trains, innovative floating solutions and relat-ed infrastructure. But according to Douglas-Westwood, one of the UK’s leading offshore consultancies, the future belongs to companies who are willing to think big, act fast and have deep pockets.

Located in the historic town of Canterbury an hour and

a half outside of London, the modest offices of Douglas-

Westwood recently played host to an afternoon champagne

party. The company, which has been in the business since

1990, was celebrating the recent signing of its 500th project.

John Westwood, the company’s founder, raised his glass to

his hard-working staff and congratulated them on a job well

done.

An hour later, the party thinned out, and the staff of 12

people returned to their desks. “We felt it was important

to mark the occasion,” says Westwood, examining an un-

finished bottle of champagne. “But the fact is, things are

changing so fast in our industry, we don’t have much time

to celebrate.”

A voice of experienceWestwood has been in the oil and gas industry for more

than three decades, a career that has taken him from the

north Sea to Southeast Asia, the Middle east to the Gulf of

Mexico, russia to West Africa and beyond. He has worked

for governments and energy multinationals and once ran his

own company, marketing one of the industry’s first roVs

-- developed in cooperation with Kongsberg Maritime, he

adds. Yet for all his experience, he has never seen a market

like this. “Five years ago, we accurately predicted a sharp

rise in the cost of oil and understood that LnG would be the

next big thing,” he says. “But the scale of LnG projects now

being developed has exceeded our original estimates.”

Westwood says that organizations looking for success

Article by THE FULL PICTURE MAGAZINE / Photo: Nina Ragnøy

Douglas-Westwood’s team

talking LNG:

Steve Robertson (left),

Assistant Director and

Manager, Oil & Gas;

John Westwood (center),

Managing Director; and

Adam Westwood, Manager,

Renewable Energy.

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level of capital expenditure required to construct new

plants,” he says. “In addition, the development of larger liq-

uefaction trains will create larger economies of scale – thus

compensating somewhat for rising capital requirements and

sustaining the economic viability of LnG as a solution for

bringing gas to market.” Still, robertson notes, these proj-

ects typically go over budget by about 40 per cent.

So what explains these cost overruns? robertson says

that while development costs have grown, the technology

is not the problem. “Many companies with both the capital

and technical expertise to develop large scale projects un-

derestimate the complexities of regional politics,” he says.

“These are issues that can’t be solved by engineers.”

Partnering for the futureIncreased demand for LnG and rising environmental con-

cerns are also changing how LnG vessel operators and en-

ergy companies interact. To meet market demand, energy

companies are refocusing their efforts to access stranded

gas reserves in deep water and increasingly partnering with

LnG shipping companies to develop floating terminal solu-

tions.

“Significant amounts of natural gas reserves are located a

long distance from the end market, or have no nearby pipe-

line infrastructure,” he says. “Without access to markets,

the produced gas is either flared or re-injected. LnG ship-

ping offers an access mechanism, a method of monetising

these gas reserves and reducing the environmental impact

that is associated with gas flaring.”

A fresh look at floating solutionsFor shipping companies with experience transporting LnG,

this has created an opportunity to move “upstream” and

integrate themselves more into the value chain of their cus-

tomers. “Today, there is an overcapacity of tonnage in the

world LnG fleet which has put price pressure on traditional

LnG shipping.” says robertson. “But by offering energy

companies more flexible solutions, these companies can get

a better rate of return.”

At present, several companies have announced plans to

develop floating terminal solutions. Höegh LnG (see article,

page 22) has announced plans to develop the industry’s first

LnG Floating Production, Storage and offloading (FPSo)

unit, and Golar LnG (see article page 29) has already started

work to convert the LnG carrier Golar Spirit into a Floating

Storage and regasification Unit (FSrU). robertson says

that while these floating terminals have limited capacity,

they enable energy companies to access, process and market

gas more effectively in some regions.

A bright futureWith the future of the oil industry complicated by high

prices, lack of adequate refinery capacity, and rising global

demand, Westwood believes oil prices will remain high, and

continue to rise over the next decade. “We anticipate that

the global oil supply will reach a peak in the next five years

then begin to taper off,” he says. “In a global economic

environment characterized by declining oil production and

increased demand for energy, natural gas will become an

increasingly attractive alternative to crude. Despite the high

costs related to accessing, processing, and storing LnG, the

industry has a bright future.”

“In the last five years, the scale of LNG projects and relat-ed infrastructure has grown at an unprecedented rate,”

John Westwood, founder, Westwood- Douglas.

in the offshore LnG segment must be willing to think big,

act fast and have deep pockets to support long-term think-

ing. “The nature of our business is forward-looking,” says

Westwood. “our clients not only require accurate analysis

of current conditions, but a sense of how things will develop

in the future. And in the last five years, the scale and cost

of LnG projects and related infrastructure have grown at an

unprecedented rate.”

An uncertain path to a bright futureSteve robertson, Douglas-Westwood’s Assistant Director

of oil & Gas, says that the capital investment and technical

expertise required to operate in this dynamic market have

created significant barriers to entry. “The scale of develop-

ment has increased dramatically,” he says. “For example,

liquefaction trains now being considered can process up to

seven million tons annually, and in the last five years, the

carrying capacity of LnG vessels has almost doubled, to 250

thousand cubic metres of gas,” he says. “This scaling up is

due in part to increased market demand, but technical de-

velopments have allowed both energy and shipping compa-

nies to think on a larger scale.”

Investment costsover the next few years, new liquefaction facilities com-

ing on stream will lead to a massive increase in global LnG

output capacity, requiring investment costs of almost $42

billion. Two regions - Africa and the Middle east - will see

particularly dramatic growth in expenditure and will to-

gether account for 64.5 per cent of forecast capital expendi-

ture, along with almost 96 mmtpa of additional liquefaction

capacity.

In Africa, key developments will include further develop-

ment of BG’s facility at Idku, along with the Bioko Island

plant in equatorial Guinea and the continuing expansion of

the nigerian LnG plant at Bonny Island. In the Middle east,

the rasGas and Qatargas developments in Qatar will take

centre-stage. robertson says that supply-side constraints

are now impacting the business – ePC costs are rising, final

investment decisions are being delayed or postponed, and

the timing of planned expenditures continues to drift up-

ward.

robertson notes that while Asia remains a leader in LnG

transportation, the focus of the industry has shifted from

the Pacific to the Atlantic Basin. “Increased demand for

LnG in europe and the Americas, combined with ambitious

projects now being developed in russia, West Africa, Qatar,

and South America have created fresh opportunities,” says

robertson. “But the scale of these developments has created

significant cost issues.”

Where technology meets politicsrobertson explains that emerging technologies have helped

offset some of these operating costs. “Until recently, ad-

vances in liquefaction technology have led to a fall in the

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DOUGLAS-WESTWOOD: A LEADING INDUSTRY RESOURCE

Douglas-Westwood specialises in both business and market

strategy development, working on a confidential basis for

a broad range of commercial, industrial and government

organizations in 37 countries, throughout the world. In

addition to performing market research and data analysis,

the company develops entry strategies for new products

and services, and helps companies focus their r&D initia-

tives to target future markets in both the offshore industry

and renewable energy. The scope of the company’s work,

and their close relationship with industry leaders, has given

Douglas-Westwood a unique expertise on a growing market,

which they share through their highly regarded published.

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Frontier SpiritSamsung Heavy Industries turned its back on low-tech bulk carrier building and never looked back. Today the Geoje Island-based giant boasts 80 per cent of the market for drillships, 28 per cent for LnG carriers and will perhaps be the first major Asian shipbuilder to challenge europe’s lock on cruise ships.

Late last year, celebrity investor Warren Buffett told

BusinessWeek that Korea was “one of the world’s most at-

tractively priced markets.” This is mostly down to the coun-

try’s shipbuilding performance. each of its big three yards –

Samsung Heavy Industries (SHI), Daewoo Shipbuilding and

Marine engineering and Hyundai Heavy Industries – picked

up orders in excess of USD 20 billion in 2007.

each drillship order adds as much as USD 1 billion to this

total, each FPSo between one and two billion and each

drilling rig around a half-billion, depending on its sophisti-

cation. Samsung Heavy Industries reported offshore sales in

the vicinity of USD 6 billion in 2007. As Korean yards strive

to put distance between them and Chinese up-starts, SHI is

investing in new skills and partnerships to further its reach

in offshore projects, LnG technology and other tonnage.

Mr. Sang-Hoon Bae, a Vice President for outfitting

engineering at SHI who has worked on a dozen differ-

ent FPSo and drillship projects, talked to the Full Picture

magazine about the yard’s effort to distinguish itself in the

offshore sector, and in high-tech LnG newbuildings.

“The future is ours. We aim to be the world’s leading

shipbuilder by 2010. To reach and sustain this position,

we’ll focus on the leadership in technology of our high-end

products, our strength in production management systems

and cost control, as well as constant investment in intel-

lectual property and human resources,” he said. “We have

implemented special programmes with key sub-contractors

like KonGSBerG to secure our partnership and reach our

goals in technology and project management.”

World’s leading LNG carrier builderAn article in Lloyd’s List last november credited SHI with

28 per cent of the LnG carriers now on order, putting it just

in front of neighbouring rival DSMe as the top shipyard for

this segment. With demand for gas growing by over 2 per

cent per year globally and the fleet expanding to 400 ships

by 2012, the market will stay hot. SHI’s strategies in this

area are manifold.

“We see a boom in the current and future demand for

• established in 1974 on Geoje Island

• Four major products: Commercial vessels

(mostly container), offshore units, specialized vessels

and LnG carriers

• Production capacity: 24 specialized vessels such as LnG

carriers, 4 offshore & onshore plants and 19 commercial

vessels (2006)

• employed approx. 12,500 at end-2006, including 1,200

design and r&D personnel and over 7,400 field workers.

As many as 12,000 sub-contractors worked at the yard.

• Sales of USD 6.4 billion in 2006, USD 9.8 billion in 2007

• order backlog at the end of August 2007: USD 38 billion.

FACTS ABOUT SAMSUNG HEAVY INDUSTRIES

Article by THE FULL PICTURE MAGAZINE / Photo: Samsung Heavy Industries

Sang-Hoon Bae, Vice President for Outfitting

Engineering, Samsung Heavy Industries

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LnG carriers. The number of orders came to a lull in 2007,

but it’s still a strong area. We expect to see the Chinese

shipyards to compete with us here in the next few years.

one of our key strategies will be to build specialty vessels

demanding high levels of technology,” said Bae.

Halfway through last year, news emerged that Korean

shipyards had reinvigorated their efforts to develop a do-

mestic design for an LnG carrier containment system. This

is only one of the yards’ tactics to reduce the price of LnG

carrier newbuildings. For SHI, however, the focus seems

to be on cornering the high-end of the market, rather than

clutching ever more tightly at its lower ends.

Among the yard’s many prestigious LnG carrier contracts

was one for the building of two SrV’s (shuttle and regasifi-

cation vessels) for Höegh LnG and Mitsui oSK Lines (MoL).

These vessels promise to lead celebrated lives delivering

gas directly to the US east coast, even if they are designed

specifically to be out-of-sight (for more on the SrV’s, read

“Finding the better way” on p. 22 of this magazine).

Another novel LnG carrier delivery from SHI will be a

series of three purpose-built 90,000 m3 LnG Producer units

for Flex LnG. Here Samsung is described as a project part-

ner, and the vessels will employ Samsung’s proprietary SPB

containment system. These vessels, like the SrVs, aim to

bring a new innovative approach to the LnG value chain (in

this instance, producing LnG offshore for shipment straight

to market).

other high-profile, non-conventional LnG carrier deliver-

ies by SHI include a number of Qatargas Q-FLeX vessels

(one magnitude larger than past LnG carriers), and dual-fuel

powered LnG carriers for Chevron and BG. Thanks to its

performance on such new conceptual projects, the yard is

well-placed when the first order for an LnG FPSo finally

comes (Höegh LnG is one of at least two multinational

teams racing to develop one).

“Subcontractors play a key role in the success of

Samsung. We groom several subcontractors to meet our

continuous demand for customised high technology solu-

tions in the outfitting area. KonGSBerG is one of them,” said

Bae.

Offshore masteryThe UK’s royal Institution of naval Architects recently

named three SHI-constructed ships in its best vessel awards

for 2007. Among them, the drillship Stena Drillmax qualifies

less as a ship than an offshore facility. It can hold a secure

position in 16 meter waves and 41 meter per second winds,

operate in temperatures as low as -40 Celsius and drill down

to 11,000 meters. It is only one of a string of drillships con-

structed by SHI, which sees offshore construction taking up

a steadily larger chunk of its orderbook.

“our ambition is to be a world leader in building specialty

vessels. We see the offshore market growing until 2010 and

then stabilizing, and we are currently implementing plans to

cater to this market growth,” said Bae.

With a dozen years in conceptual engineering of FPSo

hulls, Bae has some perspective on the business. “Critical

dimensions in FPSos include Safety offshore standards,

maritime standards and customer-specific requirements.

The energy companies are demanding larger capacities, and

reliable and effective safety, in their FPSos, as well as flex-

ibility for future conversion and expansion,” said Bae.

evidence of SHI’s growing strength, in the FPSo busi-

ness, comes first from its recently-demonstrated ability

to win contracts in topsides fabrication and installation,

which it has done with both BP (Skarv) and nexus Floating

Production (nexus 1). Work on nexus 1 includes engineer-

ing.

Great Lift, Great LeapCompeting heavily with Singapore’s and Korea’s yard giants on offshore contracts today, Yantai raffles is already preparing for a future when other Chinese yards are the major competition. And it is aiming to surpass them all.

Article by THE FULL PICTURE MAGAZINE / Photo: Ken Ng Liong and Yantai Raffles

Egil Østlid (left), Managing Director, Kongsberg Maritime in Singapore; Julian Chang,

Executive Director, Yantai Raffles Group; and Antoney Wellesley, Regional Manager

Kongsberg Maritime Singapore

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It’s the kind of toy many yard directors probably dream

about: A super crane capable of lifting the weight of count-

less hopes, as much as millions of men. The Yantai raffles

shipyard in Shandong Province, China unveiled “Taisun” –

its super crane – late last year after a year of construction.

The crane, which can lift 20,000 tons up to 70 meters

high, is only one of a number of pieces of infrastructure

that Yantai raffles believes will put it on a different foot-

ing compared to its rivals in shipbuilding in Asia. These

investments include a deepwater port, a massive dry-dock,

advanced CAD design tools and tight relationships with key

vendors.

“In the offshore business, in the short term, we’re com-

peting with Singapore and Korea. Though we have a price

and process advantage, we lack the same experience. As we

gain experience, we’ll see more competition from China, but

here we will have an advantage due to our infrastructure in-

vestments and experience,” said Yantai raffles’ founder and

executive Chairman Brian Chang to Full Picture magazine.

Saving millionsThe millions to be saved are not lives, but man-hours, and

thus dollars as well. With Taisun, Yantai raffles can build a

semi-submersible’s pontoons and platform with topsides at

the same time at ground level, and then simply lift the one

on top of the other. The same principle applies to the con-

struction of FPSo hull and topsides.

“The question we wanted to answer was this: How do

you significantly reduce the cost of building these kinds of

offshore structures. Taisun is the answer. Because we can

build these sections at ground level, we get a tremendous

advantage in terms of safety, quality and cost,” said Brian

Chang’s brother, Julian Chang – Yantai raffles’ Group

executive Director. He estimates that the crane will save 2

million man-hours in construction of one semi-submersible

drilling rig.

Brian Chang estimates that – should any other Chinese

shipyard choose to stake out a similar course – Yantai

raffles has at least a three to four year advantage in in-

frastructure investments. He states that Yantai raffles

presents a compelling case for any operator looking to build

large steel structures and large topsides – anything that can

benefit from a good-sized dry-dock and a massive crane, in

fact.

The yard has had success winning orders for a series of

DP2 and DP3 semi-submersible drilling rigs, FPSo and FSo

orders and a wide variety of offshore support vessels and

construction vessels. Among the yard’s most noteworthy

builds so far was the world’s first round FPSo, Piranema, for

Sevan Marine. Frigstad offshore and Awilco offshore have

also both chosen Yantai raffles to build sophisticated drill-

ing rigs.

Yantai raffles seeks to position itself ahead of national ri-

vals in China, and competitors throughout Asia, by combin-

ing sophisticated shipbuilding techniques with China’s low

costs.

Taisun

This massive crane can lift up to 20,000 mt to 70 meters,

meaning it can lift an entire deck box of a semi-submersible

rig onto its pontoons. This exercise saves countless man-

hours, while increasing safety and quality.

Pedestal crane

The yard’s revolving pedestal crane can lift 2,000 metric

tons with a 30 meter reach up to 95 meters high.

2 x 370 ton gantry cranes

Straddling the yard’s assembly and fabrication areas, these

two cranes are Yantai raffles’ workhorses in the construc-

tion of blocks and sections.

Automated warehouse

The fully-automated warehouse allows one man to manage

4,000 pallets of equipment and supplies.

Covered dry-dock

This 205 by 45 metre dry-dock allows construction of off-

shore support vessels year round.

Material Preparation Centre

Four CnC plasma cutters and electromagnetic gantry cranes

means the yard can produce 100,000 metric tons of steel per

year.

Deepwater port

Yantai raffles is dredging its port to a depth of 18 meters,

to allow installation and pre-testing of thrusters in the yard.

“We believe that it is important to have a long-term approach to our key vendors.”

- Brian Chang

Smarter construction, partneringJulian Chang points out that Yantai raffles has invested

in software systems unique to commercial shipyards.

Developed and adapted for Yantai raffles in conjunction

with IBM and Dassault Systems, the Product Lifecycle

Management (PLM) Shipbuilding Solutions have only previ-

ously been used at naval shipyards.

“We’ve invested a lot in this system. We sit together with

the client in the design phase and ensure we’re looking at

and thinking of the same thing. For this reason, we have

really minimised change orders at Yantai raffles,” he said.

one builder of a yacht carrier wanted, for example, to add

a swimming pool to the design, and this was accommodated

relatively painlessly.

Both brothers describe how close relationship with key

technology vendors plays into the yard’s long-term strat-

egy. For the time being, Kongsberg Maritime has a half-doz-

en different projects ongoing at the Yantai raffles shipyard,

including a massive semi-submersible drilling rig for Frigstad

offshore, a series of rigs for Awilco offshore and an assort-

ment of other vessels.

“We believe that it is important to have a long-term ap-

proach to our key vendors. The projects that we are doing

are complex. By working with a familiar vendor, it makes

everything, including commissioning, more efficient. And,

for KonGSBerG, it’s more convenient to focus on many de-

liveries at fewer yards,” said Brian Chang.

Brian Chang, Executive Chairman and

founder, Yantai Rafffles, with “Taisun”

WELL-EqUIPPED

Pedestal crane Automated warehouse

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Hamworthy Combustion’s HQ office, factory and r&D

complex in the seaside town of Poole on the south coast

of england has a high pressure 5 bar main natural gas sup-

ply, which is useful for a company that makes its living

(amounting to $150 million in turnover pa and growing at

some 15 per cent per annum) by controlling the power of

gas.

The Group first entered the LnG gas burner arena in 1971

when it developed a solution for the main boilers onboard a

vessel then called LnG Challenger. Prior to this, LnG carriers

were propelled by oil burning steam plants but the idea of

taking the wasted boil off gas and using it in the boilers as

an almost free fuel for propulsion was gaining ground. So

Hamworthy Combustion developed a gas, or dual fuel ver-

sion of its HX burner and called it the HXG burner.

richard Price, Marine & offshore Sales Director at

Hamworthy Combustion explains: “It was developed on

one of our test rigs at our Combustion Technology Centre

in Poole. Since then we have supplied dual fuel burners for

over 130 steam propelled LnG carriers that burn gas and

oil. Many of these were in the ‘70s and early ‘80s but since

1998, we have supplied around 550 burners for nearly 100

ships, such has the LnG carrier building boom been. A lot of

work has been done on the burner in this period, updating

and redeveloping it but ever since LnG Challenger, the HXG

gas burner has been a very steady product stream for us.”

Incidentally, Kongsberg Maritime was onboard LnG

Challenger in 1971 as a separate supplier, but it wasn’t until

1998, when both companies were involved in the refit of

that very same vessel, now called Höegh Galleon, that col-

laboration between the two companies really started.

Track RecordToday, Kongsberg Maritime is a key supplier of the control

systems for Hamworthy Combustion’s AMoxsafe® Gas

Combustion Units (GCU), as standalone systems or as part

of larger Integrated Automation Systems (IAS) supplied by

KonGSBerG directly to the LnG vessels.

“Kongsberg Maritime has in recent years become domi-

nant in LnG newbuildings. The working relationship be-

tween us started with the steam ships where we supplied

the burners to the boiler makers. I’m aware of a few of

those ships that are fully controlled by KonGSBerG systems

and the burner management side is a very specialist and

very risky area. We’re dealing with ‘controlled’ explosions

of up to 100 MW so the safety aspects and the sequences

of burner management are very, very complex. We would

be concerned if a supplier we didn’t see as an expert with

a good track record was supplying the IAS and control sys-

tems but not with KonGSBerG, because of our experiences

and relationship since the Höegh Galleon,” said Price.

KonGSBerG supplied burner control systems as part of

the IAS system onboard Höegh Galleon, which reflects the

direction that many owners have moved towards for such

systems in the last decade or so. “IAS has grown and grown.

It started with bridge control but has expanded into the

cargo system and the engine room. All the subsystems have

been brought into it and the ship-owner now has one type

of CPU or control system whereas in the past they may

have had half a dozen from different companies,” comments

Price.

Responsibility and ReputationIn a typical LnG gas burner installation, the scope of supply

structure is pretty straightforward: Although KonGSBerG

manufactures the burner management system hardware

and software, which is a standalone control cubicle for

the AMoxsafe® Gas Combustion Unit, it is actually within

Hamworthy Combustion’s scope of supply.

“responsibility must follow scope of supply,” a bold

statement from Price, who also believes that: “reputation

takes a very long time to grow and is very quickly lost. A

big accident on a ship is big news and very quickly damag-

ing to reputation. We have the best reputation in safety on

gas burners, boilers and burner management systems and

it’s hugely important that we protect our reputation, which

is why we are happy to use KonGSBerG control systems.”

Responsibility Follows SupplyHamworthy Combustion Group is in the business of controlling explosions so when it comes to choosing technology partners, they choose wisely.

Side-bar:

Worldwide recruitment

Hamworthy Combustion has

nearly 600 employees world-

wide, a figure that has been

growing steadily over the last

few years, thanks to the com-

pany’s expanding business and

commitment to recruitment.

Like Kongsberg Maritime, the

majority of new staff have

joined its local offices around

the world: “Most of our expan-

sion and recruitment, about a

25% increase in three years,

has been in our overseas of-

fices. Asia, China, Korea, Japan,

Singapore, Australia, Brazil,

Houston, europe and soon the

middle east,” said Price. The

Group’s global network of 17

country offices covers around

80% of the world’s economy.

At home in Poole, which is

not a heavily industrialised area,

Hamworthy Combustion is dedi-

cated to ensuring the continuity

of it’s knowledge and experi-

ence through an extensive ap-

prenticeship program. “We cur-

rently have 24 apprentices and

take new school leavers every

year. The four year course sees

them with us for four days a

week and at college for the

other day. There is of course

always a job waiting for them at

Hamworthy Combustion at the

end of their apprenticeship.”

“Kongsberg Maritime has in recent years become dominant in LNG newbuildings.”

- Richard Price Marine & Offshore Sales Director at Hamworthy Combustion

Article by THE FULL PICTURE MAGAZINE / Photo: Hamworthy Combustion Group

The test rig at the Hamworthy Combustion

Technology Centre in Poole, UK

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Fast-Tracked at Jurong

By investing in innovative production methods and focusing on “one-stop total integrated solutions” for a broad range of maritime and offshore structures, Singapore’s Jurong Shipyard has distinguished itself as a leading name in the offshore and marine engineering industry.

Jurong’s breakthrough rig production technologies, the

load-out & mating-in-dock technique and transverse skid-

ding, reflect the strengths of this dynamic yard. By building

the rig topsides and marine hull simultaneously before slid-

ing the one over the other and connecting the two, Jurong

can produce more rigs, faster, with better quality HSe per-

formance than competitors.

Innovation in production, effective harnessing of man-

power and resources and strong project management capa-

bilities: These are hallmarks of this Singaporean shipyard

that has built itself into a world leader in the offshore and

marine engineering markets.

In late December, when the Full Picture magazine

visited Jurong Shipyard, the drilling tower for recently

completed West Sirius 6th generation Seadrill semi-sub-

mersible crowned a tightly packed field of hulls. William

Gu, Assistant General Manager in Jurong’s offshore

Department, proudly tells us that it was Jurong’s first turn-

key semi-submersible rig building project that encompassed

all elements of engineering, procurement, integration and

commissioning.

A major partner in this landmark project at Jurong,

KonGSBerG was responsible for the DP and integrated con-

trol systems for the rig’s builder-furnished bridge. Says Gu:

“We selected KonGSBerG based on its strong track record,

and we are pleased with the outstanding performance deliv-

ered so far.”

A Different ApproachDon Lee, Senior General Manager of offshore at Jurong,

discusses the yard’s focus on “one-stop total integrated so-

lutions”. While many of its competitors amass a laundry list

of sub-suppliers to outsource production and churn out as

many units as possible in a hot market, Jurong has focused

on maintaining control over the production of fewer, more

technically advanced units, and delivering them on-time,

with high standards of quality, safety and reliability.

“It’s only five or six years since we ventured into rig

building. Today, Jurong Shipyard is a leading rig builder

with proven capabilities in the construction of highly so-

phisticated jack-up and semi-submersible rigs,” he says.

The shipyard has harvested a string of awards for its in-

novative approach to rig building, and particularly its load-

out & mating-in-dock and transverse skidding techniques.

Together these have doubled the yard’s semi-submersible

building capacity.

........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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...............................................................................................................................................................................................................................................................................................................................................................................

THE SEMBCORP MARINE CONNECTION

The Jurong Shipyard is one of seven yards in Sembcorp Marine’s Singapore hub, which is

part of the Group’s global network stretching from China to Brazil and America. With a total

docking capacity of 3.65 million dwt, the Group has the largest ship repair and marine-related

facilities in Asia. All told, the company is not only the world’s number two in construction of

offshore drilling rigs by market share, but also a global leader in the conversion of FPSos, FSos

and FPUs. It is a leading player in ship repair as well.

Singapore: Jurong Shipyard, Sembawang Shipyard, PPL Shipyard, SMoe, Jurong

SML, supported by PT SMoe & PT Karimun Sembawang Shipyard in Indonesia

China: Cosco Shipyard Group

USA (Texas): Sembcorp – Sabine Shipyard

Article by THE FULL PICTURE MAGAZINE / Photo: Ken Ng Liong and Jurong Shipyard

KONGSBERG was responsible for the DP and integrated control systems for Seadrill’s

6th generation semi-submersible drilling rig recently delivered from the Jurong Shipyard.

William Gu,

Assistant General Manager,

Offshore department,

Jurong Shipyard

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ON INNOVATION

Mr. Don Lee, Senior General Manager of offshore at the

Jurong Shipyard, describes the role of innovation in the

yard’s activities:

“Innovation is at the core of our growth and progress.

Through continuous re-invention, we have moved up the

value chain and established ourselves as a leader in ma-

rine and offshore engineering.”

“We believe in continuous improvement and setting new

benchmarks of excellence. We seek alternatives and ex-

periment with new processes and methodologies to raise

quality, safety and productivity standards.”

“We continuously invest in r&D to gear ourselves for

future challenges in deepwater oil & gas exploration. By

sharpening our competitive edge, we are able to deliver

more value-added solutions to our customers.”

“The West Sirius is the first in a series of seven similarly

designed 6th generation Friede & Goldman ex-D design

ultra-deepwater semi-submersible rigs built using our pro-

prietary fast-track rig construction techniques. Prior to this,

we successfully used this innovative rig-building approach

for the delivery of two 5th generation semi-submersible rigs

to GlobalSantaFe Corporation in 2005,” adds Lee.

Delivering faster, betterGu, who has over ten years of experience in the industry,

describes the long and growing relationship as a mar-

riage. “We’ve had KonGSBerG systems on our rigs since

GlobalSantaFe, which brought KonGSBerG as a client-

furnished vendor. For the past two years, we cemented

the relationship, and now integrated control systems from

KonGSBerG are at the core of our marine package,” he says.

Seven drilling rigs currently under construction at Jurong

have full packages from KonGSBerG as builder-furnished

control systems.

For Gu, who played a key role on the recent West Sirius

project, using one vendor for an entire control system has

clear advantages. “This is one of the biggest packages in the

market. We have KonGSBerG DP systems, power manage-

ment, integrated control, fire & gas, and now even naviga-

tion. By working with just one vendor, we reduce the num-

ber of interfaces, minimise the risk of interface problems

and speed up commissioning,” he says.

The yard’s ability to adapt swiftly to change in offshore

projects stems from its strong project management capabili-

ties. “Instead of mass production, we focus on enhancing

the value of the design and adding flexibility. We’re ready

to customise solutions to suit the requirements of our cus-

tomers and their charterers,” says Gu.

Don Lee, Senior General Manager,

Offshore Department, Jurong Shipyard

The December 22 celebration in Kongsberg –

Drekkedagsnatta – stems from the city’s silver mines era.

This was the day that miners would have free from work to

celebrate Christmas, and included both the consumption of

festive foods and drinks and a torchlight procession from

the mines to the city centre. The tradition continues today

– though for the entirety of the city rather than the long-

gone miners – honouring the city’s history and marking

the customary last day of work before residents take their

Christmas holidays.

In other words, this may be one of the two or three dif-

ficult days of the year to get help in the city of Kongsberg.

But it was just another day at the office for Kongsberg

Maritime’s 24/7/365 Customer Support department.

KonGSBerG DP system engineer Armand Aanekre was

on call and received a request from the superintendant

of a client ship – the Big orange XVIII. The 1982-built

well stimulation ship, currently on a time charter con-

tract with Schlumberger in the north Sea Basin, had an

Uninterruptable Power Supply (UPS) breakdown which

caused the ship to go off-hire and mobilize at Montrose.

The UPS, which supplies power to the KonGSBerG Albatross

ADP702 DP system installed onboard, was custom-made

due to special requirements.

The superintendant of the Big orange XVIII said that he

understood how difficult a situation this was to solve, given

the special nature of the UPS, and the fact that the ADP702

is an old and outdated unit.

Aanekre started to investigate what KonGSBerG could

do, calling in help from both Customer Support and other

departments, in order to gather up the right parts to fix the

UPS and put them together. Staffers taking part here in-

cluded odd Inge Tangen, Lorents Sæterlid, reidar Bommen

and Svein Guldbrandsen.

KonGSBerG personnel’s encompassing knowledge truly

came to the fore, as one of the employees happened to have

previously worked at the company that originally produced

the UPS parts – providing some of the insider knowledge

essential for the one-of-a-kind solution.

After a great deal of internal and external dialogue to lo-

cate the parts, certify that the right parts were ordered and

delivered, and after putting them together, there was also

the question of how to get the parts where they needed to

go as quickly as possible. enter KonGSBerG employee and

Scotland native richard Hopkins.

Though Hopkins is based in KonGSBerG for work, he was

to head home to Aberdeen the following morning for the

Christmas holidays. Arrangements were made for Hopkins

to travel with the parts on his flight from norway to

Aberdeen. After landing in Aberdeen, he sent the parts via

taxi to Big orange XVIII’s docking place.

The ship’s superintendant was astonished to find that

KonGSBerG was able to come up with a solution in such a

short period of time.

“This is a prime example of how we work here,” says

roar Inge Alfheim, KonGSBerG’s Department Manager of

Systems Support for Dynamic Positioning. “We don’t stop

until we have a solution in-hand and the vessel is up and

running again. everybody is determined to do that little

extra, go the extra mile, in order to obtain total customer

satisfaction.”

Where “impossible” is a foreign conceptKongsberg Maritime’s customer support team received an urgent, custom-made equipment parts request from a ship docked in Montrose, Scotland on a Saturday two days before Christmas eve. This also happens to be the date of Kongsberg’s largest annual city celebration. The result? Thirty hours after initial contact, the parts were on the ship.

Odd Inge Tangen, (left) of Kongsberg Maritime and

Armand Aaanekre, KONGSBERG DP System Engineer

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Designed to straddle oil production fields on both the

norwegian and British sides of the north Sea’s continental

shelf, the Alvheim FPSo faced complications from day one.

Kongsberg Maritime, winning contracts for both the top-

sides controls and its marine hull controls, was determined

to supply a fully integrated control environment, satisfying

requirements from the norwegian authorities, DnV, the

builder, the operator and the owner.

“It’s one thing to please everyone when they want the

same thing. It’s something else entirely when they want dif-

ferent things, especially when those things diverge,” said

KonGSBerG’s Magnar Thorrud, who has managed the fluc-

tuating picture of requirements coming from different angles

with aplomb. As 2007 drew to a close, when he spoke with

the Full Picture magazine, Kongsberg Maritime’s delivery

had exceeded all expectations.

A Unique ChallengeThe Alvheim FPSo’s owner, Marathon Petroleum Company

norway, acquired Statoil’s multi-purpose shuttle tanker

odin in 2004, with the aim of converting first the hull (at

the Keppel shipyard in Singapore) and then adding topsides

process facilities at Aibel’s integration yard in Haugesund,

norway.

“It is common to split contracts: one for the topsides,

another for the hull. on odin, the existing controls were

KonGSBerG, but we didn’t take anything for granted. We

won both contracts, and both Marathon and Aibel made it

clear they wanted an integrated solution. A central control

philosophy was a main goal,” said Thorrud.

Such integration is possible, practical and profitable for

the owner and operator. For this particular project, though,

it is a challenge. “The existing control system on the vessel

and the new topsides systems were different with respect to

generation. We’ve focused from the start to make sure they

operate together, but it’s been a struggle to keep focus on

this from everyone involved,” said Thorrud.

Thorrud made sure that the same team followed the proj-

ect all the way from hull conversion in Singapore through

topsides installation and integration in Haugesund. extensive

changes to the hull control system were necessary as topside

work progressed. Thorrud expanded Kongsberg’s manpower,

and brought in 3rd-party partners. Thorrud and his teams

worked for Aibel and for Marathon, scheduled work to suit

each party’s needs and managed hundreds of change orders.

“It’s a complex scenario and a complex delivery. Marathon

and the Alvheim FPSo will benefit from a more integrated

environment than they could get from any other vendor.

From an operational and maintenance perspective, Marathon

and the operator, Maersk Contractors, will benefit from our

integrated system. They can manage the whole vessel from

the same station,” said Thorrud.

Serving two mastersBecause the Alvheim FPSo is, like all FPSos, a hybrid be-

tween a ship and oil production facility, and because it needs

to operate according to both norwegian nPD and nMD

regulations, Thorrud and his team needed to align sometimes

contradictory rules.

“Take the consoles in the central control room. DnV

(class) rules stipulate a set-up similar to that which you

find on a sailing vessel, which looks like a bridge console.

norwegian offshore regulators, however, require an office-

like environment. Mechanically, these are very different.

What do you do? Build two different rooms?” said Thorrud.

Language is another contradiction. norSoK standards on

the control equipment stipulate norwegian language manuals

and interfaces. The operating language will be english. And

the operators, many of which are Danish, prefer a nordic

language. “It’s not easy to wrap up a discussion about this so

quickly or easily,” said Thorrud.

Given these challenges, given these complications, it is no

wonder that Thorrud sounds proud when he reports that the

Alvheim FPSo is finalising commissioning and preparing for

offshore hook-up, he’s hit all of his targets and owner, op-

erator and builder applaud KonGSBerG’s performance so far.

Determined to DeliverIf an FPSo is like a baby with a thousand fathers, Kongsberg Maritime Project Manager Magnar Thorrud was like the midwife determined to bring the Alvheim FPSo into the world as painlessly as possible.

As the major oil companies venture into deeper water and

further offshore, the role of floating production systems in

the oil and gas industry has become increasingly important.

Indeed, there are more floating production units under con-

struction now than at any other time in history. And the

few yards which have the technical skills to build these off-

shore units are running at capacity and increasingly rely on a

network of specialized suppliers to get the job done.

While KonGSBerG delivered its first control systems for a

floating unit in the early 1990’s (and has developed a num-

ber of other systems since), espen Kristensen (Kongsberg

Maritime’s Department Manager, Floating Production

Systems), says the pace of development in this sector has

created new opportunities and challenges for the company.

“Being good is no longer good enough,” he says. “We have

to be proactive in anticipating and managing technical chal-

lenges as they emerge and stay focused on our goal – no

matter what the obstacles.”

Concentrated expertiseon January 1, 2008, Kongsberg Maritime launched the de-

partment Floating Production Systems to concentrate the or-

ganization’s expertise in this segment. The new department,

which is part of the Process Control Business unit within the

oil & Gas division, will enable engineers to exchange infor-

mation, draw expertise from other parts of the organization,

find the best people for specific tasks and provide engineers

the resources they need to succeed. “The fact that we have

a dedicated unit devoted to this part of our business will not

only help us win the confidence of our customers, but help

us work more closely with other suppliers,” says Kristensen.

Today, KonGSBerG is probably the only vendor in the

world that can provide all control systems required on an

FPSo; radar systems, navigation, dynamic positioning,

process control, safety systems, process simulation and

optimisation as well as onshore / offshore integrated opera-

tions. Kristensen says the company’s “Full Picture” concept

is a key factor to winning contracts, but believes customers

value KonGSBerG’s drive to succeed as a core competence.

“They already know we have the requisite technical capac-

ity, so we have to show them that we have the resolve to

manage complex tasks on schedule,” he says.

Meeting a tough challengesAt present, KonGSBerG is providing vessel control sys-

tems, process control systems and safety systems for the

neXUS 1, (see article page 18), an FPSo designed for harsh

weather conditions, now under construction at Samsung

Heavy Industries. All these systems must be linked in one

Integrated Control and Safety System (ICSS), a familiar

challenge for KonGSBerG. However, Kristensen notes that

KonGSBerG has taken the lead to develop system specifica-

tions for the Power Management system, a vital sub-system

of process control.

Kristensen says the neXUS 1 project is a good example

of how the organization will work in future. In addition to

managing complex technical issues related to control, safety

and power management systems, KonGSBerG works closely

with both Samsung and APL, which owns part of neXUS

and is developing a turret and mooring system. “For us, it’s

never if, it is always when,” he said.

Never if, always when

“We have to be tenacious in our efforts to develop and deliver systems in line with both customer expecta-tions and within the specifications and timetable of the yard.”

Espen Kristensen, Department Manager, Floating Production Systems

experience and technical skill may help KonGSBerG win contracts in the hot FPSo market, but the company’s core competence is its drive to succeed.

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“I’ve been working in customer service for almost two de-

cades. It’s always been a goal of mine to teach users more,

so that we would have less work from a service perspective.

often a problem is really a small thing,” says Siow Chon

Meng, who began as Kongsberg Maritime Singapore’s train-

ing manager in January.

The training facilities at the Singapore office are brand

new, and feature one classroom with nine fully-equipped

training consoles for DP. There is a separate classroom for

ICS, subsea or similar kinds of training, which requires a PC

set-up for each student.

“We tailor-build the Integrated Control System and DP

course to suit the rig or vessel that the attendees will oper-

ate, and give them hands-on experience working in a live

environment with the real KonGSBerG equipment that they

will see offshore,” says Siow.

Customers include Transocean, Seadrill, Maersk

Contractors and Petrorig. Today courses are offered in

Singapore for DP operator certification. DP technical and

familiarisation, integrated control systems, hydroacoustic

and hydrographic systems, GPS and MrU courses are also

occasionally offered.

In the near future, Siow expects the facilities to expand

with more classrooms, more students and a broader stan-

dard offering of classes. “There aren’t enough skilled people

in the market, so demand for training will only grow,” says

Siow.

Hands-on TrainingA dedicated training operation in Singapore expands capacity, and the variety of courses on offer.

More and more customers in the maritime industry want to

offer their employees training courses customised for their

needs. Kongsberg Maritime is expanding proportionally, and

now employs 30 full-time trainers at 11 different locations.

It has recently expanded in the USA, Korea, the Philippines

and norway.

According to Global Training Manager at Kongsberg

Maritime’s Simulation and Training Department, Anne Toril

Kasin, conducting local training is important for several

reasons. “our customers are spread throughout the world.

Being close to the customer is vital, so the need for global

training facilities is self-evident. The lack of skilled person-

nel in the maritime industry combined with an increasing

number of newbuildings results in a growing demand for

training activities provided by Kongsberg Maritime.”

New facilities During 2007, new training facilities were built and expanded

world over. A new training centre in Houston augments

its courses in Dynamic Positioning, K-Chief, DataChief and

AutoChief. Facilities in Busan grew to three classrooms

(one dedicated to merchant automation training), after the

opening of new premises there in December. A coopera-

tion with the norwegian Training Centre in Manila provides

Kongsberg Maritime with a dedicated room for training,

suitably entitled the Kongsberg room, for K-bridge and

K-Chief courses. In norway, we opened a completely new

training centre in Horten in August that features two new

classrooms and one specialised training room.

Building confidenceThe training department offers a range of various offers

such as standard certification course, project related course,

customer specified training and consultancy, refresher

training, onboard assistance, onboard or on-site training

and trainer on simulator products. The goal of Kongsberg

Maritime is to build confidence by providing hands- on

instruction through realistic cases, troubleshooting and

faultfinding as well as individual advice. This is backed up

by thorough theoretical insight with emphasis on the use of

documentation. All courses are tailor-made to meet the de-

mands of each customer but the course structure is the same

regardless of where in the world it is conducted.

Upgrading Training Facilities World WideKongsberg Maritime responds to increased global demand for training by investing in the quality and quantity of its global training facilities.

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TRAINING & COURSES

As a result of the development of K-bridge integrated

bridge system, the training department at Kongsberg

Maritime now offers both operator and maintenance courses

for this product. K-bridge is a development of Kongsberg

Maritime’s previous systems and the course is therefore

completely new. As a navigation trainer for Kongsberg

Maritime providing K-bridge courses, eirik Hågensen puts

great emphasis on functionality.

“Since this is considered one of the most advanced navi-

gation systems in the world, thorough training is vital to en-

sure safe operations. Due to strict time limits and high pres-

sure, this type of instruction is normally hard to conduct

onboard. Consequently, one major advantage for those who

attend our simulated course is that they learn how to oper-

ate as many functions as possible in a safe and controlled

environment. Learning optimal use will in turn reduce cost

by fuel saving and most importantly; it will contribute to

a safer voyage” comments KonGSBerG instructor eirik

Hågensen.

High quality trainingThe operator course lasts for three days and will provide

training by the use of a Polaris simulator in order to practise

real-life scenarios. The simulator is a great help in this con-

text by, for instance, showing as realistically as possible on

the screen where in the world you are sailing. In addition to

the operator course, Kongsberg Maritime provides two days

of maintenance training. All courses are tailored for the cus-

tomer to guarantee their benefit.

“The purpose is to offer realistic scenarios so that partici-

pants are well prepared for the reality they meet onboard

a ship. Few companies have their own training department,

so Kongsberg Maritime is in the forefront in this area. By

attending one of our courses, participants can expect high

quality training from experienced navigators. So far, the re-

sponse has been very good and the participants have been

satisfied”, said department manager for product training

Ingar Tveiten.

About K-BridgeDeveloped from a need to provide a more uniform look,

K-Bridge Integrated Bridge System - IBS is adaptable to

the requirements of all sea-going ship types. It is designed

to meet all IMo and classification societies' requirements

all the way up to one-man bridge operation. Kongsberg

Maritime’s Integrated Bridge System is designed for easy

operation to allow maximum time for observation and

decision-making. This is particularly apparent in our ArPA/

radar and eCDIS systems. These systems have the same

intuitive user interface, the same panel layout and menu

system. route plans, mariner's notes, charts, radar video

and vector presentation are shared between the systems. To

simplify installation onboard, all systems are pre-installed

in their consoles on delivery. Compliance with relevant

rules and regulations are checked before the equipment is

installed, thereby avoiding possible expensive redesign on

site.

New Navigation Training with K-Bridge

With the development of Kongsberg Maritime’s Integrated Bridge System, K-Bridge, came the need for a new course. Kongsberg Maritime’s training department met the challenge.

Ingar Tveiten (left) is Kongsberg Maritime Department

Manager for Product Training. At his side,

KONGSBERG trainer Eirik Hågensen.

Training manager for Kongsberg

Maritime in Singapore Siow Chon

Meng in action at the new training

facilities.

Kongsberg Maritime trainer Anders

Hovde (background) leading one of

Kongsberg Maritime´s expanding

range of training courses.

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54

THEME Energy & Determination The FULL PICTURE magazine 01/08

55

After developing a completely new LnG reliquefaction

system, Hamworthy sought to renew its training offer.

Hamworthy approached Kongsberg Maritime, a subvendor

that had developed hands-on operator courses using simu-

lation, to join forces and create a common “reliq” course,

combining theory with practice. The first joint reliquefac-

tion training was held in February 2008, making the two

companies the first in the world to offer a simulator process

training course.

responsible for customer support at Hamworthy, Hans

Jakob Buvarp, emphasises the advantage of offering a

joint training program. “Since reliquefaction is new to the

maritime industry, providing an in-depth training program

was important in order to secure crew qualifications. By

combining Hamworthy’s theoretical course with Kongsberg

Maritime’s hands-on simulation training, we are able to

offer a more operative and complete training package. What

Kongsberg Maritime has to offer is very important to us and

reflects our good cooperation.”

Authentic scenariosThe week-long training program, offered both at

KonGSBerG Carpus and in Busan, consists of lectures by

Hamworthy and simulation training by Kongsberg Maritime.

The simulator allows users to practice scenarios in the train-

ing room, so they better learn decision-making and what

could potentially go wrong while operating the system.

Together with Karstein Hammervold of Hamworthy, course

instructor rasmus Zachrisson from Kongsberg Maritime has

been responsible for establishing a course outline.

“The joint program enables alternation between theory

and practice without delay, making it possible to employ

the lessons by Hamworthy on our simulator right away.

operating the system in a safe training environment before

trying it out in real life is a great advantage to both employ-

ers and employees and a course certificate gives added as-

surance and confidence that the crew can actually use the

product,” said Zachrisson.

Environmental and economic benefitsThe Moss rS™ LnG system developed by Hamworthy re-

cycles boil-off gas in diesel-powered LnG carriers’ cargo

tanks, increasing the delivered cargo load and improving

environmental performance. Kongsberg Maritime’s K-Chief

system runs the alarm, monitoring and control facilities of

this system, so that ship officers can operate the machinery

safely. This is an important element in securing the relique-

faction process.

Department manager for product training at Kongsberg

Maritime, Ingar Tveiten comments: “reliqefaction is a

delicate process, and is completely dependent on a reli-

able automation system and a capable crew. As the first in

the world to complete a successful reliquefaction gas trial

last autumn, we can safely say that we have the relevant

competence needed to conduct high-quality reliquefaction

training.”

Peter Döhle’s training ship TS Ho Chi Minh takes onboard

six trainees over a two month period. In addition to the

natural training environment that a ship provides, the Ho

Chi Minh boasts a full training deck with trainees’ quar-

ters and a classroom. Kongsberg Maritime, which has both

AutoChief® C20 and DataChief® C20 on the ship, conducts

five-day courses onboard during which the ship stops at no

less than six different harbours in Japan, Korea and Taiwan.

rune M. Johansen is Kongsberg Maritime’s instructor

on the ship. “The machine room is directly underneath the

classroom, enabling us to show participants where the vari-

ous components are located. Training is conducted through

case studies and examples. By deliberately adding faults

to the system and always making sure each trainee takes

part in at least one manoeuvre, they are exposed to au-

thentic situations and trouble shooting, making them better

equipped for everyday life on a ship. Since we are all on-

board, we get to know each other quite well, and it is both

fun and challenging to work so closely with the trainees. As

an instructor, I think this is one of the most rewarding types

of training.”

Successful programTS Ho Chi Minh is one of Peter Döhle’s eight training ves-

sels. Some are employed purely for training purposes; TS Ho

Chi Minh runs in normal traffic as a container ship, although

its crew includes six trainees. These aspiring electrical en-

gineers from Ukraine, rumania, Philippines, Poland and

India are selected by Peter Döhle’s own world wide crewing

agency. onboard, they spend the first half of the day in the

classroom; in the second, they test out their skills on the

ship’s equipment. A training engineer onboard at all times

shows the aspirants the smaller electrical equipment on-

board the vessel. After tests, the trainees are distributed to

other vessels as electrical assistants.

A golden opportunityTechnical Superintendent at Peter Döhle Mr. Knut ruehling

is confident that this arrangement provides both the train-

ees and the market with a golden opportunity.

“Most companies don’t have enough service engineers

due to the increase of newbuildings. For newly educated

electricians on the other hand, it is hard to get relevant ex-

perience, so this type of practical training is an advantage

on both sides. All parties gain from this arrangement.”

Joining for New Reliquefaction Training

Kongsberg Maritime and Hamworthy Gas Systems joined forces to provide a comprehensive training program for the new generation of reliquefaction systems.

Training in a Natural EnvironmentGerman shipowner Peter Döhle brings the classroom to the ship on TS Ho Chi Minh. Kongsberg Maritime was invited to participate.

From left: Trainer

Karstein Hammerwold of

Hamworthy Gas Systems,

and trainers Rasmus

Zachrisson and Arnstein

Bugge of Kongsberg

Maritime.

Kongsberg Maritime trainer Rune M. Johansen in

the Ho Chi Minh onboard training room.

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TRAINING & COURSES

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56

THEME Energy & Determination

“We have a clear growth strategy in this market. We will have

strong double-digit growth here until 2010 and then we hope

it starts to stabilize,” says Kongsberg Maritime’s customer

support manager in Singapore, Tom eystø.

When eystø arrived in Singapore early in 2006, he took

over a group of just over a half-dozen customer service tech-

nicians and engineers. By the end of 2008, he expects to have

a staff of over three dozen.

“When I started, I was amazed to see the dedication and

good KonGSBerG mentality among our colleagues. As we

have grown from a small office to a medium-sized company,

we need to organise ourselves a bit differently, and work

smarter to serve our customers better,” says eystø.

Booming regionSingapore saw upwards of 170,000 port calls last year. over

5,000 vessels visited the country’s stalwart ship repair yards.

And the flow of newbuildings from China often use the voy-

age to Singapore to work out warranty claims. That sums up

to a strong demand.

“Many vessels carry KonGSBerG equipment, and our re-

gion stretches from Pakistan to new Zealand. We have sepa-

rate offices handling Korea and China, but that still leaves us

with a tremendous amount of work over a broad geographical

area,” says eystø.

For eystø, the goal is to build up an organisation, backed

by a fully-stocked spare parts inventory, that can act pro-

actively towards the region’s heavy traffic. The target is to

become pro-active: If a vessel due for a software update is

on its way to port in Singapore, eystø’s team could contact it

before arrival and arrange for rapid service during its stay.

“It means we need the right parts, people and knowledge

ready to go. It’s something we’re working towards right now.”

Full picture serviceKongsberg Maritime focuses on increasing its service reach

in Asia by building up its own resources in key ports like

Singapore, training up its agent network across the region and

strengthening its training offer to users.

Kongsberg Maritime has nearly 50 sales agents in the Asia

region, ten of which are customer support agents. eystø has

been sending groups of these agents up to China, where some

of KonGSBerG ’s best engineers are working, and teaching.

Particularly in high-growth markets for KonGSBerG g, like

India, the strong agency network will be crucial.

The best and cheapest repairman for simple jobs is, of

course, the user. By increasing its training offer to users,

Kongsberg Maritime can help customers sidestep some service

calls. In 2007, around 150 users trained on DP and ICS classes

in Singapore, and this is due to increase with the creation of

a dedicated training manager (see article “Hands-on Training”

on p. 53)

“We’ve invested considerably through the years to get

highly skilled technicians and customer service engineers. A

vital factor is these people’s determination. our team comes

in early and no one leaves until the job is done, even if it’s

midnight or later. It’s service-mindedness and commitment,

and I believe it sets us apart,” says eystø.

Full service in Singapore

Kongsberg Maritime served over 1000 vessels (port calls and site visits) in Singapore in 2007. A rapidly expanding customer support team plans to go from reactive, to pro-active.

........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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KONGSBERG support 24

Page 32: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

global support

........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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Norway

Louisiana (USA)

Singapore

Brazil

germany

Scotland

england

china

texas (uSA)

Newfoundland (canada)British columbia (canada)

Washington (uSA)

connecticut (uSA)South Korea

the Netherlands

italy

Nova Scotia (canada)

Szczecin

Mumbai

World-wide main contact Call +47 815 35 355

[email protected]

Regional Support centres 24h Europe, Africa & Middle East (Norway)

Kongsberg Maritime AS24h Hotline: +47 815 35 [email protected]

North America (Louisiana)Kongsberg Maritime inc.24h Hotline: +1 504 234 [email protected]

South America (Brazil)Kongsberg Maritime do Brazilc/o ReM indústria e comércio Ltda24h Hotline: +55 21 9965 [email protected]

Far East & Oceania (Singapore)Kongsberg Maritime Pte. Ltd.24h Hotline: +65 9862 [email protected]

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the FuLL PictuRe magazine 02/07

Gastechwww.gastech.co.ukMarch 10 – 13

Seatrade Cruise Shippingwww.cruiseshipping.netMarch 10 – 13

Oceanology Internationalwww.oceanologyinternational.comMarch 11 – 13

Vietshipwww.cisvn.comMarch 11 – 14

Asia Pacific Maritimewww.apmaritime.comMarch 26 – 28

Sea Japanwww.seajapan.ne.jpApril 9 – 11

DSAwww.dsaexhibition.comApril 21 – 24

OTCwww.otcnet.orgMay 5 – 8

Oceanswww.oceans08.orgMay 8 – 11

MOCwww.moc2008.comMay 20 – 22

Posidoniawww.posidonia-events.comJune 2 – 6

Caspian Oil & Gaswww.caspianoilgas.co.ukJune 3 – 6

UTCwww.utc.noJune 4 – 6

Seawork Internationalwww.seawork.comJune 10 – 12

UDT Europewww.udt-europe.comJune 10 – 12

ONSwww.ons.noAugust 26 – 29

Expo

Page 33: FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceSThe world’s second largest shuttle tanker operator, Knutsen OAS has moved deci-sively into the LNG market with an order for five carriers

The FULL PICTURE magazine 01/07

Kongsberg Maritime AS

Kirkegårdsveien 45

P.O. Box 483

NO-3601 Kongsberg

NORWAY

........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................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01/08


EMS Medicine Live!€¦ · EMS Medicine Live • Zoom – During presentation • Everyone will be muted • Chat questions to Knutsen to be answered either ... • Multisystem Organ

EMS Medicine Live!€¦ · EMS Medicine Live • Zoom – During presentation • Everyone will be muted • Chat questions to Knutsen to be answered either ... • Multisystem Organ

Myoelectric Robotic Orthosis Fahad Aldakheel Melanie Ferguson Chad Knutsen Hamid Tavazoie Evan Topinka.

Myoelectric Robotic Orthosis Fahad Aldakheel Melanie Ferguson Chad Knutsen Hamid Tavazoie Evan Topinka.

Employee Assistance Program Employee Servicesthe Employee Assistance Program. • Define eligibility criteria. • Learn details about services available through the Employee Assistance

Employee Assistance Program Employee Servicesthe Employee Assistance Program. • Define eligibility criteria. • Learn details about services available through the Employee Assistance

“When is a State Predatory” James A. Robinson Political economics reading group Carl Henrik Knutsen 17/11-2008.

“When is a State Predatory” James A. Robinson Political economics reading group Carl Henrik Knutsen 17/11-2008.

10 th Lecture, STV4346B: “Political Economic Topics III” Carl Henrik Knutsen, Department of Political Science, UiO 11/12-2008.

10 th Lecture, STV4346B: “Political Economic Topics III” Carl Henrik Knutsen, Department of Political Science, UiO 11/12-2008.

MAGNETOSTRICTIVEDEVICES€¦ · MagnetostrictiveDevices 5 piezoelectricsinhigh-powerapplicationshasbeenexten-sively demonstrated. Moffett et al. (46) present a the-oretical comparison

MAGNETOSTRICTIVEDEVICES€¦ · MagnetostrictiveDevices 5 piezoelectricsinhigh-powerapplicationshasbeenexten-sively demonstrated. Moffett et al. (46) present a the-oretical comparison

Assisted Teleoperation Strategies for Aggres-sively ...

Assisted Teleoperation Strategies for Aggres-sively ...

RAVE Remote-Controlled Assault Vehicle Andy Knutsen Scott Helgeson Susan Jordan Johnny Lam Matt McBurney.

RAVE Remote-Controlled Assault Vehicle Andy Knutsen Scott Helgeson Susan Jordan Johnny Lam Matt McBurney.

Introduction to elementary quantitative concepts and methods Guest lecture Carl Henrik Knutsen, 14/5-2008.

Introduction to elementary quantitative concepts and methods Guest lecture Carl Henrik Knutsen, 14/5-2008.

Knutsen Magazine Spread Final

Knutsen Magazine Spread Final

Introduction to the Study of Law Professors Lisa Dufraimont and Erik Knutsen (2012)

Introduction to the Study of Law Professors Lisa Dufraimont and Erik Knutsen (2012)

© 2002 Sverre Knutsen - Handelshøyskolen BI 1 Comparative Business Systems The Role of Financial Systems Sverre Knutsen Norwegian School of Management.

© 2002 Sverre Knutsen - Handelshøyskolen BI 1 Comparative Business Systems The Role of Financial Systems Sverre Knutsen Norwegian School of Management.

Democracy, Technological Change and Economic Growthfolk.uio.no/carlhk/publications/DemTechGrowthCHK.pdf · Democracy, Technological Change and Economic Growth Carl Henrik Knutsen

Democracy, Technological Change and Economic Growthfolk.uio.no/carlhk/publications/DemTechGrowthCHK.pdf · Democracy, Technological Change and Economic Growth Carl Henrik Knutsen

Democracy, Dictatorship and Technological Changefolk.uio.no/carlhk/publications/DemocTechnolCHK.pdfDemocracy, Dictatorship and Technological Change Carl Henrik Knutsen Department of

Democracy, Dictatorship and Technological Changefolk.uio.no/carlhk/publications/DemocTechnolCHK.pdfDemocracy, Dictatorship and Technological Change Carl Henrik Knutsen Department of

Informix Tutorias-Getting Started - Advanced DataTools...Advanced DataTools Webcast from the IBM Informix Champions Informix Tutorial Getting Started with Informix by Lester Knutsen

Informix Tutorias-Getting Started - Advanced DataTools...Advanced DataTools Webcast from the IBM Informix Champions Informix Tutorial Getting Started with Informix by Lester Knutsen

LaLuzENCENDIDA.org The Archdiocese of Washington The ...thelightison.org/wp-content/uploads/2014/...FINAL.pdf · John Knutsen, Coordinator of Adult Faith Formation, j.knutsen@arlingtondiocese.org

LaLuzENCENDIDA.org The Archdiocese of Washington The ...thelightison.org/wp-content/uploads/2014/...FINAL.pdf · John Knutsen, Coordinator of Adult Faith Formation, [email protected]

SPHERE - Cheung Kong Holdings€¦ · SPHERE 5 Hutchison 3G 3G Hutchison 3G 13-1 13-2 Knutsen OAS Shipping White Rose Petro-Canada Knutsen Technip CSO Canada White Rose Hi3G Telia

SPHERE - Cheung Kong Holdings€¦ · SPHERE 5 Hutchison 3G 3G Hutchison 3G 13-1 13-2 Knutsen OAS Shipping White Rose Petro-Canada Knutsen Technip CSO Canada White Rose Hi3G Telia

LCRA Manages Meters and Interval Data in ERCOT Tom Knutsen, LCRA SWEMA Corpus Christi, TX June 6, 2005.

LCRA Manages Meters and Interval Data in ERCOT Tom Knutsen, LCRA SWEMA Corpus Christi, TX June 6, 2005.

Party Institutionalization and Welfare State …...ARTICLE Party Institutionalization and Welfare State Development Magnus B. Rasmussen* and Carl Henrik Knutsen Department of Political

Party Institutionalization and Welfare State …...ARTICLE Party Institutionalization and Welfare State Development Magnus B. Rasmussen* and Carl Henrik Knutsen Department of Political

Integrated infrastructure for the digital enterprise · Integrated infrastructure for the digital enterprise It’s all about connections. Cloud Infrastructure Servicesthe way we

Integrated infrastructure for the digital enterprise · Integrated infrastructure for the digital enterprise It’s all about connections. Cloud Infrastructure Servicesthe way we