market data
as well as serving as a multipurpose PSV when required.
Contracts for the design and construction of two more OSCV 11 designs have been awarded to STX OSV by Siem Offshore in Norway. Deliveries are due to take place in June and December 2013 with outfitting at STX OSV’s Brattvaag shipyard after hulls have been delivered from Tulcea, Romania. The orders will lift the Norwegian owner’s
fleet of modern offshore support vessels to 44, five of which are newbuildings. Each of the new units will be fitted with a 250-tonne active heave compensated crane.
STX OSV Holdings capped a good month in April with an order valued at US$130 million from Pareto Project Finance AS for an AH 12 design anchor handler. Pareto has established Iceman AS as an investment company subscribed to by Norwegian and international investors. The anchor handler is specially designed for work in harsh weather conditions including in the Arctic, for which it will have ice-class 1A classification. Outfitting has been allocated to STX OSV’s Langsten shipyard after delivery of the hull from Tulcea.
John Fredriksen is a major investor in the
offshore market and increased his drillship commitments to six units from Samsung under contracting ownership of Seadrill. An option is attached for a seventh unit and is likely to be exercised. The new order is valued at US$550 million. The ship is set for delivery in 2015. The order backlog for drillships has now reached a remarkable 45 units, 41 of which are under construction in South Korea with 23 claimed by
Siem Offshore has ordered two OSCV 11 designs
Samsung. This fact alone is as clear an indication as any of growing Korean domination of large- ship offshore construction.
A steady stream of orders for drilling rigs is also bolstering business. John Fredriksen used another of his daughter companies – North Atlantic Drilling – to build a semi-submersible harsh environment operation unit. Valued at US$650 million, the new rig was contracted by Sembcorp Marine in Singapore which has allocated construction to Jurong shipyard. The semi-submersible will be based on the Moss Maritime CS60 design, an improved CS50E MkII ultra-deepwater type, two of which were recently delivered to Fredriksen companies. The new unit will maintain position using a dynamic positioning system and is destined to operate in the Barents Sea and northern North Sea. The unit will also be winterised for year- round drilling operations. Delivery is set for March 2015.
Chinese builders were late on the offshore scene and are finding it difficult to compete for
international business. Hard hit by conventional tonnage cancellations some yards are desperate to attract offshore business, and are lobbying the government for more state company orders.
China has never been afraid to embrace new technology and tackle sophisticated designs but owners are wary of their performance, particularly yards that have little or no experience of deepwater business. Norway’s Skipsteknisk
is working with
Shanghai Merchant Ship Design & Research Institute on basic designs intended for
Chinese operational requirements. This resulted in China’s first multipurpose deepsea offshore construction vessel being contracted by Offshore Oil Engineering Corporation – a division of China National Offshore Oil Corporation (CNOOC). The double-hull vessel will be able to operate in water depths of up to 3,000m. Construction to DP3 class will be carried out by Guangzhou Huangpu shipyard. Two 400-tonne cranes will be fitted and a remotely operated vehicle embarked. Joint classification of both China Classification Society and DNV will apply, with the vessel due to be delivered in June 2014. The contract is part of a larger plan by CNOOC to expand its offshore fleet.
Some of the smaller shipyards in Asia are finding it difficult to keep pace with the boom. Owners
remain interested in less expensive ships, as long as they can meet deepsea demands. There have long been fears over speculative contracting by small yards in Malaysia and elsewhere, but these have been allayed to a degree by the sheer volume of demand. TAS Offshore Bhd has a full orderbook with
a total of 10 vessels contracted to it but has been forced to subcontract business to Chinese yards in order to keep pace with demand. Three vessels have so far been diverted in this
way. The advantage for clients is that they can be built in China at an average cost that is 3 per cent cheaper than in Malaysia. TAS Offshore’s facility at Sibu cannot be expanded and is being penalised through lack of space, so the company is considering construction of a new shipyard at Sarawak. OSJ
94 I Offshore Support Journal I June 2012
www.osjonline.com
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