next-generation vessels


OSVs must be fit for purpose and exceed the regulations


The next generation of OSVs will be more fuel efficient and specifically designed for deepwater operations, but could be single- purpose rather than multipurpose vessels, it was argued


T water and harsher environments,


he design and construction of OSVs is constantly evolving to meet the requirements for operation in deeper to support


larger drilling rigs with heavier mooring systems. Oil companies and regulatory authorities have introduced new rules and regulations leading to much more rigorous designs for achieving safety, environmental and operational excellence. IMO and other


regulatory rules for the


design and operation of OSVs can be extremely onerous, said Lionel Lee, managing director of Emas Group. “Consequently, the capital expenditure and operating costs of fully equipped, large, multifunctional vessels are climbing to unprecedented levels,” he said at the Annual Offshore Support Journal Conference. “More specialised and technically advanced types of OSVs are needed for various support roles. But some vessels can have a higher capital expenditure than a very large crude carrier,” he claimed.


One of the specific roles Mr Lee commented on was the growing demand for large anchor handlers for supporting deepwater rigs and manoeuvring floating production systems. He said anchor handlers with 150-200 tonne bollard pull are challenged when towing the new generation of deepwater rigs. Anchor handlers need to have


Lionel Lee: operating costs are climbing to unprecedented levels


more than 300 tonnes bollard pull and more than 25,000 bhp, and winches need more than 600- tonne capacity. With the increasing complexity of operations, modern anchor handlers have more deck automation, such as robotic anchor- handling cranes.


Another trend in OSV design is the drive for more fuel efficiency and meeting tightening environmental requirements, said Mr Lee. “Owners need to look for more efficient designs, such as


vessels with innovative hull and


propulsion design, such as the X-Bow. Or they can look at hybrid combinations of propulsion,” Mr Lee explained. “But the challenge is the capital expenditure needed to invest


in LNG-fuelled


vessels versus the charter rates they can get.” As Mr Lee noted, liquefied natural gas (LNG)- fuelled OSVs are already well established in Norway and some gas-fuelled vessels will be introduced in the US Gulf of Mexico (referring to


LNG propulsion is becoming widespread in Norway


the vessels ordered by Harvey Gulf International Marine). But he added that gas-fuelled vessels could be introduced in other markets. “Now there are tenders in Australia with options for LNG- fuelled vessels,” Mr Lee added.


The requirement for fuel efficiency also depends on the operational profile of a ship. For example, vessels operating over a limited area may need to be less fuel efficient than those with long transits. “We are seeing that more construction vessels are mobilised between different regions, so they would need fuel efficiency. Vessels with long transits will benefit from hybrid propulsion.” Mr Lee also noted that clean notations are being imposed by more authorities.


One of the latest trends Mr Lee highlighted was a move away from multipurpose vessels and towards vessels designed for more specific tasks. He said owners will not want to pay the high costs of constructing vessels with complex equipment for a mixture of different operating requirements, such as A-frames, remotely operated vehicle (ROV) support, oil recovery, and so on, if these systems remain unused. “OSVs that are designed to be multipurpose can become multi-useless if they rarely use some of the systems,” Mr Lee explained. “The next generation of vessels will be more specific, less multipurpose, more fuel efficient, and meet the operational requirements. They will be fit-for- purpose vessels.”


The regulatory requirements for the carriage


of hazardous chemicals and larger numbers of passengers are also affecting vessel design. “OSVs are carrying more noxious liquids and drill cuttings, so they are becoming almost like chemical carriers,” said Mr Lee. OSVs carrying noxious or toxic chemicals


of petroleum products with flashpoint less than 60°C fall within IMO’s International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals


in Bulk (IBC


Code), which regulates how vessels are designed for a variety of cargoes. As the IBC Code is constantly being changed, owners need to keep up with the updates. For OSVs carrying more crew and offshore


workers, IMO’s Special Purpose Ship (SPS) Code under Solas will also need to be followed. Mr Lee said the SPS Code affects diving support vessels, pipelayers, seismic survey and well intervention vessels. This means they need to have higher standards of safety,” he concluded. OSJ


www.osjonline.com Annual Offshore Support Journal Conference and Awards 2013 I 25


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