FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceS

01/09

...... The ...... FULL...... PICTURE...... magazine...... tHeMe Skilled Partners Lauritzen tankers damned Professional Acergy Falcon Refit d. Oltmann Reederei engine Monitoring Precious cargo Maersk Five-star training Allseas A Study in Flexibility Polish Steamship company Fleet Renewal

“You get this service and sense that they are damned professional.” – erik Møller and Jo goksøyr of Lauritzen tankers discuss the unique conversion of dan Swift tHeMe intelligentSkilled Partners engines ...... THE FULL PICTURE MAGAZINE 01/09 ...... Our best is yet to come ...... Contents ...... :: As an industry, we are taking it on the nose right...... now...... It’s little wonder. You can’t find a market in any...... corner of ...... the world untouched by the recession. And export-driven...... economies like Japan and are feeling...... the pinch ...... particularly hard. An industry as global as shipping...... is bound to ...... CUSTOMER FEATURES 4 J. Lauritzen: Damned professional ...... struggle at a time like this...... 8 D. Oltmann Reederei: Monitor, or open up ...... Cancellations, delays, ships in lay-up, record-low...... rates: ...... these are daily bread in the maritime press. Worse...... may come, 12 Seajacks: Moving fast ...... with bankruptcies and lay-offs on the rise. Of ...... all the feelings ...... brought about by hardship, perhaps the worst is...... uncertainty...... INNOVATION 14 K-Master: Well seated for the future ...... What’s going to happen? When will things turn...... around? And ...... how? ...... REFIT PROJECTS 18 Viking Line: Most precious cargo ...... At times like these, you know who your real ...... partners are...... 22 Acergy: Falcon refit ...... We in Kongsberg Maritime aim to bring a little ...... more security ...... to ship and rig owners and operators. In this issue...... of the Full 25 Allseas: A study in flexibility ...... Picture, you can read how our training, service...... and support ...... efforts have maintained their focus, in markets...... all over the ...... FEATURES 28 Maritime University of : Simulator upgrades ...... world...... 30 Polish Steamship Company: Fleet renewal ...... From the ashes of a hot shipping cycle that burned...... down, ...... so-called green shoots are now emerging. When...... business- ...... TRAINING 32 Maersk: Five-star training ...... as-usual stumbles, a door called opportunity opens...... Many ...... shipping companies will try new trades, new designs...... and new 35 DNV: Training recognition ...... technologies, as they seek to reinvent themselves...... and seek out 37 First Nautical Institute-approved DP training center in China ...... profitable niches...... Forward-thinking ship and rig suppliers will play...... a key role ...... SUPPORT 38 Customer support in Poland ...... in this process, as they innovate and accommodate...... in order to ...... 39 Global support and expo ...... win the few contracts still available. At Kongsberg...... Maritime, ...... we have ongoing investments to improve the user-friendliness...... and functionality of our hardware; the latest fruit...... of these ...... efforts is a thrilling new operator station, called...... K-Master...... Much of the innovation that will lead this industry...... out of ...... this recession will contribute to the improved environmental...... performance of the global fleet. One technology...... with ...... Kjell Soderlund ...... environmental benefits that is gaining ground...... in the FOR uSeRS OF KONgSBeRg PROductS ANd SeRviceS EDITORIAL STAFF ...... [email protected] ...... 01/09 Gunvor Hatling Midtbø ...... industry is engine monitoring. We have developed a range of ...... Kongsberg Maritime, Vice President Com- ...... The ...... Tor Aas-Haug ...... munication ...... sophisticated engine sensors; read how one German shipowner ...... FULL PICTURE...... [email protected] ...... magazine ...... [email protected] ...... tHeMe Skilled Partners Editor-in-chief ...... will use them to control costs...... Lauritzen tankers damned Professional Acergy Falcon Refit ...... d. Oltmann Reederei engine Monitoring viking Line Precious cargo ...... Maersk Five-star training Allseas A Study in Flexibility Jens Sølvberg ...... Polish Steamship company Fleet Renewal ...... [email protected] ...... The maritime industries – shipping and offshore...... – will CONTRIBUTORS ...... Christina Fjellstad ...... continue to deliver value in the form of safe, environmentally...... Erno Wientjens ...... [email protected] ...... [email protected] ...... friendly, fast and economically efficient transport...... of goods ...... Ryan Skinner ...... worldwide. Collectively we will continue to innovate...... and get [email protected] ...... COPYRIGHT ...... better, which is why we say our best is yet to come...... :: Kongsberg Maritime AS ...... Scott LaHart ...... “You get this service and sense that they are damned professional.” ...... – Erik Møller and Jo Goksøyr of Lauritzen Tankers [email protected] ...... discuss the unique conversion of Dan Swift ...... ADDRESS ...... Mark Fuhrmann Kongsberg Maritime AS ...... [email protected] Kirkegårdsveien 45 ...... P.O. Box 48 ...... The Full Picture Magazine is a magazine for ...... NO-3601 Kongsberg ...... users of KONGSBERG products and services. MANAGING EDITORS ...... Norway ...... Gunvor Hatling...... Midtbø For a complimentary copy of the magazine, say: pr. & communication ...... please contact Kongsberg Maritime AS: Telephone + 47 32 28 50 00 ...... Kongsberg...... Maritime ...... [email protected]. EDITORIAL PRODUCTION Telefax +47 32 28 50 10 ...... [email protected] ...... Vice President...... – Communication The Full Picture Magazine is also available & GRAPHIC DESIGN ...... in pdf-format at www.km.kongsberg.com say: pr. & communication ...... COVER PHOTO ...... Hans Søndergaard ...... PRINTING ...... Mediehuset GAN ...... [email protected] ...... PHOTOS ...... Hans Søndergaard ...... [email protected] ...... Tommy Normann ...... [email protected] ...... Daniel Butowski ...... [email protected] ...... THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Hans Søndergaard The FULL PICTURE magazine 01/09

:: It was April 2009, and the Full Picture magazine came to Vessel (ASV) and is building one at the Blohm + Voss Shipyard in to visit the team at Lauritzen Tankers in the midst of , Germany, by converting a cable-layer. an exciting phase for the company. It has two ships under The ship, Dan Swift, will be able to maintain position in conversion, one in Poland and one in Germany, and two more new 3 metre significant heights, with dynamic positioning provided buildings underway in China, which – combined – mark a new, by five azimuth thrusters and three bow thrusters. Telescoping offshore direction for a company better known for its fleet of gangways on both port and starboard sides will provide almost product tankers. permanent access to working areas for the 250+ that the facility Lauritzen Tankers’ fleet manager Erik Møller, projects boss Jo can house. Goksøyr and its leading DP engineer Per Skriver explained the backbone of the company’s foray into the offshore market: “We would like to create a niche in the offshore market, with DP boats and shuttle tankers and perhaps some accommodation vessels,” said Møller. As of May 2009, Kongsberg has almost completed one complex delivery for Lauritzen Tankers: DP, AutoChief and DataChief for the Dan Eagle, which is a product tanker under conversion to a small shuttle tanker at a shipyard in Poland. The second delivery – a DP system for a conversion project underway at Blohm + Voss – is in its most critical phase. Møller winks: “I hope we will succeed and I also hope we will get some service engineers who are as good as the ones on Dan Eagle.”

Looking for opportunity When Lauritzen Tankers acquired Quantum Tankers in 2004, they absorbed a considerable amount of expertise in offshore and DP operations. Møller came over to Lauritzen Tankers with the Quan- tum Tankers team. Quantum Tankers introduced the first DP shuttle tanker for use in Brazil in 1998. Since those days, Brazil has catapulted to the forefront of offshore energy producers, as its Tupi and Carioca fields dominate industry headlines. Given the deepwater location of these fields, Brazil has opted to use shuttle tankers to create a floating pipeline rather than construct an infeasible pipeline on the seabed. Brazil’s oil company, Petrobras, has followed the example of Norway in the by commissioning DP bow-loading shuttle tankers. Damned Lauritzen Tankers is competing with giants like Vancouver-based Teekay and Norway’s Knutsen OAS for this shuttle tanker business with Petrobras. In 2007, Lauritzen won two twelve-year professional contracts to provide two DP shuttle tanker new-buildings to Trans- petro, a Petrobras subsidiary. These are now under construction at a shipyard in China, with delivery due for Lauritzen Tankers is determined to grow 2010 and 2011. “It will work as a hotel facility and provide workshops for offshore in the offshore business, based on its DP Before these shuttle tankers steam for the Santos basin off of maintenance projects,” said Møller. “We can overhaul electronic, expertise. The company is building a small Brazil, Lauritzen Tankers will have completed the conversion of a electric and mechanical equipment on Dan Swift, and pull over fleet of DP shuttle tankers to move product tanker called Freja Pacific to a DP shuttle tanker called Dan sections to the aft deck and do hot-work. It can supply power, oil, Eagle. Kongsberg is heavily involved in work on Dan Eagle at the water and sewage in a hook-up situation. And we have a 100 tonne deepwater oil for Petrobras. These will Polish shipyard. In describing Kongsberg’s effort, Møller said: “You crane that can lift modules. join the world’s first Accommodation & get this service, and the sense that they are damned professional, “It can also be used for commissioning and installation in con- Support Vessel, Dan Swift – now under those who are sitting down there on board.” He confirms that the nection with new fields. We are currently looking at some exten- construction at Blohm + Voss in Hamburg. ship is due for delivery this summer. sions of fields in Mexico where commissioning and hook-up of fields is required.” The story of the ASV With DP capability, Dan Swift will be able to forgo expensive Lauritzen Tankers also sees opportunity in the accommodation mooring operations and move away from the site in the event field, where it believes DP flotel units could flexibly and cost- of tough sea conditions, enhancing its safety profile. As a result, efficiently serve installations on offshore oil fields worldwide. Lauritzen Tankers sees Dan Swift’s greatest potential in deep-water Erik Møller, Fleet Manager, Lauritzen Tankers Thus it has designed the world’s first Accommodation & Support areas like those off of Brazil, or the Gulf of Mexico.

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Erik Møller, Fleet Manager, Lauritzen Tankers and Jo Goksøyr, Projects Manager, Lauritzen Tankers

From the Full Picture’s conversation with Erik On the technical challenges of Dan Swift On the value of different resources in a project gathering a crew of experienced people for Dan Swift. Møller and Jo Goksøyr of Lauritzen Tankers: Jo Goksøyr: “It will be launched on May 16. It is the only one Jo Goksøyr: “It is not so much the equipment that is important. “A new project also attracts people because of the technical in the world with two gangways. That makes it very flexible in It’s more that you get this service and sense that they are damned challenges – many like that. It is not just sailing from A to B on On the context for converting Dan Swift from a connection with wind and weather. The DP system can keep the professional, those who are sitting down there on board. So it is a bulker or tanker. It’s something new and technically challenging. cable-layer to an accommodation support vessel boat in place. In three metre significant wave height, a wind of 20 enormously important that we get the service engineers we need It has not been a problem to get people.” Erik Møller: “The whole conversion developed because we were meters per second and a two knot current, it can hold its when we need them, and that they are competent so that we don’t converting a into a passenger ship, at the same time. The position with the gangways attached. It is not the DP systems, but have to watch them all the time.” On Lauritzen’s criteria for selecting suppliers result was that all the newest rules regarding passenger vessels had the gangways that constitute the limitations on the boat. They are Erik Møller: “Normally, we have a requirement that we must be to be observed, because it was a major conversion. This is quite telescopic gangways. We believe that it is the most flexible and On manning its offshore DP operations market leaders, and that we must provide an enormously good comprehensive.” most efficiently equipped boat.” Erik Møller: “If we take the shuttle tankers first, then we have service. It is obvious that when there are companies we have not gathered a crew that comes from J.J. Ugland and sailed on our dealt with before for a project like Dan Swift, we must check what On Lauritzen Tanker’s entry into the shuttle tanker On how Dan Swift will operate boats in Brazil earlier. They chose to switch over to us and we type of companies they are. We have felt that even the best can market in Brazil Erik Møller: “It can provide paint jobs and other things on board, have not had any problems with those crews. We have started fail. Some of them did not live up to their promises, but we do Erik Møller: “We have two newbuildings in Nantong, which are and it can serve as extended accommodation because it has the a training programme for DP officers. All our current seafarers not have a certain selection system. We take those with the best DP shuttle tankers. We are in strong competition with Knutsen fixed gangway. It lies there with its gangway connected, so that who will be involved with DP go through a training programme reputation. We don’t have very particular requirements to our [ed. Knutsen OAS Shipping] and we got hold of the two 59,000 ton people walk on board to eat because these installations have very that runs in-house in co-operation with Trondheim. Some were suppliers.” DP-2 shuttle tankers that are in long-term charter to Transpetro. limited accommodation. So they eat and sleep here and work on first re-trained to tankers from reefers and are now being upgraded Petrobras owns Transpetro, which is similar to Navion in the old the platform. Maybe it can remain there for three or five months, to DP advanced and DP basic. The training programme has been On innovation in Lauritzen Tankers days. Knutsen almost secured the two 50,000 tonners, but we came depending on the nature of the job. There may be occasions where running for the past couple of years. We have procured expertise Erik Møller: “Some ideas are created when our CEO Anders in from the sideline and got them. Because Transpetro preferred it must de-connect if the weather gets really tough, but the idea from the Norwegian DP fleet. Mortensen, Michael, Jo and I gather to exchange ideas. We cannot to put their eggs in different baskets – I think that was the main is that it is permanently moored with the gangway permanently “It is slightly different on Dan Swift. On a shuttle tanker, they implement ideas alone. We must procure expertise from good sea- reason. They nearly only work with Knutsen and Teekay.” attached. Then they can do and fix things that cannot be done on both need DP experience and bow-loading experience. On Dan farers and shipping employees who are closely attached Jo Goksøyr: “Petrobras is in the process of building up a fleet of the installation.” Swift, it is perhaps easier. There is another major shipping company to us. They are part of our site teams now and take part in the DP-2 or DP tankers – similar to Norway in the North Sea. And they in with a lot of DP supply boats, and they have been very development of the project. This applies both to the Dan Swift and want conventional tankers assisted by supply ships. They have interested in our new ship. We have had a lot of people from DP Dan Eagle. We involve those who are going to sail on them switched completely to DP boats with bow loading – exactly like in supply boats and DP cable-layers, which have had a base here in and they participate in the project and the conversion.” :: the North Sea.” Copenhagen, with Alcatel. It is here we are in the process of

6 7 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Daniel Butowski The FULL PICTURE magazine 01/09

:: Strictly speaking, German shipowner D. Oltmann Reederei did not need to install engine monitoring systems in its three container ship newbuildings under construction at Hyundai Heavy Industries (HHI). Oltmann, like just about every other shipowner, had never installed the components before, so why start now? “As a shipowner, we are not likely to change unless there is a Monitor, benefit, an incident, or both,” says Joern Winter, Managing Partner and Director for Fleet Management and Operations at D. Oltmann Reederei in Bremen. or open up “ In this case, there is a clear benefit; with engine monitoring systems, we may be able to forgo the open-up bearing inspection often required by class after five years. And, although we have had Engine monitoring systems are not new, no engine failures, we’re interested in savings related to extra service but they may now be making their way calls and inspections.” onto ships in a big way. The greater The designer of the low-speed diesel engines being installed in control and oversight they offer are Oltmann’s newbuildings, MAN Diesel, recommends these sensors, but they were not made standard equipment until recently. The systems attractive propositions. Even better is have become necessary due to the higher power to weight ratio of the possibility of skipping a risky today’s engines, and new metals designed to handle these forces. open-up and inspection. MAN Diesel’s project guide book for the low-speed diesel engines being installed in Oltmann’s ships states: “The ultimate protection against severe bearing damage and the optimum way of providing early warning, is a combined bearing wear and temperature monitor- ing system.” It was the first engine designer to make engine moni- toring systems standard equipment, and is thus an early mover on condition-based maintenance.

Dodging a bullet Data compiled by Swedish Club surveys illustrate damage causes and costs on low-speed engines. Of the five most frequent types of claim, cylinder liner and bearing damages come in at three and four, respec- tively. In terms of average cost, however, they are the most expensive claims. Thus the downside of a failure provides strong motivation for an engine monitoring system. Describing Oltmann’s motivation, Winter said: “We want increased and improved insight, and a safety margin to react to new require- ments. Monitoring is the key to success in terms of efficiency and increased control. Safety and savings are vital to us.” Oltmann originally approached the licensed engine manufacturers at HHI about engine monitoring systems. From there, contact was made to Kongsberg Maritime, which produces a range of sensors for engine monitoring and which was already supplying the ships’ pro- pulsion control systems. Arjan Paans of Kongsberg Maritime met with Oltmann in 2008. “For low-speed engines, a number of monitoring systems are rec- ommended,” says Paans. “These include temperature monitoring of crosshead, crank and main bearings, bearing wear monitoring, cylinder liner temperature monitoring and water-in-oil sensors. We expect all of these to become standard equipment soon.”

Four core systems Oltmann’s three container ships will each possess a package of engine monitoring systems, which – in addition to a pressure analyzer Joern Winter, Managing Director and Director for Fleet and the conventional oil mist detection system – result in what Paans Management & Operations, D. Oltmann Reederei has called “one of the best equipped engines in the world today.”

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significant improvement on the oil mist detectors,” said Winter. These systems fulfil the same functions as today’s oil mist detec- tors, but are quicker and more sensitive. All of these systems are connected to Kongsberg’s AutoChief C20® system via the common (CAN) network. Any failure can have ENGINE MONITORING SYSTEMS two results: either it will trip off an alarm, or automatically initiate slow-down. KONGSBERG offers a full picture of engine monitoring systems with components in common with the K-Chief 500 marine automation “It’s important to understand that these systems can also be used system and the AutoChief® C20 propulsion control system, allowing integration and combined support. for condition based maintenance, which is getting more and more popular among shipowners,” says Paans.

Commercial arguments Many shipowners want to invest in these systems to skip the kinds of open-up inspections of main engines required by classification societies today. Approximately 70 per cent of bearing seizures occur shortly after an overhaul or open-up inspection. This is simply because conditions during the open-up, and the personnel doing it, are seldom as good as during the engine’s production. “If we can extend the amount of time between open-up Cylinder liner monitoring inspections, we stand to save a lot of money. This is a very Monitors piston running valuable argument for us,” says Winter. Bearing wear monitoring performance by measuring He also argues that the systems will provide Oltmann with an Measures and displays the the temperature of the advantage on its competitors in terms of reliability, when combined physical wear of upper part of the cylinder negotiating with charterers. He continues: “Charterers have crosshead, crank and main liners. Increased friction can different values when it comes to the ship’s operations, but many bearings, providing early lead to abnormal liner wear of them aren’t interested in your technical issues. Some may bearing seizure warnings and potential piston ring choose us partly because we have well-equipped ships; others if problems occur during breakage. aren’t as interested. But everyone wants reliability, and that’s what engine operation. we aim to offer.” Asked why Oltmann chose Kongsberg to supply the engine monitoring systems (MAN Diesel recommends a handful of suppliers), Winter explained that the company’s prior experience with Kongsberg played a big role. “As a private shipowner, we need to make money on existing vessels, if we want to extend our fleet. Thus we’re looking for syner- gies,” says Winter. “If we can combine service calls with one maker, Kongsberg’s bearing wear sensor was developed in close co-oper- we save money. Also, as a tramp owner, we need to have a global ation with MAN Diesel, and is designed to provide the crew with partner, because we don’t decide where the ships will be calling.” early warning if any of the crank train bearings have an unexpect- Crosshead & crank bearing ed wear rate. Basically, a sensor will measure the combined wear of Inevitable and invaluable monitoring the main bearing, the crosshead and crank bearings at bottom dead Oltmann is one of a host of shipping companies that is investing Continuously measures the metal center, and trigger an alarm if a problem is developing. in these kinds of systems (Denmark’s TORM is putting them on temperature of bearings during The bearing temperature sensors track metal temperatures in the a series of 11 ships), or seriously considering them. The engine Water in oil sensor/detector engine operation. The sensor three bearings. The crosshead and crank head temperature sensors manufacturers recommend the systems, classification societies Dual sensors give continuous communicates with a processing operate wirelessly. The sensor itself has no power demand, and its approve them and providers like Kongsberg are steadily measurement of moisture in oil unit using a high frequency signals pass via low-energy radar technology. improving them. Said Winter: “These have become much more and oil temperature. Moisture in and low energy radar pulse, The cylinder liner monitoring system measures the temperature reliable and reasonably priced. Five to ten years ago, this was very oil is measured in terms of the thus giving the temperature of of the upper part of the cylinder liners. Increased temperatures set fancy kit. Costs have come down and quality has gone up.” water activity and temperature, Main bearing temperature moving bearings. off an alarm, so that the crew can respond before excessive There is also a manpower and skills side to the picture. Seagoing independent of oil type and age. Mounted on the main bearing scuffing occurs. “Many shipowners have experienced problems of personnel frequently have less experience than before, and engines girder with the tip of the this kind, and they’re very interested in avoiding the high costs are only getting more complex; given the situation, a more inten- sensor in direct contact with associated with reconditioning or replacing the cylinder liners,” sive alarms strategy mitigates operational risks for shipowners. the bearing shell, it measures says Paans. “These sensors will result in alarms and/or an automatic the combined temperatures The water-in-oil sensor has earned extra emphasis from engine response that prevents damage before it happens,” said Paans. of the bearing shell and designers. Water content reduces lubrication, which can cause “This can save you an expensive repair and possible off-hire, at the lubrication oil. cavitation and corrosion. Corrosion will result in fatal engine very least; at the most, it can save your crankshaft.” :: damage very rapidly. “We believe the water-in-oil sensors are a

10 11 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Seajacks The FULL PICTURE magazine 01/09

:: With two new liftboats delivered from Dubai’s Lamprell maximise recovery from existing fields, but there has also been a Energy yard in 2009 and options for three more under recent drive by the UK Health, Safety and Environment regulatory consideration, Seajacks has filled the niche serving energy authority to make oil companies perform ongoing maintenance companies in the southern part of the North Sea. According to on these structures. In the wind industry, the trend is towards Moving fast with Seajacks Seajacks, the lack of available liftboats to serve aging installations, building larger and larger wind farms in deeper waters, which also harsh weather conditions and increasingly strict environmental strengthens Seajacks’ competitive position in this market. guidelines issued from regional authorities have created a high Established in 2006, Seajacks is the sole provider of self-propelled maintenance demand for this new generation of liftboats. and well intervention jack-up liftboats to the oil and gas industry in the North Sea. But with the rapid development of offshore wind farms, this self-propelled Meeting existing demand jack-up market is expected to expand considerably and Seajacks is well “At present, availability of service jack-ups is limited in the southern part of the North Sea and there are no existing harsh positioned to expand accordingly. environment liftboats other than our two newbuildings ‘Seajacks Leviathan’ and ‘Seajacks Kraken’,” Sebastian Brooke, Seajacks’ Director of Business Development says. “Our business objective is to build Seajacks into the leading owner and operator of state-of- the-art liftboats in the North Sea and expand into other business areas that require premium equipment and first-class operations in the international market place.” Seajacks has had a promising start. The Seajacks Kraken, a liftboat delivered in February, is currently serving on ExxonMobil’s Sable project offshore . Seajacks Leviathan, delivered in June, has been contracted to Fluor Limited for the installation of Siemens turbines at the Greater Gabbard Offshore Wind Farm project, the largest in the world, off the east coast of the UK in September 2009. Sebastian Brooke, Seajacks’ Director of Business Development Reducing downtime The two self-elevating, self-propelled liftboats were designed by the Dutch company GustoMSC and are in compliance with regulations specified by UK, Dutch and Danish regulatory bodies. Capable of jacking up and down in two metre seas, and designed specifically to take advantage of short weather downtimes, these vessels are capable of reducing downtime associated with poor weather conditions. “The ability of these vessels to operate successfully in rough seas provides a significant advantage to our customers,” says Brooke. “We can get to location faster, work more rapidly and in tougher conditions than other jack-ups, and, since they are self-propelled, Critical manoeuvrability there is no need for costly tug spreads to assist with mobilisation Both Kraken and Leviathan are equipped with Kongsberg’s dynamic of the jack-ups.” positioning control systems (classed DP-2), which enable the Brooke says that both vessels have been designed for flexibility units to manoeuvre in rough seas – a critical part of the units’ and notes that the Seajacks Kraken was recently awarded a performance. safety case to work alongside producing oil and gas platforms in “It’s not enough that these vessels can operate in harsh the North Sea. When configured for oil and gas work, they can environments – we have to be able to position our vessels and be used for maintenance, construction and/or dive support, the locate them very precisely,” says Brooke. “There are obvious installation and removal of modules, wirelines and coiled tubing safety and environmental issues associated with locating alongside interventions and light workovers. By removing the helideck and producing platforms and wind turbines, so we need a level of mounting a special-purpose crane, they can be easily adapted for redundancy and a positioning system that we can rely on. We have the installation and maintenance of offshore wind farms. been very satisfied withK ongsberg’s system and response.” Seajacks is considering exercising the remaining options at Promising markets Lamprell Energy for three additional liftboats, but the company has In the southern part of the North Sea, there are about 404 oil yet to make a final decision. “Despite the fluctuating cost of energy and gas production platforms with an average age of 19 years, and the financial downturn, the market potential is there and we and more than 1000 wells, many of which are operating beyond are confident that demand for these vessels in oil and gas and their original design life. Not only are energy companies eager to renewable will increase,” Brooke says. ::

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“K-Master consolidates the 5 – 6 meter bridge console into literally one operator chair”

Thor Hukkelås, Project Manager – Innovation Department, Kongsberg Maritime

:: Kongsberg has long been involved with production of bridge Workstation development systems according to the latest standards for nautical safety. “Aft bridge operators are drowning in the amount of activity and The K-Master The experience gained through the years has shown us the flow of navigational and ship systems information. K-Master workstation is importance of functional integration and arrangement of control simplifies the processes while granting secure, optimal bridge a complete and and monitoring systems for vessel machinery, navigation and awareness, and professional OSV operation,” says Thor Hukkelås, independent operating manoeuvring. chief engineer and project head for the K-Master workstation. station designed to meet A particular safety aspect is the user interface and the intuitive Kongsberg’s new K-Master workstation is a complete and strict aft bridge ergonomic considerations regarding and harmonised style, look and feel, across subsystems and independent operating station designed to meet strict aft bridge the arrangement of working functions. The K-Master workstation takes this to a new level ergonomic considerations regarding the arrangement of working places, the instrumentation and by offering a common user interface to all functions available places, the instrumentation and the operability of the equip- the operability of the equipment. from the chair. This is particularly important for safe operation in ment itself. Within easy reach of the operator, the K-Master stressful situations. workstation includes interactive interfaces for: DP, independent The K-Master workstation is designed to comply with the DP joystick, manual thrust control, alarm and monitoring /vessel Well seated latest standards and regulations for OSV bridges and supports the automation, central bridge alarm system, chart radar, conning important work undertaken by DNV and the industry to improve display and communication devices. safety of operation. The true integration between the subsystems also makes it possible to provide functions across the subsystem boundaries, for the future The bridge system for instance functions for system wide mode control tailored to OSVs have the special arrangement of a fore bridge and a fully the vessel’s different types of operation. Similar concepts can be Suppliers to the offshore industry are easy reach from the seated operator ensures operational aft bridge. While the fore bridge is fitted with all used for presentation and/or operation of auxiliary equipment, continuously looking to raise the safety bar complete awareness in all situations.The required functions for the ship’s navigation, the aft bridge is such as deck lights, window wipers, navigation lights or search in an already safety conscious industry. K-Master workstation is considered to used for ship handling and support when close to structures or lights. performing special tasks like anchor handling, diving operation or According to Hukkelås, K-Master fully meets the OSV demand Kongsberg is no exception. Its new be the most advanced aft bridge system construction work at sea. for a flexible, multi-functional, integrated ship’s bridge system. workstation for offshore service vessels solution in the market, and Kongsberg once Kongsberg provides a complete solution for both bridge areas. “K-Master consolidates the 5 – 6 meter bridge console into (OSV) sets a new standard for integration again plays a leading safety role, granting The K-Bridge product already provides a total solution for the literally one operator chair, housing integrated multiple computer of navigation, control and manoeuvring operational efficiency and reliability in forward bridge, compliant with rules and regulations for nautical consoles in the arm rests. Total ship operation takes place from safety. By introducing the new K-Master generation workstations this chair, with main information displays close to the seated functions for the aft bridge. The unique demanding OSV environments. for the aft bridge, Kongsberg now offers a complete and holistic operator, reflecting the intense nature of ship operation on the access to all major control systems within solution for the whole bridge. aft bridge.”

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information on the other.” “K-Master combines many different engineering disciplines and By using components from the common Kongsberg technology products such as navigation, thruster control, automation and DP, platform, K-Master is designed for optimal operational into one highly scalable station tailored to operational needs. The availability and favourable life cycle costs. It also ensures compact design with external termination points provides signifi- compatibility with other Kongsberg subsystems on board, cant potential for efficient and cost saving installation on board,” reduces the spare parts inventory and facilitates better says Hukkelås. maintenance. Launched at this year’s leading global shipping exhibition, Nor-Shipping, K-Master introduces significant upgrades that range Bridge Awareness from the design, construction and production of new thruster le- K-Master is all about bridge awareness; the integration of local, vers and indicators, to new button panels, joystick and trackerball/ global and technical information. More precise than ever before, pointing device. operators will have full overview of machinery and ship systems and specific sensor and support systems, in addition to situational Simplicity is the art of technology information. In lieu of mechanical knobs and switches, while enhancing K-Master operators are at the center of a hub, supplied with appearance and cleaning, K-Master features touch control panels exact, filtered information to make streamlined critical decisions and multi-function split screens displaying chosen pop-up menus when necessary. Simply, they know where the ship is at all times from a number of stored menus. and are given the actual, required information dependent on the “K-Master represents a generation of automation equipment that context they are in. Thruster command levers and thruster control system indicators give an ergonomic feel and rapid manual interaction. combines simple and easy touch control with high-end features and “K-Master lifts the focus over ship systems and focuses vast amounts of rapid and accessible critical ship data. The use of specifically on the OSV operation you are involved in. With two aft mechanical switches in bridge applications is in decline and touch bridge K-Masters, one operator can concentrate on ship operation control technology is replacing them, except for critical operations,” and the other operator on support. Basically we are navigating says Hukkelås. “The user interface concept combining informa- and safely operating a highly complex vessel in a highly complex tion displays and user interaction touch panels enables operators environment at the touch of a fingertip,” says Hukkelås. “K-Master to perform key operations on one screen, while viewing pertinent is an Offshore Operations Optimizer.” ::

A joystick is used as the control device for manual and mixed Buttons for emergency stop and safety override automatic/manual control of thrusters.

Touch control panels like the one pictured here make user interaction easier. Members of the Skunk Works team at Kongsberg Maritime that worked closely to develop K-Master

16 17 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Kjell Söderlund The FULL PICTURE magazine 01/09

:: Åland, an archipelago wedged between and in the Northern Baltic, is a natural stop for passenger travelling between the two countries or to Åland itself. As a result, Åland’s major harbour in is exceptionally Most precious cargo busy at all hours. For the passenger ferries of Viking Line, the crowded archipelago and port both require precision, a carefully planned schedule and reliable equipment. Manoeuvring a passenger in an archipelago “Our passenger ferries travelling between Sweden, Finland of more than 6500 small islands requires precision and Åland spend three hours in open waters. The rest of the and dependable equipment. That’s why Viking journey takes place between our many islands. With all the Line chose Kongsberg Maritime to refit four of traffic in this archipelago, it is vital that our ferries are not their seven passenger ferries. delayed and that they stay on the right track. This puts great demands on our systems,” explains technical inspector in Viking Line, Børje Jansson.

Fifty years of expansion Viking Line is celebrating its 50th year in business. It began operating on the 1st of June 1959 when the SS Viking undertook its maiden voyage. Even if the public initially viewed the ferries with scepticism , ferry traffic grew rapidly, creating a new link between the Finnish mainland, Åland and Sweden. Since its humble beginnings, Viking Line’s traffic has increased dramatically and more than fifty vessels have sailed in their fleet. Today’s fleet consists of seven passenger ferries – with an eighth on the way – satisfying various customer needs ranging from pleasure cruises to one-way passenger travel and cargo service. Apart from their latest, modern express ferry, the MS Viking XPRS from 2008, Viking Line’s current vessels were built during the 1980s and 90s. When the time had come for an update, Kongsberg Maritime’s systems were chosen for four of these vessels. “The previous equipment onboard our ferries dated back to the 80s. Since then, a lot of the supplier’s service expertise has disappeared, and getting the right spare parts is almost impossible. A refit of our ferries was vital, to provide them with modern, computerised equipment that has a longer lifespan and is easier to upgrade with new components. We chose Kongsberg Maritime partly because three of our ferries already had their equipment installed; this has proven to be a great success for all vessels,” says Jansson. While the refit projects for Amorella, Isabella and Gabriella took place between 2002 and 2008, the Mariella refit is still underway. Apart from Mariella, each of the vessels previously had an older Kongsberg system onboard (Datachief 7). During refit, this was replaced with the K-Chief 500 marine automation system for monitoring and control, including all pumps, controllers and valves, as well as control of the four main engines with clutch logic and a power management system. “Although our latest vessel in this series of refit contracts, Mariella, has equipment from a different supplier, our long history of good cooperation with Kongsberg made us choose them for this job as well,” confirms Jansson.

A vote of confidence Pictured left to right: Per Bruun, Manager- Refit Department, Kongsberg Maritime; Børje Jansson, Technical Inspector, Per Bruun, manager of Kongsberg Maritime’s refit department, is Viking Line; Jan Ole Westerlund, Chief Electrician, Viking Line pleased to have won contracts for all four of the vessels.

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the systems work properly and take care of all necessary training. “Because of the short time limit, most of the testing is performed “It is vital that our ferries are not during normal operation of the ship. Since the main part of the delayed and that they stay on the right track. testing is performed prior to installation, at the production facilities of Kongsberg Maritime, testing during operations poses no safety This puts great demands on our systems” challenge. When it comes to training of our staff, this is provided – Børje Jansson, Technical Inspector, Viking Line by Kongsberg Maritime both before the new equipment is installed and after installation,” says Jansson. With such a valuable freight, safety is a main concern for Viking Line. This is closely linked to the systems onboard and the staff’s ability to operate it. Jan Ole Westerlund, chief electrician in Viking Line, explains how there is more focus on safety on today’s vessels. “The equipment chosen for the operation of our vessels is vital for the safety of our passengers. This is why we have chosen state- of-the-art technology and equipment. With these new refits completed, even our oldest vessels are now updated to comply with the latest safety standards and regulations,” says Westerlund, who was a vital contributor throughout the refit processes. He sees several advantages to the new equipment. “Although the new equipment has basically the same functions as the old one, it has a higher degree of automation. Remote control operator stations on the bridge and in the engine room enable us to monitor the history of all events in the system for the last 24 hours. In my opinion, this is quite unique for Kongsberg Maritime’s system and is something which none of their competitors have managed to the same degree,” says Westerlund.

Environmental benefits In addition to being a cost efficient alternative, refit increases the vessels’ lifespan. Newer equipment also allows for optimal running of the engine, which means less fuel consumption. Environmental measures are important when performing refit of older vessels. “New EU regulations impose all ships docking for more than two hours to use land power. Viking Line is in the forefront here, and our vessel Mariella has since 2005 been using land power for ventilation and lighting while at a standstill. On Gabriella we also have a fuel consumption mimic, which gives a better overview of the fuel “Since four of Viking Line’s vessels already had our equipment, it consumed, enabling optimal operation of the vessel,” says Jansson. was a particularly important contract to win. The fact that we are also doing the refit on Mariella is a vote of confidence for us. In our A new era of passenger traffic experience, Viking Line has a competent crew from which we have The environmental considerations are only some of the changes FIFTY YEARS OF FERRY SERVICE also learned a lot,” says Bruun. that have occurred during the history of Viking Line. Since 1959, The refit process usually starts with a site survey, followed up by the size, service concepts and variety of onboard activities on • 1959 - The S/S Viking was the first genuine car ferry to • 1970 - Three vessels were delivered and the road to the an adaptation of the system according to the customer’s needs. The their vessels have undergone dramatic changes. The newbuilding begin service for Viking Line between the Finnish mainland, ferry terminal in Kapellskär was promoted to European installation itself is performed while the ship is in service or during scheduled for completion in 2009/2010 is one way Viking Line Åland and Sweden and a new company called Vikinglinjen Highway. docking, either by Kongsberg Maritime’s specialist team of strives to meet the demands of today’s ferry passengers. Refits and Ab was established on the initiative of an Åland sea captain, • 1970s - 1980s - Car ferry services evolved from traditional technicians or by the customer’s own staff. For the Viking Line modernisations of the rest of the fleet is another. Gunnar Eklund. car ferries to the luxurious cruise ferries of today and the vessels, refit was performed during docking. With these new changes, Viking Line’s traffic has expanded • 1960 - Vikinglinjen moved its destination port in Sweden route network expanded to include Naantali (later ), “Since these are passenger ferries, they have a docking time of considerably. In March this year, the company reported an increase from Gräddö to Kapellskär. and as destination ports. only 10 to 14 days before they go straight back into traffic. This in its short distance passenger travels between Mariehamn and • 1963 - Ålandsfärjan Ab was established - later SF Line Ab • 1980s - Cruise services to began. places great demands on our team to get the job done without Kapellskär by 26 per cent. In April, they reported an increase of and now Viking Line Abp. • 1988 and 1993 - and Rederi AB Slite leave the vessels being delayed. As a result we had 25 people, including 29 per cent on passenger travel between Sweden and Åland • 1965 – The red colour is introduced by Rederi AB Slite on the Viking Line consortium. hired electricians, working around the clock to get the job done in compared to last year. Consequently, Viking Line remains the the M/S Apollo. • 1993 - The current Viking Line Abp became the parent time,” explains Bruun. market leader for passenger traffic in Finland. With recent • 1966 - The marketing company Vikinglinjen Ab Oy, later company of the Viking Line Group. modernisation bringing all ferries up to the latest standard of Viking Line Marketing Ab Oy, was established. • 2005 - The marketing company was merged into the parent Refit for safety operations, prolonging their lifespan by up to 20 years, Viking Line company. Once the installation is complete, commissioning engineers ensure is refit for another 50 years of passenger traffic.::

20 21 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Tor Aas-Haug The FULL PICTURE magazine 01/09

:: In economically challenging times, many ship owners con- sider refit a cost efficient alternative to newbuildings, increasing the lifespan of their vessels rather than taking them out of traffic. For Kongsberg Maritime’s refit team, this means busy schedules. Acergy Falcon refit During 2008/2009, the department noticed an upsurge in demand for refits, both on ships that already have Kongsberg Maritime’s Acergy believes that the refit of pipe-layer Acergy Falcon will extend equipment installed onboard and ships with equipment from other its life by 15-20 years. Kongsberg Maritime’s refit department is suppliers. taking calls from owners all over the world who are eager to update “We are experiencing an increasing interest in our services these days. Compared to a newbuilding, refit is a smaller investment re- their fleets at a fraction of the price of building new ships. ducing operational costs and increasing efficiency. Most vessels have a lifespan of more than 25 years and it is self evident that the com- puterised systems onboard need updating during this time period,” says section manager for refit in Kongsberg Maritime, Per Bruun.

Refit – an act of necessity One recent project by Kongsberg Maritime was the refit of Acergy Falcon. Acergy is a global contractor of seabed-to-surface engineering and construction to the offshore oil and gas industry. According to Chief Electrician in Acergy, Agnar Førde, a refit of this ship was an act of necessity. “When our old thruster control system onboard Acergy Falcon no longer met today’s standards, there was no alternative to a refit. It was a question of to be or not to be. We chose to modernize. Acergy Falcon previously had equipment dating back to 1995. A Acergy Falcon, a rigid pipe-laying vessel lot has changed since then, making it difficult to get the required service, expertise and spare parts,” explains Førde.

22 23 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Erno Wientjens The FULL PICTURE magazine 01/09

ACERGY FALCON:

•Built in the 1970’s as a DP drillship •Bought by Acergy in 1994 and converted to an offshore construction ship •Rigid pipe lay system installed in 1996 A study in flexibility: •For more about Acergy or the Acergy Falcon’s capabilities, see the Acergy web-site: www.acergy.com Kongsberg equipment after refit: •K-Chief 500, including power management, thruster control, The refit of Allseas’ Solitaire auxiliary control, alarm system and watch calling system •K-Pos Dynamic positioning system and K-Thrust thruster As Solitaire, the world’s biggest pipelay vessel, rushes control system for the bridge •Number of operator stations: 6 from job to job, the ship’s technical team must squeeze •Number of DPUs: 132 vital refits into the slimmest of openings. A recent •Number of control items: Approximately 500 upgrade of Solitaire’s Kongsberg DP and automated •Number of signals: Approximately 3000 vessel management system tested the flexibility of supplier and customer. As project manager for the refit, Førde knows the vessel well. to operate it. As a result we hope to lessen the need for service Built in the 1970s, the former dynamically positioned drillship onboard and increase safety,” he says. was purchased by Acergy in 1994 to be converted into an offshore As an offshore vessel, the Falcon is dedicated to important safety construction vessel. A rigid pipe lay system was installed in 1996, tests once a year, where all the normal maintenance and routines and since then, the ship has been rebuilt several times and the are controlled by an external, third party. According to Førde, equipment updated. reliable and user friendly equipment is exactly what is needed to “We chose Kongsberg Maritime for this job because we were ensure safe operations. already familiar with their equipment, and knew that it was “Safety can be seen in many different ways. Some are more reliable. The fact that we already had Kongsberg equipment preoccupied with the formal documentation. Of course this is im- onboard also facilitated the refit process. I think the strength of portant, but in my opinion safety is what lies beneath, what drives Kongsberg lies in the fact that they can provide complete system the vessel forward. It is the equipment onboard that will help you deliveries tailored for our needs. As a result, we can relate to one out of a difficult situation. I would say that reliable, well function- vendor instead of many different ones,” says Førde. ing and user friendly systems are alpha and omega for safety,” says Førde. User-friendly equipment Acergy Falcon operates worldwide installing pipelines with The refit process diameters up to 14 inches in deepwater, flexible flowlines and The Acergy Falcon refit took place last November. Finding time for umbilicals. These are all jobs that require a high degree of the actual refit in between the vessel’s contracts was a precision and stability of the vessel. A dynamic positioning system challenge according to project and commissioning engineer in class 2 from Kongsberg Maritime is therefore a vital part of the Kongsberg Maritime, Anders Holmen. equipment onboard, ensuring the vessel stays within specified “This was a challenging job for our team. Not only was the in- position and heading limits. stallation date changed several times, but the installation itself was During refit, the old DataChief 2000 installed in the 90’s quite complex. Since this is an old vessel, it has been rebuilt several was replaced by a K-Chief 500 monitoring and control system, times. Finding all the existing cabling and integrating it into our which provides the ship’s officers with all basic alarm and power management system took a lot of effort from our side,” says status information. This includes thruster control, dynamic Holmen. positioning, auxiliary control, alarm system, watch calling system Agnar Førde concludes: “Kongsberg Maritime’s refit team has and a particularly advanced power management system (PMS) really impressed me. They are highly skilled with obvious controlling 7 generators. In addition, Kongsberg Maritime delivered experience and drive from many similar projects. As a result of K-Pos dynamic positioning system and K-Thrust thrusters control good project execution from both sides, the Acergy Falcon can system. hopefully operate for another 15-20 years.” :: Agnar Førde has no doubt that these upgrades will improve the functionality of the vessel: “One advantage of the new system is that control is done by decentralised distributed processing units (DPUs), which can be easily replaced. In my opinion, K-Chief 500 is specifically designed for changes, replacements and upgrades, something that will hopefully prove beneficial to us in the future. In addition, it is user friendly so that our crew can easily learn how

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:: In February 2009, Allseas’ Solitaire steamed to the port of factory acceptance test in August 2008 and installation was done in for an express refitting of its DP and automation phases from late 2008 to summer 2009. systems. The timing of this job had changed numerous times in the preceding months, most recently in January. Sharing a ship and a vision “Originally, the refit was planned for 2008. That didn’t work out, Sometimes for the sake of expediency, sometimes out of necessity, so we had moved the job to late 2009. Then we found a window the teams responsible for the refit lived onboard Solitaire, which in March-April 2009,” said Solitaire’s technical superintendent, can house a total of 420 people. In November 2008, a Kongsberg Willem Pesman of Allseas. sub-contractor (Servie) pulled up to 20 kilometres of cable while With one question of timing (when?) answered, Pesman pushed the ship was operating off of Egypt. This required some additional Kongsberg on the second (how long?). “We presented Allseas with safety and security measures, but the time saved was invaluable. a project schedule, and they responded ‘can you do it in half the Upon Solitaire’s arrival at the Rotterdam shipyard, Kongsberg’s time with twice as many people?’,” said Vegard Ryen Skullerud of team of between 19 and 23 technicians and engineers moved Kongsberg. onboard. These teams slowly moved the ship’s operations from In the end, Kongsberg completed the project in roughly seven the older systems to the newly installed systems, all without using weeks, according to the tight schedule, and Pesman lauded shore power and with 300 personnel living aboard the ship. the professionalism, flexibility and speed of Skullerud and the The presence of the ship’s crew during the commissioning work Kongsberg team. “They showed a great ability to respond to was both intentional and beneficial. “We have a tremendous changes, and – once the timing was settled – we all moved very amount of knowledge onboard the vessel itself in its crew. There quickly,” he said. are only three of us in the technical department, who work with Preparatory work, including cable-pulling, took place off of Egypt this vessel from shore,” said Pesman. “Most of the expertise is on while the ship was in operation. Work in the yard took place over the ship itself. seven weeks. As many as two dozen people on Kongsberg’s team “We wanted the crew to be onboard during the installation and lived and worked from the ship. Skullerud, who spent 53 nights on commissioning process because it would give them a unique the ship in Rotterdam, gives much credit to Solitaire’s crew. opportunity to learn the systems and gain knowledge.” “The relationship with the crew was like nothing I’d experienced Skullerud also admired the crew’s attitude and knowledge: before,” he said. “We worked very closely as a team. This crew puts “The documentation on this ship is truly flawless. The engineers its honour into the ship; it’s their home.” and electricians know every cable on the ship, every termination. Usually during a job like this, we do a number of spot-checks of Faster, larger, deeper the I/Os, as insurance. Often, we have to ask crews to do this, and Allseas’ relationship with Kongsberg has always been tight. Shortly they comply grudgingly. In this case, though, the crew was pushing MAKING DP PIPE-LAYING after Allseas was founded in 1985, it began exploring designs for us to double-check everything. You can sense the pride they have OPERATIONS POSSIBLE a DP-controlled pipelay vessel. A novelty at the time, the logic in this ship.” behind it was simple; in competition with anchored pipelay barges Pesman concurred: “It’s the biggest vessel in our fleet, which means The S-Lay style pipelay systems (assembling the pipeline and platforms, a DP pipelayer could work much faster and more there’s some prestige in it. It’s also a result of the management.” horizontally before lowering it down to the sea bed) favoured efficiently. by Allseas enable its ships to install larger pipe, deeper than Seeking DP expertise, Allseas turned to Kongsberg, which supplied Always ambitious conventional J-Lay competitors. Holding the pipeline on the world’s first DP pipelay vessel, Lorelay. Since then, Allseas After approximately 7,000 hours of work onboard, Kongsberg’s Solitaire are three tensioners, which control the powerful forces has returned to Kongsberg for each of its subsequent pipe-layers, teams wrapped up their work on 22 April with the completion of on the pipe itself. The DP system onboard combines the thrust including Solitaire, which was completed in the mid-1990s. the customer acceptance tests. Although some minor issues remain available with the force created by the pull of the pipeline This ship has set countless records both for speed and depth of to be settled (including an adjustment after the two thrusters are to keep the vessel in position, and move forward. Accurate pipelaying (most recently, at 2775 metres). installed later this year), the Solitaire refit can be classified as a positioning is critical, as too little forward thrust would lead Eager to increase the ship’s capabilities, Allseas doubled Solitaire’s success. the pipeline to buckle near the seabed and too much forward tensioner capacity in 2005. This, in addition to an elongated “I believe we’ve gotten value for money, and I appreciate the thrust burns too much fuel and strains the tensioners. A tension stinger, allows Solitaire to lay heavier pipes in deeper waters. To professionalism we saw from Kongsberg in completion of the control master system monitors the tensioners and provides counter the added weight, extra buoyancy was added to the ship’s project,” said Pesman. “Feedback from the crew regarding the a single input to the DP system, which responds with the aft. The added length and weight adversely impacted workability, new systems has been positive. The bridge teams are particularly necessary thrust. however, as the ship’s rearmost thrusters (7 & 8) struggled to excited about the functionality that they have discovered in the maintain Solitaire’s position in extreme currents. newer ship control systems.” The answer was two additional thrusters in the ship’s aft. In The new thrusters will be added later this year. Once they’re in 2007, Allseas began preparations to install the two new thrusters, place, the vessel will have improved workability, with thrust in a and it became immediately clear that the DP system would need more effective location. modification. “The DP system from the mid-1990s was incapable This will hardly be the final ambitious project for a company of handling so many thrusters. The conclusion was that the DP and that has made a living of doing what none have done before. automation systems would need upgrading,” said Skullerud. Innovation and new technology is central to Allseas’ philosophy. Allseas decided to fit Solitaire with the K-Chief 700 automation For a technical superintendent like Pesman, who must keep all the system, K-POS 22 and 12 (class 3) and K-Thrust. The contract was new technology maintained and spare parts in stock, it is surely signed in April 2007, engineering and production lasted until the priceless to have a flexible partner who delivers on its promises.::

26 27 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Kongsberg Maritime The FULL PICTURE magazine 01/09

The Maritime University of Szczecin has updated its Kongsberg simulators

high tech simulators (of that era): a Dieselsim DPS100 Engine tested. Operations at the new facility, which will see the import More simulator upgrades Room Simulator from Norcontrol in 1980, and later, an NMS 90 of 30-40% of Polish gas aboard LNG carriers up to Q-flex simulator for ship handling training. dimensions (216,000 m³) could start by 2014. Following the first installation, Dr Gucma explains that the The latest simulator upgrade at the Institute involves University soon realised the value of this new training medium and Kongsberg Maritime’s latest Dynamic Positioning (DP) Simulator. at maritime school rapidly invested in a range of other simulators for the Institute, a In light of a rapidly expanding offshore fleet and the move number of which – admittedly with modifications and upgrades towards floating systems for the development of remote oil and The value of simulators in modelling real-life situations likely to be – are still in use today. They include ARPA collision avoidance gas supplies, dynamic positioning expertise is a vital skill for State-of-the-art simulator technology is encountered at sea has long been recognised. But recent systems, fishing sector units and, of course, navigation systems. offshore navigators. developments in simulator technology now enable the modelling Recently, the Institute’s simulator facilities have been now a vital and integral component in The intended port profile was modelled modern seafarer training institutes in many of a broader range of variables, the precise characteristics of a port modernised and substantial investment has been made in the and its approaches, specific ship-handling responses associated latest simulator systems. Dr Gucma admits that the Institute is in a in the simulator to enable the feasibility countries. But it has not been embraced in with particular manoeuvres and even the sea-keeping relatively strong position through its effective access to funding. many places as enthusiastically as in characteristics of various ships types including VLCCs, container As a public rather than private educational establishment, and safety of the terminal design to be Poland, and specifically the Institute of ships and LNG carriers. Government funds are available for capital investment because tested. Marine Traffic Engineering at the Maritime The Marine Traffic Engineering Institute in Szczecin is a loyal and shore-based personnel such as search and rescue co-ordinators, long-time Kongsberg customer and Dr Maciej Gucma, a lecturer and pilots and VTS operators are trained there. The Institute has also Kongsberg Maritime’s latest offshore simulators include Basic University of Szczecin. scientist at the Institute, talks proudly of the simulator installa- undertaken an extensive range of navigation and safety studies desktop DP trainers, Dual Redundant Advanced DP trainers and tions, which are constantly being improved and upgraded as new in the , in the Danish Straits and at ports and terminals fully integrated Manoeuvring simulators with 360° vision and :: Some 4000 students at any one time are engaged in a variety technology becomes available. Dr Gucma, who graduated from the on the country’s coast. bridge systems incorporating Radar/ARPA and ECDIS systems. of full-time academic courses and vocational studies interspersed, Maritime University of Szczecin himself, has served at sea on large Other research projects include modernisation of Port Possible configurations include supply vessels, shuttle tankers, as sandwich courses, with spells at sea. The Maritime University of tankers, LNG carriers and ferries as a Chief Officer on deck and is in Sweden; a safety analysis of the VTS at Trieste in Italy; and drillships, anchor handlers, tugs and semi-subs. The training Szczecin, together with its counterpart in Gdynia, is a prime source convinced of the benefits of simulators. another port modernisation, this time at Koper in Slovenia. program includes ship handling in congested offshore waters of seagoing labour, as well as graduates trained in a range of mari- He returns for spells at sea from time to time to stay current, Meanwhile the Institute has also been involved in national plans adjacent to platforms, buoys and FPSOs; realistic offshore time disciplines for employment ashore and shore based services. but stresses the value of the latest generation of simulators in for port development including developments at Gdynia and loading at buoys, using tugs; and manoeuvring and close Polish officers trained at the country’s universities are employed sea-faring training. He notes particularly the recent developments Szczecin-Swinoujscie. approach to offshore installations including platforms and on most of the Polish-controlled fleet. But Polish seagoing in simulator technology from which the latest and future Dr Gucma himself has undertaken various research projects loading buoys. personnel also offer an important resource of well-trained generation of seafaring students and trainees on STCW model and co-authored a safety study on LNG carrier handling at The new Kongsberg DP installation at the Institute in Szczecin seafarers for a range of international ship owners and operators. courses will certainly benefit. the new gas import terminal that the Polish Oil and Gas is likely to be commissioned later this year. :: The industry downturn may have relieved some of the pressure Poland has been a centre of seafarer study since the 1920s but Company plans to build at Swinoujscie Port in the country’s on global maritime labour supply but there are still concerns over maritime study at University level was not fully established until north west. the rapid promotion of relatively inexperienced but well-trained the 1960s. However, as electronics developed into the 1980s, the The planned port profile was modelled in the simulator to officers, both on deck and in the engineering department. Maritime University in Szczecin was quick off the mark, buying enable the feasibility and safety of the terminal design to be

28 29 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Polish Steamship Company The FULL PICTURE magazine 01/09

Admittedly, the orderbook is large: there were some 900 new ves- sels on order at the beginning of the year, although some of these have inevitably now been cancelled at Far Eastern shipyards that may themselves not be built now. And the new ships are expected to replace ageing units, which are inefficient and expensive to run. Altogether Polsteam operates some 68 bulk carriers, including four liquid sulphur carriers, as well as four ferries operating on the Baltic route between Swinoujscie in the north of Poland and Ystad and in Sweden. The last of a 30-strong fleet of coasters was sold last year and today’s bulker fleet comprises vessels in the range 10,000 – 44,000 dwt, with six larger Panamax units. Typical cargoes include coal, coke, phosphates, minerals and agricultural products, mostly in the Atlantic Basin including the Mediterranean but seldom in the Far East. A number of its ships are so-called lakers, ships specifically designed to navigate through the complex system of locks that link the Great Lakes with the Atlantic Ocean through the St Lawrence Seaway. After Fednav, Polsteam is probably the second most im- portant operator of Laker tonnage and is currently building eight new vessels specifically for these trades. The ships are being built at China’s Mingde Shipyard and are 190 metres long, 23.6 metres wide and have a draught of 10.1 metres – typical Laker dimensions. Mingde is a relatively young shipyard – it was only established in 2004 – and is privately owned. Located in Nantong on the Yang- tze River, it has built up an impressive orderbook amongst interna- tional clients. Apart from Polsteam, owners in Norway, Germany, Fleet renewal comes to Denmark, the and the UK have ships on order there. Progress on the eight-ship Laker series is going well, and the first vessel, the m.v. Miedwie, is due to be delivered this summer. She is “We gave first call to Polish shipyards, fruition at PolSteam likely to be deployed on typical Atlantic trades that could involve steel products from the Netherlands bound for US car makers; and but they wanted to build more specialised grain and agricultural products on the return haul to Europe. The company’s timing on its newbuilding programme was skilled ships such as ferries, gas carriers and car or fortunate, or both, as its contracts were mostly signed before carriers.” Few in shipping would wish to swap places getting younger and more efficient with each delivery and the newbuilding prices peaked. In 2005, a 10-year plan was finalised – Pawel Szynkaruk, Polish Steamship Comany with Pawel Szynkaruk who heads the simultaneous phasing out of older units. which involved 34 new ships and the large-scale management team at the Polish Steamship True, he admits, charter rates are dramatically down and shippers modernisation of the Polsteam fleet. are making the most of much lower freight rates whenever they Although the company went to worldwide tender, the best deals supervisors who are permanently based in China during the con- Company, or Polsteam as it is known. can. But he points out that much of the Polsteam fleet lies in the were available mostly in China and today, the company has ships struction process. He also mentions the fact that Polsteam is not Most of the company’s 70-odd vessels are handysize range, a sector that is far less affected by the dry bulk under construction at Mingde, Tianjin, Jiangsu and Taizhou. Four taking Chinese standard specifications. Apart from the Kamsarmax working on poorly paying short term or doom and gloom than larger ships in the panamax and capesize new 80,000 dwt Kamsarmax vessels – ships optimised for the vessels, the company is choosing its own equipment, including spot business and the company is right in categories. world’s largest bauxite port, Port Kamsar in Equatorial Guinea – are electronic systems for navigation, engine and cargo management. “In our niche, handys are doing quite well,” he says. “Much being built at Tsuneishi Shipyard in Japan. A continuing headache is the availability of good seafaring the middle of an ambitious newbuilding better than Capes, for example. We do have a few vessels idling but In view of the crisis facing the Polish shipbuilding industry, labour. Despite excellent training at Poland’s maritime programme which will see new ships joining we have no laid-up tonnage and do not expect any in the future would it not have been possible to build in Poland? universities, Mr Szynkaruk points out that many Poles are the fleet, if not quite monthly, then on a either. Thankfully we did not invest in more panamax or capesize,” Mr Szynkaruk is clearly saddened by the shipyards’ plight but attracted by the terms and conditions offered by foreign very frequent basis. he says, with clear relief. And there is no question of cancelling new- explains. companies. With the rapid expansion of the world fleet recently, build contracts. Mr Szynkaruk is emphatic: “We want the ships!” “We gave first call to Polish shipyards,” he says, “but they were there has been significant poaching by companies keen to benefit :: Mr Szynkaruk is undaunted. He points out that the Industry statistics support his arguments. As of March this year, slow to respond and eventually came back saying they were not from Polish seafaring expertise. state-owned but independently-run firm has sailed through Clarkson figures indicate that the handysize fleet comprised 2,843 interested in building bulk carriers. They wanted to build more “There are lots of things to attract young officers,” Mr Szynkaruk difficult times before, notably a decade or so ago, and has emerged ships but, with aggressive scrapping in the sector recently, it was specialised ships such as ferries, gas carriers and car carriers. So we explains. But, he says, Polsteam co-operates very closely with the each time relatively unscathed, if anything, stronger than before. the only dry bulk size range to have shrunk in the previous six had to accept that we could not build in Poland.” country’s maritime academies and, with more scrapping, vessel He points to the company’s loyal customer base, the steadiness months. The handysize age profile is high. More than 1650 ships in The quality of the Chinese newbuildings is good, but Mr cancellations and an increasing volume of lay-ups, the labour situa- of many of its bulk trades and the fact that the Polsteam fleet is the 10-40,000 dwt range are 20 years old or more. Szynkaruk emphasises the importance of Polsteam’s construction tion is if anything slightly better than it was six months ago. ::

30 31 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE/ Photo: Jens Sølvberg The FULL PICTURE magazine 01/09

:: The Full Picture met up with Maersk Drilling Training And the “Maersk way” is more than merely an expression. Superintendant Jesper Bonde at the Korsør Hotel Grand Park While Maersk Drilling is 4,000 people, Maersk has 120,000 on one of the last days of the training session – January 19. At employees in its entirety. One hallmark of the “Mærsk way” is Five-star this stage, people had been training for commissioning – first at transparency. When the course at the hotel started, Maersk sub-supplier locations and then at the hotel – since October 20, Drilling’s CEO provided all of the participants the company’s with a Christmas break thrown in for good measure. While it was financial outlook for the next five years, including details on the possible to note some elements of cabin fever, there was also a company’s future expectations. Then a copy of the drilling Maersk rig training bit of excitement in the air. In a few days time, a number of the contract itself was handed out to everyone. “People were almost marine and maintenance staff present were heading straight over falling out of their chairs – they’ve never seen that kind of to begin commissioning work in Singapore. openness before. But we think it’s important – if people can work The Hotel Grand Park session wasn’t a one-off. Maersk Drilling more efficiently because of understanding the scope of the had already carried out a similar assembly the previous year for drilling contract, then why not do it?,” asks Bonde rhetorically. its first deepwater semi-submersible rig in a series of three – the Mærsk Developer, which is now on its way to the Gulf of Mexico to commence its first assignment for Statoil. They were so pleased “Drilling is the top priority – but with the results that they repeated the procedure for the second vessel in the series. But what was it that made the company turn without dynamic positioning drilling is to this comprehensive training model in the first place? not possible. This means that dynamic “Dynamic positioning is a new area for Maersk Drilling. We have always had semi-submersibles, but never types that positioning is a huge factor now.” required dynamic positioning. Now we have to provide people – Maersk Drilling Training Superintendant Jesper Bonde with knowledge about DP rigs,” Bonde says. “It’s a change of philosophy, and we have to look at things differently. Drilling is the top priority, but if we can’t stay over the well, then of course Training – from subsupplier visits through drilling isn’t possible. This means that dynamic positioning is a workshop sessions huge factor in our training.” During the first two months of the training period, all of the So it’s clear that the extensive training is due to the sophisticated specialists that need expert knowledge on drilling equipment, nature of the rigs. But then we wanted to know – why Korsør, subsea equipment, dynamic positioning and so on carry out which is about an hour by car or train outside of Copenhagen? training sessions at vendor locations themselves (though “While the Maersk trainers actually live at the hotel as well, Kongsberg Maritime came on site at Korsør to provide K-Chief we need the location to be close enough to the airport and our 700 training – see sidebar). Afterwards, when everyone’s Copenhagen offices so that other Maersk Drilling staff can make assembled at Korsør, three classrooms are put into place – one for it out here,” says Bonde. drilling, one for marine operations, and a third for maintenance, along with a drilling and crane simulator. The main goal with the Teambuilding – in more ways than one simulator is to make it operate as true-to-life as possible to the By teambuilding, Bonde has multiple thoughts in mind – both equipment on the rig itself – even the cyber chairs and crane with regards to how the individuals work with one another and chair are the same as on the rig. “The closer the conditions in the how they fit into the larger Maersk Drilling picture. Almost none training course are to the conditions out on the rig, the better the of the 90 carrying out training in Korsør knew each other start up will go – and the better value for money the course is for beforehand, but they certainly do now. Maersk,” says Bonde. “The second day that we’re in Korsør, we have a teambuilding The very end of the training sessions in Korsør sees the day where we don’t do anything but games and exercises to combined marine, drilling and maintenance staff carrying out try and get people to open up with each other. People are fault-finding exercises together. These are of the type that can generally quiet the first week – they need to settle in and be only be solved when colleagues cooperate – and even require comfortable. Relations build strongly from there, though,” Bonde involving their teachers themselves in order to find the answers. says. “A number of the training exercises afterwards also have This is all by design. “We work on these Q&A sessions for weeks When Maersk Drilling prepares a team made up of around 90 specialists the intention of building up teams – getting people to talk and in advance, and then give them four to six hours to answer each from 14 nationalities to start up a highly advanced, deepwater development work together. All of this is vital for the intense work to be done problem,” Bonde says. “The sorts of discussions that break out semi-submersible rig, the training task is entirely too large and complex when they arrive in Singapore.” amongst the crew due to the in-depth questions is really where a Not only are the staff being trained new to each other, the vast lot of the value comes from.” to handle at company offices. Instead, they rent an entire hotel in Korsør, majority are in fact Maersk newcomers. “During the training we In order to come up with questions – and a course like this – a Denmark and carry it out there – for a full two months at a time. Included is also provide lots of information about our company, management great deal of time and resources must be dedicated to the task. a primer on the Maersk Drilling way... system, philosophy and core values,” Bonde says. “The number For Bonde and two others, planning and staging training sessions of nationalities, along with the number of newcomers, all have to like these is a full-time job. From the moment one course ends, be accounted for. We have to be one crew that works the ‘Maersk evaluation of it begins. And while there are many similarities Jesper Bonde, Superintendent, Maersk Drilling Drilling way’.” between the courses, there will surely be some changes between

32 33 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Kongsberg Maritime The FULL PICTURE magazine 01/09

the second Korsør session and the third one – lessons learned, the rig’s operation area and the crew background are factors taken into account for every session. Bonde says that he sees some areas that he’d like to change for the next time around as well – scheduled for January 2010 through the middle of April 2010. While January may seem a long way from now, Bonde and the other trainers are always on the clock. ::

From a training session

TAKING THE K-CHIEF 700 TO KORSøR DNV recognition While Kongsberg Maritime does go offsite to carry out training from time to time, it’s extremely rare that four of its trainers would go to the same place at the same time. But with of training Sitting: Thomas Jacobsen, Project Manager, DNV Seaskill; Maersk Drilling’s extensive training needs for the K-Chief 700 Standing: Bjørgulf Haukelid, Vice President, DNV Seaskill Marine Automation system, it made sense to bring the course, in full force, to Korsør. Maersk Drilling chose the K-Chief 700 after gaining in-house and retained. In other words, they do not perform the training experience from Maersk Supply Service.Given the encompassing Kongsberg Maritime’s Training themselves, but put their highly esteemed stamp of approval on nature of the automation system, Kongsberg Maritime’s trainers Department has earned certification from maritime training providers’ courses. Despite their long history were in place in Korsør for a full 1 ½ weeks. And while the Det Norske Veritas (DNV) for its course of approving courses, this particular task was new even to full-day sessions were broken up into four separate classes with Seaskill™. 10 participants per individual instructor, the unique setup with packages. This unit is the first in the “This has been an educational process for both companies and Tove Brevik, Training Automation Team Leader, Kongsberg Maritime multiple trainers in the same place at a hotel location brought some industry to accomplish this. a new way of looking at course presentations from our side,” says advantages with it as well. Project Manager in DNV Seaskills, Thomas Jacobsen. “We have “The people here will be commissioning a big rig as soon as their :: Since June 2008, Kongsberg Maritime and DNV Seaskill™ worked hard to find ways to fitK ongsberg’s courses into our DNV JESPER BONDE ON THE IMPORTANCE OF training ends, so they are very ‘switched on’. A number of them have been working together to develop course approvals for standard – something which has been very useful for further TRAINING ON… COMPLEX EQUIPMENT have been showing up early for the sessions, giving them the Kongsberg Maritime’s K-Chief 700 and K-Bridge product courses. development of our way of verifying courses.” possibility of asking questions if they wonder about something. In January this year, the course certificate was finally complete. “Maersk Drilling has a need for competent crew, as our mission is This means that they get more hands-on time with the equipment. Project Manager in Kongsberg Maritime, Hallfrid Os-Andersen Accreditation increasingly important to be a world-class drilling contractor. The more complicated the Having the trainers live at the same hotel also allows for more is confident that the approvals will be an advantage for future Kongsberg Maritime will be the first maritime training provider to equipment is, the more that training is truly needed.” informal, one-to-one exchanges of information,” says Kongsberg course participants, as they add an extra mark of quality to the offer DNV approved product courses; it will probably not be the Maritime Training Automation team leader Tove Brevik. company`s training portfolio. last. According to Jacobsen, course accreditation is gaining RETENTION The set-up was also unique in that Kongsberg Maritime trainers “When we started this process, the two companies had very importance and demand is increasing for competence-based don’t tend to conduct training for the same product for the different views, something which forced us to look through our training from employers. same client simultaneously, so they were able to work more own course material and structure,” she says. “Previous “In our experience, most accidents at sea are caused by human “Teambuilding and retention also goes hand in hand. We believe cooperatively. “The trainers eat lunch together, so we can throw evaluation and more than 20 years of experience within this error. In order to avoid this, we need to ensure that the crew very strongly in having an interesting workplace. How do we questions or issues that come up off of each other,” Brevik says. business tells us that we are already delivering high quality can operate the relevant equipment properly. This is achieved make an interesting workplace for a crewmember that’s been off- If the chance arises in the future, there may be some lessons from training. Building on this experience in cooperation with DNV through appropriate training and the ability to prove your skills shore for 22 years? What we can do is provide him with training, this session that can be used for other clients as well. “Running is a sign of seriousness from our side resulting in a more flexible through certified courses,” he says. give him more technical competence and engage him in interest- concurrent classrooms is a good strategy in order to get different training offer.” One way to ensure that participants have gained the relevant ing projects. This is a big part of making an interesting workplace. conversations flowing. You’ll never have the same conversation in DNV SeaSkill™ is a department within Det Norske Veritas knowledge is by conducting a final assessment at the end of the If employees get bored, then they tend to move elsewhere.” these rooms twice,” concluded Brevik. that assists shipping companies, manufacturers and training course. This is a central part of the DNV standard for accrediting providers to assure that competence is properly addressed, built courses.

34 35 THEME Skilled Partners Article by THE FULL PICTURE MAGAZINE / Photo: Kongsberg Maritime The FULL PICTURE magazine 01/09

“Shipowners must find out what their employees need in order REQUIREMENTS FOR DNV APPROVAL: to operate the systems and make specific demands to the training suppliers. The final assessment will confirm that they are • Scope – description of the training course fit to operate a specific system,” says Jacobsen. • Competence gap to close – reasons why the training activity The final assessment is only one of the criteria that needs to is needed be fulfilled. Strict rules apply in order to obtain the DNV • Learning objectives – a statement explaining the learning accreditation, such as regulations regarding training environment objective(s) of the course and class size. All course material also has to be standardised and • Entry standards – a list of prerequisites for learners to revised by DNV. In addition their standard includes certain quality attend the course requirements for the course instructors, which increases the focus • Learner conditions – a description of personal, professional on teaching skills in Kongsberg Maritime’s training department. and practical factors learners are expected to bring into the “An important part of this process has been taking teaching skills training situation more seriously in our organisation,” says the Business Manager for •Class limitations – state the maximum class size for classroom training at Kongsberg Maritime, Anne Toril Kasin. “All course lessons and state the learner/trainer ratio instructors must now attend a teaching course in order to learn •Trainers/course developers – the competence requirements how to convey their knowledge in an understandable manner.” for the trainers shall be given as well as a list of trainers including a description of their background, qualifications A la carte training and/or performance record A key to the DNV approval is a module-based course structure. • Assessors – the competence record for the assessors shall Consequently, course participants can take part in training that is be given as well as a list of assessors with a description of tailor-made for their needs. their experience, background and qualifications “We have a lot of different training modules at Kongsberg • Teaching facilities – the address and a description of the Maritime,” says Hallfrid Os-Andersen. “Many clients want 20-25 crucial characteristics of the training location must be given per cent of the same core modules and the rest of the course is as well as a description of the equipment that will be used adapted to their specific needs. We can now offer a pool of during the training sessions modules that the instructor can choose from to put together a • Teaching aids – copies of all visual aids and discussions of Right to left: Anne Toril Kasin, Business Manager - Training, Kongsberg Maritime, Steven Jones and Mark Pointon of Nautical Institute and complete training package, while participants previously had to how audio-visual aids will be used as well as copies of all Hallfrid Os-Andersen, Project Manager - Training, Kongsberg Maritime, Cheng Tie, Manager - Technical Service Department. follow a fixed programme for a full week.” learner handouts, homework assignments, workbooks and Training manager Kasin agrees that tailor-made courses are the a bibliography of the learner textbooks used future and wishes to provide The Full Picture also within • Teaching methods – the documentation must show how training. the different teaching methods such as lectures, buzz groups, A first in China “Tailor-made courses are right at the core of Kongsberg group discussions etc. are used to obtain variation. Maritime’s spirit,” she says. “We always want to suit our offering Kongsberg Maritime’s new training centre in Shanghai, China recently won the country’s to the client’s needs, and this is no different for the training department.” first approval for DP certification courses from the Nautical Institute. Meet the latest in Kongsberg’s family of training centres. Future accreditations Initially a response to a customer request for one specific product :: The Nautical Institute validates and approves training centres “Our classroom has the latest equipment within DP systems from area, the plan is to extend course accreditation to Kongsberg for dynamic positioning (DP). Kongsberg requested the Nautical Kongsberg, including desktop training stations for nine students. Maritime’s entire training offer. The next courses in line for Institute’s approval of its new facilities in Shanghai to show its During the courses, each student can have access to an individual approval are for the K-Pos dynamic positioning system and the commitment to quality. system, in order to ensure as much hands-on training as possible. K-Chief 500 monitoring and control system. Mark Pointon and Steven Jones from the Nautical To begin with, we want to use instructors from our global pool “Accrediting courses is not something we had to do, but Institute inspected the new training centre, the manuals and of resources within DP training, but our goal is to employ local something we chose to do. Having an experienced external party documentation being used and also the equipment and instructors as well. This was phase one, and we are content that correcting us is important and gives us a reassurance that what we services provided by Kongsberg Maritime. All in all, they were this is in place,” says Kasin. are doing is actually good. DNV Seaskill™ has a high standard for very pleased with the new facilities. Pointon stated in his Kongsberg’s product training manager Hallfrid Os Andersen is accreditation and our cooperation with them has been very useful,” approval letter: also pleased with the new training offer in Shanghai. says Kasin. “I would like to offer my congratulations on achieving the ”This has become a good example of how we wish our centres With extensive and versatile experience within course Institute’s standard and I am looking forward to working with to appear,” she says and points out the importance of good accreditation and a good combination of highly qualified staff Instructors from Kongsberg Maritime’s training department. you in the future as part of the DP family on the DPTEG (DP classrooms, equipment and material in order to achieve a good Holding the certificate:Anne Toril Kasin, Business Manager - consisting of both teachers and maritime professionals, DNV training executive group), as well as the regional centre groups.” learning outcome among the course participants. ”We can now Training. To her right: Bjørgulf Haukelid, Vice President, DNV Seaskill™ is well equipped for the task at hand. Seaskill. Directly behind Kasin and Haukelid (in blue): Lars Erik offer our customers both user training and general DP training “We look forward to continuing our good cooperation with Hilsen, Vice President - Simulation and Training, Kongsberg Hands-on training of high quality in Shanghai. This will hopefully give added value Kongsberg Maritime, and we are very proud to have an interna- Maritime “We are very pleased to have achieved such good training facili- to our system deliveries, but we also hope that it will provide tional company as our client within this field. Together, we have ties in Shanghai,” says Kongsberg Maritime’s business manager new training possibilities in the Asian region,” concludes rendered a high quality training product,” concludes Jacobsen. :: for training, Anne Toril Kasin. Os Andersen. ::

36 37 ...... THEME Skilled Partners...... KOngsberg...... support...... 24 ...... Fit for business

Kongsberg Shipmedics provides one of the “We’re based in Szczecin, in one of the biggest shipbuilding areas most reliable and skilled ship repair and in the country. In the mid-1990s, it was one of the leaders in customer support services in the Polish the world in terms of output, especially in the container carriers segment. Kongsberg Shipmedics provides services to the com- market. We talked about the business with plete range of vessels and offshore installations, though there is a board member Wojciech Kowalczyk. particular demand from drilling equipment, cable layers, oil rigs, tankers, bulk and LNG carriers.” :: Over fifteen years, Poland migrated from the Eastern Bloc to Kowalczyk is confident that the Polish maritime industry will full EU membership; in the same period, its shipping industry has prosper once again, as long as yard assets are acquired by investors known the best of times and the worst of times. with experience and dedication. “We have a great heritage here in Kongsberg Maritime is excited at the opportunities in the shipbuilding and a large talent pool. We have been able to build an country, which is why it joined forces with Shipmedics back in exceptional team of engineering and customer support personnel.” 2007. This Polish partner started up in 2004 and in a short time ”Great experiences with Shipmedics led us to invest in the became known as a leader in support services for the maritime company,” says Håvard Moe, Vice President - Integrated Control sector. Based on this alliance, Kongsberg Shipmedics was born, Systems, Kongsberg Maritime. “Greater local value creation was opening its new, fully-fledged customer support centre in also important. Now we use good qualified employees from KM Szczecin in mid-2007. Shipmedics heavily on several Full Picture projects, including naval “90 per cent of our business comes through Kongsberg,” explains vessels for the Polish Navy at Gryphia yard in Szczecin and the Wojciech Kowalczyk, the company’s Business Support Manager shuttle tanker Navion Europa at Remontowa yard in Gdansk.” and Board Member. “Our partnership with Kongsberg has been an Kowalczyk concludes: “Though conditions have been important driver of our business at a time when domestic activity challenging, I am confident of progress in the coming years. Our has been slowing dramatically. Their market knowledge helped us operation here is fit for growth – both domestically and in support and shielded the company from the worst of the downturn. of Kongsberg’s global business.” ::

The Kongsberg Shipmedics team outside their offices in Szczecin, Poland

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