For further information:Call Catherine on +44 (0) 20 7235 4622 or email conference@rina.org.uk

The Royal Institution of Naval Architects

Design & Construction of Wind farm Support Vessels

www.rina.org.uk/WFSV_2017

International Conference

Design & Construction of Wind Farm Support Vessels

29-30 March 2017, London, UK

Design & Construction of Wind Farm Support Vessels29-30 March 2017, London, UK

09.00-09.25 Coffee and Registration

09.25-09.30 Welcome address

09.30-10.05 FULL ELECTRIC VS HYBRID – REFIT AND NEW BUILD DESIGN CONSIDERATIONS, Tbc, PBES, CanadaAs energy storage and hybrid technology has evolved, it has advanced to match requirements previously unavailable. There are now a new set of decisions and system options for vessel owners to consider which effect system lifespan, ROI and performance. The presentation will run through new considerations for low and zero emission vessels such as: Hybrid vs. Full electric options: • Identifying operational profiles such as range, expected use, • Battery size/cost, • Refit an existing vessel or build new., The Five vs. Ten-year battery: • Jobs can now be quoted based on a 5-year lifespan. The 5- year battery with a far smaller size (that will be subsequently used harder) for a much smaller capital cost. This allows the customer to start saving money on the fuel and maintenance immediately and then when the battery is depleted, use a Cell Swap program.

10.05-10.40 THE HOUR OF POWER – HYBRID MARINE TECHNOLOGY FOR WFSV APPLICATIONS, John Haynes, Managing Director, Shock Mitigation Ltd, UKHybrid technology is being utilised by many transport sectors and industries around the world. The marine industry is now recognising the potential of utilising hybrid power and innovative propulsion systems for vessels in the sub IMO / sub 24 metre professional sector. The Hour Of Power concept enables vessels to run in and out of port for an hour on electric with battery power - then carry out their open sea work on diesel power. The aim of this innovative hybrid solution is to enhance conventional power and propulsion systems. Vessels can reduce emissions and improve fuel consumption whilst extending engine maintenance periods and engine life. The Hour Of Power focuses on viable hybrid solutions linked to vessel work cycles and engine duty cycles. For commercial and professional organisations the concept of running vessels with zero emissions at up to 10 knots for one hour will shape decisions that lead to improvements of in-service systems and procurement of next generation vessels. The overall objective is fuel saving, reduced emissions, additional redundancy and improved efficiency by all means. Certain maritime sectors are potentially well suited to hybrid diesel / electric systems. These include ferries, harbour tugs and pilot boats that have relatively consistent duty cycles. If wind, wave and tidal energy installations are striving for genuine ‘green’ credentials it is logical to reduce consumption of fossil fuels wherever possible. The Hour Of Power concept lends itself to Wind Farm Support Vessels operating in the ongoing wind farm maintenance phase.

10.40-11.10 Coffee

11.10-11.45 DEVELOPING A HOLISTIC STRATEGY FOR SHOCK MITIGATION ON FAST BOATS, John Haynes, Managing Director, Shock Mitigation Ltd, UKThe definition of shock mitigation is, 'to make a violent collision or impact less intense'. A shock mitigation strategy is essential for all vessels that undertake open sea transits or operate in rough water. A challenge for the builders of next generation fast workboats and wind farm support vessels is delivering platforms that balance performance with the physical demands on crew and passengers. The consistent objective is that commercial passengers, including wind farm technicians, arrive safely at their destination ready to perform a task. With the arrival of ‘unbreakable boats’ plus a surplus of engine power ‘man’ is often considered the weakest link. CAD software and digital modelling are key components in the process of designing high speed craft, but feedback from the human body is crucial input that designers and naval architects must consider for the next generation of fast boats. Since the 1990’s, focus has mainly been on developing mechanical suspension seats to reduce the effects of vertical accelerations. Areas requiring further investigation include fore-aft, lateral and vector forces, plus improving seat cushion performance and comfort. For professional organisations using fast boats, shock mitigation is not just about reducing injury. Organisations can increase sea time for assets, cover greater distances at higher speeds, improve crew performance and extend operational effectiveness. The objective of this paper is to bring together a body of information that end-user organisations, boat builders and the wind farm industry can utilize to develop a holistic approach to shock mitigation on fast boats.

11.45-12.20 HOME IMPROVEMENT – STICKY BACK PLASTIC FOR WIND FARMS? A SAFETY RELATED APPROACH TO INSTRUMENTATION, Hendrik Busshoff, Bernhard Schulte Ship Management and Andrew Stead, Guidance Marine, UKLaser position reference systems up until recently (with the introduction of new targetless PRS) have been the sensor of choice for SOV positioning at a wind turbine. Unlike in offshore oil and gas where only a couple of targets are required for an oil rig, up to three targets must be installed on every wind turbine in the wind farm. This can amount to hundreds of targets which can be costly for the wind farm operator. Consequently this has promoted the widespread use of low quality reflective tube targets as opposed to prism clusters. The issues regarding the use of poor quality targets on oil platforms is well understood and issues are mitigated on oil platforms by carful target placement which avoids other potentially reflective targets or places where people walk with reflective jackets or carrying reflective toolboxes. This, however, is not a practice that can be employed in the offshore wind industry where targets are routinely placed on the landing platform, in the vicinity of workmen. This paper discusses the issues that have been observed on the Windea La Cour with regard to the use of CyScan with tube targets and we report on trials that have been conducted with a new type of prism target. We demonstrate that prims are the only safe target that should be used for offshore wind. Finally we discuss how the new target will be able to mitigate all false reflections when used with the CyScan AS sensor when launched in 2017.

12.20-13.20 Lunch

13.20-13.55 NOMOGRAM OPERABILITY CURVES FOR WIND TURBINE INSTALLATION VESSELS – BENEFITS AND PITFALLS, Zahidur Rahman and Ankor Raithatha, DNV GL, UKOwners and Operators of Wind Turbine Installation Vessels (WTIVs) are attempting to better understand operating limits of their vessels to assist the tendering process but also to drive operational efficiencies which can provide significant cost-savings during installation. One such example of this includes the development of curves of operability (or “nomograms”) which serve not only to provide a concise picture of operating limits of a WTIV, which is useful in tendering phase, but can also streamline the process of getting location approval for units to operate on-site. DNV GL have been in discussion with WTIV owners and operators and developed operability envelopes based on assessment of thousands of design-cases using bespoke scripts and WTIV models using in-house “JUSTAS” software. The envelopes have been summarised into spreadsheet form to allow WTIV owners and operators to interactively determine operability of their unit for user-specified input conditions and therefore help optimise both installation sequence and loading conditions for operations. This paper presents examples of nomograms along with a discussion of their perceived advantages but also some of the pitfalls, which mean they are not always suitable for use.

13.55-14.30 OPERABILITY, COST, HYDRODYNAMIC AND HUMAN FACTOR ANALYSIS OF CTV WIND PARK SUPPORT VESSELS, J.W. Serraris, E. de Ridder, MARIN, C.F.W. Stock-Williams, G. Katsouris, ECN, and H. Van de Broek, TNO, The NetherlandsOperation and maintenance (O&M) costs contribute to a significant part of Cost of Energy produced by offshore wind. In order to reduce the O&M costs and to guarantee safety and wellbeing of the maintenance technicians, for each individual wind farm an optimal set of support vessels and access systems should be selected. This selection should lead to the lowest O&M costs, highest safety and comfort for technicians and highest wind farm availability. The paper will focus on the hydrodynamic analysis of a monohull, catamaran and SWATH wind park support vessel during the transfer and transit phase. A numerical model has been developed to represent the transfer phase. The model and the results of simulations for a large range of environmental conditions will be described. Furthermore an existing model is used to represent the transit stage. Results of these simulations are described in the paper as well. The seakeeping behavior of the vessels during the transit stage is translated to human seasickness and fatigue, which is reflected in the operability of the maintenance jobs. The hydrodynamic modeling and associated human factors are part of the “Offshore Maintenance Joint Industry Project”. The hydrodynamic aspects and human factors are integrated in a model to calculate operability and costs of maintenance campaigns on offshore wind turbines.

14.30-15.00 Coffee

15.00-15.35 THE SWATH CTV - FINALLY COMING OF AGE, John Kecsmar, Ad Hoc Marine Designs Ltd., Bill McFann, Island Engineering, David Low, Maritime Craft ServicesConventional CTVs have been restrained by legislation, to be below 24m Loadline rules to save costs and further hindered by having to be below 12 passengers otherwise being faced with “big ship” rules. However, whilst these challenges are now being overcome with the new HSC-OSC rule to allow for up to 36 passengers the most difficult challenge remains, that of small boats going out in increasing sea state. All vessels that are in the sub 24m and up to 30-40m exhibit similar natural periods of motion and consequently have similar seakeeping characteristics. The round three windfarms are exposed to Hs=3.0m and existing conventional vessels are not suitable in terms of seakeeping for low motions and the ability to safely transfer technicians at the tower in the increasing sea state, at least not without the aid of a highly damped transfer system. Why focus on the damped transfer gangways alone when the most obvious solution is to have the whole vessel highly damped. If the vessel is highly damped to begin with seakeeping and transfers become significantly improved and safer. The 26m Typhoon Class Swath is such a vessel and has proven to outperform expectations with transfers in sea states beyond any conventional vessel of the same size. Has the once considered “black sheep of the family” type of vessel, a Swath, finally come of age?

15.35-16.10 SHIP SYNTHESIS MODEL FOR THE CONCEPTUAL DESIGN OF A SWATH WIND FARM SUPPORT VESSEL, Oleksandr Bondarenko, Admiral Makarov National University of Shipbuilding, UkraineSeveral types of vessels are currently used in the offshore wind energy for the personnel transportation. They are mono-hulls, catamarans, trimarans, small waterplane area twin hull ships (SWATH). One of the most promising types is the small waterplane area twin hull ships, particularly in view of one of the latest trends, i.e. removal of wind farms off the coast. This tendency leads to an increase in the time of transportation of the maintenance technicians to the wind farm turbines and an increase of comfort requirements – for the reduction of the fatigue of personnel. Ship synthesis model for the conceptual design of a SWATH Wind Farm Support Vessel is developed. This model consists of a SWATH mathematical model and operation model. SWATH mathematical model is used for calculation of the main particulars. It includes the following main calculation units: ship main dimensions, resistance and power of the main engines, ship weight and weight subdivision, trim, stability, seakeeping, building cost. Calculation of the economic efficiency indicators is performed in the ship operation model. The search for optimal values of the main particulars of the SWATH ships is carried out by solving the optimization problem using the genetic algorithm. As a goal function the minimal cost of repairs and maintenance of the wind farm is used. Ship synthesis model can be used to support the design characteristics of SWATH Wind Farm Support Vessels.

16.10- General Discussion & Evening Drinks Reception

DAY 1 PAPERS:

This represents a preliminary programme and may be subject to change

Design & Construction of Wind Farm Support Vessels29-30 March 2017, London, UK

DAY 2 PAPERS:

This represents a preliminary programme and may be subject to change

09.00-09.30 Coffee and Registration

09.30-10.05 A SUMMARY OF THE ENGINEERING PROCESS AND THE MODELLING TOOLS USED IN THE DESIGN OF A NEXT GENERATION WFSV INCORPORATING A SUSPENSION BASED RIDE CONTROL SYSTEM PROVIDING IMPROVED TRANSIT AND TRANSFER PERFORMANCE, Mike Longman, Chief Engineer, Nauti-Craft Pty Ltd, AustraliaA 24m (LWL) WFSV incorporating a revolutionary suspension based ride control system is being designed and built for operation in the North Sea. The vessel’s primary design features include improved transit comfort in extreme sea conditions and safe technician transfer in seas with a 2.5m significant wave height. The proprietary ride control system decouples the hulls from the superstructure via a passive reactive interlinked hydraulic system capable of up to 2.8m of suspension “travel”. Despite its substantial departure from conventional classification rulings, HSC compliance with a Classification Society is being sought through a collaborative approach to the design and development. The vessels design has utilised both the substantial body of knowledge obtained from the development of an 8m prototype, supported by the Carbon Trust’s Offshore Wind Accelerator program, and a “first principles” numerical modelling design approach. Vessel forces and responses were generated via a buoyancy based water interface model, the model was then subject to actual wave data from Dogger Bank combined with the predicted vessel operational envelope. This operational envelope is a substantial increase over that of a conventional vessel due to the significant acceleration attenuations achieved via the ride control system. System design from both a structural and hydraulics perspective has been undertaken using a variety of modelling tools including MX Nastran, MSC ADAMS and a suite of proprietary tools. The following paper provides a summary of the engineering design process including the relevance and effectiveness of the modelling tools in enabling the development of this unique vessel.

10.05-10.40 ACCESS TO A FLOATING WIND TURBINE, M Shanley, C Wright, C Desmond, J Murphy, MaREI, ERI, University College Cork, IrelandAs the fixed offshore wind industry approaches maturity a large number of sites have been developed in shallow waters suitable, primarily for monopile foundations. However, as developers look further offshore and at locations with a limited amount of shallow water sites, deep waters sites are being explored with a number of demonstration sites and floating wind turbine structures being developed. Craft of approximately 15 – 30m in length generally use a transfer technique that keeps the bow of the vessel stationary to ensure the safe transfer of personnel and cargo to the monopile. By using a high friction fender coupled with a large thrust force from the vessel a safe transfer is achieved by minimising relative motion between the bow of the vessel and the monopile. This is the most common and simplest method of transfer employed at present. With regard to future floating wind turbines using the method of transfer previously described has an additional complication in that there are now two floating bodies interacting rather than a fixed monopile and floating service vessel. Thus, this crew transfer technique for fixed turbines may require reconsideration to ensure crew safety and comfort during transfer operations. Physical and numerical modelling of a wind farm service vessel maintaining contact with a floating offshore wind turbine is presented in this paper to evaluate the vessel design and safety of this transfer system.

10.40-11.15 UNDERSTANDING THE TRANSFER PERFORMANCE OF FAST CTV, S.Phillips, I.Shin, C.Armstrong, H.Maclean, Seaspeed Marine Consulting Ltd, UKThis paper summarises the findings of recent research into the transfer performance of fast Crew Transfer Vessels when pushing-on to wind turbine tower docking poles in rough water. The research was funded by The Carbon Trust and undertaken by

Seaspeed over the past 24 months using physical model testing and full scale sea trials in order to understand and quantify the transfer performance of these craft. The paper outlines the vessel design parameters that affect transfer performance and describes the mechanisms that lead to Fender Slip and other important Transfer Limiting Issues. Typical CTV push-on transfer performance is quantified in the form of performance plots (P-Plots) and the issue of safe transfer limits are discussed.

11.15-11.45 Coffee

11.45-12.20 DESIGN VERIFICATION AND VALIDATION BY NUMERICAL AND PHYSICAL MODELLING OF A WALK2WORK VESSEL, Jorinus Kalis and Sandor Ivancsics, Damen Shipyards, The NetherlandsConventional testing procedures focus only on the technical performance of the items that are covered in the shipbuilding contract and do not pay proper attention to the real life conditions that the vessel has to operate in. This may lead to sub optimal operational performance of complex vessels. This paper introduces the combined use of hardware in the loop testing (HIL), generic numerical modelling and physical model testing for the verification and validation of the design and technical performance, in real operational conditions, of a Walk2Work vessel. Arguably this is the only viable method to assess and optimise the complex interaction between the vessel, its systems and the harsh environment in which it operates. Due to the continuous drive to reduce cost in offshore wind industry it is vital to have at least a proper operational performance indication to negotiate the right contract values and at best sufficient confidence in the design so that operational performance contracting becomes realistic. This reduces the contracting risk and associated cost for hiring a vessel and it increases the predictability of the revenue that can be generated.

12.20-12.55 DP POSITIONING - RELATIVE POSITION REFERENCING GOES TARGETLESS, Sasha Heriot, Guidance Marine, UKThis paper discusses RangeGuard Monopole, the first local DP reference sensor system for offshore windfarms that operates without dedicated targets. Latest results from the first fully integrated system on the SOV Windea La Cour are presented. This paper follows on from a previous paper “A New Era in Local Position Referencing” which was presented at Design & Construction of Wind Farm Support Vessels, 30-31 March 2016, London, UK. Standard navigation techniques used in offshore oil and gas are not optimised for navigating inside a Wind farm. A wind service vessel may visit as many as 20 wind turbines in a single day, compared to an offshore supply vessel which may service just 1 or 2 platforms per day. Typically a vessel approaches a wind turbine on DP at a distance of 100m and station keeps at a distance of around 10m whilst walk to work bridges are deployed for crew transfer. Despite laser systems being the local position reference senor of choice for offshore operations, they are often considered a secondary system to DGPS for offshore wind due to challenges with target acquisition. A further consideration is the number of physical targets required to access all the turbines on a wind farm. RangeGuard is the first system that does not require the installation of targets. This is now the Windea La Cours’ crew primary DP sensor of choice and the benefits of the system are presented including efficiency savings and safety improvements.

12.55- Lunch

Vessel operators are keen for new Wind Farm Support Vessel (WFSV) designs to meet the changing demand of the offshore wind sector; larger vessels with improved sea keeping and greater payload capacity. As the Wind farms grow and mature, maintenance management is playing a larger role and changing the operational profile of the vessels. It is becoming more economic, and safe, for technicians to stay on station at the wind farms for longer periods. No longer are vessels speeding out to a turbine and back, but making numerous stops with a subsequent period of loitering before repeating the process on the way back to port. All of which places a different set of demands on the powering of the vessel.

Human-System Integration is continues to be important in the design, and more research is being carried out on cabin and wheelhouse ergonomics, with particular attention to navigation controls. The standards expected in terms of comfort and facilities for the techni-cians, who may be required to be stay on board for longer periods and in higher sea states, are also increasing. There also remains the critical issue of the safe transfer of crew and technicians between shore and turbine, and vessel and turbine.

Offshore wind farm support vessels have been one of the most dynamic maritime construction and operational sectors over the last 10 years. There are now believed to be about 400 vessels operating in the European market. Supply and service vessels are increasingly in demand as offshore windfarms continue to expand with new sites being developed in Europe, Asia, and the USA. As the market contin-ues to develop and mature, RINA returns to the subject to investigate the impact of new standards, new regulations, and new develop-ments made within the industry.

Conference Overview

International Conference

Design & Construction of Wind Farm Support Vessels29-30 March 2017, RINA HQ, London, UK

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