The Future of Offshore Supply

7/25/2019 The Future of Offshore Supply

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THE FUTURE OF

OFFSHORE SUPPLY


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INTRODUCTION 6

Collaboration partner 6

Project Relevance 6

Motivation 7

Scope 7

Reference Projects 8

BACKGROUND 10

The PSV 10

Understanding the context 10

Visit at Ulsteins HQ 12DESIGN APPROACH 13

The strengths of design 13

Human centered 13

Systems Oriented Design 13

The Rich Design Research Space 14

Design Process 15

Conceptual Approach 16

OBSERVATIONS FROM FIELD TRIP 20

Field trip 20

Operations 20

The Harbor 22

The transport phase 24

At th oil ld 24Feedback from crew 26

Time schedule 28

DESIGN OPPORTUNITIES 30

Field-Trip Conclusion 35

EMERGING MARKETS 38

Deeper waters 38

Wind Energy 38

Oshor Mining 38

Oshor Harvsting 39

ENVIRONMENTAL CHANGES 40

LIFE CYCLE 41

POWER SOURCES 42Changs in oshor industry 42

AUTOMATION 44

Cargo 44

Automated storage systems 45

THE FUTURE PORT 46

DIFFERENTIATION 48

HULL DESIGN 52

Looking closer at SWATH 54

FUTURE TRENDS CONCLUSION 56

GIGA MAPPING 58

INTEREST GROUPS 60

VESSEL AND CREW 62

Contents

USER INSIGHT

IDEA GENERAT

EARLY IDEA SK

EFFICIENT CAR

RORO 72

Separate Carg

Stability 80

PROTECT CARG

Modularity 87

LIST OF DEMA

AESTHETICS 94

QUANTITATIV

MINIMIZE 100

LOCKING CAR

AUTOMATED C

THE VESSEL 12

Operational F

Power Source

THE OPERATIO

Streamlining

IMPACTS 156


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Introduction

iconic x-bow design.

This project is done together with their sub-

division Ulstein Design & Solutions AS in

Ulsteinvik, Norway. They work with product

development and sales/marketing of ship designs

and quipmnt packags for oshor support

vessels.

PROJECT RELEVANCE

In the newspaper Dagens Nringsliv , we can read

that Ulstin is mting stir comptition than

before and that their turnover has almost been

cut in half in just a few years time (DN.no, 2012).

It is hard for a Norwegian company to compete at

price, so today their products have to be of higher

quality to be competitive. Further we can read

that the battle for welding jobs in Norway has

been lost a long time ago and where Norwegian

shipyards win contracts now, is where we can put

in new technology (Segrov, 08.03.2013).

This project is done in collaboration with

Ulstein Design & Solutions AS. The goal

for this project is to explore the future

of platform supply vessels and challenge

the traditional way the maritime industry

designs and use oshore vessels. The

result should work as an eye-opener for

Ulstein. By being dierent and

provocative, the concept solution should

inspire them to get new ideas and to lookdierently at how to solve ship designs in

the future.

COLLABORATION PARTNER

Ulstein is an Norwegian provider of ship

designs, shipbuilding and system solutions for

oshor vssls. Thy ar vry known for thir

You canno

willing to lo

Sharon L


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project focusing on the whole vessel. The other

concepts done with Ulstein at AHO has all been

about the bridge, so we found it exciting to do a

projct with a dirnt angl.

REFERENCE PROJECTS

In the fall semester in 2012, we worked together

with Ulstein on a new bridge exterior. The result

is a lightweight asymmetric bridge. On the deck

underneath the bridge there is a lounge area

giving room for the social life on board, while not

letting it interrupt the crew operating the vessel.

The cooperation between us worked so good in

that project that we decided to do the diploma

together. Also we had established a connection

with Ulstein and did see a potential for a new

UBEX-concept by M. Skogholt a nd M.Johansen

Nexus Hug

Ulstein Bri


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UNDERSTANDING THE CONTEXT

The vessels are most often

ownd by invstmnt rms. Th

vessel which are run by another

company and rented out to oil

and gas companies. Companies

doing logistics are also involved.

In the master thesis Future

Charactristics of Oshor

Support Vessels by Robin

Sebastian Koske Rose at MIT

(Massachusetts Institute of Technology), many

interesting points are discussed regarding the

futur of oshor PSVs. Th papr also gav

us nic introductions to how th oshor ld

functions regarding vessels and how they look

for the best mix of vessels. He states that In a

real supply scenario, there is no single best OSV

design because of the varied need for marine

srvics and th trad-os btwn xibility and

conomy.. Hr OSV stands for Oshor Supply

Vssl and includs all th dirnt typs.

Types of oshore supply vessels

It is very important for us to know the context

THE PSV

Th PSV (Platform Supply Vssl) dirs from

othr oshor vssl typs bcaus thy ar

more constantly used. They act as a milk-route

delivering supply to platforms on a regularly basis

and ar th workhorss of an oshor supply

chain. But in the startup phase of platforms

during drilling and explorations, the needs and

deliveries varies more. AHTS (Anchor Handling

Towing and Supply) may be used instead as they

have many of the same functions like cargo deck

capacity and tanks for fuel and water. Nowadays,

it is more and more common to use vessels for

post drilling operations that before were done by

platform constructions.

Typical functions on a PSV:

Large deck cargo space for

containers, casings and drilling pipes.

Accommodations.

Internal tanks containing fuel, potable

water, drilling water, mud, chemicals,

brine and dry bulk. They are often tted with re ghting

systems (FiFi).

Background

Early Supply Ship


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VISIT AT ULSTEINS HQ

During our last project with Ulstein, we went to

their headquarters in Ulsteinvik. There we had

a workshop with a team of their employees, we

got to see the fabrication process and got a feel

for the enormous dimensions involved in ship

building. Having been there and worked with

them, gave us a good starting point, both with

general knowledge about ship design and the

contact network we needed.


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as much information we can and structure

it with relations in a map, often the map is

not understandable for people that have not

participated in making it. This map makes it easier

to jump back and forth and look at dirnt

aspects of the context and get a overview to see

new possibilities for innovation.

THE RICH DESIGN RESEARCH SPACE

Our giga-map is a part of our rich space where

we have our workplace. It is on the wall where we

work. Having it at hand on the wall makes it easier

for us to go back and forth in the project and

also makes it easier to describe to others why we

made the choices we did.

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To manage complexity we needtools to visualize


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technologies or solutions that could do the same

job lik for xampl optical ltrs or anti-rx

coatings.

This being a conceptual project, we want

to break out from these rules. If the

concept shall be rened in the future,

then it will be of relevance to tackle all

these regulations.

CONCEPTUAL APPROACH

During our visit to Ulsteins HQ in Ulsteinvik last

semester, we got introduced to the challenges of

fullling rgulations. For vry ida w got, thr

were regulations that made it hard to argument

for developing the idea further. This was because

of the resources it demanded to challenge those

regulations.

Safety is the most important aspect in the

oshor industry, but if you follow all rgulations,

who ar vry spcic and dscribing, tlling you

how to tackle problems, you will end up with

solutions very similar to earlier designs. The rules

acts as a guide on how to build vessels, killing

much of the creativity.

Safty-rgulations ar vry spcic, you could

argu that thy ar to spcic. An xampl of

this is how the windows are tilted on the bridge

to rduc rctions. Instad of masuring

th amount of light rctd and st a max

level, the regulations from Det Norske Veritas

states that the solution is to tilt them 15 to 25

dgrs outwards. So vry oshor vssl hav

tilted windows instead of implementing other


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VeSSeL TYPe:

ULSTEIN PX-121

DESTINATION:

SCOTLAND


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put in ort and mak somthing rally xciting

with this project.

OPERATIONS

Before departure, we did a lot of research and

mappd out all w could nd of information

about the vessel, the company Apache who runs

th oil-platforms at th Fortis ld and th

spcications of th vssl. W kpt our plans

opn and vry xibl so w could adapt to th

situations as they occurred. As a lot of research

already had been done on the bridge area, we

FIELD TRIP

In the research phase we were allowed on board

a Ulstein PSV vessel operating out of Peterhead

in Scotland. Our goal with the trip was to get

knowledge about how the system around the

PSV functions as well as the main functions of the

PSV. Another aspect was the emotional impact it

made on us just by being present on the vessel.

How does seven meters high waves feel like? How

is it to live together with 10-15 other people on a

vessel? It was also a very exciting and inspirational

trip for us personally, giving us the motivation to

Observations from Field Trip


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felt it was more important to focus on the vessels

main functions, and focus on the operations on

deck.

The PSV operations varies between delivering

supply to on platform or to a whol ld of

platforms on a mission, in this case The Forties

Field, platforms Alpha, Delta and Charlie. A

mission may therefore vary from just one day

up to a week in length. In this case the estimated

tim out to th oil ld is 6-7 hours.

While we were on board we experienced following

operations:

Two unloadings at the harbor in Peterhead,

one at daytime and one in the evening.

Standby time at and outside harbor.

Standby time outside platform.

Deliveries to Forties-, Alpha, Charlie- and

Delta-platform. Including Diesel delivery.

Maintenance work on DP-system & rail.

THE HARBOR

The pressure of boats loading and unloading

supply is very big on some harbors (Peterhead

in our case). Therefore the vessels have to rotate

on who is in the harbor loading and unloading.

The other vessels that are on hold then have to

lie outside the harbor on standby waiting for their

turn. While on standby the vessel was on DP,

controlling the vessel and holding it in position.

This waiting time may vary but could last several

hours, in our case 4-5 hours.

Loading/Unloading Cargo Deck on Harbor

The Cargo Deck is based on a lot of manual work

when loading and unloading. The tanks beneath

th cargo dck ar lld and mptid with hoss.

...the vessels have to rotate on

who is in the harbor loading andunloading


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THE TRANSPORT PHASE

After the loading is done the ship sets course

for its destination. Forties Oil Field in our case,

6-7 hours out. During this transport phase the

majority of the control is automated on the vessel.

But the captain and his 2nd mate still have to be

standby on the bridge in case of system failure.

In some situations in rough weather conditionsthe cargo on the deck will be secured. Wires

are pulled across the deck and through some

attachment points, from the front to the back,

and are then tightened by a winch to secure cargo

from moving.

AT THE OIL FIELD

Whn arriving at th Fortis oil ld, contact was

established with the platform Forties Charlie,

by th captain on th vssl. Thy notid thir

arrival and then asked for permission to enter

the secure zone. The secure zone is a zone with

a radius of 500 meters surrounding the platform

which is restricted, and is only to be entered

with permission. When allowed to enter the

Unloading to platform. Approx. 25m to platform.

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eleven hours.

FEEDBACK FROM CREW

Taller railings in the back of the cargo deck is

a wish from the crew. Why is the railing not

the same height all the way around?, one able

seaman wondered. According to him, water

splashes in when there is high sea, exposing crew

and cargo.

Wooden deck is generally very good giving a

dampning ct and is asily rplacabl. But

also slippery when wet.

natur, and dicult for th cran oprator. Th

platform crane operator has to be extremely

accurate in placing cargo back on the vessel.

When loading back in the vessel he is assigned

a spot for where he is supposed to place it. This

may take several tries as the wire on the crane

keeps spinning with the cargo, waves making the

vessel unstable and wind catching the cargo. We

got some video clips showing this behavior.

Aftr nishing th loading and unloading to th

platform, it is usually of to the next platform.

This might lead to a lot of waiting, because there

are usually other supply vessels on the other

platforms. Then you have to wait in line until the

other vessel is done with its unloading which

might take several hours, in our case it took about

The unloading from the vessel to theplatform is more time consuming,and requires a lot more logisticsthan on harbor.


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vessels waiting in line both at harbor and at sea is

a waste of resources, both economically but also

environmentally.

TIME SCHEDULE

During the trip we noted the actual times for each

operation/sequence. The data show that most of

the time on board a PSV is waiting time. Having

Time schedule during ourstay onBlue fighter in Scotland

18:45Ready for loading.87units expected.4hours 25min

08:00-16:00 Load on and off from Forties Charlieplatform.8 hours.

22:50 Finished loading,departure to Forties field.7 hours oneway.

18:00Dinner.Moveto other sideofharbor.45min.

07:30Breakfast, Maintenanceday (stiffeningback railing,adjusting DP).11 hours 30min.

20:13Workday over,docked.

16:00-20:13 Wehad to leaveharbor and stay out waitingfor availabledockingsp ace.4 hours 13

12:00-16:00 Maintenanceof DP system.Unloading cargo to harbor.4 Hours

Stand-by,downtime

DAY 1 - Wednesday

DAY 2 - Thursday

DAY 3 - Friday

DAY 4 - Saturday

DAY 5 - Sunday

Clock 23:592 0 :0 0 2 1 :0 0 2 2 :0 0 2 3 :0 015:00 19:0018:0017:0016:0014:0005:000 0: 00 0 1: 00 0 2: 00 0 3: 00 0 4: 00 0 6: 00 0 7: 00 0 8: 00 0 9: 00 1 0: 00 1 1: 00 1 2: 00 1 3: 00

16:00Waiting in linebehind oneboat that is already offloadingto platform Forties Alpha.10hours

02:00Gets clearanceto unload on Forties Alpha.We weresleeping at this point.

09:00Arrives Forties Delta to deliver diesel.Not planned in schedule.3hours.

12:00Finished pumpingdiesel to platform.Disconnecting and returningback to harbor.8hours.

09:30End offield-trip.We areleaving Peterhead,heading back to Oslo.

Docked for theday.

. . .

Operations Maintenance

Transport

Mainten


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Design opportunities

What?

2nd mate using binoculars to check what cargo is arriving. He cross

checks the cargo numbers against his list to ensure that they get all the

planned cargo. He also overview the placement of the cargo through

the whole process.

Opportunities for design

The logistics involved in these operations could be done with more

automation. Scanning smart cargo, cargo placement planning tools,

dirnt loading/unloading stratgis.

What?

Large windows on the bridge.


The bridge is the only place inside the ship where you get a good

amount of daylight in. This is out of necessity, but also we believe it

makes the bridge the most comfortable environment to be in on the

vessel.


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What?

Wooden deck dampens the impact from containers. It is divided into

lanes with numbers so the communication between ship and crane

is simplid.


These numbers can be hard to see in-between the cargo. They also

disappear over time.

When sea-water get in to the boat in rough weather, the wooden

oor is slippry and containrs can mov around on dck and hav

to be strapped with wires.

What?

Th low tail railing gts stind up by th crw.


The crew want the railing at the back to be as high as the rest to

prevent sea water from rushing in over them and the cargo. Why is

this railing so low?


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What?

Unloading from platform. In order to get room for the new

cargo, the old has to be unloaded from the platform. The

cargo is very prone to wind.


Somtims th platforms want a spcic cargo, but it is not

always possible for the crew on deck to reach the one they

want. Therefore they have to solve a puzzle both on deck an

platform, loading and unloading to get to the cargo.

What?

Crew waiting.


There is a lot of standby and waiting both at harbor and out

with the platforms.

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hundred times more wind energy then hydro-

power, placing petroleum export in the shade

in the long term. Also worldwide the focus on

oshor wind nrgy is rapidly growing.

OFFSHORE MINING

Land based raw material reserves are becoming

What will future operations be, and where

will they be done? How will the environmental

changs impact th oprations don oshor?

Which technologies exists then and how will this

inunc th futur of oshor vssls? Ths

ar som of th qustions w hav trid to nd

answers to in order to vision how the future of

oshor vssls will b, and what thy might b

doing.

DEEPER WATERS

Th trnd now is that oshor oprations mov

out on deeper waters. As Robin Koske points

out in his master thesis from MIT , larger vessels

will probably b th most cint in th futur

because of the long distances from shore to

platform. (Kosk, 2009) Thr is also a larg

increase in the use of ROVs and vessels built to

accommodate the use of these.

WIND ENERGY

Thr ar plans for massiv xpansion of oshor

wind turbines in Norwegian areas in years to

come. The Norwegian state company Enova has

calculated that Norway has a potential to produce

Emerging Markets


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Environmental changes

exposed for exploration, we still know that only

2-5% of the worlds oceans has been explored.

We will see some changes in the location these

OSV vessels are used in. For example do cargo

companies want to take the route to Asia through

the North Sea Passage.

Th rst two cargo ships took this rout in

2009 without any assistanc of icbrakrs

(Aftnpostn, 2009).

Th ic is mlting fastr than rsarchrs rst

predicted and the area is very interesting for oil-

and mining-companies. When new vessels are

ordered now, oil companies wonder if they should

mak thm rady for arctic conditions. Th trac

in th ara has gon from 2 bfor 2009 to 40 in

2012 (Stensvold, 2013).

Because of the global warming, the water level

will rise and we will have more extreme weather.

Sea levels are expected to rise between 7 and

23 inchs (18 and 59 cntimtrs) by th nd of

the century, and continued melting at the poles

could add between 4 and 8 inches (10 to 20

centimeters). Hurricanes and other storms are

likely to become stronger (nationalgeographic.

com, 2013).

With ice melting and more of the sea being

future usage

Lofoten -NorwayArctic Ocean

Ocean

OSV usage today

http://www.noaa.gov/ocean.html

Sources

Unexplored

71%

95%

Norwayrail

ul f of ex ic o S u S ah ar an A fr ic a

US cotland

Australiaersian ulf

Life cyc

Photo: Shahidul Awealthy yard own


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Power sources

Narve Mjs, director of battery related projects

in DNV says that the marine industry in

Norway wll could b ladrs at this ld in th

time coming. He believes this is necessary if

norwegian companies want a chance to compete

internationally against countries with lower

salaries.

The problem today with using battery packs on

ships is the durability and reliability in extreme

conditions. Thr is a lot of dicultis that nds

CHANGES IN OFFSHORE INDUSTRY

As fuel prices are increasing the vessels become

more expensive to run, making it attractive

to explore alternative power sources for the

vessels. Now the most used systems for reducing

commissions uses diesel-electric propulsion or

liqud natural gas.

Thr is a lot of focus on th changs in oshor

industry. In the magazine Teknisk Ukeblad, we can

see that batteries are on their way into ships. The

Norwegian company Norled is going to implement

batteries in one of their ferries from year 2015,

and it will not be combined with other propulsion

systems (hybrid) but a 100% battery-powered

solution. Ferries have the possibilities to charge

when reaching land in both ends of the journey,

that way they will never run out of juice midway.

OSV dsigns hav a dirnt usag and lags a bit

behind when it comes to the implementation of

battery systems. Instead they use hybrid-solutions

like Diesel-electric propulsion or LNG. The OSV

Viking Lady from Eidesvik is interesting to look

at because of fuel cells and battery pack is being

implemented and tested out over time.

Viking Lady

Battery ferry. Illust


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Automation

He also states that there exists no single best OSV

dsign. It is th modling of th whol t that

crats a optimal mix of vssls. Th ts ar

chosen from:

Flexibility

Specialties

Reliability

Costs

CARGO

Work on the deck involves taking big risks. It can

be while loading or unloading cargo, securing

cargo or being on deck in rough weather with a

slippery deck maneuvering heavy equipment. New

cargo systems are being developed to reduce the

risks.

When we looked at videos from PSVs and AHSTs

doing ordinary assignments like unloading to

a platform, we could tell right away that this isnot a suitable place for humans. There are some

solutions on the market which aims to reduce

these risks by eliminating the need for direct

human involvmnt or simplis oprations on

deck.

Robots will be a part of the future regarding

production of vessels and will even have some

operations on board and around the vessels.

(Stensvold, 31.jan 2013)

Koske also points out that when it comes to time

cincy, th sailing tim is not that critical. Thdocking, loading and unloading is more critical if

you look at the economical aspects.

Rolls Royce rail crane loading. Photo: Rolls Royce

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The future port

We wanted to bring some of these thoughts in to

our solution as well.

In 2011 Cargotec, who is a provider of cargo

handling solutions, launched a new initiative

known as Port 2060, a future vision of what the

ports of the future could look like, pushing the

idea of automation within cargo handling even

further. For our project it is inspirational to look

at these future visions and what others think will

happen in the future.

Corgotec predicts that by 2060 mega ports

will b locatd oshor on articial islands

where layouts can be optimized. And that the

majority of container vessels of the future will

be fully automated, or with very small crew, with

numerous energy saving features, including solar

technology.

This vision is very much in line with our own

thoughts from th ld trip on what nds

improvement.

While some of the concept ideas here makes

th transportation phas mor cint by

introducing sails and larger slow-steaming vessels,

it also shows that there is much to be done when

it comes to the systems surrounding the vessel.

Port 2060 illustration: Unknown.

Illustration: Nick K


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Remko Hottentot, head of sales, says that they

operate similar to the car market, having ready

designs which can be equipped with special

equipment from their lists. (Stensvold, TU, 2012)

Groot Ship Design is another company that deliver

a similar bow on their ships called Groot Cross-

Bow. But they deliver pure cargo-ships.

Another interesting company we looked at was

Wrtsil, who according to themselves are most

known for thir cint ngins.

Ulstein is known for their hull innovation X-Bow,

which allows it to have higher transit speed in

head and following sea, and less spray when

entering big waves. The X-bows impact for Ulstein

in the market has been huge, and have made

thm to on of th most rnovnd oshor

shipbuilders in the world.

Looking at Ulsteins competitors, we found many

similarities in the design approach. But we also

saw a dirnc in philosophis.

Damen Shipyards Group is an example of this.

Similar to Ulsteins X-bow, they have a Sea Axe

Design for which they claim can reduce fuel

usage by 20%.

Like Ulstein, they are also a family-owned globally

operating company (Damen.nl, 2013). In Teknisk

Ukeblad we can read that Damen, established

in th Ndrlands, has stablishd an oc

in Stavanger to get closer to the customers in

Norway. They build large series of simple designs

and can thrfor sll ths chap. W nd this

quite opposite to Ulstein who focus on complex

designs like seismic and construction vessels.

Differentiation

Damen Sea Axe Design. Photo: Damen.

Groot cross-b


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many of which is ladrs in thir ld, and

cintly cooprat with thm, will strngthn

the Norwegian maritime industry.

Another competitor is the international

shipbuilding group STX Europe. They have

shipyards in Finland, France, Norway, Brazil,

Romania and Vietnam.

Similar to the earlier examples, STX have their

type of bow. As we see it, there is very little that

distinct th dirnt companis PSVs from ach

other in the design. They have similar solutions

and ways of executing their designs, even though

thy all claim to b dirnt.

We can clearly see that Ulsteins X-bow have

been a trend-setter, and we get the impression

it started as a market push from Ulstein, with

people being critical in regards to how safe the

new design was, even people at Ulstein we talked

to admitted that they were critical to the new bow

design, and now it has gone from being a star to

their milk-cow.

STX PSV. Also another distinct bow type.


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Performance, speed, fuel consumption, and

stability of boats and vessels are mainly related

to its hull typ and hull dsign. Dirnt typs of

hulls ar built for dirnt typs of purposs, and

because of the importance of high performance

and stability in oshor oprations, hull typs

can mak a big dirnc whn daling with

hazardous operations in extreme weather

conditions.

As product designers we do not have the

expertise to design a completely new hull-type,

our focus in this project has not been on the hull

itself either, but a much broader view on how the

vssl ts in a systm. Howvr, w can listn to

experts and make a choice of which hull type we

bliv would t our concpt bst. On th nxt

pag you can s an ovrviw of dirnt hull-

types and their advantages or disadvantages.

Hull Design

Monohull

Catamaran

SWATH

DISPLACEM


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FOB Shipping from Bergen, Norway has made a

windmill servicing vessel built on the SWATH hulltype. Their approach to reduce drag is to make

it switch between catamaran-mode and SWATH-

mode. The FOB SWATH concept as they call it,

will do 25 knots, b ful-cint and giv mor

comfort to the crew with its stability, low noise

and large capacity.

We believe there is a huge potential for similar

designs and implementing such a design in

our solution would make Ulstein think in other

directions than just traditional mono-hulls.

LOOKING CLOSER AT SWATH

Because of the SWATHs (Small water-plane Area

Twin Hull) ability to prevent impact from waves,

as illustrated above, It would be interesting to

see how this kind of hull and the reduced motion

would impact cargo handling oshor. Th

SWATH design is nothing new, the original idea

dats back to 1938, thn prsntd by Frdrick

G. Creed. (SWATH, wikipedia).

As technology moves on, the SWATH design

is ones more up on the drawing tables. New

experimental designs like Lockheed Martins Sea

Slice or United States Navy s Sea Fighter shows

that there is a lot that can be done to improve this

hull type further.

One of the largest vessels in this category is

Abeking & Rasmussens Elbe, which is 60.4m

long and 24.6m wide. Elbe is operating in the

north sea. (Maritime journal.com, 2010)

Susitna is the name of a newly built SWATH with

catamaran-mod and it is th rst twin hull vssl

with ice-breaking capabilities. (Sitnews.us, 2011)

Photo: Maritime j


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Nobody can for sure predict what the future

will bring, but we can look at the trends and

predictions and see that there is going to be big

changes. From emerging markets environmental

changes, new technologies, to more streamlined

and automated systems. To survive these changes

you need to be proactive and explore ways to

adapt and exploit these new possibilities.

As the X-Bow type of hull design has become

th standard in th oshor markt, w want

to provoke Ulstein to continue the innovation of

better designs.

Future Trends Conclusion


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User insight

Working together with Sigrun Lurs from the

Ulstein Bridge Concept project, and our fellow

student Niusha Mousavi who both have been on

ld trips to PSVs, w dvlopd prsonas of th

people working on platform supply vessels. By

doing this w got conrmd that th situation on

other vessels were similar to the one we did our

ld-work on. W also got an ovrviw of ach

persons dutys and responsibilities.

In the persona-sketches we also covered their

personal motivations and future goals (examples

on next page). Out of this we got very interesting

discussions around how the personnel will be in

the future. What background do they have then?

Maybe they will not go from working as a able

seaman and work their way up in the hierarchy.

A captain in 20 years will likely be used to digital

simulation training and hav vry dirnt

preferences.

Name

Position

Age

Experience

Nationality & hometo

Tasks & responsibilit

Goals

Sparetime onshore &ofshore

Likes to go to the gyis not on duty. Getswhen it is bad weathuse the treadmill.

Quote or scenario

Personas exam


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Sketch processInitial


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Aftr our visit to Scotland w analyzd th ld

trip results and started generating ideas around

a numbr of dirnt paramtrs. W startd

by using the following parameters and areas of

focus:

Cargo handling

Safety

Logistics

Propulsion

Loading/unloading

Together with the technology research from our

giga-mapping, we placed our ideas on a time-

line for when we thought it would be realistic to

accomplish them. Because we are aiming at a time

horizon of about 15-20 years ahead, we chose the

ons that did t in that timspan.

Idea generation

Whiteboard with


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The idea with this workshop was to get out all our

ideas on paper, so without any restrictions, we

visualized our ideas, and then we generated more

solutions by working with the parameters and

using creative techniques such as randomizing

trigger words and give ourselves short deadlines

on each task.

Here we have chose to show some examples of

the idea sketches and the word that triggered it.

Early idea sketches

Randomized word: Heaven.

Ekranoplane suited to deliver over long distances fast.

Semi-submergible vessel. By submerging the vessel,oating cargo can b loadd at sa.

Randomized word:

Dck that rotats to

Randomized word

Simplify the vesse

cargo small comp

Efficient cargo handling


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Efficient cargo handling

RORO

How could we improve the loading and unloading

of the vessels? By allowing trucks to drive straight

in with the cargo, you would get rid of some of the

slow and rather clumsy cranes on the harbor. This

principal is calld RORO (Roll on Roll o), and is

used in car-carriers.


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A tug vessel is also modular. Normally it

has a very loose connection with the barge

which it pulls or pushes. But we also found

solutions where the tug vessel connects to the

barge. Tug boats are generally used to help

navigate ships in narrow passages or used

to tow constructions that can not move by

themselves.

Tug and barge. Photo: Marinelog.com

Delta C

Deliv

erun

itto

ano

ther

vesse

1

Illustration univers


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Our process has moved rapidly between ideation,

sketches and simple CAD models. Making and

studying structural principle sketches was fast

and easy by using 3D Studio Max CAD-software.

With these models we made tenfolds of iterations

and combinations by manipulating the models in

the software. Sketches often do not tell you how

things actually are put together, they mostly give

you a feeling of how things function. By switching

back and forth between the mediums, we could

get a better understanding of how the vesselcould be and it made it much easier to discuss the

dirnt dirctions.

These are one of many directions for a modular

swath vessel where we try to push the boundaries

of how it could be. Here we have mixed up the

dirnt hull typs and put thm togthr. You

never now what result this may give until you

have a low enough threshold to test it out. We

also did animation sketches to generate and test

out functionalities. This way it was possible for us

to really get in to and explore situations.


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have a more professional look to be taken

seriously in the marketplace Ulstein operates in.

This is a good and clear example of how we have

xplord dirnt dsign solution. Starting by

analogu sktchs, chosn on dsign and rnd

it further with digital sketching techniques and

later 3D CAD sketch as seen on the next page.

For this design we concluded that it was to close

to yachts in its expression, we decided it should

STABILITY


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STABILITY

Another factor we want to improve is the

stability of the vessels. Especially the loading

and unloading of cargo oshor dmands

great stability and as little motion as possible.

Also movement on board give the crew motion

sickness, which in turn have an impact on the

oprational ctivnss. It can b hard to slp

in bad weather, which reduces the performance

and increases the risk of human error. A twin-hull

vessel may reduce the movements radically.

The look of the vessel is important not only

for sales, but also for the crew working in and

around the vessel. It has to be capable and

tough.

Protect cargo


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If the cargo unit would be out for a while by itself

it could be wanted to have an enclosed cargo unit

to protect the cargo from the weather at high sea

states. This could be done with textiles or hard

materials depending on weight and persistence of

the material and construction.

Protect cargo

A oshor vssls

good it is behaving

ctiv it fullls i

express these valu


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Illustration showing cargo standing outside platform.


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Modular

systems

MODULARITY

We saw a lot of po

and we wanted to

dirnt dgrs o

modularity do we

do for our solution

Modularitsystems cocontinuumdegree to wcomponenseparated

(Schilling, 2000)

Schilling explains t

characterized by s

or tight, between c

components that a

almost all systems

We need to make

modular architect

result of the modu

been looking into m


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Modules can easily be replaced.

Work division possible without everyone

having overview of the complete system.

ect of changs to on part of systm to

other parts are minimized.

Many dirnt congurations of th systm

are possible.

There are also certain disadvantages of using

modular systems.

Total structure is more comprehensible.

Designers can be limited because they need

to conform to the interface.

It can b dicult to assss th quality and

intraction of dirnt moduls.

(Schilling,2000)

With this project we want to take a step away

from the integral architectures and look into

opportunities of implementing a modular

architecture where the functions of the vessel

are allocated to separate product modules. A

component swapping modularity where two ormore alternative types of modules can be paired

with the same basic module.

and modular production (erikstad, 2009) and

already today they use modularity to be sure

thy mt rquirmnts and crtications on all

vessels. They accomplish this by making modules

they can scale inside a frame of rules. For example

th bridg structur. It can b scald to t vssls

with a varity of widths without sacricing th

required view angles. But how can modularization

change the usage of the vessels and not just the

production?

Advantages and disadvantages ofmodularity

General advantages of using modularization:

List of demands


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a bad ct on thir prformanc, which in

turn is a risk factor during precise operations.

Protect cargo from moving around.

Safely connect and disconnect modular unit

at sea.

To deliver reliable service even in rough

conditions.

Low emissions

Environmentally friendly propulsion system,

LNG and batteries.

Low drag, hull type.

Accommodations for personnel

Cabins with bathroom, kitchen and mess for

two people.

Bridge

Space for two people.

Mt rquirmnts for ld of viw.

Aesthetics and semanticsShould express values:

Reliable

As we had little restrictions from Ulstein we had to

give ourself a framework to work within. We made

a list of demands for the new concept vessel. This

was the package based on our research that we

need our design to meet.

The tug vessel

The main function of the vessel is to receive,

transport and deliver the modular unit.

The modular unit could have been remote

controlled, but because of the sensitive cargo,

unprdictabl situations oshor and th

opportunity to gain other functions by changing

th unit, w dcidd to mak it stad by a small

crew of two people.

Connection interface

Lock modular unit to hull.

Control modular unit.

Good maneuverability even with the unit

connected.

Stability in rough sea states

To prohibit seasickness of crew, which have

List of demands

Professional

Tough

The cargo unit

To receive and con

of the modular un

We chose to have

protect against the

transport and whe

during loading fro

dropped cargo.

Type of goods it ha

Drill piping ap

Containers (ap

weight: 10 ton

Dry bulk

Potable water

Fuel

Chemicals

Drilling mud

As with the tug, th

rough sea states to


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DevelopmentConcept

Aesthetics


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The design language and detailing of our concept

will help with the credibility and make the project

easier to communicate. Even though we could

have kept things simple and use simple shapes to

explain the principles of the concept. We want to

inspire and make a tangible solution.

Developing mood-boards after our key words,

helped us unite and work together on a visual

xprssion w flt would t a futur vssl for

Ulstein.

Aesthetics

Tough

Professional

Reliable

Attitude

Edgy

Graphical elemen

Quantitative Modular analysis


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W ndd up with countlss of dirnt options

leaving us with a wide range of ideas to work

further upon.

To explore the modularity a bit further we

strippd th dirnt lmnts of th supply ship

into simple blocks and used a quantitative process

of how and where these elements should be

placed. The basis elements were divided into:

Vessel

Cargo

Bridge

Accommodation

Be using this quantitative process we were ableto explore a wide range of possible options

regarding the modular principle in a short time.

Starting with some basic known structures as

the pulling and pushing of cargo, bridge and

accommodation on top of the vessel, to whole

new ways of distributing and placing the modules.

The goal was to come up with unexpected ideas

and solutions of how the vessel would place or

pick up cargo.

Is there any need for accommodation? In that

case, where is it placed, and does the bridge

necessarily have to be placed in its usual positionon top of the vessel?

Quantitative Modular analysis

Pushing vessel.

Pulling vessel.


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Going further to decide how the structure should

be, we built more precise principle sketches in

3D (see next page). Here we are exploring what

consquncs th dirnt layouts hav and try

to gur out what layout is bst for th usag in

our scenarios.

Having the bridge on the back-end of the

construction would force us to build it higher like

todays Tug boats for it to hav good nough ld

of view forwards. However, placing the cargoat the aft would make the whole vessel hard to

maneuver if the propulsion mainly comes from

the thug boat unit.

What we could do to get the best out of both

concepts is to install thrusters on the cargo itself

and have the main propulsion on the aft at the

cargo when the two units are connected. The

cargo may then also have its own DP-system that

can work independently and together with the

boat itself.

Minimize


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Minimize

Automation of operations and maintenance

give opportunities to use smaller crews. We

experimented with minimizing the bridge and give

it a more cockpit feeling at aft-bridge.


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By reducing the vessels accommodation area

you would not have to transfer a lot of dead-

weight around at any given time. By introducing

a modular accommodation you could ad and

rmov accommodation to t th opration bst.


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The gap in the middle of the vessel hull makes it

a so called tandem strut SWATH minimizing the

impact of both longitudinal waves and transverse

waves (Dinsmore, na)


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Locking cargo unit at sea


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Is it feasible to connect and disconnect a cargo

unit at sa? To nd a solution to this issu, w

searched for other areas that uses these types of

locking systems. What we found were very to the

point and makes the solution feasible because

there already exists similar solutions used on

sa. W lookd mor spcically at th tug boats

which conncts to dirnt bargs, ths us

tug-barge couplers, and now also articulated tug

barge couplers.

With this system the tug and the barge heave and

roll as one unit, but pitch independently on the

axis of the rams.


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Going back and forth between CAD and sketching

we explored how the connection could work and

also looked at the visual impact of the connection.


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the last and more precise guiding. The surfaces

allow the locking mechanism on the vessel

and the cargo unit to move both vertically and

horizontal to each-other, giving a margin for wave

movements during the attaching of the cargo unit.

As with the tug-barge connection mentioned

earlier, the cargo and vessel rotate individually in

the point of connection. This is made possible byusing ball-bearings inside the connector arms.

To help us visualize the locking process, we made

short animation sequences looking for possible

hazard scenarios and strengths and weaknesses

on each principle sketch. Some of the ideas were

very complicated to visualize, so we made physical

mock-ups to aid us in the decision making.

The solution we chose guides the cargo into

position in two steps. First by being wedge

shaped, the cargo unit is guided into position and

then the cup-shaped male female connection do

Illustration 2: First try, Attached.

Illustration 1: First try, Open.Illustration 3: Chosen concept. Open.

Top View chosen concept.

Top

Illustration 4: Chosen concept. Attached.

Automated cargo handling


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results

MPSMulti purpose swath

ULSTEIN


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The Vessel OPERATIONAL FLEXIBILITY


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ULSTEIN

Minimized Vessel Crew

and Accommodation

SWATH Hull


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ULSTEIN

As the base mo

room for two p

the accommod

is supposed to

whr thr is n

kitchen, sleepin

The modules ha

electricity.

Other than acco

possibilities to i

solar panels, ex

helicopter platf


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Bedroom module.

ULSTEIN


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Oc unit.

ULSTEIN


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Kitchen module with cafeteria.

ULSTEIN


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Accommodation for two people

Connection interface


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POWER SOURCE

Powered by LNG Electric propulsion system,

emissions are minimized. Driven by shaft less

electric propellers, the vessel and its unit are able

to share their power source while connected.


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STREAMLINING LOGISTICS

The Operation


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ROLL ON ROLL OFF


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500M Safety Zone

1. Compared to todays situation, where

vessels stand in queue to deliver goods to

the platform, the cargo unit can be dropped

o by th platform. Thn th platform cran

operator takes over control inside the 500m

safety zone.

3. After loading and unloading at the platform

is done, the cargo is moved out of the safety

zone, where it waits to be picked up.

2. After taking con

operator positions

platform crane. He

the unit. The loadi


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Impacts

The Effects of the modular MPS Concept


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Operations

ecincy and safty of oprations can b

improvd by using th vssls in a dirnt

mannr. Modularity givs oprational xibility

and opens up for new logistic systems, and a

biggr varity in t oprations.

Ulstein

A big part of Ulsteins resources is being used on

Vessel construction

As this concept consists of a standard vessel

platform, production would become much

more standardized than they are today. New

standardized production lines and increased

use of advanced industrial robots can make

in-sourcing possible, enabling the Norwegian

maritime industry to take up competition with

vessel construction in countries like China.

Standardized production line at Ulsteinvik year 2030.

in

to

sa

fo

gi

U

C

Fo

po

cuof

sm

In

an

fu

ne

cu

In

As

m

ch

Th

by

ca

What's next?


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sub-sea The platform allows third-party vendors

to build their own systems, which means Ulstein

could give out license for using their platform

and specialized vendors could build any type of

units, even in small quantities. This would give

Ulstein more leverage as a ship builder if the

This concept does not end with the cargo solution.

There is a lot of opportunities with this modular

thinking.

W visualizd som idas that could t this

concept. A unit for installing windmills and a

Example of a windmill unit.

interface would be

and could give the

customers and sel

upgrades.

Conclus


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The concept is dev

ambitions and goa

solution that answ

and possibilities fo

has been develope

we feel that we ma

the process. The c

provocativ, and w

underlay and furth

We have worked v

this project. We th

contact persons at

and had little time

good thing since w

dirnt and push

resources and fee

tak dcisions mo

We think Ulstein w

see the value of it

very challenging b


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Thanks To

SUPERVISOR Sigbjrn Windingstad

THE PARTNERS Ulstein International ASAnn Hsttt, yvind Gjrd Kamsvg


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Aftnpostn.no (2

Available: http://w

Design & ship tech

Availabl: http://w

vessels.jsp ( Acces

Dinsmore R (Date:

erikstad, 2009, Mo

Dallkken P.E (201

Hargreaves S (201

Available: http://m

Hole L R & Brostr

Available: http://m

Hustadnes, H & Be

Availabl: http://w

Kosk R.S (2009),

Krogsrud (2012)

List of References


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Making waves, (Greenpeace.org)

Available: http://www.greenpeace.org/international/en/news/Blogs/makingwaves/success-shell-stops-arctic-oil-drilling-

for-t/blog/42136/?accpt=fd27f4dd6246b022c304c2 0d62a19 (Accssd: 20.02.2013)

Maritime journal.com, (2010), Abeking & Rasmussen cut wide SWATH in workboat world,

Available: http://www.maritimejournal.com/news101/vessel-build-and-maintenance/ship-and-boatbuilding/abeking-and-

rasmussen-cut-wide-swath-in-workboat-world

Mulder S (2006) The user is always right - A practical guide to creating and using personas for the web, Publisher: New

Riders.

Murtdjo M & Djatmiko e B (2004), Prdiction of motion charactrstics on SWATH typ oating structur using two-

dimnsional Frank clos-t tchniqu, Jurnal Mkanikal, 46 65.

Product catalog (2007), (Rolls-Royce.com)

Availabl: http://www.rolls-royc.com/Imags/08.RaBr_4p_24.01.07_tcm92-8715.pdf (Accssd: 10.02.2012)

National Gographic.com (2007), ects of Global Warming Availabl: http://nvironmnt.nationalgographic.com/

nvironmnt/global-warming/gw-cts/

Rahimuddin (2012), Nonlinar Rspons of SmiSWATH Ship, Bow-diving, and Fin Stabilizr ect in Following Sas,

International Journal of Engineering & Technology IJET-IJENS Vol: 12 No: 02, 38-47.

Rederiforeningen.no (2010), Nytt servicefarty for vindmller til havs ,

Availabl: http://www.rdriforningn.no/?pag=132&nws=195

Schilling, M A (200

Management Revi

Segrov B (2013), S

Sitnws.us (2011),

us/0111News/010

Stensvold T , Batt

Tror p b

Roboter Tilbyr o

St kurs

SWATH, http://en.w

Walsh B. (Sep. 11,

Availabl:http://sc

28.02.2013)

Documents

The Future of Offshore Supply