divers love her! - remontowa s.a. · 12 divers love her! 16 why not? 17 floating ... first operator...

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Customer Magazine ISSUE 1 (17) 2015

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Pioneering propulsion conversion succesfully completed

Pages 3 - 5

Stena Germanicaruns on methanol!

Leadersin safetyPetrofac and Remontowa highly commended at the industry awards

Pages 6 - 7

No jobis the same...Further DFDS ro-ro’s sail with scrubbers installed at Remontowa

Pages 10 - 11

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remontowarepair&conversion

customermagazineISSUE 1(17) March 2015

One of the most demanding offshore proj-ects executd at Remontowa has reached its final phase. When we went to press, the conversion and upgrade of the float-ing production semi-submersible platform FPF-1, operated by Petrofac was nearing completion.

Meanwhile our common efforts put in safe execution of the project have been widely recognized within the industry. We have been “Highly Commended” in the fifth UK Oil and Gas Industry Safety Awards 2015 edition, having received the accolade together with Petrofac in the “Workforce Engagement” category. The event was jointly organised by Oil & Gas UK and Step Change in Safety institutions.

There were over 100 nominations to this prestigious industry award. Selection of the finalists in six categories (Safety Leadership, Safety Representative of the Year, Innova-tion in Safe, Workforce Engagement, Oc-cupational Health & Hygiene, Sharing and Learning) was undertaken by previous win-ners, elected safety representatives and se-nior leaders from across industry.

On this occassion Robert Paterson, health and safety director with Oil & Gas UK, said: - We received some fantastic nominations for our awards which celebrate the outstanding efforts of workers and com-panies in ensuring the best safety practice in the workplace. Even during these difficult times for the industry, safety remains at the forefront of operations and our awards help demonstrate that.

Les Linklater, executive director, Step Change in Safety, added: - It is only right that we continue to celebrate the efforts

made by committed individuals and organ-isations who are seeking to maintain and improve the safety of the North Sea, de-spite the challenges the industry is facing. To be nominated by your peers for playing your part is recognition in itself - he empha-sizes.

We would like therefore to express our gratitude to Petrofac for its initiative of put-ting our project forward to nominations in this prestigious industry awards. Our part-nership and mutually beneficial co-opera-tion in the execution of the FPF-1 conver-sion project for us is another important step in our expertise and further development in the area of work safety awareness.

Speaking of awards I have to mention also this one related to another innovative conversion completed recently at Remon-towa. In March 2015 the Stena Germanica 240-metre-long ferry as the first vessel in the world running on environmentally-friend-ly methanol departed from our yard. Two weeks earlier Stena Line had been awarded the “Shipowner of the Year” accolade at this year’s Green Ship Technology Conference (GST), held in Copenhagen.

The technology is so-called “dual fuel” and uses methanol as the principal fuel, but with the possibility of using MGO (Marine Gas Oil) as a backup.

We are very proud to have our contri-bution to the conversion project which has brought a prestigious title for Stena Line. We are also grateful to Stena Line for the opportunity of being involved in this pion-ieering task in the area of long-term sus-tainable fuel alternatives and for our fruitful cooperation contributing to the EU’s “Motor-ways of the Seas” initiative.

Awards for safety and innovation

Remontowa Repair & Conversion is a quarterly customer magazine of Remontowa Shiprepair Yard, member of Remontowa Holding S.A. Publisher: Temat Ltd., Na Ostrowiu 1, 80-958 Gdańsk, Poland.Editor-in-Chief: Grzegorz Landowski. Phone: +48 58 307 17 90, e-mail: [email protected] content of the magazine (with the exception of photos) may by reproduced provided the source.

3 Stena Germanicaruns on methanol!

9 Conversionof Up Coral

14 I’m obsessedwith Seven Atlantic

12 Divers love her!

16 Why not?

17 Floating laboratory

6 Leaders in safety

10 No jobis the same...

Pionering propulsion conversion succesfully completed

Remontowa SA upgraded a PSV for ROV support and subsea construction work

Purqoi Pas ? and other research vessels elite in Gdansk

Interview with Eric Derrien, Managing Director at Genavir

Petrofac and Remontowa highly commended at the industry awards

Further DFDS ro-ro’s sail with scrubbers installed at Remontowa

Interview with Michael Campbell, Vessel Superintendent at Subsea 7

This support vessel can do what others cannot

contentseditorial conversions

Grzegorz LandowskiEditor-in-Chief

Stena Germanicaruns on methanol!

Pioneering propulsion conversion succesfully completed

Remontowa Shiprepair Yard SA, member of Remontowa Holding has converted the large ro-pax ferry’s propulsion system to methanol fuel. Stena Line has been awarded as “Shipowner of the Year”.

One of the world’s biggest ferry com-panies, Stena Line, has become the first operator in the world to run a large 1,500 passenger ferry on methanol, drastically reducing emissions com-pared to today’s standard fuel.

In November 2014, the ferry operator revealed that it had decided to convert the 240-meter long ferry Stena Ger-manica (ex Stena Hollandica) sailing between Gothenburg and Kiel to meth-anol propulsion. The project was pre-

Stena Germanica converted to run on methanol departing from Remontowa SA in March 2015.Photo: Jerzy Uklejewski


5customermagazine4 ISSUE 1(17) March 2015

conversions

pared in co-operation with the leading engine manufacturer Wärtsilä, the port of Gothenburg, the port of Kiel and the world’s largest methanol producer and supplier Methanex Corporation. The conversion of Stena Germanica was entrusted to Remontowa SA in Gdan-sk, Poland.

Methanol is a clear, colourless bio-degradable fuel that can be produced from natural gas, coal, „biomass” or even CO2. It plays a key role in the energy sector as a clean and cost competitive alternative fuel and energy resource. By using methanol the emis-sions of sulphur (SOx) will be reduced about 99%, nitrogen (NOx) 60%, par-ticles (PM) 95% and carbon dioxide (CO2) 25% compared with today’s widely used fuel (HFO).

Having a similar emissions profile to LNG, methanol has the potential to be an important fuel for the shipping industry in the future. Although more expensive to refine than LNG, meth-anol is liquid at ambient temperature, making it easier to handle and trans-port, and also allowing it to be stored for a greater length of time and requir-ing less infrastructure.

Since 2005 Stena Line has worked to reduce its environmental impact within its Energy Saving Programme, which has successfully reduced ves-sel energy consumption by on average 2,5% every year.

The Stena Germanica vessel has been converted to run on methanol, using an engine conversion kit and ship application supplied and devel-oped by Wärtsilä in co-operation with Stena Teknik. The kit allows the ves-sel to operate in dual-fuel configuration using methanol supplied by Methanex, with MGO (Marine Gas Oil) as backup.

The project may be regarded as a pi-oneering one, given the size of the ship and propulsion plant in combination with innovative technology, previously used only in tests and in small scale. The vessel has conformed to new stringent EU and IMO environmental regulations.

Stena Germanica entered Remon-towa in January 2015, however al-ready several weeks earlier all possible preparations had commenced at the yard, including prefabrication of struc-tural, systems and machinery parts to

be used in the conversion. It involved construction and outfitting of new com-partment, i.e. methanol pump room, installation of high pressure, double walled, methanol fuel feed piping, etc.

As the aim of conversion is, gener-ally, improvement of operational per-formance, including cutting the fuel costs, additional measures - besides modification of propulsion system it-self - have been taken to optimize the fuel consumption. The hull has become

more hydrodynamically effective, con-tributing to fuel costs cutting, owing to modification of the bulbous bow (re-placement with a new shape bulb sec-tion).

Stena Germanica departed from Remontowa Shiprepair Yard on March 24, 2015. On 11-12 March 2015 Stena Line had been awarded the „Shipown-er of the Year” accolade at this year’s Green Ship Technology Conference (GST), held in Copenhagen. The ferry

operator has been awarded for „inno-vative new technology presented since 1 January 2014 that represents an advance for the marine environment”. The jury selected the conversion of the Stena Germanica on the grounds that it was „a strong 3rd alternative that is de-veloping to meet the specific challenge of sustainable sea transport within the ECA”. Green Ship Technology Award is a prize instituted by „Lloyd’s List” (Informa) events to recognize efforts

in maintaining the marine environment and mitigating the environmental ef-fects of the shipping industry.

- Due to our size we have a broad perspective on handling the new sul-phur regulations and it is likely we will use some different types of solutions in the coming years. However, based on the results of the methanol project we are intending to convert additional fer-ries - says Stena Line CEO Carl-Johan Hagman.

It is worth mentioning that it is al-ready second instance of the Remon-towa Holding member company to be involved in the project awarded with the Green Ship Technology Award. Remontowa Shiprepair Yard S.A., as the main contractor, was awarded with Green Ship of the Year title for its Mold-efjord double-ended LNG powered fer-ry built for Fjord1 MRF at Remontowa Shipbuilding (member of Remontowa Holding) in 2010. �

Stena Germanica during conversion in the landscape of Remontowa earlier in 2015.Photo: Jerzy Uklejewski

6 7



offshore

Leadersin safety

Petrofac and Remontowa H ighly C ommended at the industry awards

In the fifth UK Oil and Gas Industry Safety Awards 2015 edition, Petrofac and Remontowa SA have been Highly Commended in the “Workforce Engagement” category. The conversion of the FPF-1 platform has reached its final stage.

The FPF-1 unit during final stage of its conversion at Remontowa SA in April 2015.Photo: Jerzy Uklejewski

Remontowa SA is progressively con-tinuing large conversion and upgrade project of the floating production semi-submersible platform FPF-1, operated by Petrofac - the 12fth off-shore platform being converted at the large shiprepair arm of the Remon-towa Holding capital group.

The 82 m long, 75 m wide and some 30 m high platform, with a displace-ment of 26 639 tons and lightweight of some 14 000 tons, is a significant task for Remontowa SA, which has been entrusted by the Owner with the mod-ification and modernization of the unit.

This production facility, serving as a plant for initial processing and preparing of oil extracted from the offshore field for transport, was built practically from the scratch (receiv-ing all new topsides) at Remontowa SA during 2012-2015.

The semi-submersible platform, that had arrived to Remontowa has been stripped of existing equipment, modified and upgraded. Of the “old” structure only the floaters, transverse pontoons, bracings, columns, main deck, steel structures of accommoda-tion (superstructure) block and flare have left, however, some of them, sig-nificantly modified by Gdansk based yard. Transverse pontoons have had sponsons attached for increased dis-placement. Columns and pontoons have also been modified by adding buoyancy structures improving stabili-ty. Main deck and superstructure / liv-ing quarters block have been modified and strengthened with requirements of the new “refinery” (processing mod-ules) and new accommodation needs on mind.

All equipment of the platform be-sides pump rooms in floaters, es-pecially the produced oil processing plant, have been installed or built from the scratch.

“Refinery” part (processing mod-ules) separate gas and water from crude oil. Gas and processed (cleaned) oil are transported to the shore either by pipelines or via shut-tle tankers. Gas may also feed the generating sets of the floating pro-duction facility. Water, cleaned and

Petrofac and Remontowa Highly Commended in the „Workforce Engagement” category.

separated from crude or oil products, is dumped to the sea.

The platform has the brand new mooring system installed with four winches, a dozen of chain stoppers and twelve anchor chains with pile an-chors.

Entirely new is the outfitting of the superstructure / living quarters block

providing accommodation for 74 per-sons and technical compartments as well. New equipment, facilities and systems installed also include power distribution system, full set of electrical, radio-navigation, commu-nications, remote control, monitoring and safety (electronic automation) systems.

8 9customermagazineISSUE 1(17) March 2015


offshore offshore

All installations and outfitting on a semi-sub are new. This also relates to lifeboats, safety systems, helideck with appropriate installations and two offshore deck cranes.

The platform has a minimum of 15 years of projected life on field and will be moored on the North Sea, serving Stella, Harrier and Hurricane oilfields.

The FPF-1 project has entered its final phase. As we went to press, the construction and assembly phase of the project was about to end followed by delivery - acceptance tests, elec-trical connections, pipelines start-up etc.

Building the floating production unit FPF-1, basing on an upgrad-ed semi-submersible platform, the Remontowa’s employees and subcon-tractors have already been working without accident for over 800 days, which translates into more than four million manhours without an incident.

These efforts for maintaining a high level of health, safety and culture of work have been recognized and ap-preciated within the industry.

The winners of awards, celebrat-ing the people and companies striv-ing to ensure North Sea oil and gas operations are as safe as they can be, were named at awards ceremony held in Aberdeen on April 29, 2015. The prestigious awards are UK Off-shore Oil and Gas sector related, but have international importance, given the specialists and companies work-ing in the UK offshore industry are coming from many countries.

There were over 100 nominations to the UK Oil and Gas Industry Safety

Awards with the selection of the final-ists undertaken by previous winners, elected safety representatives and senior leaders from across industry.

In the fifth UK Oil and Gas Industry Safety Awards edition, jointly organ-ised by Oil & Gas UK and Step Change in Safety organizations, Petrofac and Remontowa SA have become one of the Highly Commended in the “Work-force Engagement” category.

Namely, the distinguished have been Gordon Quigley, HSE Manag-er, Petrofac and Krzysztof Mądrala, Project Director, Remontowa - Petro-fac and Remontowa FPF-1 Modifica-tion Project.

On the occasion of the 2015 edition of the UK Oil and Gas Industry Safety Awards, Robert Paterson, health and safety director at Oil & Gas UK, said: “We were really impressed with the level and standard of entries to our Awards. The innovative approaches being taken by winners to ensure high standards of safety, as well as the measures underway to further raise awareness to the benefits of a healthy lifestyle, really are to be ap-plauded.”

Janusz Czajkowski, management board member for conversion and offshore affairs at Remontowa SA, appreciates the received accolade.

- This is a conclusion of a certain stage of efforts towards building of safety awareness not only related to FPF-1 project, but implemented throughout the organization. This award is also result of planning of work as well as defining technology also in regard to safety issues - he emphasizes.

Importance of safety of work is also appreciated and emphasized by CEO of Remontowa SA - Jarosław Flont.

- Besides modern technology, fa-vourable delivery schedules and competitive prices, safety is a key factor contributing to the overall val-ue of the shipyard as a reliable busi-ness partner and its market position. For years we have been refining and improving H&S procedures, running work safety awareness campaigns among our own employees, subcon-tractors and partners, engaging also workers’ families. I am glad, apart from improving safety statistics, that also Clients of the shipyard appre-ciated our efforts, that is proven by Petrofac’s initiative to put our project forward to nominations in UK Oil and Gas Industry Safety Awards - Ja-rosław Flont says.

Oil & Gas UK is the leading rep-resentative organisation for the UK offshore oil and gas industry. Its members, who number over 500, are companies licensed by the Govern-ment to explore for, and produce, oil and gas in UK waters and those in the industry’s supply chain.

Step Change in Safety is a mem-ber-led, not-for-profit organisation which seeks the make the UK the safest oil province in the world to work in. The organisation has 137 members, which represent opera-tors, contractors, trade unions, reg-ulators and the onshore and offshore workforce. Step Change in Safety is made up of four Steering Groups: Helicopter Safety, Asset Integrity, Competence & Human Factors and Workforce Engagement. �

The vessel 87.07 m in overall length and 18.80 m wide arrived with special deck cargo at Remontowa Shiprepair Yard SA, member of Remontowa Hold-ing early March to undergo upgrade through installation of new special-ist equipment in order to expand the vessel’s capabilities and operational functionality. Its stay lasted for over a month.

Remontowa SA has installed ROV service and launching equipment as well as a knuckle boom crane from Dutch manufacturer Concordia TMS. The crane, with 25 tonne SWL and maximum outreach of 35 m is capable of operation on the waters up to 3000 m deep. With own diesel power pack of 862 kW and active heave compen-

sation system, the vessel is able to op-erate in waves up to 2.5 m high and in wind speed up to 20 m/s.

Interestingly, the Brazilian, UP Off-shore Ltd. owned and operated Up Coral brought the crane destined to be installed at Remontowa SA as its own deck cargo right from the manufactur-er’s quay. The crane was loaded onto the PSV at Concordia Group’s quay in Werkendam, the Netherlands. The main particulars of the specialist off-shore crane installed (TMS Offshore Knuckle Boom Active Heave Crane) are as follows: max. load - 25 tons WLL, max. reach - 35 meters, max. AHC conditions - Hs 2,5 m / 25 t / 15 m, max. working depth - 3000 m, runner winch - 5 tonnes WLL, max. reach run-ner - 37 m, man riding - 1 tonne WLL,

class - Lloyds’ Register of Shipping, in-stalled power - 862 kW.

Besides the ROV equipment and 164 tonne offshore knuckle boom crane installation, Remontowa SA has also performed 3.5 m high mez-zanine deck installation (the new deck, weighing 67 tonnes in total and installed in three sections, is spread over half of the PSV’s work deck area) and some other works. Under this new deck, containers with equipment will be stored among other items. All in all some 107 tonnes of steel has been installed, covering also crane foun-dations, modifications in tanks, some minor piping works, etc.

With new equipment on place, the ship was expected to commence Petro-bras charter off Brazilian shores. �

Conversionof Up Coral

Remontowa SA upgraded a PSV for ROV support and subsea construction work

One of interesting conversions recently completed at Remontowa Shiprepair Yard SA was that related to the upgrade of the Up Coral Platform Supply Vessel, which has been adapted for ROV support and subsea construction work.

Up Coral after completion of its conversion at Remontowa in 2015.Photo: Piotr B. Stareńczak/SeaMedia

10 ISSUE 1(17) March 2015

By the end of May 2015, Remontowa have installed scrubber systems on 30 vessels of various owners and types (car and passenger ferries, cargo ro-ro’s, gas tankers, multipurpose cargo vessels, etc.).

Danish owner DFDS Seaways is investing over EUR 100 million in in-stallation of scrubber systems on 21 of its cargo ro-ro’s. So far 15 of them have the systems already installed. Most of these ships received their scrubber installations in Gdansk, at Remontowa.

No scrubber installation job is the same. Even if the same system is used, the installation differs from one ship to another.

Remontowa has gained experience in installation of scrubber systems of various designs from various manufac-turers, such as EcoSpray, Alfa Laval, AEC Maritime or Wartsila.

Installation of the scrubber is not lim-ited to placing an actual scrubber into (usually modified) funnel stack. There are many related works, partial modi-

fication to some structures on the ship and installation of new accompanying systems.

Recently yet another DFDS Sea-ways ro-ro with scrubber in its modi-fied funnel left Gdansk based yard, namely Ark Germania (196.3 m long, 34.2 m wide, drafting 5.5 m and featur-ing 12 000 ton deadweight capacity, built in 2004 at German yard PS Wer-ften Stralsund).

The scrubber system on Ark Ger-mania was installed in line with similar engineering design as done previously on a sister vessel - Ark Dania (in March

2015). On the latter vessel also new tanks and sea chests.

Both ships are designed and built to conform NATO requirements, to cope with possible transport of military equipment, mainly various military ve-hicles among tasks. When not hired by German or Danish military, the ships are trading commercially.

The scopes of repair works on both vessels have been roughly similar. They included shaft line measurements and rudders, replacement of stern shaft seal, minor repairs to stern ramps (which are designed with segments, so as the ship and its stern ramp may fit to both wider and more narrow shore ramps).

Since May 2015, Ark Germania, with a scrubber installed at Remontowa, operates on the Esbjerg - Immingham route (six loops weekly). For Ark Ger-mania and Ark Dania the supplier of scrubber systems chosen by the own-er is ME Production / Marine Exhaust Technology.

In their scrubber SOx is washed out

of the exhaust gas by injecting sodi-um hydroxide as the reacting agent in the process water. In the scrubber unit SOx is washed out of the exhaust gas by the process water. The scrubber unit design is always customised ac-cording to the individual vessel and the available space on board.

Sodium Carbonate is injected in the process water as the reacting agent to remove SOx in the exhaust gas. The Na

2CO3 agent is supplied from the dos-ing unit.

The supply of process water for the scrubber unit is taken from the pro-

cess tank. The process water is also returned to this tank. Fresh water is added continuously and wastewater is taken out for wastewater treat-ment.

The cooling system is based on sea-water being pumped in to a heat ex-changer and from there back to the sea in a closed system without any connec-tion to the internal process water flows.

The process water is continuously being cooled for an optimised scrub-bing process.

Wastewater from the process tank is being treated to separate sludge content and waste water. Sludge content is sent to the ship’s normal sludge tank and waste water is then again cleaned to a quality level that allows discharge of most of the wa-ter. The rest of the waste water is sent to a holding tank for disposal in port.

DFDS is a growing internation-al shipping company with a leading market position in Northern Europe. DFDS, headquartered in Copenha-

gen, was founded in 1866, DFDS has provided passenger ferry services for more than 140 years, with a fleet considered to be one of the largest in northern Europe, operating from Spain to Russia.

There have been were as many as 40 scrubber systems contracted for installation at Remontowa in the course of the years 2014-2015. As we went to press, at least 14 further vessels were confirmed and expect-ed to enter the shipyard for scrubber installation while a dozen or so were negotiated. �


11customermagazine

repairs

No jobis the same...

Further DFDS ro-ro’s sail with scrubbers installed at Remontowa

Many shipowners and operators have opted for scrubbers. Of these, many have chosen Remontowa SA but DFDS steel remains in the front line of combustion gas treatment.

Numerous vessels of various owners and types have been retrofitted with scrubbers at Remontowa.Photo: Jerzy Uklejewski From 1 January, 2015 new EU legis-

lation came into effect limiting the sul-phur content of the fuel used by ship-ping lines operating within SECA - the Sulphur Emissions Control Areas of the North Sea, Baltic Sea and the English Channel. The current max-imum sulphur limit is reduced from 1% to 0.1%. Sulphur emissions are toxic, causing acid rain and respi-ratory complications. The new limits will result in a 90% reduction in sul-

phur emissions leading to significant-ly positive environmental and health benefits. Shipping Lines compliance to the directive can be achieved through several solutions, including changing to low sulphur Marine Gas Oil (Approx. 50% more expensive than heavy fuel oil); installing purifi-cation systems eg. scrubbers to re-move sulphur from vessel exhaust gasses; investment in new vessels running on alternative fuels.

Ark Germania departing from Remontowa with the ME Production scrubber system installed.Photo: Adam Graczyk

12 13



repairs

Diverslove her!

This support vessel can do what others cannot

Highly sophisticated, complex vessels, including the ones from the offshore sector are not a rare sight at Remontowa Shiprepair Yard SA. In fact many ships come as advanced specialist vessels and leave the Gdansk based yard enriched with complex equipment and capabilities.

Ordinary tankers depart from Remon-towa as modern shuttle tankers, PSV or AHTS are converted or upgraded at Remontowa, such as the two OSV’s in recent months - one arrived as a PSV and departed as ROV support and subsea construction vessel, the other one came as AHTS and left with capa-bilities extended with drilling, sampling and coring.

Other complex offshore vessels come to Gdansk based Remontowa SA just for repairs and maintenance. This was also the case with Seven At-lantic.

The ship arrived to Remontowa SA for not too extensive range of works, however they were crucial for further safe and efficient operations of the complex vessel. The Seven Atlantic visit to Remontowa SA was also meant

to test the yard’s quality and H&S stan-dards.

The repairs programme carried out and the ship’s stay in Gdańsk was concluded with Michael Campbell, superintendent, Subsea 7, present-ing a commemorative souvenir - a large framed photo of Seven Atlantic to the Yards’s project manager, along with his thanks for the world class repair works. The range of works ac-

complished onboard Seven Atlantic included overhaul of five azimuthing thrusters and one fore transverse tun-nel thruster, some steelwork, includ-ing repairs to one of Kort nozzles and some works inside one of fresh water tanks. One of the azimuthing thrusters propellers was also repaired. A winch of the 120 tonne SWL crane was re-paired as well at Remontowa SA, fur-ther to replacement of hydraulic hoses on the same and load test performed for this crane. Three units of ROV equipment were overhauled and load tests of diving bells performed, in ad-dition to overhaul of decompression chambers’ connection flanges to div-ing bells

There were also some refurbishment in accommodation spaces.

The Seven Atlantic, built a few years ago, is still one of the most advanced diving vessels in the world, featuring a 24-man saturation diving system, so up to 24 divers may work onboard. The system is rated to 350 m, which means that it facilitates divers work in waters up to 350 m deep. The diving support system onboard Seven Atlantic also features twin diving bells orientated port and starboard with two hyperbaric lifeboats. Three decompression cham-bers, for three persons each, are avail-able in addition to two chambers for six persons each. Decompression system serves divers teams to safely decom-press after accomplished work done at up six different depth levels.

The fully dynamic positioned vessel’s primary role is diving support for IRM (inspection, repair and maintenance) works as well as offshore construction in the harsh conditions encountered on the North Sea but also worldwide. The Seven Atlantic is especially designed for operating in environmental condi-tions which existing tonnage cannot cope with. She is capable of operations in a large weather window.

As for ROV systems - the vessel is fitted with two permanently installed moonpool launching eyeball ROV heave compensated systems rated to 1200 metres.

The ship was built in 2008-2010 at IHC Merwede Scheepswerf Hardinx-veld, Giessendam and is owned by British company Subsea 7.

Recently, as of second half of May 2015, Seven Atlantic was seen working again on the North Sea, at Gannet B offshore oil & gas field. �

Seven Atlantic in the dock no. 3 at Remontowa.Photo: Jerzy Uklejewski

“Lucky seven” underneath the ship.Photo: Piotr B. Stareńczak/SeaMedia

14 15



people

I’m obsessedwith Seven Atlantic

Interview with Michael Campbell Vessel Superintendent at Subsea 7

Michael Campbell at Remontowa during stay of Seven Atlantic. Photo: Piotr B. Stareńczak/SeaMedia

Where are you from and where were you born?- I am from Scotland. I was born in Cor-

stophine in Edinburgh and I live in Aber-deen. Well, actually I live in Inverugie, which is about 15 miles from Aberdeen and not far from the Subsea 7 offices...

How far is it from the sea?- We are about 30 miles from the sea

and the nearest port which I travel by Seven Atlantic is Peterhead. Aberdeen is on the coast with its own harbour be-ing the hub of the North Sea oil indus-try, but Seven Atlantic is too big to get into Aberdeen.

What school have you graduated from?- I went to James Gillespie’s school

in Edinburgh and then I went to univer-

sity and I studied chemistry. I special-ized in plastic and rubber...

In Edinburgh?- Yes, at college called Napier Uni-

versity. I was lucky, the Royal Navy paid for me to go to university. I left school and went to the military, did basic training for the Navy for one year and then went to the universi-ty where I got to do things that were really interesting in the Navy, like fly-ing, diving and lots of good things. So I got military connections, and then after I graduated in chemistry, I had to go back to the Navy and was com-mitted financially for five years. Then I was in the Navy for 22 years, I left in 2007.

What good things were you doing in the Navy?- I was a deck officer, so I was

like a navigator and I specialized in diving, mine warfare and bomb dis-posal, although I always wanted to be a pilot. I’m not an engineer, I’m definitely from marine deck back-ground.

But in general why have you decided to work on the sea?

- Good question. From young age, 3 or 4, I was obsessed with...

Obsessed?- Exactly! With ships and boats. All

my walls were full of pictures with ships and it was always the Navy. Frigates, destroyers, submarines... That’s why I

think I have a perfect job now, cause I’m still working with ships. I’ve naval background, a brief period as a project manager for Vortech, making Christ-mas trees and people were laughing when I told them “I make Christmas trees after being an officer in the Navy”. They thought “did you do something wrong?”, but these were the subsea, oil well trees that went on the bottom of the seabed in the North Sea for Shell.

Why did you join Subsea 7?- The opportunity came up when I

was working for General Electric Oil and Gas in Aberdeen, and there was a friend.

After the military?- Yes. I left the military career in 2007

and spent one year in England work-ing for subsea company named Cam-eron and then I moved to Aberdeen to work for General Electric. There was a friend, who was also from marine back-ground, he was moving to Subsea 7, came to say “hello” and a year later he asked me to come and join.

Did you have any special interest in the offshore industry?

- That’s another good question. A lot of people from the military, the Navy, make natural transition to the offshore industry because of the background. There’s no work routine at Subsea 7 I’d think difficult, you know, being away from home, working shifts, working late, good or bad weather. There are many people on the Seven Atlantic ship and at Subsea 7 that are ex-military and they took the transition quite well.

Could you describe your work briefly? What are you responsible for in the company?

- As a vessel superintendent, my job is to make sure I deliver the ship and the crew fit for purpose to the project managers, who in turn sell the ship to Shell. My customer is really the proj-ect manager. On a daily basis I’m in the office, normal routine. I speak to the ship a lot, to the captain and the chief engineer virtually every day. I’m responsible to make sure that the ship is maintained, and it’s got all the insur-ance and it’s safe. Vessel’s superinten-dent is a job title and I came to think of myself as a ship manager. I’m also the line manager, to the chief engineer and captain. We work together as a team. The ship’s working in operational pat-

tern. If Shell wants the ship to come in for crew change or to mobilize and pick up stores for a project, the ship will come in 90% of the time to Peter-head, she’ll be there one - three days depending on the scale of that mobili-zation and whenever the ship’s in har-bour, I’ll always be on board.

How many vessels are operated by Subsea 7?- We’ve got a fleet of 44 vessels split

into Norway, Brazil, and Gulf of Mexico fleets. Seven Atlantic is one of six ves-sels that work in the North Sea, so I’ve got good access. I’ve got colleagues who are superintendents and their ships work in Brazil or South Africa quite a lot and their vessel is often put together in a chain of more glamorous travel.

You mentioned that when you were young, you were obsessed with ships. Do you have any ob-sessions related to this particular ship?

- My job is may obsession since su-perintendent is a 24/7 job - you’re nev-er off. Seven Atlantic is only 5 years old, that is very rare. I’m obsessed with her and proud to be associated with her. She’s the world’s most advanced diving vessel. There are only two ships in the world that can do what Seven Atlantic does, cause she’s got a com-pletely unique diving system.

Only two in the world? Which is the second - one?

- Our competitor company, Technip has got a vessel named Scandi Arctic that’s got the same diving system.

Why the system is so unique?- The decompression put on the div-

ers is completely automatic. It’s run by a computer system with big screens and dive control, so when I asked the off-shore manager when are the div-ers gonna arrive at the surface after decompression, they can see to the second when the door will open after decompression profile. So if the divers are at maybe 120 meters depth in the diving chambers and a two-week pro-files come up, they’ll be able to say to them to the minute when they’ll arrive at the surface safely.

What sort of the ship’s improvement is expect-ed after completion of its refitting?

- The major effort is renewal of the class certificates. By law we must renew and survey the ship every five years, that’s being the main work. We’ll have to repaint

the hull for hull conservation, it’s not cos-metic, although we are proud off the work of Remontowa has done with our logos. The next biggest scope of work has been on thrusters. They need to be surveyed as well and we have one thruster that needs to be changed because there was some minor damage in December 2014, when a little bit of plastic from our jet in Scotland got stuck in the middle thruster number 6, which is one of the aft ones. So they have to be changed, and the next biggest scope of work has been on the engines. We’ve got six engines split into three engine rooms and they need their 24-hours overhaul. So this is the last, for the past three years every January we’ve done two of the engines and we do them in a circle like that. So there’s been lots of minor things like safety and firefighting, electrical health checks.

How do you evaluate cooperation with the ship-yard?

- The run up to the docking and the preparations have been second to none. Lots of very good energy and ideas. I love the fact, that the project man-agers at Remontowa have got these cabins in front of a ship. I also like the idea that we’ve got two project manag-ers, we’ve got the employer ship repair manager, who is the go-to man for fixing things and the second - one who’s tak-en good care of us. The service we’ve had from Remontowa was great. We’ve had no complaints, the resources have been amazing, we’ve not been waiting for anything to chase up. The quality of work has been superb. The UK fleet manager, he was here for the past two days, he’s very happy and satisfied.

Have you enjoyed Gdańsk and the Triple-City area? Have you gone sightseeing?

- I’ve not, although I had one day off last week to go shopping into a huge shopping mall in Gdansk. But before I go, I want to visit Westerplatte. For me as an ex-military man, to go and see where Schleswig-Holstein dropped the first shell at the start of the Second World War, is very poignant. Interesting-ly, lots of our officers and crew are from Gdańsk and Gdynia, the chief engineer is from Gdańsk and 80% of our engi-neer officers are from Poland, as well.

Good for you, I suppose... Thank you and good luck!

Interviewed by: Grzegorz Landowski

All my walls were full of pictures with ships and it was always the Navy

16


ISSUE 1(17) March 2015 17customermagazine

repairs

Why not?Purqoi Pas ? and other research vessels elite in Gdansk

During recent months Remontowa SA hosted a couple of research vessels. The most notable one was the French flagged Purqoi Pas ? Yes, why not? - That is just the name of the ship...

The ship arrived at Remontowa to un-dergo a wide-ranging repairs, main-tenance and docking (including hull painting). Numerous hydraulic hoses and pipes have been replaced and several dozens of hydraulic cylinders overhauled.

Extensive overhauls and repairs also covered generating sets, water and fuel pumps, cranes and A-frames for scientific equipment handling on main deck.

Also many deck systems, equipment and structures have been taken care of, such as hatches, main, large stern

Pourquoi Pas ? at Remontowa.Photo: Jerzy Uklejewski

A-frame, cranes, scientific equipment winches, masts, deckhouses as well as ballast and potable water tanks.

Furthermore, shaftline, rudder, propeller, tunnel thrusters, hull shell mounted sensors and appendages have been overhauled. Carpentry and accommodation refurbishing works have also been carried out. In cabins floors have been mended, carpets or floor linings replaced with new ones. Galley have received anti-slip flooring, while the ceiling was raised in gym.

Pourquoi Pas ? (English: Why Not?) is the French, Saint-Nazaire, Alstom Marine built research vessel oper-ated by IFREMER and the French Navy. She is currently primarily used by SHOM (Service hydrographique et océanographique de la Marine). She was ordered in December 2002 and completed in July 2005. The 66 million euro cost was financed by IFREMER (55%) and the French Navy (45%). She is named after explorer Jean-Bap-tiste Charcot’s famous ship.

Pourquoi Pas ? is usually used 150 days per year by the French Navy and 180 days per year by IFREMER. She was designed for hydrography, geo-science, and physical, chemical and biological oceanography, as well as to

launch small submarines such as the manned submersible Nautile and the ROV Victor 6000.

Notably, Pourquoi Pas? has been used for the 2007 deployment and con-nection operations for the ANTARES neutrino telescope. In 2008, Pourquoi Pas ? was used for the initial testing and operations of the PERISCOP, a pres-surized deep sea fish recovery device.

In June 2009 she assisted in the recovery of Airbus A330 plane from Air France Flight 447 - a scheduled passenger flight from Rio de Janeiro, Brazil to Paris, France, which crashed on 1 June 2009 with a loss of all 228 passengers, aircrew and cabin crew aboard.

The missions the ship may under-take include: deep and coastal water hydrography and deploying hydro-graphic launches. Exploration of the water column and currents; submarine cartography using its sounders and cataloguing of the sub-soil (seismic surveying, gravimetry, magnetism); multi-scale study of physical, biologi-cal or geological processes; explora-tion of sites using acoustic equipment, deployment of towed (SAR), remotely operated (Victor 6000) or autonomous devices (Nautile), positioning of heavy

machinery close to the seabed by ca-ble (Penfeld); collection and analysis of water samples, of living matter, sed-iment or rocks; launching of the navy’s Newtsuit system for assisting subma-rines in difficulty.

The ship’s main particulars are as follows: overall length: 107.6 m, over-all beam: 20 m, max. draught: 6.9 m, maximum displacement: 6600 tons, gross tonnage: 7854 UMS, year of construction: 2005; class notation: Bu-reau Veritas Class 1, Special use, high sea, ALP, ALM, ALS, AUT-IMS, AUT-PORT, SYS-NEQ-1, DYNAPOS AM/AT R, COMF-G1. The ship features passive Flume stabilisation tank (49 m³ capacity), crew of 18 to 33, plus 2 students or a doctor, space for up to 40 scientists, technicians and hydrog-raphers onboard depending on the mission type; max. trial speed of 14.5 knots, range of 64 days at 11 knots.

Another research ships recently serviced at Remontowa, also docked, painted and extensively overhauled and repaired, have been large Russian vessels Akademik Ioffe and Akademik Sergey Vavilov, which is partly operat-ed as a research vessel and partly as a cruise expedition ship of Oneocean Expeditions. �

Pourquoi Pas ? entering the Remontowa SA to undergo a wide-ranging repairs.Photo: Piotr B. Stareńczak/SeaMedia

18 19



people

Interview with Eric Derrien, Managing Director at Genavir

Floatinglaboratory

Eric

Derri

en. P

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: Grz

egor

z La

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ski

Usually when we talk to the people involved in the marine industry we find out that their fascinations about the sea usually date back to childhood.

- That was in my case. I was at-tracted by the sea, because when I was young I used to spend all my holidays doing some sailing. I was born 57 years ago in Cledere in the north-west of Brittany in France, in the town situated near to the sea.

Did you spend your childhood there?- No, in fact most of my time I spent

close to Paris. My family, my father, owned a house at the sea, but we were living in Versailles. I remember, that I met a person, a chief engineer, who explained me why this function of chief engineer at sea was interest-ing. And then I decided to go to mar-itime school.

In Versailles?- I did part of my training in Ver-

sailles, and then I went to Nantes, where the Ecole Nationale Marine Marchande is situated. I did my the-sis in Nantes and then I went to sea. Until ’89 I had been with Brittany Fer-ries, where I had worked as an engi-neer, mate and second mate. In 1989

I had gone ashore in the position of a chief engineer and then became a technical superintendent for approx-imately 10 years. In the years 1989 - 2001 I was managing the entire fleet of Brittany Ferries, 1500 per-sons, during the high season in sum-mertime. In 2001 I became technical deputy director.

Why did you decide to join Brittany Ferries at that time?

- Their office was very close to my house. My grandfather was a farmer and one day in 1973 he chartered a small vessel in order to export veg-etables from that company, which was at very early stage of its devel-opment. So, it was natural for me to join them and I did so in 1973 being a first cadet at the company. I decid-ed to left in 2007 when the president and the founder, Alexis Gourvennec, died.

Now you are working as an executive man-ager at Genavir...

- Yes. It’s one year since I have joined this company.

Are there any differences between Brittany Ferries and Genavir?

- Brittany Ferries is a ferry operator, while Genavir operates all the French oceanographic fleet. We owned eight vessels, which are operating all over the world. So it’s a totally different and a brand new business for me with all this stuff, electronic equipment, sonars, submarine devices, etc...

What professional challenges have you met? - Modernizing. As a state-owned

company it was like - so to say - a mirror of the public administration. But we are changing. When I joined I decided to entirely but gently rene-gotiate all the social agreements with seafarers, in a smooth way to avoid strikes and protests. Modernizing the company which originates from the public administration has been a very challenging task. There were more than... 3000 social agreements. What we are doing now is trying to reach the normal standard of a ship management company.

This is not an easy task, I guess...- Genavir is an EIG (Economic In-

terest Group) company consisted of the French oceanographic organiza-tions. The target of the group is to optimize cost and to make synergy

Genavir operates the French oceanographic fleet

Genavir is...

...a Group of organizations for management of oceanographical fleet. Created in 1976, it ensures management of ships, machines and equipment used within the framework of oceanographical research. The members of the group are Ifremer (French Institute of Research for the Exploitation of the SEA), CNRS (National Scientific Research Center), the IRD (Institute of Research and Development) and SURFING (connects maritime BOURBON Group). With a manpower of 320 employees, Genavir provides the crews of the ships, the teams of technicians and engineers specialized in the placement of the machines and equipment. Genavir maintains all the Naval Means which are entrusted to him, carries out the program of the campaigns and ensures the acquisition and the validation of the data collected at sea.

between all the members. We need to look for the most efficient econom-ic solution. That’s why we brought to Remontowa the Pourquoi Pas ? research vessel. You are an experi-enced shipyard and - so to say - the more economically operated than the French ones...

Why the Pourquoi Pas ? is so unique? - This is a very valuable ship fitted

with a highly specialized and state of the art equipment. Deep and shallow water sonars, a submarine, a ROV, many on-board laboratories. The ship is very polyvalent being able to perform all kind of mission. She is extremely booked for missions in the Atlantic Ocean this year and she will go next year to Pacific.

How many crew members are on board and are they selected or specially trained?

- They’re all seafarers, but they’re also trained to operate the equip-ment and to maintain it, that is total-ly different from a normal seafarer job. We have a workshop ashore, but on board they do simple main-tenance and must operate the equip-ment properly. There are 35 crew members and additionally up to 40

scientists working in on-board labo-ratories.

When I hear about the French oceanography I have always Jacques Cousteau, a famous ocean explorer known for his extensive un-derseas investigations in mind...

- Exactly! Commander Cousteau was one of the founders of the mod-ern science of the sea. He was per-forming his researches under the aus-pices of the CNEXO (Centre National pour l’Exploitation des Océans), es-tablished in 1967. In 1984 it was de-veloped into Ifremer, the current oper-ator of the Pourquoi Pas?. But Cous-teau wasn’t the only French scientist related to the ship. Another one was Jean Baptiste Charcot, a medical doc-tor and a polar explorer, who made the research of the South Pole. In the years 1908 - 1910, he sailed on board the Pourquoi Pas ? ship, exploring the Bellingshausen Sea and the Amund-sen Sea, discovering Loubet Land, Marguerite Bay and Charcot Island, which was named after his father, Jean-Martin Charcot. So, that ship was the predecessor of the modern one. Charcot died when the Pourquoi Pas ? was wrecked in a storm off the coast of Iceland in 1936.

Why did you decide to bring this ship to Remontowa?

- For money (laughter). You are able to complete the scope of work within 35 days while the French needs more than 2 months. And during that time we can do another mission, so we save time and we hope to save money, too.

You hope to...- ... yes, economically it is very im-

portant. The ship costs fortune and it needs to sail and to operate. But there is also another reason. I have known Piotr (manager of the West-ern Europe Commercial Office at Remontowa SA) since 2003. We met each other the first time on board the Mount St. Michelle when I was work-ing for Brittany Ferries. We cut the deal for the first two ferries to bring them to Remontowa. Since the we’ve been cooperating and we’ve done together a lot of things, success-fully. That’s why, I should say, I’m very confident with the Remontowa Shiprepair Yard. I know Piotr and I like him, no need to say. It’s also a man story...

Interviewed by: Grzegorz Landowski

Chief Executive OfficerMr. Jarosław Flont

Management Board Member (Production Affairs)Mr. Adam Ruszkowski

Management Board Member(Conversion and Offshore Affairs)Mr. Janusz Czajkowski

Management Board Member (Commercial Affairs)Mr. Zbigniew Andruszkiewicz

Offshore & Conversion Commercial Offices

Conversion, Upgrades, Modification Office: Director: Marek Sokołowski tel. (48 58) 307 11 67 fax (48 58) 307 28 67 mobile: (+48) 603 641 919 e-mail: [email protected]

Offshore and Special Constructions Projects Commercial Office Manager: Szymon Dołżonek tel. (48 58) 307 16 88 fax (48 58) 301 12 81 mobile: (+48) 502 160 470 e-mail: [email protected]

North& South Americas Conversions & Offshore Projects Manager: Bartłomiej Mucharski tel. (48 58) 307 25 45 mobile: (+48) 500 310 412 e-mail: [email protected]

Repair Commercial Offices

Americas Area: United States of America, Canada, South America. Manager: Andrzej Szadziński tel. (+48 58) 307 26 26 mobile (+48) 502 441 862 cell USA +1 (970) 390 8339 e-mail: [email protected]

British & Far East Area: United Kingdom, Irish Republic, Far EastManager: Dawid Piaskowski tel. (+48 58) 307 24 32 fax (+48 58) 301 12 81 mobile (+48) 515 087 260 e-mail: [email protected]

Western Europe Area: Germany, France, the Netherlands, Belgium, Switzerland. Manager: Piotr Kubicz tel. (+48 58) 307 19 64 fax (+48 58) 307 19 10 mobile (+48) 603 069 802 e-mail: [email protected]

Mediterranean Area: Greece, Cyprus, Turkey, Portugal, Spain, Croatia, Slovenia, Montenegro, Italy, Monaco, Algeria, Marocco. Manager: Marcin Seroka phone: (+48 58) 307 23 66 fax: (+48 58) 301 12 81

mobile (+48) 501 052 890 e-mail: [email protected]

Central Europe Area: Poland, the Czech Republic, Slovakia.Manager: Hubert Weiher tel. (+48 58) 307 16 23 fax (+48 58) 307 11 30 e-mail: [email protected]

Eastern Europe Area: Russia, Ukraine, Lithuania, Latvia, Estonia. Manager: Zygmunt Czapiewski tel. (+48 58) 307 26 53 fax (+48 58) 307 28 53 mobile (+48) 502 160 322 e-mail: [email protected]

Scandinavian Area: Norway, Denmark, Sweden, Finland, Iceland, Singapore. Manager: Marcin Mądrala tel. (+48 58) 307 23 01 fax (+48 58) 307 19 10 mobile (+48) 515 178 047 e-mail: [email protected]

Navy Units & Steel Structures:Manager: Arkadiusz Kieda tel. (+48 58) 307 14 26 fax (+48 58) 307 11 30 mobile (+48) 509 905 429

divers love her! - remontowa s.a. · 12 divers love her! 16 why not? 17 floating ... first operator...

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