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Offshore wind farm service  and crew transfer.

Most offshore windfarms are located where even average wind speeds are high enough to meet power production requirements. At the same time construction expenses are tried to be kept at a minimum by building in rather shallow waters. But as both strong winds and shallow waters generate higher and sharper waves, you need reliable and stable crew transfer vessels. For this reason, Mobimar has developed the innovative trimaran CTV Mobimar 18 Wind. 

Mobimar 18 Wind provides safer transfers to offshore wind turbines, made possible by the stable trimaran hull and the unique gripper system in the bow. The vessel is classified to seastate Hs 4.0 and as disembarkation is possible in up to Hs 2.5 meters, you get more operational days and less downtime! Not only are the operational costs significantly lower than for most other currently used CTV's due to crew qualification under 750 kW but the fuel consumption is lower as well (linear to the amount of kilowatts). Extra propulsion in the form of two waterjets ensures that the service operation continues even in case of a main engine failure.

A smoother landing

The 180 degree approaching angle allows choosing the most convenient direction according to wind and sea current. The engine can idle during the landing, while the gripper is in either a gripping or sliding mode. This also makes underwater maintenance works at the turbine easier and safer to perform. Due to the trimaran hull characteristics the impact on the platform is much smaller than with corresponding CTV's. The vessel has seats for 12 passengers.

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MOBIMAR LTD. | P.O.BOX 86 | FI-20101 TURKU | FINLAND

CREW TRANSFER VESSEL

Vessel for the transfer of personnel and spare parts to offshore wind turbines..

Crew transfer vessels (CTV) are mainly used to transport offshore personnel and smaller cargo units. The fender system at the bow helps the vessel to approach the access ladder of a wind turbine or an accommodation vessel and facilitates safe boarding of personnel. Typically, today’s crew transfer vessels are designed to transport 12 people; larger units can transfer 24 people and more. In addition to traditional mono-hull designs, catamarans, trimarans and vessels termed SWATHs (Small Waterplane Area Twin Hull) are deployed in the offshore market. Depending on the specific design, a CTV achieves a speed of between 20 and 30 knots (approx. 50 km/h). Small to medium-sized deck cranes, as well as a fuelling system for wind turbine aggregates add to the versatility of this ship type. Aluminium is the preferred material for the manufacture of crew transfer vessels in order to keep down both their own weight and the impact loads when mooring at the turbine.

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First trimaran crew transfer vessel for U-Ming Marine Offshore launched

Thailand’s Marsun shipyard has launched the first of two trimaran hullform crew transfer vessels (CTVs) for U-Ming Marine Offshore, the joint venture between World Marine Offshore and U-Ming Marine Transport Corp

The ‘Inertia M3’ CTV was designed by WIND Naval Architects and One2three Naval Architects.

The trimaran small waterplane area twin hull vessel will have a patented hydraulic fender system known as the ‘Soft Bow’ and active hydrofoils that produce significant lift force during transit, ensuring a streamlined waterline and a smooth ride at high speed.

The foil’s size and position have been optimised to reduce motions during low-speed approaches to boat landings on offshore wind turbines.

According to the owner, the combination of a slender waterline and foils will reduce pitching motions by more than 50% compared to a catamaran CTV. This reduces bow motion during approach and significantly reduces the risk of slippage during crew transfer. The new vessels are propelled by three HamiltonJet HTX52 waterjets.

Once in service, the CTV will support the Taiwanese offshore wind industry.

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Home » News » Next generation CTVs arrive to help combat emissions

Next generation CTVs arrive to help combat emissions

Thursday 4th November 2021

CWind has worked with naval architects to develop the world’s first hybrid SES crew transfer vessel, as projects move further from shore.

Reduced emissions and fuel consumption, increased speeds and range, and an ability to operate in higher sea states are factors influencing the design of the latest crew transfer vessels (CTVs) for the offshore renewables sector.

Vessels are being designed with hybrid propulsion, electric drives and an ability to operate in more remote locations for longer, as the offshore wind sector installs deepwater fixed and floating turbines.

Lea Hurst, Head of Fleet at CWind, part of the Global Marine Group, explained the latest trends in vessel design during Riviera Maritime Media’s Maritime Hybrid, Electric and Hydrogen Fuel Cells Conference in Bergen, Norway, in October.

“We are at a pivotal point in the success story of offshore wind. As we continue to scale up, we are looking for solutions to industry challenges to reduce emissions, reduce costs and increase performance of offshore assets ”

Challenges in reducing emissions and costs can be overcome through investment in hybrid propulsion and batteries for low, or even zero, carbon operations. If these are not viable, then vessels should have IMO Tier III-compliant engines for minimal NOx and particulate matter emissions.

“Reflecting on what our customers now require of us, we must strive to create vessels which are future-proofed and ready to adapt and evolve to the changing demands of the industry,” said Mr Hurst.

“A vessel which can perform in increased sea states is vital for reducing lost time due to weather days. As projects move further offshore, the investment in individual vessels increases,” he said. Capital investment in CTVs of more than 30 m in length are estimated to be around US$10M.

Earlier generations of CTVs were built to operate in 1.5 m significant wave height, but there are requirements for up to 2 m height. “This is becoming more of a desired advantage for projects further from shore,” said Mr Hurst, as is having accommodation, including sleeping areas on vessels.

There is also an advantage for increasing passenger capacity. “The sweet spot seems to be 24 passengers; however, some of the largest CTVs in the market are able to carry up to 56,” said Mr Hurst.

“Clients are seeking flexibility for a high cargo capacity to ensure they have the ability to utilise their contracted vessel for as much work as possible,” he said.

“We must create vessels which are ready to evolve to the changing demands of the industry”

The hullform of CTVs has also become important for operational and environmental performance, capacity and range. “The impact vessel hullform has on emission reductions is now being realised,” he explained. “It is not enough to simply choose the vessel based on aesthetics alone, we also must evaluate the operational profile requirements of the work it is required to do on site.”

Most hullforms on existing CTVs are monohull or catamaran. There are also trimaran, swath and surface-effect ship (SES) hulls. The benefits of monohulls include ride comfort and fuel saving, while catamarans have larger fore decks and better stability.

Trimarans provide stability and larger cargo capacity, while swath have better ride comfort and SES offer higher speed and ride comfort.

CWind is set to introduce the world’s first hybrid CTV with an SES hullform,  CWind Pioneer , which has the “ability to be zero-emissions in-field, whilst the technicians are on the turbines, as well as being 20-30% more fuel efficient than a conventional crew transfer vessel,” said Mr Hurst.

“The vessel marks the next generation of CTVs, capable of transferring in increased sea states, reaching speeds exceeding 40 knots and tracking a wealth of data to increase performance, all whilst offering a reduction in emissions,” he explained.

“This vessel offers customers a more cost effective, greener alternative to expensive, fuel-intensive SOVs, which is especially beneficial for windfarms located further from shore,” he said.

CWind Pioneer  can operate at speeds exceeding 43.5 knots and can transit and transfer safely in sea states over 1.8 m significant wave height.

At 43.5 knots,  CWind Pioneer  is 20% more fuel efficient than conventional CTVs running at 24 knots on a mile-for-mile basis, noted Mr Hurst. “For a typical windfarm situated 30 nautical miles from port, this translates to a reduction of over 110 tonnes of CO 2  per vessel, per year, by using the hybrid SES,” he said.

Its SES hullform and an air cushion motion-control system minimise motion and accelerations, resulting in a smoother, more comfortable CTV experience for technicians and crew. There is accommodation for 24 passengers on the vessel.

“The overall design and build pays particular attention to technician and crew health, safety and comfort, delivering the workforce in the best possible work-ready condition” said Mr Hurst. He added: “This results in increased operation days offshore for our client’s operations, maintenance and construction activities.”

CWind Pioneer ’s hybrid propulsion comes from Danfoss Editron’s hybrid drivetrain. This consists of two inline power take-off and power take-in machines, one DC-DC converter for the vessel’s batteries, grid solutions and shore-charging capabilities. “These components operate via a DC-cabinet and are controlled by a control system that features a small human-machine interface on the vessel’s wheelhouse,” said Mr Hurst. The vessel’s propulsion engine delivers sprint speed and extreme bollard push, from its 1,600-kW installed diesel engines, which can be battery boosted up to 1,800 kW.

“The hybrid drive moves us closer towards zero-emission electric drives. By utilising the knowledge and data obtained from the hybrid drive, CWind, and the wider Global Marine Group, will be able to progress with fully electric drivetrains, which will allow us to use fuel cells and mixed generation on our future vessels. This will further reduce emissions and enable CWind to operate effectively in the space of running complex, ultra-low and zero-emission CTVs with class-leading performance.”

Future CTVs and service vessels will also be designed to connect to offshore turbines for charging, according to Maersk Supply Service venture partner Sebastian Toft. This vessel owner has developed a charging system, including a buoy, that will be tested on a UK offshore windfarm in 2022.

This offshore charging buoy could also be used for OSVs when connected to production platforms that are themselves using power from shore.

“Offshore charging infrastructure could cater for different electric and hybrid support vessels,” said Mr Toft.

“They provide safe mooring and clean energy supply, reducing costs for idling vessels offshore. They will support the transition to electric and future fuels.”

When moored, vessels will be able to weathervane by swivelling around the buoy and switch off propulsion. Mr Toft said the first of these is scheduled to be tested on the Race Bank windfarm. If this is successful, other applications could follow.

Anchor handlers upgraded with hybrid propulsion

Propulsion on anchor handling tugs can be upgraded to incorporate hybrid propulsion without replacing shaft lines and main engines. Berg Propulsion product director Emil Cerdier said vessels can be retrofitted with electric motors, larger azimuth thrusters and control systems to reduce emissions.

This comes from experience in upgrading a series of anchor handlers operating offshore Angola, where controllable-pitch, 340-cm propellers, with 356-kW input and 560-kW electric motors were added. Mr Cerdier said these vessels could operate on electric mode for “slow transits and standby operations”. They operate on diesel mode for fast transit and dynamic positioning. “Then on hybrid mode with boost from the motors for maximum bollard pull and response time” he said.

This article was originally published by Riviera.

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U-Ming Marine Offshore Buys Two CTVs for Offshore Wind Market in Taiwan

April 26, 2022

Credit: U-Ming Marine Offshore Company Limited

U-Ming Marine Offshore Company Limited (UMO) has acquired two secondhand crew transfer vessels (CTVs) and completed their reflagging.

The company, a joint venture between U-Ming Marine Transport Corporation and World Marine Offshore A/S, said the vessels, “UMO Mistral” and “UMO Scirocco” were trimaran SWATH vessels ideal for the harsh environment in Taiwan. 

"The hull form of the trimaran gives crew and passengers optimal sea comfort and less fatigue, and reduced slamming. The design shows a 40% improvement of uptime compared to best catamarans available on the market. Accommodation and wheelhouse areas are placed aft on the vessel, to reduce heave and pitch for improved sea comfort," UMO said.

"The vessels are ballasted down at the transfer station, to reduce roll, pitch and heave movements of the vessel to a minimum and they are fitted with a patented hydraulic fender system “Soft Bow” that allows the vessels to approach in higher seas," UMO added.

UMO also said it has invested in a BareFLEET remote monitoring system used to send daily reports about crew, technicians and equipment scheduling, fuel consumption, weather patterns, a safety report, and drill status to customers, as well as shore‐based managers with regards to the vessels' safety feature and operational status.

Two further CTVs are under construction and scheduled to be delivered in the second half of 2022. All four CTVs have secured contracts in the Taiwan offshore wind market.

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Ad Hoc Marine Designs unveils 41m SWATH Crew Transfer Vessel

Ad Hoc Marine Designs has introduced a new 41m Walk to Work (W2W) SWATH Crew Transfer Vessel (CTV), capable of being at sea for up to two weeks with 24 technicians onboard, accommodated in their own individual cabins.

The vessel designer said that the new SWATH CTV, which can also carry any combination of 4 ISO containers, gives operators a better alternative to ordering larger vessels, especially when servicing offshore wind farms built far offshore.

The new vessel is based on the company’s Typhoon Class SWATH design that meets significant wave height requirements for future rounds of offshore wind farms in the UK, according to Ad Hoc, who explained that the 41m CTV can run in Hs=3.5m sea heights and adopts the same philosophy of MCS SWATH 2 by going quad drive with four CAT 3512C engines rated at 1,678kW each, giving 25 knots.

“The next round of windfarms and the future vessel requirements for higher wave height and being longer at sea is due to windfarms being placed further out to sea,” said John Kecsmar, naval architect at Ad Hoc Marine Designs . “Our Typhoon Class SWATH design is the best one on the market to meet these requirements going forward.”

The company highlighted its new 41m SWATH’s seakeeping capability during both transits and transfers.

The SWATH’s motions are tuned away from expected sea states, coupled with the addition of Island Engineering’s zero heave mode built-in to the motion control system, ensuring that the whole vessel is ‘heave damped’ and does not require any heave dampened gangway for transfers. This enables the operator to reduce fuel consumption by running on just one or two smaller engines when on the tower, or just the gensets when in ‘hotel’ mode for long extended periods, Ad Hoc detailed. Nevertheless, the vessel is also able to be fitted with Ad Hoc’s DampaCat system which increases damping even further.

Upon introducing the new 41m CTV, Ad Hoc also presented a 33m Typhoon Class SWATH, a smaller version of the new W2W CTV that can accommodate 12 passengers. The 33m vessel is also designed to operate offshore for up to two weeks.

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Atlantic Pioneer

On a blue-sea, blue-sky day at Quonset Point in North Kingstown, R.I., Atlantic Pioneer cleared the breakwater and entered Narragansett Bay. When Capt. Jordan Ryan lay on the throttles, the stern dug in and the bow rose up and over, throwing an impressive display of white water.

Atlantic Pioneer is the first crew transfer vessel (CTV) purpose-built in the United States to support offshore wind farm construction and maintenance. The aluminum catamaran, with three offshore workers aboard, was speeding to the Deepwater Wind LLC site — the first offshore wind farm in the country, under construction in 90 feet of water three miles southeast of Block Island, R.I. The speedster was designed by South Boats IOW in the United Kingdom and constructed for Atlantic Wind Transfers by Blount Boats of Warren, R.I.

Atlantic Wind Transfers is at the forward edge of what promises to be a growth industry on the Atlantic coast. The 70-foot Atlantic Pioneer was built to meet a 20-year contract to service the Deepwater Wind site. When completed this fall, the Block Island tract will consist of five turbines, supplying the island with electric power that currently is provided by diesel generators.

“There are three more tracts set to be developed between Block Island and Martha’s Vineyard,” said Charles Donadio Jr., founder and president of Atlantic Wind Transfers and its parent company, Rhode Island Fast Ferry, both based at Quonset Point. “That’s roughly 80 minutes off my dock.”

Donadio has more than 20 years of experience operating fast catamaran ferries in the waters encompassing Narragansett Bay, Block Island and Martha’s Vineyard. He watched the growth of the offshore wind farm vessel market in Europe with interest. When offshore wind farm proposals surfaced along the northeast Atlantic coast, he saw opportunity.

“Given my terminal location, which is logistically the closest to this wind farm as well as the other three large tracts that are set to be developed, it made sense,” he said. “This is what we do. We transport passengers on much larger fast ferries, so it’s not any different than what we are doing now.”

Atlantic Pioneer is based on South Boats’ 21-meter offshore support vessel design. The Isle of Wight company specializes in the design and construction of a broad range of fast offshore workboats. With more than 80 of its CTVs plying the offshore wind farms of Europe, it has garnered the lion’s share of the region’s wind energy support market.

Atlantic Wind Transfers customized and equipped Atlantic Pioneer for offshore support and for passenger service. To that end, the vessel carries a U.S. Coast Guard Subchapter L (offshore supply vessel) classification to carry up to 16 offshore workers and a Subchapter T classification to carry up to 47 passengers.

“We were able to achieve a dual certification so that we can make the vessel more versatile,” Donadio said. “South Boats has been doing this longer than anybody else overseas and owns the majority of the market share. The evolution of the vessel’s design has been ongoing for over a decade overseas, so why go out and figure it out yourself when you can utilize their experience that is working successfully and safely today? And it just so happened that Blount Boats’ shipyard in Rhode Island owns the license to build the design. So it was a great partnership from day one.”

Blount Boats, a mere 45-minute drive from Quonset Point, signed an exclusive licensing agreement with South Boats in 2011. The Blount family name is prominent on the Warren waterfront, both for its shellfish production facility, Blount Fine Foods, and the boatyard. Since the patriarch of the family, Luther Blount, passed away in 2006, the company’s yard has been operated by his daughters Marcia and Julie, president and vice president, respectively. A third daughter, Nancy, is president of Blount Small Ship Adventures. The sisters’ nephew, Luther Blount III, presided over the construction of Atlantic Pioneer as project manager.

On a tour of Atlantic Pioneer during sea trials in March, Blount explained that a significant feature of the vessel is the high-friction vulcanized rubber center bow fender supplied by RG Seasight Fenders of Denmark. When the vessel noses up to a wind turbine tower, the thrust of the boat will stick the fender to the tower and the friction will prevent any vertical movement between the two for a safe transfer of personnel.

“They (RG Seasight) have refined the system through several generations of fender development and have arrived at this one as the best,” he said. “It is key to the operation of a wind farm vessel and absolutely essential to conduct transfers.”

Jan Skov Trabjerg, who provides technical support for RG Seasight Fenders, said the company has fitted more than 200 CTVs with the fender system.

“We have delivered the fenders for small and big vessels with different hull types — monohull, catamaran, trimaran, SWATH and SES — and with different propulsion systems and bollard pull, all of which are accounted for when we dimension the fender,” Trabjerg said.

He explained that careful attention is paid to the rubber compound used in each application “because the fender is the interface for contact during the personnel transfer and hence is critical for safety.”

Bookending the Seasight bumper and wrapping around the port and starboard curve of Atlantic Pioneer ’s bow is a thick foam fender supplied by the French company Ocean 3. “They are foam-filled with a thick skin to save weight,” Blount said. “The RG Seasight center fender is solid rubber and thus very heavy.”

Atlantic Pioneer is powered by two 1,400-hp MAN D2862 LE 466 V12 main engines with ZF 3050 1.71:1-ratio marine gears driving two HamiltonJet HM571 waterjets.

The deck is designed to take loads of up to 12 tons on the bow and up to 3 tons on the stern — cargo that can be secured by utilizing lashing and container sockets. The bow is fitted with a Palfinger PK 6500 M knuckle-boom crane for loading cargo and equipment.

A Cummins Onan 17-kW generator provides AC power for air conditioning, heating and a small galley. A PTO-driven hydraulic system powers the deck crane, the fire pump, a fuel transfer pump and a saltwater pressure-washing system. A bank of batteries feeds other onboard equipment.

The interior of the deckhouse includes a head and a small galley area with settee seating. There are also 12 suspension seats for offshore workers or passengers, storage lockers, an entertainment system and Wi-Fi.

“The interior is finished with sound-absorbent carpet material and all of the cabin areas are sprayed with Mascoat,” Blount said. “The engines have standard isolation mounts, but the superstructure is mounted on rubber isolation mounts to mitigate noise and vibration.” Following sea trials, Blount confirmed that the boat is very quiet.

The CO2 fire suppression system is located in a locker on the outside of the aft cabin wall. A platform called a jet guard, installed over each jet, is often used for boarding the vessel.

The array of the latest electronics, logically configured for the helmsman, includes a Furuno NavNet 3D navigation system with Furuno 2117 radars and Green Marine monitors. There is also a FLIR M-625XP thermal imaging camera, an IMTRA Colorlight searchlight, Standard Horizon Quantum GX5500S radio and HamiltonJet propulsion controls.

“I really like the way this boat handles,” said Ryan on a quick turnaround crew change at the Quonset Point dock. “It was designed to connect to the (tower) foundations and it does that very well.”

With the first offshore wind farm established on the northeast Atlantic coast and more to follow, there likely will be more specialized high-speed CTVs transporting crews to and from the sites for construction and maintenance. As the first CTV in the country, Atlantic Pioneer is setting the standard.

“We specialize in high-speed catamaran transportation, and these are just smaller high-speed catamarans moving people and cargo back and forth,” Donadio said. “It’s a natural fit for our company and we now have the experienced crew on hand. It’s just a great opportunity for us to expand our new commercial division, Atlantic Wind Transfers.”

By Professional Mariner Staff

FCS 2710 INCREASED COMFORT AND SAFETY

Falcon 1 and Falcon 2 are the newest designed for CTV, FCS 2710. She follows UK Offshore Service Vessel rule and standard. It upgrades whole vessel space, providing comfortable spaces, including passenger and crew rest area. For the best travel experience, we change the passenger area to the middle part of vessel and large windows with excellent view. The deck cargo up to 20 tons, 7 crew and 12 passengers can onboard.

FCS 2610 EQUIPPED WITH QUICK, COMFORTABLE AND SAFE OFFSHORE TRANSPORTATION

Falcon 3 is catamarans and the hull construction is made of aluminum. The deck cargo can carry more than 10 tons, the maximum speed can up to 25 Knots and take 12 passengers. The main design of CTV is ensuring the comfortable experience while sailing to wind farm. Now, Falcon 3 is ready to face all challenge.

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Trimaran Crew Transfer Vessel

High-Speed Passenger Trimaran CTV for Offshore Windfarm. The advanced, aluminium hull features three independent drivelines in each of the hulls and is well equipped with special techniques such as fwd and aft foil, semi-SWATH features, and ballast systems giving the vessel excellent seakeeping at high sea (transit and transfer more than 3 meters wave). These gave her excellent speed, sea comfort, fuel efficiency, maneuverability, and flexibility. The advanced Trimaran is designed by WIND Naval Architects in association with One2three Naval Architects.

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Marsun has experienced in building commercial vessel in the Marine and Offshore industry. We provide wide-ranging of high-quality materials and services.

Marsun Ship Builder & Repairer Since 1980

Established in 1980, Marsun Public Company Limited has continuously earned a reputation as a quality shipbuilder and ship repair. Our yard is located in Samut Prakan, Thailand with a spacious area of 51,000 square meters at the mouth of the Chao Phraya River and stays very close to the Gulf of Thailand only 2 kilometres to the south. Accordingly, the vessels performance testing and sea trials are easier and convenient. Marsun has delivered over 322 various types of vessels.