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DEMANDING CONVERSION OF NORMAND CUTTER

“The conversion of Normand Cutter has been a pilot project. The vessel has undergone an extensive conversion; though it was the time we had available which presented the biggest challenge. The whole job was completed in a bit over six months,” says project manager Roar Riise of Ulstein Verft AS.

 


The converted Normand Cutter shortly before leaving Ulstein Verft in May 2004.


On 5th December 2003 the cable laying vessel Normand Cutter arrived at Ulstein Verft in Ulsteinvik, Norway. In May, some six months later, the new pipe laying and construction vessel Normand Cutter left the shipyard. “Given what I know of our organisation, I wasn’t in any doubt that we would get the job done. This extensive conversion was carried out in a very short time thanks to the fantastic efforts made by everyone involved in the production, construction and project management,” says Roar Riise.

A WHOLE ‘NEW’ VESSEL
Normand Cutter underwent a metamorphosis: “No less than 1,300 tons of new steel were to be added to the vessel. Ulstein Verft’s division in Vanlyven, Norway, the Maritim Ltd. yard in Poland, and Salthammer Båtbyggeri in Vestnes, Norway, were used to construct the steel sections in order to get the steel to Ulstein Verft quickly. They were used for the side tanks, base of the crane, new living module and ROV hangars,” says Riise.

THE CRANE DOMINATES
“The most important part of the conversion was installing the 300 ton crane on the port side. It is an active heave compensating crane, and the largest of its kind. A new distribution room that provides electricity for the crane was also installed,” says the project manager.
According to Normand Cutter’s captain, Geir Ove Olsen, the vessel now leans seven degrees when the crane is swung over the ship´s side.
“Side tanks, so-called compensators, were installed in the vessel to compensate for this. The vessel is now 3.6 metres wider, from the stern to the bridge, than it was before. Four of the tanks are connected to pumps that automatically ensure that ballast water is pumped from one side of the vessel to the other. These have a total capacity of 2x1,500m3 per hour. The vessel can therefore adjust to the crane’s movements when it is operating over the vessel’s sides. A 300 ton winch is connected to the crane below deck and the hydraulic generator for the crane, the so-called ‘power pack’, produces 4,400 kW. The power pack has a working pressure of 320 bar. The 25 ton crane that was already installed in the vessel has been moved from the port to the starboard side and upgraded with a new, larger winch and has a new emergency function.

THE VESSEL HAD TO BE STRENGTHENED FOR DECK LOADS
One real challenge was the fore and aft strength: “With new requirements regarding extra deck loads the approximately 60 metres long load deck had to be strengthened to bear 10 tons per m2. The basic hull was previously designed for 3 tons per m2. This was a very demanding job, partly because access was difficult. The first deck was strengthened and the distance between ribs halved, and the lower decks were also strengthened. Some local adjustments had to be made as well. The technical part of the work was worked out with good help from Det Norske Veritas’ office in Ulsteinvik,” says Johan Moldskred, assistant project manager for steel.

CAN CARRY OUT UNDERWATER OPERATIONS
A moonpool, a well for underwater operations, has been introduced straight through the vessel. The vessel is classified for Dynamic Positioning, DYNPOS AUTR, and has powerful thrusters and motors in order to be able to perform DP-operations: “The ship has two tunnel thrusters forward, each of 1500 kW, one retractable azimuth thruster forward of 1500 kW, two tunnel thrusters aft, each of 1200 kW, and two CP main propellers, each of 3900 kW. The vessel has four motors, two of 3840 kW, and two of 4320 kW. The DP controls have been moved further forward to the aft bridge and a new manoeuvring chair and controls have been installed in the aft bridge. Three new ROV stations for mini-subs have been installed: one on each side of the after-deck and the third behind the bridge, where a separate ROV hangar has been constructed. All of the mini-subs can be operated at the same time if necessary,” assistant project manager for interior outfitting, Marton Voldsund says.

CAROUSEL FOR UMBILICAL
Given the widening of the vessel there was room for an extensive pipe carousel on deck. “The carousel rotates at a speed of 600 metres per hour and the umbilical is slowed down around the drum. The carousel has a capacity of 2,500 tons of pipe and the minimum bending moment around the drum is 16 metres. The umbilical provides underwater platforms with everything they need,” says the captain. A pipeline that runs over the deck and back over the stern guides the umbilical into the sea.

ROOM FOR MORE PEOPLE ONBOARD
Normand Cutter can now take on a variety of demanding jobs, jobs that can require a lot of people. This meant there was a need to expand the onboard living quarters. New living modules with cabins and offices were installed and the vessel can now carry 114 people compared with the previous 70. New air conditioning also had to be installed due to this upgrading.

A PLEASURE BEING PROJECT MANAGER
All of this work took just six months: “There have been some minor delays along the way, but we have caught up again. The vessel has swarmed with people at work, especially in the cable tanks where the winch and power pack were installed. Nonetheless the entire process was pain free. It has been a pleasure being the project manager for this project group. Our employer, Solstad Shipping, has incredibly flexible, capable people at all levels and I look forward to working with them on other projects in the future,” says Roar Riise.