Page 30: of Maritime Reporter Magazine (January 2022)

The Ship Repair & Conversion Edition

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REPAIR & CONVERSION OFFSHORE WIND “ I think everybody in this room knows what the current cost to build a U.S. ? ag Jones Act compliant SOV is, and I don’t think any project can support a rated return based around a $100+ million asset.”

Chad Verret, Executive Vice President,

Harvey Gulf International Marine Inc., speaking at ABS’ Offshore Wind

Conference last year in New Orleans.

it is also widely acknowledged that there is a role for quality no modi? cation – to have it ? t right in with our operational conversions to get and keep projects in motion. requirements. So I think it’s a perfect example of utilizing a

For the Keppel AmFELS WTIV, which will be used to erect U.S. existing asset, 100% U.S. owned company that we can turbine structures for mid-Atlantic and New England wind just bring right on to service our wind farm.” Paul Candies is projects, there is no existing asset to convert, but in many cases powered by four Caterpillar 3516C engines (Tier 4 each 2,250 there are indeed choices. The electric power grid’s ambitions kW) tied to Schottel thrusters. to deploy 30 GW of offshore wind capacity by 2030 have im- South Fork Wind, a partnership between Ørsted and U.S. plications for shipbuilding and repair yards. The question of electricity provider Eversource that will deploy a dozen Sie- building new versus converting existing assets was the subject mens Gamesa 11 MW turbines about 35 miles east of Montauk of an insightful discussion at the ABS Offshore Wind Con- Point, gained Bureau of Ocean Energy Management (BOEM) ference held November 30, 2021 in New Orleans, the panel approvals in the week prior to the ABS event. Hagen-Peter

Accelerating the U.S. Market with Vessel Innovation moder- added: “We came with the approach, ‘Here’s our operational ated by Greg Trauthwein. Turbines in coastal waters clearly requirements, show us what you can provide, let’s work to- give rise to demand for multiple vessel types; many existing gether and see what we can do.’” vessels, mainly built for the offshore oil and gas trades, could While she admits there was a wide spectrum of vessels that be candidates. In European markets, vessels built for offshore could have been ? t for the job, the Inspection Maintenance oil ? elds have seen conversion into Service Operation Vessels Repair vessel from Otto Candies was “literally the perfect (SOVs), with the addition of “walk to work” gangways and, vessel for us.” sometimes, helipads. In the North American market, the dis- Repurposing existing vessels may not always be the optimal cussions are fast and furious. choice, particularly as offshore wind moves into deeper waters.

Brigitte Hagen-Peter, a panel member at the ABS confer- Crewboats that had served platform workers in the Gulf of Mexi- ence in New Orleans, and Marine Asset Manager for turbine co may not be suitable for work as Crew Transfer Vessels (CTVs) provider Siemens Gamesa, explained: “We are very happy to along the U.S. East Coast, where the water may be deeper and announce we will be working with Otto Candies. We signed the wave heights greater. Additionally, maneuverability issues the contract with them to work with one of their vessels. The on lengthier trips, including the ability to avoid Right Whales, is

Paul Candies [OSV, with a 250 mt crane, built 2018 at Candies a requirement for work off the New England coastline. yard in Houma, La] will be helping us with South Fork Wind. The Blount Boats shipyard in Warren, R.I., built the ? rst

We’re taking that existing asset – that really needed little to U.S. ? ag CTV, now serving the Block Island Wind project, At- 30 Maritime Reporter & Engineering News • January 2022

MR #1 (18-33).indd 30 1/6/2022 3:13:10 PM

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