Jeroen Oving (Field Services Superintendent, Propulsion Services, Delivery Management, based in Drunen, Netherlands) and Ji-Woong Kook (Field Services Superintendent, Services Unit East Asia, based in Korea) were both part of the team that recently completed commissioning and sea trial of the propulsion systems of the ambitious new vessel, the Dockwise Vanguard, built by Hyundai Heavy Industries in South Korea. As the most innovative semi-submersible heavy-lift vessel ever built, the Dockwise Vanguard was built to redefine the limits of exceptional heavy marine transport. This game-changing vessel has been specifically built to provide oil and gas majors and EPIC contractors with design and transport opportunities for mega offshore units, which were until now considered unthinkable.

The unique Dockwise Vanguard

Jeroen Oving: Well, this is a one-of-a-kind project. Dockwise had ordered a semi-submersible heavy-lift vessel: the largest in the world, equipped with five Wärtsilä propulsion units. First of all, there are two main propulsions for normal sailing, which each consist of a controllable pitch propeller (CPP), reduction gear, and electric motor propulsion. Then, in front of the vessel, we have two retractable thrusters, also equipped with CPP. These propellers are pulled into the vessel when not in use, but when deployed they are under the vessel and can create thrust in any direction. Finally there is a tunnel thruster for mooring and positioning.

Ji-Woong Kook: This 275-by-70m vessel requires submersion of 31.5m for cargo loading. Accordingly, we supplied optimised propellers, special seals, and high performance gearboxes with double input shafts and a single output shaft, enabling the crew to operate the main propulsion drive train to the optimum level. Finally, in order to minimise wiring and maximise communication between all the equipment on board, special communication systems were installed.

JO: On the Dockwise Vanguard, the main propulsion uses CPPs driven by electric motors with a fixed speed. More commonly, vessels use frequency-drive electric motors, which run at variable speeds. In this case, all electrical motors are running at a fixed speed according to the owner's explicit specification. In order to cope with that, all the equipment has been equipped with CPPs. Even though the propulsion system is running at a fixed speed, by changing the angle of the blade, you can define the amount of thrust, from minimum to maximum thrust in both directions: ahead and to astern. This combination of CPP with a fixed-speed e-motor is the defining technology of this case, I would say.

Challenges – man-made and beyond

JO: The schedule represented the biggest challenge in this project. It was tight to begin with: three weeks for commissioning is very challenging indeed, actually. But preparation work in the yard took longer than predicted and eventually we were left with only two. Nevertheless, we made our deadline and the sea trial started on schedule on 4 January 2013. I attribute this completely to the strong cooperation between the Dutch and Korean engineers working on these systems.

J-WK: I have to also point out that many other colleagues contributed to the success and eventual timeliness of this project. A number of Wärtsilä field services engineers, for example, installed the CPPs and thrusters prior to commissioning. The retractable thrusters mounting team in particular were under a lot of pressure to keep the vessel on time: they worked 24 hours a day (in two 12-hour shifts) for almost a month and a half to finalise this complicated and time-consuming work before the launch date.

Three major typhoons – including Sanba, the biggest of the year worldwide – hit the area during this period. But even these conditions couldn't stop the work; it had to be completed on time. These field services engineers showed real commitment to satisfying the customer against all odds, so I want to emphasise that there were many "hidden heroes" at work on Dockwise Vanguard. In the end, the success was down to our global Field Services organisation.

Mechanical, electrical, hydraulic, you name it...

J-WK: Typical propulsion equipment can be seen as a mechanism driven by a hydraulic system, which is under electrical control. Needless to say, the hydraulic system should fit into the mechanism to operate the propeller blades effectively, and the electrical control must be well balanced with the hydraulic system. They work as one integrated system, so it is essential that propulsion engineers understand all these aspects. Naturally, we have been trained to cover each area with a high degree of expertise. During the general commissioning, there is often more electrical work, but it is still very important to understand the entire integrated system to do the job correctly.

JO: It's true: we don't focus just on the electrical side, or the mechanical side, or the hydraulic side. This requires a very special skill set, in a way, because working on electrical tasks is different to working on something mechanical. And hydraulic, again, is something else entirely. The field services engineers on my team can deal with all three – as well as software. In the end, the whole system is controlled by software. When there is a problem, we can check it to find the source of the problem and communicate with the office to request an updated version. Same with electrical drawings – these can have mistakes, so you check them, you find any errors, and you fix them. We need to be flexible and multi-skilled: it's that simple.

Engineers without borders

J-WK: When a project involved a traditional propulsion system, we would usually work alone, because it wasn't necessary to have two experts working on a single system. But nowadays we have more offshore projects, larger vessels which often feature multiple propulsion systems. This gives us the opportunity to work with other colleagues, as was the case with the Dockwise Vanguard project.

Working with colleagues from overseas with different backgrounds and experience, it's impossible to have exactly the same attitude about everything. The culture in Asia is slightly different to that of Europe, for example, so it's perfectly natural to have different concerns and opinions. But that difference doesn't mean that someone is wrong. It's just variety, and the more you learn from it, the more you can improve.

JO: People often talk about international collaboration in terms of the negatives. Just consider the vocabulary: "cultural differences", "language barriers", and so on. But actually, having different nationalities on board for a project has a lot of advantages. For one thing it can eliminate language issues. If you're on a very limited time frame, as we were here, communication has to run smoothly. So the Korean field services engineers handle the interface with the shipyard staff working on the ship, making sure everything is clearly understood in Korean just in case the local guys aren't the best English speakers.

Then when it comes to dealing with the shipyard, at times there is negotiation and diplomacy required that a Korean person might find uncomfortable entering into with his fellow countrymen. At times you might have to say things the shipyard doesn't necessarily want to hear – for the overall good of the project, I should add! This is where I come in as a foreigner: I'm able to get to the heart of the matter quickly and just say what needs to be said without any cultural or hierarchical consequences. That's how it worked on this project. I took care of communication with the shipyard management and Mr Kook handled the teams on the floor.

The appeal of the job

JO: I started my career as a design engineer – working in the office on 3D plans, and solving design-related problems. I did this for three and a half years before deciding it simply was not my thing. I needed something more "hands on", out in the field. I've been a propulsion field services engineer for almost five years now and I still find it satisfying.

I'm able to travel around and experience a bit of geographical freedom: I've worked mostly in Asia but have also been across Europe and the Middle East. Asia appeals to me a lot, though – I basically live here. There is a different way of doing things here and a different way of thinking about things generally, which I like. Also I love the food!

J-WK: For me, the continual challenges make this job interesting, and that's why I like being a field services engineer. Any propulsion project represents a different combination of mechanism, variable hydraulic system, and customised controls according to the customer's requirement. We have to take into account variations in the ship's shape, the thrust power demands, the manoeuvrability needs, amongst other factors. So the work is always changing and there is always something to learn. You have no time to be bored as a propulsion field services engineer.

The highlight for me personally is when the customer signs my timesheet at the end of a job. If I receive a compliment from the customer – "You did a good job... Thank you... We'd like to work with you again" – it's a pleasant ending to the assignment. Then, of course, when I return home and my family are happy to see me, welcoming back their husband and father, and looking forward to their gifts from the airport!