RWE Innogy (RWE) operates and maintains a cluster of offshore windfarms located off the North Wales coast and has built up considerable experience during the operations and maintenance (O&M) phase.

This case study describes the development of a method to assess the capability of current crew transfer vessels and explores the additional benefits that use of a helicopter may provide.

This is one in a series of offshore wind operations and maintenance (O&M)-focused case studies, supported by ORE Catapult’s O&M Forum and funded by The Crown Estate and the Offshore Wind Programme Board. These studies aim to highlight game-changing O&M projects and share knowledge among the offshore wind O&M community.

Approaching a critical review: an assessment of real world crew transfer vessel capabilities at Gwynt y Môr

April 2016

Sally Shenton, Managing Director, Generating Better

Summary of findings

• Using actual site data, it was found that the use of helicopters at this site offered no commercial benefit to the windfarm owner in terms of gaining additional access.

• Crew transfer vessels can safely transfer teams in sea states with significant wave heights (Hs) of up to 1.8m Hs.

• The development and application of an access optimisation methodology has enabled several key areas, including future performance improvements, improved confidence in setting guidance, the evaluation of key health and safety considerations and an improved approach to evaluating engineering risks.

Recommendations

• Improvements to crew transfer vessels can result in significant changes to an offshore windfarm logistics strategy and it is important to track these changes and understand their benefits.

• Contractual arrangements should be flexible to allow owners to take advantage of technology improvements, especially where long-term contracts are signed early in the development lifecycle.

• Site owners should retain responsibility for providing access arrangements to enable improved data collection and the selection of optimal access methods with full visibility of costs and benefits.

• Commencing the collection of metocean data early in the development life cycle provides long time series datasets for use during the O&M phase.

• Clustering of windfarms in a single area allows owners to gain a greater understanding of a site’s challenges and allows skippers and crews to develop greater experience.

• The creation of an operational projects team means that resources can be focused on strategic projects, while operational teams focus on day-to-day operational issues.

TLI-CS-00004

Introduction

RWE is one of Europe’s five leading electricity and gas companies and it is active in energy generation, distribution and retail.

The company has been involved in offshore wind power from an early point in the development of the sector, with its North Hoyle offshore windfarm the first commercial scale windfarm to be commissioned in the UK.

As part of its UK renewables power generation portfolio, RWE is part-owner and operator of a cluster of windfarms off the coast of North Wales including North Hoyle, Rhyl Flats and Gwynt y Môr, its most recently completed project.

Figure 1: Gwynt y Môr offshore wind farm: key facts and figures

The logistics concept for Gwynt y Môr was considered during the project development stage and, since then, RWE has gained valuable experience at other operational sites.

The early agreement of operations and maintenance (O&M) concepts is common in the offshore wind industry, due to a need to confirm O&M arrangements as part of the financial closure process and to meet the requirements of lenders and investors.

The access concept developed during the early development process assumed a working limit of 1.1m significant wave height (Hs) and the need for 1,200 hours of helicopter access support. Since that time however, there have been general improvements to wind turbine crew transfer vessels driven by innovation and improvements based on feedback from operational projects.

RWE elected to review and verify the assumptions made at the early development stage of Gwynt y Môr by initiating a project to collect operational data and use this to undertake modelling and detailed assessment.

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Owner Operator: RWE Wind Farm: Gwynt y Môr Capacity: 576MW Number of Turbines: 160 Wind Turbine Model: Siemens 3.6MW Full Commission Date: June 2015

The challenge

At the time of preparing this case study, Gwynt y Môr is the second largest operating offshore windfarm in the world.

A project with costs in excess of £2 billion, Gwynt y Môr consists of 160 turbines and was constructed by RWE Innogy UK in Liverpool Bay, off the North Wales coast bwteen 2012 and 2015. The project was funded by RWE Innogy, in partnership with Stadtwerke München GmbH and Siemens AG.

Operationally, Gwynt y Môr has an installed capacity of 576MW and uses Siemens 3.6MW turbines. It is capable of generating enough energy to meet the average annual energy needs of around 400,000 homes.

Critical to the success of any offshore windfarm is the need to access the offshore turbines for both planned preventative maintenance and to repair faults.

Access has traditionally been achieved through the use of specially designed crew transfer vessels (CTVs), although the use of helicopters is also emerging as an alternative, albeit currently on a relatively small scale.

Through programmes such as the Carbon Trust’s Offshore Wind Accelerator and with the build-up of operational experience, the design and operation of CTVs has improved and it is now possible to access offshore wind turbines safely in higher sea states with access capability usually defined in terms of a safely achievable significant wave height (Hs). Significant wave heights are further explained in Infobox 1.

With continuing focus on reducing the levelised cost of energy (LCoE) operators of offshore windfarms are focused on optimising the offshore access strategy in a number of ways:

• Balancing vessel costs against capabilities;

• Selecting an appropriate number and type of vessels to support a site;

• Port selection and facilities;

• Implementing operational procedures to safely gain the maximum advantage from vessels de-ployed at a site;

• Understanding the costs and benefits offered by helicopter access;

• Deciding whether to contract-out or retain responsibility for providing access to the offshore windfarm.

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RWE has valuable experience to draw on through the operation of existing offshore wind projects and elected to retain the responsibility for providing access to the windfarm at Gwynt y Môr and worked closely with key service providers to set out an original access strategy for the site.

Improvements in the technical capabilities of vessels, experience in the early operation of helicopters and the collection of site specific data has provided an opportunity to review and re-assess this strategy in readiness for full commercial operations.

RWE also used this study to gather information on boat impact forces at the turbine boat landing and improve the understanding of passenger comfort during transit. The study therefore provided a more robust assessment of safe working limits at the company’s sites. Throughout the duration of study, RWE also provided additional data to the Carbon Trust to develop improved methods of assessing vessel capability.

As a result, RWE has developed an approach to optimise access arrangements through a combination of metocean analysis, vessel performance monitoring and the modelling of accessibility. The project was developed and managed by RWE Innogy’s Offshore Operations Implementation Team.

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Infobox 1: What is Significant Wave Height?

Wave height is the vertical difference between the wave trough and the wave crest. The wave field is a combination of waves of different height, length and directions and the significant wave height is a useful way to describe the sea state. The significant wave height corresponds to the average height (trough to crest) of the one-third highest waves and is intended to mathematically express the height estimated by a trained observer. It is commonly used as a measure of the height of ocean waves.

In the figure, the curve shows the frequency with which different measured wave heights occur. The shaded area on the right hand side of the graph shows the highest third of the measured wave heights. Significant wave height (Hs) is the mean wave height within this top third of meas-ured data.

The Approach Adopted

Study objectives

The objectives of the project were stated to be to:

• investigate extending access limits on two RWE-operated windfarm sites;

• establish a workability envelope based on Hs on the two windfarm locations;

• evaluate the accessibility improvement from adding helicopter transport to the logistics mix;

• understand and evaluate impact loading on the wind turbine foundation for six different windfarm vessels;

• evaluate motion sickness and whole body vibration risks.

Data collection

Trials using crew transfer vessels under contract to RWE in North Wales commenced in November 2013 at Rhyl Flats windfarm. This site was chosen due to its proximity to the Gwynt y Môr site and offered the same model of turbine.

The approach allowed the study to commence prior to the completion and handover of Gwynt y Môr, thus allowing any benefits identified to be realised earlier in the operational life of the larger Gwynt y Môr site. Instrumentation was fitted to crew transfer vessels under contract to RWE to measure relevant parameters in assessing conditions during transit from port to the windfarm and during the transfer of technicians from the vessel to the turbine structure.

BMO Measurement Systems BV provided analysis and consultancy, in addition to supplying the equip-ment used to measure performance.

The ‘VesselBlackBox’ (VBB) system developed by BMO Measurement Solutions BV was fitted to capture in-situ vessel data and incorporates:

• a motion sensor mounted to the hull of the vessel, near the centre of rotation, which logs vessel movement;

• a GPS sensor to track the location of the vessel;

• a high definition (HD) camera to capture video footage of the transfers attempted during the trial.

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Feeds from the vessel’s AIS transmitter/receiver were also captured, as shown in Figure 3, and data collected was transmitted to BMO’s offices to enable rapid assessment.

Figure 3: Typical instrumentation configuration

RWE made data from wave buoys deployed in the area of the trials available and this was combined with information collected from the vessel monitoring system. The system deployed also provided notifications of critical events, including turbine impacts above a set threshold, but otherwise data analysis was reported on a monthly basis throughout the period of the vessel monitoring trials.

RWE selected two main vessels to monitor throughout the campaign, NSL Discovery and ICENI Victory, and these were fitted with the monitoring equipment. A third set of monitoring equipment was deployed on four additional vessels, as shown in Table 1, and this rotation-based approach al-lowed a wider range of vessels to also be considered. The vessels were all on charter to RWE for use on either Rhyl Flats or Gwynty Môr.

NSL Discovery

ICENI Victory

Cymyran Bay

Kitty Petra Bayard 2 Bayard 5

System installation

Nov 2013 Jan 2014 Feb 2014 Jul 2014 Oct 2014 Dec 2014

System demobilisation

Ongoing at time of

interview

Ongoing at time of

interview

Table 1: Vessels included in monitoring study

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Data logging was undertaken during transit and transfer, as both are critical to ensuring a safe working environment is maintained for offshore workers.

Additional monitoring campaigns were undertaken on an opportunity basis, when ‘weather days’ had been called (and where an existing historical criterion of 1.1m Hs was being used to determine workable windows for access), but where conditions were believed to be within the capabilities of the vessel for transit and transfer.

Push tests (where the vessels attempted to achieve a stable position for transfer without performing an actual transfer) were also undertaken: 113 tests were completed in 2014. Data from the motion monitoring system, skippers’ comments and the daily reports prepared by the vessels were used to evaluate the success of each push test.

Helicopter benefit assessment approach

Helicopters are not currently in routine use at many offshore windfarms and there is limited experience of their use at operational sites, as detailed in Infobox 2, although they are being considered for a number that are under construction/to be constructed in the near future. In this project, RWE drew on experience from other offshore windfarm where they are joint venture partners including operational and development sites.

The following assumptions about the use of helicopters were made:

• A helicopter can be used until wind speed at hub height (taken as 80m) is greater than 18 m/s, as this is the safety limit for work to be undertaken within the nacelle.

• While visibility will restrict the use of helicopters, this was excluded as a constraint in the RWE study, and therefore helicopter results should be seen as conservative

• Mission times of two hours and four hours, based on typical tasks a helicopter can be used for, were selected.

• Mobilisation time of one hour included offsite travel to the proposed helipad, as the helicopter could not be operated from the port location due to environmental constraints.

• Operation of helicopters can only be undertaken in daylight hours, in accordance with Civil Aviation Authority rules for offshore flights.

• No account of sea state restrictions on the use of helicopters was included (these restrictions were introduced following accident investigations relating to oil and gas transfers). In practice, sea state will impose some restrictions on helicopter use for offshore transfers, but omitting this constraint simplified modelling and also added a degree of conservatism to the selection of helicopters included in the study.

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Infobox 2: Where and how are helicopters in use during the O&M phase of offshore windfarms?

Helicopters provide an alternative means of access to an offshore windfarm and have different operational constraints to crew transfer vessels.

Picture reproduced courtesy of Bond Air Services Limited

Helicopter access to wind turbines is provided by winching people, parts and tools into a purpose built winching basket located on the top of the nacelle with turbine blade rotation being stopped prior to the approach of the helicopter.

While access can be constrained by a combination of wind speed at hub height, sea state (following additional regulation following several North Sea oil-related helicopter accidents) and visibility, helicopters offer the potential to transfer when vessel access may not be possible. However, helicopters are limited to a much smaller range of tasks, due to limits on the size and weight of spare parts that can be carried, and the number of technicians that can be transferred through winching guidelines.

Windfarm Start of operations CountryHorns Rev 1 2003 Denmark

Alphas Ventus 2009 GermanyGreater Gabbard 2013 UK

Westermost Rough 2015 UK

Experience is still being gained and the relatively few deployments on operational windfarms to date make cost-benefit assessment difficult.

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Actual wind and wave data from the Gwynt y Môr site was used for the period 2011-2015 to understand the number and type of access windows available to vessels and helicopters.

Conservative assumptions were made about helicopter access capabilities, although account was taken of the need to operate from a helipad located away from the operational base. Maintenance access windows of two and four hours were simulated, which reflect experience from other sites which currently use helicopters. The use of the helicopter was combined with vessel capabilities of 1.4m and 1.8m Hs transfer limits.

The results

RWE has completed analysis of metocean data, vessel access monitoring and logistics modelling and has assessed the real-world capability of crew transfer vessels and considered the additional benefits from the use of a helicopter.

Data from waverider buoys deployed on the Gwynt y Môr and Rhyl Flats site was used to provide data on the wave climate. RWE has measured wave climate around the two sites since August 2007 and was therefore able to access more than seven years of usable data from the same locations. Wave data from the buoys was analysed to understand the variations between years, which was important in understanding how ‘typical’ the conditions experienced during the trial period were. The relatively long dataset was beneficial in undertaking this analysis. Figure 4 compares the conditions experienced during the study period with the long term data collected over seven years at the site:

Figure 4: Metocean conditions during trial year compared with seven-year wave measurement data

The long term data has allowed the shorter study period to be compared with previous operational years, which provides useful perspective and allows a better understanding of how ‘typical’ the period was. This allows more confidence in using the results of the study in order to make longer term decisions about operational strategies, as the study year was found to be very typical, as shown in Figure 4 (the study year is shown as a dashed red line with the other operational years from 2008 onwards also plotted).

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To gain a full understanding of the operational advantage from improved accessibility, it is important to consider a range of potential maintenance scenarios. Where turbines are stopped due to faults and require repair, the speed with which any repair is carried out will be directly influenced by the amount of time a repair task takes (along with the travel time from the O&M port) and the availability of a ‘window’ of sea state and wind speed at hub height that allows safe access.

RWE elected to consider several types of maintenance task, including a two hour and four hour repair task as shown in Figure 5:

Figure 5: Benefits of increasing accessability by vessel The distribution of accessible weather windows is not random and there is a bias towards less severe weather conditions at night time. In order to carry out a specific maintenance task, a clear two or four hour ‘window’ of good weather is required and RWE filtered data to take account of these two effects.

Figure 5 plots the likelihood of working offshore against vessel capability (measured in terms of the significant wave height for which access is possible) and shows that there is a higher likelihood of a two hour working window than a four hour working window. As the data is compensated to exclude night time information, the predicted accessibility decreases slightly, showing the importance of accounting for bias in data and only using information relevant to the times when work may be undertaken.

Additionally, it was found that increasing the vessel capability from 1m Hs to 2m Hs delivers a substantial improvement in the chance of workability.

“We had access to a lot of wave height information so we were able to compare data collected in 2015 with other years – we found that the data collection period was very representative,

which strengthened the confidence in our results”

RWE Project Manager

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Key findings

• Analysis of local metocean data was used to identify the improvements in accessibility that delivered the greatest value

Metocean analysis showed that there was a significant gain to be made in accessibility if the operational (wave-driven) limits for vessels can be extended. The biggest gains in accessibility were found to be for an increase in working conditions from 1m to 1.6m in winter and from 1m to 1.4m in summer, as shown in Figure 4 on page 9.

• Purpose designed second generation crew transfer vessels can safely transfer when wave height is up to 1.8m Hs

Safe transfers were possible with all vessels in the study in wave heights of up to 1.5m Hs and some vessels demonstrated the capability to transfer in wave heights exceeding 1.8m Hs. The study found that the largest vessels were not necessarily the best performing based on motion-recorded data, as fender configuration also made a substantial difference in vessel transfer performance. In addition to the vessel capability, the skipper played a major role in the success of the transfer.

• At Gwynt y Môr the additional benefit from the use of a helicopter was small and the forecast ben-efits do not outweigh the costs of a helicopter charter

Access using CTVs was possible for 88% of the time, with a capability to transfer safely in wave heights of 1.8m Hs.

The additional use of a helicopter afforded additional access improvements of 2.7%, which equated to 30 additional working days over three years. Fixed costs and fuel costs associated with a helicopter charter were more than 7.5 times higher than the marginal revenue increase associated with use of a helicopter. As such, for this site, the use of helicopter does not offer a commercial benefit to the windfarm owner.

• There are significant advantages to regularly reviewing operational working guidelines for wind turbine access

In the period between determining the original O&M concept for Gwynt y Môr and the site becoming operational, the practical development of improved crew transfer vessels has led to significant improvements in access windows for carrying out essential maintenance.

RWE is responsible for providing vessels to contractors who support the O&M activities on site. The company has been able to select vessels with good capability and therefore corrective maintenance has been undertaken with fewer ‘weather days’.

Contractual arrangements should include flexibility to allow upgrades and improvements to be available without undue delay so that their benefits can be realised relatively quickly. Real world experience is also important to validate decisions made earlier in the development lifecycle.

consideration for Beatrice (SSE)

Figure 3: Evolution of single transformer substations in offshore wind projects

The different terms being used for proposed solutions to place wind turbines and substations onto the same foundation should be noted. Siemens’ offshore transformer module (OTM), Dong’s distributed substations, ABB’s distributed AC collection systems and OWPB’s Lightweight Offshore Substation designs all refer to related but different concepts. Similarly, terms such as ‘standalone’ or ‘integrated’ are used with different meanings. They can describe the relation of the single transformer platform either with the wind turbine or with the overall electrical layout.

In a broader context, a fundamental review of SQSS chapters affecting offshore wind grid integration is widely acknowledged as necessary and is likely to be conducted in due course.

Looking towards the future of such innovations, ORE Catapult will continue to engage with the industry through the Cost Reduction Monitoring Framework, the OWPB, and other initiatives and projects in order to promote appropriate level of competition, analyse root causes for the positive outcome of the workgroup and share best practice with relevant stakeholders.

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• Impact forces on the turbine foundation have been compared against design assumptions:

The likelihood of an impact over the limit increases with wave height and the method of approach of the vessel were found to have an impact as well.

The methodology provides an effective means to assess and manage long term integrity risks. The information generated is also useful in providing feedback to skippers on the performance of transfers including the impact forces generated on the turbine foundation.

• Assessment of transit comfort and safety:

The results validated the acceptable levels of comfort during the transit out to the windfarm and an assessment of the potential impact of whole body vibration revealed no issues.

The methodology developed was also recognised to have benefits should an incident occur and the data available would be helpful in any subsequent investigation should the system be retained as an on-going operational tool.

Lessons learned

• Availability of metocean data

RWE has been collecting wave height data at their sites off the North Wales coast for more than seven years. This proved to be very valuable during this project and helped to determine how representative the study year of 2015 was.

The wave buoy deployed for Gwynt y Môr is located to the south east of the site and may not be fully representative of wave conditions across the site. The use of wave buoys during the operational phase provides useful information and the location of wave buoys should be carefully considered to maximise this value.

• Timing

The availability of information from the development and construction phase and the ability to fit monitoring equipment prior to the operational handover has allowed the benefits of this study to be realised early in the operational life of Gwynt y Môr.

RWE retained responsibility for the supply of vessels and this provided a means to undertake monitoring pre-handover. If the responsibility for the vessels was outsourced, then it may have been only possible to realise benefits after the original contracts had expired, which illustrates the impor-tance of considering the implications of different contracting strategies on the O&M phase.

Early analysis also highlighted that the greatest benefits would be felt during the winter period and the monitoring study has been extended to collect further data during this period.

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• Setting operating ‘limits’

RWE does not set ‘hard and fast’ limits for vessel transfer operations during the operational phase of projects, as it believes that the skipper’s judgement of actual conditions is important. The vessel skippers are responsible for ensuring conditions allow for a safe transfer supported by the judgements of workers who will be transferring and the site’s marine coordinator. There are no incentives in place which conflict with the over-riding requirement to ensure safe transfer condition.

During the construction phase, when there is a larger (and often more transient) group of CTVs, it is more common to set transfer limits. Limits set during development or construction periods may not reflect the true capabilities of specific CTVs when carried over into the operational phase and can result in lost opportunities to perform maintenance. The focus must be on safety first and the vessel skipper plays an important safety leadership role.

This study has reinforced this view and demonstrated that experienced skippers using well-designed vessels can perform safe transfers in wave climates which were previously not available for transfers. The use of real world information, careful setting and monitoring of guidelines for transfer and the continued review of performance will all help to drive safe transfers as well as reducing turbine downtime.

Limits are sometimes included in turbine service contracts to define how weather risks are allocated and it is important to ensure there is a mechanism to review limits which may have been set a number of years before anyone travels to the site by vessel. Technological improvements in vessel designs have increased safe working windows for turbine transfers and require regular review to ensure performance is maximised and safety remains paramount.

• On-going use of this technology

The RWE team is currently assessing the on-going costs and benefits of deploying the monitoring system as an operational tool.

Cost Implications

A key objective of any O&M strategy is to reduce operating expenditure (Opex) and/or improve revenue income by increasing the annual energy production.

The ability to transfer safely in wave heights of up to 1.8m will allow some repairs to be carried out more quickly, reducing downtime and resulting in potentially higher power production. The marginal benefit of helicopter deployment was shown to result in a small increase in annual revenue, but this was outweighed significantly by the cost of helicopter charter and the support services needed to operate helicopter transfers.

By demonstrating the optimum access strategy through this project, RWE expects to avoid the costs associated with helicopters whilst still gaining most of the power production improvements which will result in savings of around £10 million over the next five years.

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Infobox 3: De-risking offshore wind turbine access

Taking responsibility for providing means of access to the offshore structures may appear, at first glance to place increased risks on windfarm owners, but it has emerged as the most common O&M access strategy.

Owners who supply the means of access to offshore windfarms are able to de-risk the O&M phase by:

• Ensuring timely decisions are made to upgrade to higher specification vessels as they become available

• Directly influence safety during offshore transfers

• Avoid artificial limits set many years before a site is constructed

• Consider the true costs and benefits of different means of access as they relate to the overall performance of the windfarm

• See a faster return on investment in metocean and wind data collection

• Improve the management of long term asset risks from vessel impact

Lessons Learned

The following key lessons were identified by RWE:

• Access to existing operational experience of helicopter use through RWE’s involvement in other joint ventures has been a great benefit – this study would have been a lot more challenging without this information.

• Setting contractually-based access limits can lead to sub-optimal arrangements, although the development of pragmatic working relationships between parties working on the site can help to reduce this risk.

• Involvement of operational staff in industry working groups and programmes such as the Carbon Trust Offshore Wind Accelerator has assisted RWE to deliver their strategic O&M projects.

• The use of a wide range of crew transfer vessels and the collection of on-site data has allowed a greater range of vessel capabilities to be evaluated, understood and compared.

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Conclusions

The capabilities of crew transfer vessels and added benefits provided by helicopters at the Gwynt y Mor site have been assessed using data collected off the North Wales coast for a number of years. Improvements in crew transfer capabilities have diminished the potential benefit provided by a helicopter in this case.

This case study highlights the importance of collecting data on sea state, developing flexible contracting approaches and continually reviewing the capability and benefits of different offshore wind logistics solutions.

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Recommended reading

Charting the course for offshore access systems, the Carbon Trust, April 2015, available online at http://www.carbontrust.com/news/2015/04/charting-the-course-for-offshore-access-systems/, last retrieved on 29 March 2016

Good Practice Guideline: the safe management of small service vessels used in the offshore wind industry, G9 Offshore Wind Health & Safety Association in partnership with the Energy Institute, available online at http://publishing.energyinst.org/__data/assets/pdf_file/0009/123867/WEB-VER-SION-Guidelines-for-the-management-of-service-vessels-22.01.15.pdf, last retrieved on 29 March 2016

Interviewees’ biographies

Adrian Emanuel, Offshore Wind Operations Delivery Manager, RWE

Adrian Emanuel works as a Offshore Wind Operations Delivery Manager for RWE and has worked in the wind industry for 15 years supporting both onshore and offshore wind developments.

He worked in operational roles at on- and offshore wind farms and is now part of a team that undertakes projects to prepare new sites for operational readiness.

Author Profiles

This is one in a series of offshore wind operations and maintenance (O&M)-focused case studies, supported by ORE Catapult’s O&M Forum and funded by The Crown Estate and the Offshore Wind Programme Board. These studies aim to highlight game-changing O&M projects and share knowledge among the offshore wind O&M community.

ORE Catapult and the O&M Forum would like to thank The Crown Estate and the Offshore Wind Prgramme Board for their support.

Disclaimer

While the information contained in this report has been prepared and collated in good faith, ORE Catapult makes no representation or warranty (express or implied) as to the accuracy or completeness of the information contained herein nor shall be liable for any loss or damage resultant from reliance on same.

ORE Catapult

Inovo121 George StreetGlasgow, G1 1RD

T +44 (0)333 004 1400

National Renewable Energy CentreOffshore House, Albert Street, BlythNorthumberland, NE24 1LZ

T +44 (0)1670 359 555

Fife Renewables Innovation Centre (FRIC)Ajax WayLeven, KY8 3RS

T +44 (0)1670 357 649

Email: info@ore.catapult.org.uk Web: www.ore.catapult.org.uk

Sally Shenton is the managing director of the offshore wind operations and maintenance consultancy Generating Better.

Prior to this, she held the position of operations manager for various offshore wind farms.