Ampelmann, making offshore access as easy as crossing the street

Safety considerations for marine personnel transfer

J. van der Tempel
Delft University of Technology
The Ampelmann Company
j.vandertempel@tudelft.nl + 31-15-278 6828
www.ampelmann.nl

Abstract
The main problem in the transfer of personnel and equipment from a moving vessel to a fixed
offshore structure is the relative motion between vessel and structure. To overcome this problem,
this paper explores a new transfer method: the Ampelmann. This system consists of a vessel
mounted Stewart platform. By measuring the vessel motions and real-time control of the actuators in
the platform, the top deck becomes stationary compared to the fixed world, taking away all relative
motions.

The Ampelmann system can be installed on any PSV or anchor handler. Typical installation time is
8-12 hours. The unit is welded to the deck of the vessel and does not require additional deck
stiffening. It comes with its own power supply and motion sensor system and is therefore fully
independent of the vessel’s systems. The Ampelmann gangway can be used on any fixed offshore
structure without preparations. The rubber tip is pressed against a walkway, balcony or ladder and
the gangway control then switches to “free-floating” mode in which the gangway can telescope, slew
and luff passively, following any residual motions or slow drift motions of the vessel.

The advantage of full motion compensation is that the operations are always the same for both
operator and the crew transferring: in high or low waves conditions the unit is always stationary. The
current design has a cylinder stroke of 2m. This allows full compensation on a 50m vessel up to Hs =
2.5m and Hs = 3.0m on a 75m vessel. Maximum operating conditions to date were Hs = 2.8m and
wind speed of 7 Bft. Other criteria become limiting under these circumstances than the transfer
itself: walking the deck of the ship with green water on deck or wave spray hitting the spider deck.

For this concept a full scale Demonstrator was developed in 2007. The unit has performed a first
commercial project in the summer of 2008 and will be deployed on several other projects. 750
transfers have been performed in 170 landings visiting 8 different structures. This paper describes
the development of the technology and the safety considerations that have been the driving force in
all design steps. Furthermore, the test results and developments to the future are described.

The Ampelmann concept

The Ampelmann idea was born in Berlin in the summer of 2002. During a conference on offshore wind turbines,
the inventors sat in on a presentation on access to turbines. Later, doing a tour of the city and having a beer, they
discussed the issue. They soon came to the core of the problem of any offshore operation: the ship moves and the
structure is stationary. The solution was as simple as it is effective: why not use the motion base of a flight
simulator on a ship, to compensate all these motions? With the general concept in mind, all the invention needed
was a name: Ampelmann after the little man in the pedestrian traffic lights in Berlin: das Ampelmännchen,
figure 1.

Figure 1 Der Ampelmann, name giver and mascot to the concept

Upon returning from Berlin, several experts were consulted on ship motions, flight simulators and measurement
systems. Several design studies were carried out to test the feasibility on paper. And with no extraordinary
results emanating from these studies, a scale model test was set up at the end of 2004.
Dry Testing
During the Dry Testing, the small Stewart platform was mounted on top of a larger Stewart platform as shown in
figure 2. This larger platform is called the Simonita and is located at the faculty of Mechanical Engineering of
the Delft University of Technology. Simonita can simulate the motions of a ship's deck in any sea state, which
then has to be compensated by the upper platform. This method allows the Ampelmann system to be tested in
various frequency ranges, and makes fine-tuning of the control system possible. The major advantage in this test
phase is the fact that the simulated motions are completely controllable and therefore allow thorough testing in a
safe fashion.

Figure 2 Dry Testing set-up Figure 3 Wet Testing set-up

Wet Testing
For the Wet Testing, the small Stewart platform was fixed on a scale model vessel, figure 3. The vessel was
subjected to waves in the large wave basin of the faculty of Civil Engineering at the Delft University of
Technology. This basin can create both regular and irregular waves at different frequencies and with different
amplitudes, which makes it the ideal testing facility. Again, the system was tested in various frequency ranges,
and further fine-tuning of the control system was done. Moreover, the wet tests proved the system's
seaworthiness.

Demonstrator
Upon successful completion of the scale model test, a plan was drafted to prove the concept in real offshore
conditions. Backed by government subsidies and university and industry sponsoring (Shell, SMIT a.o.), a full
scale unit was designed, built and tested. The system design started in September 2006 and components were
ordered in January 2007. In May, the main components were finished and delivered to Heerema Zwijndrecht
where the Ampelmann team were granted work space to construct the unit. Figure 4 shows some steps in the
assembly process.

Figure 4 Assembly of Ampelmann, May 2007

When the platform was assembled, the control software was tested. First one cylinder at a time was actuated,
then all six and the motion envelope was tested to see if all components could follow all positions of the
platform. These tests are shown in figure 5.

Figure 5 Controlling single cylinders and motion envelope testing

After completion of the platform assembly and control system programming, the Ampelmann was loaded on a
barge for the first two offshore tests end of June and early July. Wave conditions were Hs = 1m on the first test
and Hs = 1.5m on the second test. Residual motions measured on the transfer deck were less than 4 cm heave and
less than 0.5o roll and pitch. Figure 6 shows some shots of the motion compensation tests outside the Port of
Rotterdam.

Figure 6 Motion compensation tests off the Port of Rotterdam, June & July 2007

A successful transfer was executed on Friday, December 14th 2007 at the offshore wind farm off the Dutch coast.
Figure 7 shows the images of the transfer.

Figure 7 Transfer to WTG 03 on December 14th 2007

Safety considerations in design

The goal of the Ampelmann is to make offshore access as easy as crossing the street. Catchy as the phrase may
be, it creates a real challenge to the development. When crossing the street, people need to be aware of the
environment they are in and make a sound judgment before stepping onto the road. The same goes for people
crossing the Ampelmann, provided that the Ampelmann is performing its task correctly: providing a motionless
transfer deck. But, contrary to crossing streets, the Ampelmann is a continuously operating system, measuring
and actuating to compensate the wave motions. This means that the system itself needs to be designed is such a
way that it will continue operating, even when components fail, to make the transferring crew focus only on their
crossing.

Component design for safety

The design of the Ampelmann started with doing a thorough study of different fields also focusing on continuous
safe operation: airplane auto pilots and automatic landing, drive by wire in cars and medical equipment. At the
Delft University flight simulator Simona, a Failure Mode Effect Analysis meeting was held with experts on
hydraulics, controls, offshore and flight simulators. This FMEA helped draft the first contours of safe operation.
The system needs to meet the following specifications:
• Operation must continue even with single component failure
• This ride-through-failure must work for at least 10s

This design approach led to the following components being doubled up in the design:

Table 1 Redundant components following FMEA studies

Required Redundant
Power 200 kW 2 x 200kW + PTA
valves 6 12
electrical 230 V Ship + 6 UPS
Control 1 computer 4 systems
To connect component failure occurring to the operational procedures, several HAZID meetings were held with
all stakeholders in the development of the Ampelmann Demonstrator. The outcome of these meetings lead to the
drafting of the ASMS: the Ampelmann Safety Management System. In this extensive spreadsheet based model,
all possible failures are connected to a warning level. Table 2 shows the 4 states: green for all normal, yellow for
minor warnings, such as clogged filters, orange for mayor single components failing, but being backed up by the
redundant unit, code red for system failure: double failures.

Table 2 ASMS failure mode codes and actions

Code Status Action

All OK GO
Alert GO
Non critical failure Finish operation
Critical failure Finish or hold on: 5 sec.
The colour codes are only visible to the operator. He has the overview to assess whether the man transferring can
abort or finish his operation before he returns the system to settled position. Only code red is relayed to all of the
crew: alarm lights will flash and sirens will sound. The person transferring has 5 seconds before the system will
retract itself from the structure. He can either complete the transfer or step back and hold on tight. During the 5
seconds, the operator also has the option to abort the operation manually. The layout of the control panel and the
alarm tree are shown in figure 8.

Figure 8 Alarm tree on transfer deck and control panel with platform
and gangway controls and failure mode status lights

Transfer and connection of gangway

To allow safe access, the gangway is extended towards the structure and as soon as it touches, it is switch to
“Free-Floating”. In this mode, the telescoping cylinder is under constant pressure outward. This means the tip
introduces a force of 500kg on the structure. Should the vessel slowly drift away, the gangway will automatically
extend under this pressure. When the vessel moves towards the structure, pressure relief valves will bleed the
excess oil, retracting the gangway, but maintaining the tip touching the structure, so no gap appears. In the
slewing and luffing direction, the hydraulic overflow works in similar fashion. With the gangway in free
floating, all residual motions are compensated passively. The freedom of movement is such that the Ampelmann
compensation can even be turned of, with the passive system still following. Figure 9 shows the gangway in its
extreme positions.

Figure 9 Ampelmann and gangway design and operational limits

During the transfer procedure, the initial plan was to have the crew waiting in a special safe waiting area where
they could strap themselves into safety belts. The precaution was taken for any failure of the Ampelmann motion
compensation system to introduce large acceleration into the transfer deck. Operational experience proved that is
far more effective to have the crew at the end of the gangway, ready to make the step when the tip presses
against the structure and not having to cross 12m to the structure. This new procedure significantly reduces time:
only 10s of contact is required. Furthermore, the entire docking procedure becomes a hit and run operation:
• Operator and crew enter platform
• Bring platform to neutral position
• Rotate transfer deck until gangway pointing at structure
• Gangway telescoping to 2-3m extended
• Master moves vessel toward structure
• When desired distance is reached (app. 8-9m) gangway is extended further (1-2m) and pressed against
structure
• Transferring crew to asses connection
• When OK
transfer
• Sail away and retract gangway

After 15 practice runs, this procedure could be completed in 1-2 minutes. The connection time, before the
pressure on the tip of the gangway pushes the vessel away is approximately 30s. Enough to make successful and
safe transfers. With the system commissioned and tested, it went on its first commercial job in May 2008.

P14-A removal
SMIT Marine Projects was awarded the contract for the removal of Wintershall’s P14-A platform of the Dutch
coast. The Dutch HSE (SodM) required SMIT to use a more sophisticated transfer method than a passive
gangway. As sponsor of the Ampelmann Demonstrator a year earlier, SMIT decided to use the Ampelmann for
this job. As SodM had been involved in the development of the unit, it was aware of its capabilities and after a
final onshore demonstration, the use of the system was approved.
On May 19th, the system was mobilized to SMIT’s quayside for installation on the Taklift 4 on Thursday, May
22nd. The previous day, the T frame was already welded onto the deck and the installation comprised of bolting
the Ampelmann to the frame, installing the power packs and control container and connecting the hydraulics and
control wiring. Within 1 day the system was operational and load tested. Figure 10 shows the lifting of the unit
by the sheer leg barge Apollo and the load testing on the Taklift 4.

Figure 10 Lifting of the Ampelmann by the Apollo and load testing on the Taklift 4

Figure 11 Ampelmann configuration on board of Taklift 4, providing access to P14-A

The next day, the spread set sail for the P14-A platform 20 miles off the coast of The Hague where it arrived late
that afternoon. After setting the 4 point anchors, the first team was transferred to the platform. The most
convenient place for the first landing was a balcony at LAT + 12m as shown in figure 12.

Figure 12 First landing on balcony and landing zone on spider deck.

To facilitate the transfer of the 18 men work force, a landing zone was installed on the spider deck. The landing
zone provides an easy target for the operator and a horizontal sliding plate and vertical bar to press the tip of the
gangway against during transfer. The hydraulics of the gangway are switch to “free floating” when on the
landing zone: the telescope cylinder is pressed outward, giving a contact force of 500 kg horizontally to follow
any residual motions. The luffing cylinders are pushing the gangway downwards with 50 kg vertical force.
Should residual motions require the gangway to move in the other direction, passive pressure relief valves allow
the gangway to follow. The slewing motion is followed passively by opening the slew valves in the free floating
mode.
For the preparation of the topside lift, the crew of 18 were transferred in the morning, shuttled for lunch and
retrieved in the evening.
The system had its first full test during the first days. Wind and waves increased to a 7 Bft summer storm with
significant wave heights up to 2.5 – 3m. As the visual estimation of the wave height proved to be impractical for
system operation, the vessel motion measurements and compensation simulation of the Ampelmann system was
used: when motions were within the Ampelmann envelop for a period of 15 minutes prior to intended transfer,
the operation could start. Eventually, the system was unable to operate for only 3 hours, where the conventional
gangway would not have been able to work for a full 5 days.
On June 5th, the topside was lifted off and sailed to the Port of Rotterdam, as shown in figure 13.

Figure 13 Lifting of the P14-A topside and sailing back to port

The jacket was removed in the following weeks as shown in figure 14.

Figure 14 Preparing the jacket for removal

Lessons learned
The Ampelmann system adds significant value to a decommissioning spread for small platforms. The
preparation works typically take 2-3 weeks and are no longer limited by weather where access is concerned. The
operational procedures were tested in practice and updated where required to make them more intuitive. The
total turnaround time for transferring 18 persons was 15 minutes. Most of this time was taken up by retracting
and rotating the gangway. To increase the efficiency, the operation speeds of the gangway system will be
increased in the near future. A total of 750 transfers were performed in up to Hs = 2.8m and Bft 7 wind speeds.
To decide whether the system can still operate when environmental conditions deteriorate, in this project the
visual estimate of the significant wave height was used. During the project it was decided to use the Ampelmann
measurement system readouts in stead: they give a more accurate image of the ship motions and of the
Ampelmann performance, rather than a visual interpretation of the waves. It was clear that in some sea states the
wave height was estimated higher, even though the vessel motions were still within Ampelmann compensation
boundaries. The Ampelmann readout will be made available on the bridge of the vessel next time to serve as
objective decision tool. It could also be extended to cover crane workability limits.

DP-class PSV
The Ampelmann has been tested further in the North Sea in September 2008 and January 2009 on different
vessels. In September, the unit was mounted on the 50m long DP-I Esvagt Connector for a trip visiting several
Danish platforms. The unit was installed 3m above the deck to avoid major removal works on the vessel. The
higher location allowed the gangway to connect to balconies higher up on the offshore structures. The location
was less favourable for motion compensation, as roll motion translates to horizontal displacements larger than
the Ampelmann envelope for larger wave conditions. For future deployment, the unit needs to be installed at
deck level.
During the test 3 platforms and 1 buoy were visited and several landings were performed. An extensive
measurement campaign proved the correct working of the system. The DP system of the vessel is somewhat
influenced by the free-floating pressure of the gangway. During the tests, the Ampelmann operator and DP
operator did manage to include the influence in the DP control, preventing further interaction. After this, the DP
was stable. Figure 15 shows the Ampelmann on board the Esvagt Connector and landing on a monopile
platform.

Figure 15 Ampelmann on Esvagt Connector, a 50m long DP-1 vessel, and landing on a monopile

In January 2009, the Ampelmann was installed on board the Base Express. The vessel arrived on Monday at 9:00
AM, the deck was prepared, the Ampelmann installed and tested and the vessel set sail on Tuesday 18:00. A test
was performed upon arrival the next day from 9:00-17:00. On Thursday the Ampelmann system was on the quay
side again. A round trip including mob and de-mob in 4 days.
The system was tested on the L7 platform on the Dutch Continental Shelf. Several vessel headings were tried:
head, beam and stern waves. During the tests, DP failure modes were tested and proved the operation could
continue without problem. Figure 16 shows the Ampelmann during installation and testing on the Base Express
in the Port of Rotterdam and landing on several angles at the L7 platform.
 Figure 16 Ampelmann installed and tested on the Base Express
and operating under different headings at the L7 platform

Conclusions and outlook

The Ampelmann system was developed and tested thoroughly on different vessels and structures. The concept
proves to offer safe and easy access to offshore structures, without the need for significant landing stations or
other adaptations to the structures. The unit is “plug & play”, installable on any vessel with sufficient deck space
in under 2 days.
An overview of workability on different vessel sizes is shown in figure 17.

Type vessel: Anchor handling tug

Dimensions: 24m x 10m x 2.75m
Displacement: 120 tons
Max. sea state: Hs = 2.0m
Workability: 85% (Southern North Sea)

Type vessel: Multi purpose vessel

Dimensions: 50m x 12m x 3.80m
Displacement: 900 tons
Max. sea state: Hs = 2.5m
Workability: 93% (Southern North Sea)

Type vessel: Offshore support vessel

Dimensions: 70m x 16m x 5.60m
Displacement: 4000 tons
Max. sea state: Hs = 3.0m
Workability: 97% (Southern North Sea)

Figure 17 Candidate vessel for mounting an Ampelmann and their workability

Currently a new Ampelmann system is under construction. It will start operation on a job in the UK early June
2009. The new system has been improved on details with lessons learned from the Demonstrator. The main
changes are the length of the gangway being extended to maximum 20m and the hydraulic hoses being placed on
the inside. Ampelmann is set on making their motto an industry standard:

Offshore access, as easy as crossing the street.