Fugro has deployed multi-purpose offshore survey vessel Fugro Gauss to join the Fugro Brasilis offshore Mexico, to help complete the world’s largest seep-hunting survey for multiclient geoscience data company, TGS. Both vessels are using hull-mounted multibeam echosounders (12 kHz and 30 kHz respectively) and sub-bottom profiler systems to map an area of approximately 625,000 square kilometres in the deep waters of Mexico. The data acquired will assist in identifying sites where deep hydrocarbon-rich fluids are escaping to the seafloor and will be used to target hundreds of sites for coring and geochemical analysis.

Fugro Gauss. Photo credit: Fugro

“Fugro has a dedicated centre of excellence in Houston for seep-hunting,” explained Jim Gharib, Fugro’s Global Product Line Manager for Seep Studies. “The team includes several of the world’s leading geoscience experts responsible for bringing seep-hunting to the offshore industry. Our recent successes include nine seep data collection and geochemical analysis projects in the Gulf of Mexico, the Caribbean and Southeast Asia.”

The survey is being conducted for TGS as part of its industry-funded, multiclient “Gigante Survey” which also includes a regional 2D seismic survey of approximately 186,000 kilometres, gravity and magnetic data and a regional seismic structural interpretation. TGS aims for this project to be the most comprehensive and modern offshore Mexico dataset which ties into its existing U.S. Gulf of Mexico regional 2D grid. The survey is designed to assist exploration and production companies in their evaluation of prospectivity offshore Mexico during forthcoming licence rounds. Interest in this area is high following the denationalisation of Mexico’s oil and gas market after seven decades of government control.

Gibraltar’s Gibdock shipyard has completed an extensive package of work on Solstad Shipping’s Normand Cutter. The 127m long, 10,979grt construction support vessel (CSV) left the yard on June 29th following a 22-day drydock program, which included a comprehensive overhaul of its entire propulsion system.

Norway-based Solstad has become a regular Gibdock customer, entrusting the yard with work on a number of high-tech offshore vessels over the past decade. The 2001-built Normand Cutter is in fact a repeat visitor to the yard, having previously docked at Gibdock in April 2011 for its last 5-year special survey.

Photo credit: Gibdock

Gibdock managing director, Richard Beards, says: “We are delighted that such a well-respected, quality operator as Solstad has decided to come back to us once again. Their continued support is much valued and appreciated and this project further demonstrates that we have become the ‘go to’ yard for offshore vessel work in the region.

The scope of work commissioned by Solstad for Normand Cutter included maintenance and repairs to key components of its propulsion system. Its five Brunvoll thrusters were removed and transported to the yard’s workshops, where they were stripped down and overhauled before being returned to the ship and reinstalled. Similarly, the vessel’s two tailshafts and CPP propeller hubs were withdrawn and overhauled, as were the two rudders. The rudder tiller flaps were removed, machined and refurbished as part of this process. In addition, the two gearboxes, port and starboard, were also overhauled.

Gibdock also carried out a range of standard drydocking and survey items, including painting, valve repairs and refurbishment, minor steel repairs and pipework. Jonathan Pocock, Gibdock’s ship manager for Normand Cutter, says: “It was a challenge to carry out this project within the 21-day drydock time allocated, particularly given the amount of work required to overhaul the propulsion system, but we completed the task to the owner’s satisfaction.”

Once out of drydock, Normand Cutter remained at the yard for intensive crane testing, up to a SWL of 330 tons. This was carried out by Waterweights, of Holland, in partnership with Gibdock. “We have the contacts needed for such specialized testing work inside the yard, even when we don’t have that specific capability ourselves,” says Pocock. “We do whatever it takes to allow the owner to get all the work done in one location, to keep downtime to a minimum.”

The Normand Cutter drydocking has further cemented the close ties between the Norwegian owner and Gibdock. Conrad Melhus, technical manager, says, “We chose Gibdock for this project because of the good relationship we have with them, their reliability, and the fact they have good 'hands on' management with short reporting lines. They are also a centrally positioned yard with easy access by road freight from the main spare parts hubs in Europe.”

Gibdock has secured a number of offshore vessel projects this year, despite the challenging market conditions in the offshore sector. At the time of Normand Cutter’s departure, three more offshore vessels were in the yard.

Richard Beards adds: “By focusing on QHSE (Quality, Health, Safety and the Environment) issues, which are a top priority for offshore vessel operators, and reliable on time delivery, we have been able to take full advantage of our favorable geographic location to serve this market, as companies mobilize and demobilize assets. Increasingly offshore operators in the Mediterranean and West Africa view Gibraltar not just as a shipyard, but as an offshore base to support their activities in this part of the world. On that basis we are optimistic about securing further offshore work in the second half of 2016.”

The newly expanded Panama Canal will be able to accommodate 90% of the world's current liquefied natural gas (LNG) tankers with LNG-carrying capacity up to 3.9 billion cubic feet (Bcf). Prior to the expansion, only 30 of the smallest LNG tankers (6% of the current global fleet) with capacities up to 0.7 Bcf could transit the canal. The expansion has significant implications for LNG trade, reducing travel time and transportation costs for LNG shipments from the U.S. Gulf Coast to key markets in Asia and providing additional access to previously regionalized LNG markets.

The new locks in the canal provide access to a wider lane for vessels and are 180 feet across, compared with 109 feet in the original locks. Only the 45 largest LNG vessels, 4.5-Bcf to 5.7-Bcf capacity Q-Flex and Q-Max tankers used for exports from Qatar, will not be able to use the expanded canal.

Transit through the Panama Canal will considerably reduce voyage time for LNG from the U.S Gulf Coast to markets in northern Asia. Four countries in northern Asia—Japan, South Korea, China, and Taiwan—collectively account for almost two-thirds of global LNG imports. A transit from the U.S. Gulf Coast through the Panama Canal to Japan will reduce voyage time to 20 days, compared to 34 days for voyages around the southern tip of Africa or 31 days if transiting through the Suez Canal. Voyage time to South Korea, China, and Taiwan will also be reduced by transiting through the Panama Canal.

The wider Panama Canal will also considerably reduce travel time from the U.S. Gulf Coast to South America, declining from 20 days to 8-9 days to Chilean regasification terminals, and from 25 days to 5 days to prospective terminals in Colombia and Ecuador. For markets west of northern Asia, including India and Pakistan, transiting the Panama Canal will take longer than either transiting the Suez Canal or going around the southern tip of Africa.

In addition to shortening transit times, using the Panama Canal will also reduce transportation costs. The Panama Canal Authority has introduced new toll structures for LNG vessels designed to encourage additional LNG traffic through the Canal, especially for round trips. Transit costs through the Panama Canal for an average 3.5 Bcf LNG carrier are estimated at $0.20 per million British thermal units (MMBtu) for a round-trip voyage, representing about 9% to 12% of the round-trip voyage cost to countries in northern Asia.

Based on IHS data, the round trip voyage cost for ships traveling from the U.S. Gulf Coast and transiting the Panama Canal to countries in northern Asia is estimated to be $0.30/MMBtu to $0.80/MMBtu lower than transiting through the Suez Canal and $0.20/MMBtu to $0.70/MMBtu lower than traveling around the southern tip of Africa. Transiting the Panama Canal offers reduction in transportation costs to northern Asian countries such as Japan, South Korea, Taiwan, and China and may offer some minimal cost reductions to countries in southeast Asia (Malaysia, Thailand, Indonesia, and Singapore), depending on transit time. U.S. LNG exports to India, Pakistan, and the Middle East are not expected to flow through the Panama Canal because alternative routes, either the Suez Canal or around the southern tip of Africa, have lower transportation costs.

Currently, about 9.2 billion cubic feet per day (Bcf/d) of U.S. natural gas liquefaction capacity is either in operation or under construction in the United States. By 2020, the United States is set to become the world's third-largest LNG producer, after Australia and Qatar. More than 4.0 Bcf/d of U.S. liquefaction capacity has long-term (20 years) contracts with markets in Asia, of which 3.2 Bcf/d is contracted to Japan, South Korea, and Indonesia.

An additional 2.9 Bcf/d of U.S. liquefaction capacity currently under construction has been contracted long-term to various countries. Flexibility in destination clauses allows these contracted volumes to be taken to any LNG market in the world. Assuming all contracted volumes transit the Panama Canal, EIA estimates that LNG traffic through the Canal could reach more than 550 vessels annually, or 1-2 vessels per day, by 2021.

Principal contributor: Victoria Zaretskaya, EIA

Damen Shiprepair Amsterdam (DSAm) has concluded major modification works on the Sea Installer. The principle scope of work involved the extension of the main crane boom, giving the A2SEA-owned offshore wind farm installation vessel increased reaching capacity: a pertinent point considering the trend of the increasing size of offshore wind turbine components. Other work comprised structural modifications as a consequence of the larger crane.

Photo courtesy: Damen

DSAm, part of Damen Shiprepair & Conversion, began the work by removing all crane-related components including the boom, boom rest, A-frame, winch and hook block pockets from the vessel. A2SEA supplied the new A-frame and boom extension. Niron Staal, also part of Damen Shiprepair & Conversion, supplied the new boom rest, hook block pockets, trolley rail and support stools.

“Then, after slight cooling, the welding itself needs to take place at the correct temperature in a protected environment. For this, we constructed air-tight welding tents.”

Once complete, the weld in question was cooled prior to non-destructive testing after 48 hours. “We also performed our own initial checks after 24 hours in case any additional welds were needed. The main point with S690 is that you cannot rush things. If you go too fast, it can set you back 3 days.”

Two mobile Mammoet cranes lifted the extended crane boom back onto the vessel. To create a stable lifting foundation – allowing for a maximum of 0.3 degrees of tilt – the quayside was levelled prior to the vessel’s arrival at the yard. This required laying no less than 800 cubic meters of sand, topped off with 750 dragline crane mats.

The bigger crane also needed a bigger winch: DSAm replaced the existing winch with a larger, 900-ton capacity, winch. This included all the necessary adjustments of the electrical, hydraulic and cooling systems. The vessel’s main mast also needed structural modifications.

With the 132-meter long vessel at the yard, DSAm also executed various standard maintenance jobs such as painting, pipe renewal and thruster inspection.

The smooth running of the entire project was facilitated by the joint efforts of the DSAm and A2SEA personnel. “It has been a pleasure to work with the ship’s crew,” concludes Mr Van Dam. “There has been good communication throughout and this has helped us in many ways. For example, their involvement in adjusting the ship’s ballast tanks during such a heavy lift was crucial.”

A short video is available 

A new guidance document has been published by the Marine Transfer Forum. “Offshore Personnel Transfer by Crane – Best Practice Guidelines for Routine and Emergency Operations” aims to support an international market which performs over 5 million passenger transfers every year.

Developed by EnerMech, DNV GL, Reflex Marine and Seacor Marine the guideline benefits from a range of expertise, which reflect the key roles in ensuring safe and efficient marine transfer operations.

The development of the guideline involved a period of detailed industry consultation. International Marine Contractors Association (IMCA), Institute of Occupational Safety and Health (IOSH) and Damen Shipyards also made key contributions, ensuring it reflects best practice and is relevant to the growing marine renewable energy sector as well as traditional offshore sectors.

Simon Hatson, chair of IOSH’s Offshore Group, said: “We welcome the publication of these new guidelines. The offshore industry is one in which workers face many inherent risks, but all workers, irrespective of their industry, should be covered by a culture of care.

These guidelines will assist operators in continuing to protect the safety and health of employees who face risk on a daily basis. IOSH is delighted to have been able to have an input in their development.”

“Market conditions, new technologies, evolving logistics demands in offshore wind, and increasing industry trends toward marine versus helicopter based logistics all bring the case for marine transportation methods into sharper focus. This guidance will help operators review the options and implement the most appropriate solutions.” explained Robin Proctor, Reflex Marine’s main contact for the Marine Transfer Forum.

To download the guideline and find out more about the Marine Transfer Forum, click here.

The Marine Transfer Forum focuses on the transfer of personnel to and from offshore installations by marine methods. Unlike the highly regulated aviation industry, marine practices vary greatly from region to region. By collaborating through this forum we are committed to: raising standards, increasing awareness, gathering better data, developing better reporting, sharing good practice, improving equipment and services.

Global Maritime Consultancy & Engineering, a provider of marine warranty, dynamic positioning and engineering services to the offshore sector, has signed a contract with leading offshore wind developer Deepwater Wind to provide marine warranty services for the Block Island Wind Farm, America’s first offshore wind farm.

Services that will be provided include a technical review of all installation procedures and calculations; the survey and inspection of installation vessels; the witnessing of the installation of turbines and subsea cables; and the issuing of Certificates of Approval.

BIWF cable spooling - “Spooling of electrical cable onto the Cable Lay Barge ‘Big Max’”.

David Sutton, CEO of Global Maritime Consultancy & Engineering, said: “The potential for offshore wind in the US is huge – both in terms of jobs created and in providing cleaner energy into the national energy mix. Global Maritime is therefore delighted to be involved in such a prestigious project. As a leader in marine warranty services, we will help set the standards in offshore wind operations in the US, developing technical audits, assessing the readiness of operations, and reducing risk.”

Global Maritime Engineering Manager Thomas Smith backed up his words: "This is a significant milestone for Global Maritime as we look to demonstrate our expertise in offshore wind power. With Deepwater Wind having a number of other potential projects (as do others), we will continue to look for opportunities in this sector, both in Marine Warranty and in Engineering.”

Global Maritime has more than 30 years experience in Marine Warranty services, providing third-party verification, warranty and assurance services, audits/operational advisory services and representation. Services include certificates of approval (COA) and statements of compliance, where Global Maritime reviews all relevant engineering, design and marine procedural documentation; and surveys & audits. Global Maritime also has extensive experience and capabilities with engineering design and the analysis of a wide variety of offshore platforms.

Block Island is located 15 kilometers from the coast of the State of Rhode Island. The Block Island Wind Farm will consist of five GE Haliade turbines, each with a 6 Megawatt capacity, mounted on jacket foundation structures off the southeast corner of the island. A submarine cable will connect these to the island, while another cable will be laid to connect the island to the mainland, allowing excess power to be sold there. The farm is scheduled to become operational in November 2016.

Deepwater Wind is America’s leading offshore wind developer with the Block Island Wind Farm the first in the nation. Headquartered in Providence, Rhode Island, Deepwater Wind is actively developing and building a portfolio of offshore wind projects to serve multiple markets on both the East and West Coasts of the US.

Completion of the first phases of an £11.95 million quay extension at Lerwick Harbour’s deep-water Dales Voe Base has facilitated mobilization of a large offshore construction vessel ahead of a contract offshore Canada.

Subsea 7’s Seven Waves. Photo credit: John Coutts

Subsea 7’s 18,666 gross ton, 146-meter long Seven Waves berthed earlier this week, the day after handover of the second phase of the quay to Lerwick Port Authority. Last week, the completed phase one was used for the first time, with the coaster Eendracht delivering kit for transfer to the construction vessel. Subsea 7 is a leading global contractor in seabed-to-surface engineering, construction and services to the offshore energy industry.

Captain Calum Grains, Lerwick Port Authority’s Harbormaster and Deputy Chief Executive, said: “Seven Waves is an early harbinger of the type of work which the expanded Dales Voe Base, with its enormous capacity, quay strength, water depth and laydown space, is ideally suited for in supporting a wide range of offshore industry projects.

“Remaining infrastructure works are soon to be completed and the principal contractor, BAM Nuttall has delivered an excellent quality asset to the port.”

With the quay being extended by 75-meters to 130 meters, BAM Nuttall is expected to hand over the final phase three section around end-July.

Complementary works at the base, including reclamation, laydown yard and demolition of a redundant building, will continue until the autumn with local contractor, FL Johnston.

The Shetland port is a long-established and leading centre of support for the offshore industry in the northern North Sea and in the Atlantic to the west, including subsea development projects and decommissioning.

Damen Shipyards Group has announced its latest concept design: the Damen Decommissioning Series. The vessel will specialise in three core areas of the oil and gas decommissioning sector: topside decommissioning offshore platform removal, and subsea cleaning and removal. The design is based on in-house research carried out at Damen by one of its undergraduate interns.

By inviting a considerable number of internships at its yards, Damen Shipyards Group contributes significantly to the maritime education system. One recent position was offered to Justin Rietveld, studying Maritime Technology at the Rotterdam Mainport University of Applied Sciences. His brief was to investigate the potential niche markets for new vessel designs in the oil and gas decommissioning sector.

Split stern removal

“This research started off with the idea of developing a decommissioning vessel based on Damen’s existing portfolio,” informs Mr Rietveld. “However, we soon found out that this market needs more.

“For example, there are many different activities within the decommissioning sector. This vessel can support a vast number of those. We have developed a concept to cover the bigger part of this new and exciting market.”

The vessel’s monohull design has a split stern; a characteristic that will come into play during platform removal operations, explains Mr Rietveld: “This ship will be able to reverse up to a jacket, where it will be ballasted to sink below the platform. Upon deballasting, the vessel will rise up to pick up the platform.”

Lion’s share of the market

The preliminary estimations of the vessel’s capabilities show that it will be able to perform decommissioning of fixed platforms of up to 1,600 tons in weight. This figure signifies a significant amount of global fixed platforms, and over half of those located in the North Sea.

In order to deliver maximum flexibility to clients, the concept design includes modular add-ons. This will address the possibility that such a vessel will not be solely active in the decommissioning market. This versatility will ensure that owners can optimise productivity: bridging the potential gap between decommissioning contracts with other roles.

A committed approach

These modular additions to the existing design include the (temporary) installation of a crane or a helideck. Functionality can be further boosted with the addition of accommodation modules to increase personnel capacity. Another option will be the addition of a temporary platform to create a solid stern. The subsequent increase in deck capacity could be used for transporting and installing monopiles and foundations for the offshore wind industry.

Speaking about the results of the research, Damen Manager Design & Proposal Offshore & Transport Lucas Zaat comments: “We initiated this project because we felt that we can make a difference in this sector – and it has certainly generated some significant ideas. The decommissioning market is close to our current activities. We are therefore planning to continue with this project and assign specialised personnel to implement it.”

Damen Shipyards has broad market focus on the decommissioning market. Next to current assets such as pontoons also the state of the art Walk-2-Work vessel currently being built for Bibby Marine could play a role in the decommissioning market. In the light of these developments, Damen has recently joined DECOM UK to further expand its market knowledge and validate developments with key stakeholders in the European decommissioning market

Damen Shipbuilding Group is establishing a permanent presence in Houston, Texas. The office opened on 1st August and will be headed by senior managers Jan van Hogerwou (New Construction) and Ruud Haneveer (Ship Repair & Conversion). This move is part of Damen’s policy of expanding its local footprint around the world, bringing it closer to current and prospective clients and enabling it to deliver a more responsive and personal service.

The first order to be handled by the new entity is for four new Damen 3711 Stan Tugs by Young Brothers, Limited, Hawaii’s largest inter-island cargo service provider. Young Brothers is a Saltchuk company operated by Foss Maritime. The tugs will be built at Conrad Shipyard, Louisiana, under a license and materials agreement with Damen. The first vessel will be delivered in the first quarter of 2018 and the last twelve months later. Together the 37-meter, 6,000 hp tugs will service Young Brothers’ fleet of modern, high-capacity tugs & barges.

“Opening a permanent Damen presence in North America is a significant milestone for the group,” said Jan van Hogerwou. “With over 200 Damen design vessels built and delivered in the US, this has been an important market for our vessels for many years via our flexible licensing agreements, and we have enjoyed excellent cooperation with shipyards across the country. This latest initiative will enable us to strengthen our relationships further with both builders and operators, and serve the North American market with the innovative, cost-effective and dependable vessels that it seeks.”

The choice of Houston as the location of the new office is also intended to send a message to the offshore oil & gas sector in North America. That is, that Damen is committed to supporting and working with vessel owners and operators to maximise efficiencies and minimise costs, despite the current downturn. It will support Damen’s work with shipyards and owners right across the maritime sector and Damen’s product range.

Meeting all requirements regarding quality, safety and the environment, Damen Shipyards Antalya has secured comprehensive ISO 9001, ISO 14001 and OHSAS 18001 certification. This achievement coincides with a period of rapid expansion that has seen the addition of three new production halls within the space of two years.

“These certifications confirm the quality of our production processes,” comments Damen Shipyards Antalya Managing Director Auke van der Zee. “They also show our commitment to safe and clean working practices. It is this dedication to quality that our customers expect from Damen.”

Photo courtesy: Damen Shipyards

Moreover, the yard attained these valuable endorsements of quality within a period of six months; the shortest amount of time a company in Turkey has achieved this.

Skills diversification

Damen Shipyards Antalya opened in 2013 after the purchase of the Cyrus yard by Damen Shipyards Group. Since then the yard has continued to develop and build vessels up to 35 meters in length. Despite being best known for specialising in composite vessel construction, Damen Shipyards Antalya added steel and aluminium vessel fabrication to its list of capabilities last year with the addition of two new production halls. Production subsequently increased: the three sites delivered 54 ships in 2015 (an increase of more than 20 compared to the previous year).

Importantly, this rise in production was accompanied by an increasing number of vessel types under production. “The diversity of vessels that we build here is shown best by the fact that there are currently seven different types of ships in the water here,” highlights Van der Zee.

These vessels include Damen’s Stan Pilot 1505, Stan Pilot 1605, Stan Patrol 1605, Interceptor 1503, Interceptor 1102, Fast Crew Supplier 5009 and the Search and Rescue Vessel 1906. Furthermore, the yard is also equipped to build various examples from Damen’s Public Transport range.

Future thinking

The yard’s expansion continued this year too with the inauguration of a fourth production hall. "With this new building location, we have further expanded our capacity for steel and aluminium vessel construction,” says Van der Zee. “We can now build an even wider range of vessels, including larger ferries and Fast Yacht Support vessels.

“If you look at how much we have achieved in such a short time, I'm very curious to see what we will accomplish over the next three and a half years.”

ABB has launched a new arctic course for deck officers in response to strong demand from the ice-going vessel segment. The course has been developed in cooperation with customers and will provide deep understanding of the operational principles of diesel-electric Azipod vessels, taking into account vessel safety, environmental and economical requirements and operational efficiency and maintenance needs when operating in arctic conditions.

“Demand from the ice going segment for ABB’s solutions has been strong for some time,” said Juha Koskela, Managing Director of ABB’s Marine and Ports business unit. “By combining ABB’s expertise with the needs of the customer, we have set a new benchmark for arctic training.”

Juha Koskela, Managing Director, ABB Marine and Ports

The course will build on the company’s long history of working with ice class vessels, ABB delivered the first electric propulsion system to an icebreaker in 1939. Azipod propulsion has also gained a strong foothold in the segment and has recently expanded its reach to ice class passenger vessels.

The 5-day course is held in cooperation with Aboa Mare training center in Turku, Finland. Training consists of discussions, lessons and full mission bridge simulator exercises. Topics of the lessons vary from Azipod vessel operation and propulsion system behavior in all conditions to resource management and bridge communication. After the course the crew will be able to fully utilize the flexibility of the propulsion system, identify potential malfunctions of the propulsion system and cope with them without sacrificing vessel safety. The new course will complement the portfolio of 35 different courses offered by the Marine Academy.

Captain Takashi Saito, Marine Manager from MOL LNG Transport took the new course and said, “The training was way beyond my expectations. We look forward to sending other seafarers to expand their knowledge of polar conditions.”

Micael Vuorio, Training Manager at Aboa Mare said “We are pleased to continue our cooperation with ABB on designing the best courses available at the market. Aboa Mare provides a diversified training portfolio, including training according to the Polar Code, as well as training for Baltic ice conditions and this expertise is also included in to ABB´s new training course.”

Specialist aluminium boatbuilder, Aluminium Marine Consultants (AMC), has added a new surface effect ship (SES) design to its portfolio which is geared towards the crew transfer vessel market and designed by Norway’s Espeland and Skomedal Naval Architects (ESNA).

The new ESNA Tern SES CTV is a next generation high performance crew transfer vessel, offering turbine access in up to 2.5m significant wave height, with a maximum speed above 40 knots and greatly reduced speed loss in high seas.

Rob Stewart, commercial director, AMC, said: “This vessel is unique in the qualities that it offers and we’re very excited to work with ESNA. This new design will enhance the AMC portfolio and help innovate the crew transfer vessel market.”

The vessel’s tern hull consists of two slender catamaran hulls with the area between the hulls closed with flexible reinforced rubber fingers in the bow and an inflated rubber bag in the stern.

This allows centrifugal fans blow air into the enclosed space, providing an air cushion that lifts up to 80% of the vessel weight.

In fact, the vessel can be lifted up and down approximately two meters, which means it is able to cancel up to the same height of vessel motion in waves. This is especially effective in long waves/swell, where all other vessel types will float and follow the wave surface.

The remaining 20% of the vessel’s weight is supported by side hull buoyancy which allows for high vessel speed because frictional resistance is decreased.

The Tern is equipped with a computer controlled active motion damping system which reduces vertical motions both at high and low vessel speeds reducing seasickness.

As the lift fans supply air to the air cushion, the control system actively controls vent valves that either ventilate the air cushion to a low pressure or closes the valves so that the air cushion pressure is increased.

The U.S. Coast Guard has certified Danos’ fabrication facility in Amelia, La. as an official port facility. This designation allows both foreign and US vessels to access the facility or remain docked there.

The Coast Guard granted Danos port facility status following approval of the company’s facility security plan under Title 33 Code of Federal Regulations (CFR) Part 105.

“In addition to opening our Amelia facility up to foreign vessels for transporting fabrication projects, port facility status also allows us to provide docking services for idle vessels,” said Mark Danos, vice president of project services.

Located on 175 acres along Bayou Boeuf, the facility’s five thousand linear feet of bulkhead and 18-foot water depth can accommodate large-scale custom fabrication projects of more than 1,000 tons.

Allseas’ dynamically positioned single-lift installation/decommissioning and pipelay vessel “Pioneering Spirit” successfully executed her maiden heavy lift project, removal of the 13,500 t Yme mobile offshore production unit (MOPU) in the North Sea, 100 km off the coast of Norway, on 22 August 2016 for Repsol Norge AS.

Photo credit:  Allseas

The Yme MOPU is a jack-up type platform standing on three steel legs of 3.5 m diameter, which are inserted approximately 10 m inside the subsea storage tank columns at 93 m water depth.

With this platform removal, Allseas was able to demonstrate the unique single-lift capabilities of “Pioneering Spirit”.

The platform has since been sea-fastened on board and the vessel is currently on her way to the newly developed dismantling yard in Lutelandet, Norway.

The international science community’s newest ocean research platform, a deep-rated remotely operated vehicle (ROV) called SuBastian, will be positioned and navigated using acoustic and inertial technologies supplied by Sonardyne Inc., based in Houston.

Built by the Schmidt Ocean Institute (SOI), a private non-profit operating foundation located in California, SuBastian will provide scientists from around the world with new opportunities to explore and study the ocean. Capable of diving to 4,500 meters, the vehicle has been equipped with a state-of-the-art equipment package that includes a reconfigurable payload skid for deploying and recovering experiments, a 4K Ultra-High Definition camera capable of streaming live video to the surface and a comprehensive suite of scientific sampling sensors.

Following a survey of the deep ocean research experts that make up SuBastian’s Science Advisory Group, the need for both accurate and multiple means of subsea navigation was identified as a priority mission requirement. The group commented that provision of the best available integrated acoustic and inertial navigation sensors underpinned the scientific value of the observations and data gathered by SuBastian.

When SuBastian enters service this summer, it will be operated from SOI’s research vessel, Falkor, which has been operating with Sonardyne’s Ranger 2 Ultra-Short BaseLine (USBL) acoustic positioning system since 2012. During that time, the system has provided scientists with the ability to track equipment down to abyssal depths in excess of 5,000 meters.

Based on their extensive track record with Ranger 2, SOI and Sonardyne worked together to configure an integrated navigation solution for SuBastian. This resulted in the supply of a SPRINT Inertial Navigation System (INS), Syrinx 600 kHz Doppler Velocity Log (DVL) and a Wideband Mini Transponder (WMT), all of which is compatible with the Falkor’s existing Ranger 2 topside hardware.

Now in its third generation, Sonardyne’s SPRINT exploits the long-term precision of acoustic positioning with the continuous availability and fast update rate of inertial sensors. This combination provides robust vehicle positioning during periods of challenging acoustic conditions and helps to improve sensor data quality and vehicle control. Uniquely, SPRINT supports dual gyrocompass and INS operating modes, meaning that SuBastian’s pilots and science teams will be able to rely upon its output simultaneously. Its new, lightweight titanium housing also provides valuable space and weight savings that can instead be used for scientific payload or samples.

SuBastian is also now one of the first research vehicles in the world to benefit from Sonardyne’s recently introduced Syrinx DVL. DVLs are an important element of any ROV’s navigation system as they enable the vehicle’s velocity and distance travelled to be measured. When tightly integrated with INS, acoustic and depth observations, a true estimate of the vehicle’s position can be calculated.

Syrinx differs from other DVLs in that it offers high altitude (up to 175 meters) navigation capability normally only available from a 300 kHz DVL with the high precision and accuracy of a 1200 kHz DVL. Its adaptive bottom lock has been demonstrated to provide consistency and reliability over challenging and changing seafloor topography, which together with its high update rate, will enable SuBastian to undertake complex missions in any environment.

Completing the navigation suite for SuBastian is WMT, a high-power USBL transponder built upon Sonardyne’s latest 6G (sixth generation) wideband acoustic architecture that provides robust, high update rate positioning in any water depth, shallow or deep.

Commenting on this major contract, Kim Swords, Senior Application Engineer with Sonardyne in Houston said, “SuBastian is the first vehicle in the world to be equipped with a full spread of our Ranger 2 USBL, SPRINT INS and Syrinx DVL technologies. We’ve worked closely with SOI to configure the optimum subsea navigation solution for SuBastian so that when it begins to acquire data for the international science community later this summer, it will do so with the highest precision possible.”

For more information on SPRINT, click here

For more information on the Schmidt Ocean Institute, click here

Gibdock achieved its busiest month this year in the offshore market in June 2016, pressing home its strategic location and reputation for high quality, on-time redelivery, at a time when it is updating a series of management, safety and environment accreditations.

Four offshore vessels were at Gibdock at the same time, highlighting its status as the ‘go to’ regional hub for OSV, seismic survey ship, dive support vessel, anchor handling tug supply ship, pipe layer and construction support vessel work, says Managing Director Richard Beards.

Simultaneous attention to four offshore support vessels at Gibdock demonstrates that the Gibraltar yard is now a regional hub for this specialized repair, maintenance and renewal work, operating as a base for mobilization and de-mobilization projects. Photo credit: Gibdock

“We are now attracting offshore vessels operating worldwide, but our advantageous location enables us to be particularly competitive for assets being mobilised, or demobilised in the Mediterranean and West Africa areas,” he says.

The 127m long, 10,979grt CSV left the yard on June 29th following a 21-day stay in Dock 1. Work included the removal and overhaul of the complete propulsion system, and port and starboard gearboxes, plus routine five-year survey work. Normand Cutter.The biggest offshore vessel project undertaken by Gibdock so far this year involved Solstad Shipping.

Norway-based Solstad is now a regular Gibdock customer. Conrad Melhus, Solstad Shipping’s technical manager, says: “We chose Gibdock because of the good relationship we have with them, their reliability, and their good 'hands on' management with short reporting lines. They are also centrally positioned, with easy access by road from the main spare parts hubs in Europe.”

Also in the yard in June were: Atlantic Offshore’s 1,200 dwt, 1975-built AHTS Ocean Sky, for repair and maintenance in Dock 3, the 2011-built, 5,640dwt DSV Harkand Da Vinci in Dock 1; and Farstad’s 2009-built, multi-functional 121.5m subsea support vessel Far Samson, for afloat repairs.

Mr Beards says that Gibdock’s recent investment in Pad 1, a specialized prefabrication area alongside Dock 1, has been especially beneficial for more offshore projects, allowing the yard to take on more complex projects. “In line with our offshore successes, we are continually improving our QHSE, at a time when owners are watching every last dollar and some shipyards may be tempted to seek work based on aggressive pricing alone. We know that safety and the environment in particular are key concerns for offshore owners and operators,”

Gibdock is transitioning from ISO 9001:2008 to ISO 9001:2015 quality and from ISO 14001:2004 to ISO 14001:2015 environmental standard accreditation.

Technip and DOF Subsea announces that through their 50/50 owned affiliate TechDof Brasil AS, they have taken final delivery of the pipe-lay support vessel (PLSV) Skandi Açu. The vessel has been approved for hire by Petrobras and commenced as per commitment at 00h00 on August 13th 2016 its 8-year charter contract. It is the first of 4 PLSVs fixed on long-term charters with Petrobras which were awarded to the joint venture between DOF Subsea and Technip in August 2013.

Skandi Açu: Photo credit: DOF Subsea

The vessel is designed to achieve a 650-ton laying tension capacity, thus enabling the installation of large diameter flexible pipes in ultra-deepwater environments, such as the Brazilian pre-salt.

The vessel has been built by VARD in Romania and Norway, and the main pipelaying equipment by Huisman in Czech Republic and in the Netherlands. Skandi Açu has gone through complete sea-trials and acceptance tests by Petrobras. The long-term financing of Skandi Açu is arranged by Société Générale, GIEK and Eksportkreditt.

DOF Subsea CEO, Mons S. Aase, said: “The extensive newbuild program of 4 PLSVs together with Technip has combined the subsea and vessel expertise across our organizations. Taking final delivery of Skandi Açu and commencing the contract with Petrobras is an important milestone in our partnership with Technip, and the joint venture now has 3 vessels in operations. I look forward to seeing the vessel in operation in the years to come.”

Hallvard Hasselknippe, President Subsea for Technip, commented further: "This new state-of-the-art PLSV, with the most advanced pipelay equipment and highest flexible pipelay tension capacity in the world, demonstrates again our extensive ultra-deepwater pipelaying experience, and our commitment to enable projects offshore for our clients."

The GLOBAL PROVIDER, Maxum Petroleum's newest vessel is currently under construction at Jesse Co. in Tacoma, Washington and expected to enter service in January 2017.

Scott Prince, CEO of Maxum Petroleum said “The launch of this vessel demonstrates our continued commitment to enhance our service capabilities for our customers throughout the West Coast and Pacific Northwest.”

“The GLOBAL PROVIDER is the result of years of collaboration between our Maxum Team, our valued customers, Elliott Bay Design Group (EBDG) and Jesse Engineering to develop a tank-ship with the versatility and capacity to enhance our commitment to quality, customer service and our on-going dedication to providing fuel, lubricants and related services to meet the mission critical needs of our valued clients,” says Dan Kovacich, VP of Maxum Petroleum.

EBDG's scope for the project included concept and contract design, regulatory support and detail design. The EBDG Team is working closely with Jesse Engineering, the Washington based fabricator selected to undertake the build for this project. EBDG Project Manager, James Jennings is “proud of the results of our work with Maxum and Jesse Engineering designing such a capable vessel to support the Puget Sound Maritime Community.”

Features of the GLOBAL PROVIDER include:

• The 150,000-gallon self-propelled bunker ship balances performance with fabrication cost.
• The cargo handling system allows this vessel to move segregated products, lube and fuel oil without cross-contamination.
• The six pairs of cargo tanks amount to 3,700 Bbls of MGO and 24,000usg lube oil capacity.
• The vessel measures 126’-2” in length, with a 32' beam, 10' draft, and 13' depth to main deck, yet remains under 100 GT.
• It will be powered by a pair of Cummins QSK-19M, 660 HP Tier III engines.
• Twin Disk model MGX-5202 reduction gears drive two fixed pitch propellers, Northern Lights Gensets will supply electrical and hydraulic power.
• Steering will be supplied by Autonav Deflector Marine Rudders providing exceptional maneuverability.

Maxum Petroleum is the premier provider of marine diesel fuel and lubricants on the US West Coast between San Diego, Ca, and Vancouver, B.C. with offices and operations in Seattle, Wa., Portland, Or., San Francisco, Ca. and LA/LB, Ca.

EBDG is an employee-owned company with offices in Seattle, New Orleans and Ketchikan that provides naval architecture, marine engineering and production support services to owners, operators and shipyards across the country. With a focus on responsiveness, EBDG delivers designs that are better to build and better to operate.

Jesse Co, a Washington Corporation, was founded by Darrell Jesse in 1976, and has grown to be one of the largest specialty steel fabricators on the West Coast. They have built a solid reputation for innovative solutions, efficiency in design, and strong collaborative project management that provides smooth project facilitation. Cost Savings in construction and operations are the result of the expert strategic planning team and extensive customer service.

Kongsberg Maritime’s energy, handling and operational technology solutions are to be further combined in complete vessel concepts under a new ‘Integration’ strategy introduced at ONS 2016. KONGSBERG is creating a new integrated platform to enable solutions that network seamlessly to provide tangible benefits with efficient operations on vessels and ashore.

KONGSBERG’s unique integrated vessel concepts meet the current and future demands of customers in the seaborne, offshore and marine marketplaces. Each individual concept is tailored for specific vessel types and the unique integration provides a technology edge, by combining separate systems to enhance day-to-day performance and long-term asset management.

The new concepts are a natural evolution of KONGSBERG’s Full Picture approach and promise to deliver much-needed integrated performance through even greater operational efficiency. The concepts utilize distributed technology platform architecture, unified into a unique technology edge working as one across the energy, handling and operational solutions. This provides a mode-based operational environment that collects information, delivers analysis and empowers proof-enabled decision-making.

KONGSBERG’s unique integrated approach delivers cost savings and enhances vessel and fleet efficiency, safety, life-cycle management, reliability and availability with complete benefits on each, while strengthening decision making capabilities and enabling the continual optimization of energy use. The unified solutions also enhance on-shore expertise that can steer on-board activity, feeding into planning, monitoring and controlling complex operations, and making real-time decisions in close collaboration with crew, while also providing a layer for analysis. This improves performance, efficiency and productivity.

Redefining energy management to energy control using new technical energy solutions that work in harmony with dynamic operation environments to monitor, manage and optimize energy use is a key aspect of KONGSBERG’s new integration concepts. This results in optimal energy utilization, less environmental impact and maintenance free solutions, for all vessels and all power sources, from conventional fuels to battery, hybrid and LNG.

Other core technology aspects include advanced handling solutions with integrated control and energy management. KONGSBERG’s truly automated heave compensating, high precision and energy efficient handling solutions enable better productivity, reduce costs and improve safety and security for the most demanding handling tasks. Integrated with i.e. energy systems, automation and dynamic positioning, maritime handling operations become safer and more cost effective.

Handling solutions are designed with the unique principles of utilizing energy from rotating equipment to optimize and regenerate power that reduces energy utilization. The integration of automation with the dynamics of the vessel operations enhances productivity and reduces human error.

Integration is a network and service layer that supports greater distributed control and monitoring functions across diverse equipment on board a vessel. Such an integrated network provides enhanced fleet management, enabled by increased connectivity, data capture and analysis in addition to continual control and measurement, with information now available on a single integrated platform supporting efficient planning, execution and decision making. Essentially, integration delivers a unified platform helping better resource utilization, sharing and task management for today and tomorrow.

“On the path to autonomy and remotely controlled operations, our new approach to integration is an important step forward. Greater integration mitigates risk and introduces superior cross-vessel understanding and situational awareness. Connecting systems increases potential for automation and autonomy, with more automated procedures and less personnel, enhancing safety and security,” said Stene Førsund, EVP Global Sales & Marketing, Kongsberg Maritime.

Damen Trading’s story begins in 1986, with Damen Shipyards Group responding to growing market demand for used vessels. Since then, Damen Trading has gone on to sell over 500 used vessels, right across the maritime spectrum, developing along the way a reputation for personalized, reliable service.

The decision to establish Damen Trading was a logical one, says Senior Sales Manager Michel Radjiman “With Damen Marine Services already operating its own charter fleet, from the outset we had a lot of operational knowledge in-house. This helped us provide sound consultation to our clients, guiding them through the process of purchasing the right vessel for their requirements.”

Photo credit: Damen Trading

Mr. Radjiman says every sale is unique. The more than 500 vessels Damen Trading has sold to date have included offerings as varied as high-tech passenger catamarans and common river ferries to Damen Pushy Cats and large ASD Tugs. And, with the company’s international footprint, the diversity is guaranteed.

The personal touch

Damen Trading has always delivered a very personalized service to its clients, believing, like the Damen Shipyards Group generally, in the importance of developing relationships for the long term. Mr. Radjiman explains: “We have managed to create a large network of owners and clients who return to us time and again when they need to buy or sell a vessel. In this way we have developed the kind of partnership with our customers where trust and mutual respect are strong features, to the benefit of both parties.”

As part of this personal approach, Damen Trading’s Sales Managers and Sales Support team is there to assist clients with everything, be it the drawing up of sales documentation, conducting surveys, or simply arranging transportation necessary for viewing a vessel.

The brokerage business has changed enormously since 1986 when Damen Trading started out with just telex, a fax machine and a telephone. With the arrival of the internet, everyone can become a vessel broker. But, as Mr. Radjiman points out, not everyone has the track record of Damen Trading. “Coupled with the personal service, in which we take so much pride, we also have the experience to guide our clients throughout the entire sales process, from the initial first step to final delivery – and beyond. This is what makes the difference!”