Norway-based boat system and davit-handling specialist Vestdavit has secured a breakthrough order for its unique MissionEase multi-boat handling solution for mission bays, under contract to offshore support vessel owner Esvagt.

Multi-boat handling on the high seas will be a defining characteristic of flexibility for offshore ships in the years ahead, according to Vestdavit, and MissionEase’s fast and safe solution for transferring boats between storage and davit is expected to enhance the attraction of ships up for charter.

MissionEase is the first multi-boat handling system in the offshore segment which has been designed from its conception for the widest array of ancillary craft, including RIBS, ROVs and Unmanned Support Vessels. It uses a system of hydraulic cradles running along the mission bay deck to move boats from their stowage positions to the maintenance, preparation or launch areas, whose patented feeding system links seamlessly with dual or single-point davits on either side of the vessel.

Esvagt has specified the innovative MissionEase in-hangar boat transfer system for installation onboard a crew change vessel under construction at Spanish shipbuilder Astillero Zamakona. The system will have capacity for four boats, with a transverse MissionEase cradle with lift and lowering capability feeding boats to one Vestdavit TDB telescopic davits on each side of ship.

“The mission bay is becoming a key capability for vessels offshore, where flexibility in operations can be the most significant attraction,” said Vestdavit Managing Director Rolf Andreas Wigand. “We are delighted that a company whose reputation has been built on operating some of the industry’s most flexible ships is the early first adopter of MissionEase.

The Esvagt crew boat installation will feature four fixed boat supports on deck, adaptable to accommodate three different boat types, plus one transverse cradle with lift and lowering capability. The cradles move across the ship, picking up boats from the supports and feeding them to the davits for launching.

With its own braking system, MissionEase allows boats to be moved within the bay, even in high seas or with a list on the vessel for launching, or back to stow when recovered. A single operator can control both davits and the cradle system by remote control, while the system also benefits from a manual back-up, with accumulators built-on for emergency operations in case of blackouts.

As part of the Esvagt contract, Vestdavit is also delivering a Workboat davit to accommodate a daughter craft onboard, with an SWL telescopic painter boom.

“Many existing multi-boat handling systems rely on overhead gantries to lift boats within the bay. This can be hazardous when ships are in motion, while slinging and unslinging boats consumes precious time that operators cannot afford,” said Wigand. “MissionEase brings together all of our experience with naval and seismic ships to ensure the benefits of the mission bay can be successfully applied across a growing range of offshore vessel types.” 

Access a video showing the MissionEase system in operation.

Kongsberg Maritime has launched a new portfolio of fully ‘Integrated Vessel Concepts’ designed to harmonize handling, operations and energy systems on a wide range of specific vessel types. The concepts are the product of the company’s new ‘Integration’ strategy, which has been established this summer to leverage existing and new KONGSBERG technology to achieve tangible operational efficiency improvements.

With its new Integration strategy applied to specific vessels, KONGSBERG has created a new level of integration to enable more dynamics and distributed power management between disparate systems on board. The first set of vessels types to receive Integrated Vessel Concept configurations cover a wide spectrum of maritime operations. Vessel types include: Container, Forage Carrier, FPSO, Inspection Maintenance & Repair, Research, Ro-Pax, Shuttle Tanker, Small Scale LNG, Superyacht, Trawler and Wind Farm Support.

Image courtesy: Kongsberg Maritime

To facilitate Integrated Vessel Concepts, KONGSBERG is further developing its scope of supply to the global shipbuilding industry with focus on electrical systems including switchboards and drives. Electrical systems will be fully integrated with on board technology, ensuring optimal power consumption for dynamic vessel operations. With integration between disparate systems, distributed power management, data sharing on board and ashore can be significantly improved, facilitating enhanced decision making across the operational chain.

Though purposely designed for a broad range of vessel types and customizable to specific requirements, several specific new systems have already been developed for use within KONGSBERG’s Integrated Vessel Concepts. These include for the first time, the vessel dynamics integrated into the power management layer, providing a new concept for Energy Control. Integrating all elements of the power plant to the energy control layer and distributing control functions closer to the consumers with fast acting sensors, redefines the definition of efficiency.

Dynamic Load prediction (DLP) – a new Dynamic Positioning (DP) system to predict power usage for a vessel’s thrusters, Dynamic Inertia Control (DIC) and Dynamic Supervision & Control (DSC) are some of the new features enhancing energy control for DP operations. Solutions for power plant optimization include power regeneration using permanent magnetic electric motors for rotating equipment and enhanced battery solutions for peak shaving and storage. Examples include systems for vessels with large rotating equipment like winches and electric gangways, which are designed to convert motion into power.

Already highly regarded as a maritime technology company through its delivery of extensive i.e. automation, navigation and maneuvering systems for merchant and offshore vessels, KONGSBERG is actively developing existing partnerships and creating new partnerships with industry leaders to facilitate its new energy and engineering innovations. The company’s work in EIT projects forms the basis of its expanded energy focused product line, which will be further developed and integrated with more recognizable KONGSBERG technology for automation and operations.

“A primary driver for the development of our Integration strategy and Integrated Vessel Concepts is conservation and predictable utilization of energy, resulting in lower fuel consumption and the associated environmental benefits. However, we also want to create ‘free’ energy for hybrid or even fully electric power configurations, which are now becoming more viable due to less expensive batteries and more sophisticated power management,” said Srinivas Tati, Vice President, Business Development, Kongsberg Maritime. “Our approach to integration goes much deeper though. We have studied in-depth how different vessels operate to understand how the unification of on board technologies can change how we think about and conduct maritime operations at every level.”

Watch the video, ‘Welcome to a new world of integrated performance’ 

Harvey Gulf International Marine (HGIM) announces it has received both ABS (American Bureau of Shipping) class functional approval and USCG (United States Coast Guard) design bases approval on a 4,000 cubic meter LNG articulating tug barge (ATB) construction drawing package; the design accounts for ship-to-ship transfer and shore side resupply transfers. HGIM Chairman and CEO Shane J. Guidry said, “The development of this vessel design highlights our commitment to and involvement in the strengthening of the domestic LNG marine fuel market, and our continued commitment to a leadership role in developing a robust supply infrastructure”. Working closely with its design partner Waller Marine, and in conjunction with ABS and USCG HGIM has developed the design package ahead of construction thereby minimizing the potential for delays and significant cost impacts to the project during construction. Harvey Gulf continues to lead the United State of America (US) in the domestic marine LNG market, adding to its already substantial involvement in the area. This involvement has been highlighted by delivering the first US vessel to use LNG as a marine fuel “Harvey Energy” and the development and operation of the first “LNG Marine Refueling Terminal” in the US at Port Fourchon, Louisiana.

Photo credit: Harvey Gulf

The ATB has an approved design basis and it’s design meets all domestic and International requirement of a gas carrier, including the existing regulatory requirements defined in 46 CFR Subchapter D, 46 CFR Subchapter 0, the International Code for the Design and Construction of Ships Carrying Liquefied Gases in Bulk, 2016 edition (IGC Code), and applicable American Bureau of Shipping (ABS) Steel Barge Rules: Part 5 Chapter 2 Section 5 Liquefied Gas Tank Barges (as modified per 2016 IGC Code), and ABS Steel Vessel Rules Part 5C Chapter 8 Sections 1-19 (as modified per 2016 IGC Code and referenced within the ABS Barge Rules). “This project and the methodical approach in which it has been developed is very different from any other similar vessel design project undertaken thus far. We are designing a gas carrier the will provided ship-to-ship transfers of LNG to vessels utilizing LNG as a fuel and to do ship-to-shore transfers to small scale marine distribution infrastructure. All while having the ability to load at any Society of International Gas Tanker and Terminal Operators (SIGTTO) compliant off take facility” said Chad Verret EVP of LNG Operation at HGIM.

The design team through its diligence has put together a vessel that has four independent 999 cubic meter type “C” cargo tanks, the ability to load and discharge at a rate of 600 cubic meters per hour and transit speed in excess of 10 knts. The design incorporates a robust fire and safety system concept for both components of the ATB and the independent ability of the vessels to manage situations as they arise. Working together with Wärtsilä, the cargo systems integrator on the complete design, supply, and integration onboard the vessel, assures both functionality and confidence in the operability of the system. Another key design component of the design is the use of a sub-cooler for boil off gas (BOG) management, the teamwork in conjunction with Air Liquide using their Turbo-Brayton Technology (TB 350) as a means to condition the cargo as necessary to manage BOG.

The designs principal particulars are as follows:

ABS Class + A-1 Towing Vessel, + AMS, ACP, SOLAS, UWILD, OCEAN SERVICE

USCG Sub-Chapter M

ABS Class + A-1 Liquefied Gas Tank Barge, ITB, UWILD, RELIQ, OCEANS SERVICE

Companies interested in Harvey Gulf’s Class-Approved LNG Bunker Barges should contact Chad Verret, Harvey Gulf’s Executive Vice President LNG & Deepwater Operations.

Mermaid Maritime Public Company Limited (“Mermaid”) announces that Mermaid’s Eastern Hemisphere business unit, through its subsidiary Seascape Surveys (“Seascape”), has been awarded two additional subsea contracts in South East Asia with a total estimated potential contract value of USD 5.1 million.

The first package of work involves the DP2 Dive Support Vessel ‘Mermaid Nusantara’ together with heavy duty work-class ROVs for a 30 day project in the Natuna Sea, Indonesia, carrying out installation activities directly for an international upstream oil and gas company. The work on this first package is scheduled to start no later than the first quarter of 2017. The second package is to provide survey and inspection services to a third party diving vessel for approximately 45 days working in Malaysian territorial waters. The work on this second package has already started.

Mermaid Nusantara. Photo credit: Mermaid Maritime

Mermaid also wishes to announce that Mermaid’s Western Hemisphere business unit has been awarded a one (1) month work extension by a major EPC contractor in the Middle East for its DP2 Dive Support Vessel ‘Mermaid Endurer’, together with an additional standalone saturation diving support work equipment and services. The awarded extension has an estimated potential contract value of USD 1.8 million and has already commenced.

Mermaid’s contract win announcements as published from time to time on SGXNet are not exhaustive as Mermaid continues to be awarded other smaller contracts from time to time in the ordinary course of business which are added to its order book.

Financial Effects

Assuming that the contracts had commenced and had been completed within the most recent financial year (the Company’s last financial year ended 31 December 2015), the contracts would have had a non-material effect on the earnings per share of the Company (on a consolidated basis) and a non-material effect on the net tangible assets per share of the Company (on a consolidated basis) for that financial year.

Interest of Directors and Controlling Shareholders

None of the directors or controlling shareholders of the Company has any interest, direct, or indirect, in the contracts. There are also no new directors proposed to be appointed to the Company in connection with the contracts.

Trelleborg’s engineered products operation has launched a new maintenance service for Boat Landing Systems (BLS). The new service is designed to identify degradation in BLS performance before it has the potential to cause damage to an offshore platform and a berthing vessel’s structural integrity, which can result in huge costs and downtime.

Often utilized for projects in remote locations, it’s imperative that BLS are robust and reliable. Trelleborg’s new maintenance service includes an annual survey designed to check the BLS for cracks on the rubber surface, de-bonding, permanent deformation and corrosion. With this thorough analysis, Trelleborg can identify degradation in performance before it could become a problem for the platform.

JP Chia, Engineering Manager within Trelleborg’s engineered products operation, says: “BLS come under general inspection during routine maintenance schedules of the entire platform, a task that is usually carried out by a maintenance contractor. However, if not surveyed accurately, cracks on the rubber surface of the Eccentric Bumper Ring (EBR), de-bonding of the rubber and pipe, deformation and / or corrosion can go undetected, potentially resulting in costly remedial repair and even replacement of the BLS.

“Offshore platform operators and contractors can reduce the degradation risks often associated with boat landing systems by working directly with an experienced product manufacturer. By doing this, contactors and operators can be sure the BLS in situ is reliable, tailored to the demands they are likely to face and importantly, perform for the long-term. After all, no one knows the product like a manufacturer.”

Trelleborg’s expertly trained engineers will conduct the BLS maintenance survey on an annual basis to identify areas of weakness and potential wear and tear. From best practice design, manufacture and testing, to full in-life support, Trelleborg can help to establish and implement a best practice maintenance regime tailored to BLS requirements. With an expert knowledge of Boat Landing Systems, Trelleborg offers an unrivalled in-depth understanding about the product, ensuring that extra eye for detail, ideal during maintenance surveys. In addition, should the product need to be repaired or replaced, Trelleborg can supply the most suitable solution on a project-by-project basis.

Trelleborg’s engineered products operation designs, manufactures and tests its BLS to the highest of standards. Based in the company’s laboratory for full-scale research and development is its test press – the largest in the world of its type, with a load capacity of 18,300 metric tons and weighing in at 600 tons.

Additionally, Trelleborg formulates unique polymers for each project’s shock cells in-house. Total transparency and an unrivalled understanding of materials technology is integral to every product made.

To discover more about the BLS maintenance service of Trelleborg’s engineered products operation, download the ‘Boat Landing Systems: Maintenance Service’ brochure:

The International Marine Contractors Association (IMCA) welcomes the news that the Ballast Water Management (BWM) Convention enters into force on 8 September 2017, and has produced a 12-point information sheet on the Convention for its members. The BWM Convention aims to stop the spread of potentially invasive aquatic species in ships’ ballast water. It was Finland’s accession on 8 September this year that triggered the entry into force of the Convention in a year’s time.

Under the Convention’s terms, ships will be required to manage their ballast water to remove, render harmless, or avoid the uptake or discharge of aquatic organisms and pathogens within ballast water and sediments.

IMCA’s Technical Director, Richard Benzie

“This is a significant environmental development, which provides certainty with regard to a definite implementation date,” says IMCA’s Technical Director, Richard Benzie.

“IMCA and its industry partners have expressed concerns that type approval procedures for ballast water management systems need to be practical and that flag and port state administrations must be capable of implementing the requirements of the Convention. This is something that IMO Member States will consider in October, during the next session of the IMO Marine Environment Protection committee (MEPC 70). At this session, all parties need to finalise the G8 Type Approval Guidelines in order to facilitate a workable implementation of the BWM Convention.”

The 12-point information note (IMCAM 09/16) covers:

MacGregor, part of Cargotec, has won comprehensive equipment package contracts for a variety of seven specialist support vessels that will operate in the Middle East region. MacGregor will deliver deck cranes and a range of deck machinery to each vessel. The order is booked into the third quarter 2016 order intake.

"These orders are a good demonstration of MacGregor's ability to deliver a one-stop-shop solution, using products from across our range of market-leading brands. All backed-up by good global aftersales and service support," says Esko Karvonen, Head of Smart Ocean Technology division, MacGregor. "We are often approached to supply specific equipment on board a vessel, but packages of equipment always prove to be the most beneficial solution to the owner."

MacGregor will deliver: a deck crane and deck machinery, shark-jaws and towing pins to two 58m anchor handling tug supply (AHTS) vessels; deck machinery and a deck crane to one 45m work utility vessel; and a deck crane and deck machinery to four 45m maintenance utility vessels. MacGregor equipment deliveries are planned for the first quarter of 2017.

"MacGregor worked closely with the owner early in the process to discuss technicalities," Mr. Karvonen continues. "This early involvement optimizes design decisions, which can positively influence the profitability, safety, reliability and environmental sustainability of operations throughout a vessel's working life. We will continue this close cooperation with the customer."

The vessels will be built in China for a leading provider of marine logistics services in Middle East. They are planned for delivery in the third quarter of 2017 and will support the operations of a Middle Eastern National Oil Company in the Arabian Gulf under a firmed five-year charter with a two-year extension option.

Global Maritime Consultancy & Engineering, a provider of marine warranty, dynamic positioning and engineering services to the offshore sector, has established a Technical Authority Board to be led by Alberto Morandi, formerly head of Global Maritime Americas.

The Technical Authority Board will promote excellence throughout Global Maritime, ensuring consistent and high-quality technical standards. Each board member, who will be nominated for a two-year term, will have specific knowledge in one of the following disciplines - marine operations, structural engineering, naval architecture, dynamic positioning (DP) assurance, marine systems, risk, insurance and mooring.

Alberto Morandi, Chair of the Technical Advisory Board

Board members will also be responsible for defining the competency requirements for their specific disciplines and will be encouraged to become external industry experts through participation in expert panels, speaking engagements and the writing of technical papers.

David Sutton, CEO of Global Maritime Consultancy & Engineering, said: “Our technical competencies are the backbone of Global Maritime and we are lucky to have so many leading technical authorities in the company. The new Technical Authority Board led by Alberto will help nurture this, providing a pathway to promoting technical excellence inside and outside Global Maritime and ensuring that our technical standards are not only consistent but the most up to date and relevant to our work.”

Alberto Morandi, the new Chair of the Technical Advisory Board continued: “Global Maritime is a company characterized not only by practical experience, operational excellence and safety but also by the very best in innovation and technical knowledge. I’m delighted to have the opportunity to make sure that this knowledge permeates everything we do, with the end result being value-added solutions that help our customers achieve their business goals.”

Alberto has been at Global Maritime for over 17 years where he has held a number of senior positions in Houston, London and Rio de Janeiro, including Advanced Structural Analysis Consultant, Vice President of Engineering, President of American Global Maritime Inc. and Group Managing Director for the Americas.

Alberto has a PhD from the University of Glasgow in Reliability of Marine Structures and an MSc in Naval Architecture from the University of São Paulo. Alberto is also a Chartered Engineer in the UK and a Professional Engineer in the State of Texas, contributing to technical committees and developing international standards and industry practices.

The United States Coast Guard (USCG) has confirmed that Norwegian ballast water treatment (BWT) specialist Optimarin has become the first supplier to submit an application for type approval. John Mauger, Commanding Officer of the Coast Guard’s Marine Safety Center (MSC), describes the move as “a milestone” in the fight to protect marine biodiversity in US waters.

Optimarin’s application was submitted this week by DNV GL after the firm’s Optimarin Ballast System (OBS) satisfied the USCG’s stringent testing criteria for fresh, brackish and marine water. MSC has the stated goal of reviewing and replying to submittals within 30 days, after which point successful suppliers will receive their approval certification.

In a statement from MSC, Mauger hailed the development, commenting: “The receipt of the first application for a Coast Guard type-approved ballast water management system represents an important milestone for the future of protecting our nation’s waterways from the spread of invasive species.”

Optimarin CEO Tore Andersen responds: “We have invested a huge amount of time and money in developing a reliable, simple, effective, environmentally friendly and powerful BWT system. This final step towards approval is reward for that, positioning us at the forefront of the market for any shipowner that wants the ultimate in compliance, fleet flexibility and proven BWT success.

“We believe we’re now the clear choice within our chosen segments and are delighted to be acknowledged by USCG as a key player in the fight against this pressing environmental problem.”

Optimarin has received orders for around 500 OBS systems, which utilize a combination of filtration and powerful 35kW UV lamps to treat ballast water without the need for chemicals. Of these units 280 have been installed worldwide, with close to 100 retrofits, fitted in tandem with global engineering partners Goltens and Zeppelin.

As well as satisfying all IMO and USCG requirements, OBS is certified by a comprehensive range of classification organizations, including DNV GL, Lloyd’s, Bureau Veritas, MLIT Japan, and American Bureau of Shipping.

NAVTOR is to spend the next three years helping the EU chart a route towards autonomous vessels. The Norwegian firm, a global leader in e-Navigation technology and services, has been selected to represent the maritime industry in the ENABLE project - conceived to prove, verify and validate the safety of autonomous vehicles in Europe. NAVTOR has now received funding to investigate the concept of ‘shore-based bridges’, a crucial steppingstone on the path to autonomy.

ENABLE was originally proposed by the car industry, before the EU widened its scope to take in the full spectrum of transport, including ships. NAVTOR was chosen to represent the maritime sector’s efforts due to its expertise and innovation in the field of navigation, planning and monitoring. The firm’s technology currently connects vessels and shore-based facilities worldwide to optimize routes, safety, efficiency and overall fleet management.

“It’s an honor to be selected as the sole representative for our industry,” comments NAVTOR e-Navigation Project Manager Bjørn Åge Hjøllo. “The opportunity to work alongside established leaders in analogous transport sectors – learning from them, sharing knowledge and collaborating for new technical solutions – really is ‘once in a lifetime’.

“The shared goal is important for Europe, while the expertise we accrue will obviously be of huge benefit to our customers – all of whom can take advantage of key elements of shore-based bridges.”

NAVTOR’s role in ENABLE, which runs through to October 2019, will focus on testing the validity of the software element of a remote bridge concept. This will be built upon continuous data sharing between vessels and land, with key navigation functions migrating from the crew to office-based teams. Shore-based bridges will not be central to the day-to-day operation of autonomous vessels, but will be a vital part of their support infrastructure, allowing those onshore to take charge of individual ships when necessary.

“We believe autonomous vessels will be a reality within the next 10 to 15 years,” Hjøllo states. “Shore-based bridges will be a vital part of realizing that vision.

“However, before that point there is work to be done. We can use our expertise with software, monitoring, planning, and the secure transfer of data between vessels as a platform to build upon. Together with actors from sectors such as research institutes and the car industry, which has already made huge leaps steps forward in autonomy, we can accelerate the development of safe, reliable and innovative solutions for maritime.

“This is a long-term project with huge potential. We’re delighted to be taking the maritime lead.” NAVTOR launched the initiative with a pre-project meeting for 16 European experts, representing some of Europe’s leading research and development institutions, in its hometown Egersund last month. Other ENABLE participants include IBM, Philips Medical Systems, Renault, Tieto and Siemens.

NAVTOR was established in 2011 and has since grown into a global e-Navigation leader, with a network of offices in Norway, Russia, Japan, Sweden and Singapore. Its product portfolio includes advanced ENC services, publications, weather services, routing, and NavStation, the world’s first digital chart table, integrating all necessary navigation information onto one digital platform, with easy vessel to shore information exchange.

As announced on 23 June 2016, the Board of Directors has tasked the management of A.P. Møller - Mærsk A/S to perform a review focusing on the strategic and structural options for the Maersk Group with the objective of generating growth, increasing agilities and synergies and unlocking and maximizing shareholder value with the long-term view.

The main growth focus of A.P. Møller - Mærsk A/S going forward will be delivering best in class transportation and logistics services as an integrated Transport & Logistics company. Building on the Group's unique position within container transport and port operations, and significant position in supply chain management and freight forwarding, Transport & Logistics will leverage its leading position through new product offerings, digitalized services and individualized customer solutions.

The Board of Directors expect that the oil and oil related businesses in A.P. Møller - Mærsk A/S will require different solutions for future development including separation of entities individually or in combination from A.P. Møller - Mærsk A/S in the form of joint-ventures, mergers or listing. Depending on market development and structural opportunities, the objective is to find solutions for the oil and oil related businesses within 24 months.

To enable the new strategic direction the Board of Directors has decided to reorganize A.P. Møller - Mærsk A/S' portfolio of businesses into two independent divisions; an integrated Transport & Logistics division and an Energy division. This will ensure focus on driving synergies and developing new products and services in Transport & Logistics as well as focus on separately developing structured solutions for our oil and oil related businesses.

The Board of Directors continues to focus on ensuring a strong capital structure and defined key financial ratio targets in line with an investment grade rating.

Chairman of the Board, Michael Pram Rasmussen says:

"The industries in which we are operating are very different, and both face very different underlying fundamentals and competitive environments. Separating our transport and logistics businesses and our oil and oil related businesses into two independent divisions will enable both to focus on their respective markets. This will increase the strategic flexibility by enhancing synergies between businesses in Transport & Logistics, while ensuring the agility to pursue individual strategic solutions for the oil and oil related businesses".

Underwater technology company, Sonardyne International Ltd, has appointed Scandinavian Aerospace and Industry AB (SAI) as a reseller of its maritime security products in Sweden, Denmark, Finland and surrounding territories. 



Based in Tyresö, Sweden, SAI supplies, supports and integrates commercial-off-the-shelf (COTS) technologies for air, land and sea applications. It works with industrial and defense organizations across Scandinavia including harbor authorities, naval forces, maritime enforcement agencies and shipyards. Under the terms of the new agreement, SAI will now promote Sonardyne’s family of underwater security products; Sentinel IDS, NOAS and high resolution mine hunting sonar, Solstice.



Sonardyne has appointed Scandinavian Aerospace and Industry AB as a reseller of its maritime security products in Denmark, Sweden, Finland and surrounding territories.

Sentinel is the security industry’s most widely deployed intruder detection sonar, capable of reliably detecting, tracking and classifying divers and small underwater vehicles approaching a protected asset. Whether it is safeguarding a critical national infrastructure facility, strategic port or naval vessel at anchor, Sentinel provides a rapidly deployable, 360° underwater security solution for any scenario.



SAI is now amongst the first of Sonardyne’s resellers to have the opportunity to market the recently introduced Navigation and Obstacle Avoidance Sonar – NOAS. Installed in the bow of a vessel, 2D and 3D sonar arrays scan the water column looking for navigation hazards that could result in a collision or grounding. The system can be used as a standalone navigation aid or integrated into a vessel’s existing bridge management system.

Commenting on the appointment, Hans Sandström, Business Development Director with SAI said that the company was delighted to be adding Sonardyne to their portfolio of maritime surveillance capabilities. He said, “For many organizations, the underwater domain remains a vulnerability in their security and navigation capabilities. However with technologies such as Sentinel now available to us, it is one we can now help our clients to close.”

Leading marine transportation provider and the USA’s largest operator of OSVs, Edison Chouest Offshore (ECO), has teamed up with Damen to build a total of 13 heavy duty mooring assistance and escort tugs. These will be deployed on two major maritime projects for which ECO has recently won contracts, based in part on the use of well-proven Damen tug designs. The vessels will be built using ECO’s highly regarded network of five shipyards and Damen’s support and expertise.

Image courtesy: Damen

The first of these is a contract that ECO won earlier this year with a new Corpus Christi based LNG export terminal. The agreement is for the supply of four escort tugs with a bollard pull of 80 tonnes, to operate at this new LNG terminal in Texas, which is currently under construction. The Damen tugs will be of the well proven escort/mooring ASD 3212 design.

More recently, ECO has won a high profile, long term contract in Alaska. ECO is taking over the ship escort-response duties out of Valdez, Prince William Sound, from July 2018, for which it will require nine, high-powered escort tugs. For this highly environmentally-sensitive project, Damen and ECO will work together to deliver four more ASD 3212 tugs with a bollard pull of 70 tonnes each and five of the most powerful ASD tugs ever built; the ASD 4517 with a bollard pull of 150+ tonnes, is a joint Damen and ECO developed escort tug specifically designed for the sometimes challenging weather conditions in the Prince William Sound.

“Chouest was pleased to have this opportunity to take Damen’s proven hull design and helped create a new, state-of-the-art escort design representing the most powerful ASD tug ever designed or built,” said Gary Chouest, President/CEO of Edison Chouest Offshore.

In total ECO is now investing in the construction of a total of 13 Damen-designed tugs at its shipyards.

In what is a difficult period for the maritime industry, ECO and Damen have teamed up to ensure that the most capable and technologically-advanced tugs are available to meet the needs of both of these challenging, but exciting projects.

The contract has been handled by Damen’s new Area Support office in Houston, which opened on 1 August 2016. Jan van Hogerwou, General Manager New Construction Damen Area Support North America, is delighted to be able to announce this latest success for the Damen Shipyards Group in the United States. “Within just three months Damen has won orders for the construction of 27 tugs at four different US Shipyards, and we have only just begun!”

The Integrated Monopile Installer – developed by Royal IHC’s subsidiary, IHC IQIP – has won the Maritime Innovation Award at the 11th Maritime Awards Gala, held on Monday 31 October. The award is presented annually for a Dutch innovation from the maritime sector that meets the requirements for widespread potential application, excellent marketing prospects and sufficient export possibilities.

The chair of the judging panel, Ir. Hans Huisman, presented the award to IHC IQIP’s Executive Director Jan Albert Westerbeek. The judges singled out the Integrated Monopile Installer for the award due to the distinctive combination of innovations within a single system and its promotion of corporate social responsibility. The system allows monopile foundations to be installed efficiently and safely, and mitigates noise during pile-driving. In addition, it effectively reduces costs while offering environmental protection.

The Integrated Monopile Installer

The system is an optimal combination of both knowledge and equipment that enhances the process of installing monopile wind turbine foundations. By seamlessly integrating technologies, the Integrated Monopile Installer reduces operation times, creates a safer working environment and increases the level of precision during offshore installations.

The Noise Mitigation System component creates a sealed-off environment, separate from external currents and waves, and mitigates the noise released during pile-driving. Both the optimisation of the installation process and the environmental protection will extend the use of monopiles as wind turbine foundations.

IHC IQIP company profile

Royal IHC’s subsidiary, IHC IQIP, is a global market leader in innovative equipment and smart solutions for foundations, installation and decommissioning activities in the oil and gas, offshore wind, and coastal and civil engineering markets. IHC IQIP was established in 2015 following the merger of four renowned Royal IHC business units: IHC Hydrohammer, IHC Fundex Equipment, IHC Handling Systems and IHC Seasteel. These units have more than 200 years of combined experience, expertise and passion for innovation.

The UK’s Automated Ships Ltd (an M Subs Ltd subsidiary) and Norway’s Kongsberg Maritime have signed a Memorandum of Understanding to build the world’s first unmanned and fully-automated vessel for offshore operations. In January 2017, Automated Ships Ltd will contract the ‘Hrönn’, which will be designed and built in Norway in cooperation with KONGSBERG. Sea trials will take place in Norway’s newly designated automated vessel test bed in the Trondheim fjord and will be conducted under the auspices of DNV GL and the Norwegian Maritime Authority (NMA). The Hrönn will ultimately be classed and flagged, respectively.

Artists impression of the ‘Hrönn’

Currently, only small unmanned boats are being utilized for near shore operations but there are no technical limitations to constructing large, unmanned and automated systems. The only impediments are regulatory, but with the participation of DNV GL and the NMA, and Norwegian and UK companies and institutions, it will be possible to rapidly and at low-cost be the first to market with a full-size unmanned ship.

Hrönn is a light-duty, offshore utility ship servicing the offshore energy, scientific/hydrographic and offshore fish-farming industries. Its intended uses include but are not limited to: Survey, ROV (Remotely Operated Vehicle) and AUV (Autonomous Underwater Vehicle) Launch & Recovery, light intermodal cargo delivery and delivery to offshore installations, and open-water fish farm support. The vessel can also be utilized as a standby vessel, able to provide firefighting support to an offshore platform working in cooperation with manned vessels. Automated Ships Ltd is currently in discussion with several end-users that will act as early-adopters and to establish a base-rate for operations and secure contracts for Hrönn offshore, in the near future.

Hrönn will initially operate and function primarily as a remotely piloted ship, in Man-in-the-Loop Control mode, but will transition to fully automated, and ultimately autonomous operations as the control algorithms are developed concurrently during remotely piloted operations.

Automated Ships Ltd will be the primary integrator, project manager and ship-owner of this world’s first fully automated and unmanned ship for commercial use. The project will leverage existing technology to develop a robust, flexible and low-cost ship to become the market leader and offer not only a capable work-boat but provide an unparalleled R&D asset for the furtherance of this emerging industry sector. KONGSBERG’s role in the project is to deliver all major marine equipment necessary for the design, construction and operation of Hrönn. The leading global maritime technology manufacturer will deliver all systems for dynamic positioning and navigation, satellite and position reference, marine automation and communication. All vessel control systems including K-Pos dynamic positioning, K-Chief automation and K-Bridge ECDIS will be replicated at an Onshore Control Centre, allowing full remote operations of the Hrönn.

“The advantages of unmanned ships are manifold, but primarily center on the safe guarding of life and reduction in the cost of production and operations; removing people from the hazardous environment of at-sea operations and re-employing them on-shore to monitor and operate robotic vessels remotely, along with the significantly decreased cost in constructing ships, will revolutionize the marine industry. Automated Ships Ltd will be at the forefront of that revolution, along with its many Norwegian partners,” said Managing Director Brett A. Phaneuf of Automated Ships Ltd.

“Research, innovation and technology development are at the core of DNV GL's business-development philosophy. In general, we are widely involved in the qualification of new shipping technology. Increased automation combined with remote monitoring and control is an inevitable trend and has the potential to create safer and more efficient transport and operations at sea. This may lead to unmanned ships, as in this case, and the technologies involved also have the potential to improve the safety and efficiency of manned ships in the form of increased decision support and operational assistance. The contract that has been announced today is a brave initiative and a major step towards the realization of these technologies, and we look forward to moving technology frontiers together with all those involved,” said Bjørn Johan Vartdal, Head of DNV GL Maritime Research.

“We are proud and excited to be part of the first project to actually realize the potential of unmanned vessels by supporting the construction of the first full size, fully operational example,” added Stene Førsund, EVP Global Sales & Marketing, Kongsberg Maritime. “The Hrönn is an incredible ship and a great example of KONGSBERG’s commitment to developing autonomous and unmanned vessels. We are involved in several major projects in this field including AUTOSEA, which focuses on integrated sensor technology and fusion, and automated collision avoidance systems. KONGSBERG is also a key stakeholder in the world’s first official autonomous vehicles test bed, which opened this September in the Trondheimsfjord.”

Hrönn is expected to be built by Fjellstrand AS, a Norwegian shipyard with a long history of building state-of-the-art aluminum fast ferries in addition to a number of steel offshore vessels and aluminum work boats. As the builder of the world’s first battery driven car ferry, ‘Ampere’, Fjellstrand AS is well known for taking the lead in maritime innovation and green technology.

“Fjellstrand AS has for years worked within the high-end development of new vessels. To design and build future ships with autonomic technology will be an exciting challenge, and follows the path laid from the recent building of Ampere where technology is pushed forward in good cooperation with partners,” said Morten Berhovde, Technical Director, Fjellstrand AS.

Greater use of LNG as fuel would reduce global emissions of greenhouse gases, but barriers remain to its widespread adoption. One challenge is the varying compositions of LNG fuel globally, which can lead to engine damage and failure. DNV GL has now addressed this by developing a new online PKI Methane Number Calculator¹ to match fuel quality with an engine’s requirements, and which can also support the development of an international standard. The PKI Methane Number Calculator can be applied to a wide range of engine types and used across the entire supply chain by engine manufacturers, ship and truck owners, traders, as well as international policy makers on LNG.

Viking Lady. Image courtesy DNV GL

Engine knock is characterized by auto-ignition of the unburned fuel mixture, known as the end gas, ahead of the propagating flame in the engine cylinder. DNV GL has developed a verified algorithm to quantify the effect of LNG quality on engine knock, and thus to help LNG users ensure safe and efficient engine operations. The algorithm has been shown to give a significantly more accurate reflection of the impact of variations in fuel quality on engine knock than traditional tools. An extra advantage is that the algorithm can be readily incorporated into an engine-control system to maximize knock-free performance when supplied with a wide range of fuel.

DNV GL’s Senior Vice President, Oil & Gas, Liv Hovem, says: “As LNG is produced at different locations around the world, using an assortment of production technologies, its composition can vary considerably. Determining its fitness-for-purpose can be difficult and the consequences of mismatching fuel quality to a specific ship engine can cause potentially dangerous effects such as significant loss of performance, engine shutdown and even damage. Knowledge of the knock characteristics of LNG fuels is therefore crucial for suppliers and traders to provide reliable and efficient products and to break down the perceived barriers of adopting LNG.”

“DNV GL’s PKI Methane Number Calculator applies a generic method to quantify the knock resistance of LNG. The methodology behind the knock characterization calculator has been developed with an eye towards serving as the basis for a robust standard,” says Johan Knijp, Head of Gas Quality and Energy Transition, DNV GL – Oil & Gas. “The user-friendly tool is based on the physical and chemical processes that govern knock and the methodology behind the tool can be applied to a wide variety of new and current marine and land-based engine types. Together with an international industrial consortium, the calculator is currently being extended to cover this full range of engines. Market analyses using the tool to characterize the range of fuel qualities can be used by the entire supply chain, by engine manufacturers, ship and truck owners, by traders and by international policy makers on LNG.”

The knock resistance of LNG is characterized by a methane number, similar to the octane number used in gasoline engines. Users of the tool simply enter LNG composition information such as nitrogen, methane, ethane, propane, and n-butane, and the tool calculates a PKI methane number, which can be matched with the engine specification.

DNV GL has also launched a joint industry project (JIP) to develop tools to support customers in investment decisions on the design of small-scale LNG distribution infrastructure. The project will perform economic and supply chain optimization analyses to improve knowledge on LNG transportation, storage, quality, and safety. DNV GL also recently undertook a study on the LNG market in the EU as part of its efforts to drive the development of an EU-wide network of LNG refueling points.

Liv Hovem adds: “Step by step DNV GL is facilitating the removal of barriers hindering the safe and efficient adoption of LNG as fuel and the creation of an open and free LNG marketplace. Our cross-industry collaborations in this arena have already seen the development of a number of recommended practices relating to gas quality and bunkering. Our collaborative efforts will go a long way to increase knowledge and remove any remaining concerns about the adoption and application of LNG as a viable fuel for the future.”

Register here to access the PKI methane number calculator

Allianz Middle East Ship Management and Maritime Craft Services (MCS) have taken delivery of a Damen Fast Crew Supplier 2610. Demonstrating the cooperative relationship between the two companies, the new vessel will offer safe and cost efficient crew transfer services for up to 50 passengers to and from the Abu Dhabi oil fields. The two companies welcomed guests on board the new vessel in a festive celebration during this year’s Abu Dhabi International Petroleum Exhibition and Conference (ADIPEC). Business associates and clients were given a tour on board the vessel at the Emirates Palace Marina.

“We are very proud to see another FCS 2610 enter service in the Middle East oil and gas industry,” states Damen Sales Manager Middle East Teun Haverkort. “A great result of 3 companies combining their expertise to reduce operational costs and to create a higher standard in safety and crew comfort.”

Photo credit: Damen

Viable alternative

With the vessel available on stock, Damen carried out a number of adaptations to make it OPCO compliant. This meant preparing the vessel – called MCS Allianz Venus – for operations in the Abu Dhabi oil fields, where she will soon start work on her first contract.

The most significant modification was made to the passenger accommodation, says Mr Haverkort: “The passenger capacity has been increased to 50 persons – making for cost effective and safe crew transfer services for the oil and gas industry in the region. This represents a truly viable alternative to helicopter transfers.”

Illustrating this last point even further is the vessel’s 90m² of deck space, which is big enough to accommodate two 20 foot containers. “The outfitting also included upgrading the 5-man crew accommodation to allow for extended offshore duties.”

Strong partners

Allianz Middle East Ship Management is headquartered in Abu Dhabi, United Arab Emirates. Allianz is a maritime service provider and specialises in the provision of marine transportation services to the offshore oil and gas drilling and production industry.

Scotland-based MCS operates an international fleet of tugs and workboats active in the a wide range of sectors that include dredging support and marine construction in addition to crew transfer operations for both the offshore wind and oil and gas industries. MCS has more than 10 years of experience working in the Middle East.

Allianz and MCS have a long working relationship; one that draws upon their operational knowledge and crew transfer experience. The purchase of this new FCS 2610 signifies an extension of their collaborative association.

A good reputation

Damen’s FCS 2610 design showed its first signs of success while performing crew transfer duties for the North Sea offshore wind sector. To this day, the vessel operates at 25 knots and provides operators with safe and swift passenger and cargo transfers.

The vessel’s seakeeping is perhaps the most crucial aspect though – a smooth ride ensuring that offshore personnel reach their destination in a fit and healthy state. It is these proven credentials that have recently started to be noticed by operators active in the oil and gas industry. The MCS Allianz Venus is the second FCS 2610 active in this sector in the Middle East.

Kongsberg Maritime has launched a new Dynamic Positioning (DP) Maintenance Refresher Course for personnel involved in the maintenance of a vessel’s DP System. The new two-day course will be available at KONGSBERG training centers globally and has been developed to provide the technical and refresher training as recommended in the latest International Marine Contractors Association (IMCA) guidelines (M117 Rev.2) in addition to compliance with IMO-STCW Part B section B-V/f.

The first Dynamic Positioning (DP) Maintenance Refresher course took place last week at Kongsberg Maritime’s training center in Kongsberg, Norway. Kongsberg Maritime Ltd’s Aberdeen training center will host its first Dynamic Positioning (DP) Maintenance Refresher course starting on 18th January, with courses in February, March and April already scheduled to meet predicted demand for this unique training.

The new DP Maintenance Refresher Course directly addresses the latest IMCA guidelines

KONGSBERG’s new DP Maintenance Refresher Course offers in-depth training to reduce the risk of accidents involving the DP system on board and to ensure that Electrical/ Electronic Engineers (ETOs) and maintenance personnel can continue to identify faults and perform periodic maintenance in a competent and safe manner. The course is also suitable for personnel who have not worked with a DP system for a long period or are due to work with a vessel that has been upgraded from legacy KONGSBERG DP systems to the current generation K-Pos DP systems and K-Master workstations.

A task-centered approach created in accordance with DNV-GL standard ST-0008 Learning Programs, the DP Maintenance Refresher Course combines theoretical lessons and practical exercises, with the main part focused on technical aspects and fault finding. The technical bridge in the training center will be used for theoretical and practical exercises. Participants must have previously attended a DP Maintenance course for KONGSBERG systems and in order to benefit fully, participants should have general knowledge of electronics and computer-based control systems.

“Competence and awareness leads to increased operational safety, which is why training has been a core aspect of our work since KONGSBERG led the DP revolution in the 1970s and we are committed to continually improving and updating the course offering at our training centers worldwide,” said Eirik Hagensen, General Manager, Global Customer Training, Kongsberg Maritime. “The new DP Maintenance Refresher Course directly addresses the latest IMCA guidelines while meeting high demand for training on Kongsberg Maritime’s latest generation of DP systems.”

Damen Shipyards Group has announced a new line of Trailing Suction Hopper Dredgers (TSHD). The new product range, comprising of the Marine Aggregate Dredger (MAD) 4000 and 5600 vessels, was introduced in response to extensive market research and customer consultation. The MAD vessels are expected to be well received by an aggregate industry facing rising demand and an aging fleet.

Photo courtesy: Damen

Designed in collaboration with Maritime Design and Engineering Services (MD&ES), an established name known for its innovative approach, the MAD 4000 and 5600 are welcome additions to Damen’s Trailing Suction Hopper Dredging portfolio. For offshore aggregate operations, the new vessels will be able to work in North Sea conditions up to depths of -60 meters. These capabilities allow operators to mine sand and gravel in deeper waters, farther from shore than preceding models.

Demand for improvement

Damen has invested considerably in research and development for the new MAD vessels, having observed an increase in demand for civil construction supplies deriving from an overall improving economy. The development aims at offering industry advanced technology, well suited to existing ports and delivering more uptime at sea.

Olivier Marcus, Damen’s Product Director Dredging comments: “We’ve tailored the technical specifications of the designs in line with the port infrastructure in the region in which the dredgers will operate.

“Furthermore, we’ve paid close attention to seakeeping behaviour in order to ensure the vessels can operate comfortably and safely, even in harsh weather conditions.”

Future proof

Unlike traditional dredgers, the bow shape of the MAD vessels allows them to operate in adverse weather conditions. The shape is based on a proven Damen design applied to renowned vessels such as the Damen Offshore Carrier (DOC) and Platform Supply Vessel (PSV). In addition to improved seakeeping behavior, the bow shape also protects the sand and gravel cargo from green water ingress.

The MAD vessels have been developed with tomorrow in mind, states Mr. Marcus: “These vessels are future proof. Featuring Tier III engines and, requiring no ballast water, fully compliant with the latest IMO regulations, these dredgers are looking forwards. On top of that the design also takes into account the possible future requirement for advanced automation.”

In action

Close attention has been paid to incorporating the most robust equipment for operations in harsh environments. A submerged, wear-resistant Damen dredge pump facilitates the loading of sand and gravel aboard the vessel. Once onboard, the aggregate then passes through the heavy-duty dredgers’ screening towers, where giant sieves allow for a better assessment and classification of the mined material. Following this, it is stored and de-watered in the vessel’s hopper – with a capacity of either 4,000 or 5,600 m3 – hence the categorisation of the two types of MAD. The operation is supported by state-of-the-art, optimised instrumentation, offering feedback throughout the entire process.

Upon arrival to port, the vessels’ fully automated clamshell system unloads the material onto a conveyer belt. The system conceived of by the design is a flexible one, suitable for use in varying locations.

Mr. Marcus continues: “With a single vessel you can do almost everything. You can go out, get the material, classify it, dry it and deliver it to location. It is the first standardised design in the world with such a scope.”

Standardized customization

Standardized the design may well be, but it is also versatile and takes into account the need for customization and multi-role functionality. “A number of options exist in order to cater to differing client needs,” states Mr. Marcus. “The vessel can be supplied with bottom doors if required – which will offer additional versatility in case it is required to perform differing operations. It can also receive spud poles, for example. And, should the client wish to scale up at any point, the MAD 4,000 can easily be converted into a MAD 5,600 with a simple section addition.”

Concluding, Mr. Marcus says, “The MAD concept is one that tackles not only the needs of today, but of tomorrow also. We have developed a vessel that represents the lowest possible euro to cubic metre ratio. It is lightweight, with an optimised, efficient propulsion train, minimised hydraulic usage and offers both low and easy maintenance. We are very much looking forward to seeing it in action.”

Subsea operations specialist Swire Seabed AS purchases a subsea vessel as part of its growth strategy. The vessel was delivered to Swire Seabed in December and will be working on global AUV operations as part of a six-year contract.

Subsea operations specialist, Swire Seabed AS has taken delivery of its fourth subsea vessel, Seabed Constructor.

Swire Seabed has secured a six-year contract for Seabed Constructor with UK based Ocean Infinity. The vessel will be carrying out AUV based survey and construction support operations on a global basis. The vessel is a multi-functional subsea support and construction vessel of MT6022 MK II design. 115 meters in length and with a beam of 22 meters, Seabed Constructor is equipped with a 250-tonne crane and a free deck space of 1,300 square meters.

“The decision to invest in this high quality subsea vessel is part of Swire Seabed’s long-term growth strategy. Our contract with Ocean Infinity enables the Company to establish a survey department that can process and present large quantities of high quality data to our clients. Despite the challenging times in the offshore industry, the strength of our parent company, Swire Pacific Offshore (SPO), with support from the rest of the Swire Group, allows Swire Seabed to continue investing in new assets and facilitating the company’s development and expansion in both current and new market segments,” says CEO, Swire Seabed, Arvid Pettersen.

Headquartered in Bergen, Norway, Swire Seabed is a fully owned subsidiary of Swire Pacific Offshore, a diversified marine services conglomerate. Swire Seabed prides itself on its strong track record of undertaking a wide range of subsea operations and its team of highly experienced onshore and offshore specialists.

Swire Seabed’s other subsea vessels are Seabed Worker, Seabed Supporter and Seabed Prince. These versatile and modern vessels are designed to perform a diverse range of light construction, IMR and survey work scopes in both the Oil & Gas and renewables sector. All vessels are equipped with heavy-duty WROVs (work class ROVs), some with water depth capacity of 6,000 meters, and have a track record for executing specialist ultra-deep water cargo recoveries at depths well beyond 4,000 meters. All three vessels are all contracted for work in survey and construction projects on a long-term basis.

Swire Seabed also owns several highly sophisticated mobile assets including two 3,000-metre rated Kystdesign Supporter WROV systems, a 6,000-metre depth rated Argus Bathysaurus XL WROV, a Sperre Sub-fighter 15k Observation ROV and Seabed Excavator, a cutting-edge multi-purpose subsea tool carrier and dredging vehicle.