Subsea 7 S.A. (Oslo Børs: SUBC, ADR: SUBCY) has announced that one of its wholly owned subsidiaries has made an offer to acquire the 50% shareholding in Seaway Heavy Lifting Holding Limited currently owned by K&S Baltic Offshore (Cyprus) Limited. The terms of the offer are binding on Subsea 7 until 1 July 2017. During this period the Works Council representing the employees of Seaway Heavy Lifting in the Netherlands will be consulted in compliance with Dutch law.

Photo credit: Seaway Heavy Lifting

Jean Cahuzac, CEO, said: "Subsea 7's strong market position in offshore energy services is complemented by Seaway Heavy Lifting's expertise in three areas of offshore activity: renewables, heavy lifting operations and decommissioning of oil and gas assets.

We believe that this acquisition will allow us to strengthen Subsea 7's position in businesses where we expect increased activity and opportunities for long term growth.

Seaway Heavy Lifting is a specialist offshore contractor and operates two world-class heavy lift vessels. It employs approximately 550 employees and is headquartered in the Netherlands.

Seaway Heavy Lifting is a joint venture in which Subsea 7 currently holds a 50% interest. If the offer to acquire the remaining 50% is accepted, Seaway Heavy Lifting would become a wholly owned subsidiary of Subsea 7.

Subsea 7 is offering an initial consideration of USD 279 million on completion and deferred consideration of up to USD 40 million to be paid by the end of the first quarter 2021 on condition that certain performance targets are met. The considerations will be funded from Subsea 7's existing cash resources.

As at 31 December 2015 Seaway Heavy Lifting had net assets of USD 413 million, including net debt of USD 4 million. Selected financial information for Seaway Heavy Lifting was included on pages 67 and 68 of Subsea 7's 2015 Annual Report and Consolidated Financial Statements, which is available to download.

The start of every year calls for time to reflect on the last. The offshore and marine industry can look back on 2016 as one of the most bruising in recent memory. The downturn has been tough and drawn out, with increased divestment, more stringent environmental regulations and a prolonged shipbuilding cycle that has resulted in overcapacity.

However, challenges can be harnessed as a force for progress. The downcycle has pushed the industry to reshape its competitive landscape, probably a change that has been overdue. Looking forward, 2017 will not be an easy year; but recovery is on the horizon and it will be a time for critical decision-making and planning for the future.

Crucial to this will be ensuring fleet readiness, including how and when stacked assets can be cost-effectively reactivated. Ensuring optimal fleet performance to control costs and compliance with environmental regulations while reducing the level of reporting, where possible, will also remain top of the agenda for most ship owners and operators.

In a market that is still volatile, the timing of these decisions will be a challenge. The worst-case scenario is that, as an industry, we are not ready to make these decisions, or we are not adequately prepared to run with opportunities as the market recovers. It may be much talked about, but the time really is right for the digital revolution in offshore as the industry heads towards a new start. Digital solutions help to de-risk decisions, bring practical, actionable insights into vessel and fleet performance and provide proven opportunities to optimize operations in a sustainable way.

Breaking down data silos and data complexity are the first crucial steps. Through embedded sensors that enable the collection of data on critical vessel systems, using software analytics it is now possible to gain insights on future performance. Through analyzing these insights, vessel operators can anticipate and address problems before they cause an operational disruption.

Thanks to advanced algorithms and a strong data-processing capability, digital analytics tools can map out a “digital twin” of a physical asset—be it a propulsion motor, an engine or an entire vessel—based on its normal operational data profile. Drawing a comparison between the “digital twin” and the vessel’s real-time data, digital software is able to spot inefficiencies as well as detect potential failure, up to weeks ahead. This gives operators time to mitigate potential problems in advance, enhancing a vessel’s operational efficiency through reduced downtime and increased productivity.

The predictivity will also enable the industry to switch from calendar-based planned maintenance to condition-based maintenance, saving companies significant maintenance expenditures. Insights on the performance of a critical piece of equipment will allow tailoring maintenance to a specific piece of equipment. This will assure that maintenance actions are only implemented when needed to assure optimal reliability and reduced life cycle costs.

The access to real-time insights from vessels enables onshore experts, no matter where they are in the world, to remotely diagnose problems and advise on next steps immediately. This approach not only provides vessel owners with fast access to the knowledge of experts globally, but can also save a significant amount of time, as one engineer, for example, is able to analyze and diagnose multiple ships concurrently from a centralized control center, reducing the need for multiple specialists onboard vessels. With the backdrop of a skills shortage looming in the industry, this connectivity maximizes the reach of an individual’s expertise and can help ease the impact of downsized teams.

Data analytics tools also enable energy-efficient operations, as software can forecast weather and wave conditions, helping inform the heading and operational mode with optimized fuel consumption, a crucial advantage in complying with increased environmental regulations.

With the objective of capitalizing on this emerging digital opportunity, GE has developed SeaStream* Insight asset performance management solution. Working in collaboration with Maersk Drilling, GE will help deploy SeaStream Insight on one of Maersk Drilling’s rigs with an aim of increasing productivity through big data and reducing maintenance costs by up to 20 percent.

This partnership is a prime example of how digital technologies are shaping the future of the offshore marine industry. While uncertainty may be the new norm in the marine industry, through digital technologies, we can seize the opportunity to lead the transformation of the marine industry.

* Indicates a trademark of the General Electric Company and/or its subsidiaries.

Author: Tim Schweikert, president & CEO, GE’s Marine Solutions

In December 2016 Damen Shipyards Group signed a contract with Norway-based VOLT Service AS for a Utility Vessel (UV) 4312 to be delivered in Q1 2018. The vessel, to be named VOLT Processor, will undertake delousing operations and other services at Norwegian salmon farms. Remøy Management AS has been involved in the development of the project and will perform the building supervision. Remøy Management will be the manager of the vessel when delivered.

The UV 4312 follows on from Damen’s smaller model – the UV 2410. The larger, 43 meters model reflects the value operators place on having an abundance of open protected deck space. The design has been optimised with extensive feedback from the aquaculture industry. The result is a ship that corresponds precisely to the latest techniques in salmon delousing.

Adoption of the latest delousing technology benefits the lice count and fish wellbeing while reducing or eliminating the need for chemicals in the treatment operations. The combination of the UV 4312 with the latest delousing techniques results in a highly mobile delousing vessel able to service more farms in a larger region and in more open waters.

Mr Even T. Remøy, CEO of Remøy Management said, “We turned to Damen as we have good experience with them. They were able to accommodate all the requirements we had for our vessel. Furthermore, they were able to offer us a very quick turnaround of the project so that we could get underway with our operations in the quickest possible timeframe.”

Co-founder of VOLT Service, Mr Robert Søviknes, has vast and broad experience with cleaner fish services and delousing operations. He said, “With the new vessel we will have a unique platform and a tool to provide the industry with a cost efficient alternative due to increased mobility and a newly developed total concept package for the services offered. The solutions are focused on fish welfare”.

The standard design of the UV 4312 included a diesel-electric configuration, providing an efficient, flexible power supply for the 750 kW propulsion installation and for driving the deck equipment when moored within a farm. Other features include a low freeboard, easy access to the waterline on both sides, a large hold and removable railings for hose-handling operations.

The UV 4312 is open to customisation as the VOLT Processor will demonstrate. Damen will tailor the vessel to the requirements of the client, which includes a third crane, DP1, an increased bow thruster power, an extra generator set and an ozone generator.

The low freeboard minimizes the height difference experienced by the fish during pumping and delousing, which ensures a reduction of stress. Accommodation is provided for up to ten persons in six cabins, plus galley and mess room.

The flexibility of the design means that the vessel can be further equipped in support of other aquaculture activities, such as installation and maintenance works.

Damen Sales Manager Remko Hottentot said, “The UV 4312 is a cost-efficient, ship-shaped and self-propelled floating work station for delousing operations. We did our homework. Compared to earlier vessels this new one offers increased flexibility and improved cost-efficiency. We wish VOLT Service and Remøy Management all the very best with their vessel.”

Bibby Offshore, the leading provider of subsea installation and services to the offshore oil and gas industry, is pleased to announce the long-term extension to the charter of its dive-support vessel (“DSV”) Bibby Topaz, owned by Volstad Maritime. The terms and conditions of the extended charter arrangement have been adjusted to reflect the current market environment and are now based on a more mutual sharing of risk and reward.

This charter extension allows Bibby Offshore to maintain and grow the Group’s market share in the North Sea DSV market. As one of the premier DSVs in the North Sea, the Bibby Topaz has been a core part of Bibby Offshore’s fleet since its delivery in 2008, and has been identified as the best technical and commercial option for the Group.

The new contract sees Bibby Offshore secure exclusive and uninterrupted access to this asset until 31 December 2019, with flexible options to further extend the charter to the end of 2024.

Bibby Topaz has a proven track record in the North Sea and has continued to win and execute major scopes of work with existing and new clients to date, and as a result of this extension, Bibby Offshore’s clients will benefit from having continued access to this vessel.

Howard Woodcock, CEO at Bibby Offshore, commented: “The Bibby Topaz has built a strong reputation with clients and is well-established as our premier DSV in the North Sea. We are delighted to have secured an extension to the charter, which will maintain our capacity in the North Sea over the next two and half years, and allow us to continue to deliver comprehensive support for clients in this region.”

Subsea 7, a global leader in seabed-to-surface engineering, construction and services, has taken delivery of Seven Arctic and Seven Kestrel, successfully completing a substantial and targeted fleet investment program that has added six new-build vessels to the Subsea 7 fleet since 2014.

Seven Arctic

Seven Arctic is a heavy construction flex-lay vessel designed to meet the demands of deep water and harsh environments. Capable of working at depths of 3,000 meters, the vessel features a 1,000t offshore crane and a 600t top tension (tiltable) lay system.

Seven Kestrel is a modern dive support vessel, certified by DNV-GL, encompassing an 18-man twin-bell saturation diving system rated to 300m water depth.

These vessels were built to a high specification, designed by Subsea 7 engineers in collaboration with Hyundai Heavy Industries Shipyard in Ulsan, South Korea and Wärtsilä Ship Design, Norway, to maximize their efficiency, capacity and economy. John Evans, Chief Operating Officer said: “We have one of the most modern, capable and diverse fleets of vessels in our market segment that differentiates our industry leading service. The arrival of Seven Arctic and Seven Kestrel further strengthens our fleet and client offering.

“Seven Arctic delivers an important step change in our subsea construction capability, particularly in ultra-deep water fields which pose increasingly technical challenges, whilst Seven Kestrel reinforces our leading diving capabilities.” Both vessels will transit to the North Sea for further crew familiarization before commencing operations in the spring.

Following the agreement made between the Government of Curaçao and Damen Shipyards Group in September last year, Damen Shiprepair & Conversion (DSC) has taken over the management of the Curaçao Droogdok Maatschappij (CDM) as of February 1st, 2017. The location will continue its activities under the name of Damen Shiprepair Curaçao (DSCu).

With this step Damen expands its ship repair activities across the Trans-Atlantic Ocean. The yard is strategically located on the route to the Panama Canal, outside the Hurricane Belt and offers excellent working conditions within a natural bay. As Curaçao is part of the Kingdom of the Netherlands, smooth logistic connections and fast import of required materials are guaranteed.

The yard features two graven docks; one sized 280 x 48 metres and the other 193 x 26 metres and almost 2 kilometres of quay side. In the coming years Damen will invest approximately 40 million USD in a third floating dock and the yard’s infrastructure and equipment. A new management team, led by Jaap de Lange as Managing Director, has been appointed and is already on site to introduce and implement Damen working methods and standards.

Furthermore Damen, together with the Curaçao Government, will invest in training and schooling of local technical personnel, ensuring the development of local skills, further developing the local industry and encouraging employment opportunities in the area.

The commencement of Damen Shiprepair Curaçao was celebrated on February 2nd at the yard in the presence of all staff as well as parties involved during the negotiation period.

Durk-Jan Nederlof, Group Director Damen Shiprepair & Conversion said, “The cooperation between Damen, the Curaçao Government, local trade unions and the personnel of the yard has been very pleasant during the period of negotiations and transfer of ownership. We are very much looking forward to continuing this collaboration in the future. It is excellent to see the enthusiasm of all parties to make this yard such a success”.

Damen Shiprepair Curaçao is part of the Damen Shiprepair & Conversion group, which currently operates 42 dry docks in 16 shipyards worldwide.

Fugro has secured its continued utilisation of high performance offshore IRM vessel, REM Etive, and has finalised a purchase agreement at conditions significantly more beneficial than a renewed charter agreement, with owner Solstad. The move supports a portfolio of IRM contracts being executed by Fugro in the Asia Pacific region and is expected to strengthen the company’s position in relation to future subsea inspection business in the area.

Suited to a wide range of offshore operations, REM Etive has been operating in Southeast Asian waters for Fugro under a charter agreement since 2007 and is mobilised with a comprehensive range of Fugro equipment for specialised subsea inspection and field support projects. Retaining the benefits of the vessel’s assured performance and notable versatility will result in seamless project execution and provide the continuity that is essential in operational management.

“We are excited to secure the REM Etive and to continue her deployment for our clients in the APAC region,” said Mark Heine, Divisional Director Marine and member of Fugro’s Board of Management. “With three multi-year IRM contracts already in place, two of which were awarded in recent weeks, this vessel is the best fit with our fleet to enable us to continue our delivery excellence and efficient performance in subsea IRM projects.”

REM Etive is a field proven design and has recorded many hours of safe operation with very high up time in a wide range of weather conditions. The 93-metre vessel is a significant element in the delivery of services from Fugro’s marine asset integrity business line. Together with Fugro’s highly experienced personnel, she is capable of supporting a comprehensive range of services throughout the lifecycle of a subsea development.

Statoil awards Simon Møkster Shipping AS contracts for three emergency response and rescue vessels (ERRV), and Havila Shipping ASA for one ERRV. The contacts have a total value, included options, of NOK 2.7 billion. The vessels will be part of Statoil’s area-wide emergency response on the Norwegian continental shelf (NCS).

The emergency response vessels play an important role in addressing government authorities’ and the company’s own requirements for rescue, hospital, fire-fighting, emergency towing and oil spill preparedness.

Photo credit: Statoil

“Statoil has an extensive emergency preparedness system on the NCS, and through the contracts we have secured four vessels that are tailored to our waters. I look forward to continuing our long-standing and good partnership with Simon Møkster Shipping and Havila Shipping,” says Philippe F. Mathieu, Statoil’s senior vice president for joint operations support.

Long time horizon

The contracts will run for seven years, with five one-year extension options. The three vessels from Simon Møkster Shipping are Stril Poseidon, Stril Merkur and Stril Herkules. Havila Shipping has been awarded a contract for the vessel Havila Troll. Statoil has a total of six ERRV vessels on the NCS, and one vessel currently being upgraded to an adequate relief vessel.

The vessels will cover emergency response services on the NCS together with the 24-hour operations center at Sandsli. In addition, Statoil has five operative SAR helicopters on the NCS.

“Safety and emergency preparedness are top priorities in our operations. Through the new contracts we are well prepared for important emergency response tasks on the NCS in the years to come. The contracted vessels incorporate some of the most sophisticated technologies for emergency response offshore,” says Mathieu.

Well equipped

The area emergency response vessels are fitted with two MOB boats, fire-fighting equipment, minimum 110-tonne towing capacity and an emergency hospital. In addition, the vessels carry oil spill response equipment such as oil booms and skimmers, and storage capacity for oil spill clean-up in accordance with NOFO requirements, in addition to oil dispersing equipment. The vessels also have a stern lifeboat recovery system, and a helipad. In the bid process fuel efficiency has been part of the evaluation criteria.

All contracted vessels have been performing similar tasks for Statoil for many years, and shipping companies and crews are therefore well acquainted with the tasks to be performed.

Emergency response collaboration

Statoil is working closely with several private and public players about the emergency preparedness system on the NCS. Through the Norwegian Clean Seas Association for Operating Companies (NOFO) the company has access to oil spill response resources along the entire coast.

Ulstein and SeaOwls have launched a pioneering heavy-lift jack-up vessel design. The cruciform structural lay-out makes the solution more than 10% lighter than conventional designs. The concept aims to install the next generation 10-12 MW wind turbines in the same time frame as used today for installing 6-8 MW units.

SeaOwls and Ulstein launched SOUL at the Offshore Wind Journal Conference on 7 February 2017. In combination with a high capacity crane, SOUL enables operators to take the next step in developing offshore wind farms.

“The development of this novel jack-up vessel is the logical next step in our strategy to widen our portfolio and become a leading company in supporting the offshore wind industry with more efficient assets”, says Tore Ulstein, deputy CEO at Ulstein Group. “Combining the vast track record in heavy lift vessel designs from our Dutch Ulstein branch with SeaOwls’ experience in jack-up technology, resulted in an innovative jack-up vessel concept based on proven technologies.”

Scaling-up conventional heavy lift jack-up vessel designs proves challenging due to the disproportional weight increase compared to gain in Variable Deck Load (VDL).

“We noticed this created uncertainty with turbine manufacturers, wind farm operators and installation contractors on how to install the future generation wind turbines, as floating vessels are not a viable alternative”, comments Erik Snijders, founder and managing director at Rotterdam based SeaOwls. “So we went back to the optimal jack-up design, a square platform with the legs spaced out as much as possible. Rotating the platform by 45o provided a natural bow shape with two legs and the crane on vessel center line.”

“This seemingly simple twist in the design allowed to make a huge improvement in operational aspects as well,” adds Bram Lambregts, deputy managing director at Ulstein Design & Solutions BV. “With the main crane around the stern leg, optimal main deck reach and over-the-side lifting capabilities is created. And as the hull now houses much larger leg footings, bearing pressures on the seabed are reduced, while the wake of the spud cans does not interfere with the inflow to the propulsion thrusters.”

The SOUL series will come in various sizes, allowing the transport of 3 up to 6 of the 10-12MW wind turbines. Still, all loading and installation operations can be performed without the need of ballast water.

A preview of the SOUL concept has been presented to a select group of industry players, which resulted in valuable and very positive feedback from prospective clients, such as: “One of the most viable new solutions to meet the installation challenges the offshore wind industry is facing.”

McDermott International, Inc. (NYSE:MDR) announces it has acquired the newly built pipelay and construction vessel Amazon to better position the Company for ultra deepwater and SURF projects.

The Amazon. McDermott- ©Kloet

“This is a great opportunity for the Company to expand the technical capabilities of our global fleet and grow in the deepwater and SURF markets and greatly increase our ultra deepwater project coverage,” said David Dickson, President and Chief Executive Officer of McDermott. “Due to current market conditions and the opportunistic nature of the transaction, we were able to acquire what is essentially a new, enabling asset at a fraction of the original build cost.”

McDermott plans to upgrade the vessel to address the ultra deepwater market with a state-of-the-art J-lay system outfitted with the latest vessel technology. In the near term, the Company plans to make minor capital expenditure investments to bring the vessel up to Company standards. As McDermott finalizes its upgrade plans, the Company plans to use the vessel on existing construction and pipelay projects.

Funding for the vessel acquisition has been secured through a sale and leaseback arrangement under which McDermott has control of the vessel in exchange for a daily charter-hire rate. The planned upgrade to the state-of-the-art J-lay system and related financing are expected to be considered in line with market conditions.

Completed in 2014, the Amazon is equipped with 49,514 square feet (4,600 square meters) of deck space complete with two 440-ton (400-tonne) cranes, a service speed of 12 knots and accommodation for up to 200 crew and service staff.

Damen Shipyards Group’s range of Liquefied Gas Carriers is a response to the changes seen in the maritime LNG market in recent years. The Dutch company’s designs meet a variety of capacity requirements, from 500m³ to 7,500m³.

The maritime LNG market has long been faced with the conundrum around the subject of supply and demand. Ship owners have been reluctant to make the switch to LNG because of the lack of bunkering infrastructure. At the same time, development of bunker infrastructure has been slow to get off the ground due to the low demand from the market. This has been described on numerous occasions as ‘the chicken and egg’ situation.

Attention on emissions

However, the outlook for the LNG market is changing, something that can be put down to a number of factors. Firstly, states Bastiaan Schurink, Damen Shipyards Bergum’s Design & Proposal Marketeer, there is a continued focus on tightening exhaust emissions.

“Emissions regulations are getting tighter every day. Ships need to reduce their emissions – and one way to do that is LNG.” Indeed, following the establishment of the emissions control areas (ECAs), ship owners are looking for solutions to meet new legislation. “Of course there are other ways, but LNG is a preferred method to reduce not only SO_x and NO_x, but also a substantial amount of CO₂ emissions.”

“Another important point is that the subject of LNG is becoming more and more interesting: both commercially and politically,” highlights Mr Schurink. “There are a growing number of European LNG bunkering projects that have been initiated by well-known oil and gas majors. EU funding is also making its presence felt.”

Shipbuilding know-how

In response to these developments, Damen is promoting its range of Liquefied Gas Carriers. Richard Nugteren, Damen Product Director Cargo Vessels, explains: “These vessels will be capable of transporting all types of liquefied gases. LPG and VCM in addition to LNG, for example. They will also exhibit a wide range of cargo capacities; including 500, 1,500, 3,000, 5,000, 6,500 and 7,500 cubic metres.”

Damen’s Liquefied Gas Carrier designs draw on a number of tried and tested characteristics. “For example, they are designed with proven hull forms,” says Mr Nugteren. “Focused on efficient hydrodynamics, this results in minimal resistance during sailing which, in turn, minimises fuel consumption.”

Fitted out to the highest levels of comfort, accommodation areas can be designed to significantly reduce sound and vibration levels.

Increasing demand

In terms of cargo, Damen’s designs use industry-recognized tank layouts provided by suppliers specializing in cryogenic gas handling systems and tanks. Vaporized LNG can also be used for propulsion or auxiliary engines.

“At the moment this is a small niche market – but it’s up and coming,” continues Mr Schurink. “The European market is getting the ball rolling, and we expect these developments to continue in other regions too.”

“For example, the North American market is paying more attention to emissions. And the feeder markets in Indonesia and the Mediterranean are also interesting. We have designs and the specs available. All in all, we are fully prepared to build these vessels.”

Reflecting its commitment to focus on competitiveness and strict operational and financial costs management, CGG is pleased to announce that it has agreed in principle with its longstanding partner Eidesvik and its Nordic lenders to establish a new ownership set-up for its operated fleet.

This new set-up is based on the creation of a new Company that will possess the five vessels currently owned by CGG and cold-stacked (Geo Coral, Geo Caribbean, Geo Celtic, CGG Alize and Oceanic Challenger), as well as the two vessels co-owned by CGG and Eidesvik (Oceanic Vega and Oceanic Sirius). This new Company, to be jointly owned by CGG and Eidesvik in equal parts, will also hold all the outstanding debt related to those vessels and should be operational at the beginning of the second quarter of 2017.

Oceanic Sirius. Photo courtesy CGG

CGG will continue to charter the Oceanic Vega and Oceanic Sirius from the new Company and will charter the Geo Coral (from the second quarter 2017 onwards), Geo Caribbean and Geo Celtic vessels, as the charters of other vessels it currently operates expire. CGG will thus continue operating a five 3D vessel fleet with the same maritime and seismic operational management.

The charter rates, that have been agreed as part of this set up, combined with the recently revised charter rate of the Oceanic Champion, as announced on March 14, will enable CGG to substantially reduce charter costs. The new contractual terms have been mainly obtained through the re-profiling of the reimbursement schedule of the debt related to the vessels coupled with an extension of the vessels employment commitments.

The implementation of this new maritime set-up will also result in a reduction of CGG gross debt amount by $182.5m corresponding to the principal amount of the Nordic loan at April 1st 2017.

Jean-Georges Malcor, CGG CEO, said “After the implementation of our marine Transformation Plan, launched at the end of 2013, which led to a sharp decrease of our internal cost base, our objective was to further improve our competitiveness by renegotiating the charter costs for our operated fleet. Today’s agreement in principle with our Nordic lenders, combined with the strengthening and extension of our partnership with Eidesvik, will allow us to reach this goal by leading to a further reduction of our marine operational cost and will also allow us to reduce substantially our financial costs via the externalization of the existing Nordic loan.”

A state of the art dive-support vessel is a marvel of modern technology and design. Seldom has this been more evident than in the Oceanicasub V delivered in February 2017 to her Brazilian owner Oceânica.

Oceânica provides subsea services to the petroleum company Petrobras. The Oceanicasub V is the second in a pair delivered from the Arpoador Shipyard in Guarujá, Brazil.

The 43 by 9.3-meter vessel was designed by Incat Crowther in cooperation with the shipyard and owner.

Builders believe that allying shallow diving to a wide range ROV performance, all contained in a light DP 2 vessel, will establish a new benchmark in subsea operations, reducing costs, increasing work flexibility and safety compared with the previous existing concepts.

Photos courtesy of Cummins Marine

For such a vessel, choice of engine power and propulsion method is of paramount importance. For reliable power the owners chose four Cummins QSK19M main engines and coupled them to ZF 2000 gearboxes driving Hamilton HM521 water jets. With each of the four engines delivering 660 HP, the vessel, at just under 500 Gross Tons, has a maximum speed of 12,5 knots and a cruising speed of 10 knots. The jets eliminated the danger that propellers can present for divers.

However, the primary function of the four jets, along with three 150 kw Intermarine bow thrusters, is to provide precise and safe station keeping when divers are working below. The vessel is also fitted with a Kongsberg DP2, Hipap, Spot Track and Radius systems to automatically hold position as well. Zero speed stabilizer fins are also installed to reduce roll and make the working deck safer for crews.

Electrical power for the bow thrusters and a variety of deck cranes and winches is provided by three Cummins QSM11-powered 300 ekW gensets as well as a Cummins 6BT5.9-powered 92 ekW emergency genset. The vessel is also equipped with a hyperbaric chamber, Caviblaster, dive bell, one ROV for 1,500m and one for 300m, ROV A-frame and every conceivable piece of equipment required to handle a wide range of subsea tasks.

Accommodation is provided for 36 people including divers, dive support staff and ship’s crew. The wheelhouse has fore and aft controls with excellent visibility down to the working deck and up for those times that the boat is working near an offshore rig.

In the hull the main engines and jets are arranged in two pairs, port and starboard, with the three QSM11-powered gensets forward of the propulsion engines. Forward of the engine room an auxiliary machinery room contains, among other equipment, the main switchboard, five compressors, the ROV power pack, and three water makers. Forward of that, six 4-person cabins, with a head in each cabin, share a companionway and stairs up to the main deck.

The main deck cabin includes a large galley and pantry forward on the starboard side with two dinning areas, one of which can double as a meeting room. Aft of the galley and mess area, a large TV room provides for relaxation to port with an office and laundry room to starboard. Aft of the office is a workshop and aft of the TV room is the dive operations office with a separate computer room and access to the main deck.

Just aft of the main deck house are two A-frames, one for a dive bell and one for the ROV. Both can extend over the starboard side while on the port side is the hyperbaric chamber. An open work area aft supports port and starboard deck cranes.

Above the main deck house, and just below the wheelhouse, a mid-deck cabin contains two single berth cabins for the captain and a charterer’s representative. Two 4-person and one 2-person cabin, all with their own head, are also located on this deck.

The Vessel is classified by RINA C + Special Service, DYNAPOS AM/AT R, DIVING SUPPORT, AUT-CCS, Unrestricted.

From design, to build, to delivery and operations, this vessel, and its earlier delivered sister-ship, is a celebration of experience, thought and practice. No doubt it will be a model for dive support vessels worldwide.

Damen Shiprepair & Conversion (DSC) has recently completed works in Vlissingen and Brest on two major vessels in the fleet of dredging and marine construction specialist Jan de Nul Group. One of these is the Vole au vent, a 140-metre jack-up vessel built specifically for the installation of the latest generation of offshore wind turbines. The other is the trailing suction hopper dredger Leiv Eiriksson. Both vessels are among the largest in their classes, anywhere in the world.

Jack-up vessel Vole au vent. Photo credit: Damen

Vole au vent at Damen Shiprepair Vlissingen

The jack-up vessel Vole au vent arrived at Damen Shiprepair Vlissingen (DSVI) late in 2016 having spent the summer working on the Nobelwind offshore wind farm off the coast of Belgium. She came to DSVl for modifications necessary for her second phase on the Nobelwind project; the installation of the WTG scope. These required the demobilisation of her existing equipment used for the foundation campaign and the installation of a new configuration for the WTG installation phase.

Over the course of two weeks, her 3,400m² main deck was cleared of equipment and temporary structures and restored to its clean, completely flush layout. This allows it to accommodate wind turbine installation equipment and components, towers and blades for its next deployment off the coast of Belgium. DSVl also fabricated and installed some new deck structures including grillages for the transport of the WTG towers and nacelles.

Leiv Eiriksson at Damen Shiprepair Brest

On 16 February, Jan de Nul Groups 223-metre trailing suction hopper dredger Leiv Eiriksson departed from Damen Shiprepair Brest after a three-week maintenance programme. This followed an 18-month assignment on a large-scale land reclamation project in Nigeria.

Leiv Eiriksson. Photo credit: Damen

The works included replacement of the 1700mm discharge lines, changing the power cables for the suction arms, fresh paintwork, the assisting of specialist sub-contractors with steering gear, propulsion and thruster repairs, valve repairs and minor steel works. With a hopper volume of 46,000m³ and a DWT of 78,500 tonnes, the Leiv Eiriksson is one of the world’s largest dredgers.

Carlos de Vliegere, sales manager at DSC, commented: “Jan de Nul Group is a valued customer of the Damen Shipyards Group and we are delighted to have been able to deliver the services they required for these impressive vessels within the timescales required.”

Other recent projects for Jan de Nul Group have included works last year on the multi-purpose vessel Isaac Newton at Damen Shiprepair Vlissingen and on the trailing suction hopper dredger Taccola at Damen Shiprepair Amsterdam.

Global Maritime, a provider of marine warranty, dynamic positioning and engineering services to the offshore sector, is celebrating ten years of providing marine warranty survey (MWS) services to the West Delta Deep Marine Concession (WDDM), offshore Egypt. Burullus Gas Company, a joint operating company of Egyptian General Petroleum Corporation (EGPC), Shell and PICL (Egypt), operates the concession.

The installation of a suction pile, a manifold and a Subsea Distribution Assembly on the WDDM project

Mahmoud Taymour, Burullus Projects Director, continued: “Global Maritime has played a key role in the successful delivery of the West Delta Deep Marine Offshore Development Projects over the last 10 years. Burullus safely delivered several fast-track offshore and subsea projects where Global Maritime provided professional engineering and marine resources expertise, including installation engineering and analysis review, load-out, sea-fastening and offshore construction.”

His words were backed up by David Drew, Regional Manager for Global Maritime in the Middle East: “There have been no more high-profile and complex offshore projects in the Mediterranean over the last decade than the WDDM concession and we are delighted to have been involved in so many phases. With most phases of the project having been delivered ahead of schedule and under budget, Global Maritime is rightly proud of the role it has played in supporting Burullus and expanding the oil & gas industry in Egypt.”

The West Delta Deep Marine (WDDM) concession, located 90 kilometers from the Nile Delta shoreline in the Mediterranean Sea, is currently in production phase. The project has undergone ten different phases over the last 13 years and provides vital gas supplies to the Egyptian domestic market.

Since 2006, when Global Maritime won the initial tender for MWS services for the project, Global Maritime has been involved with all offshore stages of the field’s development. Specific phases that Global Maritime has provided MWS services to include Phase 4 which involved the tie-back of seven subsea wells; the Sequoia Phase 6 project which brought three additional wells onstream; Phase 7 which involved the installation of a 68 kilometer long offshore pipeline; Phase 8a which involved the tie-back of an additional nine subsea wells; Phase 8b which involved a further eight additional wells; and Phase 9a, a project involving the development of nine wells.

Global Maritime’s track record with Burullus has also seen the company secure a number of other contracts in Egypt, including with Belayim Petroleum Company (Petrobel), an Eni and EGPC joint venture; and South Abu Zenima Petroleum Company (Petrozenima), a joint venture between EGPC and National Petroleum Company (NPC). Global Maritime’s DP and rig move services in Egypt have also been expanded since its Cairo office opened.

With climate change affecting the polar zones, the interest in ice class vessels continues to show growth and innovation. A noteworthy example of this was recently launched at Russia’s Nevsky Shipyard. Designated a Multipurpose, Shallow=draft, tug-salvage vessel, with Arc 5 ice class, (MPSV12) the new vessel will fitted out to provide a broad range of support roles.

The 79.85 by 17.36-meter has a 6.7-meter molded depth and a minimum draft of just 3.2 meters and a loaded draft of 4.5 meters. The boat will provide support to a wide range of maritime work including rescue work to general shipping, fishing vessels or oil and gas fields. The boat is fully outfitted for search and rescue evacuation as it has accommodation for up to 12 crew, 36 berths and 87 people. It can provide first aide to the injured. The vessel is also equipped for combating fires at sea. It carries a wide range of oil spill response equipment for clean-up. As a tug, it can tow damaged vessels to shelter in open waters or ice conditions.

This is one of four built to this design. Three were launched in 2016. The final vessel is being fitted out for a delivery in the coming months. In addition to SAR and salvage towing, the boats have the ability to supply offshore oil drilling and production sites. The have tankage for 200 cubic meters of domestic water and 550 cu.mt. of cargo water, 450 cu.mt. of domestic fuel and 400 cu.mt. of cargo fuel. They also have capacity for 130 cu.mt. of drill mud and 550 cu.mt. of drilling water.

On deck the vessel carries a double-drum towing winch with braking power of approximately 100 tons as well as a 60-on towing hook with a remote quick release. There is also a pedestal mounted 24-ton crane with a 20-meter boom. There is a ROV and dive support station for work up to 60-meter depths. The 430-square meter of cargo deck can also accommodate one-tier of containers.

For propulsion and maneuvering at sea the vessel has two ice-classed controllable pitch propellers in nozzles as well as two bow thrusters and a single stern thruster. Power for this and the rest of the huge complex of equipment and pumps on this boat comes from an impressive array of engines. A pair of Wartsila 2600 kW medium speed engines provides the main propulsion. The significant electrical requirements for the extensive array of equipment derives from a pair of Cummins K38-CP800DM5 generator sets each producing 800 kW of power at 50 Hz and 400 V. There is also a Cummins 6C-CS125DMS emergency genset.

The rescue tugs are being built for the Russian Rescue Agency. The vessels will operate in four different areas: theBahtemir in the Caspian Sea under the Astrakhan Rescue Branch, the Kalas in the Black Sea under the Novorossiysk Rescue Branch, the Beysug in the White Sea under the Archangelsk Rescue Branch, and the Piltun in the Japanese Sea under the Nakhodka Rescue Branch.

The Nevsky Shipyard specializes in both new-build vessels and repair. Located on the Volga-Baltic Waterway it has excellent access to Russia’s inland waterways and, via the Port of St. Petersburg, to the Baltic Sea. The shipyard carries certification from leading class societies including the Russian Maritime Register of Shipping, Russian River Register, Lloyds Register of Shipping, Bureau Veritas, Germanischer Lloyd and Det Norske Veritas.

Drawing and detailed specs available

Damen has introduced the Responder 5413 – a new First Line Assistance Vessel. The company has pioneered this versatile, 54-metre vessel partly in response to the increasing number of extreme weather events across the globe, believing it can play a vital role as a first response vessel, capable of assisting a relief or emergency operation in a number of ways.

The Damen Responder 5413

Designed for unrestricted service, the vessel demonstrates proven seakeeping behaviour. The Damen Responder 5413 is based on the successful Multi Purpose Vessel (MPV) 5413. Four of these units were delivered to the leading offshore survey, geotechnical and seabed geophysical services company, Fugro, for use as surveying vessels.

The carefully considered layout includes a spacious aft deck, providing multiple container stowage possibilities, a RHIB in a slipway for fast and safe access to and from the vessel, crane capacity, and ample working areas.

The Damen Responder 5413 also has extended spaces for medical treatment, recovery and quarantine, and has an operations room, fitted with global communication equipment.

Ample container stowage

Depending on the emergency, the Damen Responder can be fitted with containerised and/or modular equipment tailored to the specific needs of the incident. The Responder has fixed positions for three 20 ft (TEU) containers.

Containers can be easily mounted on the aft deck and can be utilised for:

• Modular workshop/storage
• Oil recovery equipment
• Diving equipment
• Fire fighting equipment
• Water making equipment
• Electrical power generation

This flexible vessel is capable of operating in relatively shallow waters and has a crane capacity of 10 tonnes at 12 m.

Swift delivery & competitive pricing

With two vessels available, Damen can guarantee a swift delivery time and competitive pricing.

Damen believes that this vessel could be the ideal solution for governments, local authorities or NGOS in need of a proven, economical vessel, which is suited for numerous environmental and protection tasks using modular, containerised equipment.

The technology group Wärtsilä has been contracted to supply a comprehensive package of engines and propulsion machinery for a new Cutter Suction Dredger (CSD) vessel. When delivered, the 'Spartacus', which is being built on behalf of Belgium based Dredging International (DEME), will be the world's most powerful CSD and the first ever to be fueled by liquefied natural gas (LNG). It is being built at the Royal IHC yard in the Netherlands. The order with Wärtsilä, worth around 20 MEUR, was booked in the fourth quarter of 2016.

The world's most powerful cutter dredger and the first to be fueled by LNG, will rely on Wärtsilä propulsion solutions.

The 164-meter long vessel will have a total installed power of 44,180 kW. It will feature four 9-cylinder Wärtsilä 46DF dual-fuel engines, two 8-cylinder Wärtsilä 20DF dual-fuel engines, and a Wärtsilä LNGPac fuel gas storage and supply system with a newly designed bilobe tank arrangement. Wärtsilä will also supply two fixed pitch propellers with shaft assemblies and HP nozzles, and two tunnel thrusters, as well as commissioning, site supervision, and extended project management services. The Wärtsilä equipment is scheduled for delivery to the yard during the fourth quarter of 2017.

"Wärtsilä has worked in close cooperation with the owners starting from the early stages of this large project. This has enabled a well engineered and fully integrated propulsion arrangement, and an LNG fuel system that is optimised for the needs of the vessel," says Arthur Boogaard, General Manager, Business Development Special Vessels at Wärtsilä.

"Wärtsilä has provided excellent support throughout the design phase, and we are confident that this results in a highly efficient CSD with lower operating costs than would have been otherwise possible. We are very aware of our environmental responsibilities, and for this reason we have opted for Wärtsilä dual-fuel engines running on clean burning LNG fuel," says Jan Gabriel, Head of newbuilding and conversion department at DEME.

The 'Spartacus' is expected to be delivered to the customer in mid-2019 and will operate in different locations around the world. CSDs are able to dredge nearly all kinds of soils, including sand, clay and rock. They are used wherever the ground is too hard for conventional dredgers to operate.

DEME is a long-standing customer of Wärtsilä and has, in recent years, utilized Wärtsilä solutions for numerous vessels, including three hopper dredgers, a cable installation vessel, an offshore construction vessel, as well as the 'Spartacus' CSD.

ELA Container Offshore GmbH has recently delivered three ELA Offshore Multipurpose Rooms on the MPI Enterprise, an offshore construction jack up vessel. The vessel, which is designed to transport, lift, install and decommission components such as jackets, monopiles, wind turbines and transformer stations, has been contracted to complete a turbine installation project including monopiles.

The ELA Offshore Containers are equipped as Office containers and will be used during the offshore transportation and installation of turbines on an Offshore Wind Farm.

The MPI Enterprise is an offshore construction jack up vessel designed to transport, lift, install and decommission components such as jackets, wind turbines, monopiles and transformer stations

The containers are expected to be used until July 2017 and are equipped with tables, whiteboards, cabinets, chairs, fire extinguishers and trash cans as requested by the client. These containers will offer employees the best possibility to work offshore while still feeling at home in well-designed containers with wooden details in the interior. ‘’Thanks to their ISO 20 ft. High Cube dimensions and plug & play system, lifting and installing the containers is very easy. Hence the reason why the client chose to install the containers themselves’’ says Frank ter Haak, Business Development Manager at ELA Container Offshore. In addition, all containers are delivered with a technical handbook, explaining the electrical outfitting of the containers and enabling a smooth connection to the board system. ‘’If assistance during assembly or disassembly is required, ELA technicians will be able at any time to assist during installation in any on- or offshore location in the world’’, continues ter Haak.

Within 10 days after the purchase order ELA Container Offshore was able to deliver the containers to the mobilization port, where they were installed on the vessel. In addition, parent company ELA Container GmbH has also provided onshore containers for the companies in the mobilizing port. Hence, the ELA Container Group worked closely together to offer an ‘’all-in-package’’ both on- and offshore to satisfy all needs and requirements of their customers. Thanks to good communication between ELA Container Offshore and the client, delivery went smoothly and the containers are currently being used during the installation project, both on- and offshore.

ELA Container Offshore has already gained diverse experience in the Offshore-Wind and Offshore Oil & Gas Industry. Whether on pontoons, transformer platforms, rigs or supply vessels - ELA Container is the ideal partner, offering tailor-made concepts for all requirements in the form of Living Quarters, Offices, Dining Rooms, Galleys, Laundries, Recreation or Locker Rooms and all types of Carrying Units. ELA Offshore containers are equipped with all the necessary utilities. This guarantees, in combination with all ELA Offshore features, a long service life, functionality and comfort.

The high quality Containers are “Made in Germany” according to German quality standards and possess all necessary certifications such as DNV 2.7-1 / EN 12079-1, DNV 2.7-2, based on SOLAS, IMO FSS Code and MLC as well as CSC and are approved from several IACS-companies. In terms of fire resistance, an A60 insulation provides high safety standards. Every container will be checked before delivery. Depending on customer requirements, ELA Offshore Containers are individually customized, immediately operational and are available at short notice.

The main features of ELA offshore accommodations include:

• Flexibility on demand
• One base type with various accommodation solutions
• Easy handling thanks to standard 20ft High-Cube ISO standard dimensions
• Highest quality standards

Bringing together the experience and knowledge of two Damen companies is the close cooperation between Damen Green Solutions and Damen Shiprepair & Conversion (DSC). The two companies combine their specific skill sets to offer ship owners a smoother transition towards compliance with new environmental regulations and cleaner sailing.

Marcel Karsijns, Managing Director of Damen Green Solutions & Kees Jan Groen, Commercial Director at Damen Shiprepair & Conversion

Regarding the subjects of Ballast Water Management, exhaust after treatment systems, LNG conversions and also other, more traditional, methods of cleaner shipping, the synergy between Damen Green Solutions and DSC provides ship owners and operators the very realistic benefits of proven project management skills, reduced downtime and informed product selection.

Smoothing the way for compliance

Since the IMO-ratification of the Ballast Water Management Convention last year, ship owners have been left with no choice but to tackle their Ballast Water Treatment issues head on. However, with close to 70 different manufacturers offering Ballast Water Treatment Systems, selecting the best option for a vessel can be a daunting task.

Damen Green Solutions’ approach to this has been to help ship owners make the right decision. “We have investigated the market thoroughly – looking into the pros and cons of all the available systems,” says Marcel Karsijns, Managing Director of Damen Green Solutions. “This includes the technology, the energy consumption, the physical footprint of the system and the after sales service. With this information, we have made sales agreements with the best Ballast Water Treatment Systems producers.”

The added value of combining the knowledge and experience of Damen Green Solutions and DSC is seen in the fact that an entire Ballast Water Treatment System retrofit can be handled in one contract. “This is the One-Stop-Shop that we talk about,” continues Mr Karsijns. “Damen Green Solutions deals with the work preparation and planning and then DSC performs the project management and execution in a very efficient way – with minimal downtime. This is what they specialise in.”

Cleaner emissions

Also included into the concept of green solutions are exhaust after treatment systems; known as scrubbers. “For a ship owner, a scrubber represents an investment that he will see a return on,” says Kees Jan Groen, Commercial Director at Damen Shiprepair & Conversion. “The difference in price between HFO and MDO will determine how fast he sees a return on that investment.”

Scrubbers

“We have built up valuable experience performing scrubber retrofits. Of course, every ship is different, but we can transfer the knowledge gained from previous projects to new projects that we are planning.”

DSC has developed a modular approach to scrubber installation where some components are installed in the funnel and others on the deck to reduce the amount of work in the engine room. “Our competitive strength comes in being able to complete complex projects in tight schedules to the highest quality,” states Mr. Groen.

Once again, close cooperation between Damen and a specialist manufacturer has been important. “We found a partner in AEC, part of the VDL group,” adds Mr. Karsijns. “They have an IMO-certified scrubber system which is very cost effective.”

Conversion experience

Another subject in the sustainability conversation concerns Liquefied Natural Gas (LNG). This is often described as the ‘transition’ fuel towards cleaner shipping because, even though LNG emissions still contain significant levels of CO2, they are much cleaner in terms of NOx, SOx and Particulate Materials. For ship owners examining the possibility of an LNG engine conversion, it is DSC’s existing experience with conversion projects in EPC contracts that is often the initial stimulus to make contact.

“The LNG industry is taking its first steps. Even though it is still at a small scale, we are seeing more and more enquiries,” says Mr Groen. “With engine conversion contracts, we have all the procedures in place to complete the project on time and on budget. This includes all the engineering and installation work while integrating the specifications with contractors and suppliers.”

Don’t forget low-tech

Mr Groen is also keen to point out that certain ‘green solutions’ do not necessarily have to involve extensive engineering and preparatory work. “A ship owner can utilise low-tech solutions too,” he says. “For example, getting a vessel into drydock to clean the propeller, and then clean and repaint the hull with antifouling can yield instant results in terms of fuel consumption. What’s more, we offer this type of service based on a fixed number of days and a fixed price.”