ABB, a leading power and automation technology group, will provide the technology that will help three vessels safely carry out construction and maintenance tasks up to 5 kilometers under water. The vessels will be equipped with ABB’s OCTOPUS software that uses sensors and the Internet of Things, Services and People (IoTSP) to interpret weather conditions, allowing the crew to make informed decisions during sensitive operations. The ships will be built for Ultra Deep Solutions at CSIC Huangpu Wuchang Shipbuilding Company Limited and China Merchants Heavy Industry.

The largest vessel’s apparatus will include two remotely operated underwater vessels (ROVs), that will dive up to 3000 meters, and a 400 ton crane that can drop 5 200 meters. It will measure 142 meters in length.

The OCTOPUS suite of products is a powerful tool that provides onboard decision support and operational advice during weather-sensitive offshore operations by monitoring and forecasting vessel motions. When working in deep-water without mooring or anchoring lines, an important part of the set-up is the OCTOPUS-Operational forecast function. This extension within OCTOPUS makes it possible to define an optimal operational window during weather sensitive operations on DP.

Juha Koskela, Managing Director of ABB’s Marine and Ports business, said, “The broad scope of supply we have on these vessels is a demonstration of the wide range of solutions we have to offer the maritime sector. These vessels will benefit from some of the most established software and hardware technologies in the shipping industry.”

The vessels also will feature ABB generators, motors, drives and switchboards.

Jithu Sukumaran Nair, General Manager of Shipbuilding at Ultradeep Solutions said, “We are proud to be the first offshore vessel operator in the world to install the OCTOPUS weather monitoring system on board high tech dive vessels”

Modal Training, the first organization in the UK to offer integrated, multimodal logistics training, has invested in a full suite of advanced ship, offshore vessel, engine room and radar simulators from Kongsberg Maritime, a global leader in marine training technology.

Modal Training will use the equipment, which includes a detailed 360^o model of the Humber estuary on the east coast of Northern England, to support the delivery of advanced training courses for maritime professionals and businesses at its new £7million centre of excellence in Immingham.

The simulators will enable Modal to offer training that effectively replicates the working environment for a wide range of maritime roles, including bridge crews, navigators, maritime engineers and Vessel Traffic Service (VTS) operators. Each part of the simulator system can be operated independently, or be interconnected to provide full vessel operation exercises for an entire crew.

Patrick Henry, CEO of Modal Training, said:

“Modal provides training of the absolute highest quality to maritime businesses across the UK, which is why we’ve invested in a full suite of advanced marine simulators from Kongsberg Maritime.

“We’ve listened to leading companies from across the maritime, offshore and renewables industries, and we are in the process of developing an extensive suite of equipment designed to meet their real-world training requirements exactly. Kongsberg Maritime is the global leader in marine technology and its simulators are widely regarded as the finest available in the world today.

“The Humber is home to the UK’s largest multi-purpose ports complex and Modal will provide the high quality, tailored training that businesses need to take advantage of growing opportunities in the region and across the wider sector.”

The centrepiece of the simulation suite will be a Class A full mission K-Sim Offshore vessel simulator with forward and aft bridge, configured with a DP2 dynamic positioning system and anchor handling vessel hardware. The suite will also be equipped with two Class B K-Sim Navigation ship’s bridge simulators, with one configured as a workboat/tug bridge.

Modal has also invested in a K-Sim DP Class C desktop simulator system for dynamic positioning training, and a desktop K-Sim Navigation configured for ECDIS radar training for up to six students. The engine room suite is equipped with a full mission K-Sim Engine simulator, including the high voltage functionality, and a desktop engine room simulator. A K-Sim VTS operator simulator system completes the new equipment line-up.

Sølvi Opthun, Area Sales Manager, Kongsberg Maritime, said:

“Our ‘Full Picture’ approach, which covers a wide range of maritime training disciplines, was successful in a competitive tender for this major maritime simulator contract. By demonstrating the capability and versatility of our technology and the possibility of integration for future training needs, we were able to meet Modal Training’s demanding requirements of its new simulation partner. We are looking forward to working closely with them towards a smooth 2016 delivery and on-going partnership.”

Modal Training is a new £7million centre of excellence for the ports, energy and logistics sector, providing integrated, multimodal logistics training for sea, road, rail and air. Jointly funded by the Grimsby Institute Group and the Humber LEP, Modal Training is based in Immingham, North East Lincolnshire, in a purpose-designed 5,696m2 facility, it is set to open in September 2016.

Tidewater Subsea charters the Jones Act compliant MV Brandon Bordelon for (60) sixty days plus options. Tidewater Subsea is mobilizing (2) two FMC Technologies Schilling HP 150 ROVs to the vessel. The Brandon is now fully capable to perform a variety of operations, including IMR (inspection, maintenance and repair), light construction, survey and inspection work.

The Brandon is a highly specialized 260’ (80m) DP2 vessel featuring a helideck, a 60 ton AHC crane with 3,000m of wire, POB (60), a mezzanine deck supporting the (2) two FMC Technologies Schilling HP 150 ROVs. The vessel also offers 6,200 sq. ft. (576 sq.m) of clear useable deck space. The Brandon also features (2) two fully-integrated Ranger2 Pro thru-hull full USBL systems. The vessel delivers a fully integrated ROV control room, ROV support offices, below deck work and storage spaces, extensive communications and ROV data network, plug and play, with patch panel racks installed. All systems are fully interfaced with the vessel systems, bridge, office, and accommodation spaces. The vessel is designed with removable bulwarks around the entire aft of vessel along with power, water, air, and hydraulic oil connections on the deck. The vessel is also equipped with four additional below deck Tier 3 generators, providing fully redundant power to the crane and ROV systems.

Wes Bordelon, President/CEO of Bordelon Marine commented:

"We are very excited to work with Tidewater Subsea. Being a vessel operator, we speak the same language on day one. But Jason and his team also bring a wealth of ROV and subsea experience to the game. And when partnered with our new Stingray ULIV design, I think we will be very successful in the light IMR and Intervention space. The vessel and ROV systems are new and state of the art. This vessel is truly a high spec, fit for purpose, Jones Act-compliant solution that gives the client an affordable option to the larger MPSVs.”

The Mexican Navy (Secretaria de Marina - SEMAR) and Dutch shipbuilder Damen Shipyards Group have signed contracts for three, 42-meter patrol vessels in addition to their existing fleet. All ships will be of the Damen Stan Patrol 4207 design.

This contract is again proof of the good, ongoing relationship between the Mexican Navy and Damen. The three SPa 4207 vessels, known in Mexico as the Ténochtitlan class, will be built by the Mexican Navy Yard ASTIMAR 1 in Tampico. Damen will provide the engineering, material package, technical assistance and crew training.

The vessels will be named after Mexican historical sites and are expected to be launched in 2016. With these three patrol vessels, the total number of vessels in the Ténochtitlan class will come to ten.

Damen Coastal and Offshore Patrol Vessels already operate for years in the coastal waters of the USA, Canada, Jamaica, Barbados, the Bahamas, Mexico, Honduras, Cape Verde and the Netherlands.

Short videos about Stan Patrols 4207 can be viewed here.

Oceaneering’s Maritime Business Systems group hosts its annual Portvisionville event on Wednesday February 10, 2016 at the Hyatt Regency in Houston, TX, to share the latest news and PortVision product developments with its growing customer base. Its annual customer advisory meetings provide a forum for sharing ideas and experiences in a collaborative environment, with the goal of further enhancing business operations while helping to improve safety and security.

Oceaneering Maritime Business Group latest innovation in AIS-based business intelligence is now available, delivering valuable new real-time analytics and reporting features plus add-on modules for specialized applications.

Event attendees will see live PortVision 360 demonstrations and learn about enhanced alerting and reporting capabilities that can be customized for information sharing and collaboration. Oceaneering will also host exclusive sessions with key customers and industry stakeholders during the day, focused on critical issues facing marine terminal management and marine pipeline protection.

Oceaneering is launching the PortVision 360 service at its annual customer event. Easy to buy and deploy, PortVision 360 provides many new options for delivering valuable information and knowledge about vessel and terminal activities. Users can quickly and easily answer questions about vessel movements and events anywhere in the world. PortVision 360 is available in two editions with tiered feature sets, and builds on the foundation of a product line that has enabled more than 2,000 users worldwide to enhance efficiency, reduce cost and increase safety and security.

Oceaneering will also continue its annual series of marine industry stakeholder meetings during the day-long event, with one session focused on marine terminal optimization, and the other on monitoring and protecting pipeline infrastructure and other valuable marine assets. Both sessions are designed to help solve industry challenges by fostering a combination of dialog, brainstorming and networking related to evolving issues and best practices in safety, security and operational efficiency. Representatives from major oil companies and leading terminal and pipeline operators have again registered to attend.

WHEN: Wednesday, February 10, 2016

Afternoon – Main Event

2:30 p.m. to 6 p.m.: - Portvisionville

Morning – Customer Advisory Meetings

9 a.m. to 2 p.m.: Two parallel tracks on terminal optimization and marine asset protection. Continental breakfast/lunch included at each.

WHERE: Hyatt Regency Houston, 1200 Louisiana St., Houston, TX 77002, T: 713.654.1234

HOW: Oceaneering’s Portvisionville event is free to industry participants and open for registration. The morning customer advisory meetings are by invitation only. For more information or questions, contact: Andrea LaVorgna, 858.586.0933, x122, or email: This email address is being protected from spambots. You need JavaScript enabled to view it..

About Oceaneering and its Maritime Business Systems

Oceaneering’s Maritime Business Systems practice includes PortVision and related software and services that help oil companies, marine terminal operators, fleet owners/operators and other maritime users improve business operations through instant, continuous visibility into vessel and terminal activities. The company’s maritime business systems leverage the PortVision Automatic Identification System (AIS) vessel-tracking service to automate and enhance operations, reduce costs, improve safety and security, and drive better business decisions.

Based in Houston, Texas, Oceaneering International Inc. (NYSE: OII) is a global oilfield provider of engineered services and products, primarily to the offshore oil and gas industry, with a focus on deepwater applications. Through the use of its applied technology expertise, Oceaneering also serves the defense, entertainment, and aerospace industries. For more information about Oceaneering, click here. For more information about PortVision and Oceaneering’s Maritime Business Systems, click here.

Eliminating the slack line required for conventional tie-ups, PSI Marine's TideSlide Mooring System greatly reduces inertial loading usually generated by a moored vessel. TideSlide's superior strength and safety are ideal for commercial docks where cargo or passengers are loaded. Maintaining the vessel's boarding proximity allows safer movement of freight and passengers.

TideSlide's vertical movement absorbs any built-up energy, enabling a vessel to be safely and securely held even in the presence of wind, waves and tides. The patented design uses a solid stainless steel shaft and specially engineered, proprietary polymer mooring block. Easy to incorporate into any mooring plan or pier, TideSlide Systems are available in sizes to accommodate any vessel or tidal movement. PSI Marine, Inc. manufactures the TideSlide Systems in the USA. It has installed systems worldwide for power companies, military and commercial applications, such as TideSlide Oil Boom Attachment systems.

Especially designed for extreme tides and weather conditions, TideSlide is built to survive cyclones, hurricanes and severe weather. This mooring system is storm-tested and was engineered to meet the rigorous standards of the US Navy Heavy Weather Mooring Codes. Using TideSlides increases the chances of a vessel surviving catastrophic storms.

Kongsberg Maritime’s wholly owned deck equipment specialist Kongsberg Evotec reports a strong start to the year with three separate new contracts for advanced Seismic Handling systems.

Two contracts, for customers located in China, are for delivery of Seismic Handling systems for a six streamer vessel and a two streamer vessel. Both vessels are currently under construction in China and Kongsberg Evotec will start equipment deliveries from October 2016.

Kongsberg Evotec also signed a contract with a Norwegian customer for a Seismic Handling system featuring a containerized gun system. The equipment is scheduled for delivery in Norway, July 2016.

All Kongsberg Evotec Seismic Handling systems are custom built for specific vessel and client needs, using an established portfolio of reliable, feature rich equipment that covers: Streamer handling system, Gun handling system, Wide tow system, Back-deck control system and additional seismic products.

Kongsberg Evotec provides services from design to total engineering, fabrication, installation, commissioning and start up, ensuring that all seismic vessel back deck equipment supports a vessel’s ability to operate efficiently, allowing for faster, safer operation that impacts positively on the profitability of any survey project.

“While demonstrating the strength and capabilities of Kongsberg Evotec’s technology for handling systems for seismic vessels, the contracts also show our strength in new markets and signal the E&P sector’s willingness to invest in systems to improve operations, even during the current oil & gas climate,” says Torkjell Ringstad, VP Handling Solutions, Kongsberg Maritime.

As of 1 January 2016 vessels are no longer able to discharge ballast in US waters unless their ballast water treatment (BWT) systems are compliant with stringent demands from the USCG. Experts believe that now, more than ever, it is imperative that shipowners make the right BWT choice.

“There’s so much confusion surrounding the issue of ballast water treatment now,” opines Optimarin CEO Tore Andersen, the head of a firm that brought the first ever commercial BWT system to market back in 2000. “The IMO Ballast Water Management (BWM) convention is close to ratification, but yet to be rubber-stamped, and meanwhile the USCG has taken the bold move to act unilaterally to protect the environment with its own regulations.

“So let’s cut through that uncertainty and state a fact: All shipowners that discharge ballast must get a BWT system, preferably an environmentally friendly one, if they want their ships to operate in the future.

“And, if they want to sail in US waters, then they must act now.”

Two standards, one answer

The fact that there are effectively two sets of regulations regarding BWT standards has muddied the waters for shipowners, making it difficult to find the solution they need.

Classification societies are well aware of this, but aren’t as keen to go on record to explain the situation. An environmental solutions expert at one of the world’s leading classification bureaus agreed to speak, but only on the condition of anonymity.

“Ballast water gets by far the most questions of any issue we deal with,” they note with a smile, “and it’s easy to understand why.

“There’s a major difference between USCG and IMO regulations. Basically this centers on standards.

“USCG judges (BWT) systems on the basis of ‘living/dead’ organisms in ballast water, whereas IMO views them in terms of ‘viable/unviable’. In other words, for USCG approval systems have to kill the organisms, while for IMO they don’t, but must ensure they don’t reproduce.

“USCG tests this using the FDA/CMFDA method, which uses a dye to identify living organisms, while the IMO does not list one specific methodology. The MPN (Most Probable Number) test is the norm here, having been used for almost 40 years, but procedures vary from laboratory to laboratory. This is an issue for USCG – it wants a simple, reliable and reproducible testing method.

“Until this is established, and there are hurdles in doing so, both with validation and law making, FDA/CMFDA will remain the USCG standard.”

For the time being USCG is temporarily accepting the use of Alternate Management System (AMS), whereby vessels with solutions that have already been approved by another flag state can discharge ballast in US waters. However, USCG approved AMS systems will only be accepted for a period of five years after the vessel’s compliance date, and, if they haven’t met the USCG’s own stringent standards by that point, will have to be changed. That burden of potential cost and uncertainty is not one today’s shipowners, operating in a climate of squeezed margins and aggressive competition, may be willing to accept. They need to be sure.

Unfortunately, the systems that many industry observers seem to prefer for their simplicity, ease of operation and environment credentials (utilizing no chemicals) are struggling with USCG approval.

“UV systems are easy to operate, don’t require chemical storage and are a good option for the industry,” opines the classification specialist. “But caution is needed.”

They explain that the majority have been made with the ‘viable’ standard in mind and therefore lack the power – “and you might require a lot more power” – to tackle the tougher FDA/CFMDA test.

“That’s where Optimarin has been smart,” they state. “They’re focusing on USCG current requirements and approval. And the first UV system to get this will have a real market advantage.”

Its technology is the first UV system to meet the USCG marine water requirements, successfully satisfying the FDA/CFMDA criteria. Further tests of remaining water salinities are scheduled for spring 2016, after which point approval is expected later in the year.

“Passing the initial tests puts us in pole position in the market for final approval and is a great endorsement of our system’s effectiveness,” comments Andersen. “Each of our system lamps has a 35kw capacity. This power instantly kills any potentially harmful invasive organisms and that’s exactly what USCG wants to see.

“We’re delighted to be leading the way in our segment - something that we put down to decades of work, sector expertise and investment.”

With 2016 now upon us, both Andersen and the regulation expert offer similar, sage advice to shipowners.

Andersen notes: “Install a system that is reliable, simple to maintain, easy to install (make sure any supplier can show a history of retrofit success) and proven within the marketplace. This is still a relatively young sector, so it pays to go with a name you can trust.”

His classification peer, meanwhile, has regulations front of mind:

“It’s simple,” they say. “The industry has to comply, so choose a system that will be compliant.”

Bordelon Marine, providers of vessel services to operators in the Gulf of Mexico and around the world, has selected acoustically-aided inertial navigation technology from Sonardyne Inc., Houston, for its new Ultra-Light Intervention Vessel (ULIV), Brandon Bordelon. The dual Ranger 2 Pro DP-INS systems, the highest specification available, will be used to track ROVs during inspection, repair and maintenance (IRM) activities and provide an independent position reference for the vessel’s Marine Technologies Class 2 dynamic positioning (DP) system.

The Brandon Bordelon (photo) was delivered at the end of 2015 and is currently under a 60 day contract with Tidewater Subsea. Designed to support complex IRM operations, the vessel features a high capacity deep water crane, infrastructure for two Work-class ROVs and a large, reconfigurable back-deck area.

Specialized vessels such as the Brandon Bordelon, conventionally rely on Ultra-Short BaseLine (USBL) acoustics and the Global Navigation Satellite System (GNSS) as their primary sources of DP reference data. However, a vessel’s station-keeping capability can be compromised in the event that the USBL is affected by thruster aeration or noise and the GNSS signal is simultaneously interrupted. The latter is particularly common around equatorial regions and during periods of high solar radiation.

Sonardyne’s Ranger 2 Pro DP-INS system addresses this operational vulnerability. It aids vessel positioning by exploiting the long term accuracy of Sonardyne’s Wideband 2 acoustic signal technology with high integrity, high update rate inertial measurements. The resulting navigation output has the ability to ride-through short term acoustic disruptions and is completely independent from GNSS.

In addition to the system’s deep water positioning performance and safety benefits, DP-INS has been proven to deliver valuable time and cost savings for vessel owners. It does not need a full seabed array of transponders to be installed and calibrated before subsea operations can commence. For most subsea tasks, positioning specifications can be met with only one or two transponders deployed on the seabed. Additionally, as the system needs only occasional aiding from the acoustics, transponder battery life is substantially increased and the need to task an ROV to deploy and recover transponders for servicing is reduced.

The equipment supplied to Bordelon Marine included Sonardyne’s ship-mounted inertial navigation sensor and two HPT 7000 acoustic transceivers. The HPTs have been installed on the Brandon Bordelon through-hull deployment poles and are optimized for tracking and dynamic positioning in ultra-deep water.

Wes Bordelon, President/CEO Bordelon Marine said, “Equipping the Brandon Bordelon with Sonardyne’s Ranger 2 DP-INS, reflects our commitment to providing hi-tech, hi-spec equipment on our fit-for-purpose Stingray vessels and ensuring our fleet is safe, efficient and cost-effective.

“Ranger 2 DP-INS is a mature, field proven technology that addresses operators’ need for a robust, independent DP reference that provides an update rate and accuracy on par with GNSS,” said Ralph Gall, Technical Sales Manager at Sonardyne in Houston. He added, “The Brandon Bordelon joins a significant fleet of vessels which depend upon our acoustically-aided inertial technology for safer and more efficient dynamic positioning operations.”

For more information on Sonardyne’s Ranger 2 DP-INS click here.

The second edition of Seawork Asia will open its doors 29 November in Shanghai. It is the fastest growing commercial marine and workboat exhibition in the East Asian region, located at the heart of this fast growing industry sector.

The biennial Seawork Asia presents a unique opportunity for organisations to build and maintain their market positions in China and East Asia. It was established in response to the need to service the vast of coastline spanning 14,500km in China and provides an international marketplace for buyers to showcase their latest products, services and technology.

The exhibition attracts a host of organizations; from shipbuilders and vessel designers, through to civil engineering and diving, to navigation, recruitment and safety. Delivering the latest in maritime industry developments, equipment and services, Seawork Asia is held at one of China’s leading event centres, the Shanghai World Exhibition and Conference Centre (SWEEC). SWEEC has 8,500m2 of dedicated exhibition halls, plus conference and meeting facilities.

China is the world’s largest exporter and the world’s second largest economy, with the UK being the second biggest exporter to China, exporting £14.1Bn worth of products and services. It is anticipated that China will spend in the region of £9Bn between 2015 and 2018. China is the world’s second largest economy, with an expected GDP growth of 5% during the next 15 years.

China is also the world’s leading shipbuilding nation, and is looking to increase its capabilities with more complex vessels and is currently moving away from plastic vessels to those of aluminium. However, China needs help to match the western nations and therefore actively encourages Western expertise in order to develop its industries. Additionally, as the world’s leader in renewable energy, China has ambitious plans for offshore wind, being a prime solution offered by many of Seawork Asia’s exhibitors.

Seawork Asia | Background

The first edition of Seawork Asia was held in 2014 and is held bi-annually at the World Exhibition and Conference Centre in Shanghai (SWEEC).

Seawork Asia comprises of an exhibition, forum and banquet. Commercial marine professionals benefit from an exhibition, tailored networking, and informative forum with inspiring and topical seminars.

Visit www.seaworkasia.com to find out more.

New vessel with walk-to-work functionality purpose-built for offshore wind operations

On 15 January, Bibby Marine Services Limited, part of Bibby Line Group, signed a contract with the Damen Shipyards Group for delivery of its first Service Operations Vessel (SOV) with walk-to-work access. The vessel, Bibby WaveMaster 1, will undertake offshore wind project work in the North Sea. It is the first vessel purpose-built for the transfer and accommodation of offshore personnel and aims to maximise working time and staff retention. The design guarantees fast, safe and comfortable access to turbines, at lower cost, up to 80% of the time, including in worst case scenario Central North Sea conditions, resulting in a vessel capable of providing access up to 3.1 meter Hs.

In line with wind farms being constructed farther from shore, the SOV with walk-to-work access is able to remain at sea for periods up to one month. Accommodation is provided on board for up to 45 turbine maintenance personnel and 15 crew members.

“As a result, the vessel will ensure the safety and comfort of all on board for increased workability. This, in combination with other design features aiming at optimal workflow, ensures that the Service Operations Vessel offers a revolutionary performance in terms of cost-efficiency.

“We are delighted to be working with one of the great names in shipping. Damen and Bibby both have a strong maritime heritage and, almost uniquely, are both still family owned. However, both companies are clearly focussed on innovation and by working together, we are strengthening our position in the offshore renewables sector.”

The attention to detail can be seen throughout the design. For example, the hull, at 90 meters, is longer than that of a conventional platform supply vessel and the bow section has been lowered by 1.5 meters to create a V-shape. This feature offers significantly reduced slamming and facilitates inclusion and improved offshore operation of the bow thrusters.

The aft ship has been adapted specifically to the tasks that the vessel is designed for, including stern to waves operations. The most pronounced features that have been included are the strong V-shape in the frames in the aft ship to reduce the slamming occurrence and loads and the concentration of volume in the mid-ship region to achieve a slender aft ship. Both features should make stern to weather operations more comfortable than on a common PSV design.

Comfort onboard stems also from ergonomic design application, which sees interior spaces grouped together into similar task areas. This not only separates ‘clean’ and ‘dirty’ tasks, but ensures short lines of communication and smooth workflow. The accommodation has been placed midships for additional comfort – the location reducing vertical acceleration by as much as 15%.

Efficiency is another key feature. The design includes a diesel-electric main propulsion system, which powers twin azimuth thrusters. Thanks to careful development, the vessel requires less installed power than a conventional PSV. This results from two factors – a symmetrical wind profile and use of a four split main switchboard.

Mr. Robert: “The symmetric profile is created by locating the superstructure amidships instead of bow mounted. Because of this, the wind induced moment is less, resulting in lower required bow thruster power. The four split configuration of the main switchboard enables us to divide the generator sets more efficiently than in conventional arrangements with two switchboards. In the event of a failure only one of four switchboards would be out of action, as opposed to one of two. That leaves proportionally more power available, again requiring less total installed power.”

A high-performance, motion-compensated access gangway and active heave compensated crane are located to port side, close to the centre of gravity. The management systems of both features are aligned with the vessel’s DP system.

The target was a 30-minute cycle, during which the vessel deploys the gangway and then transits in AutoTrack mode, several hundred metres, at speeds up to and beyond 6 knots to the following turbine without having to wait for an ideal weather window or having to rebuild the DP model at every turbine.

Strong performance was confirmed by Lead Engineer DP & Manoeuvring Product at DP provider Kongsberg, Audun Bjarte Navelsaker: “Damen’s vessel performed very well and was very stable during different types of weather. To my knowledge, this was the first test where we could control the weather and external factors acting on a vessel.”

The vessel exceeded all expectations, as Dr Joop Helder, MARIN Project Manager Offshore attested: “The results clearly showed Damen’s vessel performing very nicely. Especially in the wave conditions – there was hardly any rolling. I think these tests give a lot of confidence.”

A host of options are available for the vessel, including an additional deck crane with up to 24 tonnes capability, tanks arrangements suited to liquids such as glycols, tanks suited to low flashpoint liquids with separate delivery intakes and facilities for dive support and ROV operations.

Stephen Blaikie, Chief Executive Officer, Bibby Marine Services Ltd. Commented, “We have worked very closely with Damen to custom design an access and accommodation solution that exactly meets the specific needs of wind farm operators. Bibby WaveMaster 1 will operate with the greenest possible credentials. It is designed to give operators more access, more safety and more comfort when operating and servicing their wind farms.”

Bibby WaveMaster 1 is the first vessel to be commissioned by Bibby Marine Services Limited. Its key features are:

ICE, Europe's largest independent naval architecture and marine engineering consultancy, has expanded the design facilities of its subsidiary in Galati, Romania and is recruiting 50 additional engineers to help deliver its order book. That brings the number of employees to 350, most of whom are working on current contracts both in the commercial and offshore sector and puts ICE in a robust position from which to start 2016.

At a time when many companies are laying off employees, ICE’s expansion has added a new annex containing yet another modern office landscape with associated meeting room and other facilities to its 8,000 square meter design center. This latest investment brings the total spend at ICE’s Galati facilities to several times what was required under the privatisation agreement when the former ship research institute was acquired fifteen years ago. Regular investments since then have provided the company with substantial building upgrades, up to the minute IT hardware and software, as well as comprehensive training and development.

Steinar Draegebo, Chairman of the ICE group of companies, commented: “ICE is a well-kept secret. Our success is centred on solid business practices - competitive rates, robust delivery processes and extensive experience that draws on half a century of successfully delivering marine engineering projects.”

He continued: “I’m optimistic for the coming year in which we will continue to deliver engineering and design to our customers, while developing new partnerships in new markets. In a period when everyone must focus on cost savings, potential clients are gradually realising that ICE delivers world-class marine design services at very competitive rates, compared with many of the more well-known international design firms.”

As a result of the continuous expansion, ICE is recruiting and would like to hear from suitable, highly skilled individuals who are interested in joining the team. Potential candidates can email at This email address is being protected from spambots. You need JavaScript enabled to view it. attaching a CV and cover letter of experience.

MacGregor, part of Cargotec, has strengthened its position in the heavy-lift market by confirming an important new contract to deliver twelve 450-ton capacity heavy-lift cranes for six Ecolift F900 vessels. The 13,300 dwt vessels are being built by two Chinese shipyards, Hudong and Huangpu Wenchong, for long-term charter to US operator Intermarine. Options remain for a further four vessels. The order was booked into fourth quarter 2015 order intake.

"This is a significant contract for MacGregor, representing important next steps into the heavy-lift market," says Mattias Sundström, Sales and Marketing Director for General Cargo Ships at MacGregor. "MacGregor is also delivering deck machinery from our Hatlapa range, as well as the Porsgrunn steering gear for these vessels," he continues.

"This order was received together with our partner Luzhou and MacGregor equipment was chosen because we were able to provide an efficient and high quality solution for our customer and can provide total lifecycle support worldwide," Mr. Sundström continues. Each vessel will feature two cranes with a combined lifting capacity of 900 tons.

"The vessels are an efficient upgrade to our existing bridge-forward F-Class ships. They have the advantage of better stability, larger holds, improved cranes and reduced consumption," said Frank Fischer, Managing Director of Tonnage Procurement, Intermarine, LLC.

The vessels will all be owned by China State Shipbuilding Corporation (CSSC) Leasing. Germany's Hammonia Reederei subsidiary, Peter Döhle, will be responsible for technical ship management.

Delivery of the vessels will begin in the summer of 2017 and continue throughout 2018. Hudong will build four vessels with options for two more. Huangpu Wenchong will build two vessels, also with options for an additional two. Crane deliveries start at the end of 2016.

Harding has been awarded contracts for nine FF1200 freefall lifeboat systems complete with davits on Heerema Offshore Services BV’s Semi Submersible Crane Vessel Sleipnir. The vessel will be built by Sembcorp Marine at its flagship Tuas Boulevard Yard in Singapore.

Heerema’s Sleipnir is one of just a handful of large offshore projects currently running, along with the Johan Sverdrup Field Centre in Norway, where Harding is also a supplier. “Everyone is talking about Sverdrup, but this project is every bit as big, with just as many systems,” says Harding’s regional sales manager Oddgeir Mælen.

And while deliveries are essentially based on offshore technology, the Heerema contracts pose a special kind of challenge. “The new crane vessel will serve world-wide, so a number of relevant international standards had to be considered when selecting life saving equipment,” Mælen relates.

The Sleipnir contract will push Harding just over the 100 mark on delivered FF1200 lifeboats, securing its place as an industry favorite. Oddgeir Mælen believes it is no coincidence that Harding was selected to supply this latest Heerema project. “Harding lifeboats are the industry leaders, the boats chosen for the most demanding projects and benchmark vessels,” he points out.

For example, Harding supplied lifeboats to all the ships nominated for major Nordic shipping magazine Skipsrevyen’s “Ship of the Year” award for 2015, including the winner, the Skandi Africa. “Delivering to Heerema’s NSCV is yet another confirmation of the quality of our products and service,” Mælen states.

“Superior systems are the key to winning contracts, and we believe Harding quality is at the base of this success. But we also put in a lot of hours with both the yard and the owner right from the start on the Heerema project,” Mælen tells. “We listened to their concerns and came back with the best answers,” he explains, adding that Harding’s ability to draw on good local contacts, a strong global network and technical prowess was a determining factor.

“Harding has truly used its global outreach on this project. In order to put together the best possible bid, we enlisted a high degree of participation from our offices in the Netherlands, in Singapore and in Norway,” says Mælen. “Access to this overall expertise allowed us to provide the most value for the money. I believe it speaks of our ability to deliver quality at competitive prices.”

Harding CEO Styrk Bekkenes agrees: “We are extremely proud of winning such a competitive contract in today’s tight market. Harding has been through a major transition to reach our current level of capability, and in this bid we could really see the benefits. Our people pulled together and stepped up to a new level.”

With the Sleipnir contract, Harding has proven that it is not just a player, but a stayer in offshore, matching Heerema’s own forward-leaning stance. By pressing ahead with the Sleipnir project despite the low price of oil, Heerema has proven its commitment to serving the industry, and Harding stands equally as firm: “We are not in and out,” Bekkenes emphasizes. “Harding is in to stay.”

CASCADe, a three-year, EU-funded project which is coming to a close this month has developed new methodologies in which information is shared and displayed on a ship’s bridge, helping to improve efficiency on board and contribute towards the prevention of accidents at sea.

Drawing directly from the experience of seafarers, CASCADe has developed a new adaptive bridge design methodology that treats both human agents and electronic equipment as parts of a cooperative system. This allows for the sharing of information to be optimised.

In addition, CASCADe has developed a set of adaptive bridge displays. A touch screen ‘Shared Display’ is intended to aid communication and co-operation on the bridge. This tool is fully customisable and allows one screen to show multiple sources of information in whatever configuration is most suitable for a particular situation. The ‘Shared Display’ provides functionality to graphically annotate maps, leave notes for other crew members or complete checklists electronically.

Moreover, the CASCADe console was integrated with tools used by pilots in their Portable Pilot Units (PPUs). Firstly, CASCADe developed a protocol to share pilotage routes between the PPU and the ship’s electronic charts. Secondly, a link was established between the PPU and the bridge screens to allow mirroring of information from the PPU screen, enabling crew members to see extra information normally only available to the pilot.

All of these CASCADe tools were tested on both a physical simulator (a ship simulator used for training) and a virtual simulator (a software-based simulation of a ship bridge). The virtual simulation platform makes it possible to test new bridge designs at the earliest stages of development, based purely on computational models. By simulating human-machine interaction, it is possible to analyse information flow and optimise the information exchange between seafarers and bridge equipment.

Through innovative research techniques such as modelling and simulation, listening to the experience of seafarers, cross-discipline collaboration and forward thinking ideas, CASCADe has produced new concepts in bridge console design. By improving communication and co-operation and providing adaptive features on the bridge, CASCADe has contributed towards the prevention of accidents and the improvement of efficiency on board – impacts that will be felt by both individual seafarers and the maritime world as a whole.

Under the coordination of OFFIS (Oldenburg Research and Development Institute for Information Technology Tools and Systems), CASCADe included a consortium of seven project partners from five EU countries including BMT Group Ltd, Raytheon Anschuetz GmbH, Mastermind Shipmanagement Ltd, the University of Cardiff, Marimatech AS and Symbio Concepts & Products SPRL.

Four further associated partners including the Maritime Cluster Northern Germany, Nautilus International, NSB Niederelbe Schiffahrtsgesellschaft mbH & Co. KG and the University of Tasmania also supported the project

Lockheed Martin (NYSE: LMT) selected SeaRobotics Corporation as the Original Equipment Manufacturer (OEM) for its Marlin® Mk3 Autonomous Underwater Vehicle (AUV) designed for survey and inspection applications in depths up to 4,000 meters.

Autonomous Underwater Vehicle Marlin® Mk3 is designed for commercial surveys and inspections

Designed for deepwater applications such as pipeline inspection, deepwater survey, and life of field support services for oil and gas, the Marlin® Mk3's modular, plug and play mission package architecture and dual AUV/Remote Operated Vehicle propulsion modes is a revolution in AUV technology that can perform a wide range of deepwater geophysical survey and structural integrity management inspection operations. The Marlin® can be outfitted with sophisticated sensor packages including multi-beam, side scan, 3D, sub-bottom profiler, and synthetic aperture sonars, as well as high resolution video, still photo, and laser profilers, enabling advanced autonomous data acquisition, processing, analysis and response.

"Lockheed Martin's extensive AUV development expertise, coupled with SeaRobotics' comprehensive commercial design, manufacturing, and offshore support capabilities, forms a team that is fully capable of delivering Marlin's game-changing technology to commercial markets," said Don Darling, president of SeaRobotics.

Leveraging advanced autonomy technologies developed for Lockheed Martin's undersea defense portfolio, the Marlin Mk3 offers powerful new autonomous inspection capabilities that significantly reduce operator workload and fatigue. High resolutions, 3D models of subsea structures in real time, and prior survey result detections enhance Marlin's capabilities. The Marlin Mk3's 44 kWh battery capacity provides mission endurance up to 24 hours and an operational range greater than 100 kilometers before recharging is required.

"Lockheed Martin's Marlin Mk3 allows offshore service providers to take on a wider range of deepwater survey and inspection operations than other AUVs, and its plug and play design enables rapid adoption of new sensor, navigation, communication, and energy technologies," said Rich Holmberg, vice president of Lockheed Martin's Mission and Unmanned Systems. "Lockheed Martin has over 20 years of experience in deploying innovative AUV solutions and the Marlin Mk3 takes these unmanned solutions to the next level."