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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Principal contributor: Victoria Zaretskaya, EIA

Seventy one accounts of incidents that took place in 2014 on 54 vessels were submitted for the annual ‘Dynamic positioning station keeping incidents: Incidents for 2014’ (M 231) report produced by the International Marine Contractors Association (IMCA). These accounts have been analysed, made anonymous and detailed in the report which is online and freely downloadable here.

Thruster/propulsion issues proved to be the main cause for dynamic positioning (DP) incidents in 2014 accounting for 36% of such events; followed by computer issues at 18% and power and references both at 13%. Following these as the main cause are human error (10%); external factors (3%) and environment (also at 3%). There were no recorded main causes attributed to electrical failings.

IMCA's Technical Director, Richard Benzie

“The level of reporting when compared to 2013 has been maintained; but there is awareness that events are still occurring and not being reported,” says IMCA’s Technical Director, Richard Benzie. “Analysis on the 71 reports submitted by 54 vessels gives an average of 1.31 reports per vessel. As in previous years, the average remains between one and two. If this rate was to be repeated throughout the DP fleet, there should be a much higher number of reported events.”

The reports that were received are categorised within the document as: ‘DP Incident’; ‘DP Undesired Event’; and ‘DP Downtime’. There were 32 DP Incidents, 25 DP Undesired Events; and 14 DP Downtime reports submitted.

The spreadsheet “IMCA 2014 DP Station Keeping Event Summary” is available here. It invites input from key DP personnel to consider whether the recorded events of 2014 could potentially affect their own vessel by asking the following questions ‘Could this happen on your vessel?’; ‘What, if any, additional safe guards need to be taken?’; ‘Is this covered in the vessel FMEA?’. The spreadsheet further allows for the recording of corrective actions taken such as ‘Recommendations to improve vessel, DP procedures, FMEA and DP drills’.

“These types of report are about learning from experience, so it makes sound sense to encourage anyone looking at them to consider how they, and their vessel, could be affected,” explains Richard Benzie. ”Preparation of the 2015 reports is already underway. We encourage all who experience incidents or events to report them to This email address is being protected from spambots. You need JavaScript enabled to view it.; they will be made anonymous and approved by the originating organisation prior to distribution. Help us to help others learn from your experience.”

Ninety-six Crowley Maritime Corporation owned or managed vessels recently received the Chamber of Shipping of America (CSA)’s annual Jones F. Devlin Awards in recognition of their outstanding safety records in 2015. Each year the CSA grants Devlin Award certificates to manned merchant vessels that have operated for two or more years without incurring a Lost Time Injury (LTI), specifically highlighting the skills and dedication of the crewmembers responsible for safe vessel operations.

Capt. Seven Gilkey, master, USNS Invincible and T-AGOS / T-AGM Port Captain and Program Manager, Capt. Jonathan "JC" Christian, accepting the awards on Crowley's behalf.

Crowley’s 2015 Devlin Award-worthy vessels together have achieved an impressive total of 639 years of service without an LTI. Of the 96 awarded, 23 have gone without incident for 10 or more consecutive years, including the following notable vessels: Valdez Star, 25 years, and Gus E, MV Chief, MV Guide and Roger G, each with 17 years; MV Aku, MV Veteren, MV Vigilant and Tug Nanuq, each with 16 years and Cape Edmont with 15 years. Crowley’s vessels have earned Devlin Awards annually since 2005.

“We have been holding these annual award ceremonies since 1958,” said Kathy Metcalf, CSA President. “This was the 58th anniversary of the program. For that initial year, we honored six vessels having a total of twelve years operation with no lost-time incidents. This year, awards were conferred on 1522 vessels that operated 10,084 years without a lost-time incident. This extraordinary record is directly attributable to the professionalism of our seafarers and the dedication of shore-based company personnel to safe operation.”

Additionally, the Crowley-managed, USNS Impeccable (T-AGOS 23) ­– a Military Sealift Command (MSC) Impeccable class, ocean surveillance ship - was given a Citation of Merit for heroically rescuing 11 fishermen struggling to stay afloat on a sinking vessel that had been adrift for five days in the South China Sea. Capt. Seven Gilkey, master, USNS Invincible and T-AGOS / T-AGM Port Captain and Program Manager, Capt. Jonathan "JC" Christian, accepted the award on behalf of USNS Impeccable, which is currently at sea, from Rear Admiral David Callahan, Commander, US. Coast Guard District eight.

“Safety is at the top of Crowley’s core values and strategic goals. The vessels receiving Devlin Awards exemplify this Crowley core value, because they live it every day – for themselves, their families and Crowley,” said Crowley’s Mike Golonka, vice president, government services.

Remaining true to its principle of innovation, Trelleborg’s marine systems operation has launched a new ISO17357-1:2014 compliant, high performance pneumatic fender designed to address the evolving needs of ports, terminals and offshore ship-to-ship transfer applications.

Trelleborg’s new quality assured fender features a thinner, lighter body for easier transportation and handling, improved netting and hemispherical ends designed to offer superior functional performance and enhanced continuity of end fittings for optimum deflection capability.

Richard Hepworth, President of Trelleborg’s marine systems operation, says: ”In addition to improvements in the design of the fender, materials have been engineered to ensure a stronger overall performance. After detailed research into optimum tire cord reinforcement, we have re-evaluated our materials to enhance fender performance.”

Unlike other manufacturers who use synthetic tire cords for only the body of the fender and chafer fabric at both hemispherical ends, Trelleborg now uses 100% synthetic tire cord for the construction of the entire fender. This directly enhances the fender’s operational ability because synthetic tire-cord has a higher tensile strength than chafer fabric. By incorporating the synthetic tire cord into the entire fender, the stability, longevity, and shape retention of the fender are all significantly enhanced.

Demonstrating our best practice approach to delivering superior products that incorporate optimum, high quality materials, our new pneumatic fender goes above and beyond the minimum requirements of the ISO 17357-1:2014 standard which recommends the use of synthetic tire-cords but does not make it mandatory,” added Hepworth.

Trelleborg not only meets but exceeds the demands of the ISO17357-1:2014 standard with quality assurance documents and test results shared in a comprehensive, fully-authenticated supporting document package. Proof data, inner and outer rubber material specifications and pressure test data are all included as standard for even greater peace of mind.

Many suppliers however utilize low cost, low quality, non-compliant materials and fail to perform stringent materials and product testing to the requirements of the ISO standard. For instance, for the external rubber layer composition of a fender which plays a major role in its longevity, many suppliers use rubber compounds which fail to comply with the new ISO requirement.

In addition, a large number of suppliers also turn to low cost recycled rubber-based compounds. Others use chafer fabric, a cheaper alternative to tire-cord. The chafer fabric is unable to provide Minimum Endurable Pressure (MEP) at 0% and 60% deflection, which is imperative for pneumatic fenders to work efficiently in harsh conditions.

Many suppliers also reduce the number of plies, or use a reinforcing layer made from a low-cost suboptimal combination of chafer fabric and tire cord as they lack the basic design concepts to produce high quality pneumatic fenders.

Specifiers should also be wary of inefficient, cost-reducing methods used by suppliers such as the use of a heating jacket instead of a mold during the curing process. It is also critical that specifiers are aware of manufacturers claiming to be supplying ISO17357-1:2014 compliant pneumatic fenders which are actually produced using the ‘airbag’ construction method. Products constructed in this manner, are not compliant with ISO17537-1 and will not guarantee the level or longevity of performance of a ‘true’ pneumatic fender.

To find out more about Trelleborg’s new ISO17357-1:2014 compliant, high performance pneumatic fender, download the Product Application Briefing now.

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

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

Photo credit: Gibdock

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

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

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

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

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

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

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

Damen Shipyards Group has teamed up with the global leader in motion compensation access solutions, Ampelmann, to conduct tests with Ampelmann’s L-Type system on board a Damen Fast Crew Supplier (FCS) 5009. Damen is developing its marine access solutions in order to guarantee increased safety, reduced costs and efficiency in the global crew transfer market. As part of this mission, Damen has recently increased its cooperation with a number of access suppliers. On this occasion, the process has resulted in a live demonstration of a combined Ampelmann and Damen solution at a North Sea gas production platform.

Photo courtesy: Damen

Teaming up with Ampelmann for a number of tests was a natural route says Damen Business Development Manager David Stibbe. “We’re talking to a number of transfer specialists as we continue to develop our marine access portfolio. Ampelmann has extensive expertise in producing and operating motion compensation access systems and Damen has many years of shipbuilding experience. Working together in this way means that both parties are able to draw on the expertise of the other, leading to the favourable development of their respective solutions and successfully integrated crew change solutions.

30-50 meter crew vessels

The L-type is the smallest of Ampelmann’s systems, ideally suited for smaller crew vessels ranging from 30-50m without DP. The model combines safe and efficient transfer with a capability for reliable operation up to 1.5 meter Hs. Such a profile seemed to suggest a compatibility with the Damen FCS 5009. Together, Damen and Ampelmann carried out extensive research and testing to see if the two were indeed well-matched.

Photo courtesy: Damen

“We invested in a lot of research before sailing, and it transpired that the FCS 5009 and the L-type were the perfect fit.” explains Mr. Stibbe. “Once on the water we carried out in-depth interaction tests to demonstrate just how well the system and the vessel worked in tandem. The results were impressive.”

So impressive, in fact, that the FCS 5009 - L-type combination gained the confidence of a Tier 1 offshore gas production company operating in the North Sea.

Credible substitute for swing-roping and helicopter flights

“The operator was convinced by the extensive data we were able to present and allowed us to make a landing at a working North Sea platform, thus proving the effectiveness of this solution in a real-world scenario. This represents a very promising solution for an oil and gas industry looking to address efficiency and safety concerns in personnel transportation. Our tests demonstrated that the L-type could be added to an existing vessel from the Damen portfolio to provide safe, cost effective transport offshore – a credible substitute for swing-roping and helicopter flights.”

“Ampelmann has already transferred more than 2.5 million people safely worldwide for the top oil majors, mainly supporting maintenance, hook-up, commissioning and shutdown campaigns with Walk-to-Work and floatel services. Now these clients are looking for a solution in the crew change segment to improve safety and effectiveness relative to current helicopter, swing rope, surfer or baskets transfers. However, they are not only interested in the gangway, they are in search of a proven integrated solution of vessel with gangway and that is what we have produced together with Damen”, says Ampelmann Business Development Manager Crew Change Gerbrand Marbus.

As oil prices have fallen in recent times, driving processes of increased efficiency within the offshore industry, Damen has responded by developing its suite of marine access solutions. A key area is the movement of personnel on board a vessel as an alternative to helicopter transportation. A further example of this is the Damen Service Operations Vessel, the first newbuild contract for which has recently been signed with UK-based Bibby Marine Services.

Diamond Offshore Drilling, Inc. (NYSE: DO) and Trelleborg's Offshore operation have announced a Joint Development Agreement to develop, manufacture and market Helical Buoyancy™ riser technology developed by Diamond Offshore. This innovative, patented riser buoyancy design reduces riser drag and mitigates Vortex-Induced Vibration in offshore applications and enables improved operational efficiency.

This solution is an alternative to adding fairings or strakes to the drilling riser and can reduce deployment time and operating expense. The Helical Buoyancy design also improves safety in challenging environments by eliminating the need for personnel to work below the drill floor to attach a separate apparatus.

Diamond Offshore’s Ocean BlackLion. Photo courtesy: Diamond Offshore

The "helical" design is the result of several years of development by Diamond Offshore utilizing Computational Fluid Dynamics and high Reynolds Number Wind Tunnel testing. Diamond Offshore will work with Trelleborg on further application engineering, data acquisition, testing and development of Helical Buoyancy applications across the offshore drilling market.

"Development of this new technology for riser buoyancy is even more important as drilling moves into deeper waters," said Ron Woll, Senior Vice President and Chief Commercial Officer of Diamond Offshore. "We continually look for ways to improve the economics of offshore drilling for our customers, and this new buoyancy design will enhance drilling efficiencies in high-current environments."

"At Trelleborg, our goal is to perform at every level to deliver innovative and reliable offshore solutions and we welcome this opportunity to team up with Diamond Offshore on this exciting venture," says Alan McBride, Vice President at Trelleborg's offshore operation in Houston.

In conjunction with this agreement, Diamond Offshore has ordered Helical Buoyancy from Trelleborg for drilling risers on the Ocean BlackRhino and Ocean BlackLion, two of Diamond Offshore's sixth-generation drillships currently under contract in a high-current area in the Gulf of Mexico.

"This technology advancement is the result of Diamond Offshore's engineering expertise and thought leadership and should benefit the broad offshore drilling industry as it gets adopted," said Woll.

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

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

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

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

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

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

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

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

Global Maritime Consultancy & Engineering, a provider of marine warranty, dynamic positioning and engineering services to the offshore sector, has completed an offshore deadweight survey and inclining experiment at the same time as ongoing drilling operations for Seadrill’s deep water semi-submersible drilling vessel West Pegasus.

The successful project is the first time an inclining experiment has been conducted for a DNV GL-classed drilling vessel in parallel with ongoing drilling operations. According to Global Maritime’s Houston team that carried out the project, the experiment’s successful completion has saved the client at least US$10-15 million in downtime and transit costs and incurred less than half a day of official down time.

West Pegasus. Photo credit: Tom Burns, Global Maritime

Inclining experiments are typically conducted in an inshore area sheltered from wind and waves, with the vessel at least partially unloaded in order to ensure measurements of sufficient accuracy. This project, coordinated by Global Maritime, however, took place with the semi-submersible fully loaded 160 kilometers offshore Mexico and with end of well activities still underway.

David Sutton, CEO of Global Maritime Consultancy & Engineering, said: “Against the backdrop of a challenging market, it’s more important than ever to demonstrate innovation, value and improved efficiencies for our customers. That is what we are committed to at Global Maritime and that is what we have demonstrated with this project.”

His words were backed up by Global Maritime’s Chief Naval Architect, Tom Burns: “Careful planning, hard work and innovative solutions were necessary to complete the scope of work within the extremely aggressive schedule and logistical limitations. Such enhancements improved the accuracy of the results and delivered for the client.”

Other solutions that Global Maritime developed as part of the project included the design and fabrication of customized measurement instruments as well as a temporary system to allow the recording of vessel drafts from within the hull, eliminating the need to read the external draft marks from a small boat.

A deadweight survey determines the lightship weight, which directly affects how much a ship can carry. An inclining test determines the coordinates of its vertical center of gravity, which is required to determine a vessel’s stability. The International Maritime Organization (IMO) specifies inclining test requirements and procedures.

Maritime operations in West Africa are affected by threats from piracy and other maritime crime. It is very complex to get an overview of the different types of maritime security provisions that are legal in the countries throughout the region. Risk Intelligence now provides this insight with a new service, including reports with an overview of the use of private and government security in 18 countries in the region.

Risk Intelligence CEO Hans Tino Hansen: “We have provided security analysis for West Africa for more than 10 years. It has always been a complex area with many different types of threats and many different types of security risk mitigation and legal frameworks. This service and the new report provides a clear and comprehensive overview that many maritime operators have been asking for.”

The new report provides a concise overview of operational and regulatory risks related to the use of additional security services in West Africa. The report covers the use of armed guards and escort vessels provided by private maritime security companies or government security forces as well as additional protection services such as secure anchorages or areas for STS operations.

Color-coded tables for every country provide a quick overview of the current situation in 18 countries from Senegal to Angola. Moreover, brief assessments of the efficiency of specific security services against the main threats, which maritime operators have to face in the respective region, are included. Overall, the report is a valuable tool for conducting the necessary due diligence prior to contracting additional security services for operations in the region.

In addition, clients will have access to Risk Intelligence’s West Africa specialists for questions related to the report, which will be updated every six months.

Attempts to transfer the Indian Ocean PMSC model to West Africa have created problems for ship operators, who were made to believe that the solutions involving the use of government security forces on board their ships was "legal" or "approved" and provided the necessary level of security. In many countries in West Africa this is not the case, says Dirk Steffen, Director Maritime Security and head of West Africa Analysis at Risk Intelligence.

Mermaid Maritime Public Company Limited (“Mermaid” or "Company") has announced that its Indonesian business unit PT Seascape Surveys Indonesia (“Seascape”) has entered into a one (1) year charter-in contract with PT Nusa Perkasa Permai for a DP2 dive support vessel (“DSV”), the ‘Mermaid Nusantara’. The vessel is expected to be delivered to Seascape in August 2016.

Photo courtesy: Mermaid Maritime

Formerly ‘Windermere’ and renamed as ‘Mermaid Nusantara’, the vessel comes with a 15 man built-in saturation diving system and air diving system, 120 beds and a 50 ton crane. The vessel will undertake inspection, repair, and maintenance contracts as well as performing saturation diving for construction support, ongoing field maintenance and call out repair.

Mermaid had previously chartered-in this vessel and deployed the vessel to support its various subsea projects in 2015. The re-chartering of this vessel comes at the back of anticipated continuing demand for subsea services in both Indonesia and the rest of the South East Asian region. This latest charter also comes with a one (1) year extension option which, if exercised, would extend the charter through to July 2018.

This charter-in of the ‘Mermaid Nusantara’ is an opportunity for Mermaid to continually secure a dedicated DSV for the South East Asian market and also to materially increase the revenue and profit of Mermaid in the Eastern Hemisphere. Being Indonesian flagged, the vessel will be in prime position to secure any potential work in Indonesia.

Mermaid has already secured subsea contracts worth circa USD 10 million that will utilize this vessel for a scheduled duration of approximately 70 days, and is actively bidding for more work utilizing the vessel in the South East Asian region.

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

Photo courtesy: Damen

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

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

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

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

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

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

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

A short video is available 

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

Fugro Gauss. Photo credit: Fugro

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

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

Bollinger Shipyards has delivered the USCGC JOSEPH TEZANOS, the 18th Fast Response Cutter (FRC) to the United States Coast Guard.

The announcement was made by Bollinger President & C.E.O., Ben Bordelon. “We are very pleased to announce the delivery of the latest FRC built by Bollinger Shipyards, the USCGC JOSEPH TEZANOS, to the U.S. Coast Guard. The fleet of FRCs already in commission have more than proven their worth with tons of narcotics seized, thousands of illegal aliens interdicted and many lives saved. We at Bollinger Shipyards are looking forward to hearing of the heroic exploits of the JOSEPH TEZANOS as it joins the Coast Guard’s operational fleet.”

Sister Ship of the USCGC JOSEPH TEZANOS, USCGC MARGARET NORVELL operating in the U.S. Gulf of Mexico.

The 154 foot patrol craft USCGC JOSEPH TEZANOS is the 18th vessel in the Coast Guard's Sentinel-class FRC program. To build the FRC, Bollinger used a proven, in-service parent craft design based on the Damen Stan Patrol Boat 4708. It has a flank speed of 28 knots, state of the art command, control, communications and computer technology, and a stern launch system for the vessel’s 26 foot cutter boat. The FRC has been described as an operational “game changer,” by senior Coast Guard officials.

The Coast Guard took delivery on the 22nd of June 2016 in Key West, Florida, and is scheduled to commission the vessel in Puerto Rico during the month of August 2016.

Each FRC is named for an enlisted Coast Guard hero who distinguished him or herself in the line of duty. This vessel is named after Coast Guard Hero Joseph Tezanos, who was awarded the Navy and Marine Corps medal for distinguished heroism while leading the rescue of more than 40 injured service members following the explosion of a Navy LST in Pearl Harbor, Hawaii in 1944.

During the Oceanographic Survey Vessel Conference in London, Damen Shipyards Group announced the introduction of a new range of Multi-Role Auxiliary Vessels (MRAV). The common theme running through the series is the provision of a basic platform offering reliable and cost-effective multi-role potential and hydrographic survey capabilities to naval clients.

With the addition of supplementary modular mission equipment, this new family of Damen vessels can be mobilized in numerous, mainly littoral, naval tasks such as: explosive ordnance clearance and disposal, diving operations, torpedo recovery and overhaul, ROV and UAV deployment, SAR, coastal infantry and submarine support. The largest version of the range will be able to operate worldwide, on the ocean as well as in littoral waters. This ship has additional capabilities such as disaster and humanitarian relief, oceanography and naval training support.

The introduction of flexible concepts which allow as many functions as possible to be included into a range of smaller vessels without reducing the effectiveness and capacity of the fleet while maintaining the benefits of modularity; this is Damen’s ambition with this new family of vessels. “To this end, plug-and-play containerised kit for many support tasks contribute considerable adaptability to a particular mission,” explains Damen Shipyards Gorinchem’s Principal Naval Advisor Jan van der Burg, a retired Vice Admiral of the Royal Netherlands Navy.

One platform – multiple tasks

“The idea behind these vessels is to create a basic platform that can assist in a variety of tasks through the selection of the required mission configuration, e.g. coastal transport, submarine support or coastal infantry operations. The stimulus to switch from the traditional one-to-one replacement is to lower the total cost of ownership without losing capability and capacity.”

The new range of vessels consists of three different designs: the MRAV 660, MRAV 1600 and MRAV 3600. Designed for different geographic profiles, these vessels are respectively 43, 62 and 85 metres long. Hydrographic capabilities, to map the seabed for safe navigation and as a preparatory action for military operations in particular, are indispensable to navies worldwide. Depending on a naval client’s specific requirements, any type of hydrographic equipment can be integrated into these three vessels.

Minimal draught

With a draught of 1.9 meters, the MRAV 660 is suited for very shallow coastal, riverine and inland water operations. In addition to shallow water hydrographic surveys, this vessel is capable of a comprehensive array of duties such as diving operations, EOCD support, ROV and UAV deployment, with a core crew of 8 and capacity for an additional 15 specialists.

“Damen has built up a lot of knowledge on shallow draught ship design – this is the reason we strived towards a shallow draught hull for the MRAV 660 with full confidence. The expertise of our Research Department, combined with input from our Workboats Product Group contributed to a design based upon tested design solutions,” notes Damen Design and Proposal Engineer Tim Viveen.

“The key points are to maximise displacement, minimize resistance and optimize seakeeping characteristics for the area in which the ship will operate. The MRAV 660 has design characteristics that help achieve this: an aluminium superstructure and reduced freeboard section cut down on weight. And tunnel ducts on the underside of the hull ensure enough water reaches the propellers.”

Additional roles

The MRAV 1600 is designed for littoral and regional offshore operations. Its larger size allows for greater endurance and carrying capacity of both crew, mission modules and cargo. The vessel will be manned by a core crew of 13, with capacity for an additional 30 mission specialists. The main deck can hold six standard 20-foot mission containers and the below-deck cargo hold can store two 20-foot containers and palletised cargo.

This medium-sized vessel can take on similar hydrographic and auxiliary duties to its smaller sister vessel, with the addition of torpedo recovery and overhaul tasks in support of submarines and anti-submarine warfare units. Small scale coastal transport and infantry support is also possible.

Global coverage

Intended for worldwide service, the capacity of the largest vessel in the range – the MRAV 3600 – allows for more than one specific mission during a deployment. Capable of hydrographic operations both in littoral and deeper waters, this vessel also has a helideck and substantial storage capacity for other mission configurations, equipment and cargo. Furthermore, the MRAV 3600 can serve as a base for more extensive operations such as disaster and humanitarian relief. There is accommodation for 14 core and 45 additional mission crew and enough space on board to provide emergency hospital services for 50 to 60 people.

Advantages of modularity

One of Damen’s key aims with this new range of vessels is to reduce the pressure on a navy’s human and financial resources. The modularity of the mission modules also plays a major part in reducing this pressure: “We achieved this by combining the capabilities of specialized ships into one ship by using these add-on equipment modules – these can be fitted inside standard 10-, 20- or 40-foot containers or have the footprint of a standard container,” states Damen Design and Proposal Manager Piet van Rooij. “When operating multiple ships of the same family and design, the efficiency of training, crew exchangeability and maintenance programs are improved.”

Cost results

A modular platform is inherently flexible: this allows naval clients to better react to changes in the mission environment. Modularity also has implications on the total cost of ownership: the lifetime of an individual vessel can be efficiently extended by upgrading capabilities with new equipment modules that are not integrated into the original design.

Financial advantages are to be found in the fact that the MRAV range is commercially built and also uses commercially available components. This is made possible because of the vessels’ non-combatant role. Mr. Van Rooij: “Using commercial off-the-shelf equipment reduces the total cost of ownership without reducing the quality of the equipment.”

Complementary design

The ship design itself has a proven background: “Damen has built many ships similar to the MRAV range for the offshore industry. This means that there will not be any unwanted surprises for the first customer of this new range.”

Damen has a rich naval shipbuilding heritage; one that goes back more than a century. The new Multi Role Auxiliary Vessel range serves to expand the company’s naval portfolio that includes larger vessels such as frigates, corvettes, LPDs, AORs and OPVs. “These new MRAV designs are complementary to the range of ships that Damen already offers for the defence and security markets,” concludes Mr Van Rooij. “We are currently at the stage of finalised conceptual design. Considering the next step, being more detailed engineering while taking advantage of COTS equipment and tested designs, we are confident that the actual construction can be swiftly accomplished, with excellent quality and reliability.”