Newbuild orders for Very Large Crude Carriers (VLCCs) are picking up in expectation of rising demand but risk putting the sector's recovery at risk, according to Drewry's latest Tanker Forecaster report.

New ordering activity has accelerated in the VLCC segment, extending the upward trend of 2013. VLCC orders started picking up in 2013, when 26 units were ordered after the subdued contracting period of 2011-12, during which just 21 VLCC orders were reported. The trend gained momentum in the first quarter of 2014 with a total of 15 VLCCs ordered, as compared with only six vessels in the fourth quarter of 2013.

"Attractive yard prices, expectations of faster growth in demand for large crude carriers (amid rising trade on long-haul routes) and growing interest from private equity firms in the tanker market resulted in increased ordering in 2013," said Rajesh Verma, editor of Drewry's Tanker Forecaster. "The recent firming in freight rates in the period market also added fuel to the fire."

Demand on long-haul routes is increasing with changing trade patterns in the oil market. The surge in US shale oil production and downstream expansions in Asia are resulting in higher crude oil exports from Latin America, the Caribbean and West Africa to distant Asian markets. By contrast, exports to the US are declining.

"Tonnage utilization in the VLCC market has not picked up sufficiently to accommodate any surge in ordering activity, putting the sector's recovery at risk over the coming years," warned Verma. "The recent slowdown in the Chinese economy is an additional concern for the VLCC market, as many refinery projects are being delayed or cancelled due to slowing oil demand growth in the country. So, owners need to be cautious."

"Tanker Forecaster" is a quarterly report published by Drewry Maritime Research and is priced at £2075. The report will be available from the Drewry website www.drewry.co.uk.

Tugs Fairmount Summit and Fairmount Alpine have towed rig ENSCO 5006 safely from Cyprus to Singapore. The Fairmount twins towed the rig over about 13,000 miles.

Before he departure off Limasol, Cyprus, both Fairmount tugs performed anchor handling work for the rig. On request of its owners cargo and crew runs were done during a stop off Las Palmas and a bunker stop was made at Port Nqgura, South Africa. During parts of the voyage transit speeds up to 9 knots were reached.

The ENSCO 5006 is a semi submersible drilling rig, capable for drilling operations up to 7,600 meters. The 1999 built rig is owned by Scottish ENSCO Plc.

Fairmount Marine is a marine contractor for ocean towage and heavy lift transportation, headquartered in Rotterdam, the Netherlands. Fairmount’s fleet of tugs consists of five modern super tugs of 205 tons bollard pull each. Fairmount Marine is part of Royal Boskalis Westminster. Boskalis is a leading global marine and dredging contractor.With a versatile fleet of 1,000 units Boskalis operates in around 75 countries across six continents with 11,000 employees.

• New, Flexible, Multi-Role Dnv1a1 Wind Farm Service Code R1 classed offshore support vessel available for a range of operation and maintenance applications up to 150 nautical miles offshore

• State-of-the-art SMV 24 vessel, provides cost-effective, high performance and application flexibility

• Available as a fully managed solution backed by the operational experience and expertise of the UK's leading marine service company• Provides a platform for a range of specialist marine services including diving, ROV, operations and maintenance, accommodation and ship to turbine (STT™) oil change service

James Fisher Marine Services (JFMS) and Supacat has announced the purchase of the first of type Supacat Multi-purpose Vessel 24 (SMV 24). The investment in the SMV 24 vessel marks JFMS's continued commitment to provide innovative solutions to clients that require high assurance when operating in the marine environments.

The SMV 24 vessel establishes a new benchmark in offshore support craft. With an overall length of 25.7 meters, it is powered by two MAN V12 diesel engines providing a maximum speed of 30 knots and fully loaded range of 675 nautical miles. The vessel is capable of carrying three standard ISO 20ft containers with 30T load, providing extensive and versatile deck space for equipment such as ROVs, specialist diving equipment, accommodation modules, ship to turbine (STT) oil change service and offshore facility maintenance equipment (generators, HPUs, bunkering, workshops, tool stores, service spares).

With the addition of optional high quality SOLAS A60 accommodation modules for 12 passengers and permanent accommodation for crew, the DNV1A1 Wind Farm Service Code R1 classed SMV 24 offers an ideal and highly cost-effective solution for servicing sites that are 150 nautical miles offshore for continuous trips of up to one week's duration. The flexibility and versatility of this new SMV 24 vessel renders it capable of reducing both the number of dedicated use vessels and number of visits to site required simultaneously delivering significant cost reduction and increased operational flexibility.

"We are pleased to be able to offer this highly flexible offshore support vessel, to provide efficient and potentially cost-saving operation and maintenance solutions," commented Andy Nattrass, marine operations project manager for James Fisher Marine Services. "This service is likely to be particularly of interest to the fast-growing offshore wind energy sector, for which we are able to combine it with bespoke innovations such as our 'Ship-to-Turbine™' oil transfer concept, an innovative and cost-effective method of exchanging gearbox and hydraulic oils for offshore wind farms. Whether providing services in marine renewable energy in this way, supporting offshore oil and gas operations, or enabling surveying and diving operations, the new SMV 24 vessel provides a highly flexible, multi-role capability that sets a new benchmark in offshore support."

Nick Ames, Managing Director of Supacat, said, "We are delighted that JFMS has chosen to be the launch customer for our new SMV 24 multi-purpose vessel. To have such a prestigious marine services company purchase the very first SMV 24 speaks volumes for the product and for its future potential in this growing sector. Today's announcement is fantastic news for all at Supacat and we are very much looking forward to securing further SMV 24 orders and continuing to grow our presence in the marine sector. JFMS has clearly recognized the unique, flexible, multi-role offering any operator can benefit from by owning the SMV 24 and we are quite sure that others will be following their lead. This is a most encouraging start to our Marine engineering business".

Jim Hey, Group Business Development Director of James Fisher & Sons commented "The design concept of the SMV24 is unique in being able to carry three containers and 12 passengers to site enabling the vessel to undertake multiple tasks during a single mobilization without the need to return to port at the end of the working day. This role flexibility fits with our strategy to create value for our customers in terms of operational efficiency and cost reduction, complementing the specialist marine activities of the group many of which are based around containerized assets and multi-skilled personnel".

Once again demonstrating their power and agility in both nearshore and offshore waterways, Crowley Maritime Corp.'s ocean class tugs have successfully delivered oversized, overweight equipment – comprised of topsides, tendons, piles and more – that are now part of a massive semi-submersible floating production facility located in the U.S. Gulf, approximately 280 miles south of New Orleans, La. Working alongside the tugs were Crowley's 455 series high-deck-strength barges, which carried much of the equipment as it was towed offshore. Utilizing the Crowley tugs' dynamic positioning capabilities, the facility, known as Jack/St. Malo, was successfully moored and made storm safe at a depth of 7,000 feet between the Jack and St. Malo offshore oil and natural gas fields, which are within 25 miles of each other.

As was done when Crowley's ocean class tugs successfully delivered the Olympus platform and Lucius spar to the U.S. Gulf, both completed late last year, the company's Houston-based Solutions project management team, which manages the tugs and barges, completed the delivery in three stages of work in both nearshore and offshore waters.

During the first stage, the nearshore phase, the topsides were skidded onto the company's 455 series barge Julie B at the Keiwit facility dock in Ingleside, Texas, in Corpus Christi, where they were later lifted and installed onto the hull of Jack/St. Malo. Once in place and secured, the Ocean Wind and Ocean Wave next provided assistance by pushing the Jack/St. Malo facility, away from Corpus Christi, through the Port of Aransas, Texas, and out to deeper waters. The Ocean Sun followed the flotilla and was equipped to provide assistance, if needed.

Relocation to deeper waters marked the beginning of the second phase of work, the offshore stage. Here, the Ocean Wind and Ocean Sun towed the facility to its final location, alongside the Crowley-contracted tugboat Harvey War Horse II. Also during this phase, the Solutions team arranged for the company's 455 series barge 455 7, towed by Crowley's tug Warrior, and third-party barge Marmac 400, towed by Crowley's tug Pilot, to deliver the piles, or long pipe-like structures that serve as anchors for the platform, to the project site. Finally, the Marty J, towed by the Pilot, made three subsequent trips to the installation site to deliver additional equipment – including chains, connectors and line reels – that were used in the mooring of the floating facility.

In the final stage, the positioning phase, the Ocean Wind, Ocean Wave, Ocean Sky, Ocean Sun and Harvey War Horse II worked together to hold the Jack/St. Malo in its final location, and remained on site in a star pattern to provide support as the spar was connected to its moorings and made storm safe in more than 7,000 feet of water.

"This was another successful pairing of Crowley's new ocean class tugboats and high-deck strength barges," said Crowley's John Ara, vice president, solutions. "Not only was the project completed safely and on time, but it also helps to illustrate the increasing competence and capability of our crew and vessels. We look forward to utilizing these specialized teams and assets in projects in the future."

Crowley's ocean class tugs are modern ocean towing twin-screw vessels with controllable pitch propellers (CPP) in nozzles, high-lift rudders and more than 147 MT bollard pull. The first two ocean class vessels, Ocean Wave and Ocean Wind, are classed as Dynamic Positioning 1 (DP1) tugboats and are twin-screw, tugs with an overall length of 146 feet, beam of 46 feet, hull depth of 25 feet and design draft of 21 feet. The second two tugs of the class, Ocean Sky and Ocean Sun, are classed as DP2 and are 10 feet longer. All four vessels are capable of rig moves, platform and Floating Production, Storage and Offloading (FPSO) unit tows, emergency response, salvage support and firefighting.

Scheduled to begin producing oil and natural gas later this year, the facility will have a capacity of 170,000 barrels of oil per day and 42.5 million standard cubic feet per day of natural gas. Jack/St. Malo will act as a hub for the 43 subsea wells, including pumps and other equipment on the seafloor.
Crewmembers involved in the project include Captains Charles Alan Williams, Andrew C. Ashworth, Ted Caffy, Brian Cain, Stuart B. Andrews Jr., Stephen Berschger, Laurence Christie and Ward P. Davis; Chief Mates Darrel Koonce, Dustin Marks, Clyde McNatt, James Hoffman and Scott R. Ellis; Chief Engineers RD Lewis, Charles Pate, Scott Bovee and Edgar C. Henson; Able-Bodied Seamen Terry Laviolette, Ryan Landers, Dave Heindel, Orvin McCoy, Preston Harper, Farrell Bodden, Steven Kendrick, Jonathan Solomon, Corey Hill, Satchel G. Caffy, Ben E. Johnson and Edward J. Rynn; Assistant Engineers Micheal Bibby, Keith Smith, Matthew Hamer, Andralesia Terrell, Richard A. Saunders, James H. Murray, Thomas Murphy and Isaac Levine; Second Mates Travis Cheer, Nate Leachman, Eric A. Eaton, Cecil Wilson and Ray Adams; Third Mate Scott M. Tompkins; Dynamic Positioning Officer John Willson; and Ordinary Seamen and/or Cooks Johnny Godwin, Stephen R. Goletz, Rene Fuentes, Evan Flynn and Glen Williams.

Over the past decade or so, as offshore oil has grown in importance, the development of vessels to meet the needs of the industry has made great strides. The needs for reliability in demanding sea conditions will put any hull to

A starboard-side view of the Royal Thai Navy patrol boats.

the test. It is not unusual for a commercial vessel serving the petro-industry to clock up 6000 or more hours of operation per year. For vessels operating on time charter, down time can be expensive.

The versatile crew boats that have been developed to meet these expectations are particularly versatile. Their aluminum hulls and multi-engine power provide safe transport of personnel and well as the versatility to carry significant cargos.

Thailand’s Marsun Shipyard has built many of these boats over the years. With three Cummins KTA38 M2 engines each rated at 1350 HP turning fixed pitch propellers the aluminum-hulled vessels make speeds in excess of 24 knots with positive sea-keeping abilities. Marsun also has a long established relationship with the Royal Thai Navy. Not surprisingly the crew boats for the petro industry drew the attention of some astute navy people and an idea was born.

The concept of a military style patrol boat on a commercial hull platform was developed with the engineering departments of Marsun Shipyard and the Royal Thai Navy. A patrol boat required a larger superstructure as well as some armament. To accommodate the additional weight, with increasing speed, the design team decided to increase the horsepower of the navy patrol version. This was accomplished by replacing the Cummins KTA38 M2 engines with three 1800-HP Cummins KTA50-M engines. The 36-meter hull maintained the same 7.6-meter beam and hull form. 

The latest three modified version vessels, with 63-square-meters of clear deck space, retain much of the 36-meter crew boat’s large 67-square-meter after deck. This gives the patrol boat the same 50-ton load capacity and allows the vessel to carry two 20-foot containers on the aft deck should the need arise. Modifications also give the vessel significant flexibility in operations, such as search and rescue capabilities, not found on most patrol vessels of this size. The aft deck is designed with the capacity to mount surface-to-surface missiles. The forward deck has installed a 20 mm machine gun (a 30 mm machine gun is an option). Additional flexible space is designed-in to provide a control system command room in future.

The resulting patrol boat, with a total of 5400 reliable horsepower, achieves speeds in excess of 27-knots. Although the larger engines require more fuel, navy specifications required less fuel capacity than the commercial vessel, which balanced the increase in engine weight. Overall the navy vessel has less weight and consumes less fuel than similar sized patrol boats while offering full functionality in sea state 5 conditions. The combination of a proven commercial hull and a functional patrol deck-layout and superstructure will continue to give good service under all conditions for many years to come.

VideoRay LLC has provided two Pro 4 ROV systems for the rescue and recovery operation of the ferry Sewol which sunk off the coast of Jindo Island, South Korea last Wednesday. The ROVs are currently searching for bodies or possible survivors on the sea floor around the ferry as well as inside the hull and interior areas that divers cannot access.

Upon learning of the accident VideoRay volunteered equipment and resources to the rescue effort. VideoRay mobilized two experts to South Korea to assist with the extremely dangerous and difficult job of removing victims of the ferry disaster: Mark Fleming, a San Diego-based VideoRay employee with years of Navy diving experience, and Dave Phillips, a VideoRay consultant and undersheriff of the St. Louis County, MN Sheriff's Office.

The VideoRay Pro 4 ROV's small size, portability, and powerful performance in high currents are crucial benefits in the Sewol rescue efforts, where water conditions are challenging. Divers can only work in the cold water and rapid currents for a few minutes before exhaustion overcomes them. Near-zero water visibility makes it difficult for divers to get a clear picture of the wreck. VideoRay ROVs use state-of-the-art camera and sonar to see through the murky water.

VideoRay ROVs are often used in shipwreck accidents to recover victims, and to assist divers and keep them safer. The small ROVs can dive to depths up to 305 meters (1,000 feet) and remain there for days, providing video, lighting, and sonar information to guide divers and topside rescue and recovery personnel. Recent examples include the Costa Concordia salvage operation in Giglio, Italy, where VideoRays have been used for thousands of hours, and the Princess of the Stars ferry accident in the Philippines where over 800 passengers and crew died.

Independent VideoRay consultant and expert shipwreck responder Steve Van Meter, of Cocoa, Florida, commented on the use of VideoRays on the Sewol operation, saying "I can only imagine the challenges both divers and ROV operators must face there. Currents are reported to be in excess of 5 knots, with visibility less than 20 centimeters. In these conditions, it is extremely fortunate that no divers have been injured or killed. VideoRays can go places divers cannot, but they are also invaluable to save bottom time, provide pre-dive information, and provide illumination and direction on site. They are my tool of choice on most jobs, and I'm proud to have worked closely with VideoRay for years."

Located in Pottstown, Pennsylvania, VideoRay LLC is the oldest Micro ROV company and largest volume producer of underwater ROVs in the world. Operations in South Korea are being directed by KCL Trading Company, a VideoRay dealer based in Kyunggi-Do, South Korea.

As of Tuesday morning, rescuers have recovered 104 bodies from the wreck and continue searching for the 198 people still missing. Of the 476 passengers, only 174 were rescued from the sinking ferry.

NAVTOR has reached a landmark agreement with the United Kingdom Hydrographic Office (UKHO) to offer the ADMIRALTY Vector Chart Service (AVCS) to mariners on a 'pay as you sail' (PAYS) basis. The Norwegian e-navigation pioneer, which introduced the world's first DNV type-approved PAYS service in 2012, launches the NAVTOR PAYS with AVCS solution today.
AVCS is the world's leading ENC service for ECDIS, offering the widest coverage in the marketplace. With over 12,500 Electronic Navigational Charts (ENCs), AVCS allows mariners to navigate an unparalleled number of international shipping routes. Delivering AVCS on PAYS will transform its accessibility to the market.

Business and Communication Manager Willy Zeiler explains: "PAYS allows navigators to instantly access the ENCs they need for planning purposes, levying charges only for the charts they actually use during voyages. It's a flexible, user-friendly and efficient way to navigate, making it easier to order and manage an ENC portfolio."

He continues: "It is something that the market has eagerly been waiting for. This collaboration between NAVTOR and the UKHO marks a significant step forward in the way that e-navigation solutions are delivered to the end user. We're proud to be working with the UKHO and using NAVTOR's advanced technology to connect with its customers."

The NAVTOR PAYS with AVCS solution will be distributed to users on a pre-loaded NavStick USB device, which when inserted into a ship's ECDIS will instantly install the required AVCS coverage. The latest AVCS charts and updates can then be regularly retrieved using NAVTOR's online programme NavSync, ensuring that all vessels are kept up to date easily.

Jason Scholey, UKHO's Senior Product Manager – Charts, comments: "AVCS is the world's preferred ENC service for ECDIS. We're very pleased Navtor are launching the NAVTOR PAYS with AVCS solution to provide customers with additional choice when purchasing their ENCs."

Navtor says the majority of its customers now opt for a PAYS solution, with vessels such as ferries and liners that sail set routes usually signing up to a standard subscription model based on set geographical areas.

Zeiler is keen to stress that it's not only ECDIS-mandated vessels, such as passenger ships, that are signing up with NAVTOR.

He notes: "Many ship owners appreciate the tangible benefits of a service that provides safe, efficient and predictable operations, whether they are subject to IMO regulations or not. Norwegian offshore support vessel owners are an interesting case in point, with ship owners who control more than 70% of the national offshore fleet now utilising NAVTOR. This boils down to their desire for effective ship management, rather than any regulatory requirement."

Vessels to Supply Maritime Industry with Clean Fuel Source and Build LNG Infrastructure along U.S. Gulf Coast

Jensen Maritime, Crowley Maritime Corp.'s Seattle-based naval architecture and marine engineering company, has been awarded a contract to design some of the first liquefied natural gas (LNG) bunker barges in the U.S. for customer LNG America LLC, a Houston-based LNG fuel supply and distribution company. Currently no LNG bunkering barges are in operation in American waterways and these vessels will be among the first to be developed and built, marking a significant step in LNG America’s build-out of LNG bunkering infrastructure along the U.S. Gulf Coast and in delivering a new clean fuel to the maritime industry.

The vessels, which are expected to deliver in late 2015, have an initial planned capacity of up to 3,000 cubic meters of LNG.  Once in operation, the bunker barges will serve the dual purpose of moving LNG from LNG America’s Louisiana supply source to coastal-based storage and distribution terminals and in directly bunkering large ships.   

“Through LNG America’s LNG bunkering initiative, we plan to serve and facilitate the growing marine demand for LNG,” said Keith Meyer, CEO of LNG America. “LNG America sees the demand for marine LNG to be robust as long as LNG can be made available to the maritime industry on a reliable, dependable and cost-competitive basis. Our mission is to deliver competitively priced LNG as fuel where needed, when needed and in the quantity needed.”

“The significance of this agreement is not only incredible news for the marine industry, which struggles with whether to develop LNG infrastructure or vessels first, but also for companies along the U.S. Gulf that hope to replace their traditional vessels with cleaner, more efficient LNG-powered ones,” said Jensen’s Johan Sperling, vice president. “We are thrilled to be working with LNG America in the development of its marine infrastructure and also in providing a green fuel source to this important region. Jensen is on the leading edge when it comes to LNG vessel design and we look forward to serving LNG America and other customers with this valuable service.”

Jensen first produced prototype designs for LNG vessels in 2008. Additionally, Jensen has developed designs for a 100’ x 40’ LNG tugboat and is currently working on several other prototype designs of LNG bunker vessels, harbor tugs, ATBs, container ships and tankers, along with inland vessels for a variety of customers in the U.S.

LNG America was formed last July to develop LNG distribution infrastructure that serves not only the marine market but the burgeoning use of LNG in the oil and gas, rail, mining and heavy-duty trucking markets as well.  These markets have emerged due to the fuel’s price competitiveness resulting from the abundant U.S. natural gas reserves.

LNG facts from the Center for Liquefied Natural Gas (CLNG):


LNG, or liquefied natural gas, is natural gas that is cooled to -260° Fahrenheit until it becomes a liquid and then stored at essentially atmospheric pressure. Converting natural gas to LNG, a process that reduces its volume by about 600 times allows it to be transported. Once delivered to its destination, the LNG is warmed back into its original gaseous state so that it can be used just like existing natural gas supplies. When returned to its gaseous state, LNG is used across the residential, commercial and industrial sectors for purposes as diverse as heating and cooling homes, cooking, generating electricity and manufacturing paper, metal, glass and other materials. LNG is not stored under pressure and it is not explosive. LNG vapors (methane) mixed with air are not explosive in an unconfined environment. When exposed to the environment, LNG rapidly evaporates, leaving no residue on water or soil.

Kongsberg Maritime Engineering (KME) has signed a contract with Gina Krog LLC, a subsidiary of Teekay Shipping AS, for supply of an Integrated Control and Safety System (ICSS) and Power package to the Gina Krog FSO (Floating Storage and Offloading) unit, to be delivered to the Statoil operated Gina Krog field on the Norwegian continental shelf, North Sea.

Teekay recently entered an agreement with Statoil to provide the FSO for the Gina Krog field. The $220 million conversion project is expected to be completed in the first quarter of 2017, before the newly converted FSO unit will commence operations under a time-charter contract to Statoil.

With delivery due to start Q2 2014, KME's project scope includes design, engineering, manufacturing, testing and supply of all materials, equipment, accessories and tools required for the complete ICSS, Medium Voltage Switchboard, Low Voltage Switchboard (440VAC / 230VAC), thruster transformers, thruster drives, thruster motors and 230VAC distribution, for installation and operation on the FSO.

KME is a wholly owned subsidiary of Kongsberg Maritime and has since 2008 acted as a contracting solution company specialising in EIT engineering and system integration on an EPC basis (Engineering, Procurement & Construction) with strong focus on project management, contracting engineering and site management. KME offers a coherent engineering and management service based on Kongsberg Maritime's established technical competence and experience with marine and offshore operations.

Teekay Offshore Partners L.P. is an international provider of marine transportation, oil production and storage services to the offshore oil industry focusing on the fast-growing, deepwater offshore oil regions of the North Sea and Brazil. Teekay Offshore owns interests in shuttle tankers, floating production, storage and offloading (FPSO) units, floating storage and offtake (FSO) units and conventional oil tankers. Teekay Offshore has rights to participate in certain other FPSO and shuttle tanker opportunities provided by Teekay Corporation (NYSE: TK) and Sevan Marine ASA (Oslo Bors: SEVAN). A majority of Teekay Offshore's fleet trades on long-term, stable contracts and it is structured as a publicly-traded master limited partnership.

The launch of the Ramform Titan class marine seismic data acquisition ships by Petroleum Geo-Services (PGS) mark a new era of subsea oil and gas exploration. The second of these vessels, the Ramform Atlas was launched in January, 2014. The Ramform Titan and Ramform Atlas are designed and built by PGS to be the most powerful and productive of their kind using the latest marine and electronic seismic technologies.

Ramform Titan

Every detail of these vessels was evaluated based on optimum productivity and safety including the cable management systems used to deploy and attach up to a 24-streamer array system. The towed streamers consist of several thousand recording sensors over an area greater than 3,000 acres (12 km2), or 3.5 times the size of New York's Central Park.

The engineers at PGS have chosen the latest proven technologies available throughout the Ramform Titan-class ships, including the new PMI Dyna-Hanger II and Dyna-BSR cable management systems. These systems provide significantly higher load capacities to accommodate the demands of extreme towing loads caused by wider streamer arrays. As a bonus, the major components of both systems can be installed, or removed, in just minutes without special tools or extensive personnel training to increase on deck productivity and reduce downtime.

The Dyna-Hanger II cable management system uses exclusive patent pending designed symmetrical suspension arms with tool-less features and helical rods. It is designed with a hinged collar that snaps around the housing and is secured with just a quick-release pin. A specially designed housing prevents the attachment point from shifting on the lead-in cable while the collar design enables the cable to rotate freely under tension. It is capable of accommodating loads up to 100% of the cable's rated breaking strength.

The Dyna-BSR bending strain relief system provides cable bending and abrasion protection, while enabling rotation of various cable attachments. It replaces traditional slip-on bending strain relief systems that use a one-piece body design. Instead, the Dyna-BSR patent pending two-piece system can be installed or removed at any time during deployment or retrieval procedures. It is designed with a reinforced polyurethane, two-part shell to provide added strength and flexibility. A unique fastener system quickly secures the shells together. In total, the system offers graduated stiffness to protect cables from off-axis loads through a wide range of angle combinations by maintaining a safe minimum bend radius.

"Everything on the Ramform Titan class was chosen for its contribution to our primary goals of providing optimal seismic productivity and crew safety," according to Sverre Olsen, Technical Manager at PGS. "Every sub-system we have, builds on the total system to achieve our goals. PMI systems were chosen because they continue to meet PGS productivity and higher load requirements."

"The successful PGS installation is a result of our conversations with customers about their challenges then developing cable hardware and support services to meet their needs," said Bob Schauer, president, PMI industries. "We are focused on unmatched support for our customers. Whether it is easy-to-use hardware, engineering support or comprehensive cable testing services, we listen and then perform."

Danelec Marine has announced the introduction of its third-generation marine Voyage Data Recorder (VDR).

The new Danelec DM100 VDR fully complies with the new International Maritime Organization (IMO) VDR standard, which comes into effect July 1, 2014. It also incorporates Danelec's revolutionary SoftWare Advanced Protection (SWAP) technology – a totally new approach to shipboard servicing of marine electronics.

SWAP Technology Saves Time and Costs in Shipboard Repairs
"Danelec's exclusive SWAP solution is nothing short of revolutionary when it comes to servicing shipboard electronics," said Danelec CEO Hans Ottosen. "It saves time by removing the repair from ship to shore, reduces labor costs for service calls, protects valuable shipboard data and eliminates in-port delays for repairs."

Danelec has designed the compact VDR data acquisition unit for easy plug-and-play replacement, with all system programming and configurations stored on a hot-swappable memory card. The service technicians bring a new unit when boarding the ship. They simply disconnect and remove the old unit, insert the new one in its place and slide the memory card from the old VDR into the slot on the front of the replacement. The old unit can then be taken ashore for repair without holding up the ship's departure.

"This is a paradigm shift in shipboard service," said Ottosen. "With traditional techniques, it can take days to make repairs to a ship's critical electronic systems. In some cases, Port State Control authorities may hold up the ship's sailing. Even if the ship is allowed to sail, it means another expensive service call at the next port to accomplish the repairs. With SWAP technology, the entire process is completed in hours, not days."

"We are incorporating SWAP into all our products moving forward," Ottosen added.

IMO Compliant – and Beyond
The Danelec DM100 VDR meets all the new VDR requirements as defined in MSC.333(90) and IEC 61996-1 Ed. 2, including a float-free capsule, 48-hour data storage in both the protective fixed capsule and float-free capsule, separate audio track for outdoor microphones, as well as data recording from the ship's ECDIS, both radars, AIS and inclinometer. All VDRs placed into service after July 1, 2014, must comply with the new standards.
"The DM100 VDR provides a solid, safe and simple solution for new ships, as well as retrofits to existing vessels," said Ottosen. "In addition to the minimum IMO requirements, we have designed our new-generation VDRs for the future, with new features such as playback software for real-time monitoring and replay of recorded data, along with remote access for maintenance, annual performance tests and remote data capture and analysis."

Danelec was one of the first companies to bring to market IMO-compliant VDRs and Simplified VDRs (S-VDRs) in 2002. More than 5,500 vessels today are equipped with a VDR or S-VDR designed and manufactured by Danelec. The company has an extensive service network with certified sales and service representatives in more than 50 countries worldwide.

Oman Drydock Company (ODC), based in the Middle East's new mega city of Duqm (notes to editors 2), signaled its 'passionate and driving ambition' to catapult itself further into the region's multi billion dollar ship repair industry after completing its 200th drydocking since launching in 2011.

A ceremony was held at the shipyard, which cost $1.5bn to build, to celebrate the landmark with shipping giant Maersk whose vessel, the 4388 TEU Maersk Wisconsin, was the 200th ship to be drydocked by ODC.

ODC Chief Executive Yong Duk Park said completing 200 vessels reflected the company's growing stature as it aims to position itself as one of the best shipyards in the world.

"We are absolutely delighted to mark our 200th ship milestone with our hugely valued client Maersk," he said. "This moment is a powerful statement to the industry that ODC is now a major player in the Middle East. We have worked enormously hard to develop a robust track record working on a wide variety of ships from Very Large Crude Carriers (VLCCs) to container ships to LNG and LPG carriers to chemical carriers dredgers, RO-ROs and barges. We can now show the shipping industry we not only have world class facilities, which include our massive dry docks which can accommodate any size of vessel (see notes to editors 1), but we are developing the workforce, skills base, training and infrastructure that our customers demand. We have listened to our clients and we are offering efficient turnaround times, tremendous value, and world class workmanship. We are, of course, still seeking to grow and improve. As a result we are actively looking to recruit more sub contractors to our supply chain who can match our standards and share our vision. There are numerous tax breaks and incentives available and we encourage companies with the right background to get in touch."

Group shot of Maersk Wisconsin& ODC team

Deputy CEO Sheikh Khalil bin Ahmed Al Salmi said ODC would now redouble its worldwide campaign to raise the profile of ODC and its prime selling points.

"ODC has a passionate driving ambition to become one of the prime ship repair yards in the world and the Middle East," he said. "We know we can deliver on quality, cost and critically time. Our geographical location thrusts us into pole position for the Asia to Europe shipping route as well as the East African and Indian off shore industries. We can further slash costs and the time required for drydocking as vessels do not need to greatly deviate their course. This can save days in time, and a huge amount of money, which is such a key factor for shipping operators balancing tight budgets. Other key selling points include our unrivalled painting services and ability to deal with sludge and slops disposal (see notes to editors 1). With painting we have the perfect climate that few other yards can offer. With slops we can save up to three days sailing time as we can deal with it all here on site, there is no need to sail to another location. We intend to market all these benefits hard in the coming months and years."

Sheikh Al Salmi said the container ship market has substantial potential for ODC.

"Our focus moving forward will be to win more business from existing and new customers operating carriers, tankers and container ships," he said. "We see real potential for growth particularly in becoming a centre of excellence for the repair of container ships and LNG carriers (LNGC). As a result we will be ramping up the promotion of our services, which are among the most advanced in the world. This includes offering customers the in depth technical support we receive from our partner Daewoo Shipbuilding and Marine Engineering Company Ltd (DSME) and its subsidiary DSEC. 2014 will see DSEC forge a closer partnership with ODC to provide specialist LNGC repair technology. This will cover areas such as cargo containment systems and the supply chain of various materials such as INVAR, insulation boxes, membranes, prefabricated panels and cryogenic safety valves. Meanwhile, we are also investing in new facilities including renovating our cryogenic shop so it can cater to repairing up to four LNGCs at any one time. Our expansion into LNGC will further be strengthened by our new license to support the French engineering firm Gaztransport & Technigaz (GTT) which specialises in cargo containment systems for high-end LNG carriers. "

Elsewhere ODC is chasing down major growth opportunities in the off shore market. ODC can provide repair and conversion services to jack up drilling rigs, drill ships and FPSOs. It also offers a range of engineering, testing and trial services for offshore projects including the construction of offshore accommodation barges, offshore jackets and platforms as well as top-side modules and sub-sea pipeline manifolds.

Click here: ODC documentary movie 

ABS Secures Prestigious FLNG Classification Contract

The PETRONAS facility is scheduled to start deepwater operations offshore Sabah, Malaysia, in 2018

ABS, a leading provider of classification and technical services to the global offshore industry, has been awarded the classification contract from PETRONAS, Malaysia's national oil company, for the company's second floating LNG facility (PFLNG 2). The vessel will be built at the Samsung Heavy Industries yard in Geoje, Korea.

"This is a very significant award for us," says ABS Chairman and CEO Christopher J. Wiernicki. "It also is the natural next step for an organization that is widely recognized as the leader in the classification of offshore production units and LNG ships."

ABS has a long history working with floating gas concepts, classing the first offshore LPG storage unit in the world in 1997 and the first LPG FPSO in 2005. ABS has awarded approval in principle (AIP) for ten floating LNG concepts and has performed pre-front-end engineering and design (FEED) and FEED work on a number of others.

As the selected class society for the PFLNG 2 unit, ABS will provide a comprehensive suite of technical services, including classification.

PFLNG 2, which is scheduled to see first gas production in early 2018, will be moored via an external turret on the deepwater Rotan gas field offshore Sabah, Malaysia. Designed to produce 1.5 million metric tons of LNG per year, the vessel is expected to operate on site for a minimum of 20 years without dry docking.

ABS Vice President for Global Gas Solutions Patrick Janssens views this as the first of many potential awards.

"The search for new energy reserves is seeing exploration activities shift to the type of remote offshore fields on which facilities like the PFLNG 2 are perfectly suited to operate," Janssens says. "With the growing demand for gas around the world, there will be a continued emphasis on FLNG-related technology, and ABS will continue to play a leading role."

The award to class this FLNG newbuild comes just months after the unveiling of the ABS Global Gas Solutions team, a multidisciplinary group of engineers formed to respond to the rapidly escalating number of gas-related projects, including LNG and LPG transportation, the use of LNG and LPG as fuel and the growing number of FLNG projects.

There currently are more than 150 floating oil and gas facilities in the ABS-classed fleet, the largest single market share of any classification society.

Tug Fairmount Sherpa has towed rig Sevan Louisiana safely from Singapore to Curaçao. During the 11,500 miles voyage via Cape of Good Hope, stops were made in Port Louis (Mauritius), Walvis Bay (Namibia) and Port of Spain (Trinidad) to take bunkers and for crew changes.

The Sevan Louisiana is a so called Ultra Deep Water rig (UDW), built in 2013 at the Cosco shipyard in Nantong, China, for UK-based Seadrill Ltd. The self-propelled rig, equipped with eight thrusters, can accommodate up to 150 crew members.

After arrival in Curaçao the Fairmount Sherpa performed multiple cargo runs for the Sevan Louisiana. The rig will leave Curaçao on her own thrusters for her next job in the Gulf of Mexico.

Fairmount Marine is a marine contractor for ocean towage and heavy lift transportation, headquartered in Rotterdam, the Netherlands.

Fairmount's fleet of tugs consists of five modern super tugs of 205 tons bollard pull each. Fairmount Marine is part of Royal Boskalis Westminster.

Boskalis is a leading global marine and dredging contractor. With a versatile fleet of 1,000 units Boskalis operates in around 75 countries across six continents with 11,000 employees.

MacGregor, part of Cargotec, has secured deck equipment contract for a series of eight 58,500 dwt bulk carriers under construction at New Times Shipbuilding in China. The vessels are being built for Lemissoler Navigation (Front Marine), based in Cyprus, with the delivery of the first two vessels scheduled to start around August 2015.

The contract will see MacGregor deliver complete equipment packages comprising electric pole-changing winches, steering gear, air compressors, hatch covers and variable frequency drive (VFD) electric cranes, four per ship.

The packages include equipment from combined MacGregor Hatlapa portfolio."The new contract was won as a direct result of our strengthened capability for larger delivery scope and a long standing relationship with the owner," says Jörg Tollmien, Head of Sales for Hatlapa offering at MacGregor.

"It is also a good example of what our combined product ranges can offer customers, particularly in cases such as this where an extensive scope of deck equipment is required for multiple ships," Mr Tollmien notes.

Photo

Recently Hydrex installed Propeller Boss Cap Fins (PBCF) on several tankers during their respective stops in Rotterdam, Ghent and Antwerp. As a result of the underwater operation, the ships will not have to wait for their next drydock visit to start benefitting from the fuel savings the PBCF's will bring them.

The Propeller Boss Cap Fins (PBCF) is a device for propeller efficiency improvement developed by Mitsui O. S. K. Lines, Ltd. The PBCF can recover energy loss of a propeller hub vortex in the propeller's backward flow. This decreases fuel consumption by 5% when operating at the same speed, or boosts speed by 2% with the same fuel consumption.

The 5% energy saving effect has been verified by world research institutes including International Towing Tank Conferences (ITTC) and by owners.
 
With the current emphasis on global environment problems, the demand for the PBCF has been continually growing and this as an energy saving device and an environment-friendly product because it realizes a 5% reduction in CO2, NOx and SOx gases emission from vessels.

On-site installation prevents a long wait for fuel saving benefits
The first operation was performed on a 183-meter tanker berthed in Ghent. After the team arrived at the vessel's location with one of the Hydrex workboats, they started the operation with a full inspection of the propeller. Next the diver/technicians cleaned the area where the spinner cone (PBCF) was to be installed. They then lowered the cone into the water and positioned it on the propeller. When this was done, grease was inserted in the space underneath the propeller cone for lubrication and the bolts were put on torque and secured with wire, finishing the replacement of the PBCF. The Hydrex team worked around the clock to finish the operation as quickly as possible.

The exact same procedure was used during the operations in Antwerp and Rotterdam. The alignment of these Propeller Boss Cap Fins was monitored on an underwater video camera on the workboat.
 
In 2012 Hydrex had already replaced two PBCF's on a 110-meter tanker in Singapore. This was the first underwater installation of a PBCF, according to the manufacturer.

Summary
By performing the operation on-site and underwater, the owners of these tankers could immediately start enjoying the fuel savings the system offers. Otherwise they would have had to wait for the next scheduled drydocking before having the PBCs's installed. This would have cost them up to two years of savings. Calculations show that they will have earned back the money of the underwater installation in about eight weeks, so the savings for the customer are enormous.