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

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

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

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

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

Seawork Asia | Background

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

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

Visit www.seaworkasia.com to find out more.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ABS, the leading provider of classification services to the global offshore industry, has announced that the ABS-classed Seajacks Scylla, the world's largest and most advanced wind farm installation and offshore construction vessel, has been delivered by the Samsung Heavy Industries Shipyard in Geoje, Republic of Korea.

ABS, the leading provider of classification services to the global offshore industry, has announced that the ABS-classed Seajacks Scylla, the world's largest and most advanced wind farm installation and offshore construction vessel, has been delivered by the Samsung Heavy Industries Shipyard in Geoje, Republic of Korea.

"Industry growth depends on innovation and new designs," says ABS Chairman, President and CEO Christopher J. Wiernicki. "As a technology leader, ABS is pleased to work with Seajacks as it develops and launches vessels with increasingly greater capabilities."

Seajacks CEO Blair Ainslie credits the strong working relationship among the project participants for the successful delivery of this unit. "The cooperation among Seajacks, ABS and SHI was vital to the success of this newbuild effort," he says. "As we bring new designs to the market, we rely on partners who are willing to take on projects like this one that break new ground in the industry."

Based on the Gusto MSC NG14000X design, the Seajacks Scylla, has more than 8,000 metric tons of available variable deck load. Equipped with a 1,540-metric-ton leg-encircling crane and a usable deck space in excess of 5,000 sq m the unit is outfitted with 105-m legs with the ability to install components in water depths to 65 m. The rig is capable of meeting the installation needs of jumbo-monopiles, jackets, and turbines of future wind farms in deeper waters farther from shore.

The Seajacks Scylla complies with ABS classification requirements for self-propelled jackup units, including the DPS-2 for dynamic positioning capability; ACCU, which applies to automatic centralized control unmanned units; and CRC for crane register certificate.

Since 2009, Seajacks has invested in five self-propelled jackup units, all of which have been classed by ABS. The Seajacks Scylla represents a milestone for the company as it is considered to be the most technically advanced installation vessel in the market.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Inmarsat (LSE:ISAT.L), a leading provider of global mobile satellite communications services and Ericsson (NASDAQ: ERIC), a world leader in communications technology and services, have signed a strategic maritime agreement that is intended to facilitate the sharing of cargo, logistics and vessel operational data to help streamline the maritime supply chain. The two companies will jointly develop services, solutions and applications to drive industry standards for satellite connectivity and application integration in the maritime industry.

As a first step, Ericsson has signed a distribution contract to offer XpressLink, Inmarsat’s combined L-band and Ku-band VSAT network for the maritime market. XpressLink offers an easy upgrade path to Inmarsat’s Fleet Xpress service, powered by the new Global Xpress constellation, when it becomes available in the coming months. It is intended that the distribution agreement with Ericsson will be extended to Fleet Xpress at that time.

The new strategic relationship will also pave the way for integration between Ericsson’s Maritime ICT Cloud and global connectivity delivered over Inmarsat’s satellite communications network, including both Ka and L-band.

Ericsson’s Maritime ICT Cloud is an end-to-end managed cloud solution that connects vessels at sea to shore-based operations including maintenance service providers, customer support centers, fleet/transportation partners, port operations and authorities. Enabled by Inmarsat, the Maritime ICT Cloud will ensure that trucks will spend less idle time at ports, cargo will spend less time in transit, and producers will be better able to plan their shipments.

An example of how the strategic cooperation agreement works in practice was highlighted with the recent announcement of a contract between Ericsson and U-Ming Marine, a leading shipping company specializing in the transportation of cement, dry commodities and industrial raw materials. Ericsson will provide U-Ming Marine with end-to-end connected vessel and voyage optimization solutions, including satellite connectivity from Inmarsat.

Ronald Spithout, President Inmarsat Maritime, says: “With Fleet Xpress, the world’s first mobile hybrid Ka/L-band high-speed broadband service, embedded in and enabling world-class solutions from Ericsson, we are re-defining maritime connectivity. This transformational agreement will open up opportunities for vessel operators and managers to capture intelligent data immediately.

“Everyone is talking about ‘big data’, but eventually it is the deployment of applications onboard and the end-to-end management of integrated intelligence, that will ultimately change the way the maritime industry operates; making it more efficient, greener and unlocking greater value. We are happy that the reliability of the Inmarsat constellation of satellites and operational standards are recognized as the best fit in the Ericsson roadmap of integrated services.”

John Taxgaard, Head of Maritime at Ericsson, says: “Ericsson believes that the Internet of Things has the potential to generate tremendous value for the maritime industry. Partnering with the leading provider of global mobile satellite communications services is the best means of helping the maritime industry to realize this value. Together with Inmarsat we will jointly develop fully integrated services, solutions and applications, and work toward establishing maritime industry standards for satellite connectivity and application integration.”

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

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

Wes Bordelon, President/CEO of Bordelon Marine commented:

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

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

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

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

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

Short videos about Stan Patrols 4207 can be viewed here.

Transas has signed a contract with Lerwick Port Authority to install a new Vessel Monitoring System (VMS) to cover Lerwick Harbour, in Shetland. The new Transas system is required to replace Lerwick Harbour’s existing system.

Lerwick is a major commercial port in Britain, strategically situated at the crossroads of the North Sea and North-East Atlantic. Handling more than 5,000 vessel arrivals, totalling over 12,000,000 gross tons, annually, the deep-water port’s users include fishing, oil and gas support, cargo, sailing, ferries and cruises.

The contract signing, with Sandra Laurenson, Chief Executive, Lerwick Port Authority, and James Woodward, Area Sales Manager, Transas.

The new VMS will be based on the high-end Navi-Harbour software solution from Transas. Hardware equipment scope consists of Class A AIS Transponders, Northrop Grumman Sperry Marine Vision Master radars, a Jotron VHF Communication System, Gill Meteorological sensors, general IT hardware platform and an APC Power Backup System. This will be installed across four sites covering the port’s area: the main port operations building and three remote stations (Rova Head, Maryfield and Kirkabister, monitoring the northern approaches, inner harbour and southern approaches, respectively).

As part of the project, Port Control, located in Albert Building, will be fully renovated and Transas will closely collaborate with the Authority to design a new layout for the service within this building. Transas has contracted local support from H Williamson & Sons for installation and ongoing maintenance.

As part of its comprehensive customer support program, Transas will provide the client with Operator Training Course and Maintenance Service Plan.

The Port Authority’s Deputy Harbourmaster, Captain Alexander Simpson, said: “The new system will modernize Lerwick Harbour’s monitoring system, improving real-time information available to the Controllers handling shipping movements and the navigational assistance provided by Port Control.

“The investment is another important step in our ongoing development program which is adding to the port’s capacity and competitiveness.”

The project, costing around £450,000, including the Transas contract, telecommunications and civil works, is scheduled to be fully completed and delivered by May 2016.

Caption: The contract signing, with Sandra Laurenson, Chief Executive, Lerwick Port Authority, and James Woodward, Area Sales Manager, Transas.

BMT JFA Consultants (BMT), a subsidiary of BMT Group, a leading international maritime design, engineering and risk management consultancy, recently completed the project management and supervision of the 2015 Bandy Creek Boat Harbour Dredging works. This campaign was undertaken as part of the state-wide maintenance dredging program which has been managed by BMT for the Western Australian Department of Transport (DoT).

After the adverse weather conditions that hampered production in the 2013 session, the 2015 campaign successfully dredged a total of 87,000m3 of sediments from the harbour and the entrance channel in 18 weeks against an average of 50,000m³ of sediments dredged in the previous campaigns.

Bandy Creek Boat Harbour is a regional harbour developed in 1983 near the town of Esperance, Western Australia for recreational as well as commercial use. Since the opening, the Harbour has experienced ongoing sedimentation at the entrance area, which requires regular maintenance dredging to be undertaken. With heavy swells propagating from the Southern Ocean, operations such as dredging at the entrance area are challenging and limited by windows of calm sea-state.

To cope with the swells the main contractor, CGC Dredging developed an innovative method to optimize the dredger’s operability by using stern and forward anchor’s to operate in the vicinity of the entrance. The method proved to be successful with the dredge being able to operate effectively in a wider range of conditions in the harbour entrance. As a result of increased operability, the dredge vessel was able to work in areas that were not dredged in previous sessions, such as the harbour fairway, the approach to the jinker ramp and the berths.

Karim Ghaly, DoT Program Manager from BMT JFA Consultants comments: “We are delighted to deliver such a milestone to the local community in the 2015 campaign as a result of team effort. The mariners can now enjoy full-depth access in and out of the Harbour. We look forward to implementing this innovative method in future dredging campaigns to further benefit the stakeholders.”

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

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

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

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

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

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

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

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

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

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

Two standards, one answer

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

On 23 November 2015, Nakilat Damen Shipyards Qatar (NDSQ) celebrated its first 5 years of operation. With 40 vessels delivered or under construction, the yard has proven its capability to support Qatar’s national strategy for economic diversification.

“The success of NDSQ is a credit to the vision of His Highness Sheikh Hamad bin Khalifa Al Thani, The Father Emir of Qatar, as original founder of the Erhama Bin Jaber Al Jalahma shipyard complex,” says Damen Chief Commercial Officer Arnout Damen. “On this occasion we’d like to thank the State of Qatar and our partner Nakilat, and congratulate the NDSQ team for their achievements.”

“We are proud to be delivering Damen vessels for the Hamad Port Project due to open next year, including four ASD Tugs 2913, three Stan Tugs 1606 and four Stan Pilot 1505 boats. We now also have a Letter of Intent in hand from the Qatar Emiri Naval Forces for one diving support vessel and six naval patrol boats.”

For the superyacht industry, NDSQ has one of the biggest facilities in the world for paintwork and refit with two dedicated 180-metre long fully climate-controlled covered halls. The yard is currently building two 71-metre fast diving vessels with full yacht finish, and has already performed a number of yacht refit/repair projects.

“We are proud to announce that we currently have over 9 million hours without a Lost Time Incident since the start of our operation.”

Mr Damen is also keen to highlight how NDSQ’s products contribute to Qatar’s sustainability objectives. “Damen’s designs have not only proven effective for their functions, but they are also engineered with low Total Cost of Ownership in mind. So our clients benefit from Damen’s R&D efforts into fuel efficient sustainable innovations as well as expertise in hybrid and LNG power alternatives.”

Crowley Puerto Rico Services, Inc. announces that it has broken ground on a $48.5-million construction project for a new pier at its Isla Grande Terminal in San Juan, Puerto Rico. The project includes the development of a new 900-foot-long, 114-foot-wide concrete pier and all associated dredging needed to accommodate Crowley’s two new liquefied natural gas (LNG)-powered, Commitment Class ships, which are scheduled for delivery in 2017. Crowley’s terminal expansion also includes the installation of three new ship-to-shore container gantry cranes, which will be supplied under a separate contract.

“This important project represents close collaboration between private business and the Puerto Rico Ports Authority (PRPA) to make a major investment in the infrastructure of Puerto Rico,” explained Jose “Pache” Ayala, Crowley vice president, Puerto Rico. “We are very pleased to be working with a Puerto Rico-based construction company that is utilizing workers on the island and keeping the money in the local economy.”

The construction contract is being executed by L.P.C. & D. Inc., of Las Piedras, Puerto Rico, which began driving the first piles for the pier last week. About 75 jobs have been created during the construction phase and about 100 new jobs will be created when the construction is completed in mid-2017 and Crowley begins service with its new ships.

“With the first pile driven, we look forward to watching the coming transformation of our terminal into the most modern and efficient port facility on the island,” said Tom Crowley, company chairman and CEO. “Our new terminal infrastructure will help us reposition Puerto Rico as a shipping and logistics hub for the Caribbean Basin and beyond, and open up many new opportunities for our customers.”

In all, Crowley is investing about $500 million in its Puerto Rico service with the construction of two new state-of-the-art ships, the new pier, three new container cranes, new truck access gates, reefer plugs, new containers and container handling equipment, and more.

“This investment, which is resulting in jobs, economic impact, a cleaner environment and significant service enhancements for Puerto Rico shippers, would not be possible without the Jones Act,” said Crowley.

The Jones Act is a federal statute that provides for the promotion and maintenance of a strong American merchant marine. It requires that all goods transported by water between U.S. ports be carried on U.S.-flag ships constructed in the United States, owned by U.S. citizens, and crewed by U.S. citizens and U.S. permanent residents.

“While the act ensures that we have a robust shipbuilding capability and skilled merchant mariners in the U.S. essential to our national defense, it has also created a commercial shipping market between the mainland and Puerto Rico that is highly competitive, customized and dedicated,” said Crowley. “It is because of this competition and the longstanding rules of engagement spelled out in the Jones Act that we have the confidence to make this major investment for the benefit of the people of Puerto Rico.”

The pier design, using the latest displacement-based performance criteria, has been carefully developed over the past year with the PRPA and Harbor Consulting Engineers, Inc., of Seattle, Wash. As the lead design firm for the project, Harbor is the engineer of record for the project and the duration of the construction. Crowley and Harbor have worked together on infrastructure projects for nearly 40 years. Crowley recently completed the acquisition of the necessary permits, including those from the U.S. Army Corps of Engineers and other local agencies.

Crowley has served the Puerto Rico market since 1954, longer than any other carrier in the trade, and occupied the now 75-acre Isla Grande Terminal the entire time, making it the longest continual occupant of any Jones Act carrier in the trade. The company, with over 250 Puerto Rico employees, is also the No. 1 ocean carrier between the island commonwealth and the U.S. mainland with more weekly sailings and more cargo carried annually than any other shipping line.

Jacksonville-based Crowley Holdings Inc., a holding company of the 123-year-old Crowley Maritime Corporation, is a privately held family and employee-owned company. The company provides marine solutions, energy and logistics services in domestic and international markets by means of six operating lines of business: Puerto Rico Liner Services, Caribbean and Latin America Liner Services, Logistics Services, Petroleum Services, Marine Services and Technical Services. Offered within these operating lines of business are: liner container shipping, logistics, contract towing and transportation; ship assist and tanker escort; energy support; salvage and emergency response through its 50 percent ownership in Ardent Global; vessel management; vessel construction and naval architecture through its Jensen Maritime subsidiary; government services, and petroleum and chemical transportation, distribution and sales. Additional information about Crowley, its subsidiaries and business units may be found on here.