Danish product tanker carrier TORM A/S and UAE-based Albwardy Marine Engineering (AME) an Albwardy-Damen JV, have signed a Service Level Agreement for diving services in the UAE region. The purpose is to further strengthen their relations and respective commercial reliability. The diving services will be handled from AME's facilities in Fujairah and include full hull cleanings and propeller polishing.
Marcel van de Kreke, AME's Head of Sales & Marketing comments: "This agreement is a sign that reputed companies like TORM - a leading global player within the tanker segment- find confidence in our professional services."
Allan Rasmussen, Head of TORM's Energy Efficiency & Innovation team comments: "This agreement signifies TORM's continued commitment to operating our vessels in the most efficient and safe manner. In line with our business principles, we believe that efficiency and quality assurance is key to maintaining our strong market position."
TORM is one of the world's leading carriers of refined oil products as well as a player in the dry bulk market. The Company operates a large and modern fleet with a strong commitment to Safety, Environmental Responsibility and Customer Service.
Albwardy Marine Engineering (joint venture partner of Damen Shipyards group) provides a complete package of professional ship repairs, shipbuilding, diving services in addition to offshore rig repairs & conversions from their bases in Dubai, Fujairah and Sharjah.
Vard Marine, formerly STX Marine, has been awarded a US Patent for their design and engineering of a Dual Fuel Vessel. The company is pleased to announce that later this year; the first of six 5100DWT vessels to be built under this patent, designed by Vard Marine and built by Gulf Coast Shipyard Group for Harvey Gulf International Marine will be delivered. These innovative vessels represent the first US flag vessels capable of operating exclusively on natural gas or diesel fuel oil.
As per US Patent No. US 8,690,622 B2, filed September 13, 2011, the patent is applicable to: a small size, self-propelled floating vessel having a dual fuel system, monohull or catamaran hull shape with an overall length ranging from sixty meters to one hundred and seventy meters, azimuthing thrusters, and with LNG tank capacities between 100cbm and 1200cbm. For further information, please contact the Vice President of Business Development, Wade Carson, This email address is being protected from spambots. You need JavaScript enabled to view it.
Vard Marine specializes in the development of advanced technology and its application to offshore and specialized vessel designs. Its portfolio ranges from offshore support vessels, offshore subsea construction vessels, semi-submersibles, and icebreakers to research, naval and patrol vessels, and will complement VARD's existing product portfolio of vessel designs and equipment.
Vard Marine is headquartered in Vancouver, Canada, with branch offices in Ottawa and Houston, Texas. Vard Marine is a wholly owned subsidiary of Vard Group AS, a Fincantieri company, with a workforce of over 20,000 worldwide supporting 21 shipyards.
The shipping industry is largely based on networking. Surprisingly, it has not had its own social media platform - until now.
Brokers, owners, crews, agents, educational institutions and others confined to Google to locate businesses, services and people within their industry, have something to get excited about, says Eirik Fosse, CEO and founder behind the Norwegian developed social network Shippingcluster.
"Shippingcluster is a social network exclusively for the global shipping industry, eliminating all unrelated noise, making people and business easy to find and be found," he says.
The service is free and members will collaborate to keep it highly relevant for shipping business.
The shipping industry is the world's most international business. In Norway alone, the industry creates an annual value worth 150 billion NOK, and employs over 100,000 people.
The potential shipping-specific network is huge
Likened to Facebook and LinkedIn, Shippingcluster as an online social networking website, has a huge future potential, believes Fosse.
The social media is here to stay. Why? Because its is efficient. But it has its disadvantages as , according to Fosse, "general networks are too broad."
"Focusing on specific business sectors, such as shipping, eliminates noise and increasesuser relevance, " says Fosse, referring to Shippingcluster as a maritime combination of Finn.no (an equivalent of Norwegian Ebay) and LinkedIn.
To make it happen, Fosse is teaming up with shipping and IT experts, bringing vast xperience and know-how to the table.
"We are a specialist industry with its own terminology and specific networking criteria. Industry know-how is therefore crucial in order to succeed within industry-specific social media," he predicts.
The ability to continously develop intuitive and technologically advanced web design is another prime asset. Industry-specific social networks must be as intuitive and user-friendly as the best internet services.
"IT-systems that require introduction courses in order to be used, are no longer acceptable. The site must be very simple and efficient, yet flexible," he says.
As the membership base grows, Shippingcluster will add new and effective maritime services to its members, such as CO2 reporting, vessel performance, benchmarking and port calls .
"The realization of network-dependent services will provide enormous opportunities and synergy for the industry," says Fosse, adding that the Shippingcluster will be the leading social network for maritime students and academia.
"This will be a perfect medium to highlight innovation projects and connect students and businesses related to these projects," says Fosse.
Launched last June, Shippingcluster today boasts a membership base of over 1,000 maritime people and 250 companies from over 40 countries.
"This is far above our expectations and obviously driven through word of mouth. We have given the shipping industry a communiative missing link which has very positive global ramificiations," says Fosse.
VIKING is introducing a new fixed-price offering to follow its popular Shipowner Agreements, enabling customers to leverage the manufacturer's unsurpassed global reach, broad range and worldwide stock points to streamline day-to-day safety equipment purchases in ports around the world.
Market-leading marine and fire safety equipment manufacturer VIKING Life-Saving Equipment has come up with a new answer to shipowner requests for predictable costs, reduced risk and easier administration. And it's combining the company's extensive network, worldwide stock points, and the integration of marine equipment supplier Hygrapha to do it.
VIKING's new "Global Safety Product Agreement" is a unique, centralized safety equipment purchasing agreement designed to help shipowners who need to acquire or replace safety equipment in a variety of ports around the world – and who want to avoid wasting valuable resources and time to find the right product at the right price.
Centralized procurement removes risk
Anyone whose vessels sail among multiple ports is familiar with the problem: A routine purchase decision is made to replace pyrotechnics, an EEBD or other item needed to ensure safety – and safety rules compliance – on board a vessel. While the item itself requires only a modest expense, its true cost needs to reflect the time and resources it takes to procure it. Over a period of time, these hidden costs can inflate the shipowner's total safety equipment investment. And to make matters worse, varying local conditions mean that vessels often buy products whose pricing, quality and compliance can swing widely from port to port.
VIKING CEO Henrik Uhd Christensen explains: "Shipowners don't want to spend too much time dealing with minor, one-off purchases, they don't want to risk buying sub-standard equipment, and they certainly don't want to overpay for anything in the name of convenience. Highly efficient shipping operations, for example, have carefully specified the types of equipment that make business sense for their fleet. But working with local marine suppliers takes time, and they may not have a similar product in terms of quality, compliance or price in stock."
Streamlined management
VIKING's Global Safety Product Agreement solves these problems by enabling shipowners to ensure their vessels have global availability of over 50 products to start with in pre-determined ports at annually fixed prices, consistent quality and full compliance. The agreements include single-point-of-contact management as well as easily accessible reports that provide an overview of key procurement data. As a result, shipowners get all the advantages of centralized procurement with dependable, local availability.
To make these new capabilities possible, the company is flexing its significant distribution muscles, using capabilities that none of its competitors currently have the size or supply chain access to match.
"We started preparing for this type of agreement a few years ago, adding a long list of multi-brand marine and occupational safety equipment to VIKING's supply capabilities," says Henrik Uhd Christensen. "Obviously, you don't set something of this size up overnight, so we've been working hard to build the new capabilities into our organization with the same cost-effectiveness and reliability that's already in place for VIKING's existing safety equipment supply systems."
Henrik Uhd Christensen also sees his company's marine safety equipment know-how as a vital part of each Global Safety Product Agreement.
"VIKING now carries tens of thousands of products – more than anyone else in the market. So we're in a unique position to help shipowners and operators make the best choices for their specific needs."
Tough-to-match capability
For now, VIKING is the only company with this type of offering, and its instant popularity has Henrik Uhd Christensen expecting competitors to scramble to bring similar services to their customers. But given the resources, global presence and literally hundreds of supplier relationships required to implement such contracts on a worldwide basis, he's not expecting an equally dependable alternative to his company's new procurement agreements in the foreseeable future.
Damen Shipyards and SeaZip Offshore Service have strengthened their working relationship by signing another contract for two 
Damen Fast Crew Suppliers (FCS) 2610 at Wind Energy in Hamburg. The two new vessels, to be named SeaZip 3 and SeaZip 4, will be mobilized in transporting personnel and small quantities of freight to North Sea offshore wind farms.
The new orders follow the delivery last year of two FCS 2610 – named SeaZip 1 and SeaZip 2 – that have been performing successfully at the Nordsee Ost and DanTysk offshore wind farms in the German Bight. "The vessels are great performers ideal for operations and maintenance work," says SeaZip Offshore Services Managing Director Jan Reier Arends. "They are both under contract until mid-2015 showing how happy our customers are with them." The two new vessels will display certain changes to the design: "By listening to feedback from our customers, we have come up with a few innovations," explains Mr. Arends.
Although fundamentally of the same design, Damen has implemented the modifications to the already successful FCS 2610 formula. "We have made a number of improvements to these two vessels," informs Damen Sales Manager Roel van Eijle. "Mainly in the superstructure and a better accommodation for the passengers." Both vessels will be built at Damen Shipyards Singapore and delivered to SeaZip Offshore Service, a sister company of the JR Shipping Group, by March 2015.
With the FCS 2610 - with its Twin Axe Bow design - Damen has created a new standard in the market for offshore service vessels. The vessel offers reduced peak accelerations of up to 75%, reduced added resistance in waves of up to 60% and has already transferred maintenance crew to turbines in wave heights of 1.9 meters.
Final touches have been made to the Damen Walk 2 Work vessel , a completely new and innovative design for the offshore support vessel market. Damen also decided to start building the vessel on speculation, This is marked with the start of the basic and consequently detailed engineering of the vessel. The vessel will support and accommodate turbine maintenance crews at sea. Not only provides the vessel on-site work facilities and accommodation for voyages of up to one month, the vessel also comes with a helicopter platform, daughter crafts and has an 80% weather operability in the Central North Sea Area.
Since the 'E3' are becoming more and more important these days, Damen started about a year ago with the search for a way to create and design a vessel which is Environmentally-friendly, Economic viable, and Efficient in operation (E3). The key design criteria for the vessel were the result of extensive discussions Damen held with the industry. Staff retention was a growing issue in the offshore market. Therefore a fourth requirement was given: comfort for crew and its passengers.
Features
The vessel is a monohull with bridge located amidships. It has a length of 90m and a beam of 20m. The Damen WSV will feature 500m2 of deck space, approximately 400 m2 internal storage space, a helicopter platform and a motion and heave compensating crane and gangway. Its shallow draft optimizes comfort, while also conferring significant power savings.
North Sea sea state
The Walk-to-work WSV is especially designed for the North Sea area of operation. The vessel is is capable of gaining access up to 80% of the time in the worst case scenario in the Central North Sea area. This result can also be achieved when the worst single failure is occurring, a main switchboard failure, on board the vessel. This performance results in an accessibility of more than 95% in many areas were offshore wind farms are being built.
The effects of this new and innovative design are: greater turbine availability, less lost production and less direct O&M costs against a higher profitability of the wind farm. This vessel is contributing to about 25% reduction of O&M cost of an average large size wind farm.
Optimal comfort for crew and passengers
The optimal comfort for crew and passengers is determined by designing the right hull form and the right positioning of the accommodation. Damen has been able to reduce vertical and horizontal accelerations significantly. A significant reduction of accelerations has been achieved throughout the vessel up to 30% in the , accommodation. This achievement highly improves the level of comfort, safety and workability on board.
The vessel, as a result of this design effort, performs well within the motion criteria as set by the industry.
When considering noise and vibrations, bow thrusters noise emission can be mitigated, but it is relatively expensive to do so. Many of these considerations has been input for the design-phase of the vessel, resulting as well into easily complying within the industry set criteria at limited cost.
Adding up to the level of comfort is the extensive ergonomic studies carried out resulting in crew and turbine technician cabin dimensions of well above the minimum set requirements by law.
Of course the vessel has a fitness center and internet/movie services.
Optimal efficiency and economics
By extensively analyzing the flow of personnel with all their different tasks on board the vessel and the flow of spare parts and other equipment, Damen was able to map the public spaces for efficient workflows and storage.
Having an optimized design based on the right Ocean conditions results in the fact that expensive compensation systems are not needed.
The hull-form resulted in an average of 25% less installed power to reach the same speed. When considering DP operations and power output, significant less thrusters output (20%) is required because of the positioning of the accommodation. .
Damen also developed a fuel consumption tool in which total fuel consumption of the vessel in various operational conditions in a specific area can be calculated. This tool gives a good indication of what can be expected on a yearly basis given a certain operational profile.
So altogether, every effort has been made to reduce the vessels total cost of ownership.
Transfer Positioning System (TPS)
The transfer of maintenance personnel and equipment is one of performance determining functions of the entire ship. Being able to continue the work flow in the prevailing wind conditions and waves, forms the biggest challenge. The design questions are based on the selections of the components like the access systems and, the choice of the DP system, the positioning of these systems on board and a smart integration. Characteristic for these systems for crew and cargo transfer on offshore vessels is that they operate independently of the control systems for the dynamic positioning of the vessel. This innovation, the TPS, aims to increase employability by design integration and share system integration at the heart of the design.
The Institute of Marine Research (IMR) has selected Optimarin's market proven ballast water treatment (BWT) system for its new flagship Dr. Fridtjof Nansen. The system, currently installed on 180 vessels worldwide, will ensure the NOK 450million (USD 73million) newbuild inactivates marine organisms transported in its ballast tanks, safeguarding the ecosystems examined on its high-profile scientific assignments.
Owned by the Norwegian Foreign Aid Directorate (Norad) and operated by the Bergen-headquartered IMR (Havforskningsinstituttet), the research vessel is a ST-369 design currently under construction at the Astilleros Gondan shipyard in Spain. Upon completion in 2016 it will undertake assignments in developing countries in Africa, Asia and Latin America, assisting in the sustainable management of natural resources.
Optimarin's technology was recommended to IMR by the yard, as explained by Mr. Ceferino Ron, Factory Director, Astilleros Gondan: "The Dr Fridtjof Nansen will be an important vessel with a crucial mission. It was essential that we selected a proven BWT solution with a track record of reliability, efficiency and the successful elimination of all potentially invasive marine organisms. We want all our newbuilds to conform with requirements and operate in accordance to the highest standards, and we're happy to have found a BWT supplier that shares those same values."
Optimarin's system, which utilizes filtration and high doses of UV irradiation to inactivate organisms, is an environmentally friendly solution with full IMO approval, USCG AMS acceptance, and certification through DNV GL, BV, RMRS and CCS. The company's leading market position is built on a history of expertise – Optimarin was the world's first firm to install a marine BWT system, on the Regal Princess in 2000 – with IMR's contract adding to the over 120 units currently in the firm's orderbook.
"An order for a client of this stature, with this reputation, is of great significance," states Optimarin CEO Tore Andersen.
"IMR fully understands the threat that the estimated ten billion tons of untreated ballast water transported annually poses to marine biodiversity, with some 7,000 species carried every day in ballast water tanks. Sustainability, environmental stewardship and responsible operations are essential to their mission, and our BWT solution will go some way to helping them achieve their goals."
The newbuild Dr. Fridtjof Nansen will replace a current vessel, built in 1993, with the same name. It will boast a total of seven laboratories and 32 cabins (sleeping up to 45 people), with a length of 74.5m and breadth of 17.4m. Key operational tasks will include assignments relating to the EAF (Ecosystem Approach to Fisheries) and the Nansen program for the FAO (UN Food and Agriculture Organization).
Dr. Fridtjof Nansen was an oceanographer globally renowned for his crossing of Greenland and the 'Fram' expedition. Nansen, who died in 1930, was also a founder of ICES (the International Council for the Exploration of the Sea) and a celebrated recipient of the Nobel Peace Prize.
International oilfield support services company ASCO (19th August) opened its new Marine Supply Base in Darwin, Australia. The official opening was attended by the Chief Minister of the Northern Territory, the Hon. Adam Giles at a ceremony on site today.
The $110m purpose-built supply base will support Northern Australia’s growth as an international hub for the oil and gas industry. Funded by the Northern Territory government, ASCO has managed both the design and construction of the base, and has a 20 year contract with the Territory Government to manage its operations.
ASCO made its first entry into the Australian market in 2010 with the purchase of Darwin company Shorebase, which had an established logistics centre at East Arm close to the new supply base. In 2012, ASCO acquired Brisbane-based inventory and asset management specialists Oniqua, and in May this year took a majority stake in Bonnie Rock Transport - one of Australia’s leading providers of remote area transport and logistics to the oil and gas industry.
ASCO Group CEO Derek Smith said, “Australia is an important building block for us as we build our global operations through our four key regions – Europe, Americas, Middle East and Africa and Australasia.
“In Australia, ASCO can now support its customers through the entire supply chain cycle, and we are well placed to service the future expansion of this industry over the coming years”.
According to the Australian Bureau of Resources and Energy Economics (BREE), investment in LNG gas and oil projects continues to be the main driver of resources and energy investment in Australia. BREE states that 14 LNG, gas and oil projects at the committed stage have a combined value of $197bn, or 86% of committed investment in the Australian resources sector. Publicly announced petroleum projects have a combined CAPEX of $28bn-$30bn.
ASCO CEO in Australia Matt Thomas said, “This is a tremendously exciting time for us. Already a number of international oil and gas companies including ConocoPhillips, Eni, INPEX and Shell will be supporting their operations from Darwin and the supply base will be a critical link in their supply chain operations”.
Three tugs of Fairmount Marine have towed the brand new FPSO Petrojarl Knarr from South Korea to Norway in just 61 days. Petrojarl Knarr, one of world's largest floating production and storage units (FPSO) for harsh environments, was delivered in the port of Haugesund, Norway, September 16 2014.
The entire voyage was under command of lead tug master Kees de Graaff on board of the leading tug Fairmount Sherpa.
The newly delivered FPSO Petrojarl Knarr is 256.4 meters long and 48 meters wide with a dwt of 135,000 tons. The vessel is owned by Teekay Corporation and is build by Samsung Heavy Industries in Geoje, South Korea. Petrojarl Knarr will be deployed later in the Knarr oil and gas field offshore Norway.
On her way to Norway the convoy has made stops in Singapore, PortLouis (Mauritius) and Las Palmas (Canary Islands) to take bunkers and for replenishments. For the last leg of the voyage the convoy sailed west of Ireland via Fair Isle (just south of the Shetland Isles) towards Norway. Offshore the port of Haugesund the Petrojarl Knarr was delivered ahead of schedule.
iSURVEY, a leading provider of survey and positioning services to the global oil and gas, offshore renewables and telecommunications markets has been awarded a two year contract with offshore vessel owner, Island Offshore Management.
The two year contract will see iSURVEY AS provide positioning services to Island Offshore as part of a call off arrangement. Operations have already commenced on the first vessel, Island's DP2 Light construction vessel, the Island Valiant.
Following current well head cutting work in the Danish sector, iSURVEY will be supporting Island Offshore for further subsea work in the North Sea.
Øivind Røegh, managing director at iSURVEY AS, said: "We are extremely pleased to have been selected as a key service partner by Island Offshore.
"This contract award underlines iSURVEY's capabilities and highlights our expertise in the subsea sector. We look forward to continuing the relationships with Island Offshore and growing our presence in subsea projects internationally."
DNV GL and Subsea Global Solutions LLC., are proud to announce that they have completed an extensive joint research and development program, that will allow permanent repairs to be carried out by underwater wet welding on certain areas of vessels. Subsea Global Solutions' global network of coded welder divers will be available to perform these permanent repairs on a case by case basis utilizing this procedure in suitable locations throughout the world in accordance with the approvals given by DNV GL.
Underwater wet welding
Over the last two and a half years, Subsea Global Solutions welded in excess of 80 groove weld test plates underwater at depth in their training facilities in Miami, Florida, Long Beach, California and Terneuzen, the Netherlands. The non-destructive and mechanical testing of the plates was performed at the DNV GL lab in Hamburg, Germany. All data collected was shared between SGS and DNV GL during this procedure development program.
At the End of April 2014, test plates were welded in the training tank in Miami Florida, with a DNV GL welding engineer in attendance. The non-destructive and destructive testing was again performed at the DNV GL lab in Hamburg. Welding of the plates as well as non-destructive and destructive testing was performed in accordance with AWS D3.6M:2010 Class A. The results of the non-destructive and destructive testing were very positive with all welded test plates exhibiting metallurgical properties equivalent to permanent weld repairs performed "top-side" dry.
DNV GL is pleased to announce that during the SMM in Hamburg, Subsea Global Solutions representatives Rick Shilling (Executive Vice President), Kevin Peters (Vice President) and Uwe Aschemeier (Sr. Welding Engineer) will receive the certificate from Dr. Robert Surma, (Head of Ship Systems & Components, DNV GL) on Tuesday, September 9, 2014 at 16:00 at the DNV GL booth (No. 207 in Hall B4.GF (ground floor), to celebrate this achievement in underwater ship repair and maintenance.
About DNV GL
Driven by its purpose of safeguarding life, property and the environment, DNV GL enables organisations to advance the safety and sustainability of their business. We provide classification and technical assurance services along with software and independent expert advisory services to the maritime, oil & gas and energy industries. We also provide management system certification services to customers across a wide range of industries. Operating in more than 100 countries, our 16,000 professionals are dedicated to helping our customers make the world safer, smarter and greener.
About SUBSEA GLOBAL SOLUTIONS LLC
Subsea Global Solutions (SGS) consists of underwater ship repair specialists Miami Diver LLC, Parker Diving Service LLC and Trident BV. With a dedicated staff of over 100 diver / technicians and welder divers globally, SGS has revolutionized the methods of repair for ship shell plates and equipment underwater. Through a common shared system of dive equipment, specialty tools, and personnel SGS is able to mobilize quickly anywhere throughout the world for repairs of most shell plate, propulsion or underwater equipment. Services include the permanent shell plate repairs, replacement of aft propeller shaft seals, the exchange of thrusters and repair of propellers. SGS has become the Original Equipment Manufacturer's choice for all types of complex repairs. With class approved techniques and a highly trained staff in both underwater ship repair and propulsion equipment maintenance, SGS is the clear choice for vessels operating in sensitive environments and on critical trade routes.
Giant transport and lift vessels in port simultaneously
Lerwick Harbour has again demonstrated its deep-water capacity and capabilities, this time by simultaneously accommodating two giant support vessels and the successful offloading of a 10,000 tonne subsea oil storage tank, destined for west of the Shetland Islands.
The sheltered port’s facilities and proximity to the Solan Field, being developed by Premier Oil 90 kilometres into the Atlantic, meant is was perfectly placed for final preparation of the tank ahead of installation.
The tank was delivered to the port on 26 July from the construction yard in Dubai by Cosco (Chinese Ocean Shipping) Heavy Lift’s transport vessel, Xiang Yun Kou.
One of the largest float-on/float-off vessels in the world, her displacement of 47,285 tonnes made the Xiang Yun Kou the biggest displacement tonnage ship to berth alongside at Lerwick, although not an alongside record-breaker for length and gross tonnage.
The port was also used by Heerema’s semi-submersible crane vessel (SSCV), Thialf, which spent 1.5 days mobilising before heading for Solan on 31 July, arriving next day to await the tank for installation. It was a return visit for the world’s largest SSCV at 136,709 gross tonnes and 202 metres in length by 88 metres wide. Thialf has visited Lerwick previously, most recently last year.
Key stages during the tank’s time in Lerwick included:
Lerwick Port Authority Harbour Master, Captain Calum Grains, said: “The successful handling of the Solan tank is another example of Lerwick’s ability to provide sites and support for major offshore projects. To accommodate two vessels the size of Xiang Yun Kou and Thialf simultaneously while servicing other oil and gas projects, cruise ships and daily operations is a clear demonstration of Lerwick’s scope.
“Our investment in facilities, including a major dredging project a few years ago, is paying off for the oil industry, the port and Shetland. We continue to develop resources, with plans including further deep-water facilities.”
The £12 million dredging project, completed in 2008, deepened and widened access, deepened berths and reclaimed land now well under development. The port’s near 4,000 metres of quays, including over 1,300 metres of deep-water berthing, are backed by around 130,000 square metres of laydown. Locations suitable for off-loading operations extend to more than 50 metres water depth.
Lerwick’s continuing support for the Solan project includes Bibby Offshore’s use of the port during the installation of subsea equipment.
Ships carrying crude oil and petroleum products are limited by size restrictions imposed by several of the main thoroughfares of maritime navigation: the Panama Canal, the Suez Canal, and the Strait of Malacca. These size restrictions provide another way to classify the large tankers that carry most of global crude oil and petroleum product trade.
The Panama Canal, an important route connecting the Pacific Ocean to the Caribbean Sea and the Atlantic Ocean, currently has a limited role in global crude and petroleum product transport. The canal's current size restrictions means smaller vessels, with capacities of approximately 400,000-550,000 barrels of light sweet crude oil, are the only ships that can safely pass through the canal. These ships are referred to as Panamax tankers, and their smaller cargos lead to a higher per-barrel cost.
However, the Panama Canal is undergoing an expansion that will allow for the passage of larger vessels with capacities of approximately 400,000-680,000 barrels of crude oil. These larger tankers have the potential to increase crude and petroleum product transport through the canal. Larger vessels or vessels that are slightly over the draft limit can use the Trans Panama Pipeline, which runs parallel to the canal and has both the loading and unloading points for a complete transfer, but doing so adds to shipment costs. In addition to oil transit, the expansion of the Panama Canal, now slated for late 2015, will be able to provide passage for up to 80% of global shipping of liquefied natural gas (LNG). It currently allows passage of only a small percentage of LNG shipping and only shipping by the smallest of LNG tankers.
The Suez Canal in Egypt is a major transit route from the Persian Gulf to the Mediterranean and beyond that to North America. The Suez Canal saves an estimated 6,000 miles of travel around the Cape of Good Hope at the southernmost point of Africa. As the sizes of vessels in the global fleet have increased, the canal was deepened and widened. The current Suezmax limitation on vessels passing through the Suez is a draft of 66 feet and a width of 164 feet. A ship of this size has a deadweight tonnage of approximately 900,000 barrels to 1.3 million barrels. However, most vessels do not transit the canal fully laden; vessels instead unload into the Suez-Mediterranean (Sumed) Pipeline, which runs parallel to the canal, prior to transit and reload once having passed through the canal.
The Strait of Malacca, located between Indonesia, Malaysia, and Singapore, links the Indian Ocean to the South China Sea and Pacific Ocean. The Strait of Malacca is the shortest sea route between Persian Gulf suppliers and the markets of Asia. However, the size of vessels that can safely navigate the strait (Malaccamax) is limited to a draft of 82 feet, along with length and width restrictions. This is approximately equal to a vessel classified as a Very Large Crude Carrier (VLCC), with a capacity of 1.9-2.2 million barrels of crude oil. Larger vessels, such as Ultra-Large Crude Carriers (ULCC), must use alternative navigation routes with deeper channels, adding time and cost to the voyage.
Principal contributor: T. Mason Hamilton
Source: EIA
ABS, a leading provider of classification services to the maritime and offshore industries, has been chosen to class the world's first contracted series of very large ethane carriers (VLECs).
The class contract for the ships, which will be built in Korea by Samsung Heavy Industries (SHI) for an Asian shipowner, represents another gas ship milestone for ABS.
"We are delighted to have received the class contract for the world's first large ethane carriers," says ABS Vice President of Global Gas Solutions Patrick Janssens. "As a result of the shale gas boom in the US, ethane is developing as an exciting new market with great potential, requiring the development of new ship types. This award is an industry testament to the diversity of ABS' technical knowledge and our commitment to remain at the forefront of classification for gas carriers."
The contract is for six 87,000 m3 VLECs and available options. The ships will be built at SHI's main shipyard in Geoje, Korea. ABS, which currently has the largest share of the global orderbook for LNG vessels being built to its class, has built a large team of qualified gas surveyors at shipyards across Korea.
ABS is a pioneer in the safe transport and handling of gas, classing the world's first LNG carrier and responding to the evolving technology demands of the largest and most modern units currently in service. ABS has extensive technical experience with the full scope of gas-related assets, ranging from LNG bunker barges to FLNG units and was recently awarded the classification of the first compressed natural gas (CNG) carriers. In May, ABS announced its first classification contract for a floating LNG facility from PETRONAS, Malaysia's national oil company.
The VLEC award marks one year since ABS unveiled its Global Gas Solutions team, a multidisciplinary group of gas specialists formed to respond to the rapidly escalating number of gas-related projects, including LNG and LPG transportation, and the growing use of LNG and LPG as fuel for the commercial fleet.
Once again displaying their diversity for use in the domestic petroleum industry, one of Crowley's four ocean class tugs, Ocean Sky, recently provided back-up station-keeping and holdback services during a routine blackout test of ultra-deepwater, semisubmersible oil rig Noble Jim Day. This Shell-leased, Noble-owned rig is currently operating in about 9,600 feet of water in the 508 section of Walker Ridge as part of the Stones Prospect.
As part of routine blackout testing, Crowley was contracted to have the Ocean Sky connect its tow line to the rig, which itself has DP3 technology. The tug's connection was to serve as a contingency in the event the rig required additional assistance, which it did not during the 12-hour drill.
"These tugs have performed above and beyond each time they've been contracted," said Tommy Crosby, manager, sales and marketing, for Crowley's solutions group. "During this drill, we were able to demonstrate yet another feature of these ocean class tugs – tug holding position during stand by operations. These four tugs have repeatedly performed to the expectations of their build including salvage, heavy-lift barge towing, ocean towing and positioning of offshore structures, and standby and response in the Gulf of Mexico during Loop Current features and hurricane contingency planning."
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, the Ocean Wave and Ocean Wind, are classed as Dynamic Positioning 1 (DP1) tugboats and are twin-screw tugs with an overall length of 146 ft., beam of 46 ft., hull depth of 25 ft. and design draft of 21 ft. 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.
Woods Hole Group will be working with the National Oceanic and Atmospheric Administration, Center for Operational Oceanographic Products an Services (NOAACO-OPS) for the operation and maintenance of Physical Oceanographic Real Time System (PORTS®) along the East Coast of the USA, and along the Gulf of Mexico coast in Texas and Louisiana. NOAA PORTS ® (http://tidesandcurrents.noaa.gov/ports.html) is a network of sensors in ports and harbors providing access to information improving maritime commerce and safety.
This is a 5 year contract award including NOAAPORTS®Annual Operations and Maintenance
Tasks prescribed by NOAA CO-OPS Standard Operating Procedures in the following locations:
New Haven, CT
New York/New Jersey Harbor
Delaware River and Bay
Upper Chesapeake Bay
Lower Chesapeake Bay
Charleston Harbor
Lake Charles, LA
Houston-Galveston, TX
Woods Hole Group also was awarded the five year Operation and Maintenance Contract to support four NOAA National Water Level Observation Network (NWLON) stations in Texas.
Woods Hole Group will work with its partner, the Conrad Blucher Institute (CBI) for Surveying and Science fromTexas A&M University-Corpus Christi on the work in Gulf of Mexico. CBI (http://www.cbi.tamucc.edu) has a 20-year history of performing this type of work for NOAA and others. CBI conducts innovative research and encourages scientists, Professional Engineers, and surveyors to develop accurate scientific spatial measurements; and apply technology solutions relevant to the geospatial sciences and issues associated with the Gulf of Mexico region. CBI is home to the largest endowed Geographic Information Science (GISc) programin the United States.
This new work is in addition to the ongoing OperationsandMaintenance Woods Hole Group will continue to perform for JXPORTS (http://tidesandcurrents.noaa.gov/ports/index.html?port=jx), a joint private/public PORTS®network. The Jacksonville Marine Transportation Exchange (JMTX) is the private partner and lead operator for JXPORTS. Woods Hole Group designed, installed, and maintains JXPORTS under contract to JMTX, the second largest PORTS® installation in the country.
All of these systems provide invaluable information to users of the waterways, including the shipping industry, tug services, military personnel, cruise ships, commercial and recreational fisherman, and academic institutions.These systems provide access to real-time quality controlled data (every 6 minutes) that facilitate safe navigation, and promote greater understanding of the waterway system and itsenvironment for research and engineering purposes. With knowledge of water depths, current speeds and direction, the distance fromthe water surface to overhead bridge superstructure ,and other information, ship pilots can navigate safely and more efficiently. The PORTS®systems are intended to reduce the risk of accident and improve maritime commerce. Economic studies also demonstrate that PORTS® reduces groundings by 50% and generates more than $50million in annual efficiency benefits.
Woods Hole Group is the leading PORTS® management expert, currentlymaintainingmorethan one hundred PORTS®stations along the East Coast and Gulf of Mexico.
Vice President for Scientific Operation, Robert Catalano, says, “Woods Hole Group has a 20 year relationship with NOAA CO-OPS and a reputation for providing a high level of support to NOAA. The confidence that NOAA placed in Woods Hole Group through this multi-year award is a testament to this. NOAA PORTS®is a vital data sourceto maintain the maritime safety our nation’s waterways. Weare confident themaritime community will depend on the PORTS®data streamfor value-added decision-making that will save time and money while improving safety.”
NOAA CO-OPS Director, Rich Edwing says about Woods Hole Group and the overall PORTS® program, “The Woods Hole Group is an integral partner for ensuring continuous collection of essential water level andother data at our PORTS®for Narragansett Bay, New York/New Jersey Harbor, Chesapeake Bay, DelawareBay and River, Pascagoula, and previously for Lake Charles. Through their annual inspections of our systemsand during emergency repair situations the Woods Hole Group has demonstrated performancesuccess. We are excited to continue this professional relationship withthe Woods Hole Group.”
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