Arctic technology: Winterisation of FPSO 38 Cruise ... - Ship & Offshore

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OFFSHORE & MARINE TECHNOLOGY | OFFSHORE & ARCTIC TECHNOLOGY Joint venture for arctic shipbuilding ARCTECH HELSINKI SHIPYARD | STX Finland Oy and United Shipbuilding Corporation (USC) have formed a joint venture company that will specialise in arctic shipbuilding technology. An agreement for the formation of the new company, Arctech Helsinki Shipyard Oy, was recently signed in St Petersburg in a meeting with Russian Prime Minister Vladimir Putin and his Finnish counterpart Mari Kiviniemi. The joint venture will focus on arctic maritime technology and shipbuilding and is said to unify Russian and Finnish maritime clusters. Highly specialised vessels such as icebreakers and other icebreaking special vessels will be built at the yard in Helsinki. According to the agreement, both founding companies will hold equal shares of Arctech Helsinki Shipyard Oy. The new company will purchase the Helsinki shipyard from STX Finland. The joint venture also has an option to buy 20.4% of the shares of Aker Arctic Technology Inc. (AARC) from STX Finland. STX Finland will remain the majority shareholder of AARC. The icebreaking vessels will be able to operate in up to 1.7m-thick ice Polar rules and ice guidance BUREAU VERITAS | The international classifi cation society Bureau Veritas (BV) has published new rules for Polar Class vessels and specifi c guidance on ice-structure interaction. The rules are aimed at speeding Arctic and Caspian Sea oil and gas development by facilitating the building of tank, cargo and offshore service vessels that can operate unsupported by icebreakers in very heavy ice. The guidance note aims to facilitate fl oating LNG and oil platform construction in High Arctic conditions. BV’s new ‘Rules for the Classifi cation of Polar class and Icebreaker Ships’ are said to bring together the requirements for icebreakers and the requirements for Polar Class cargo and other service vessels such as oil-fi eld support vessels. For the extraction of oil and gas from the Arctic, and also from the very icy and dif- 40 Ship & Offshore | 2011 | N o 1 fi cult Caspian Sea, there is an increasing demand for vessels that can carry cargo and also ram and break ice unsupported by an icebreaker. Under BV’s new Polar Rules that is possible, and the owner can choose an icebreaker class from 1 to 7 for the cargo vessel, tanker or PSV, which will refl ect the heaviness of the ice that can be dealt with unsupported. BV is currently classing a series of offshore vessels specifi cally for the Caspian Sea, which has very heavy ice characteristics. BV is also considering a specifi c Caspian notation, because the ice requirements in the Caspian, though similar to those in the Arctic in some ways, differ in others. That is why BV has published Guidance Note NI565 ‘Ice Characteristics and Ice/ Structure Interactions’. The purpose of this Guidance Note is to collect and provide data on ice characteristics as well as Order for icebreaking supply vessels The fi rst order for the joint venture was placed by the Russian shipping company Sovcomfl ot. It comprises the building of two icebreaking supply vessels. The new vessels will be delivered by the Helsinki shipyard during the spring of 2013. Arctech Helsinki Shipyard Oy will build the new vessels for the Sakhalin-1 Arkutun-Dagi gas fi eld, where they will be used as supply vessels for Exxon Neftegas Limited’s platform. Both vessels will be similar, measuring 99.2m in length and 21.7m in breadth. Their four engines have a total power of 18,000 kW and propulsion power of 13,000 kW. These vessels are designed for extreme environmental conditions in the Sakhalin area. They will be operating in thick drifting ice in temperatures as cold as minus 35C˚. The main purpose of these vessels is to supply the gas production platform and to protect it from the ice. The icebreaking capability of the vessels is said to be extremely high; they will be developed for operating independently in 1.7m-thick ice. As multipurpose vessels, they are capable of carrying various types of cargo and are equipped for oil-combating, fi re-fi ghting and rescue operations. The rescue capacity is for 195 persons. to give guidance on the calculations of the forces generated by the ice on ships and offshore structures. It provides information on the different types of ice and their mechanical properties. It also contains some analytical formulae and methodologies to estimate the forces acting on the structures due to ice, with respect to the different modes of failure of the ice. BV says that it has done extensive work with St Petersburg University and Aker Arctic on ice loads, much of it for the Shtokman project and aimed at clarifying the needs of fl oating LNG platforms and LNG shuttle tankers. BV has further refi ned the IceSTAR ice load calculation software, which will be made available next year. BV also expects to publish new rules and guidance for using podded propulsion in ice next year.
Network of oil spill recovery vessels EMSA | The European Maritime Safety Agency (EMSA) recently signed a contract to provide pollution response capacity using the Cyprus-based tanker Alexandria. The 94m-long vessel considerably strengthens EMSA’s oil-spill response coverage of the eastern Mediterranean Sea, a sensitive area given its proximity to major oil transport routes through the Suez Canal and originating in Black Sea and Middle East ports. EMSA selected Petronav Ship Management Limited, a Cypriot company, to provide pollution response capacity with its tanker Alexandria. The service contract signed with Petronav has a duration of four years and a total value of 4.5 million euros, renewable once for an additional four years. EMSA’s network of vessels is said to have been set up to ‘top up’ the capacity of European Member States in the event of a major marine pollution crisis. EMSA’s network Regulation 724/2004/EC gives EMSA the task of assisting EU/EEA Member States The 30th ��te�� e�e��e �� e�� h��e �� ee�� 0�� e he�� e�� e �0�� 0�� the ��e�� h��e e��ee�� e�e��he�� e�� t��e�t� t� �eet �� e�e�t the�� e�� te�h�� t� ��e�� t� The �� e�e� t� �e the ��e�� e��e �� the ��t�� e�� e e��e�t t� �e��e ��e th�� 0 �e��e �� e� the �� e �� e t� ��te �� t� ��t �� t��t �� e� �� e�e�t ��e�� h��e� ��e�� e��ee�� Th�� e ��e �� the �0 �e�� e�� the ��e�� th�t �� e ��e� t� h�� th�ee ��t�h �e�e��he�� h� ��e ��t��t ��t�� t� ��h��e �e�e��h� �� t�� te� �� h�� he�� The ��t��t �e��e �� e�te��e� �0�0� �e ��e �� t� �� t��t� �� t� �ee�� e�� www.omae2011.com OFFSHORE & MARINE TECHNOLOGY | OIL & GAS The tanker Alexandria was built in 2008 and reaches a speed of 12.6 knots in their response to ship-sourced pollution within their borders. EMSA has built a network of standby oil pollution response vessels that covers the entire European coastline, and augments the existing pollution response capacity of Member States. The network is based on contracted vessels equipped with oil spill response equipment as per EMSA requirements. The vessels carry out their ‘normal’ commercial operations on a day-to-day basis, yet when needed can be adapted at short notice to serve as oil spill response vessels. With state-of-the-art equipment, such as oil slick detection radars, sweeping booms and skimmers, the vessels can be scrambled into action at the command of a Member State. 30th ��te�� e�e��e �� e�� h��e �� ee��
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Arctic technology: Winterisation of FPSO 38 Cruise ... - Ship & Offshore

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