Versabar's VB 10,000 lift system is used in the decomissioning of an 1,800-ton topside. Photo (c) Versabar

VB 10,000

The Versabar heavy lift vessel, the VB 10,000, was built in a span of 12 months and launched in October 2010 from Gulf Marine Fabricators in Ingleside, Texas. With a rated lift capacity of 7,500 tons, the VB 10,000 is the largest lift vessel ever built in the United States.

The VB 10,000 consists of two 240′ tall lift gantries joined to twin 300′ by 72′ barges to form a catamaran. The gantries are connected to the barges by patented articulated pins which decouple barge motion from the gantries. The vessel is equipped with a Class 3 DP system consisting of four 1,000 HP thrusters in each barge which enable it to maneuver on site and hold station in any water depth over 35 feet. The VB 10,000′s four 2,000-ton heavy lift blocks are paired with custom-engineered 400-ton hydraulic winches which may be operated independently or in a synchronized manner.

The VB 10,000 sits dockside at Gulf Marine Fabricators in Ingleside, Texas following the test lift of a water-filled barge. The barge was used to test each of the system's two gantries separately. Photo (c) Versabar

The VB 10,000 lists a 3,200-ton topside that had been stuck on its side and submerged in 40 feet of mud. Custom barge grilliage was designed and fabricated to support the deck properly during transport to a salvage facility. With vessels alongside, it gives a good indication as to the size of vessel. Photo (c) Versabar

The Claw

In 2011, Versabar engineered, fabricated, tested, and deployed a new underwater lift device named “The Claw”,  as an add-on to the VB 10,000 heavy lift vessel.

Controlled by the VB 10,000 lift system, the two identical grappling devices measure 122’ tall, 112’ wide, and weigh 1,000 tons a piece. Each set of massive steel jaws operates independently, but for larger loads, can be used in tandem for a double claw lift. Custom-engineered baskets, or “cradles” were built to use in conjunction with the Claw.

The cradles are lowered to the sea floor adjacent to sunken platforms, where they will serve as a base upon which the fragile topsides can be lifted to the surface. Once the Claw scoops up the damaged topside and deposits it on the cradle, the entire lift package is brought to the surface, placing no further stress on the topside. The cradles were designed with the flexibility of being lifted either by the Claw itself, or by using a rigging setup consisting of two specially-designed pipes. The versatility of the Claw’s design allows for customization according to each lift project, resulting in quick, efficient recovery. The Claw received the OTC Spotlight on New Technology Award in 2012.

The VB 10,000 sits dockside at Gulf Marine Fabricators in Ingleside, Texas upon completion of the Claw fabrication and installation. Photo (c) Versabar

Versbar's twin Claw assemblies simultaneously lift two custom-engineered cradles while undergoing function and load testing at Gulf Marine Fabricators. Each cradle weighs 425 tons and has a support capacity of 1,250 tons. The cradles serve as a base upon which fragile topsides can be brought from the sea floor to the surface. Photo (c) Versabar

Click here to view the embedded video.

[Via Versabar]

Mirabella V

To some gCaptain readers, the superyacht market may be an alien world, however, over the last ten years, this niche industry has exploded. With dedicated, professional teams in place globally, every aspect of their creation, management and running is professionally catered for. Indeed, many naval and merchant mariners have made the leap to the superyacht sector in these burgeoning years as demand grows for specialists in larger and larger vessels.

Whilst by no means the largest fleet on the seas (4,472 vessels over 30m with a further 404 currently in build at the time of writing*) and by no means the largest vessels (the largest, motoryacht Eclipse sits at 162.5m LOA*) they still remain awe-inspiring and stunning when seen in the flesh. Despite this volume, there are a number of iconic superyachts that stand apart from the rest of the fleet. At 72.5m, M5 (ex-Mirabella V) is officially the world’s largest sloop and resides in this pantheon of greats.

Only five years since her last refit at Compositeworks, M5 returns to port for a new substantial refit, this time at Pendennis Plus in the UK, days after the 62.2m motoryacht Virginian leaves the Falmouth facilities.

Mirabella V, image courtesy Pendennis Shipyard

The refit will see the removal of her 90m mast before she docks continuing with the redesign and extension of her stern by 3m, and the installation of a side-boarding platform, all steered by her original naval architect, Ron Holland. Another UK-based company, Green Marine, who will be supported by structural engineers High Modulus Europe Ltd, will undertake the structural fabrication of the composite stern.

The engineering work will see the replacement of M5’s main engines, generators, switchboards and sewage treatment plant, as well as the upgrade of the air conditioning system, electrics and entertainment system, all of which will be complemented by a 10-year DNB survey.

The main structural aspects of the refit, estimated to last 12months, will conclude with a full hull repaint with mast and rig overhaul.

Originally built in 2004 by VT Shipbuilding in the UK, M5’s refit marks a return to the British Isles and its artisan expertise for this super-sloop; indeed several British and Irish companies were shortlisted and commissioned for the refit.  Amongst them interior designers Redman Whiteley Dixon (RWD), hot on the heels of the delivery of their latest project, 96m motoryacht Vava II.

“We are very proud to have been selected to complete the refit of such an iconic sailing yacht,” said Managing Director of Pendennis Plus, Stephen Hills. “It is through projects such as this that the superyacht industry in the UK, including our yard in Falmouth, continues to enhance its world-class reputation for exceptional build quality, design, finish and engineering.”

“The team assembled for the works are testament to the quality of the workforce and facilities available in the UK,” continued the superyacht’s captain, Rocka Romke, before concluding: “Both Pendennis plus and RWD have established reputations as being among the best in their fields, with experience in both the large yacht and sailing yacht sectors. I believe the collaboration between these parties will elevate M5 to be one of the most impressive and original sailing yachts in the world, in both structure and style.”

M5 sits at 75.2m (246.7ft) Length Overall

60.96m (200ft) Length at the Waterline

14.81m (48.6ft) Beam

10.36m (34ft) Max Draft

3700 metre-squared Sail Area

90m (300ft) Air Draft

In collaboration and with thanks to SuperyachtNews.com

* Fleet and vessel specifications courtesy of SuperyachtIntelligence.com

The Ramform W class seismic vessel

This week’s interesting ship is the new “Ramform W” class seismic vessel, two of which were ordered by Petroleum Geo-Services (PGS) earlier this year.

Our apologies to the naval architect that designed her, but wow, this is one UGLY looking ship, but apparently she’s highly functional.

The vessels are the fifth generation of the popular Ramform series and, once completed, will be the most technologically advanced seismic vessels featuring 3D seismic data acquisition and analysis capability.  The vessels are to be built to DNV class at Mitsubishi Heavy Industries Ltd. in Japan.

The Ramform W-class are uniquely designed to have length of 104 meters and a very wide breadth of 70 meters for the increased stability needed in seismic modeling.  Alternatively, the series has adopted diesel electric as the main propulsion system for quiet operation.

“These new generation series are developed in much bigger size compared to the previous Ramform series. One of the main reasons to develop the new Ramform design in wider hull form was to increase the stability and results of PGS’s model tests on these new hull shape prove that these new design give better stability compared to the previous Ramform series,” elaborates DNV manager Johan Tutturen.

The advanced seismic technologies applied to the Ramform W class are targeted for the fast growing High Density segments, driven by deep water exploration and production in geologically complex areas such as Brazil, West Africa, the Gulf of Mexico and new markets in the North Sea.

DNV is to class the two Ramform series seismic vessels with advanced verification works including hydrodynamics analysis required by extreme principle dimensions and FMEA required by RP notation. The new “Ramform-W” vessels will have class notation +1A1, SPS, ICE-C, E0, HELDK, RP, CLEAN DESIGN,TMON, BIS, NAUT-AW, VIBR, COMF-C(3)V(3).

“DNV has an extensive experience with classifying the hull shapes for previous Ramform series. This is an opportunity for DNV to capitalize our experience with the Ramform series and to help the owner and the builder to further manage the possible risk associated with these unique, tailor-made vessels,” concludes Johan Tutturen.

gCaptain’s Naval architecture Critic / Chief Marketing Officer, Rob Almeida, commented on her design:

From a seakeeping perspective, it’ll be interesting to see how she performs in a seaway considering the stark contrast in prismatic coefficients (essentially buoyancy measurements) between her bow section and stern section.   Underway in a following sea, this design will almost certainly result in the bow severely digging into waves.  To complicate things, her tall bulwarks up forward may result in stability issues should she really bury herself into a wave. Essentially, her lack of inherent forward stability, coupled with the weight of tons of water on the forward deck, may not allow the bow to rise up to let the water flow aft and off the ship.  And to further complicate things, depending on how deep the engines are mounted, it’s possible that steerage could be lost.

Certainly not a good situation to be in during a storm, but then again, this critique was based off of a single image and a few assumptions of what the hull looks like…

The 111 TP’s for the Anholt project will be installed in a similar method to that of the Greater Gabbard project, utilizing one of two DP2 heavy lift vessels, Jumbo Javelin and Fairplayer.  Equipped with two 900t Huisman mast cranes, the vessels can load, transport and install up to 9 TP’s at a time, each measuring 17m tall by 5.5m diameter and weighing in at 200t.

Mobilization for the Anholt project is planned in Rotterdam in early April 2012.

Photo’s courtesy Jumbo Shipping

This weeks interesting ship is actually a series of six new fuel-efficient seismic support/chase vessels recently ordered by Bourbon.  The 53m vessels, designed by The Netherlands-based Offshore Ship Designers, will feature a fuel efficient hybrid propulsion system providing a flexible solution for a wide range of working conditions and operations including transit speed, slow speed escort and support work and a high degree of maneuverability.  The vessels will be built at Dubai’s Grandweld Shipyards.

With expected delivery set for the end of 2012 the vessels will be chartered by Bourbon to CGGVeritas.  They will be used to support the fleet of CGGVeritas seismic survey vessels operating all over the world, providing them with services including crew change, fuel delivery, storage, assistance and support during at-sea maintenance operations.

Operational requirements of the design include:
·        Cargo runs from port to the mother ship
·        Transfer of fuel, potable water, dry and refrigerated stores and general cargo to the mother ship.
·        Transfer of crew to and from the mother ship.
·        Accompanying the mother ship when conducting seismic operations
·        Towing of the mother ship when conducting seismic operations
·        Retrieval of streamer cables

Key feature of the hybrid propulsion system are:
·        Two main marine diesel propulsion engines, two controllable pitch propellers in nozzles, two main gearboxes each with a PTI electric propulsion motor and three diesel driven generating sets, and two electrically driven bow tunnel thrusters.
·        Diesel-mechanical mode using main engines only used for the transit operation.
·        Diesel-electrical mode with main engines declutched using PTI propulsion motors powered by the gensets for chase and slow speed operation.
·        Boost mode with main engines and PTI propulsion motors (powered by the gensets) engaged used for towing operation.
·        Automatic push button selection between the different propulsion modes.

Additional vessel details can be found at Offshore Ship Designers website.

Via Offshore Ship Designers

This weeks interesting ship is the next generation MARLIN 2000 Blue feeder ship.  The Cardiff-based Graig Group has ordered a series of up to 26 of these new vessels to be built at the Jin Hai shipyard complex in China, with the first two scheduled for delivery in August and September of 2013.

The MARLIN 2000 Blue series is designed in response to the industry’s need for quality, fuel efficient, competitively-priced and environmentally-friendly feeder ships to service the massive containerships now being brought into service by the major lines.

The MARLIN series of designs has been developed by Wärtsilä, working closely with Graig and classification major DNV. The designs are the product of extensive research and tank testing and consultation with end users. With a number of design variants, the series delivers approximately 30% improved fuel efficiency per TEU, improved capacity and slow steaming potential, better loading flexibility for different container types including a high reefer intake combined with lower emissions when compared to vessels currently in service.

There are three basic MARLIN designs. All feature an optimised hull shape, increased capacity and forward accommodation.  The MARLIN 2000 Blue is a Bangkok-max, direct diesel powered and provides 30% fuel savings per day per TEU carried while carrying 20% more boxes. It has a wide and flexible range of service speeds delivering fuel savings across the speed spectrum from as little as 10 knots to about 20 knots.

In addition to MARLIN 2000 Blue, targeted at the current needs of the high growth intra-Asia trades, are two more MARLIN concept designs which will become more attractive to charterers as air emission standards tighten and bunker costs rise. MARLIN 2500 Jade is slightly larger and diesel powered but is delivered with either scrubber or SCR emission reduction technology, while offering similar fuel and efficiency gains. MARLIN 2500 Green is aimed at the market for feeder vessels in ECAS (Emission Control Areas) and provides the option for dual fuel and LNG powering.

Via Graig Group

Photo courtesy NASA

Note: This week’s interesting ships are reposted and updated from gCaptain’s archives in commemoration of the last space shuttle launch today, July 8th, 2011.

When one thinks of a NASA ship, it’s generally not the seagoing type that pops into ones head.  However, NASA does in fact have two vessels made for the high seas – MV Liberty Star and the MV Freedom Star – that assist with a shuttle launch.  Both vessels are tasked as recovery ships for retrieving spent Solid Rocket Boosters (SRBs) that are used to power the shuttle’s ascent into space.  After two minutes of flight, the boosters separate from the orbiter and external tank at an altitude of approximately 24 miles, descend under parachutes and land in the Atlantic Ocean where the MV Liberty Star and the MV Freedom Star are waiting to retrieve the reusable SRB’s.

It all begins about 24 hours before a shuttle launch, when the two ships set out to sea, manned by highly trained crews of professional merchant mariners and divers. During the operation, each ship retrieves one booster. Each ship has a permanently assigned crew of 10: a captain, two mates, four seamen, two marine engineers and a cook. In addition, eight divers accompany each crew to perform the delicate retrieval operation.

Here is an image taken from from the May 2008 STS-124 mission of an SRB splashing down into the ocean.

Once the boosters splash down into the ocean, the recovery ships spring into action:

First the pilot chutes and main parachutes are brought aboard. They’re followed by the drogue parachute and the 5,000-pound frustum that houses the chutes at the top of the booster. With those elements secured onboard, attention turns to the booster itself, as a team of eight divers boards two small boats.  After installing a 1,500-pound apparatus called an “enhanced diver-operated plug” and air hose, the water is removed from the booster. The booster then rises in the water until it falls horizontally and floats on the surface, enabling the ship to tow it back to port behind the vessel.

Once recovered, the boosters are refurbished and reused in future shuttle launches, and the MV Liberty Star and the MV Freedom Star take on additional duties such as assist with diver training for NOAA and the Navy and additional utility uses.  As to where they go now that the last space shuttle has launched?  We’re not sure.

The Liberty Star and Freedom Star were specifically designed and constructed for this task. Built at Atlantic Marine Shipyard, Fort George Island, near Jacksonville, Fla., in 1980 and 1981, the ships are 53.6 meters (176 feet) in length, 14.3 meters (37 feet) in width and draw 3-4 meters (10-12 feet) of water.

A good article on the SRB retrieval mission has just been posted to the NASA website HERE.

LINKS:

More images can be found HERE and HERE

Freedom and Liberty Go to Sea

Behind the Scenes : Processing SRBs

This week’s interesting ships are MPI Offshore’s MPI Discovery and MPI Adventure, two state-of-the-art Transport Installation Vessel’s (TIV), purpose-built for offshore wind farm installation and construction.  The Discovery and Adventure come on the heals of the MPI Resolution, the world’s first purpose-built vessel for installing offshore wind turbines, but with a greater operating depth, cargo capacity and crew accommodations.

Like the MPI Resolution, the Discovery and Adventure are equipped with six jack-up legs that provide a stable platform for wind turbine construction and allow the vessels to operate in much harsher weather than its counterparts.  The vessels are capable of operating in waters up to 40 meters deep, 5 meters greater than the Resolution. The vessel’s main crane can lift 1,000 tons and are also equipped with a 50-ton auxiliary crane.  The vessels include various crew amenities including a coffee shop, gym and sauna, and can accommodate up to 112 persons.

Click here to view the embedded video.

MPI Offshore promises that these ships will transport, lift and install more wind turbines and their foundations than any other vessels through improved deck space, lifting capacity, jacking speed, increased power and improved environmental operability.

The MPI Discovery has been secured by E.ON Climate and Renewables in 6 year contract for the development of offshore wind farms in Europe.

More on the MPI Resolution, MPI Discovery and MPI Adventure can be found on the MPI Offshore website, HERE.

A turbocharger is a device that turns a turbine at high speed by utilizing exhaust gas from the main engine, then drives a compressor by the turbine, and finally supplies combustion air to the engine. While utilizing waste energy, a turbocharger boosts the output power of the engine by enabling it to aspirate at a level higher than that for the original engine displacement.

In addition to these basic functions, the hybrid turbocharger utilizes the extra rotational power generated by the turbine for electric power generation. Shin Koho can meet all its onboard electric power requirements for normal operation by using a hybrid turbocharger instead of diesel generators and by reducing the use of the diesel generator, the hybrid turbocharger contributes to a further reduction of CO2 emissions.

The technology was jointly developed by four companies: NYK, the Monohakobi Technology Institute (MTI), the Universal Shipbuilding Corporation, and Mitsubishi Heavy Industries, Ltd.

Shin Koho Specs:

Length Overall: 292 meters
Breadth: 45 meters
Designed Load Draft: 18.15 meters
Gross Tonnage: 93,031 tons
Deadweight Tonnage: 180,000 tons
Builder: Tsu Shipyard, Universal Shipbuilding Corporation

© Stéphane Saissi

Cable laying vessel “Ile De Sein” selected to recover Air France flight 447 data recorder

This weeks interesting ship is the Ile De Sein.  Built in 2001, the vessel is owned by the telecommunications company Alcatel-Lucent and has been used for such jobs as part of a project to lay 9,000 kilometres of submarine cable between Sydney and Hawaii.

Today, however, the vessel was contracted by the the French aviation accident investigation bureau to recover the wreckage of the Air France passenger jet that crashed in the mid-Atlantic in 2009 on a trip from Rio de Janeiro and Paris.  The wreckage had been found at a depth of 3,900 meters earlier this week.

The goal of the operation is to recover the flight recorders and other clues from the wreckage to determine the cause of the accident.  To compelete its mission, the vessel will be assisted by an ROV provided by Phoenix International Inc, a U.S. company.

Here are the vessel Specifics provided by the History of the Atlantic Cable and Undersea Communications website:

Built: 2001.
Operated by: Alcatel – Lucent.
Length: 140.36 m,
Breadth: 23.39 m,
Depth: 12 m.
Gross tonnage: 13,978.

Two main cable tanks provide storage for a total of 5,000 tonnes of cable.

CABLE WORK

2003     APOLLO: Bude, England – Long Island, USA: Lannion, France – Manasquan, USA
2003     Azores – Madeira
2003     Madeira – Porto Santo
2007     NEPTUNE: a scientific project which will be the world’s largest cable-linked seafloor observatory.

© Stéphane Saissi

© Stéphane Saissi

Photos via Shipspotting