Marine & Maritime Gazette March 2018 by BL Journals

MARINE & MARITIME

GAZETTE Commercial Marine & Renewables Worldwide Comprehensive cost effective insurance packages for the marine industry

ISSUE 37

MARCH 2018

INSIDE: 12

I N T R O D U C T I O N

W E L C O M E

Are you off to London? This month sees Oceanology International 2018 at Excel, London - really one not to be missed... Welcome to the March 2018 issue of Marine & Maritime Gazette the monthly magazine aimed at Worldwide coverage of the commercial marine, shipping and waterbased renewables markets. Well, this month it’s Oceanology International in London, the World’s premier event for marine science and ocean technology. There are over 500 exhibitors and an estimated 9,000 industry professionals, so if you can get to Excel this month, it will really be worth the effort. Inside this issue, as usual, we will be covering a vast amount of topics including ‘Navigation, Communication & Radar’ on page 20, to the ‘ins and outs’ of ‘Deck Equipment, Lifting & Winching’ from page 38. We also have a quick look at ‘Windfarms & Marine Renewables’ on page 32 and on page 16 we also have a ‘peek’ at ‘The Works Detrimental to Navigation Regulations’. Commercial Ma rine & Renewabl es Worldwide Anyway, we hope you enjoy reading Comprehensive cost effective insurance pac this edition and look forward to seeing kages for the marine ind ustry some of you at one of the many upcoming maritime events around the globe. If you have any news, reviews, product launches or absolutely anything else of interest across the whole marine market, please email it through to me at info@bljournals.plus.com for future consideration in our forthcoming issues. INSIDE:

MARINE & MARITIME

GAZETTE

ISSUE 37

MARCH 2018

Arthur Peaches - Editor

www.marineandmaritimegazette.com

@MandMGazette

Editor

C O N T E N T S

C O N T A C T S

WesCom Signal and Rescue supports Wellness at Sea, Sailors’ Society conference

Cover story Everards - an established, independent and professional name in the marine insurance industry.

p18 Passenger Vessel Metal Shark partner with Incat Crowther to develop a new line of passenger vessels.

p11 New markets Almarin navigation buoys are being installed worldwide, for a variety of tasks.

Global marine distress signal company, WesCom Signal and Rescue, has announced its sponsorship of the Sailors’ Society’s Wellness at Sea conference next month, held at the 99 City Road Conference Centre, London, UK. The one-day event, held on Friday 16 March 2018, will focus on crew wellbeing and its impact on health and safety on board, with presentations from industry experts looking at physical, emotional, intellectual and social wellness. The conference will also give insight into results of recent research, and offer practical advice and holistic approaches to wellbeing at sea. Stuart Rivers, CEO, Sailors’ Society, comments, “This lively and interactive conference is a mustattend event for ship owners, and those concerned with the recruitment and retention of crews.” of Global Marketing and Director

p20 Port expansion Further international investment in Brunsbüttel’s Ostermoor harbour expansion.

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EDITORIAL Arthur Peaches - Editor Tel 01322 352648 Email info@bljournals.plus.com

SALES & PROMOTIONS David Peters - Publisher Tel 01322 352648 Email info@bljournals.plus.com

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Communication for WesCom Signal and Rescue, Chris Feibusch, understands the impact of crew safety and wellbeing at sea. He says, “Safety is of paramount importance, especially the wellbeing of crews, seafarers and skippers, so it is vital that ship owners have the understanding, skills and tools they need to ensure their crews are fully prepared at sea. It is an important topic for WesCom and our sponsorship highlights our commitment to the sector. We’re proud to support the conference with the Sailors’ Society - a charity close to our brand - and we look forward to an informative day, with many influential experts from within the sector.” WesCom Signal and Rescue is the world’s leading supplier of marine distress signals and is the parent company of Pains Wessex, Comet, Oroquieta and Aurora. Its brands have been helping to save lives for more than 100 years and are trusted for their reliability, high quality and consistent superiority by rescue services, navies, merchant ships and fishing fleets throughout the world. Chris is an ambassador for the Sailors’ Society and actively promotes their fantastic work, which works to transform the lives of the world's 1.5 million seafarers and their families. For further information about WesCom Signal and Rescue, visit: www.wescomsignal.com. For more information about the Wellness at Sea, Sailor’s Society conference, visit: www.sailorssociety.org/get-involved/events/wasc18

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CMB launches its hydrogen-powered passenger vessel Antwerp based maritime group Compagnie Maritime Belge (CMB) recently launched its new hydrogenpowered passenger vessel, the Hydroville. The vessel was christened in Antwerp and commissioned into service. The catamaran is a pilot project aimed at testing hydrogen technology for applications in large seafaring ships, CMB said. The next challenge would be to equip a CMB container ship with a hydrogen-powered auxiliary engine, the company pointed out. CMB has close to a hundred ships navigating the globe and has launched the project as part of its efforts aimed at making its entire fleet greener. “The advantage of hydrogen is that no CO2, atmospheric particulate matter or sulfur oxides are released during combustion,” a CMB spokesperson commented. The company explained that it has opted for combustion engines because batteries or fuel cells are less suitable for heavy transport such as shipping. “The batteries required for an application of this kind would be so huge that their cost and weight would make them economically unfeasible. The time it takes to charge that kind of battery would be problematic as well. Fuel cells offer more possibilities in that area, but the high cost makes them less suitable for large-scale commercial transport. If we want to build green ships or aircraft at present, we will need to focus on biofuel or hydrogen,” CMB added. Furthermore, Hydrogen can be extracted from the environment (e.g. from water) in a relatively simple manner. Hydroville will be used as a base for demonstrating the use of hydrogen in shipping and will be sent out to attend events all around Europe. When not attending events it will serve as a shuttle, commuting daily between Kruibeke and Antwerp on the river Scheldt during peak times, to provide CMB employees with environmentally-friendly transport to and from the office. www.cmb.be

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Upgrades for Reman engines Caterpillar Marine has recently announced that it is upgrading two of the Reman engines in its reconditioned range.

Work begins on new workshop building for Cardiff Marine Services Ltd

Cardiff Marine Services Ltd have started work on the build of a new workshop at Cardiff Marine Village for the company’s rapidly expanding boatyard. The company previously extended the boatyard by acquiring a further acre of land from Cardiff Council. Some of this land is now being used to build a new 100ft x 50ft workshop. The company’s decision to build a larger workshop is in response to the growing demand for additional undercover space to carry out refit and repair work on larger vessels.

Cardiff Marine Services Ltd runs one of the largest boatyards in Wales and is a major insurance repair centre. In addition, they offer services such as Hot Vac osmosis centre, Dek-King Dealer, 3M Gelcare Centre and Approved Awlgrip and International Application Centre. The company’s growing success means it requires additional space to meet the increasing demands of their customer base. The new workshop will enable the company to work on multiple larger boats undercover at one time. This will allow the team to increase throughput, ensure jobs are completed faster and thus improving the productivity and lead times on projects. Director of Operations, Rob Freemantle, commented “The services we offer to boat owners through our boatyard and refit and repair centre have grown considerably over the past few years and it is important that we can meet the requirements of our customers. This new workshop will enable us to work undercover on several larger boats at once and improve efficiencies, which ultimately means we can get our customers back on the water faster.” Boatyard Manager, Dave Freemantle added “More often than not, the GRP repairs we carry out need to be in a temperature and humidity controlled environment. This new 5000sqft facility will enable us to work on many more projects at once in these controlled conditions.’ To help advance this project, the company have secured a grant from the Coastal Communities Fund. The fund aims to encourage the economic development of UK coastal communities by awarding funding to create sustainable economic growth and jobs. This expansion, is the latest development in an ongoing programme of investment for The Marine & Property Group, which has recently added Burry Port Marina to its existing marina portfolio which also includes Cardiff, Aberystwyth and Port Dinorwic. Over the past couple of years, the company has also diversified its service offering acquiring a 50t Sealift and a water injection dredger. Director, Christopher Odling-Smee commented: ‘Building a larger workshop for our boatyard’s refit and repair work is the natural next step for us in our long-term investment programme. Having acquired additional marinas in Wales we need to be able to service more boats and in as timely a manner as possible. This new facility also provides a great base from which to train our staff across our locations and an opportunity to add to our team of highly skilled marine technicians.”

The Caterpillar Reman engines are a range of fully reconditioned engines that is claimed to bring these used engines close to their original specifications and they have proved to be a popular alternative to buying new. The company offers marine Reman engines ranging from 300 to 700hp and the company claims that these reconditioned engines provide maximum value by providing improved productivity and efficiency at a fraction of the cost of new, while reducing the impact on the environment. The two engines in the range that have been upgraded are the Reman 3116 and the Reman 3126. The 3116 engine is now available with power outputs of 300 and 350 hp whilst the 3126 engine can now be had with power outputs of 350 and 420 hp. Both of these engines are based on 6 cylinder blocks with the 3116 being a 6.6 litre unit and the 3126 a 7.2 litre engine. Both engines feature turbo-charging and after-cooling with the fuel system using mechanical rather than electronic injection. As well as upgrading the power output these reconditioned mechanical engines they will come as standard with a full wiring harness, junction box

Reman 3116 and associated sensors, for ease of installation. “We listened to our customers and dealers who gave us feedback that dressing out these models to make them more drop-in ready would save time and money on installations,” said Bo Cox, Marketing Consultant supporting Caterpillar’s Remanufacturing Division. “This upgrade will reduce installation and labour costs, ultimately saving our customers money.” As the world’s leading re-manufacturer of diesel engines, Caterpillar employs state of the art techniques, advanced re-manufacturing processes, and genuine Cat parts to return each engine to ‘same as new’ specifications. “Re-manufacturing is more than rebuilding,” said David Holt, marine industry specialist for Caterpillar’s Global Aftermarket Marketing and Brand Division. “It’s returning engines and components to their original performance specifications and latest engineering changes using salvage technologies, strict reuse guidelines, advanced manufacturing systems and unequaled quality control.” Restoring original performance is possible since new Cat engines and engine components are built to be re-manufactured for a second life. www.cat.com

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Subsea 7 purchases Siem Offshore plus two vessels

Subsea 7 has signed an agreement to acquire Siem Offshore Contractors GmbH and two vessels, subject to competition clearance in Germany. The acquisition will include the entire issued share capital of Siem Offshore Contractors, the inter-array cable lay vessel Siem Aimery and the support vessel Siem Moxie. The initial consideration is EUR 140 million subject to adjustments for working capital and net cash in Siem Offshore Contractors and a deferred contingent consideration, based on the contracted volume of work achieved in each year up to 2024, which is not expected to exceed EUR 40 million over the period. The considerations are supported by an independent third party valuation and will be funded from Subsea 7’s cash resources, the company said. The transaction is expected to be completed in the first half of this year and the financial results of Siem Offshore Contractors will be consolidated within Subsea 7’s Renewables and Heavy Lifting Business Unit. Jean Cahuzac, Subsea 7 CEO, said: “Siem Offshore Contractors is an experienced provider of services to the offshore renewable energy, oil and gas, and utilities markets with capability that will complement Subsea 7’s existing offering. We believe that this acquisition opportunity will enhance the offshore renewables service we offer as a full lifecycle partner to our clients for their offshore energy developments.” www.subsea7.com

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Damen Shipyards Cape Town receives Project Biro order from Armscor Damen Shipyards Cape Town (DSCT) has received an order from Armscor - the acquisition agency for the South African Department of Defence - for three Inshore Patrol Vessels (IPV), 62 x 11 metres. The vessels form part of the South African Navy’s Project Biro. The project aims to develop South Africa’s maritime security, ensuring that the country has the capability to respond effectively, rapidly and cost-efficiently to maritime threats such as illegal trafficking and fishing. DSCT received the order exactly four years to the day that it received the order to deliver vessels for a previous project for the South African Navy - Project Canter. The yard is delighted to be able to continue to provide support to the navy, says Chairman Mr. Sam Montsi. “We are very happy to receive this order and are looking forward to this continuation of our long-standing relationship with the South African Navy.” Participating in Project Biro underlines Damen’s commitment to the South African Government’s Operation Phakisa initiative, which aims to unlock the potential of the country’s maritime industry. Mr. Montsi continues: “At DSCT we are not only about shipbuilding and repair, but also about providing people with the opportunities needed to reach their potential - whether they work for us or for one of our many local suppliers - and supporting the country’s economy. DSCT is about the development of an entire shipbuilding and related industries.” Naturally, with this philosophy in mind, DSCT will be sourcing as many components and services as possible for the project from South Africa-based suppliers. In this regard, DSCT plans to provide active support for the Government’s Enterprise Supplier Development programme, supporting small and micro-businesses in the country. The project will also actively contribute to the Department of Trade & Industry’s National Industrial Participation (NIP) programme and the complimentary, defencefocused Defence Industrial Participation (DIP). In turn this contributes to the Government’s Broad-Based Black Economic Empowerment (BBBEE) initiative. DSCT is a Level-3 BBBEE rated company. The IPVs will be the first vessels of a Damen Sea Axe design to operate in South Africa. The Sea Axe is a revolutionary, Damen patented hull design, which offers exceptional seakeeping behaviour. The straight-edged, axe-shaped bow cuts through the water, minimising slamming for improved safety and comfort on board and significantly reduced fuel consumption and emissions. www.damen.com

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IRST... F D L R O W A RING U T A E F E G N RA OL R T N O C & N ATIO U T C A C I R T C LE

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Ørsted’s windfarm foundation completed by ST3 Offshore

Poland-based ST3 Offshore has successfully loaded two out of three windfarm jacket foundations onto a barge ready to be transported on to their next stage of construction. This is the second contract completed for Ørsted’s offshore windfarm Borkum Riffgrund 2 in the North Sea. “The load out proceeding is a difficult venture, both as an operational and as a logistic process,” commented Adam Kowalski, the Vice-president of the Management Board of ST3 Offshore. “The huge 120m gantry crane, which is used by the operations, is our great advantage, but in the same time it forces us to be extremely careful and to adjust works to weather requirements.” ST3 Offshore’s existing works for Ørsted include the fabrication of 20 constructions and the complete jacket assembly with electrical equipment. The current load out started in mid-February, with the placing of each taking around two days. Following the final placing, which is now done, the foundations will be transported on barges chartered from Norway to Cuxhaven, where they will be assembled with 10m high buckets (or caissons) to make them 60m high. After this, the next three jackets were transported and have arrived. The Borkum Riffgrund 2 windfarm will be located approximately 34 km North of the island Borkum in Germany, 54km off the coast of Lower Saxony, next to Borkum Riffgrund 1. It has a target power generation capacity of 450 MW using turbines mounted on a total of 56 steel foundations where 20 foundations are jackets and the remaining 36 foundations are monopiles. When completed, it will feature the largest wind turbines in German waters: 56 MHI Vestas 8 MW wind turbines with rotor spans of 164 metres. www.st3-offshore.com

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New line of passenger vessels from Metal Shark US-based shipbuilder Metal Shark has partnered with design firm Incat Crowther to develop an entirely new line of passenger vessels. At last week’s Passenger Vessel Association (PVA) Maritrends Conference in Savannah, Georgia, Metal Shark introduced its new “Endurance PV-X” passenger vessel lineup, with 26-meter (150-passenger) and 32-meter (350passenger) models now available and additional offerings to follow. The welded-aluminium, high-speed, low-wake, catamaran Endurance PV-X models are touted by Metal Shark as “next-generation passenger vessels” and feature thoroughly proven Incat Crowther hull designs well-regarded among passenger vessel operators for their efficiency and performance. The new models have been optimized for comfort, safety, and operational efficiency, offering a range of configurations and optional features designed to suit individual operator requirements. The Endurance PV-X vessels stand out with chiseled, modern lines derived from Metal Shark’s latest military patrol boat designs. Large windows create a sense of openness while enhancing the view from within. Comfortable seating arrangements, wide aisles, and roomy head compartments combine to enhance the overall passenger experience. Amenities such as LED infotainment screens, charging stations for electronic devices, onboard wifi, and bicycle racks are all available. Metal Shark's signature pillarless glass pilothouse offers best-in-class visibility from the elevated helm station. Initially shown in a conventional forward-facing passenger ferry layout, alternate arrangements have been designed for whale watch or dinner boat operators, with convertible seating available in select arrangements for maximum versatility. In addition to a design that enhances comfort, efficiency, performance, and safety, one of the Endurance PV-X’s most important benefits to customers is availability. Metal Shark showcased its ability to quickly and efficiently produce passenger vessels in 2017, delivering a total of eight 150-passenger vessels on or ahead of schedule. The new Endurance PV-X models are intended to allow the company to deliver passenger vessels even faster than before. “The development of the Endurance PV-X line is the latest step in our ongoing quest to support clients with highquality vessels delivered in the shortest timeframe possible,” explained Metal Shark’s CEO Chris Allard. “We offer a smart alternative for operators who do not want to wait for two years or more for a new passenger vessel. With these standardized production-ready platforms, combined with our proven serialized production methodologies, we can deliver the 150-pax vessel in eight months and the 350-pax vessel in ten months from contract signing.” Metal Shark is currently slated to deliver nine passenger vessels this year, with numerous 150 and 350-passenger vessels currently under construction at its Franklin Louisiana shipyard for markets including New York, Washington DC, and New Orleans. However, company executives stress that production slot availability is not a problem. “Thanks to the large number of contracts we’ve announced over the past year, a few clients have gotten the mistaken impression that we’re too busy to take on additional work,” said Metal Shark’s Vice President of Commercial Sales, Carl Wegener. “We’re definitely busy at both of our facilities but thanks to efficient engineering and production management our operations are optimized for volume. We don’t need to ramp up to take on additional projects; we just keep feeding the machine.” www.metalsharkboats.com

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Damen Maaskant scores second twin-rigger

contract

Damen Maaskant Shipyards Stellendam has secured another contract to build a twin-rig fly shooting fishing trawler; this time for brothers Rense and Johannes de Boer. This is Damen Maaskant’s second fishing trawler contract in as many months, following close behind the contract to build the 32-metre long Spes Nova 9 (inset picture) that was signed in November. Although the new vessel, to be named Meindert Senior, will have the same Vripack naval architects design as the Spes Nova, it displays some major differences. At 31 metres long with a beam of 9 metres, the Meindert Senior will be able to operate with a gross tonnage of less than 400 tonnes. Furthermore, the new vessel will have a conventional diesel propulsion configuration. This will not be the first Damen-built vessel in Rense and Johannes de Boer’s fleet, as Eric Moerkerk, Deputy Director at Damen Maaskant Shipyards Stellendam, explains: “The De Boer brothers already have two vessels from us: the LT60 and the UK195.” “In fact, our relationship with their family goes back even further as their father built a cutter here 25 years ago. So we are extremely pleased to be working with them again with this new trawler.” The relationship with designer and naval architect Vripack has been taken to the next level as they were the creatives behind the bigger sister vessel as well. “By rearranging the traditional lay-out we ensured that the ship trims as naturally as possible. Fishing vessels traditionally trim aft a bit, especially with a full hold. This adversely affects the ideal streamline of the vessel, resulting in less comfort at sea and higher fuel consumption. The weight components are more evenly distributed under varying conditions when placing the wheelhouse and the fish hold a bit forward,” explains Lerring Faber, Naval Architect at Vripack. Construction of Meindert Senior’s hull will take place in Poland, followed by outfitting at Damen Maaskant Shipyards Stellendam. Delivery is scheduled for the second quarter of 2019. www.damen.com

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New Tritex drone thickness gauge Dorchester based, Tritex NDT have launched a new ultrasonic metal thickness gauge specifically designed for mounting onto drones for high level inspections. The gauge uses multiple echo to completely ignore coatings up to 20mm thick and the single crystal probe ensures accurate readings on curved surfaces, such as storage tanks and pipelines. Remaining metal thickness and corrosion levels can be quickly and more easily checked without the need for scaffolding or rope access. The Multigauge 6000 Drone Thickness Gauge OEM transmits real time measurements wirelessly up to a distance of 500 metres using its integrated RF transmitter. The readings are displayed and stored on dedicated Communicator software within templates in a grid or string format. The gauge weighs just 45 grams and the plastic probe weighs only 15 grams. “Keeping weight down to a minimum without losing performance has been essential,” says Jon Sharland, Sales Manager at Tritex NDT Ltd. “I believe we are leading the field in this new application. We have already had a number of successful installations over the past three years and now we are pleased to have the first commercially available dedicated drone thickness gauge, which has been developed in response to customer’s feedback and requirements.” Dry couplant membranes reduce the weight further as couplant, and a means to deploy it, are not required. The Multigauge 6000 Drone Gauge is supplied as a complete kit for OEM installation onto drones. It accepts an input of 8Vdc – 35Vdc for complete versatility. The probe has Intelligent Probe Recognition (IPR), which automatically adjusts settings in the gauge when connected, resulting in a perfectly matched probe and gauge for enhanced performance. Also, the Automatic Measurement Verification System (AMVS) used with multiple echo ensures only true measurements are displayed, even on the most heavily corroded metals. Tritex NDT is a leading manufacturer of thickness gauges. All gauges are designed and manufactured in the United Kingdom and supplied as complete kits, ready to use, with a 3 year warranty and free annual calibration for the life of the gauge. www.tritexndt.com

FREE F REE A NNUAL ANNUAL C ALIBRATION CALIBRATION FREE F REE TECHNICAL T ECHNIICAL SUPPORT S UPPORT FREE F REE YEAR 3Y EAR WARRANTY WA RRANTY

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Large bright 10mm display for poor visibility with simple measurem information. No zeroing required. Hand held for ease of use. No calibration at switch on. No removing coatings. One integral battery with 55 hours runtime. Can be upgraded to have topside repeater options by simply replaci cap.

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Intelligent Probe Recognition ( IPR ) for enhanced performance. Automatic Measurement Verification System ( AMVS ). Single crystal probe to avoid 'V-beam' error. Can be calibrated for all metal types.

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Extremely rugged and robust. Pressure tested to 500 metres. Supplied in a Peli case. Protective membranes to prevent probe wear. 3 year warranty. Free annual calibration for the life of the gauge.

w www.tritexndt.com ww.tritexndt.com

T Tel: el: Fax: F ax: E-mail: E-mail:

+44 +44 (0) (0) 1305 1305 2 257160 57160 +44 259573 +44 (0) (0) 1305 1305 2 59573 sales@tritexndt.com s ales@tritexndt.com

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Also Also ROV R OV G Gauges auges

T Tritex ritex NDT NDT L Ltd td

Unit 10, 10, Mellstock Mellstock B usiness P a rk , Unit Business Park, Higher B ockhampton, D orchester, Higher Bockhampton, Dorchester, Dorset, DT2 DT2 8QJ, 8QJ, United United K ingdom. Dorset, Kingdom.

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The Works Detrimental to Navigation (Powers and Duties of Inspectors) Regulations 2018

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by Lara Moore, Senior Associate at Ashfords LLP

In January 2018, draft Regulations were published that confer powers on Inspectors in OPRED to check compliance by offshore companies ('operators') with Consents to Locate, granted by OPRED under Part 4A of the Energy Act 2008. OPRED is the Department for Business Energy and Industrial Strategy's ('BEIS') Offshore Petroleum Regulator for Environment Decommissioning. These Regulations will extend to the whole of the United Kingdom, and come into force the day after they are made.

Lara Moore

Consents to Locate are required, under section 82A of Part 4A of the Energy Act 2008, before activities which cause, or are likely to cause, obstruction or danger to navigation are carried out at sea by oil or gas operators. Other offshore operations which require Consents to Locate include the construction, alteration, maintenance, improvement, dismantling or abandonment of any works; and the deposit or removal of any object or materials. Conditions of these Consents include obligations to maintain navigational aids and ancillary equipment, for example lighting, signage and guard ships, on offshore facilities engaged in hydrocarbon-related activities within the United Kingdom Continental Shelf and relevant UK territorial waters, (the "regulated zone" as defined in s82Q of Part 4A of the Energy Act 2008). Furthermore, Article 60 of the UN Convention of the Law and Sea requires the UK to ensure that permanent means for giving warning of the presence of offshore facilities are maintained by operators. The need for the Works Detrimental to Navigation (Powers and Duties of Inspectors) Regulations 2018 has arisen due to a number of incidents from 2015 onwards where some operators failed to resolve, within a reasonable timeframe, serious non-compliances with the conditions of Consents to Locate, despite continued pressure from OPRED. The 2018 Regulations will therefore close a 'gap in enforcement powers' by giving OPRED Inspectors the powers to board / access offshore facilities to proactively inspect and investigate breaches of the conditions, and enforce compliance by operators with the obligations of Consents to Locate. The Regulations will also aid OPRED's aim of ensuring that offshore hydrocarbon-related activities are carried out in a safe, clean and environmentally sound manner. The Regulations contain eight articles: • Article 1 Citation and commencement; • Article 2 Interpretation; • Article 3 Powers to inspectors; • Article 4 Duty to produce evidence of appointment; • Article 5 Answers given in compliance with requirement under regulation 3(3)(g): admissibility in evidence; • Article 6 Offences; • Article 7 Offences by bodies corporate etc.; and • Article 8 Review The 2018 Regulations will not change the existing requirements of the Consents to Locate regime or place extra burden on the offshore hydrocarbons sector. However, OPRED would be able to charge the offshore sector for inspections conducted under these Regulations and for other associated regulatory services by virtue of the Pollution Prevention and Control (Fees) (Miscellaneous Amendments and other Provisions) Regulations 2015, as amended. OPRED intend to make available, as soon as possible after the Regulations have come into force, updated guidance on the Consents to Locate regime to further clarify specific elements relating to the www.ashfords.co.uk

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Cygnus Underwater Ultrasonic Thickness Gauges Measure Through Coatings up to 20 mm thick Accurate, Reliable & Truly Simple to Use Cygnus DIVE Wrist-mountable Large bright AMOLED display A-Scan display Data logging with auto-log feature Topside repeater with video overlay HelmetView™ option

Cygnus Underwater RINA approved Auto Probe Recognition (APR) Heavy duty sealed unit with double ‘O’ ring protection Depth Rated to 300 msw 3 Year Warranty

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C O V E R

S T O R Y

An established, independent and professional name in the insurance industry Everards have traded as independent Insurance Brokers since 1969. They specialise in marine and related general trades insurance.

Ocean Hull Business:

The company have exclusive arrangements with respected Insurers providing Marine Hull, War and P&I protection for owners and operators of Workboats, Tugs, Supply Vessels, Yachts, Coasters, Dredgers, Tankers, Containerships and Trawlers etc and they are an authorised Insurance Broker for The Professional Boatman Association. Everards also have facilities to provide insurance on cargoes of every description. For Marinas etc, Marine Trades and Liabilities, incorporating Public Liability and Employers Liability, Product Liability, Chandlers and Professional Indemnity, we have Specialist Schemes too and all complemented by our first class claims handling service.

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Hull & Machinery/Protection and Indemnity Everards offer competitive broad packages for Marine Physical Damage Insurances and Protection and Indemnity Risks including Freight Demurrage and Defence for Hull and Machinery and War Insurances, Increased Value Insurances, Loss of Hire Insurances, Charterers liability, Shipowners legal liability, Towage Insurances, Voyage Insurances, Port Risks and Voyage Risks. They offer long and short period risks.

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Bulk Carriers Tankers Fast Ferries Reefers Passenger Vessels Dredgers, etc.

Offshore & Support: Tugs Barges Anchor Handlers Cable/Pipe Layers Supply Vessels Crane Barges Jack-Up Craft Work and Port Craft etc.

Inshore Vessels: • Passenger Vessels Hotel Craft • Restaurant Vessels Hovercraft, etc.

Fishing Vessels: • Trawlers Tuna Vessels • Long Liners Netters • Potters, etc.

Marine Cargo Wide, flexible and competitive cover for all Importers and Exporters of raw materials and/or finished products. Everards have protection available for cargoes of every description, including perishable goods, and with “Specialist Covers” available for Marine Equipment, Timber, Scrap, Agricultural Products etc. • Single Shipments • 12 month Open Covers • Stockthroughput • All manner of 'Special Projects' www.everardinsurance.co.uk

Gareth.Evans@everardinsurance.co.uk

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New markets for Almarin buoys

Almarin navigation buoys are being installed in a growing number of markets both in Europe and further afield, proving the effectiveness of their simple reliable design with the use of high quality materials manufactured in Europe. In the Léman lake, border between France and Switzerland, buoys have been installed to mark a floating containment boom in the estuary of Rhone river, nearby Port Valais. The Balizamar buoys used in this case were adapted by the customer for this application. Further east, in an estuary in Beirut (Lebanon), several buoys have been supplied complete with moorings and self-contained lanterns to provide safe navigation. Almarin has also supplied buoys in other parts of Lebanon, for example, Balizamar buoys were Veolia’s choice to mark the sea outfall at Ras Nabi Younis Wastewater Treatment Plant. In this case the buoys were provided complete with a monitoring system linked to an online platform that allows the customer to know the status and position of the buoy and lantern at any time as well as a series of pre-determined alarms. Algeria, in the North African Mediterrenean coast, has also been a destination for Almarin buoys to mark subsea infrastructure related to a water desalination plant. All Almarin’s products are designed to meet current IALA recommendations of which Almarin has been an industrial member for a decade. This year IALA celebrates its quadrennial congress, the 19th IALA Conference in Incheon, Korea, from 22th May to 2th June at which Almarin will be exhibiting. Grupo Lindley has more than 85 years of experience in the supply and manufacture of equipment and infrastructure for harbour and industrial areas. www.grupolindley.com www.marineandmaritimegazette.com

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Comprehensive range of radar reflectors

Echomax make an extensive range of passive, active and inflatable radar reflectors which are used for a wide range of marine, oil exploration, navy targets, radar - satellite mapping and recently in automotive applications. The US Navy use the EM230BR for targets, EM305PE as targets and use on their nuclear submarines for enhanced radar visibility when surfaced and EM400 as missile targets. The pictures, left, show them in action. The largest EM400 has a maximum response of 228M2 and was also chosen by the Canadian Coastguard for their 300 offshore buoys. Echomax make in their own factory three inflatable radar reflectors. The EMA03i inflatable ball reflector is SOLAS type approved for use in life rafts. During tests by a Norwegian search helicopter for a life raft which is invisible to radar, fitted with an EMA03i reflector was picked up at 4nm. The Echomax Active XS dual band Radar target enhancer, EM230 passive and inflatable radar reflectors are all mandatory fits on the Golden Globe Around the World 2018 single handed yacht race which prohibits any electronic navigation instruments or mobile phones and is a 50 year celebration of Sir Robin Knox Johnson epic voyage in 1968. The new range of trihedral target corner reflectors with corner sizes ranging from 33mm to 1600mm are being used by Trinity House, Catapult, Airbus and leading car manufacturers. Echomax trihedrals will soon be positioned over London for use in tracking satellite responses and possible earth movement over the path of the new underground line. AIS and RTE are both valuable safety aids but operate in different ways. Whilst AIS gives relative positions of vessels which are both equipped with tuned and working AIS it does not respond to Radar which is still the prime collision avoidance tool. RTE enhances the vessels radar image in most instances and those who feel AIS is a substitute for an RTE do so at their peril. In January this year, Echomax shipped five of their EM325 yellow passive radar reflector with a massive 86M2 response and 2M and 1.4M stainless 316L pedestals to the Gulf for use on oil installations. Echomax test all their reflectors in the QinetiQ Anechoic Chamber and publish the results on their website. www.echomax.co.uk

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A history of marine aids to navigation by John Caskey, Hydrosphere

Today many of us take aids to navigation for granted, and until they need to be replaced, we don’t realise how much we depend on them! Most marine navigation aids only require a routine inspection and maintenance after installation. Then they effectively continue their job so that mariners, harbour masters and other seafarers have one less thing to manage! However, it wasn’t always that way. The first marine aids to navigation were very different. Early mariners were guided into port by fires lit on hillsides to denote where the safe passage lay. These were built on platforms to improve visibility and had to be watched over to ensure the flame didn’t go out.

EARLY LIGHTHOUSES The lighthouse evolved from those early platform fires. Records indicate that the earliest lighthouse dated from the 5th Century BC. This was located at the harbour of Piraeus, Greece, and consisted of a stone tower with a fire beacon mounted on top. Two centuries later, the famous Lighthouse of Alexandria of Egypt, otherwise known as the Pharos of Alexandria, was constructed. Although it was destroyed in an earthquake many years later, remains of other lighthouses from this period do provide some insight into the construction of the base and tower. One such example is The Roman Lighthouse of Dover in the UK. According to historical data, these early lighthouses were illuminated on a top stage in the tower, so a lighthouse keeper would undoubtedly have had a hard job keeping the beacon lit; transporting fuel (wood or coal) up the tower to the platform, keeping the fire alight all night, and protecting it from gales and adverse weather. Many Roman lighthouses fell into disuse and were replaced by newer constructions. At the same time, more lighthouses were built across Europe as advances in navigation necessitated a demand for better aids to navigation. Amazingly, in Ireland, one medieval lighthouse is still in use. Hook Lighthouse has naturally had some upgrades over the last 800 years, but this is the oldest operational lighthouse in the world.

THE LIGHTHOUSE ECONOMY AND EMERGING OF SAFETY CONCERNS In the UK, lighthouses were erected not only to provide marine aids to navigation, but from the early 17th century, they were often built for generating revenue. Lighthouses were commissioned and built by private individuals who were licensed to collect dues by the crown or local authority. At this time, lighthouses were still used mainly for navigation into ports and harbours, so any vessel docking at night would be expected to pay lighthouse dues. This could be highly profitable. The Lighthouse Act of 1836 meant that the reputable Trinity House became responsible for the remaining privately owned lighthouses. The Act enabled Trinity House to purchase many lighthouses, from Harwich, to Tynemouth and the Skerries Lighthouse on Anglesey. The original owner of the Skerries held out until 1841, unwilling to let go of such a profitable venture - and unsurprisingly, as in the

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1830s, The Skerries had an average annual profit of £12,525! The lighthouses of this era were also utilized to warn mariners of hazards such as hidden rocks, reefs and promontories. Increased local and international and local traffic to our waterways meant marine aids to navigation were needed to protect mariners from misadventure, as well as guiding them smoothly into harbour, as they do today. Many sites for these new lighthouses were remote and difficult to access. The Eddystone Lighthouse near Plymouth Sound warns against an extensive reef. However a first attempt to provide a beacon only lasted a few years when the Great Storm of 1703 swept it away. A second tower was erected that lasted until 1755 when it was destroyed by fire, but it was the third attempt that was revolutionary; civil engineer John Smeaton pioneered many new techniques in this reconstruction. These included using hydraulic lime (a type of concrete that sets in water), and dovetailed granite blocks to lock the blocks together and improved the structure’s stability.

CHANGING METHODS OF ILLUMINATION Gifted engineers such as Robert Stevenson subsequently made further improvements to the tower design; making many advances in the technology used to illuminate the beacons. Stevenson was innovative in developing a variation of light sources, mountings, reflector design, the use of Fresnel lenses, and even in rotation and shuttering systems. The latter allowed different lighthouses to be identified by mariners with their own unique beam pattern. By now candles and oil lamps had replaced burning pyres, and then from the 1860s onwards gas became the main fuel for lighthouse illumination, being substantially more powerful than oil. At the same time, the use of electric lighting was also being explored. The first electrically illuminated lighthouse was at Dungeness in 1862, but it wasn’t for another hundred years before electricity became the dominant form of illumination in lighthouses. The 1960s was also when LED lights were first invented. However, it has only been in more recent years that this technology has been introduced into lighthouses. LED beacons, of course, have many advantages - they consume less power, need very little maintenance and can be run from a solar power supply. They also project an exceptional beam, with night ranges of up to 30+ NM at 0.74T as well as maintaining sharp boundary resolution. With modern advances in electronic navigation aids, Trinity House has reduced the specified ranges required for some long range lights. Most of the lighthouses have been converted to automatic operation, and no longer require fulltime keepers to be in attendance. Many of the early lighthouses that marked the entrance to ports and harbours are no longer essential to marine traffic, instead replaced with navigation buoys and static navigation lanterns. However, Trinity House still maintains over 60 lighthouses in the UK, and lighthouses are still used for marine navigation all over the world. Interestingly, some lighthouses are still lived in, but often after they’ve been decommissioned and converted into private homes! And no wonder, for they are a beautiful, historical addition to our British coastlines. www.hydrosphere.co.uk

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Easy access to real-time satellite data N A V I G A T I O N ,

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Active-Passive Radar Reflectors for Marine Use A significant advance in marine safety..

EM230 Compact Plus

Robust P.E Case with enhanced array giving a massive response 23.38m2 @ + or -3o within smallest possible case. Ideal for Ribs, Motor vessels, fish farms, poles, marina entrances, buoys and land hazards.

The popular navigation communication system mazu and mSeries now works with Raymarine Axiom MFDs allowing vessel operators to access real-time satellite data.

Optional extras:

Sealite or Carmanah Solar Powered lanterns, or Orionis LED RINA Approved to 2N miles available in White, Yellow, Orange or Black, Red or Green.

Specifications

Response Max 23.38m2, average 2.27m2 @+ /-3o Ht 32cm Width 30cm, Wt 1.9kg Lid Diameter 15cm, Base Diameter 15cm Fixings to suit

EM325 Top Mark

For buoy upgrades, land or sea hazards. Maximum 86.04m2 RCS response with robust 5mm or 6mm thick UV resistant PE case to suit heavy navigation lights.

Specifications

The partnership between Skymate and Raymarine means that mazu features like email and SMS texts, SOS transponding, weather forecasts and more, can also be used with the mazu iPad app which provides users with an enhanced dashboard. “We are excited to bring mazu’s global satellite data communication services to our LightHouse Apps so Raymarine Axiom users can send messages, receive weather forecast, and monitor their vessel from anywhere in the world,” said Grégoire Outters Vice President and General Manager of FLIR Maritime. mazu gives boat owners and operators access to reliable global satellite connectivity using the Iridium network. Easy DIY installation means mazu’s mSeries system can be fitted on any type of vessel. Once the system is installed it connects wirelessly to the chosen displays on board. Operators can connect at the helm with their MFD and still use the mazu app or browser interface on a different device in another area of vessel. For vessels with a flybridge or multiple MFD’s, mazu can connect to both devices without running any wires. Based in Reston, Virginia mazu/SkyMate is a technology company that specialises in using advanced engineering to simplify satellite communications. It has developed proprietary software that allows for sophisticated satellite signal compression that maximizes data transfer while keeping air time costs down. Raymarine is a global provider of high performance marine electronics for the recreational boating and light commercial marine markets and a division of FLIR Systems. www.mazu-marine.com

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Available in I.A.L.A Red, Green or Yellow.

EM325 2 Stack Ht 513 mm, Dia 365mm, Wt 5.4kg. Maximum RCS 62.15m2 Average RCS 7.92m2 EM325 3 Stack Ht 706mm, Dia 365mm, Wt 7kg. Maximum RCS 86.04m2 Average RCS 12.01m2 4x12mm Base fixings@200mm PCD with optional top fixings to suit a navigation light of your choice. (Replaces EM305 BM2/3 & EM305FPMS)

ECHOMAX EM700 Buoy

Maintenance free, foam filled navigation buoys in yellow or green cones or red cans for: • Estuaries, harbours and inshore waters • Riverside boat yards and yacht clubs • Dinghy or yacht race markers • Fish farms

Optional extras:

Echomax EM230 radar reflector Sealite SL15 or Carmanah M550 solar powered navigation light with a wide range of IALA preset codes and bird spike. St Andrews cross with lifting eye. Lifting eye options with or without navigation light. 25kgs of ballast

Specifications

EM700-90 Height 900mm Width 700mm Weight 16.5kgs Buoyancy 110kgs Focal plain 707mm

EM700-135 Height 1350mm Width 700mm Weight 25kgs Buoyancy 110kgs Focal plain 1185mm

PO Box 6032, Dunmow CM6 3AS, UK Tel: 00 44 (0) 1371 830216 Fax: 831733 Email: echomaxsales@aol.com www.echomax.co.uk @MandMGazette

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An extensive range of marine aids to navigation

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JFC Marine, based in Eire, have over 30 years’ experience manufacturing innovative plastic products, including the manufacture and supply a complete range of precision engineered navigation buoys complete with Atons systems. The company offer an extensive range of aids to navigation equipment including lanterns, AIS systems, battery and solar powered solutions. The JFC Marine range are being used to mark out shipping channels, hazardous waters, aquaculture sites and a variety of other marine installations. They are made from rotationally moulded UV stabilised virgin polyethylene designed especially for marine applications (UV15 rating). Extra strength mooring and lifting eyes ensure ease of manoeuvrability and improved mooring flexibility and service life of the buoy. They are manufactured to the most demanding conditions using superior quality materials and considering ease of assembly both onshore or on deck of support vessels. Designed for use for both inshore and offshore applications JFC’s modular designed buoys aim to set a new standard in floating aids to navigation. A member of IALA (Association of Marine Aids to Navigation and Lighthouse Authorities), JFC buoys and beacons are available in a wide range of IALA recommended colours and configurations. JFC have collaborated with internationally recognised Carmanah Sabik as trade partners, who are worldwide experts in supplying self-contained solar powered LED marine Lanterns for use with the navigation buoy range. JFC Marine have considered all aspects of the buoys life at sea which are designed and manufactured for the most demanding conditions using superior quality materials and considering ease of assembly both onshore or on deck of support vessels. They also boast excellent stability characteristics, power system versatility, and environmental credentials. By addressing key design criteria, JFC buoys can reduce costs and maximise service intervals. Safe access for maintenance personnel and ease of operation has been prioritised, as have all deployment, mooring, and retrieval requirements. “With our new buoy design and with the advances in technology we are now capable of adding new technologies and sensors to our buoys to provide real-time information to pilots at sea, information such as wave height, wind speed and water currents” commented Colin Concannon Head of Sales JFC Marine. JFC Marine will showcase to the international market their latest range of aids to navigation at the upcoming Oceanology International (Enterprise Ireland Pavilion 13 - 15 March 2018) and at the UKHMA Spring Seminar (21st March 2018). www.jfcmarine.com

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New virtual buoy solution eliminates the need of deploying marker buoys

PICTURES SHOW: (Top) Virtual buoys are placed at exact locations via a map display in the NaviSuite Perio software (Bottom) The NaviSuite Perio rack system encompasses dual computers, transmitters and UPS power supplies

Danish hardware and software engineering specialist EIVA has introduced a new system solution that offers an alternative way to ensure safe navigation by marking channels, shoals, wrecks, etc as well as during harbour expansions and other construction projects. NaviSuite Perio provides harbour and other waterway authorities with the possibility of replacing marker buoys with virtual buoys that are managed via a software user interface and never actually deployed - yet, they are still displayed to AIS users as actual buoys at a given location in the water. “NaviSuite Perio addresses a number of inconveniences related to the deployment of marker buoys. Most importantly, the cost of deployment and service of physical buoys is eliminated, not least as temporarily deployment is handled via only a couple of clicks, and a virtual marker buoy’s position is completely fixed, as opposed to having to accept it being affected by wind and currents,” comments EIVA CEO Jeppe Nielsen. With NaviSuite Perio, EIVA has applied AtoN technology, which is used in connection with AIS information on objects that are not vessels (such as marker buoys), in a somewhat alternative manner. An AIS transmitter is placed on land and broadcasts a number of virtual AtoN markers. In other words, it sends out signals containing ID, position, type, etc, just as if it was located at the position of the markers it simulates. AIS users cannot see the difference as the signals look like marker buoys at different locations on the navigation map. The locations of the virtual buoys are defined in the NaviSuite Perio software through a map display. The map also allows the user to choose if the position signals are activated or not, that is, whether the virtual buoys are ‘deployed’. It is also able to display existing navigation charts and aerial photo backgrounds and not least the 3D depth (bathymetry) data recorded by the relevant harbour authority during its latest survey. As a result, the position of each virtual buoy is defined with the highest possible accuracy. NaviSuite Perio is designed in accordance with IALA recommendation A-126 and supports all types of AtoN markings. It is supplied as a plug and play system and comes fully configured with software, dual computers and a UPS power supply. It comes standard to support 25 virtual buoys. However, 50, 75 and even more buoys can be provided. www.eiva.com

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3D printed hook passes load testing A 3D printed offshore crane hook has successfully passed 80mt load tests opening up the potential of the manufacturing technique to the marine industry. Huisman said that this is the first 3D printed crane hook of its kind to undergo such rigorous load testing. Crane hooks are typically manufactured by casting or forging techniques. The company says that 3D printing technology could easily become the ‘new future manufacturing technology.’ 3D printed components can provide a significant reduction in delivery time at a cost that competes with forgings and castings, but with a more consistent level of quality. Huisman actively employs the 3D printing technique ‘Wire & Arc Additive Manufacturing’ (WAAM) to produce mid-size to large components with high grade tensile steel, including a large four prong hook, with an own printed weight close to 1,000kg. WAAM can be used for crane hooks, but also allows Huisman to manufacture other components with complex shapes, short delivery times or local alternative material properties, to improve for example, wear and corrosion resistance. The company said that the positive WAAM test results will enable Huisman to manufacture reliable components that were physically impossible or commercially infeasible to produce before. In the foreseeable future, Huisman aims to further improve the WAAM process by reducing the cost price for this technique and to increase manufacturing capabilities up to items of 2,500kg. Huisman is a global supplier of technical solutions to the world’s leading companies in the oil and gas, renewable energy, entertainment and civil markets. www.huismanequipment.com

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Crane King delivers quayside marine cranes UK based Crane King Ltd have successfully supplied and installed the first 2 of 4 Iron Fist Telescopic quayside cranes, that will support Offshore Windfarm Operations for Orsted (formerly DONG Energy) at their Walney site. All cranes are mounted on purpose built pedestals and designed and integrated to meet the specific operational requirements of the client. Complete with the latest load limiting devices for both the crane and winch, the cranes are also individually regulated with their slewing to prevent collision. Although static and land based they are purpose built Marine Cranes, designed in accordance with DNV 2.2 and also adhere to the mandatory CE regulations. All cranes are operated via Radio Control with manual back up controls on the pedestal. Working with Orsted Project Engineers and on-site contractors, the engineering team from Crane King installed and commissioned the cranes within the projected schedule, enabling operations to commence as planned and without interruption. “We have been working hard over sometime to build a strong relationship with Iron Fist” commented Steve Fisher, Crane King’s Business Development Director. “The combination of our expertise in delivering projects to the marine industry and the quality of Iron Fist Marine Cranes has provided a strong and secure partnership. These latest orders from Orsted demonstrate the strength of this partnership and we take great pride in ensuring we deliver equipment and service of the highest standards”. Crane King specialise in the supply and support of marine cranes and deck equipment. The integration of Iron Fist Marine Cranes into dockyards ensures that the quality and longevity expected from offshore equipment is also delivered to the quayside environment. Crane King offers a complete ‘turn-key solution, working with the customer from concept and design, through to installation and training. www.craneking.com

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IC-M85E VHF Marine Radio with serious business features

Designed with a particular emphasis on commercial use the IC-M85E is a high-class business waterproof marine handheld that meets both marine and simple Private Business Radio (PBR) applications (an appropriate licence will be required). Compact and with a robust modern construction, the unit contains critical commercial features including built in voice scrambler ensuring private conversation and emergency features including Man down and lone worker function. The IC-M85E can be used for both marine and basic PBR applications. A simple push of a button changes the operating band between marine and PBR channels. Up to 100 free licenced business band channels are available for land use (146 - 174MHz). Wide/narrow channel spacing is programmable for each channel, and CTCSS and DTCS signalling is built-in. Channel group changing (Marine/PMR) or the scrambler function ON/OFF can be assigned in the multi-function button on the top panel. The Key lock function can be activated by holding the lock button. The IC-M85E also has a built-in voice scrambler, so if your communication is crucial it will be protected. The IC-M85E has three emergency related functions: Selectable MOB Alarm (when used with other IC-M85 radios), Man Down and Lone Worker functions. If one of these functions are activated, the radio automatically makes an emergency alarm. The IC-M85E is the most compact (56mm high 92mm wide 29mm deep) and lightweight (weight: 246 g (with BP290, FA-SC58V and MBB-3)) commercial grade marine and land mobile hybrid radio in the world (as of November 2017). Despite its compact body, the IC-M85E delivers 700 mW of loud audio. Clear communication is vital in noisy environments. The IC-M85E is built durably to endure 1 m submersion for 30 minutes and dust-tight protection. The radio also passes MIL-STD-810 specifications. To go with the commercial design and application, an extensive range of audio accessories are available including a full range of headsets, earphones and speaker microphones. The IC-M85E will be available from Icom stockists from mid January with a suggested retail price of Â£299.99 (inc.VAT). www.icomuk.co.uk

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£74bn potential savings for renewables developers New research highlights that tackling corrosion issues and developing new materials could save up to £74 billion for renewables developers by 2050. The research by North Sea Solutions for Innovation in Corrosion for Energy (NeSSIE) also indicates that there may be up to £72bn of untapped opportunities in the European wave, tidal and offshore wind energy supply chain. “It’s clear from this early work, that there are a wide range of technical solutions that can be deployed to great effect in the offshore renewables sector,” said Stefano Valentini, NeSSIE ASTER project manager, who led on the study. “The EU supply chain is at the forefront of subsea excellence and we are confident this will bring forth excellent solutions that will see the cost of energy coming down in offshore renewables.”

Economic potential Corrosion is an important concern for offshore energy developers. All marine structures face corrosion problems impacting on the operations and maintenance (O&M) costs along the global lifecycle. In the case of offshore windfarms, the O&M costs are typically around 15 to 30% of the total lifecycle, with corrosion issues a significant factor in these costs. The reports found that based on offshore renewable deployment estimations, anti-corrosion solutions and new materials could see potential developers saving over £14 billion for wave and tidal energy projects in the EU by 2050 and potentially over £60 billion of savings for offshore wind projects. The research aims to utilise the existing EU subsea supply chain and their knowledge to develop commercial solutions. www.nessieproject.com

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Streamlining of CETO 6 wave unit underway in UK Clean energy developer Carnegie Clean Energy, based in Australia, has made further progress with the design of its CETO 6 wave energy technology which is now ready for wave tank testing activities at the University of Plymouth in the UK.

PICTURES SHOW: (Top) The CETO 6 wave energy unit (Lower) Earlier version of CETO technology - the CETO 5

The CETO design team has been progressing the CETO unit architecture design, including the modelling, to establish the optimum physical implementation of the power take-off (PTO) inside the Buoyant Actuator (BA) to maximize power and facilitate construction for the Albany Wave Energy Project (AWEP). Testing campaigns to validate preferred PTO designs are currently under development, while further design and analysis of the CETO Unit performance has been undertaken across the range of expected sea states at the Albany site to achieve the best BA geometry for power production, load optimization and manufacturing, local logistics and operating costs. The optimized BA geometry is now proceeding to wave tank testing at the University of Plymouth in South West England. A tank testing campaign at 1:20 scale is underway to test the preferred geometry and power take off design for CETO 6 and the validation of the computational work undertaken for the Albany as well as at Wave Hub, in Cornwall, UK. CETO 6 builds on Carnegie’s decade long development of CETO technology, and over the past two years, incorporates internal and external collaboration efforts as well as significant time and resource investment to deliver a step change in performance. The CETO 6 design builds on intellectual property first lodged by Carnegie in 2013 incorporating on-board power generation and multiple moorings and power take off (PTO) modules. When it comes to other research and development activities, Carnegie said it completed further Computational Fluid Dynamics (CFD) numerical simulations for estimation of the power, loads and motions of CETO 6 at Albany. This work supports the load and motions case that will feed into final design specifications for components such as the foundations. Also, a wave to wire model of the CETO 6 technology at Albany is also being developed using Mathworks products. Virtual prototyping such as this reduces risk and fosters innovation because it allows the rapid testing of novel ideas and cost-effective understanding the dynamic behaviour of specific components. In addition, a design load calibration methodology is also under development. “There is currently no wave energy converter (WEC) design standard the industry can directly rely on to define a relevant safety factor. The method developed is a statistical approach based on extreme value analysis to define the relevant design load. This aims at ensuring the design load considered delivers the appropriate level of safety without being overly conservative and therefore adding unnecessary cost,” Carnegie stated. This work is being developed in collaboration with University of Western Australia via the Wave Energy Research Centre (WERC). Further work has been performed to develop a system level Failure Mode and Effect Analysis (FMEA) building on best system engineering practice for Albany wave project to ensure early identification of potential failures and triggers the implementation of relevant mitigation actions. www.carnegiece.com

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Bibby Marine Services secures OSJ Offshore Renewables Award with Damen SOV

Bibby Marine Services has been awarded an Offshore Support Journal (OSJ) Offshore Renewables Award for the Bibby WaveMaster 1. The vessel is the first Damen Service Operations Vessel (SOV), a unique, purpose-built vessel for the deployment and retention of offshore support and maintenance personnel. The award is presented to a company, product or project that has made a significant contribution to the development of the offshore renewables market during 2017. In nominating the vessel for the award, OSJ stated: “Of the SOVs that have recently entered service, one of the most noteworthy is Bibby Marine Services’ Bibby WaveMaster 1. Although primarily intended for the offshore wind industry, this vessel is well suited to work in the offshore oil and gas industry, as contracts already awarded make clear.” It pointed out the vessel’s height adjustable walk-to-work gangway with a six-step elevator for 100% stepless access and what it called “an innovative design that has been customised in order to ensure that windfarm technicians – or oil and gas maintenance personnel - can directly access the ship’s gangway from the warehouse areas.” Damen Director of Business Development and Market Intelligence Peter Robert said, “On behalf of Damen I congratulate Bibby Marine Services on receiving this prestigious award. It is a confirmation of the vessel’s robust capabilities to provide support to the offshore renewables market - and indeed to the offshore industry as a whole - and a testament to Bibby’s forward-thinking approach to the market.” www.damen.com

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SEARCH AND RESCUE PILOTS SUPPORT THE USE OF SMOKE FLARES

AS THEY PROVIDE A VISUAL INDICATION OF WIND STRENGTH AND DIRECTION AT SURFACE LEVEL

THE COMET AND PAINS WESSEX MOB LIGHT AND SMOKE SIGNAL

56M

IS CERTIFIED TO BE MOUNTED AT HEIGHTS

UP TO

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PAINS WESSEX AND COMET DISTRIBUTORS

SITUATED IN 70 COUNTRIES AROUND THE WORLD

THAT REACHES AN ALTITUDE OF 300M AND BURNS FOR 40 SECONDS.

SOLAS TESTING REQUIRES SIGNALS TO BE TEMPERATURE CYCLED FROM

-30C TO +65C FOR 10 DAYS

PYROTECHNIC MARINE

DISTRESS SIGNALS

CANNOT BE

EXTINGUISHED ONCE IGNITED EVEN WHEN IMMERSED IN WATER

W I N D FA R M S ,

R E N E WA B L E S

C R E W

T R A N S P O R T

New research is testing scour effects on offshore substation jackets Offshore wind farms are getting bigger, and are increasingly being located further offshore in deeper waters, creating new challenges for their design, maintenance and operation. Key to their successful operation is the offshore substation, the gateway for the transport of energy to the mainland via undersea cables. New research being carried out by the University of Rostock and HR Wallingford is assessing the development of scour around substation jacket foundations to provide new insights for the University of Rostock in research funded by the German government. As the hub of an offshore wind farm’s energy export, connecting each individual wind turbine to the grid, the stability and integrity of the substation jacket and its cables is vital to successful windfarm operation. Failure or damage to the substation could mean lost transmission for the entire wind farm, with repair costs and loss of revenue running to tens of millions of euros. Physical model tests allow for the effects of scour to be accurately assessed under realistic conditions in the laboratory, which can be used to inform and optimise jacket design. Dr Peter Menzel, from the Sediment Transport Research Group at the Chair for Ocean Engineering at the University of Rostock, said: “For these scour tests, we have provided two models of steel jacket foundations at a scale of 1:60. The data we are gathering in HR Wallingford’s world-leading facilities is deepening our understanding of the effects of scour on offshore substation jackets in the German sector of the North Sea where substantial offshore wind development is both ongoing and being planned.” Prof. Richard Whitehouse, Chief Technical Director, Sediment Dynamics at HR Wallingford, said: “We welcome the opportunity to work with the University of Rostock on this new research. Studying the time development of scour around substation jacket foundations allows us to build on our existing knowledge of marine scour processes to the design benefit and operational management of offshore wind farms.” Results of the scour research will be published following completion of the programme. www.hrwallingford.com Pictures show: Physical model testing of offshore substation jackets in HR Wallingford’s Fast Flow Facility for the University of Rostock at a scale of 1:60.

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Global marine science and

ocean technology community

gather in London

ExCel, London 13 – 15 March 2018

Oceanology International 2018 (Oi18), is the world's premier conference & exhibition for marine science and ocean technology and is set to welcome even more international exhibitors and visitors than ever before. Expected to be the largest edition yet in the 49-year history of the event, Oi18 has over 500 international exhibitors booked and visitor registration is on track to beat the record 46% overseas attendance achieved at Oi16. Central to Oceanology International’s growth is global recognition that the London edition is a must-attend meeting point for commercial, government and academic organisations operating in diverse ocean industries, regardless of where they are based. With over 8,500 m2 occupied by 520 exhibiting companies from 33 countries, Oi16 was the most successful edition of the event so far, with 59% of exhibitors representing 80+ countries in Europe, Asia, the Americas, Africa and the Middle East. Reed Exhibitions is expecting to accommodate an even larger international element to Oi18 and has ensured that all the tools are in place to make attending easy and cost-effective, including an extensive digital Exhibitor Hub, MyEvent networking tools for visitors, pre-arranged 1 to 1 meetings, an online accommodation booking system and the OceanSocial networking events all within easy reach of London’s transport connections and hubs. The Oceanology International portfolio of events also includes the Oi Americas and Oi China exhibitions, and offers a series of global forums where industry, academia and government share knowledge and connect with the marine technology and ocean science community, sourcing technology and solutions and improving their strategies for measuring, exploiting, protecting and operating in the world’s oceans. Explaining why exhibiting at Oi18 is important, Krista Brunette, Marketing Coordinator for oceanographic instrument manufacturer RBR Ltd in Canada said: “It’s by far one of the biggest shows. With a wonderful group of exhibitors, it really draws in a large international crowd. Exhibiting at Oi 2018 allows us to connect with many of our customers, and other industry professionals. It also allows RBR to be discovered by visitors, perhaps considering our instruments for future projects and deployments." Allan Nygård Bertelsen, Managing Director of Copenhagen Subsea, Denmark, said: “We are returning to Oceanology International 2018 as the 2016 event in London was a great place to meet potential customers. It was also a perfect exhibition for us to be able to showcase our products to the correct markets.” Daryl Tze Kong Lee, Marketing Coordinator for Advanced Navigation, an Tel: +44(0) 2392 472710 Australian company that specialises in the manufacturing and development Mob: +44(0) 7850 473713 of navigation technologies, said: “We are returning to exhibit at E-Mail: info@fdsukltd.com Oceanology International 2018 because navigation and positioning is Web: www.fdsukltd.com critical to many of our marine customers. Therefore, we feel that Oceanology gives us the right exposure and opportunities to connect with potential customers in this market.” Diver R.O.V. & Crane Operated Dredging Systems. Multipurpose & David Ince, Oceanology International Event Manager, Reed Exhibitions, Mini dredging systems for the removal of fines, silt, mud’s, drill cuttings, said: “It is exciting to see so many international exhibitors and visitors sand, grit, gravel, shingle, shale & general debris. Suitable for confined space operations or locations where access is a problem. All on-shore signing up for the show. We have extensive representation from overseas civil applications. Shallow & deepwater offshore support operations. exhibitors from all over the world who recognise the diverse technical and Renewables. Complete ready to use self operational systems available geographical scope, which enables them to expand their visibility to for use worldwide. Stillage packed or deepwater offshore containerised potential customers in a global forum. 95% of stand space is booked, but units. Long & short term rentals. Sales. Wide scope of operations. there is still time to get involved and join the global community in London .” Lightweight, road & air transportable environmentally friendly units.

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www.oceanologyinternational.com

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t a e e s o What t E X H I B I T I O N

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Abyssal SA Stand: M151

Subsea Solutions for Remotely Operated Vehicles (ROVs) in the Oil & Gas, Marine Renewable and Underwater Mining industries. Our 3D and Augmented Reality technologies enable offshore and onshore personnel to perform safer and more efficient ROV Operations. www.abyssal.eu

Hypack Stand: F301 Hypack, a Xylem brand/YSI is located in Middletown, Connecticut. It has been serving the marine and hydrographic community since 1984. With over 25 years of experience and over 10,000 users worldwide, HYPACK has become a leading developer of hydrographic and dredging software in the industry. www.hypack.com

3D at Depth, Inc Stand: G250 3D at Depthâ&#x20AC;&#x2122;s advanced subsea LiDAR (SL) laser systems and survey support services help measure, map, and evaluate underwater assets, resources and environments. Every laser system delivers precise, repeatable, millimetric, 3D point clouds for high accuracy underwater surveys. www.3datdepth.com

Alicat Stand: D300 Alicat are specialist providers of bespoke marine & engineering services. These services include shipbuilding, full service boat repair, boat refit, workboat build, carbon & stainless steel fabrication, precision engineering, project management, bespoke marine electricals and hydraulic services. www.alicatworkboats.com

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Remote controlled fireboat for port blazes Canada based naval architects and marine engineers Robert Allan Ltd., and international marine technology specialist Kongsberg Maritime are collaborating on the development of a radically new remotely-operated fireboat that claims to allow first responders to attack dangerous port fires more aggressively and safely than ever before. The un-crewed RALamander fireboat will offer in-close firefighting and ‘eye in the fire’ capability that keeps marine firefighting professionals out of harm’s way. Fires involving containers, petrochemicals, shore-side structures or vessels can be attacked more quickly in situations where toxic smoke or explosion risk may delay or even prevent manned assets from responding effectively. RALamander can serve as a force multiplier with conventional firefighting assets, or be deployed on its own. The Kongsberg Maritime control & communications system will feature a robust high-bandwidth, low latency wireless link to a semi-portable RALamander operator console that can be located on a manned fireboat, or other vessel of opportunity such as a tug or pilot boat. In common with other Kongsberg autonomous control systems, the versatile architecture of RALamander’s control system will leave the door open to a range of autonomy levels, which are configurable or future-upgradable to suit the operator or port’s evolving needs. The first in the series, the 20m RALamander 2000, will be equipped with FiFi1 capability with a total pumping capacity of 2400m3/hr with optional foam. A retractable mast can bring one of the three monitors to a high point of attack for shipboard or dock fires. A range of auto functions is planned for firefighting, including dynamic positioning, water spray target holding, and ‘line protection’ where RALamander automatically moves back and forth along a line while directing protective spray cover on shore structures or vessels threatened by a fire. A low-profile design also makes it possible to attack under-wharf and marina fires remotely. If a burning vessel poses a threat to its surroundings, RALamander can be used to tow it a safe distance by means of its Grapnel Emergency Towing (GET) system. RALamander’s versatility may also offer new ways to maintain and operate a port firefighting asset. Since RALamander can be operated from a safe stand-off distance during an incident, commercial entities such as tug or pilot boat operators may be in a better position to offer fire protection services to a port since personnel are less exposed to risks. Drawing together Robert Allan Ltd’s extensive fireboat design experience and Kongsberg Maritime’s world-leading expertise in control, communications and sensing in marine applications, RALamander 2000 represents a significant step-change and improvement in port firefighting capability and safety. With maximum flexibility built into the design from the start, the RALamander series will offer all the advantages of remotely-operated fire response in a customisable system to suit a port’s needs for capability and cost. www.ral.ca

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Texas LNG’s Marine Traffic Suitable for Port of Brownsville The United States Coast Guard has affirmed the suitability of the Brownsville Ship Channel for Texas LNG’s marine traffic. In a Letter of Recommendation issued to the Federal Energy Regulatory Commission (FERC), the USCG Captain R.A. Hahn, Captain of the Port, Corpus Christi, Texas, said that the Brownsville Ship Channel is considered as suitable for ‘accommodating the type and frequency of LNG marine traffic associated with this project.’ The Letter of Recommendation was issued after the USCG reviewed the information in the applicant’s Letter of Intent and Waterway Suitability Assessment and completed an evaluation of the waterway in consultation with a variety of state and local port stakeholders. In its review of Texas LNG’s Water Suitabilitity Assessment, the Coast Guard addressed public comments that raised a number of issues, including safety, security, potential environmental impacts, economics, public outreach, and physical characteritics of the ship channel. In addition, the Coast Guard considered not only Texas LNG’s expected LNG carrier traffic, but also recognized other traffic transiting through the channel including offshore rigs, aircraft carriers, fishing vessels, recreational vessels, towing vessels, non-piloted barges, as well as potential traffic from other proposed LNG projects. The Coast Guard concluded that the waterway is suitable to handle current and anticipated incremental traffic from the Texas LNG facility. The Texas LNG facility is being designed to accommodate LNG carriers with nominal LNG capacities up to 180,000 m3 and dimensions on the order of 977 feet long and 151-feet wide. The Brownsville Ship Channel has a current depth of 42 feet, with full U.S. Congressional authorization to deepen its channel to 52 feet. The total inbound transit from the Gulf of Mexico sea buoy (pilot boarding area) to the future Texas LNG terminal berth is approximately seven miles (11 km). This is a notable advantage over most other proposed US LNG projects in Texas, as well those in Louisiana, where transit distances can be significantly longer. Full FERC approval and Final Investment Decision (FID) for the development of the Texas LNG liquefaction project in Brownsville, Texas, are expected in 2019, and first phase production of 2 million tonnes per annum of LNG is expected to begin in 2023. www.portofbrownsville.com

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6.2 million containers for Port of Columbo In December last year, Sri Lanka’s Port of Colombo celebrated reaching a staggering 6.2 million containers for the first time in the port’s history. The port recorded a 16.4% year-over-year increase in its total container throughput as it handled 564,155 TEUs in January 2018, compared to 484,866 TEUs seen in the corresponding month a year earlier. In addition, container volumes at the Sri Lanka Ports Authority (SLPA) controlled terminals rose by 24.8% to 194,688 TEUs in January 2018. Transshipment operations at the Port of Colombo also showed a 20.4% YOY increase. Together with the Jaya Container Terminal (JCT), South Asia Gateway Terminal (SAGT) and the Colombo International Container Terminal (CICT), the Port of Colombo recorded 436,303 transshipment TEU operations in January this year, against 362,451 TEUs reported in the same month of 2017. The number of containerships, conventional cargo vessels, other cargo vessels and ships for repairs and bunkering also increased to 388 vessels in January 2018 from 339 in the same period of 2017. The port’s January figures show that a total of 332 contained vessels called at the Port of Colombo, against 304 boxships a year earlier. SLPA has prepared a three-year development plan in an effort to further increase container volumes. These developments are aimed at making Colombo the maritime center in Asia, according to the port authority. www.slpa.lk www.marineandmaritimegazette.com

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Further expansion for German port

The latest overseas investor in Brunsbüttel is The Yara Group from Norway, endowing €28 million into a new production plant in the expanding German port. The new plant, in Brunsbüttel’s Ostermoor harbour, has taken less than three years to build and is one of five such enterprises worldwide for the Norwegian firm. It is however billed as the biggest plant for the manufacture of AdBlue - a solution that is injected into diesel vehicles and machinery, turning NOx emissions into harmless water vapour and nitrogen. Ostermoor Hafen is one of three harbours owned by the nearby Port of Brunsbüttel, which stands at the junction of the Kiel Canal and the Elbe Estuary. The Yara plant has been designed for an annual production capacity of 1.1 million tons which the Norwegians say is enough to remove about half a million tons of NOx emissions a year – or roughly the annual emissions of the entire road transport sector of Germany, Austria and Switzerland. The new plant has a new deep sea ship loading berth in the Ostermoor Harbour and a fully automated truck loading station operating around the clock with a digitalized unmanned gate and 17,500 m3 storage tank for AdBlue. Ostermoor Harbour was built back in 1975 as a supply and waste management facility for adjacent industrial concerns which include, as well as Yara, Covestro and TOTAL Bitumen. Handling facilities for ammonia, urea, crude oil and a range of chemical products are run by the companies themselves on leased harbour sites. Yara built and financed its own Ostermoor waterside facility. Frank Schnabel, Managing Director of Brunsbüttel Ports, commented that the investment by Yara and its production expansion in Ostermoor had provided ‘a strong boost’ to business in the region. He continued: “This means that large volumes of locally produced products can be loaded onto ships and transported by ship to customers. As a result of these additional cargo volumes we expect to see further growth in the Ostermoor Harbour”. The harbour is not the only place where Brunsbüttel Ports are expanding - in the facility’s Elbehafen is Germany’s biggest ever LNG bunkering operation. Further bunkering operations are also planned. The Belgian hopper dredger Scheldt River, working on the Elbe, took on 85 tons of LNG from five Nauticor tanker trucks. In 2017 the three harbours in Brunsbüttel turned round 13 million tons of cargo, a good 10% more than in the previous year. www.brunsbuettel-ports.com

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Polarcus takes

possession of two

vessels

Polarcus has taken over ownership of Polarcus Nadia and Polarcus Naila following the finalization of extensive restructuring. In January 2018 Polarcus launched an equity private placement and announced a financial restructuring, which was subject to the satisfaction of certain closing conditions, including the final documentation for the new fleet facility to finance the acquisition of two vessels for an aggregate purchase price of USD 75 million. The company has now drawn down the full amount of the new fleet facility, namely USD 74,94 million, paid the balance of the purchase price in cash and has taken delivery of the N-Class vessels. The vessels have been operated by Polarcus under long-term leases since delivery in December 2009 and February 2010 respectively. The long-term leases have been terminated simultaneously with the delivery of the N-Class vessels, the company explained. In addition, Polarcus has received a Letter of Intent from an undisclosed client for a broadband 3D marine seismic acquisition project in Central America. The project is due to start in the second quarter of this year and will run for approximately two months. The company did not disclose the value of the contract nor the name of the vessel that will conduct the work. www.polarcus.com

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Can your bollards deal with this?

The vessel and mooring line raises the question: Are your bollards fit to take this?

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