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Tonymercury Sir Nigel Gresley

Location: Botany NSW

The 'All American' Research Vessel Delivered

By Alan Haig-Brown

Wednesday, April 25, 2012

 



 

At 134-feet (40.8 meters) in length the research vessel Sea Scout is the largest catamaran built by All American Marine in Bellingham, Washington and the largest vessel designed by Nic deWaal’s Teknicraft Design of Auckland New Zealand. With its length and 37-foot 4-inch beam, this is not only a large vessel it is, as C&C Technologies Survey Services newest vessel, a highly sophisticated and complex craft.

A vessel such of this has a dual personality. The first being a crewed vessel designed to get from place to place in an efficient manner. The second is to support a team of technicians with specific goals. As a purpose-designed craft, the Sea Scout has some interesting innovations.   A large clear after deck is fitted out to take C&C’s custom built containers for storage and operation of their autonomous underwater vehicle (Konsberg Hugin AUV CSIV). A large stern gantry (14,000 pounds, 16-foot swing and 8-feet clear over stern) and smaller side gantry are designed to facilitate the deployment of the AUV and other instruments. A Morgan Marine Crane is mounted starboard-side and is capable of lifting 4,158 pounds at a 36.75-foot extension. Deck equipment also includes a side scan sonar winch (Klein 5000), a coring winch (piston & box), and a CTD winch with water sampling rosette. 

With four propulsion engines, the Sea Scout can make 28 knots and cruise economically at 20 knots. This is great for getting to and from jobs in the offshore oil and gas industry but for much of the time the boat will be working at speeds under ten knots. To meet these variables, the boat has a 1600 HP 32C ACERT and a 553 HP C18 ACERT Caterpillar engine in each hull. Each engine turns a prop so that for commuter-speeds all four engines can be employed while for slow speed survey work the two small engines will do the job with significant fuel savings. 

Fitting multiple engines into the narrow twin hulls of catamarans always presents challenges. The designers of the Sea Scout have an elegant solution. The larger engines are set forward in each hull with an ultra-light weight carbon fiber shaft running aft from the ZF 3055A gears (2.25:1) to the propellers. A generator set is mounted laterally across the hull just aft of the big engine on an elevated platform. At a lower level and aft of that, the smaller engine is mounted with a carbon fiber shaft running forward to a ZF550 V-drive gear mounted in space under the gen set in such a way that the propulsion shaft can pass back under the engine to its propeller. A shaft brake is mounted on the tail shaft to lock up the propeller when not in use. ZF provided all components from the engine flywheels aft to the rudders as well as the control system. 

Sea trials have shown that locking the smaller shafts can cause greater fuel consumption at some speeds when running all four engines. With this complexity of propulsion it is likely that it will require some experimentation to find the optimum combination for various speed and survey requirements. Capt. Jeramie Rivette will pilot the vessel from the builders in Puget Sound south through the Panama Canal and up to Louisiana. He is expecting to cruise at about 15 knots on the voyage. He reports that sea trials showed, that making 23 knots with all four engines, fuel consumption was 180 gallons per hour but dropped to just 60 gph at 15 knots. 

On arrival in the Gulf of Mexico the Sea Scout will begin work under contract to NOAA mapping near shore sea bottom. With a 37.4-foot (10.8-meter) beam there is room to provide good accommodation for a total of 26 people; the vessel crew will typically be four people plus a cook. This leaves up to 21 bunks available for survey technicians.  To feed this many people the boat has a good size galley and mess area. The vessel will also carry a cook, Mark Quinney, who is well versed in Louisiana style cooking from gumbo to pralines and fried chicken. To work off the calories, one of the hulls is fitted with a small gym with its own shower. 

Aft of the wheelhouse on the second deck, the scientific lab supports an array of computer screens that display the feed from the transducers mounted on a special section on each hull. Initially these include a Simrad EK60 38Hz fisheries sounder, (2) Odom MKIII single beam (200/24 kHz), Kongsberg EM30002D multibeam sounder (in Wesmar retractable hoist), Kongsberg HiPAP 501 USBL acoustic positioning system, Kongsberg Geopulse sub-bottom (profiler 4x4 array), Accommodations for Kongsberg EM302 2x4 multibeam sounder. 

Vessels doing extensive sonar surveys benefit from an ability to reduce the number of engines operating – either diesel-electric or, as with the Sea Scout, a pair of smaller propulsion engines. Of equal importance is a hull that will not set up turbulence that could interfere with the sonar signals. The Sea Scout has pods mounted on the bottom of each hull below the keel. These contain cavities into which the various transducers listed above, are fitted. Wiring then brings the signal directly to the operations room. Lab equipment includes (2) C-Nav 3050 BPS receivers plus C-Navigator control unit, a Coda F180 Inertial navigation unit, a Kongsberg MRU5 (for HiPAP) and (2) YSI velocity sensors. 

For specialized transducers that may be required by chartering parties, a leg that can be raised and lowered through an opening in the deck just aft of the main house can be used. 

Offering a wide range of geophysical services to government and industry in the Gulf of Mexico and Brazilian waters, C&C Technologies has a great depth of experience in defining successful hull forms. There are two interrelated criteria for which Teknicraft designed the Sea Scout hulls. A clean flow of water over the keels and transducers assures an accurate recording of data. At the same time, maintaining this clean flow at increased speed reduces the cost of collecting data. For inshore work, a shallow draft is also desirable. The Sea Scout meets these demands with a relatively shallow 6.5-foot ( 2-meter ) draft and two finely shaped hulls each capable of supporting an array of transducers. The decision was made not to install bow thrusters on the vessel. Although this precluded dynamic positioning, it was felt that the thruster tunnel would create turbulence on the bow that could distort data collection. 

The extensive experience of C&C (http://www.cctechnol.com/) combined with the Teknicraft  design ( http://www.teknicraft.com ) and the ability of All American’s aluminum building expertise (www.allamericanmarine.com/ ) will make the Sea Scout one of the more noteworthy vessels of the year. 

 

 

NameSea Scout

OwnerC & C Technologies

DesignerTeknicraft Design Ltd.

BuilderAll American Marine (AAM)

Length134 ft.

Breadth37 ft.

Main engines2 x Caterpillar C32 ACERT (1600 bhp)

2 x Caterpillar C18 ACERT (553 hp)

GearsZF

HiPAPKongsberg

AUVKongsberg

Cruising speed26 knots

Fuel capacity11,000 gal.

Berths26

ClassABS

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

HOUSTON, TX, Apr 26, 2012 (MARKETWIRE via COMTEX) -- The Energy Division of General Electric Company will host a tour on June 6 for delegates of Zeus Development Corporation's LNG-Fueled Marine Seminar to review a remarkable new high-speed propulsion system to be fueled with liquefied natural gas (LNG). The state of the art water-jet system is being manufactured for the 100-meter Buquebus catamaran, which will transport up to 1,000 passengers between Buenos Aires, Argentina and Montevideo, Uruguay, at speeds up to 50 knots (57.5 miles per hour).

"Catamarans have become the favored design for fast ferries due to their stability at high speeds," said Bob Nimocks, president of Zeus Development Corporation. "This is the first application worldwide that will use LNG. We're fortunate that GE is hosting this tour."

More than 60 high-speed catamarans transport thousands of passengers daily around the globe, at least 16 of which operate in the United States. Their traditional fuel is marine diesel.

"LNG offers superior performance because it contains more hydrogen than diesel or heavy-fuel oil," Nimocks said. "LNG's cold temperature also offers an opportunity to cool charge air to achieve even higher efficiencies."

Since the 1970s, designers of catamarans have increased their lengths from some 20 meters to more than 115 m currently. The world's largest, the Stena Line, is capable of speeds in excess of 60 knots (69 mph).

At GE's East Houston turbine facility, participants will be able to see the LM2500 dual-fuel system and learn of the latest advancements in efforts to fuel more ships with LNG. Speakers during 1.5 day meeting following the tour include representatives from Lake Michigan Carferry, Trinity Offshore, LLC, DNV, Argent Marine, Waertsilae and Man Diesel & Turbo. Representatives from General Dynamics NASSCO, IPR-GDF SUEZ North America, J.E. McKechnie LLC, John W. Stone Oil, Martin Energy Services, Repsol Energy, RRJ Management, and Shell Oil are among the participants.

More information is available online at http://www.zeusintel.com//LFMAC2012 .

 

 

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

PARIS, April 26 (UPI) -- The French military's procurement agency DGA has taken delivery of another Mistral class catamaran landing craft.

The Engin de Debarquement Amphibie Rapide (EDA-R 3) is the second navy vessel received this year. It is about 95.5 feet long, 39 feet wide and can reach a speed of 18 knots when fully loaded.

The catamaran landing craft is based on a concept patented by the French group CNIM. It acts as a fast catamaran in transit mode but becomes a flat-bottomed ship for beaching operations or for entry into the well deck of an amphibious ship.

DGA said two Mistral class amphibious ships now being built for the navy will be able to carry two of the catamarans each.

The vessel delivered this month is the second this year. A fourth EDA-R is scheduled for delivery to the agency in 2012.

The first EDA-R produced and delivered took part in U.S. multinational military exercises in January and February, operating with a French navy amphibious vessel.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

TONAWANDA - There may be a new buzz on the waters of the Niagara River this summer.

If approved by the Tonawanda Common Council May 1, CraigCat Boats of Niagara will offer self-guided tours on their E2 Elite catamarans. The two-person craft would travel up and down the Niagara River and Erie Canal, stopping at various historical points and places of interest over a two-hour journey. 

Kenneth Knight and his brother John came up with the idea after spending time on a similar tour in Mt. Dora, Fla., near Orlando. So impressed with the crafts and the tours, the brothers became CraigCat dealers, with an outlet in Grand Island.

“We had gone to Florida last year. We saw them, and we fell in love with them,” John said.

Having grown up on the waters of Western New York, Kenneth thought the idea of similar tours along the river and canal would be a perfect summertime plan for those who don’t own boats and rarely get out onto the water.

“You don’t need any special license. It’s considered an open boat. You’re not required by law to have a life jacket,” he said. I’m really hoping to get people excited in Western New York about this.”

The 250-pound catamaran would top out at around 30 mph, and can be easily maneuvered by those on board. The craft includes a throttle and a handle that controls turns. The Knight’s pitched their idea to the Tonawanda Common Council last week, and Mayor Ronald Pilozzi said he and the rest of the officials were impressed with the idea. If approved, Pilozzi said the tours will be a nice addition to what is planned for the waterfront.

“We are currently in the process of building the new Niawanda Park pavilion, a kayak launch at Eastern Park and some electrical upgrades along Gateway Park. The CraigCat project will be a welcomed addition to what our city has to offer its residents and visitors,” he said. “It also has the added incentive to bring people to our downtown business district. I look forward to working with the Knight brothers… to make this a success.”

We’re anxiously awaiting the vote of the common council on May 1 in order to move the project forward,” Kenneth added.

While they wait for the final approval of the council, the Knight’s continue to plan for a possible mid-June launch date. Between four and five crafts would be on hand for two daily tours during the week, with a possible early Saturday morning tour as well. 

“We don’t want people who are new to boats getting scared. The boats are very safe,” John said. 

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

USNS Spearhead (JHSV 1), the innovative high-speed catamaran transport ship under construction by shipbuilder Austal in Mobile, Alabama, successfully completed Builder’s Sea Trials (BST) on April 19 in the Gulf of Mexico. The trials encompassed over 50 demonstration events that enabled the shipbuilder to rigorously test the ship and all of its systems in preparation for final inspection by the United States Navy before delivery.

Notable achievements during the trials included a demonstration of major systems along with first-of-class standardization and maneuverability trials, reaching a top speed in excess of 35 knots.

A series of high-speed ahead and astern maneuvers in the Gulf of Mexico demonstrated the effectiveness of the ship’s four steerable waterjets. In the course of repeated high-speed turns the ship demonstrated the stability and agility of the catamaran hullform, with the JHSV exhibiting virtually no heeling motions throughout the radical turns.

Upon returning from the full-power trial, Joe Rella, President and Chief Operating Officer of Austal USA, remarked:

“The successful first run trials for this prototype vessel validates the quality and reliability of Austal’s shipbuilding know-how. I have never witnessed a more problem-free Builder’s Sea Trial than USNS Spearhead’s. The global Austal organization successfully participated in the design, procurement, and production of this ship with a great outcome, all being accomplished while locally, Austal USA continues to hire new workers and expand our facilities. This is a telltale sign of the dedication of our team of shipbuilding professionals.”

Austal is currently under contract with the U.S. Navy to build nine 103-meter JHSVs under a 10-ship, US$1.6 billion contract and five 127-meter Independence-variant Littoral Combat Ship (LCS) class vessels, four of which are a part of a 10-ship, US$3.5 billion contract.

For the LCS and JHSV programs, Austal, as prime contractor, is teamed with General Dynamics Advanced Information Systems, a business unit of General Dynamics. As the ship systems integrator, General Dynamics is responsible for the design, integration and testing of the ship’s electronic systems including the combat system, networks, and seaframe control. General Dynamics’ proven open architecture approach allows for affordable and efficient capability growth as technologies develop.

Austal has grown into one of southern Alabama’s largest employers with over 2,800 employees on staff hailing from the Mobile Area, Mississippi, Florida, and beyond. Under the current workload, Austal expects to employ over 4,000 Americans by the end of 2013.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

A secret chapter in American naval research could soon reach an ignoble close when a rusty barge and its once-classified contents leaveSuisun Bay for the scrap heap.

Slipping through the sea like a black mirage on catamaran legs, the 164-foot Sea Shadow looks like something Darth Vader might fly. It is the world's only ship built to be invisible, assembled secretly in Redwood City in 1985 by the U.S. Navy and contractor Lockheed Martin at an estimated cost of $50 million.

Sea Shadow's purpose was to test radar-cloaking technology and other naval engineering innovations. Many of its breakthroughs can be seen in present-day Navy warships.

Even at nearly 30 years old, Sea Shadow remains the most radical ship afloat.

"You take the propellers off it and that thing could really double as a spaceship in any science fiction movie," said Bruce Ecker, a San Pedro photographer who has documented the ship. "It looks secret. You want to go and rattle the doorknob on it just to see if you can get in."

Sea Shadow's rise and fall is a rare peek into the vast and complicated workings of the American military industrial machine. It is just one of many marvels hatched by the Pentagon to give the nation an edge in warcraft, then cast aside when the battlefield changed, the money ran out, or the admirals simply wanted to try out something else.

In this case, that quest for an edge produced a ship that really seized the imagination.

Yet Sea Shadow's days are numbered: In an auction set to close Friday, the Navy hopes to find a bidder who will buy the ship merely for its scrap value. This comes after the Navy spent six fruitless years trying to give the ship to a museum.

"While several letters of interest were received … our only disposition option is dismantling and recycling," said Navy spokesman Christopher Johnson.

Sea Shadow was conceived during the waning years of the Cold War, when America was looking for a tactical edge against Russia. The Pentagon directed billions of dollars into stealth technology, particularly the ability to hide weaponry from enemy radar.

The first successful product from this laboratory was the F-117 Nighthawk, a Stealth attack jet built by Lockheed Martin, which became operational in 1983. Two years later, Lockheed got another secret contract to apply the same ideas to America's naval fleet, and Sea Shadow was born.

The primary goal was to find out if an entire oceangoing ship could be made to vanish from enemy radar, as well as to test innovative ship controls and hydrodynamic principles.

At Lockheed Martin's secret island shipworks along a San Francisco Bay slough, near Highway 101 in Redwood City, the company repurposed another clandestine relic to start the project.

The Hughes Mining Barge-1, or HMB-1, is a one-off submersible barge built as part of a 1974 CIA mission to lift a sunken Russian submarine from the Pacific Ocean seafloor. It was a companion for the Glomar Explorer, a much larger ship that did the heavy lifting.

The barge had one purpose: To hide the giant claw that the Glomar Explorer would use to grab the Russian sub. When the mission took place, the barge was towed out to sea and submerged. Its retractable roof was opened, and the Glomar Explorer maneuvered above it to lift the claw into its belly.

Because Sea Shadow also had to be kept under cover, the barge – as long as a football field – would prove to be the perfect factory floor and long-term garage.

 

Phantom on the water

 

The stealth ship was actually built in sections by different contractors so that none would know its entire shape. The sections eventually had to be welded together, and as each became ready, it was lowered through the retractable roof on the barge. Then the roof was closed up tight again to avoid the prying eyes of Russian spy satellites arcing overhead.

 

Sea Shadow's most notable design feature is its angular shape. Head-on, it looks like the letter "A" skimming across the water on its two splayed legs.

The design is a drastic departure: Virtually every other warship at sea has vertical sides to accommodate lots of crew and weapons. Sea Shadow's sides tilt in toward each other, which restricts interior space – it has bunks for just 12 – but also scatters radar signals.

The ship is coated with radar-absorbent materials, the details of which remain classified, said S.K. Gupta, a retired Lockheed engineer who was Sea Shadow's test director from 1988 to 1995.

"We operated with impunity," said Gupta, who lives in Pleasanton. "We could take anybody down at night."

The ship, of course, was not truly invisible to the naked eye. But it was difficult to see at a distance even in daytime because of its low profile. At night, its flat-black paint made a visual sighting nearly impossible, and its shape and surface coating made it, indeed, invisible to radar.

Gupta described one night exercise where Sea Shadow was able to sneak up on an aircraft carrier,pop one of its flush-fitting deck hatches, and fire three flares at the heavily defended carrier. Until the hatch opened, Sea Shadow went undetected.

"They could barely see where the flares came from, but by the time we had closed the hatch, we disappeared again," he said.

In another test, engineers placed a common aluminum soda can atop Sea Shadow's narrow black deck. The "enemy" radar in the exercise could pick up the soda can, but not Sea Shadow, Gupta said.

During the early years of its operational career, the ship was based in San Diego and generally kept inside the barge. When a test was planned, the barge was towed out to sea, then partially submerged so Sea Shadow could slip out – and always at night.

Many of these tests involved assessing the seaworthiness of Sea Shadow's radical shape. Gupta's job included seeking out bad weather to test the ship's performance in a condition called Sea State 5, which involves waves as big as a two-story house.

The ship passed easily, he said. Because its mass was centered over two long catamaran legs, it was far more stable than the conventional ships that usually escorted it.

"We basically had a great time watching all the other support ships getting tossed around," Gupta said. "We were just going through the water like cutting through butter."

As far as the public knows, Sea Shadow was never equipped with weapons because it was merely a test platform, and never engaged in any actual military missions. But as a test vehicle, it was successful. Some of its stealth architecture can be seen in contemporary Navy ships such as the Arleigh Burke-class of guided missile destroyers.

 

From marvel to relic

 

Nothing the size of Sea Shadow can stay secret forever, and the Navy eventually decided to unveil the ship on Easter weekend in 1993, off Santa Cruz Island in Southern California. The reason for this has never been revealed. It may simply be that major testing with the ship was done.

 

The program officially ended in 1994, although the ship was periodically reactivated for additional testing until it was officially stricken from the fleet in 2006. For part of that period, the ship and its barge were berthed at Alameda Naval Air Station, and a stunned public occasionally caught sight of Sea Shadow making a daytime trip out to sea via the Golden Gate.

The Navy has had the ship on "donation hold" since 2006 in hopes of finding a museum to display it. It has always been offered as a package with the barge, perhaps because this makes transportation easier.

In 2009, the Navy advertised in the Federal Register that it wanted to give the pair away. The USS Ranger Foundation in Portland was the only interested bidder. But the group, which is still negotiating to obtain the Navy's USS Ranger aircraft carrier, had other motives.

It wanted to trade the barge as a dry dock for Washington State ferries, in return for shipyard services for the aircraft carrier, said Peter Ogle, the foundation's president. That deal fell through, and the foundation never completed an application to acquire the package.

As compelling as Sea Shadow is, it may not be an ideal museum piece, said Rich Pekelney, a board member of the Historic Naval Ships Association who lives in San Francisco. Its stealthy shape makes it cramped inside, complicating potential tours.

More important, the only self-supporting museum ships are those with a long service history or a distinguished past, like the aircraft carrier USS Midway in San Diego or the Liberty ship SS Jeremiah O'Brien in San Francisco.

Sea Shadow, on the other hand, was never even blessed with an official "USS" title.

Yet the ship is significant, Pekelney said, which is why he recruited Ecker to photograph it. With the Navy's blessing, the two spent five days aboard Sea Shadow last summer. Ecker, a commercial photographer, volunteered his time and used advanced panoramic equipment to shoot 360-degree views of the ship's interior.

As a result, Internet visitors can now pan through almost every square inch of Sea Shadow athttp://www.hnsa.org/seashadow/.

"From the public's perspective, Sea Shadow is just this incredibly exotic-looking shape," said Pekelney. "But the more I dug into it, the more I came to realize we really got a lot out of that program, even from what I can tell as an outsider."

Scrapping Sea Shadow may not prove any easier than finding a museum to take it.

The Navy's terms require the ship and its barge to leave the Mothball Fleet within 30 days of the close of the auction. The barge can be repurposed for commercial use, but Sea Shadow must be scrapped.

Not only that, it must be scrapped within six months of auction, within the United States, and amid full-time surveillance by the government.

Johnson, the Navy spokesman, said these conditions are standard practice whenever a naval vessel is scrapped. He declined to speculate on what would happen if no bidder emerges.

In the end, Ecker's photographs might be the closest this shadowy ship ever gets to a museum.

"All these things are pieces of steel floating in salt water. They will not last," Ecker said. "In 100 years, somebody may value these images."

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Fujian Cross Straits Ferry Corporation is now operating Incat Hull 059 (formerly The Cat), now named Hai Xia Hao, between Pingtan Island and Taiwan. Pingtan and mainland China are now connected by a bridge.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Danish company Mols-Linien has taken over Incat Hull 066, Norman Arrow, for the increasingly busy Denmark route. 

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

After 13 years with Fred Olsen, Incat’s hull 051,Bonanza Express, is coming off her very successful charter. Launched in 1999, she went directly to Fred. Olsen and was one of three 96m Incat vessels to travel the numerous routesbetween the Canary Islands.

Hull 051 was the second built of the 96m series; the other five still in service on various seaways around the world. Still looking as good as the day she was launched, Hull 051 holds a very impressive service record and is ready for a new owner.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

i hope that the Yanks don't get too confused over the name-


BELLINGHAM, Wash. —

An Australia boat-building company has decided to open a facility in Anacortes rather than in Bellingham.

Aluminum Boats Australia had been exploring a 30,000-square-foot site at the Fairhaven Marine Industrial Park near the Bellingham Cruise Terminal. But company officials concluded that the inability to directly launch certain vessels from that site added too much to business costs.

The Bellingham Herald says (http://bit.ly/IFZ8s5) the company found a site in Anacortes with direct launch capabilities, but is delaying its expansion until it secures a new business contract.

The company manufactures catamaran-style boast for tourism and passenger ferries, among other things.

---

Information from: The Bellingham Herald, http://www.bellinghamherald.com

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

The Nigerian Army has taken delivery of eight K-38 catamaran assault craft and eight refurbished Fast Attack Craft in an effort to bolster security on its waterways.

The Minister of State for Defence, Chief Olusola Obada inaugurated the vessels in Calabar late last month. Obada also inaugurated an ambulance and laid the foundation for a 140-man accommodation block at the Amphibious Training School (ATS), also at Calabar, according to Nigeria’s Business Day. 

The K-38 catamaran is powered by two 350 horsepower engines, giving a speed of 55 knots and a cruising range of 110 nautical miles. The Fast Attack Craft have a speed of 55 knots and a range of 100 nautical miles. Each 12 metre long K-38, built by TP Marine of Holland, is armed with a 12.7 mm heavy machinegun. 

Chief of Army Staff, Lieutenant General Azubuike Ihejirika, said that the inauguration of the K-38 vessels and Fast Attack Craft was an example of the strong emphasis the Army is placing on equipment.

“Indeed, it underscores the emphasis which we place on training, provision of infrastructure and enhanced capability, in line with my vision to transform the Nigerian Army into a force that is capable of meeting contemporary challenges,” said Ihejirika.

Nigeria’s Delta region faces a number of security threats, including kidnappings, sabotage, illegal bunkering and refining. “These factors underscore the need to improve and upgrade the Nigerian Army’s facilities. In that regard, there is a considerable focus on the Amphibious Training School, the only institution in the army that trains personnel in riverine and amphibious operations,” Ihejirika said.

According to the Army Chief of Staff, the fast attack craft were refurbished locally, “at a cost less than 30% of the cost proposed by foreign contractors. The eight units of Fast Assaults Craft, which had been unserviceable over the years, were recently refurbished by the ATS Engineers Boat Repair personnel.

“All the boats are capable of penetrating deep into the creeks, and based on our critical assessment of the security situation, the vessels would form the nucleus of the units that are to be established in the Niger Delta, in line with the approved NA ORBAT (Order of Battle) 2010,'' Ihejirika said.

“The inauguration of these gunboats demonstrates the resolve of the Federal Government to continuously enhance the Army’s capacity, in line with global best practices,” Obada said. “It also places the Nigerian Army in a good stead to confront the myriad security challenges confronting the country, especially in the Niger Delta area.”

In strengthening its military capabilities, Nigeria has paid particular attention to improving security in the Niger Delta and off its 780 kilometre long coast, where it has numerous oil installations. 

Nigeria’s President Goodluck Jonathan recently approved the purchase of two new 1 800 ton Offshore Patrol Vessels (OPVs) for the Nigerian Navy as the service modernises and expands. The Nigerian Navy (NN) announced that the vessels would mainly to be used for maritime surveillance, patrol and response tasks. Other roles of the vessels would be protection of offshore assets, Exclusive Economic Zone (EEZ) patrol and surveillance, search and rescue and oil spill control.

Nigeria’s Navy will be receiving nearly two dozen new acquisitions under the 2012 defence budget. The 2012 Defence Budget Proposal also makes provision for three Shaldag Mk III fast patrol craft, three 24 metre coastal patrol craft and six 17 metre Manta Mk II ASD littoral interceptors (total cost N2.2 billion/US$13.7 million). In addition, the purchase of helicopter and ship spares will amount to N1.04 billion (US$6.5 billion), according to Budget Office documents.

The FY2011 defence budget approved the acquisition of two offshore patrol vessels, the refurbishment of six coastal patrol craft by TP Marine and the delivery of nine Manta Mk II ASD craft.

French shipbuilder OCEA is building the three 24 metre coastal patrol craft and commenced sea trials of the first vessel on March 13.

The Suncraft Group is expected to construct the six Manta Mk II ASD vessels, bringing the total ordered over the last several years to 21. The Manta Mk II first entered service with the Nigerian Navy in 2008.

Nigeria’s Navy is seeking government approval to acquire up to 49 ships and 42 helicopters over the next ten years to police the nation’s territorial waterways and Gulf of Guinea, according to Chief of Naval Staff, Vice Admiral Ishaya Ibrahim.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

South Boats Delivers Workboat to Turbine Transfers

Press Release

Thursday, May 03, 2012, 4:35 AM

 



WFSV: Photo credit South Boats

Wind farm crew transfer vessel 'Caernarfon Bay' built by UK shipbuilders South Boat Special Projects Ltd. handed over to Turbine Transfers Ltd

South Boats Special Projects Ltd. announce the launch and commissioning of its 57th offshore wind farm crew transfer vessel, ‘Caernarfon Bay’. The vessel is the first of the South Catamaran 19m WFSV designs to be delivered and features a host of developments. Built for Turbine Transfers Ltd. the vessel has passaged to a contract in the German North Sea following successful trials and acceptance.

The ‘Caernarfon Bay’ has an LOA of 21m, beam of 7.4m, draught of 1.1m and a lightship displacement of 43 tonnes. The 19m WFSV is a development of the smaller 18m and features increased fuel efficiency, higher performance, higher deck cargo including container mounts and lashing points, provision for secondary access systems and a soft mounted passenger saloon and bridge to increase passenger comfort (and reduce noise and vibration) on the longer and more arduous conditions experienced further offshore.

Powered by twin Caterpillar 10V2000M72 1200mhp diesel engines coupled to Ultra Dynamics UJ575 water jet units the vessel achieved a sprint speed of 27.8 knots and is capable of cruising at speeds in excess of 22 knots with full tanks and a full complement of 12 passengers.

One feature of the new design and a benefit of the full bow concept is only a 2 knot drop off in performance with 10 tonnes of cargo on the forward deck. The vessel has an approved stability booklet to carry up to 16 tonnes of cargo, 12 on the forward deck and 4 on the after deck.

The vessel is built under survey and certified to DNV +1A1 HSLC R2 Wind Farm Service 1 and MCA Workboat Code Category 1 for operation on any UK and European offshore wind farm.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Two Incat Crowther 55m Catamaran Crew Boats, to be named SEACOR Lynx and SEACOR Leopard, are under construction at Gulf Craft LLC in Louisiana, USA.

The vessels’ operator, SEACOR Marine, is a progressive company that pioneered the use of fast catamarans in the offshore industry with the commissioning of SEACOR Cheetah in January 2008, and SEACOR Cougar in April 2009. The operator intends to push the boundaries even further with these larger, faster vessels, by offering increased capacity and comfort.

The vessels will each be powered by four MTU 16V4000 M73L main engines, which will drive Hamilton HT-810 water jets. The vessels will have the capacity to reach speeds in excess of 46 knots.

Extensive seakeeping studies were performed to develop a design that not only improved passenger comfort, but also increased operational efficiency. The result is a vessel that reduces motions by an average of 20%, with vertical acceleration reduced by 40%.




As with Cheetah and Cougar the cargo deck is lined with hardwood inserts, and protected by heavy duty cargo rails at the sides. An optional landing rig for surfer class vessels can be fitted amidships. The vessels will have the capacity to carry 150 tons of deck cargo.

The combination of four reversing jets and 2 retractable azimuth thrusters, coupled with a Kongsberg control system, provides the vessels with dynamic positioning in a wide operating area. The vessels will have DP3 capability.

The main deck passenger cabin seats 150 at an increased pitch, whilst comfort is further enhanced with increased luggage space and additional toilets. The main passenger cabin also houses a snack bar.

The upper deck wheelhouse features forward and aft control stations. Outside are fire monitors and rescue boat. As well as excellent forward and aft visibility, direct stairs are provided to the foredeck for quick and safe mooring operations.

The hulls accommodate 14 crew in a mix of officer and non-rated cabins. The port hull features galley and mess facilities.

“Incat Crowther is proud of the relationship with SEACOR Marine, who is proving an ideal partner in progressive, forward-thinking vessel design. It is anticipated that these new Crew Boats will further push the boundaries and enhance the services offered by SEACOR Marine,” said Incat Crowther on its web site.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Austal has laid the keel for the third Joint High Speed Vessel (JHSV) in a ceremony at its Mobile shipyard at which Rep.Jo Bonner (R.-Ala.) authenticated the keel. He was assisted by Jeff Cellon, an "A" Class welder who has been part of the Austal team since May of 2010.

JHSV 3 is one of nine Austal-designed 103-meter U.S. Navy Joint High Speed Vessels under contract with the U.S. Navy.

Austal's modular approach to ship manufacture means that 32 of the 43 modules used to form this 103-meter aluminum catamaran design are already being assembled. For Austal, keel-laying marks the beginning of final assembly. Five modules have been moved from Austal's Module Manufacturing Facility (MMF) and erected in the final assembly bay in their pre-launch position. The rest will follow over the coming months.

"Fifty-three years ago, when there were 860 ships in the fleet, a relatively small combatant, the USS Eversole, was at the right place at the right time, rescuing 14 fishermen from contested dangerous waters," said Joe Rella, President and Chief Operating Officer of Austal USA. "The JHSV, as the future utilitarian workhorse of the support fleet, can serve a similar role, and help the U.S. Navy be where it needs to be to prevent crises and to support the nation's other national security priorities."

Austal was selected as prime contractor in November 2008 to design and build the first JHSV, with options for nine additional vessels expected to be exercised between FY09 and FY13 as part of a program potentially worth over $1.6 billion. Eight of the nine options have been exercised providing Austal with nine total JHSV construction contracts awarded to date.

The JHSV is a relatively new asset that will be an important Navy connector. In peacetime, JHSVs will be operating forward supporting Navy Expeditionary Combat Command and riverine forces, theater cooperating missions, Seabees, Marine Corps and Army transportation. Each JHSV also supports helicopter operations and has a slewing vehicle ramp on the starboard quarter which enables use of austere piers and quay walls, common in developing countries. A shallow draft (under 4 meters) will further enhance theater port access.

USNS Spearhead (JHSV 1) was christened on September 17, 2011, and successfully completed builders' trials in April in preparation for upcoming acceptance trials. Austal held a keel-laying ceremony for Choctaw County (JHSV 2) in November 2011. This ship is about 77 percent complete and scheduled for launch later this year.

Austal USA is also currently preparing a second U.S. Navy Independence-variant 127-meter Littoral Combat Ship (LCS) class vessel, Coronado (LCS 4), for builder's sea trials. USS Independence (LCS 2) has transitioned to her home port of San Diego. As prime contractor for the next LCS 10-ship contract, awarded by the U.S. Navy at the end of 2010, Austal has also begun work on the first ship of that contract, Jackson (LCS 6), with Montgomery (LCS 8), Gabrielle Giffords (LCS 10) and Omaha (LCS 12) also under contract.

For the LCS and JHSV programs, Austal, as prime contractor, is teamed with General Dynamics Advanced Information Systems. As the ship systems integrator, General Dynamics is responsible for the design, integration and testing of the ship's electronic systems including the combat system, networks, and seaframe control. General Dynamics' open architecture approach allows for affordable and efficient capability growth as technologies develop.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Two Incat Crowther 55m Catamaran Crew Boats, to be named SEACOR Lynxand SEACOR Leopard, are under construction at Gulf Craft LLC in Louisiana, USA. The vessels’ operator, SEACOR Marine, is a progressive company that pioneered the use of fast catamarans in the offshore industry with the commissioning of SEACOR Cheetah in January 2008, and SEACOR Cougar in April 2009. The operator intends to push the boundaries even further with these larger, faster vessels, by offering increased capacity and comfort.



The vessels will each be powered by four MTU 16V4000 M73L main engines, which will drive Hamilton HT-810 water jets. The vessels will have the capacity to reach speeds in excess of 46 knots.

Extensive seakeeping studies were performed to develop a design that not only improved passenger comfort, but also increased operational efficiency. The result is a vessel that reduces motions by an average of 20%, with vertical acceleration reduced by 40%.

As with Cheetah and Cougar the cargo deck is lined with hardwood inserts, and protected by heavy duty cargo rails at the sides. An optional landing rig for surfer class vessels can be fitted amidships. The vessels will have the capacity to carry 150 tons of deck cargo.

The combination of four reversing jets and 2 retractable azimuth thrusters, coupled with a Kongsberg control system, provides the vessels with dynamic positioning in a wide operating area. The vessels will have DP3 capability.

The main deck passenger cabin seats 150 at an increased pitch, whilst comfort is further enhanced with increased luggage space and additional toilets. The main passenger cabin also houses a snack bar.

The upper deck wheelhouse features forward and aft control stations. Outside are fire monitors and rescue boat. As well as excellent forward and aft visibility, direct stairs are provided to the foredeck for quick and safe mooring operations.

The hulls accommodate 14 crew in a mix of officer and non-rated cabins. The port hull features galley and mess facilities.

Incat Crowther is proud of the relationship with SEACOR Marine, who is proving an ideal partner in progressive, forward-thinking vessel design. It is anticipated that these new Crew Boats will further push the boundaries and enhance the services offered by SEACOR Marine.

 

 

 

 

 

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

These are the former Hawaii Superferries

Guam - The Secretary of the Navy Ray Mabus announced Tuesday in Washington that 2 of the Navy’s recently acquired high speed ferries have been named the USNS Guam and the USNS Puerto Rico.


The selection of the name Guam honors the long-standing historical and military relationship between Guam and the United States.  This relationship began in 1898 when the United States acquired the island from Spain as a result of the “Treaty of Paris” that ended the Spanish-American War.  Shortly after the attack on Pearl Harbor, the Japanese captured Guam which they occupied until U.S. troops retook the island on July 21, 1944, a date commemorated every year as “Liberation Day”.  Guam continues to host many of the United States’ critical military installations in the Pacific Ocean.

READ the announcement on defense.com HERE

Selection of the name Puerto Rico honors the association of Puerto Rico and the United States that dates back to 1898 when Spain ceded control of the island in the Treaty of Paris.  Although the initial intent was for the island to serve as a location for rest, coaling and repair stations for the Navy, Puerto Rico has formed a close relationship with the United States.   Numerous Puerto Ricans have served proudly and the territory has been home to five Medal of Honor recipients -- Fernando L. Garcia, Carlos James Lozada, Euripides Rubio, Hector Santiago-Colon and Humbert Roque Versace.  

“High speed ferries will be used for peacetime operations such as troop transport training, exercise missions and humanitarian and disaster relief,” stated secretary Mabus.  “I am pleased that Guam and Puerto Rico will serve as namesakes for these important additions to the fleet, in honor of their strong military heritage and our many shared values.” 

Prior to being acquired by the U.S. Navy, both HSFs assisted in humanitarian relief efforts in Haiti while operating under the names Alakai and Huakai.  Guam and Puerto Rico are currently being modified to support military operations and to increase the platforms’ endurance by installing crew berthing, sewage treatment plants and water-making equipment.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

#NEWBUILD NEWS - The demand for rapid crew transportation to and from wind farms, combined with the increasing distances between the wind farm arrays and the shore has resulted in the design and build of larger and faster crew transfer vessels and workboats - one recent example being Gardian 8, a 20m wind farm service vessel (WFSV) built by Arklow Marine Services, aspreviously reported on Afloat.ie

With work boat catamarans now averaging 16-20m, cruising speeds can be as much as 25-30 knots. And with the boats operating on 24/7 schedules, reliability is paramount.

Marine exhaust specialist Halyard says this trend for large, fast and highly utilised vessels has resulted in the company developing robust exhaust systems. These are designed not only to withstand the engine’s extreme working conditions, but also to reduce noise and vibration on board, helping to ensure crew and passenger comfort.

A recent example is South Boats Special Projects' offshore wind farm crew transfer vessel Iceni Pride. This South Catamaran 13m Rapid Response Vessel is being used by Iceni Marine Services for Scottish and Southern Energy on the Greater Gabbard Offshore Wind Farm project.  

Halyard was commissioned by South Boats Special Projects to design, manufacture and install the exhaust system for the twin Caterpillar C9 ACERT 510hp diesel engines and Hamilton HJ364 water jet units. The system not only ensures the vessel can maintain her cruising speeds of 25 knots fully laden, but also the frequently-used sprint speeds of more than 30 knots.  

The system also reduces through hull and engine noise, as well as vibration on board. This is particularly significant as Iceni Pride will be used for VIP transportation, as well as for standard crew transfer duties.

Hugh Cunningham, head of sales at Halyard, says: “We were commissioned by South Boat Special Projects to design a bespoke exhaust system in order to drastically reduce all sound and internal reverberation from engine to transom, known to cause sea sickness and discomfort for those working long hours onboard.

"Halyard provided exhaust systems for each of the vessel’s Caterpillar C9 diesel engines, using specialist stainless steel risers and GRP silencers, to eject cooling water and exhaust gases, whilst silencing the engine’s combustion noise.”

The bespoke exhaust system has been fitted to each of the vessel’s Caterpillar C9 diesel engines, using stainless steel risers and silencers, to effectively eject cooling water and exhaust gases, whilst silencing the engine’s combustion noise.”

Ben Colman, technical director of South Boats, said: “Iceni Pride is our 54th offshore wind farm crew transfer vessel, and at 13 metres is one of the most fuel efficient and flexible vessels available to the industry."

Halyard claims to be the only company in the world able to manufacture an entire exhaust solution from “turbo to transom” in-house. The company offers service and support from the initial designs through to assistance during manufacture and installation, right through to final sea trials.

The company also boasts integrated 3D CAD technology enables fast and accurate document and design exchange and delivery throughout any project to anywhere in the world, to ensure the project is fully documented and recorded.

For more information, Halyard will be exhibiting at Seawork International in Southampton next week from 22-24 May. Anyone attending can visit stand B27, while Iceni Pride will also be on show on the pontoon.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Trawlercat Marine Designs is a Catamaran Design Company that designed power catamarans in Australia in 1977 and in Canada since 1997. We are very interested in exploring a Joint Venture Partnership with an established East Coast USA Fiberglass Boat Builder and FINANCIAL INVESTOR PARTNER(s) to jointly build our UNIQUE purpose designed carbon fiber catamarans for offshore Global Work-Boat markets.

If you’re tired of waiting for the RECREATIONAL boating market to come back and would prefer to be continually building boats for an established and growing billion dollar Business to Business Global Work-Boat Catamaran market then I have the opportunities and I will make them available to you.

You will need to have an east coast deep water access fiberglass boat building facility around 90,000 square feet or the ability to expand into this much space with some 30’ overhead areas with overhead cranes and an opening to remove 35’ wide catamarans from the building. If this is you then I would like to talk to you about turning your business investment around and introduce you to the Global Work-Boat Catamaran Market Areas that TMD has been designing for since 2008.

Since November 2011 we lost sales with a Gross Profit value of over US$25million due to our inability to build and deliver our unique carbon fiber work-boat catamaran designs in a timely manner. TMD can help you to set up your facility to build up to 40 of our 65’x28’ up to 115’x35’ work-boat catamarans a year in six sizes but coming out of just two expandable hull platform molds. This will return Gross Profits of around US$40 million a year.

Send an email Request For Further Information and briefly describe your facility and/or your interest level in moving into and/or becoming an INVESTOR in; the GLOBAL CARBON FIBER WORK-BOAT CATAMARAN MARKET.

http://www.trawlercatmarine.com

 

 

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Incat Crowther Launches 18m Catamarans

(Press Release)

Thursday, May 17, 2012, 9:13 AM

 



 

Incat Crowther  has announced the launch of ASP Tyne and ASP Thames, two 18m Catamaran Wind Farm Service Craft. ASP Tyne and ASP Thames were constructed by Topaz Marine at their Abu Dhabi yard in the UAE, and will be delivered to ASP Holdings in the UK.

 

ASP Tyne and ASP Thames are the latest in a lineage of successful wind farm service craft from Incat Crowther, offering excellent efficiency and seakeeping, combined with practical and rugged operation. The vessels have dual cargo zones forward and aft, allowing maximum operational flexibility. The aft cargo deck can carry a 10 foot sea container, typically fitted with support equipment for the vessel’s turbine maintenance operations. The forward cargo deck carries supplies and parts to be transferred to the turbines. A Palfinger PK4501M crane is mounted to the port side of the forward cargo zone to facilitate transfer of this cargo to the turbines. Handrails are also fitted forward, allowing for safe transfer of personnel.

 

The vessels are fitted with a rugged replaceable bow appendage featuring vertical d-shaped fenders. Substantially stronger than the industry standard, this appendage allows ASP Tyne and ASP Thames to dock against turbines in rough conditions without risk of structural damage. Inside, large suspended seats accommodate 12 personnel, with a galley and mess space opposite. Two wet rooms are provided aft, one with lockers and a bench to allow personnel to change out of wet clothes, whilst the other houses a WC and shower. Overnight accommodation is provided in the hulls for the four crew.

 

ASP Tyne and ASP Thames are fitted with Scania DI16 42M main engines, each producing 503kW. The vessels are driven by 5-bladed propellers. They have a maximum speed of 26 knots, and a service speed of 23 knots. ASP Tyne and ASP Thames are designed and built to Det Norske Veritas’ new Wind Farm Craft rules, and will enter service under UK’s MCA code.


Additional wind farm specific vessels are currently under construction to Incat Crowther designs at several shipyards and are due to be launched shortly. For shipyards and operators looking to enter this market with reduced technical barriers, Incat Crowther offers wind farm vessels in aluminium kit form.

 

Incat Crowther continues to use its experience and expertise to support the growing wind farm service industry. ASP Tyne and ASP Thames represent the latest technology and offer class leading efficiency, ruggedness and flexibility.

SPECIFICATIONS - 18m CATAMARAN WIND FARM SUPPORT CRAFT

PRINCIPAL DIMENSIONS
Length Overall                     59’ 3” / 18.05m
Length Waterline                58’ 3” / 17.74m
Beam Overall                      24’ 8” / 7.50m
Draft (hull)                            3’ 4” / 1.00m
Draft (prop)                          4’ 10” / 1.45m
Depth                                    9’ 3” / 2.80m
Construction                       Marine grade aluminium


CAPACITIES
Fuel Oil                                1056 gallons / 4 000 litres
Fresh Water                         211 gallons / 800 litres
Sullage                                 66 gallons / 250 litres
Passengers                          12
Crew                                       4
Aft Deck Capacity                10t
Aft Deck Load                      3t/m2
Fwd Deck Capacity             4t
Fwd Deck Load                  3t/m2


PROPULSION AND PERFORMANCE
Speed (Service)                  23 knots
Speed (Max)                        26 knots
Main Engines                      2 x Scania DI16 42M
Power                                   2 x 503kW @ 2100rpm
Propulsion                           2 x 5-bladed propeller
Generators                          1 x Cummins Onan 19kW

Flag                                       UK MCA SCV Category 1
Class / Survey                     DNV +1A1 HSLC R1 Wind Farm Service 1

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW



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



http://www.youtube.com/watch?v=7gU2ieExfqA

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Incat Crowther is pleased to announce the launch of Cahaya Baru, a 20m Catamaran Ferry that will operate in the Cocos Keeling Islands.

Another product of the partnership between Richardson Devine Marine and Incat Crowther, the vessel was commissioned by the Commonwealth Government of Australia. The vessel is flagged by the Australian Maritime Safety Authority (AMSA).

Cahaya Baru was designed to integrate with the existing infrastructure to ensure ease of access across a broad range of tides and vessel loading conditions. Water jet propulsion was selected to meet the draft requirement of the operation.

Cahaya Baru has been optimized to transit between the Cocos Keeling islands, which are located in the Indian Ocean. The remote location calls for reliability, ruggedness and ease of maintenance.

The vessel’s air conditioned main deck cabin has seating for 70 passengers in forward-facing seats. Aft of the main passenger cabin are a pair of toilets, one of which is wheelchair accessible.

The aft deck features a cargo area for transferring supplies and luggage between the islands. This cargo space has a capacity of 2t. A wide boarding zone facilitates rapid transfer for both passengers and freight.

Also located in the aft deck area is a pair of large engine maintenance and machinery removal hatches.

From the aft deck, stairs lead up to roof deck, where there are seats for a further 24 passengers. Forward of this is a half height wheelhouse which affords excellent visibility from the central helm position.

Cahaya Baru is powered by a pair of Cummins QSM11 main engines, each rated at 610 hp at 2300 rpm. Power is transmitted via ZF360 gearboxes to a pair of Hamilton HM422 Waterjets. On recent trials, a cruising speed of 20 knots was achieved at 80% MCR, with a top speed of 24.5 knots.

Cahaya Baru will be loaded aboard a transport ship and will be transported to the Cocos Keeling islands, and is expected to enter service in July.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

‪Rolls-Royce has secured a contract to supply water jets for four new wind farm support vessels to be built by South Boats for offshore company MPI.

‪The 19m long catamarans will be used to transfer people and cargo to the growing number of offshore wind farms around the coast of Europe. ‪South Boats, located in Cowes on the Isle of Wight, is the market leader in the design and build of this new type of vessel.

‪‪The South Catamaran 19m GL WFSV vessels will each be fitted with a pair of Rolls-Royce FF600 water jets. South Boats have Rolls-Royce water jets on order to power a total of 12 vessels.
‪
MPI, which will operate these latest boats, also operate three large wind turbine installation ships, which feature a range of Rolls-Royce equipment including azimuth thrusters, diesel engines and winches. 

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

Harbor help, high-speed catamaran service floated

May 25th 2:20 pm
 Jim Paulin
      

The Pribilof Island community of St. George hopes that harbor improvements and high-speed catamaran ferry service to the bigger island 40 miles away will help provide jobs and reasons for young people to stay, according to Mayor Pat Pletnikoff.

The twin-hull boat would transport passengers and cargo to St. Paul six months of the year when fog rolls in between May and October and keeps planes from flying into the airport, Pletnikoff said.

Catamaran service from St. George to St. Paul could begin as early as next year, Pletnikoff said. The twin-hull design would provide increased stability in the often-rough waters, he said. With a top speed of 25 knots, the boat could make the trip in about two hours, faster and more comfortably than a four- to five-hour trip in a fishing boat, he said.

The difficult aviation environment can be both inconvenient and unhealthy, as a Coast Guard news release from July, 2003, demonstrates.

"Friday evening the Coast Guard received a request for assistance with a medivac from Aeromed Services. Poor visibility and rolling fog on St. George Island was preventing their aircraft from completing a medevac of a 72-year-old man who had sustained a hip fracture. Factors at the St. George clinic required the patient be moved as soon as possible. Weather continued to cause problems and delays when a Coast Guard C-130 from Kodiak attempted to recover the patient. A Coast Guard Jayhawk helicopter from Kodiak was finally able to pick up the man on Saturday and transfer him to an awaiting Aeromed jet in Cold Bay. Aeromed further medevaced him to Anchorage."

Peninsula Airways flies 30-seat Saabs into St. George — weather permitting — and on Monday, Pletnikoff said flights hadn't landed for days due to foul weather.

Flying into the larger Pribilof island of St. Paul is easier because of flatter terrain. The mayor estimated a 58-foot catamaran's cost at about $500,000, in funding from the city and the Aleutian Pribilof Islands Community Development Association, and perhaps the state. Since the state operates ferry service elsewhere in Alaska, it shouldn't exclude the Bering Sea, he said.

St. George has a graying population of 110, with younger people leaving because of a lack of jobs. Pletnikoff said the village doesn't want to imitate Nikolski, with population decline leading to the school's closing a few years ago. St. George annually struggles to maintain a minimum school enrollment of 10 students, he said.

Now things are looking up, with $2.5 million in state funds from the legislature for the harbor project and another $3 million if voters approve a statewide bond package in November. Earlier work stopped in 1995, when the state economy declined and the harbor was not completed, Pletnikoff said. The harbor is now unprotected from winds from the south that send huge waves crashing directly into the harbor.

The harbor is essential for community development and "until that happens, there is no economy," Pletnikoff said.

Pletnikoff foresees the harbor supporting a commercial fishing fleet harvesting halibut, black cod, Pacific cod, and crab, and a local processing plant. And don't worry, Unalaska and Akutan, he said, St. George isn't interested in pollock which would be too big of an operation.

"We just want to take care of ourselves, and make a living," he said.

St. George is also seeking federal designation as a "harbor of refuge" for maritime rescues and environmental response with the anticipated increase in Bering Sea shipping traffic, the mayor said.

Alaska Department of Transportation coastal engineer Ruth Carter said a feasibility study is moving forward under the leadership of the new project manager, Wolfgang Junge.

The state DOT has already held one community meeting in St. George, with another planned for June 11, said Carter, who has been working on the potential harbor project with coastal engineer Harvey Smith.

The harbor construction project would likely cost at least $30 million, she said.

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

The low-emission design specialists at Sauter are at it again, having been hard at work designing this – a low-emission military catamaran they’ve pitched to the USCG E Class Sea Eagle, which Sauter calls “The Ultra Green Homeland Security vessel that’s tough on the bad guys, but kind to the Ecology.”

We’ve covered Sauter’s designs before – sometimes taking the company’s claims at face value, and sometimes with a bit more critical thinking snark than Sauter probably deserved for trying to “fight the good fight” and wrangle a little PR along the way.

SO, the guy’s still at it. Good on him!

You can get an idea of the proposed Sea Eagle’s size and scale in the drawings, below. They do a good job of the 43M hybrid-driven vessel that (according to Sauter) will be good for 32 Knots in open water, thanks to the 5000 hp on-tap and Sauter’s low-weight/low-drag catamaran design.

I’ve included Sauter’s own summary here, and (since he’s always chimed in before) invite you to ask Sauter any questions you might have for him in the comments, below.

SCOD Presents the US Coast Guard Sea Eagle; The Ultra Green Homeland Security vessel that’s tough on the bad guys, but kind to the Ecology. The first Coast Guard Cutter to provide extensive surveillance, on , above and below the ocean.

The E Class Search and Rescue Sea Eagle with Helipad and underwater ROV (Remote Ocean Vehicle) uses half as much fuel to go 10% faster than the USCG Sentinel Class Fast Response Cutters’ in use today. At the Same time The Sea Eagles waterjet propulsion system, dynamic positioning and small wave making signature do far less harm to Marine Ecology.

Instead of the Sentinels 11,500hp from tier 2 diesel engines, the analogous Sea Eagle uses a total of 5,000hp from Solar Hybrid power sources that include cleaner MTU tier 4i Diesels. With less than half the fuel consumption of the Sentinel Class FRC’s, the Catamaran Sea Eagle’s greater overall efficiency delivers a maximum speed of 32 as opposed to 29 knots.

In silent electric mode the SEA Eagle will navigate inland water ways and dock with Zero emissions. Plugged in her solar cells can harness and return over 200 MWs of energy to the grid a year, enough power to offset 3000NM of Carbon Neutral cruising at 18 knots. As a Certified Carbon Offset Project the E Class Coast Guard Cutter can reduce GHG emissions by 12,000 tons per year
.
Energy from the grid or captured from her 100KW solar array is stored in a Lloyds approved Corvus 2MW Lithium UPS. The 16ton weight of the batteries also serves as the Mass in the MDR (Motion Damping Regeneration) system that acting like a TMD (Tuned Mass Damper) in a skyscraper will generate electricity as it dampens the motion of the vessel.

Combining the MDR with the self leveling T-Foils in each hull greatly improves the ride, related safety aspects and the accuracy of the stabilized remotely operated 25 mm chain gun, and the four crew operated .50 caliber machine guns.

The Coast Guard Sea Eagle FRC will accommodate 30 crew members and like all USCG Fast Response Cutter’s her command, control, communications, intelligence, surveillance and reconnaissance (C4ISR) system will be fully interoperable with those of the Department of Defense and the Department of Homeland Security.

“Government Agencies like the Department of Defense and the Department of Homeland Security while protecting us can also play a major roll in protecting our way of life for future generations. They have the opportunity, if not a duty to do this by insuring that only the best examples of fuel efficient Eco Conscious Vessels are to be found in our Coast Guard and Navy … the E Class Sea Eagle is such a vessel”

- Richard Sauter

Source: Gas 2.0 (http://s.tt/1cNj4)

 
Tonymercury Sir Nigel Gresley

Location: Botany NSW

First Hydrographic Survey Vessel Sets Sail From Gujarat

RAJKOT, May 31 (Bernama) -- The first catamaran hydrographic survey vessel on Wednesday set sail for west Indian Mumbai city on its maiden voyage from Ghogha in Gujarat in west India, Press Trust of India reported.

The vessel (Yard 257) named Makar is constructed by the Alock Ashdown (Gujarat) Limited, the flagship ship-building company of the Gujarat government.

AAGL is building six state-of-the-art catamaran hydrographic survey vessels for the Indian Navy, an official release said.

It will be the first Indian shipyard outside of the large Ministry of Defence (MoD) shipyards to deliver ships to the Indian Navy flying the white ensign, the release claimed.

The primary role of the vessels is to carry out coastal hydrographic survey and limited oceanographic survey, it said.

The vessels will also be capable of limited coastal defence role in an emergency and will have a limited search and rescue capability as well as limited ocean research capability.

According to the release, the Indian Navy has chosen to induct a vessel with a catamaran hull form for the first time and will be one of the few select navies in the world to operate such sophisticated platforms.

Displacing about 500 tonnes, the catamarans are about 53 metre in length, 16 metre in breadth and has a very low draft of about 2.2 metre which allows shallow water operation, the release added. 

 

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