Marine Log - June 2008 - (Page 52)

X O OFFSHOREVESSELS ICE CLASS TANKERS FFSHORE SUPPORT VESSEL: THE NEXT GENERATION provides a brief glimpse at some of the sophisticated vessels that are either on the drawing board, on order or under construction. One of these vessels that is nearing reality is a 300 ft+ offshore construction vessel (OCV) for Rigdon Marine, Houston, Tex. Rigdon Marine has been developing the vessel for several years with Guido Perla Associates, Inc., (GPAI) Seattle, Wash. Rigdon Marine intends to build the DP-3 Class, diesel-electric vessel at a U.S. shipyard for the U.S. flag. Financing for the vessel is believed to be in place. It would be a significant step up for Rigdon Marine, which, up until this point, has only built platform supply vessels, fast supply boats and crew boats. GPAI has partnered many times with Rigdon Marine and Bourbon Offshore to develop sophisticated offshore vessels. For instance, One of the vessels we high- lighted earlier this year (ML, April 2008, “Offshore Vessels Evolve to Meet Subsea Demands,” p. 17) was a 100m, diesel-electric Inspection, Maintenance & Repair (IMR) vessel based on a GPA 696 design for Bourbon. Bourbon has ordered 10 of the ships from China’s Sinopacific Shipyards. While Rigdon Marine is contemplating swimming into the deeper end of the pool, more established operators have dived in feet first with significant newbuilding programs. Traditional pipelay installation work is the bread and butter of Carylss, Louisiana-based Global Industries, Ltd. Recent additions to the company’s specialized fleet, however, will broaden Global Industries’ capabilities in deepwater, subsea and subsea, umbilical, riser and flowline (SURF) work. Case in point is the Global 1200 and its sister, the Global 1201 (artist’s rendition shown on the previous page). The two vessels are next generation, multi-purpose ships designed for work in both deep and shallow water, with a high bollard pull. The increased bollard pull of each vessel has distinct financial benefits; they will be able to lay pipe without the assistance of tugs. While The Ulstein Group’s Ulsteinvik, Norway, has made quite a splash with its X-Bow design, the design for these vessels is based on a modified version of Dutch company Ulstein Sea of Solutions’ SOC 600 design. Each DP2 Class derrick/pipelay vessel will have a length of 587 ft and be capable of operating in water depths of 10,000 ft, with the ability to handle 60 inch concrete coated pipe. Onboard equipment includes an AmClyde 1,200-metric ton capacity crane and a deepwater lowering system. Each vessel is equipped with two 4,500 kW electric propulsion thrusters and six positioning thrusters. The service speed will be 15 knots. The Global 1200, ordered back in the summer of 2007 from Singapore’s Keppel Singmarine Ltd., is due for delivery in April 2010. The Global 1201, ordered back in April 2008 for $250 million from Keppel, will be delivered in April 2011. 52 MARINE LOG JUNE 2008 YEARBOOK www.marinelog.com http://www.nxtbook.com/nxtbooks/sb/ml0408/index.php?startpage=20 http://www.nxtbook.com/nxtbooks/sb/ml0408/index.php?startpage=20 http://www.nxtbook.com/nxtbooks/sb/ml0408/index.php?startpage=20 http://www.marinelog.com

Table of Contents Feed for the Digital Edition of Marine Log - June 2008

Marine Log - June 2008 Contents Editorial Second Thoughts Update Inside Washington Innovation Needed to Meet Crew Shortage Optimism Abounds Despite Slowing Economy Can Shipping's Shopaholics Keep Up the Buying Binge? Can Congress Keep Navy Shipbuilding Off the Rocks? Fitting the Ultra-deepwater Pieces Together Generation Next Higher Demand, Higher Prices Demand Up For Large Combination Vessels The Dirty Truth About Emissions SSAS: Realizing Its Potential Fuel Saving Technology Newsmakers Tech News Contracts Events Buyer's Guide Website Directory ML Marketplace Tech Talk

Marine Log - June 2008

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