Marine Log - October 2007 - (Page 7) Update GlobalSanta Fe drilliship INLAND • COASTAL OFFSHORE • DEEPSEA 10,000 & beyond Computer rendering of a next generation drillship that will be built for GlobalSantaFe and delivered in 2010 biz NOTES SWI security training gets approvals from MCA, MarAd Maritime security specialist Securewest International (SWI) recently received official approvals from the UK Maritime Coastguard Agency (MCA) for the delivery of its updated Ship Security Officer training course, and Det Norske Veritas (DNV), on behalf of the U.S. Maritime Administration (MARAD), to deliver updated Company Security Officer (CSO), Facility Security Officer (FSO), Vessel Security Officer (VSO) and Security Awareness training courses. Securewest International’s Paul Singer, vice president business development, believes the approvals bolster the already strong portfolio of services that the company has been providing for clients for over 20 years, and validates the commitment that the company has to helping provide a secure supply chain for shipping sector. “We are now monitoring over 16 million tonnes of shipping for our clients worldwide, which in turn means we are having to recruit more security officers, administrative and support staff around the globe to help deliver a range of services including training.” Beyond its training courses, privately held SWI, with offices in the Americas, Europe and Asia, offers a variety of maritime security services, including onboard and in port security officers, ISPS audits and SSAS monitoring through its Maritime Assistance Center. T hree years from now, GlobalSantaFe Corp., Houston, Tex., will take delivery of its third new generation drillship with the capability to drill in water depths up to 10,000 ft and upgradeable to 12,000 ft. What’s significant is that the normally conservative GlobalSantaFe placed the order for the drillship last month even though it doesn’t yet have an executed drilling contract for the ship. GlobalSantaFe president and CEO Jon Marshall said that the company “would not have taken such a capital risk without a very high degree of confidence in the ongoing strength of the ultradeepwater market.” Marshall said the ship will combine “the best features of our drillships and semisubmersibles in a single unit capable of meeting our customers’ full range of exploration and development drilling needs.” Last month, GlobalSantaFe inked a turnkey construction contract with Korea’s Hyundai Heavy Industries, Ltd. (HHI) to build the ultra-deepwater exploration and development drillship for delivery in Sept. 2010. The turnkey construction contract will protect GlobalSantaFe from rising equipment costs. Shipyard construction costs will be about $740 million. The drillship is an enhanced version of GlobalSantaFe’s high- ly successful GSF C.R. Luigs and GSF Jack Ryan drillships, which entered service in 2000. Those ships are 759 ft x 118 ft x 60 ft. The C.R. Luigs is in the Gulf of Mexico, while the Jack Ryan is working off of Nigeria. The diesel-electric power plants on the The Luigs and Ryan consist of eight MAN B&W 9L32-40 diesel engines, each rated at 5,790 hp, each driving a 4,184 kW, 60 Hz, 6,600 VAC generator. Each ship has six 6,750 hp KaMeWa Aquamaster UUC 7001 retractable canister-mounted, variable-speed, fixed-pitch, azimuthing thrusters. First Q-Flexes delivered OSG NAKILAT, THE JOINT venture between Overseas Shipholding Group, Inc. and Qatargas Transport Company (Nakilat), took delivery of the first two in a series of four 216,000 m3 Q-Flex LNG Carriers from Korean shipbuilders. The first in the series, the Al Gattara, was built by Hyundai Heavy Industries and the secwww.marinelog.com ond, the Tembek, by Samsung Heavy Industries. The 315m x 50m Q-Flex (short for Qatar Flexible) LNG carriers will offer better economies of scale, with the ability to carry about 40% more than standard LNG ships, with significantly lower energy requirements. OSG’s Q-Flex LNG ships employ the first-of- its-kind on-board reliquefaction plant, which cools boil-off gas and converts it back to liquid for return to the tanks. OCTOBER 2007 MARINE LOG 7 http://www.marinelog.com
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