The Pacific Orca is a purpose-built heavy-lift jack-up vessel owned by Swire Pacific Offshore (SPO). This self-elevating and self-propelled vessel was built for use in the offshore wind farm market. The vessel has a carrying and installation ability of up to 12 wind turbine generators.
Speed: 13 kts
Tonnage: 24,586 t
Deadweight: 13,104 t
Length: 161.3 m
Breadth: 49.3 m
The Pacific Orca can allow for installation of wind farms to a depth of 60m, as well as being able to install ultra-large Wind Turbine Generators with a capacity of 10MW or higher, which are being developed to meet the demand for larger wind farms. The vessel can be floated up to 17m above sea level, using its six jack-up legs and the 1,200t crane fixed on the vessel allows for the installation of power generation towers, power generation rooms and wings. The Pacific Orca has 111 single berth cabins, a cafeteria that seats 70 personnel, 2 day rooms, a fitness centre, 2 TV rooms, an operations office, 2 conference rooms and 4 multi-use offices.
The Xin Guan Hua is a semi-submersible vessel that has the capability of hauling extremely large cargo or machinery. The cargo carrying area of the semi-submersible ship is submersed under the water with the help of ballast tanks. After the cargo is fully loaded into the loading area, the loading area (deck) is raised once again out of the water and the semi-submersible ship along with it cargo can make the voyage to the destination.
Horsepower: 2 x 10,500 kW
Speed: 13.5 knots
Propulsion: 2 fixed pitch propellers
Bow Thrusters: 2 x 2650 kW
Stern Thrusters: 2 x 2650 kW
Length: 255.0 m
Breadth Moulded: 68.0 m
Xin Guang Hua has 117 ballast tanks with one valve to the sea in every ballast tank. When submerging, the onboard control system will open the valves of the corresponding tanks without additional power. Within six hours she can submerge to a depth of 30.5m, where the waterline reaches 16m above the main deck. When the Xin Guang Hua has reached her required depth, four heavy-duty air compressors are responsible for lifting the vessel back up.
Semi-submersibles generally show far less motion in waves, making them especially suitable for tasks with very strict motion requirements. Semi-submersibles can also be used as crane vessels, drilling vessels, production platforms and accommodation facilities. The 98,000dwt heavy-lift vessel Xin Guang Hua is the second largest of its type in the world, after the Dockwise Vanguard.
Wallenius Wilhelmsen's Pure Car Truck Carrier (PCTC), the MV Titus, arrived this week on her maiden call to Halifax. She was built in Tianjin China, and left the yard in June as the first of 4 HERO Class vessels and has a capacity for 5,846 cards or a combination of 2,959 cars and 485 trucks.
Owner Wallenius Lines AB, Sweden
Length 199.10 m
Beam 32.26 m
DWT 22,862 MT
GRT 55,598 GT
# of Decks 13
The MV Titus is a High Efficiency RoRo (HERO) class vessel designed to reduce energy consumption and emissions per tonne/kilometer cargo transported. The advanced hull is tailored for efficient operations in a wide range of sea conditions, and dramatically improves the cargo to ballast ratio. The engine has been tuned for low-load operation to reduce the specific fuel consumption in normal operation and she has an efficient bunker system that can operate on different bunker qualities. The cargo hold, with its two-pillar design and electrically hoistable deck panels, allows for flexible operations and is optimized to transport breakbulk, rolling equipment and cars.
The second vessel in the series is expected to enter service later this year and two are scheduled for delivery in 2019. WW Ocean already has four vessels of the HERO design in operation, which have proven their ability to deliver from an operational and environmental perspective.
ABS has announced the world's first successful conversion of a slow-speed marine diesel engine to operate on Ethane as a fuel. Navigator Gas, in partnership with Charterer Borealis, engine manufacturer MAN Energy Solutions, cargo system and fuel gas supply system supplier TGE and ABS, has completed the successful conversion of the Navigator Aurora’s main engine from LNG fueling to Ethane fueling, while berthed alongside at Frederikshavn in Denmark. ABS-Classed Navigator Aurora equipped with a MAN B&W 6S50ME-C8.2-GI dual fuel (HFO/LNG) burning engine has now been converted to a dual fuel (HFO/Ethane) 6S50ME-C-GIE engine.
Vessel type: Ethylene/LPG Carrier
Capacity: 35,000 CBM
GRT: 23,000 tons
DWT: 26,500 tons
Length: 179 m
Beam: 29 m
Draught: 10.5 m
The 15-day long conversion followed engine performance and emissions testing at Kawasaki in Japan, to prove the principle that burning ethane in the Navigator ME-GI engines would be possible. The trials were successful and demonstrated that suitable power and emissions performance, meeting Classification and statutory requirements, was available at a fuel gas injection pressure of just over 300 bar.
Paul Flaherty, Director of Fleet and Technical operations at Navigator Gas, said: “This project represents a significant investment by both Navigator Gas and Borealis that clearly demonstrates a very strong commitment to environmental protection and the reduction of greenhouse gas emissions. This retrofit modification will comply with all current global emissions regulations and position us as early adopters of the global sulphur cap regulation due to come into force on the 1st of January 2020.”
The MV Articaborg is a multi-purpose offshore supply vessel. She was previously operated by Wagenborg Kazakhstan in the Caspian Sea but was transferred to Canada in 2017 and acquired by Fathom Offshore in 2018. The vessel is currently being retro-fitted where it will operate from in Vancouver to provide ice-breaking support, ice navigation assistance, fuel supply, salvage, and cargo services in the Western Canadian Arctic.
Length: 65.1 m
Beam: 16.4 m
GRT: 1453 t
DWT: 675 t
Arcticaborg and her sister ship, Antarcticaborg, were built by Kværner Masa-Yards in Helsinki, Finland, in 1998. They are the first full developments of the double acting ship concept and among the first icebreakers equipped with Azipods, electric azimuth thrusters manufactured by ABB. The vessel was previously active in several oil and gas related projects in the Caspian Sea, which is characterized by shallow waters and severe ice conditions. After working for twenty years in the region, it will take on a new project in a similar environment.
Last Sunday the Orca Ace, a “Next-Generation Car Carrier” cargo ship for autos and roll on/roll off cargoes, arrived at the WWL Annacis Auto Terminal on her maiden voyage. The Orca Ace began her journey to the United States in July 2018, departing from Hitachinaka, Japan and will continue on to ports on the US West Coast with San Diego being the final destination on her maiden voyage.
Owner: Lunar River Line S.A. of Panama
Operator: Mitsui OSK Line Ltd. (MOL)
Length: 199.9 m
Breadth: 32.2 m
Max Deck: 5.6 m
Capacity: 6,800 units (standard passenger vehicles)
Built in Japan, the Orca Ace is the second in its FLEXIE series optimized for efficient loading and unloading all types of vehicles. The vessels have six liftable decks, compared with two on conventional car carriers to provide for more flexibility for different vehicle types along with high and heavy cargo transport. The rounded bow shape will minimize wind resistance and is expected to reduce CO2 emissions by about 2% compared to today's car carriers. The new shape is the result of joint research by MOL, MOL Techno-Trade, Ltd. (President: Hirokazu Hatta; Headquarters: Chuo-ku, Tokyo), and Akishima Laboratories (Mitsui Zosen) Inc. It is one of the environmental impact-reducing technologies developed in the MOL Group's "ISHIN NEXT -MOL SMART SHIP PROJECT-." The first in the FLEXIE series was the Beluga Ace launched in March 2018 and MOL has provided a virtual ship visit on line for those interested in a quick tour.
Frequently seen in the Pacific Northwest, the CSL Spirit is a self-unloader that uses her discharge boom to discharge cargo without shore-based unloading equipment. Self-unloaders can operate 24 hours a day at speeds up to 5,000 tonnes per hour. These versatile vessels can operate and discharge cargo in any accessible waterway, and can provide offshore transshipment operations, topping up or offloading into larger vessels.
Length: 225 m
Breadth: 32 m
Boom: 79 m
Self-unloaders have a reduced environmental footprint as loading and discharging cargo from the vessel can be carried out within a completely enclosed system. Advanced dust suppression equipment and fully enclosed or covered booms further reduce the potential for dust and spillage. Noise generated by the ship’s self-unloading machinery is controlled through the use of acoustic enclosures and sound barriers.
The Energy Observer is the world's first hydrogen vessel to circumnavigate the world solely on renewable energy resources. The catamaran’s plans to visit 50 countries with 101 port calls over a period of six years. So far 8,240 nautical miles have been covered in France and the Mediterranean Sea and in 2020 the Energy Observer will make her way to the Americas.
The former 100-ft racing boat was converted by a team of nearly 50 engineers, designers and naval architects to be powered by a combination of solar, hydrogen, wind and water energy. Propulsion comes from two electric motors, driven by all that generated electrical energy, but it’s the way that’s stored that’s clever. The Energy Observer uses just 106-kWh of batteries, for immediate, buffer, storage and energy demands. It stores the bulk of the excess electricity generated when the sun is shining or the wind is blowing as hydrogen gas. An electrolyzer uses the current to spilt the water into hydrogen and oxygen. The latter is released into the atmosphere, and the H2 is stored in eight tanks, made from aluminum and carbon fiber, which can hold up to 137 pounds of compressed hydrogen. When that energy is needed, the H2 is run through a fuel cell and recombined with oxygen from the air to create electricity, with water as a byproduct.
The super trawler and factory ship Margiris is the world's second largest fishing vessel. She has been surrounded by a significant amount of controversy over the years as states look to control its catch and operations. Australia has banned trawlers over 130 metres from fishing in its waters. Tasmania is looking to strengthen its existing ban that restricts vessels larger than 38 metres in length from fishing in their waters, up to three nautical miles off the shores of Australia. The Tasmanian recreational fishing industry is worth about $93 million to the economy.
Builder: rebuilt by Mjellem & Karlsen Verft, Bergen Norway 1997
Tonnage: 9,499 GT / 6,200 DWT
Length: 142 m
Beam: 17 m
The EV Nautilus is a research vessel currentlly based in Victoria, British Columbia. The vessel is on a global mission of exploration, so it has no true home port. The ship is operated by the Ocean Exploration Trust under the direction of Dr. Robert Ballard. The Nautilus is equipped with a team of remotely operated vehicles (ROVs) Hercules, and Argus, a multibeam mapping system, and mapping tools Diana and Echo. All of these tools help the Ocean Exploration Trust conduct deep sea exploration of unknown parts of the ocean to a depth of 4000 meters.
Length: 64 m
Beam: 10.5 m
Speed: 10 knots
Complement: 17 crew, 31 science/mission
From July 5-21 2018, Fisheries and Oceans Canada, the Haida Nation, Oceana Canada, and Oceans Network Canada are embarking on an expedition to explore seamounts near the islands of Haida Gwaii in the northeast Pacific Ocean off the coast of British Columbia. The team will spend 16 days on board the EV Nautilus. All known seamounts located in Canadian waters are found off the coast of BC and this expedition will survey three of them: SGaan Kinghlas-Bowie, Dellwood and Explorer. The EV Nautilus has a SeaTel satellite communication system and will be live streaming underwater images of their research and commenting live on what they see. To hear them and ask your questions, click here to access the Nautilus Live Website.