Bay Diesel & Generator, in conjunction with Generac Power Systems, now hosts the Professional Development Seminar Series (PDSS) at its office on Granby Street in downtown Norfolk. The PDSS is a series of seminars for the engineering community based upon real world experiences to provide an understanding of generator capability, functionality, reliability and site-specific load requirements.
These 90-minute courses were developed for practicing design, sales and consulting engineers involved in supplying standby power to commercial, industrial, municipal and healthcare facilities. Each seminar, held every three weeks, is specifically designed to inform participants of current technologies, sizing, codes & standards, switching technologies and reliable design characteristics surrounding emergency power systems. Participants who successfully complete an individual course receive Continuing Education Units (CEU). In addition, Bay Diesel provides a breakfast at each seminar, turning the classroom into a social networking experience. Each class is taught by Rob Robins, Vice President of Sales for Bay Diesel. Mr. Robins is a graduate of the University of Virginia with a degree in Mechanical Engineering. He is also a certified instructor through the Milwaukee School of Engineering.
Bay Diesel & Generator is also a veteran-owned small business with offices in Chesapeake, Norfolk, and Richmond. The company specializes in diesel engine sales and repair for multiple national brands, parts sales, and generator sales, repair, and maintenance. The company is an Authorized Marine Dealer for Caterpillar through Carter Machinery and the regional distributor for Generac Power Systems generators.
SEAMAN JOB VACANCY
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Transas VTS Simulator Arrives in the UK
Transas VTS Simulator Arrives in the UK
Transas Marine (UK) Ltd and Blackpool and the Fylde College’s Fleetwood Nautical Campus have successfully added a VTS simulation suite to the Transas Navi-Trainer Professional Simulation centre.
The two Navi-Monitor workstations are able to monitor the developing traffic situation in any simulated exercise run on the main navigational bridges on site; a capability that is required for Fleetwood to deliver VTS Operator training to the IALA V103 standard. A projected visualization channel gives the view from the control tower and completes the full mission effect that this leading training establishment has always strived for.
This installation is a landmark for Transas as it is the first of its kind in the UK. Fleetwood is now one of only two British nautical schools to offer MCA accredited VTS operator training.
Fleetwood Nautical Campus is part of Blackpool and the Fylde College. The college has been designated as a National Beacon of Excellence and recently accredited for the Charter Mark in recognition of the excellent service it provides to all learners.
(www.transas.com)
Transas Marine (UK) Ltd and Blackpool and the Fylde College’s Fleetwood Nautical Campus have successfully added a VTS simulation suite to the Transas Navi-Trainer Professional Simulation centre.
The two Navi-Monitor workstations are able to monitor the developing traffic situation in any simulated exercise run on the main navigational bridges on site; a capability that is required for Fleetwood to deliver VTS Operator training to the IALA V103 standard. A projected visualization channel gives the view from the control tower and completes the full mission effect that this leading training establishment has always strived for.
This installation is a landmark for Transas as it is the first of its kind in the UK. Fleetwood is now one of only two British nautical schools to offer MCA accredited VTS operator training.
Fleetwood Nautical Campus is part of Blackpool and the Fylde College. The college has been designated as a National Beacon of Excellence and recently accredited for the Charter Mark in recognition of the excellent service it provides to all learners.
(www.transas.com)
Rig service
Rig service
Published: 06 March 2009 04:40 PM
Source: The Engineer Online
Global engineering and project management group, AMEC, has secured a contract for maintenance and services of BP’s Unity platform in the North Sea.
AMEC will provide management and technical resources to the platform over a period of four years.
The contract, which is already underway, includes planning, cost control and implementation of safety, health, environmental and quality management systems.
The Unity platform is located in Forties field, around 5km from the Apache-operated Forties Charlie platform and 170km east of Aberdeen.
The support team will be based in Aberdeen, with 20 people working on operations on the platform.
Sandy Clark, European operations director for AMEC's Natural Resources division, said: ‘We are delighted with this contract award from BP as we already have had a long and successful relationship with BP on the Forties Pipeline System.
‘Onshore, AMEC has supported the landline since 1995.
This additional offshore contract award enhances the strong working relationship AMEC has with BP and is recognition of our excellent safety record and 100 per cent system availability since 2001.
Having now secured the offshore element of the contract we will continue to deliver excellent service to support BP's North Sea business.'
Published: 06 March 2009 04:40 PM
Source: The Engineer Online
Global engineering and project management group, AMEC, has secured a contract for maintenance and services of BP’s Unity platform in the North Sea.
AMEC will provide management and technical resources to the platform over a period of four years.
The contract, which is already underway, includes planning, cost control and implementation of safety, health, environmental and quality management systems.
The Unity platform is located in Forties field, around 5km from the Apache-operated Forties Charlie platform and 170km east of Aberdeen.
The support team will be based in Aberdeen, with 20 people working on operations on the platform.
Sandy Clark, European operations director for AMEC's Natural Resources division, said: ‘We are delighted with this contract award from BP as we already have had a long and successful relationship with BP on the Forties Pipeline System.
‘Onshore, AMEC has supported the landline since 1995.
This additional offshore contract award enhances the strong working relationship AMEC has with BP and is recognition of our excellent safety record and 100 per cent system availability since 2001.
Having now secured the offshore element of the contract we will continue to deliver excellent service to support BP's North Sea business.'
CHIEF ENGINEER PLEADS GUILTY TO RECORD BOOK CHARGES
CHIEF ENGINEER PLEADS GUILTY TO RECORD BOOK CHARGES
Tuesday, 10 March 2009
THE former chief engineer on the Cypriot-flag chemical tanker Nautilus has, pleaded guilty today to using falsified records to conceal improper discharges of oil-contaminated bilge water
The US Justice Department says that Carmelo Oria, a Spanish citizen, faces up to 6 years imprisonment, to be followed by three years of supervised release, and a $250,000 fine.
An investigation began in March 2008, when US Coast Guard inspectors conducted an examination of the vessel, following the ship’s arrival in St. Croix, US Virgin Islands, and subsequently in the Port of Boston. The Nautilus is operated by Spanish-based Consultores de Navegacion S.A. The USCG says that the inspections uncovered evidence that crew members aboard the ship had improperly handled and disposed of the ship’s oil-contaminated bilge water and falsified entries in the ship’s official oil record book to conceal these activities.
“Carmelo Oria ordered the ship’s crew members to bypass required environmental controls and pump oil-contaminated water from the ship’s bilge directly into the ocean. He then falsified the ship’s records in an attempt to conceal his actions,” said John Cruden, Acting Assistant Attorney General for the Justice Department’s Environment and Natural Resources Division. “As long as individuals and companies continue to bypass this nation’s environmental laws, the Justice Department will continue to bring cases and seek justice for those involved.”
Tuesday, 10 March 2009
THE former chief engineer on the Cypriot-flag chemical tanker Nautilus has, pleaded guilty today to using falsified records to conceal improper discharges of oil-contaminated bilge water
The US Justice Department says that Carmelo Oria, a Spanish citizen, faces up to 6 years imprisonment, to be followed by three years of supervised release, and a $250,000 fine.
An investigation began in March 2008, when US Coast Guard inspectors conducted an examination of the vessel, following the ship’s arrival in St. Croix, US Virgin Islands, and subsequently in the Port of Boston. The Nautilus is operated by Spanish-based Consultores de Navegacion S.A. The USCG says that the inspections uncovered evidence that crew members aboard the ship had improperly handled and disposed of the ship’s oil-contaminated bilge water and falsified entries in the ship’s official oil record book to conceal these activities.
“Carmelo Oria ordered the ship’s crew members to bypass required environmental controls and pump oil-contaminated water from the ship’s bilge directly into the ocean. He then falsified the ship’s records in an attempt to conceal his actions,” said John Cruden, Acting Assistant Attorney General for the Justice Department’s Environment and Natural Resources Division. “As long as individuals and companies continue to bypass this nation’s environmental laws, the Justice Department will continue to bring cases and seek justice for those involved.”
ISO, IMSO Agree to Exchange Information on Maritime Safety, Navigation
ISO, IMSO Agree to Exchange Information on Maritime Safety, Navigation
The International Organization for Standardization (ISO) and the International Mobile Satellite Organization (IMSO) signed a memorandum of understanding (MOU) targeted at serving the interests of safety at sea, safe navigation and the promotion of safe and efficient maritime transport.
The two organizations agreed to establish and maintain cooperation plus to exchange information and documentation to keep each other fully informed of their activities and programs of work in fields of mutual interest.
These fields include maritime communications for maritime safety and efficiency of navigation.
IMSO said one of the factors that encouraged it to cooperate with ISO is the IMSO development of standards for various aspects of maritime security.
The MOU was approved at the Twentieth Session of the IMSO Assembly, which ended on Oct. 3, 2008.
Source: International Organization for Standardization (ISO).
The International Organization for Standardization (ISO) and the International Mobile Satellite Organization (IMSO) signed a memorandum of understanding (MOU) targeted at serving the interests of safety at sea, safe navigation and the promotion of safe and efficient maritime transport.
The two organizations agreed to establish and maintain cooperation plus to exchange information and documentation to keep each other fully informed of their activities and programs of work in fields of mutual interest.
These fields include maritime communications for maritime safety and efficiency of navigation.
IMSO said one of the factors that encouraged it to cooperate with ISO is the IMSO development of standards for various aspects of maritime security.
The MOU was approved at the Twentieth Session of the IMSO Assembly, which ended on Oct. 3, 2008.
Source: International Organization for Standardization (ISO).
Maritime Communication
Typical maritime communication solutions are structured using volume pricing based upon data or time. This requires management companies or crews to impose strict limitations on communication usage.
In today's information age, limiting vessel or fleet communications access may introduce an unacceptable level of risk. Limiting communication is of even greater concern when vessels are carrying highly volatile cargos such as crude oil or liquid natural gas.
In addition, with the growing use and value of real-time telemetry constantly monitoring the status of the cargo and or the vessel, the demands placed on onboard communications are rapidly outstripping the capabilities of existing communications solutions.
Next-generation maritime communications
Based upon the tried and tested SpaceTrack 4000 stabilized antenna (one of the world's leading satellite service providers), Schlumberger Global Connectivity Services has developed a unique offering exclusively for the maritime market. The solution provides the first truly global, fixed-price, always-on communications package for any type or size of mobile maritime vessel.
With a variety of antenna sizes to choose from (2.4 m, 1.8 m, 1.2 m), this weather-resilient, C-Band-based solution exploits Intelsat's global footprint and auto-beam switching technology for a unique and highly competitive alternative to existing maritime offerings.
Supported by a variety of service models, this new offering provides ship and fleet owners and fleet management companies with unprecedented flexibility in the selection and deployment of the appropriate communications package for their vessels, regardless of whether their routing is regional or global.
In today's information age, limiting vessel or fleet communications access may introduce an unacceptable level of risk. Limiting communication is of even greater concern when vessels are carrying highly volatile cargos such as crude oil or liquid natural gas.
In addition, with the growing use and value of real-time telemetry constantly monitoring the status of the cargo and or the vessel, the demands placed on onboard communications are rapidly outstripping the capabilities of existing communications solutions.
Next-generation maritime communications
Based upon the tried and tested SpaceTrack 4000 stabilized antenna (one of the world's leading satellite service providers), Schlumberger Global Connectivity Services has developed a unique offering exclusively for the maritime market. The solution provides the first truly global, fixed-price, always-on communications package for any type or size of mobile maritime vessel.
With a variety of antenna sizes to choose from (2.4 m, 1.8 m, 1.2 m), this weather-resilient, C-Band-based solution exploits Intelsat's global footprint and auto-beam switching technology for a unique and highly competitive alternative to existing maritime offerings.
Supported by a variety of service models, this new offering provides ship and fleet owners and fleet management companies with unprecedented flexibility in the selection and deployment of the appropriate communications package for their vessels, regardless of whether their routing is regional or global.
International Maritime Organization
International Maritime Organization
The International Maritime Organization (IMO), formerly known as the Inter-Governmental Maritime Consultative Organization (IMCO), is a late 20th century creation. The Convention which established the IMCO was adopted in Geneva in 1948,[1] but it only came into force ten years later; and the new Organization met for the first time the following year in 1959. The IMCO name was changed to IMO in 1982.[2]
Headquartered in London, in the United Kingdom, the IMO is a specialized agency of the United Nations with 168 Member States and three Associate Members.[2] The IMO promotes cooperation among governments and the shipping industry to improve maritime safety and to prevent marine pollution. IMO is governed by an Assembly of members and is financially administered by a Council of members elected from the Assembly. The work of IMO is conducted through five committees and these are supported by technical subcommittees. Member organizations of the UN organizational family may observe the proceedings of the IMO. Observer status may be granted to qualified non-governmental organizations.
The IMO is supported by a permanent secretariat of employees who are representative of its members. The secretariat is composed of a Secretary-General who is periodically elected by the Assembly, and various divisions such as those for marine safety, environmental protection, and a conference section.
MO is the source of approximately 60 legal instruments that guide the regulatory development of its member states to improve safety at sea, facilitate trade among seafaring states and protect the maritime environment. The most well known is the International Convention for the Safety of Life at Sea (SOLAS)
IMO Member States with year of joining
Albania 1993
Algeria 1963
Angola 1977
Antigua and Barbuda 1986
Argentina 1953
Australia 1952
Austria 1975
Azerbaijan 1995
Bahamas 1976
Bahrain 1976
Bangladesh 1976
Barbados 1970
Belgium 1951
Belize 1990
Benin 1980
Bolivia 1987
Bosnia and Herzegovina 1993
Brazil 1963
Brunei Darussalam 1984
Bulgaria 1960
Cambodia 1961
Cameroon 1961
Canada 1948
Cape Verde 1976
Chile 1972
China 1973
Colombia 1974
Congo 1975
Cook Islands 2008
Costa Rica 1981
Côte d'Ivoire 1960
Croatia 1992
Cuba 1966
Cyprus 1973
Czech Republic 1993
Republic of Korea 1986
Republic of the Congo* 1973
Denmark 1959
Djibouti 1979
Dominica 1979
Dominican Republic 1953
Ecuador 1956
Egypt 1958
El Salvador 1981
Equatorial Guinea 1972
Eritrea 1993
Estonia 1992
Ethiopia 1975
Fiji 1983
Finland 1959
France 1952
Gabon 1976
Gambia 1979
Georgia 1993
Germany 1959
Ghana 1959
Greece 1958
Grenada 1998
Guatemala 1983
Guinea 1975
Guinea-Bissau 1977
Guyana 1980
Haiti 1953
Honduras 1954
Hungary 1970
Iceland 1960
India 1959
Indonesia 1961
Iran (Islamic Republic of)1958
Iraq 1973
Ireland 1951
Israel 1952
Italy 1957
Jamaica 1976
Japan 1958
Jordan 1973
Kazakhstan 1994
Kenya 1973
Kiribati 2003
Kuwait 1960
Latvia 1993
Lebanon 1966
Liberia 1959
Libyan Arab Jamahiriya 1970
Lithuania 1995
Luxembourg 1991
Madagascar 1961
Malawi 1989
Malaysia 1971
Maldives 1967
Malta 1966
Marshall Islands 1998
Mauritania 1961
Mauritius 1978
Mexico 1954
Moldova 2001
Monaco 1989
Mongolia 1996
Montenegro 2006
Morocco 1962
Mozambique 1979
Myanmar 1951
Namibia 1994
Nepal 1979
Netherlands 1949
New Zealand 1960
Nicaragua 1982
Nigeria 1962
Norway 1958
Oman 1974
Pakistan 1958
Panama 1958
Papua New Guinea 1976
Paraguay 1993
Peru 1968
Philippines 1964
Poland 1960
Portugal 1976
Qatar 1977
Republic of Korea 1962
Romania 1965
Russian Federation 1958
Saint Kitts and Nevis 2001
Saint Lucia 1980
Saint Vincent and the Grendines 1981
Samoa 1996
San Marino 2002
Saudi Arabia 1969
Senegal 1960
Serbia (Republic of) 2000
Seychelles 1978
Sierra Leone 1973
Singapore 1966
Slovakia 1993
Slovenia 1993
Solomon Islands 1988
Somalia 1978
South Africa 1995
Spain 1962
Sri Lanka 1972
Sudan 1974
Suriname 1976
Sweden 1959
Switzerland 1955
Syrian Arab Republic 1963
Thailand 1973
The former Yugoslav Republc of Macedonia 1993
Timor-Leste 2005
Togo 1983
Tonga 2000
Trinidad and Tobago 1965
Tunisia 1963
Turkey 1958
Turkmenistan 1993
Tuvalu 2004
Ukraine 1994
Union of Comoros 2001
United Arab Emirates 1980
United Kingdom of Great Britain and Northern Ireland 1949
United Republic of Tanzania 1974
United States of America 1950
Uruguay 1968
Vanuatu 1986
Venezuela 1975
Viet Nam 1984
Yemen 1979
Zimbabwe 2005
Associate Members:
Hong Kong, China 1967
Macao, China 1990
The Faroe Islands, Denmark 2002
The International Maritime Organization (IMO), formerly known as the Inter-Governmental Maritime Consultative Organization (IMCO), is a late 20th century creation. The Convention which established the IMCO was adopted in Geneva in 1948,[1] but it only came into force ten years later; and the new Organization met for the first time the following year in 1959. The IMCO name was changed to IMO in 1982.[2]
Headquartered in London, in the United Kingdom, the IMO is a specialized agency of the United Nations with 168 Member States and three Associate Members.[2] The IMO promotes cooperation among governments and the shipping industry to improve maritime safety and to prevent marine pollution. IMO is governed by an Assembly of members and is financially administered by a Council of members elected from the Assembly. The work of IMO is conducted through five committees and these are supported by technical subcommittees. Member organizations of the UN organizational family may observe the proceedings of the IMO. Observer status may be granted to qualified non-governmental organizations.
The IMO is supported by a permanent secretariat of employees who are representative of its members. The secretariat is composed of a Secretary-General who is periodically elected by the Assembly, and various divisions such as those for marine safety, environmental protection, and a conference section.
MO is the source of approximately 60 legal instruments that guide the regulatory development of its member states to improve safety at sea, facilitate trade among seafaring states and protect the maritime environment. The most well known is the International Convention for the Safety of Life at Sea (SOLAS)
IMO Member States with year of joining
Albania 1993
Algeria 1963
Angola 1977
Antigua and Barbuda 1986
Argentina 1953
Australia 1952
Austria 1975
Azerbaijan 1995
Bahamas 1976
Bahrain 1976
Bangladesh 1976
Barbados 1970
Belgium 1951
Belize 1990
Benin 1980
Bolivia 1987
Bosnia and Herzegovina 1993
Brazil 1963
Brunei Darussalam 1984
Bulgaria 1960
Cambodia 1961
Cameroon 1961
Canada 1948
Cape Verde 1976
Chile 1972
China 1973
Colombia 1974
Congo 1975
Cook Islands 2008
Costa Rica 1981
Côte d'Ivoire 1960
Croatia 1992
Cuba 1966
Cyprus 1973
Czech Republic 1993
Republic of Korea 1986
Republic of the Congo* 1973
Denmark 1959
Djibouti 1979
Dominica 1979
Dominican Republic 1953
Ecuador 1956
Egypt 1958
El Salvador 1981
Equatorial Guinea 1972
Eritrea 1993
Estonia 1992
Ethiopia 1975
Fiji 1983
Finland 1959
France 1952
Gabon 1976
Gambia 1979
Georgia 1993
Germany 1959
Ghana 1959
Greece 1958
Grenada 1998
Guatemala 1983
Guinea 1975
Guinea-Bissau 1977
Guyana 1980
Haiti 1953
Honduras 1954
Hungary 1970
Iceland 1960
India 1959
Indonesia 1961
Iran (Islamic Republic of)1958
Iraq 1973
Ireland 1951
Israel 1952
Italy 1957
Jamaica 1976
Japan 1958
Jordan 1973
Kazakhstan 1994
Kenya 1973
Kiribati 2003
Kuwait 1960
Latvia 1993
Lebanon 1966
Liberia 1959
Libyan Arab Jamahiriya 1970
Lithuania 1995
Luxembourg 1991
Madagascar 1961
Malawi 1989
Malaysia 1971
Maldives 1967
Malta 1966
Marshall Islands 1998
Mauritania 1961
Mauritius 1978
Mexico 1954
Moldova 2001
Monaco 1989
Mongolia 1996
Montenegro 2006
Morocco 1962
Mozambique 1979
Myanmar 1951
Namibia 1994
Nepal 1979
Netherlands 1949
New Zealand 1960
Nicaragua 1982
Nigeria 1962
Norway 1958
Oman 1974
Pakistan 1958
Panama 1958
Papua New Guinea 1976
Paraguay 1993
Peru 1968
Philippines 1964
Poland 1960
Portugal 1976
Qatar 1977
Republic of Korea 1962
Romania 1965
Russian Federation 1958
Saint Kitts and Nevis 2001
Saint Lucia 1980
Saint Vincent and the Grendines 1981
Samoa 1996
San Marino 2002
Saudi Arabia 1969
Senegal 1960
Serbia (Republic of) 2000
Seychelles 1978
Sierra Leone 1973
Singapore 1966
Slovakia 1993
Slovenia 1993
Solomon Islands 1988
Somalia 1978
South Africa 1995
Spain 1962
Sri Lanka 1972
Sudan 1974
Suriname 1976
Sweden 1959
Switzerland 1955
Syrian Arab Republic 1963
Thailand 1973
The former Yugoslav Republc of Macedonia 1993
Timor-Leste 2005
Togo 1983
Tonga 2000
Trinidad and Tobago 1965
Tunisia 1963
Turkey 1958
Turkmenistan 1993
Tuvalu 2004
Ukraine 1994
Union of Comoros 2001
United Arab Emirates 1980
United Kingdom of Great Britain and Northern Ireland 1949
United Republic of Tanzania 1974
United States of America 1950
Uruguay 1968
Vanuatu 1986
Venezuela 1975
Viet Nam 1984
Yemen 1979
Zimbabwe 2005
Associate Members:
Hong Kong, China 1967
Macao, China 1990
The Faroe Islands, Denmark 2002
well stimulation on offshore guidelines
BRITISH PETROLEUM GUIDELINES
FOR WELL STIMULATION VESSELS
9 Well Stimulation Vessels
9.1 Design Philosophy
All DP well stimulation vessels shall be a minimum of DP Class 2 or DP Class 3 and operating in that mode. It is recognised that at present there are not many DP Class 2 well stimulation vessels but some are being converted so proposed vessels will be assessed by Marlog on a case-by-case basis.
In addition to the information given in Paragraphs 1 and 2, a well stimulation vessel shall meet the following criteria:
The safe working limits shall additionally be determined by the limits of heading capability from failure of thrusters furthest from the process umbilical in beam environmental conditions.
Reference should be made to IMCA publication 'Guidelines for the Design and Operation of Dynamically Positioned Vessels'.
• No known failure shall cause a position loss which could result in contact with another vessel, mooring line or offshore structure, or cause tension to be applied to the process umbilical, or cause the uncontrolled release of chemicals.
• The determination of safe working limits shall consider the consequences of a sudden mechanical failure so that such a failure does not risk:.
– Injury to personnel working on or near the process umbilical
– The vessel coming into contact with any nearby structure or vessel
RELEVANT REFERENCES
2.2 Safe Working Limits
Safe working limits shall be determined for each geographical location and type of task to be performed. These limits must consider every possible failure mode, and the likely time to restore the DP system and/or move clear of an area such that a safe situation exists. Particular attention should be paid to the following scenarios:
'Safe Working Limits' are the environmental limits that would make a critical excursion from a single fault very unlikely either through adequate control and power remaining; environmental loads are small and the time to reach a safe position is short; existing circumstances and conditions position loss do not have any serious consequences.
• Failure of any section of the power generation, distribution and control systems
• 'Blackout' situation and the vessel movement against time to restore power while operating within the 500m zone.
• Time to recover any equipment or divers from the sea to a safe position .
• Divers working within a jacket.
• Water depth.
Note: 'A Safe Situation' means where the work has or could immediately cease and there are no serious consequences.
2.3 Redundancy of Equipment
All DP vessels used to support 'diving, drilling, flotel, pipelay operations' must be Class 2 (refer to Paragraph 1.3).
Class 1 DP vessels requiring to operate within the 500m zone of Installations must have procedures which reflect the possible loss of equipment and position. They will be required to operate in a 'blow-off sector' and will not be allowed to approach closer than 100m to the Installation. ('Blow-off sector' means a position where if all power on the vessel is lost, then the vessel will drift clear of the Installation.)
Required levels of redundancy shall be addressed during pre-mobilisation hazard analysis and evidenced within project documentation.
It is essential that all key DP personnel know the consequences to be expected from various failures as the levels of sophistication and redundancy of vessels vary considerably. To assist Operators with worst case failures for Class 2 and Class 3 equipment, the DP control system for vessels built after 1 July 1994 should have consequence analysis function checking that, in terms of thruster and power, the vessel can maintain station following a worst case failure mode.
FOR WELL STIMULATION VESSELS
9 Well Stimulation Vessels
9.1 Design Philosophy
All DP well stimulation vessels shall be a minimum of DP Class 2 or DP Class 3 and operating in that mode. It is recognised that at present there are not many DP Class 2 well stimulation vessels but some are being converted so proposed vessels will be assessed by Marlog on a case-by-case basis.
In addition to the information given in Paragraphs 1 and 2, a well stimulation vessel shall meet the following criteria:
The safe working limits shall additionally be determined by the limits of heading capability from failure of thrusters furthest from the process umbilical in beam environmental conditions.
Reference should be made to IMCA publication 'Guidelines for the Design and Operation of Dynamically Positioned Vessels'.
• No known failure shall cause a position loss which could result in contact with another vessel, mooring line or offshore structure, or cause tension to be applied to the process umbilical, or cause the uncontrolled release of chemicals.
• The determination of safe working limits shall consider the consequences of a sudden mechanical failure so that such a failure does not risk:.
– Injury to personnel working on or near the process umbilical
– The vessel coming into contact with any nearby structure or vessel
RELEVANT REFERENCES
2.2 Safe Working Limits
Safe working limits shall be determined for each geographical location and type of task to be performed. These limits must consider every possible failure mode, and the likely time to restore the DP system and/or move clear of an area such that a safe situation exists. Particular attention should be paid to the following scenarios:
'Safe Working Limits' are the environmental limits that would make a critical excursion from a single fault very unlikely either through adequate control and power remaining; environmental loads are small and the time to reach a safe position is short; existing circumstances and conditions position loss do not have any serious consequences.
• Failure of any section of the power generation, distribution and control systems
• 'Blackout' situation and the vessel movement against time to restore power while operating within the 500m zone.
• Time to recover any equipment or divers from the sea to a safe position .
• Divers working within a jacket.
• Water depth.
Note: 'A Safe Situation' means where the work has or could immediately cease and there are no serious consequences.
2.3 Redundancy of Equipment
All DP vessels used to support 'diving, drilling, flotel, pipelay operations' must be Class 2 (refer to Paragraph 1.3).
Class 1 DP vessels requiring to operate within the 500m zone of Installations must have procedures which reflect the possible loss of equipment and position. They will be required to operate in a 'blow-off sector' and will not be allowed to approach closer than 100m to the Installation. ('Blow-off sector' means a position where if all power on the vessel is lost, then the vessel will drift clear of the Installation.)
Required levels of redundancy shall be addressed during pre-mobilisation hazard analysis and evidenced within project documentation.
It is essential that all key DP personnel know the consequences to be expected from various failures as the levels of sophistication and redundancy of vessels vary considerably. To assist Operators with worst case failures for Class 2 and Class 3 equipment, the DP control system for vessels built after 1 July 1994 should have consequence analysis function checking that, in terms of thruster and power, the vessel can maintain station following a worst case failure mode.
First posting, (just Created)
Oil Demand Forecasts to Fall As World GDP Slides
The world's top energy forecasters look set to cut further their estimates of oil demand for this year as the global economy slips towards its first contraction since World War II, analysts say.
The International Energy Agency (IEA), which advises 28 industrialized countries, is due to publish its closely watched monthly report on March 13 and it tends to reflect estimates for world economic growth by the International Monetary Fund.
The IMF has steadily cut its 2009 growth forecasts and is bracing for global economic shrinkage this year, as bank lending stalls, factories close and unemployment rises.
The Organization of the Petroleum Exporting Countries is also due to release its monthly Oil Market Report on March 13 and it too will almost certainly slash demand forecasts.
A packed week for data sees the release of the U.S. Energy Information Administration's monthly report on March 10 and this may also contain a cut in its demand forecast.
OPEC oil ministers meet in Vienna on March 15 and oil demand estimates will be key to their decision on how much oil to pump. Some member countries, including Iran, Venezuela and Libya, have already raised the possibility of a further production cut.
"Keep your eyes on actual and forecast levels of global GDP (gross domestic product). It is a proxy for oil demand," said David Hufton, managing director of brokers PVM.
"The dreadful GDP figures being revealed for the fourth quarter all over the world are not just dry, sterile data to be yawned at. It is the sum of what is going on in various economies and is a key indicator of health."
Last month, the IEA forecast world oil demand would contract by 980,000 barrels per day (bpd) this year to 84.7 million bpd.
The IEA projection followed a cut by the IMF in its estimate for global GDP growth to just 0.5 percent for 2009.
That estimate now looks optimistic. It is conservative compared with U.N. trade and development agency UNCTAD, which has predicted a global contraction of 1 percent this year.
"NEGATIVE TERRITORY"
A senior IMF official said this week the agency was likely to move its global growth forecast "into negative territory".
"It makes it highly likely the IEA will move further," said Catherine Hunter, oil analyst at Global Insight.
David Dugdale, analyst at MFC Global Investment Management, is cautious about the scale of the cut in oil demand estimates but believes the trend is clear: "I think the bias has to be towards further cuts to demand forecasts."
The collapse in demand has profound implications for OPEC, which said in February world oil demand would fall by 580,000 bpd in 2009 to average 85.13 million bpd.
The contraction in oil demand has pulled oil prices down from a peak of almost $150 a barrel in July last year to around $45 this week, squeezing the budgets of OPEC producers.
OPEC has promised to cut output by 4.2 million bpd from its output level in September in an attempt to prop up the market, but Hufton says "OPEC's supply cuts are being outrun and outgunned by the speed in the fall of global demand".
Hufton believes the big oil forecasters will reflect recent downgrades in growth estimates in their demand forecasts: "I assume that we will see additional demand reductions varying between 500,000 and 1 million bpd for 2009 depending on the GDP growth rates that were included in their last reports," he said.
But the timing of revisions is unclear to many analysts.
Lawrence Eagles, head of commodities research at JP Morgan and a former IEA analyst, suggests the IEA may wait for the IMF to cut its GDP estimates, something that could happen in April:
"IMF officials have talked about downgrading economic forecasts, but no changes have been published. Expect fact to win over rhetoric," Eagles said.
The world's top energy forecasters look set to cut further their estimates of oil demand for this year as the global economy slips towards its first contraction since World War II, analysts say.
The International Energy Agency (IEA), which advises 28 industrialized countries, is due to publish its closely watched monthly report on March 13 and it tends to reflect estimates for world economic growth by the International Monetary Fund.
The IMF has steadily cut its 2009 growth forecasts and is bracing for global economic shrinkage this year, as bank lending stalls, factories close and unemployment rises.
The Organization of the Petroleum Exporting Countries is also due to release its monthly Oil Market Report on March 13 and it too will almost certainly slash demand forecasts.
A packed week for data sees the release of the U.S. Energy Information Administration's monthly report on March 10 and this may also contain a cut in its demand forecast.
OPEC oil ministers meet in Vienna on March 15 and oil demand estimates will be key to their decision on how much oil to pump. Some member countries, including Iran, Venezuela and Libya, have already raised the possibility of a further production cut.
"Keep your eyes on actual and forecast levels of global GDP (gross domestic product). It is a proxy for oil demand," said David Hufton, managing director of brokers PVM.
"The dreadful GDP figures being revealed for the fourth quarter all over the world are not just dry, sterile data to be yawned at. It is the sum of what is going on in various economies and is a key indicator of health."
Last month, the IEA forecast world oil demand would contract by 980,000 barrels per day (bpd) this year to 84.7 million bpd.
The IEA projection followed a cut by the IMF in its estimate for global GDP growth to just 0.5 percent for 2009.
That estimate now looks optimistic. It is conservative compared with U.N. trade and development agency UNCTAD, which has predicted a global contraction of 1 percent this year.
"NEGATIVE TERRITORY"
A senior IMF official said this week the agency was likely to move its global growth forecast "into negative territory".
"It makes it highly likely the IEA will move further," said Catherine Hunter, oil analyst at Global Insight.
David Dugdale, analyst at MFC Global Investment Management, is cautious about the scale of the cut in oil demand estimates but believes the trend is clear: "I think the bias has to be towards further cuts to demand forecasts."
The collapse in demand has profound implications for OPEC, which said in February world oil demand would fall by 580,000 bpd in 2009 to average 85.13 million bpd.
The contraction in oil demand has pulled oil prices down from a peak of almost $150 a barrel in July last year to around $45 this week, squeezing the budgets of OPEC producers.
OPEC has promised to cut output by 4.2 million bpd from its output level in September in an attempt to prop up the market, but Hufton says "OPEC's supply cuts are being outrun and outgunned by the speed in the fall of global demand".
Hufton believes the big oil forecasters will reflect recent downgrades in growth estimates in their demand forecasts: "I assume that we will see additional demand reductions varying between 500,000 and 1 million bpd for 2009 depending on the GDP growth rates that were included in their last reports," he said.
But the timing of revisions is unclear to many analysts.
Lawrence Eagles, head of commodities research at JP Morgan and a former IEA analyst, suggests the IEA may wait for the IMF to cut its GDP estimates, something that could happen in April:
"IMF officials have talked about downgrading economic forecasts, but no changes have been published. Expect fact to win over rhetoric," Eagles said.
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