News Archive for HTL, Metal News, Oil and Gas News, Renewable News, Reports, Shipbuilding News

ECITB approve HTL Australasia’s training centre of excellence

 

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Perth based HTL Australasia have received the ECITB’s approval for their dedicated training centre to deliver the mechanical joint integrity course; MJI 10, 18 & 19. The recent approval from the globally recognised ECITB ensures that HTL Australasia can deliver the widely acknowledged ECITB MJI 10, 18 & 19 training course from their fully equipped training centre. The course concentrates on the skilled performance expected of persons trained to dismantle, inspect, prepare, assemble and tighten flanged and clamp connector pipe joints using hand, hydraulic torque and tensioning equipment. Suited to a number of industries including Oil & Gas, Renewables, Wind Energy, Rail, Construction, Power Generation and many more, this popular course is ideal for all personnel involved in mechanical joint integrity and bolt torque tensioning activity in the work place.

Jason Riley, Business Development Manager, ECITB comments: ‘’The ECITB approved MJI training courses and technical tests are a method to train and validate the skills of individuals in specialist bolting techniques to recognised global standards. The ECITB approved MJI model is vital to our industry, the training and testing increases competency levels and helps to reduce the risk of major accidents. A large number of companies and clients worldwide have adopted the ECITB approved MJI scheme to ensure individuals are both trained and competent to carry out work on specialist bolting activities. The ECITB are delighted to approve HTL’s additional MJI training and testing facility in Perth Australia, HTL are an experienced approved provider delivering ECITB MJI training across South East Asia and in the UK, I look forward to working with Scott and his team to support their delivery to clients in Australia.’’

Delivered by Lead Technical Trainers, each with vast experience in various industries, HTL Australasia can engage with delegates to offer delegates expert advice whilst also delivering technical training.

Scott Paterson, Managing Director, HTL Australasia comments: “Mechanical joint integrity training is critical in ensuring the competency and safety of Mechanical Technicians, Supervisors, Inspectors and Engineers. At HTL Australasia we take great pride in being approved by the ECITB to deliver these courses and always welcome visitors to our training centre to see the suite of training we can deliver to suit specific requirements.”

For more information including upcoming course dates please contact HTL Australasia on: +61 (0) 8 9249 3980, or email info@htl-australasia.com.

RUD manufacture & supply heavy duty lifting equipment 0.6- 250 tonnes

RUD Chains Ltd is a leading manufacturer of lifting and lashing applications that guarantee ultimate safety when lifting and moving heavy loads. Their diverse product range offers over 600 tested and certified lifting and lashing points for bolting and welding.

RUD lifting equipment is used across a wide range of working environments from offshore, heavy duty engineering & handling, rail, military, manufacturing and construction.  Their products have been increasingly popular across the heavy duty lifting sector due to their impressive working load limits starting from 0.6- 250 Tonnes.

The WBPG hoist ring offers their highest lifting capability of 85-250 tonnes which makes it an ideal choice for many heavy engineering, handling and offshore projects. The WBPG is loadable from any side in the direction of the pivot meaning it is suitable for lifting and turning of heavy loads. It has the ability to rotate 360° and swivel 180°. The WBPG comes with a detachable suspension ring in the shape of a shackle for the attachment of common lifting means.

RUD’s heavy duty lifting products offer numerous safety factors and advantages to the operator and equipment being lifted.  The RUD VRBG load ring on plate for bolting can be supplied with 4 bolts offering a working load capacity of 10-16 tonnes or it can be supplied with 6/8 bolts which offers a higher working load capacity of 31.5-50 tonnes.

It can be loaded at 90° to the vertical with a full working load limit, the suspension ring pivots 180° and offers a safety factor of 4:1 in all load directions.  The VRBG is typically used across heavy engineering, shipbuilding, turbine lifting, steel structure assemblies and in lifting and final positioning of new machinery.

The RUD VRBS and VRBS Fix is part of their lifting point for welding product range. The VRBS load ring on plate for welding offers a load capacity of 50 tonne and the VRBS Fix offers a higher load capacity of up to100 tonne.

The VRBS and VRBS Fix are typically used in heavy lifting of fabrication. They can be used for Lifting the fabrication during the manufacturing process, lifting the fabrication onto transport and doubling up as lashing points for the transportation.

RUD offer both standard and bespoke heavy lifting solutions to suit some of the most demanding working environments. Top quality products and fast paced product innovations and developments make RUD a top choice for all your lifting requirements.

For more information, please visit: web.rud.com

 

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Hear updates on how to maximise maritime situational awareness capabilities

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With less than 4 weeks to go, SMi’s 2nd annual Maritime Reconnaissance and Surveillance Technology conference will return to Rome on the 29th & 30th January 2017.

“The world’s oceans are not controlled by one nation but by all; the only way they will remain safe is through collaboration at all levels. Sharing information based on data collected from a wide range of ISR platforms is one way we can work together to face maritime threats…” – Rear Admiral (Ret’d) Anthony Rix, Event Chairman, Former Flag Officer Sea Training, Royal Navy.

The need to discuss maritime surveillance activities and collaboration between nations is crucial, thus this event will respond to topical issues by bringing together senior military personnel and leading industry experts to discuss strategies and techniques that are being used to increase the safety of international waters.

With less than 4 weeks remaining, new sponsors Sitep Italia and e-GEOS join the event alongside new speakers Captain Dermot Mulholland, Branch Head, Strategic Plans & Policy from Combined Joint Operations from the Sea Centre of Excellence and Rear Admiral Giorgio Lazio, Commander Maritime North from Italian Navy.

Captain Mulholland will be speaking on day two on “16 Findings and Recommendations from the maritime security round table 2016″ and Rear Admiral Lazio will be speaking on day one about ‘The Italian Navy Northern Maritime Hub Experience: A hybrid Model for Public-Private Initiatives’.

The 2017 agenda will cover a vast array of topics including: research and development projects, acquisition programs, interoperability amongst maritime nations, mitigating the Mediterranean immigration crisis, space-based surveillance, C4I capabilities, real-time vessel tracking, modern ISR capabilities and so much more.

With representatives in attendance from Australia, Belgium, Canada, Germany, Israel, Italy, Netherlands, Norway, Portugal, Spain, Turkey, United Kingdom and USA; this truly global event will provide the perfect platform to network with leading maritime surveillance experts to discuss the latest updates and programmes within the industry.

2017 LINE-UP

With space-based surveillance playing such an important role within maritime surveillance, the official event partner, C-SIGMA will be hosting a post-conference workshop on “C-SIGMA: Improving International Collaboration in Space to Enhance Maritime Situational Awareness”. Hosted by Guy Thomas, President, C-SIGMA.

Register at www.maritime-recon.com/ydn

Maritime Reconnaissance and Surveillance Technology 2017 has PAE as Gold Sponsor and is sponsored by: exactEarth, Horizon Technologies, Pole Star Global, Sentient Vision Systems, Kongsberg Satellite Services, Orbcomm, DeepOcean Engineering, MDA Systems, e-GEOS and Sitep Italia

Sponsorship packages are limited, for further information contact Justin Predescu +44 (0) 207 827 6130 or e-mail jpredescu@smi-online.co.uk

For registrations, contact James Hitchen on +44 (0) 207 827 6054 or email jhitchen@smi-online.co.uk

For media enquiries, contact Zoe Gale on +44 20 7827 6138 or zgale@smi-online.co.uk

Maritime Reconnaissance and Surveillance Technology
30 – 31 January 2017
Rome, Italy
www.maritime-recon.com/ydn
Contact e-mail: zgale@smi-online.co.uk
Contact tel: +44 (0) 207 827 6054
#maritimerecosmi

Gold Sponsor: PAE
Sponsored by: Proudly Sponsored by exactEarth, Horizon Technologies, Pole Star Global, Sentient Vision Systems, Kongsberg Satellite Services, Orbcomm, DeepOcean Engineering, MDA Systems, e-GEOS and Sitep Italia

National maritime surveillance programmes updates from Italy, UK, Belgium, France, Portugal, Israel, US, Canada, NATO…

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SMi Group will return to Rome, Italy on the 29th- 30th January 2017 for the 2nd annual Maritime Reconnaissance and Surveillance Technology conference.

exactEarth Awarded MDA Contract for Polar Epsilon 2 Project. exactEarth Ltd, the leading provider of Satellite AIS data services, announced it has been awarded a four-year $2.7 million contract to provide AIS data processing services for the Canadian Department of National Defence’s Polar Epsilon 2 (PE2) project. The PE2 project is a national initiative that will combine radar and AIS data from the RADARSAT Constellation Mission to provide enhanced maritime domain awareness that will identify, detect and track vessels in Canada’s maritime approaches and support Canadian Armed Forces at home and abroad.” *(Source)

Lieutenant Commander Chad Kabatoff, Project Director Polar Epsilon 2, DG Space from Canadian Armed Forces, and Simon Chesworth, Regional Sales Director for Europefrom exactEarth Ltd. will be speaking at SMi’s Maritime Reconnaissance and Surveillance Technology conference.

Lieutenant Commander Chad Kabatoff, Project Director Polar Epsilon 2, DG Space, Canadian Armed Forces will be presenting on Day Two of the conference on “Space-Based Maritime Surveillance for the Protection of Canada’s Three Coastlines”. Highlights from the presentation include: Outlining the capabilities of Polar Epsilon 2; Feeding big data into recognized maritime picture for all maritime agencies to use and collaborating with industry to maximize data analysis.

Simon Chesworth, Regional Sales Director for Europe, exactEarth Ltd. will be speaking on “The Benefits of Persistent, Global, Real Time Vessel Tracking“. Presentation highlights: The element of the most optimized global satellite AIS solution; How this unique global real-time ship tracking solution is enhancing maritime situational awareness and the value of persistent real-time monitoring for various maritime operational activities.

4 key reasons to attend:

 

  • Hear the latest updates from high ranking military officials involved with the enhancement of naval surveillance programmes
  • Learn how nations including Italy, the UK, France, Germany, Portugal and the USA are developing their maritime ISR capabilities
  • Get to the heart of challenges faced by navies through focused briefings, discussions and networking
  • Highlighting the importance of technology to disseminate information to major operators at sea

 

Running alongside the conference will be a post-conference workshop entitled ‘C-SIGMA: Improving International Collaboration in Space to Enhance Maritime Situational Awareness.’ Which will be led by Guy Thomas the President of C-SIGMA (Official Event Partner).

 

Register at www.maritime-recon.com/ydn

 

Maritime Reconnaissance and Surveillance Technology 2017 has PAE as Gold Sponsor and is sponsored by: exactEarth, Horizon Technologies, Pole Star Global, Sentient Vision Systems, Kongsberg Satellite Services, Orbcomm, DeepOcean Engineering and MDA Systems.

For sponsorship packages, contact Justin Predescu +44 (0) 207 827 6130 or
e-mail jpredescu@smi-online.co.uk

For media enquiries, contact Zoe Gale on +44 20 7827 6138 or zgale@smi-online.co.uk

Maritime Reconnaissance and Surveillance Technology
30 – 31 January 2017
Rome, Italy
www.maritime-recon.com/ydn
Contact e-mail: zgale@smi-online.co.uk
Contact tel: +44 (0) 207 827 6130
#maritimerecosmi
Gold Sponsor: PAE
Sponsored by: Proudly Sponsored by exactEarth, Horizon Technologies, Pole Star Global, Sentient Vision Systems, Kongsberg Satellite Services, Orbcomm, DeepOcean Engineering and MDA Systems
*(Souce) http://bit.ly/2gh5A0p

Kongsberg Maritime: DSME and Kongsberg Maritime ink new joint development agreement

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DSME and Kongsberg Maritime have signed a Joint Development Agreement (JDA) for a new LNG FSRU regasification control system. As part of the delivery scope for a vessel currently under construction at the Okpo shipyard in South Korea, DSME will develop a High Fidelity Dynamic Simulator for the regasification plant. The JDA, which was signed on 29th November 2016, enables DSME to utilise Kongsberg Maritime’s Dynamic Process Simulator ‘K-Spice’ and the ‘K-Chief’ automation and control system for the joint development of the vessel’s regasification control system.

Both parties have extensive experience in the field of LNG vessel control systems. DSME is fast approaching delivery of 100 LNG ships, many of them operating with Kongsberg Maritime’s LNG control system on board. In total Kongsberg Maritime’s rapidly expanding LNG vessel reference list now surpasses 200 LNG control system installations. During the company’s long-standing partnership in the LNG business, several different concepts for gas handling have been developed. Simulation studies are today established as increasingly important in this field of development, to ensure robust design and to verify design parameters.

“We are very pleased to start a LNG control system JDA with DSME as it represents a continuation and strengthening of a long term and very successful partnership,” said Tore Wean, Managing Director, Kongsberg Maritime Korea. “We have supplied ship automation systems to DSME since the 1980’s and LNG ship control systems since 2002. We are committed to supporting their technology needs today and in the future.”

Vice President at DSME Naval & Energy System R&D, Mr. Young Bok Choi added: “Entering this JDA with Kongsberg Maritime as a major partner, and to many shipping companies, a trusted supplier makes good sense for DSME. We believe it will be a very significant stepping stone for further development projects and together we can provide our customers with world leading technology solutions.”

Further to the signing of the JDA, DSME and Kongsberg Maritime are in further discussions for possible cooperation on marketing activities of the new LNG FSRU regasification control system.

For further information, please contact:

Gunvor Hatling Midtbø

Kongsberg Maritime

Tel: +47 9921 4209

gunvor.hatling.midtbo@km.kongsberg.com

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Tore Wean, Managing Director, Kongsberg Maritime Korea (left) and Mr. Young Bok Choi, Vice President at DSME Naval & Energy System R&D

 

 

Kongsberg Maritime: New DP Maintenance Refresher Course meets latest IMCA guidelines

Kongsberg Maritime has launched a new Dynamic Positioning (DP) Maintenance Refresher Course for personnel involved in the maintenance of a vessel’s DP System. The new two-day course will be available at KONGSBERG training centres globally and has been developed to provide the technical and refresher training as recommended in the latest International Marine Contractors Association (IMCA) guidelines (M117 Rev.2) in addition to compliance with IMO-STCW Part B section B-V/f.

The first Dynamic Positioning (DP) Maintenance Refresher course took place last week at Kongsberg Maritime’s training centre in Kongsberg, Norway. Kongsberg Maritime Ltd’s Aberdeen training centre will host its first Dynamic Positioning (DP) Maintenance Refresher course starting on 18th January, with courses in February, March and April already scheduled to meet predicted demand for this unique training.

KONGSBERG’s new DP Maintenance Refresher Course offers in-depth training to reduce the risk of accidents involving the DP system on board and to ensure that Electrical/ Electronic Engineers (ETOs) and maintenance personnel can continue to identify faults and perform periodic maintenance in a competent and safe manner. The course is also suitable for personnel who have not worked with a DP system for a long period or are due to work with a vessel that has been upgraded from legacy KONGSBERG DP systems to the current generation K-Pos DP systems and K-Master workstations.

A task-centred approach created in accordance with DNV-GL standard ST-0008 Learning Programmes, the DP Maintenance Refresher Course combines theoretical lessons and practical exercises, with the main part focused on technical aspects and fault finding. The technical bridge in the training centre will be used for theoretical and practical exercises. Participants must have previously attended a DP Maintenance course for KONGSBERG systems and in order to benefit fully, participants should have general knowledge of electronics and computer-based control systems.

“Competence and awareness leads to increased operational safety, which is why training has been a core aspect of our work since KONGSBERG led the DP revolution in the 1970s and we are committed to continually improving and updating the course offering at our training centres worldwide,” said Eirik Hagensen, General Manager, Global Customer Training, Kongsberg Maritime. “The new DP Maintenance Refresher Course directly addresses the latest IMCA guidelines while meeting high demand for training on Kongsberg Maritime’s latest generation of DP systems.”

For further information, please contact:

Eirik Hagensen

Kongsberg Maritime

Tel: +47 3228 3247

eirik.hagensen@km.kongsberg.com

www.km.kongsberg.com

SSM Naval programmes, the most prestigious project of the Turkish Navy discussed at Naval Mission Systems Technology 2016

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Naval Mission Systems will take place next month in Rome, Italy on the 14th-15th November 2016.

“The signing of an agreement between Turkey’s Undersecretariat for Defense Industry (SSM) with Turkish Sedef and Spanish Navantia for construction of a $1.2 billion landing platform dock (LPD) has emerged as the prestige project of the Turkish navy.” *(Source)

With just four weeks to go until the event, there is a new addition to the expert speaker line-up. Mr. Ayhan Cakici the Technical Leader (Patrol Vessel Program) from Turkish MoD SSM Naval Platforms will provide delegates with an Insight to SSM (Undersecretariat for Defence Industries) Naval Programmes.

During his session Mr. Ayhan Cakici will explore the sectoral strategy of SSM’s Naval Platforms, recent achievements in the export market as well as development and cooperation of naval projects. His presentation will provide attendees with updates and information into the Turkish Navy’s most prestigious project.

Other topics which will feature during the two day conference include combat management systems, unmanned and autonomous vehicles platforms, integrating key naval assets, F-110 Frigate Programme, HMS Queen Elizabeth programme and so much more. These will be addressed by senior military personnel and leading industry experts.

Benefits of attending:

• Meet and network with military and industry decision makers in Naval Mission Systems Technology

• Hear the very latest technological developments from research and industry experts, who are enhancing the effectiveness of Naval Mission Systems Technology

• Explore ways in which interoperability between nations and technological systems can be developed to maximise the proficiency of naval mission systems strategies and technology.

• Gain an accurate update on the Mission Systems being developed within programmes across Europe

For further information on the conference, visit the event website on www.navalmissionsystems.com/ydn

Naval Mission Systems Technology 2016 issponsored by SiRTEL SRL and UMS Skeldar AG.

For sponsorship packages, contact Drew Miller on +44 (0) 207 827 6128 or dmiller@smi-online.co.uk

For delegate registrations, contact Kevin Ayoko on: +44 (0) 207 827 6744 or e-mail kayoko@smi-online.co.uk.

For media enquiries, contact Zoe Gale on +44 20 7827 6138 or zgale@smi-online.co.uk

Naval Mission Systems Technology
14th – 15th November 2016
Rome, Italy
www.navalmissionsystems.com/ydn
Sponsored by: SiRTEL SRL and UMS Skeldar AG
Contact e-mail: zgale@smi-online.co.uk
Contact tel: +44 (0) 207 827 6128

Preventative maintenance made simple

HTL Group Logo - Circle

Controlled bolting equipment manufacturer HTL Worldwide Ltd have released a specialist coating to extend the life of any structure or assembly; HTL Pro-Tect.

Offering complete joint preservation and corrosion prevention, HTL Pro-Tect is suitable for any mechanical and electrical application which is subject to climatic corrosion in any industry sector. With easy application and a life span of up to 25 years, the product will protect all mechanically exposed assemblies in the harshest environmental conditions including subsea.

The high strength nature of the product comes from its silicone base which forms a strong, resilient, and rubberised coating; averting moisture, debris, and water or oxygen ingress, therefore resulting in the workpiece being kept in its “as installed” condition. Non-marine pollutant, or toxic to the environment, HTL Pro-Tect is 100% recyclable.

The external part of any mechanical joint is highly vulnerable to the ingress of debris and moisture which can result in the degradation of bolted joints as well as corrosion damage. Excessive corrosion is hazardous and repair could mean unscheduled downtime for machining, failure and potentially replacement of damaged flanges, gaskets and fasteners.

Supplied as a complete kit with everything needed for application, this product promotes best practice engineering and is a major contribution towards maintaining critical joint integrity.

Easily removed by cutting and peeling back, HTL Pro-Tect is applied and removed as desired. Complete or partial reinstation is a simple secondary application.

Paul Storey, HTL Group Managing Director Comments:

An increasing demand from our client base to protect mechanical joints introduced us to the development and addition of HTL Pro-Tect to our complete portfolio of joint integrity solutions. With an unlimited amount of uses, the product is an essential inclusion for any joint preservation programme to maximise efficiency and cost savings. Additionally what has become clear is the unlimited potential for effective use of this product in any application subject to climatic corrosion.”

Contact HTL Worldwide today to find out more.

Visit htl-worldwide.com, call +44 (0) 1670 700 018 or email sales@htl-worldwide.com.

 

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RUD ICE Chain Pink Powder Coating acts as overheating indicator

RUD Logo

Ideal for Offshore Polar & Arctic Projects:

RUD ICE chain offers extreme resistance to temperatures from -60°c to +300°c which makes it the perfect choice for my offshore polar and arctic projects.

The ICE chain is coated with RUD’s innovative pink powder coating which acts as an overheating indicator. It shows the temperatures in which the chain can be safely used.

The chain cannot be used in temperatures above 300°c. If the chain reaches temperatures of 300°c or above it will turn from a pink colour to brown, then black which indicates that the chain is unsafe to use and must be taken out of service. The pink powder coating therefore offers a unique safety factor highlighting when the chain is no longer safe for use.

The advantages of RUD ICE chain are abundant. It offers a considerable 30% reduction in weight than Grade 80 chain, using less material and energy used due to its light construction & easier handling. It possesses a 60% higher breaking force than grade 80 chains, is extremely robust, tough and resilient to sharp and rough edges due to the chains increased strength.

Operating in hot or cold environments from -60°c to +300°c ICE Chain offers the solution to your lifting requirements. From offshore, arctic projects to extreme materials handling at ports or construction sites where sharp and rough edges are present, RUD’s ICE Chain offers ultimate strength and resilience to varied environments.
HEAT INDICATOR

For more information call 01227 276 611, Email: Katie.crane@rud.co.uk or visit us at www.rud.co.uk

 

German Navy provide the latest updates on F125 Frigates at the 2nd annual Maritime Reconnaissance and Surveillance Technology

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SMi Group’s 2nd annual Maritime Reconnaissance and Surveillance Technology will return to Rome, Italy on the 30-31 January 2017.

 

Monitoring maritime traffic whilst protecting maritime assets is an extremely difficult task. One of the ways this can be achieved is through the use of radars. This is just one topic that will be discussed at Maritime Reconnaissance and Surveillance Technology 2017.

 

“The F125 frigate class is a completely new type of ship. With numerous innovations and a multiple-crew strategy it is a further showcase for the leading engineering expertise of German naval shipbuilding.” *(Source)

 

“Guidance and surveillance will involve EADS Cassidian’s TRS-4D active array radar, which will mount 4 fixed ‘faces’ divided between the 2 deckhouses. In addition to offering dual-island resiliency, an active array system offers all of its corollary improvements in reliability, sensitivity, and multi-targeting capabilities over passive phased array radars. Various electro-optical systems will be used to perform passive short-range surveillance that cannot be picked up by enemy sensors.” ** (Source2)

 

Hear from Commander Hannes Schroeder-Lanz, Command Support/C4I Missions & Operations, from the German Navy as he provides the latest updates on the F125 Frigate class with a presentation on ‘Advances in German Naval Surveillance and Reconnaissance Equipment and Technologies from 2016 Onwards’. He will speak on: Optimising surface warship maritime surveillance radar technology on the new F125 Frigates; enabling effective national maritime protection through multinational integrated networks; upgrades in the German MPA Fleet and exploring the future of German Naval C4ISR requirements.

 

With technology advancing in the field of maritime security, it is crucial to discuss the latest updates and advancements which can enhance the safety of the world’s oceans. Further technologies that will be discussed at next year’s conference include:  platform sensors, unmanned systems and space-based assets.

 

The 2017 line up will include senior representatives from : Royal Navy, Italian Navy, US Naval Forces Europe, EU Naval Force, PAE, Italian Air Force, Italian Coast Guard, French Navy, Israeli Navy, German Navy, C-SIGMA, NATO MARCOM, Belgian Navy, Canadian Armed Forces, Portuguese Navy, European Maritime Safety Agency and more…

 

PLUS A POST-CONFERENCE WORKSHOP

 

Running alongside the conference will be a post-conference workshop entitled ‘C-SIGMA: Improving International Collaboration in Space to Enhance Maritime Situational Awareness.’ Which will be led by Guy Thomas the President of C-SIGMA.

 

There is currently an early bird offer available; book by 31st of October to save £200 off the conference price. Register at www.maritime-recon.com/ydn

For sponsorship packages and delegate enquiries, contact Justin Predescu +44 (0) 207 827 6130 or
e-mail jpredescu@smi-online.co.uk

For media enquiries, contact Zoe Gale on +44 20 7827 6138 or zgale@smi-online.co.uk

Maritime Reconnaissance and Surveillance Technology
30 – 31 January 2017
Rome, Italy
www.maritime-recon.com/ydn
Contact e-mail: zgale@smi-online.co.uk
Contact tel: +44 (0) 207 827 6130
#maritimerecosmi
Gold Sponsor: PAE
Sponsored by: exactEarth, Horizon Technologies, Pole Star Global, Sentient Vision Systems and Kongsberg Satellite Services
*(Source) http://bit.ly/2cQ8aG1
**(Source2) http://bit.ly/2cMNYbk

RUD INOX Star Stainless Steel Eyebolt with Full Working Load in All Directions

RUD Logo

RUD Chains offers over 500 different tested and certified lifting and lashing points which cover a working load capacity range of 0.6 to 250 tonne. RUD’s lifting equipment is used across a wide range of working environments from Heavy Lifting, Engineering, Materials Handling, Offshore, Construction, Rail, MOD and many more.

The INOX-STAR stainless steel eyebolt is made from a pentagonal shape and the body and the bolt is made out of duplex steel 1.4462; which offers a high resistance in sea water and across working environments with a high concentration of chloring ions. It also offers an impressive full working load limit in all load directions.

The innovative lifting point has the ability to rotate 360° offering an easy adjustment in the load direction. It offers a safety factor of 4:1 and is operational from -40° to 280°. Clear marking of the minimum working load limit for all loading directions is marked on the lifting point.

The INOX-STAR comes with a non-removable special bolt which reduces the risk of non-standard bolts being used. The bolt head possesses clear markings of the thread size, batch number and class of strength.

The INOX-STAR is quick and easy to install with just one bolt connection. For permanent installation and recurring lifts a special socket wrench can be supplied to apply the requested torque.

RUD INOX-STAR is typically used across offshore, oil, engineering, construction, shipbuilding & chemical industries to name a few.

For more information please visit: http://www.rud.co.uk/

INOX-STAR

Marex Supports Clients with Industry Legislative Compliance Verification Schemes and SECEs – SCR15

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Safety is a top priority in the oil and gas industry. Marex employs a team of highly qualified Risk and Safety Engineers, Master Mariners, Marine Engineers and Naval Architects to oversee the delivery of a professional, consultative and cost effective solution to the offshore industry’s marine and safety needs.

In 2015 the EU directive on Safety of Offshore Oil and Gas Operations introduced changes to UK Safety Case regulation, resulting in the implementation of the Offshore Installations (Offshore Safety Directive) (Safety Case etc.) Regulations 2015 (SCR15). These regulations apply to all installations engaged in oil and gas operations in territorial sea adjacent to Great Britain and any designated area within the United Kingdom Continental Shelf. The regulations aim to reduce, as far as possible, the occurrence of major accidents relating to offshore oil and gas operations and to limit their consequences. One of the major changes from the previous regulations was the requirement to consider the potential environmental impact of a major accident.

Since the implementation of SCR15, Marex has completed over 10 safety cases for major drilling contractors in the industry and conducted thorough reviews of safety cases for some of the biggest names in oil and gas. This puts Marex’s highly skilled team members in an excellent position to assist companies with the revision of safety cases for SCR15.

One of the key requirements of SCR15 is that each offshore installation should establish a verification scheme to ensure that the installation’s Safety and Environmental Critical Elements (SECEs) remain in good repair and condition.

SECEs are defined as those parts of an installation or of its plant, the failure of which could cause or contribute substantially to a major accident, or the purpose of which is to prevent or limit the effect of a major accident.

Verification Schemes

The verification scheme is a statement of the suitability of the record of safety and environmentally critical elements and the scheme of maintenance.

The verification scheme establishes a system which ensures efficient operation of the installation through the continual review of the SECEs. Each SECE has an associated performance standard, which demonstrates their suitability, state of repair and condition based on function, reliability and availability.

For non-production installations, a verification scheme must be in place before commencement of any oil and gas operations in UK offshore waters.

The verification scheme is a live document, which must be reviewed and updated as often as appropriate and the provisions for such should be outlined within the document. As a minimum the following should be considered during the review of the verification scheme:

  • Any development which could alter the SECEs
  • Anything which affects the verification arrangements appropriate to them
  • Matters which change the nature or frequency of verification activities

This review could potentially lead to a revision or replacement of the verification scheme.

Any changes to the operation of the installation that may change the requirements of the SECEs will result in a revision of the verification scheme and the associated performance standards, for example the conversion of an installation from non-production to production.

By ensuring the SECEs meet their required performance standards the duty holder provides some assurance that the SECEs are suitable and remain in good repair and so minimise the likelihood and potential consequences of a major accident.

A performance standard is developed for each SECE and included within the verification scheme. The performance standard states the required performance of the system described in terms of functionality, reliability, availability and survivability, against which the suitability and condition of the equipment can be assessed.

It is required by SCR15 that a description of the verification scheme is provided within the installation’s safety case, including the following details:

  • Examination and testing of SECEs by independent and competent verifiers
  • Verification of design, standard, certification or other system of conformity of SECEs
  • Examination of work in progress
  • Reporting of any instances of non-compliance

Identification of SECEs

The safety and environmentally critical elements for the installation must be identified before an effective verification scheme can be developed.

It is necessary to undertake a systematic approach to identify those systems which are SECEs. Within these systems many of the individual components may by SECEs, but others may not. SECEs include those systems for detection, control and mitigation of major accidents along with those systems which increase reliability through redundancy. This list of SECEs will vary depending on the installation’s design and operations. There may also be SECEs introduced for limited activities such as combined operations.

For example the BOP on an offshore drilling unit would be considered a SECE and a performance standard for it would be included in the verification scheme.

The starting point for the exercise to identify SECEs would be the identification and qualitative risk assessment of the major accident hazards associated with the installation operations. The risk assessment should identify the threats and potential consequences associated with each major accident hazard, as well are the measures which are in place to prevent occurrence of the major accident and to mitigate the potential consequences.

Bowtie Workshops

In order to help our clients demonstrate compliance with the safety case regulations and to show that the major accident hazards associated with the operation of the installation have been subject to appropriate risk assessment, Marex facilitates bowtie workshops which are designed to enable the identified major accident hazards to be qualitatively risk assessed by relevant stakeholders, including the rig crew. In order to do this BowtieXP software is used. When running workshops to align with the new requirements of SCR15 one of the main aims is to identify the equipment barriers associated with the control of major accident hazards, including those which could have a major environmental impact. It is therefore important to qualitatively assess the environmental risk associated with each major accident hazard, as well as ensuring that sufficient barriers are in place such that all risks associated with identified major accident hazards continue to be as low as reasonably practicable (ALARP).

Each scenario is represented by its own bowtie, such as the one below.

Marex graph.1.1

 

A bowtie diagram presents the hazards and their controls in a logical and structured manner. It can serve several purposes, e.g. as a methodology for identifying barrier functions and elements related to present hazards as well as communicating risks and control mechanisms efficiently.

Any structure, plant, equipment, system or component part whose failure could cause or contribute to a major accident is a safety and environmentally critical element, as is any which is intended to prevent or limit the effect of a major accident. The bowtie diagram is made up of the following components:

  • Hazard – an intrinsic property of anything with the potential to cause harm
  • Top-event – initial consequence that occurs immediately after the hazard is released
  • Threat – potential to cause the top event
  • Consequence – event or chain of events that results from the release of a hazard
  • Barrier – measure that reduces the probability of releasing a hazard
  • Escalation factor – condition that can cause a barrier to fail

The barriers can be classed as people, plant or process barriers. With regards to the verification scheme, the most important of these are the plant barriers as they will help us to identify SECEs. Details of the personnel responsible for the operation and/or maintenance of the barriers are also included. A typical plant barrier is shown below.

marex graph 2.2

This barrier is for the BOP system and tagged on it are the two relevant SECEs (SECE 01 – BOP and SECE 02 – BOP Control System), as well as the person responsible (in this example the Subsea Engineer). Every barrier for each of the identified major accident hazard scenarios is tagged similarly to the barrier shown here with the appropriate associated SECE.

Conclusion

Oil and gas is a fast paced industry where low probability events with catastrophic consequences could easily be overlooked. It is important to ensure that every eventuality has been identified and assessed for all potential outcomes. The introduction of SECEs and the emphasis placed on the verification scheme and performance standards through SCR15 has helped to prevent and mitigate these major accident hazards.

Marex continues to provide a high standard of work for its clients, which in turn enables them to fully demonstrate compliance with SCR15 ensuring all aspects of workplace risk and safety have been accounted for through identifying, minimising and eliminating the risks to their employees, their assets and the environment.

For more information please visit: www.mmass.co.uk

Disruptive technology has a flagship.

New class of vessel to shake up decommissioning.  Topsides and jacket removed in a single lift, without breaking the bank.  This is a floating dry dock with a twist.

Using some of the same principals as their game changing semi-submersible MPSS (Multi-Purpose Semi-Submersible), Seaways Engineering International have changed Heavy lift forever.  With the Novel Extended Semi-Submersible for Installation and Decommissioning (NESSI/D).   This is an economical purpose built workhorse.

Nessie front page of two pager  3600x2880

 

A zero heave vessel

Nessie is a supremely capable vessel.  Envisioned as an economical (by comparison) Installation & decommissioning vessel, her abilities are evident. By lifting from below a great deal of the expensive and dangerous practices associated with heavy lift is eliminated.

Starting with our MPSS building method we designed a massive drydock with a removable center deck/submersible barge and a floating gate at one end. Then we added some “off the shelf” lifting gear to customize on the fly for any lifting situation.  Because Nessie starts as a zero heave vessel we can eliminate motion compensation, a very expensive and elusive process.  This allows us to work as if on land unlike any other vessel.  Even in severe weather, Nessie would not have to run for cover.  She could back away from the rig to a safe distance and sit at anchor to wait the storm out, saving transit time.

A floating dock with a gate at one end and a removable deck will allow NESSIE to operate as a traditional drydock but also allow the vessel to surround a rig and lift from below, much like a forklift.  This method of lifting is much safer and more efficient.  Others build a vessel to hold a crane we use the vessel as the crane.  Getting over the load has always presented problems, we eliminated the need.

The topside lift.  Nessie can surround a rig, that changes everything.  Using ballast water Nessie gets low enough to get under preinstalled structural supports she dumps ballast lifts the topsides.

The heaviest topsides weigh Between 20,000 & 30,000 tons.  What is an impossible lift for a standard crane would be easy.  Simply by draining some of her 300,000 tons of ballast in a controlled manor she will simply lift and carry that weight.

With the Jacket still low in the water, we attach lifting cables to the jacket by ROV.  The anchoring pylons are cut, we deballast and lift the jacket free of the seabed.  Our programing will control the winches in a manner that will lift then rotate the Jacket under water.  Once horizontal the jacket is secured in position between the pontoons.  The process is reversed for installation and delivery.

Although typically much lighter than the topsides, the heights of some Jackets can be difficult for a traditional crane vessel to handle.  Cranes simply don’t have the reach to lift a tall tower onto the deck of a barge.

Safety, always on everyone’s mind, is a byproduct in Nessie’s case.  Traditional cranes operate on at perceived safe margin.  Figuring in things like “acceptable risk” is all part of it.  As we all know on a crane, if anything goes wrong, everything goes wrong.  We don’t have those problems.  Our lifting capacity is far beyond any actual required lift in the North Sea.  Our topside connections are solid and over engineered.  Our Jacket “sling” is made of far more connections than needed.  So if one breaks, it is a surprise and the program compensates for the loss and nothing more.

Avoided because we can.  Motion Control systems, high volume ballast balancing systems, operating at vessel limits, they are all unsafe and they all cost a lot of money.  Nessie can lift many times the stated limit of even the largest SSCV or purpose built Decom Vessel.  She carries 300,000 ton of ballast at her low operating draft.  That translates a theoretical lift >300,000 ton.

We have a smaller version for the shallow southern North Sea.  Wee Nessie is suitable for Topside only lift or vertical lift in shallow areas where she won’t need to rotate the jacket.  Depending how tall the jacket is we can lift the entire rig topsides and all and transport to the desired location.

2016-09-01_Wee Nessie Sketch

 

Decommissioning with NESSIE presentation:

https://sway.com/63fZperBS9XwYBI1

The Semi-sub.  Describes MPSS presentation:

https://sway.com/lrAdEthJVNPXBEc9

This is a step by step explanation with Wee Nessie focus

https://sway.com/cGx0kECRmByleLrq

 

For more information please visit: WWW.SWAEI.COM

RUD VRBG Load Ring on Plate for Bolting

RUD Logo

 

Can be loaded at 90° to the vertical with a full working load limit:

 

RUD Chains offers over 500 different tested and certified lifting and lashing points which cover a working load capacity range of 0.6 to 250 tonne. RUD’s lifting equipment is used across a wide range of working environments from Heavy Lifting, Engineering, Materials Handling, Offshore, Construction, Rail, MOD and many more.

The VRBG load ring on plate for bolting offers a range of advantages and lifting options for the user. Firstly it can be supplied with 4 bolts offering a working load capacity of 10-16 tonnes or it can be supplied with 6/8 bolts with an impressive working load capacity of 31.5-50 tonnes.

It can be loaded at 90° to the vertical with a full working load limit, the suspension ring pivots 180° and offers a safety factor of 4:1 in all load directions. The VRBG is operational from -20° to plus 350°.

RUD patented wear marking indicator helps highlight when the lifting equipment is no longer fit for service and needs to be replaced. Therefore, offering an ultimate safety factor to the user.

The VRBG is easy to assemble and has 100% working load limit at 90° in the load ring plane. The minimum working load limit in all directions is clearly marked and the RUD bolts are available as spare parts.

The VRBG is typically used across heavy engineering, shipbuilding, turbine lifting, steel structure assemblies and in lifting and final positioning of new machinery.

 

RUD provide standard and tailored solutions to meet even the most demanding environments. Top quality products combined with technological innovations and experience make RUD a top choice for all your lifting requirements

For more information call 01227 276 611: email Katie.crane@rud.co.uk or visit us at www.rud.co.uk

VRBG2

Structural health monitoring – A safety measure for critical architectural structures; Global industry analysis 2016 – 2023

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Structural health monitoring is an important tool for engineers to assess the safety of critical architectural structures. Structural health monitoring systems comprise of a number of sensing technologies with an integrated measurement controller to capture and analyze a vast amount of real-time data. These systems are designed to monitor as well as test the health and performance of structures such as buildings and stadiums, bridges and dams, air frames, wind turbines, vessels and platforms, and large machinery and equipment. The common measurements in structural health monitoring include vibration and strain that are measured through various sensors, data acquisition systems, and hardware and software solutions.

Rapid expansion of the infrastructure sector has fueled the demand for structural health monitoring. Structural health monitoring can be classified into portable testing and continuous monitoring. While portable testing systems are installed temporarily to analyze the current condition of a structure and its components, continuous monitoring systems are collect ongoing information about the health of a structure. In terms of technology, the global structural health monitoring market has been categorized into wired and wireless structural health monitoring systems. Wireless structural health monitoring systems offer ease and convenience and hence, are more in demand. Market players are focusing on addressing the compatibility issues between different structural health monitoring sensors.

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The wireless sensors have also different operational mode, transmission bandwidth, and real-time ability variance. Research activities are being carried out to understand the difference between the energy consumption requirements of different applications in structural health monitoring to develop next-generation wireless sensors. Currently, the various sensors used in structural health monitoring include piezoelectric vibration, dip angle, optical fiber strain, resistance strain, acoustic emission, and stress measurement sensors.

Global Structural Health Monitoring Market: Overview                      

The growing demand for cost-effective infrastructure maintenance has propelled the growth of the global structural health monitoring market. Increasing concerns about uncertain natural calamities such as earthquake have led governments across nations to implement various regulations regarding structural health monitoring. For example, countries such as Japan and Indonesia are prone to earthquakes and hence, structural health monitoring across these regions is high in demand to ensure public safety. All these factors are expected to boost the growth of the global structural health monitoring market.

However, the high cost of structural health monitoring system is anticipated to restrain the market’s growth during the forecast horizon. Management of huge amount of data, along with the dearth of experts to address the technical and operational issues in integrating the system will also negatively affect the growth of the market.

Global Structural Health Monitoring Market: Region-wise Outlook                                        

 

The global structural monitoring market has been segmented into four key regions: Europe, North America, Asia Pacific, and Rest of the World. High technological advancements and awareness about structural health monitoring across North America and Europe have contributed towards the growth of the market. In the coming years, Asia Pacific is expected to grow significantly due to the rapid growth of the construction sector and the introduction of government regulations regarding structural health monitoring of newly built architectural structures in countries such as China.

Some of the key players in the global structural health monitoring market are Geokon Incorporated, COWI A/S, Digitexx Data Systems Inc., Advitam, CTLGroup, Acellent Technologies Inc., and Exponent Inc. The key players are investing hugely

Research Report: http://www.transparencymarketresearch.com/structural-health-monitoring-market.html

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Marine hybrid propulsion – need to curb carbon emissions stimulates use of hybrid propulsion systems for marine vehicles

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At present, economical fuel use in marine vehicles is the need of the times. This has to be carried out keeping with environmental safety norms and not sacrificing on the propulsion efficiency and ship performance.

Due to fluctuations in fuel prices in recent years along with new environmental regulations pertaining to greenhouse gas emissions, ship owners are seeking alternative propulsion and power plant systems for enhanced efficiency and reduction of emissions, says a new report by Transparency Market Research.

What are the advantages of hybrid propulsion systems for marine operations over conventional ones?

Hybrid propulsion systems are clean and efficient, which in turn, help lower emissions significantly in comparison to conventional propulsion systems. Marine hybrid propulsion systems offer features such as silent maneuvering, a low degree of fuel consumption, and emission-free operations, due to which vessel and towage operators are investing heavily in this technology. Originally developed for the automotive industry, this technology has been improved for the design and development of efficient and economical marine hybrid propulsion systems.

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How did big treaties fare in reducing marine vehicular emissions in Europe?

The global climate treaties of Kyoto in 1997 and Copenhagen in 2009 have been committed to reducing greenhouse gas emissions and reduce dependence on fossil fuels. The European Union 20-20-20 declaration is committed to reducing greenhouse gas emissions and increasing renewable energies in the forthcoming years. These treaties have been paving the way for legislation for mandating the reduction of marine vehicular emissions.

In Europe, the funding for the research and development of technologies sans the utilization of diesel for marine propulsion is carried out under the HYMAR project. The project is managed by the European members of the International Council of Marine Industry Associations and the project’s objective is to provide solid data regarding marine hybrid propulsion systems.

Are there operational limitations of marine hybrid propulsion systems?

Yes. Despite the advantages of hybrid propulsion technology for some vehicles such as yachts and other commercial vessels, there are some limitations. Such vessels usually have a limited range and need to be recharged using dockside outlets.

While hybrid systems offer unparalleled advantages for some commercial applications, the use of hybrid systems for yachts has not been the same. The high price factor of hybrid propulsion systems for yachts, which is almost three times more than the diesel-only version, is also hindering the adoption of marine hybrid propulsion systems.

Do hybrid propulsion systems offer operational benefits in the event of an emergency for boats?

Not considerably. While hybrid propulsion offers the necessary power in the event of a breakdown of an automobile, it does not hold good for boats. On the contrary, deriving regenerative energy from powerboats results in loss of speed and reduced efficiency. Also, as there is no braking while the boat is in motion there is no way to capture the wasted energy. It is this difference between the energy lost while transferring from one medium to another that defines the efficiency of a hybrid propulsion system.

Research Report: http://www.transparencymarketresearch.com/marine-hybrid-propulsion-market.html

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Maritime security market dynamics, segments, size and demand 2020, PMR report

Security is one of the major concerns for the national and state governments globally. Maritime security is one of the majorly used security system involved in the prevention from intentional damage through sabotage, subversion or terrorism. Maritime security system is essential for the protection of nation’s security. Recently, is has become much important for every country to defend against increasing maritime threats such as terrorist threats, environmental destruction, illegal seaborne immigration and transnational criminal and piracy threats. Crime against ship is one of the biggest concerns for the maritime security professional operating the system.

Global maritime security market can be bifurcated into port and critical infrastructure security, vessel security, and coastal surveillance. Some of the technologies used in the maritime security are surveillance and tracking, weather monitoring, access control, screening and scanning, geographic information system (GIS) and supervisory control and data acquisition (SCADA). Surveillance and tracking technology (underwater surveillance, video surveillance, automatic identification system (AIS)) has the largest market share for maritime security system.

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In 2013, North America has the largest market share for maritime security system, followed by Europe and Asia-Pacific. However, Asia Pacific region is expected to become the largest market for maritime security system by 2020. Asia Pacific market is expected to witness highest growth rate in coming future. Emerging markets of Asia Pacific such as China and India are expected to boost the Asian maritime security market.

 

 

 

Increasing global sea trade is driving the global maritime security market. Additionally, increasing number of terrorist threats, rising awareness regarding the need for better security system, regulations in favor of necessitating security standards is expected to drive the maritime security market especially in the coastal region. Pirates and terrorists use innovative technology which can cause serious damage to the ships, as well as a nation’s security. Technological advancement and development of integrated security solutions is expected to provide growth opportunity for the global players to establish themselves in the emerging markets of Asian region.

Global maritime security market is dominated by multinational companies. However, there are some small manufacturers of gas masks operation in the market, but at regional level. Some of the major companies operating at the global maritime security market are SAAB Group, Thales Group, Sonardyne International Ltd., Bae Systems Inc., Elbit Systems Ltd., Northrop Grumman Corporation, Telecommunication Systems, Inc., Westminster Group, Honeywell International Inc. and Harris Corporation.

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Key points covered in the report

  • Report segments the market on the basis of types, application, products, technology, etc (as applicable)
  • The report covers geographic segmentation

 

  • North America
  • Europe
  • Asia
  • RoW

 

  • The report provides the market size and forecast for the different segments and geographies for the period of 2010 to 2020
  • The report provides company profiles of some of the leading companies operating in the market
  • The report also provides porters five forces analysis of the market.

 

About Us:

Persistence Market Research (PMR) is a third-platform research firm. Our research model is a unique collaboration of data analytics and market research methodology to help businesses achieve optimal performance.

To support companies in overcoming complex business challenges, we follow a multi-disciplinary approach. At PMR, we unite various data streams from multi-dimensional sources. By deploying real-time data collection, big data, and customer experience analytics, we deliver business intelligence for organizations of all sizes.

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C-Vision NANO now on board with Wessex Archaeology!

C-Tecnics

The C-Tecnics ‘C-Vision NANO’ is a welcomed addition to the tools available to Wessex Archaeology helping them to provide their customers with a market leading service.

Since 2004, Wessex Archaeology has owned and operated one of C-Tecnics earliest models of colour video system, named the ‘Colourwatch’. 2016 saw a change for the diving team as their video system was upgraded to the latest offering from the C-Vision range, The C-Vision NANO.

The new acquired piece of C-Tecnics equipment serves as a portable video-capture system designed specifically for use with a laptop. The C-Vision is being used for underwater diving operations, this distinctively developed unit combined with its easy-to-use video monitoring and recording software, is ideal for a number of diving operations. Just install the software, plug in and you’re ready to go.

Graham Scott, Diving Superintendent at Wessex Archaeology commented:

“Wessex Archaeology has always prided itself on providing innovative technological solutions to archaeological problems. The acquisition of this new C-Tecnics camera and Nano digital recording system provides us with a step change in our archaeological inspection capabilities that also retains our cost-effective edge. By combining it with our other digital recording and positioning systems and archaeological expertise, this system helps us to provide our clients with a sector leading service.”

Wessex Archaeology, with offices nationwide, was founded as the Wessex Archaeological Committee on 1st May 1979. In 1983 the name changed to the Trust for Wessex Archaeology and it became the not-for-profit charitable company which it remains today. Wessex Archaeology’s divers have provided diving services to national curators and marine developers since 2003 and their divers are regularly commissioned to dive on sites of archaeological significance.

C-Tecnics, based in Aberdeen, Scotland, is a manufacturer of high quality diving and subsea equipment, who specialise in underwater video and communications products for the subsea community.

c-tech12 C-TECH13

Toby Gane and Paolo Croce retrieving dropdown camera. Crown (C) taken by Wessex Archaeology.

For more information please visit: c-technics.com

 

Nuclear fuel market for marine propulsion systems – strategic assessment & global industry analysis report 2016 – 2024

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Marine industry is anticipated to grow during the forecast period as it is one of the largest means of transportation. This will increase the consumption of marine fuels. Combustible fuel is the primary means of powering a shop across the globe. However, harmful effects of unburnt fuel and air pollution are concerning factors for maritime. This is expected to increase the demand for nuclear fuel for marine propulsion systems.

Maritime transport accounts for approximately 3% of global greenhouse gas (GHG) emissions and this is a major contributor to contamination close to ports and coastal areas, many researching organizations have been conducting research on alternative fuel for ships. Nuclear propulsion is proved to be a more efficient compared to other alternative fuels to combat the reliance on combustible fuel.

Nuclear Fuel Market for Marine Propulsion Systems: Key Growth Enablers

Nuclear fuel for marine propulsion systems is becoming increasingly popular due to its negligible emission through nuclear propulsion. Factors such as installation, maintenance, safety concerns for the crew and disposal cost were obstructing the use of nuclear as a fuel for marine propulsion system, however these hurdles are slowly being overshadowed, as more funds are being invested by many countries for marine industry worldwide. The nuclear reactor produces heat on the ship, which is used to generate steam that is used to power turbines.

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Nuclear fuel can be used in two ways for propulsion such as in combination with conventional marine fuels and an only fuel on the tanker. The percentage of conventional fuel substituted with nuclear fuel will have a direct impact on the vessel’s emissions including greenhouse gases. For marine propulsion nuclear fuel can be of different type depending on the fusion capability such as thorium, uranium and plutonium.

Nuclear Fuel Market for Marine Propulsion Systems: Segmentation

The global nuclear fuel market for marine propulsion systems can be segmented on the basis of different types of propulsion used on ships and vessels that need to be self-supporting for extended periods without refueling such as ultra large crude carriers (ULCC) and very large crude carriers (VLCC). The U.S. was the pioneers of nuclear fuel as marine propulsion in 1940 and after the success of the research; first nuclear-powered submarine USS Nautilus began its voyage in 1955. Later on this technology was similarly implemented for cargo and other vessels. Britain, France and Germany in Europe are spending on R&D to use nuclear fuel for marine propulsion systems. China has also initiated research on the use of nuclear energy for marine propulsion. The Russian fleet known as ice-breaker is one example, where nuclear power is fully adapted operating in the northern sea route.

Environmental concerns, stringent emission norms, availability of fossil fuels, cost of conventional fuels and energy security are some of the factors driving the global nuclear fuel market for marine propulsion systems. Some of the regions that are likely to provide lucrative opportunity for nuclear fuel for marine propulsion systems includes North Sea, the Baltic, Sea of Marmara, Hong Kong, parts of the coastline of Guangdong in China and a zone extending 200 nautical miles from the coastline of North America due to stringent emission norms.

Some of the key players for nuclear propulsion retrofitting and new installation are China Ocean Shipping Company (COSCO), Bechtel Marine Propulsion Corporation, Westinghouse Electric Corporation, General Electric and Babcock International Corporation.

Research Report:http://www.transparencymarketresearch.com/nuclear-fuel-market.html

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Transparency Market Research (TMR) is a market intelligence company driven by high-pedigree consultants and researchers. TMR leverages its Syndicated Research, Custom Research, and Market Consulting expertise to help businesses make accurate decisions. TMR’s exclusive blend of quantitative forecasting and trends analysis draws on proprietary data sources and techniques, while their data repository is continuously updated to reflect the latest trends.

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Marine telematics market – technological breakthroughs, industry trends & advancements 2016 – 2024

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Telematics technology is an integration of wireless telecommunication technologies with computers. Such technology is used to obtain and convey information over vast networks to improve the functionality of running businesses with governments. Telematic systems are equipped with the components such as global positioning satellite (GPS) systems and sensors for a variety of applications. These components accesses and communicates the updated facts such as water temperature, pollutants, level of fuel in the tanker, equipment functioning and several ship related information to the concerned authorities. Hence, such telematic systems not only ensure safety of the marine operators but also guarantee proper functioning of the marine equipment.

The data about the status and location of voyaging boats and ships is very vital for agencies, tourists, and merchants to track such boats and ships in real time. Such requirements have led to emergence of marine telematics market. The marine based telematics technology help such merchants, tourists, and agencies to track and monitor the location of the voyaging ships by providing real time information.

Marine Telematics Market: Drivers and Restraints

The drivers of marine telematics market development are the benefits attached with using of such technology in marine industry. The marine transport owners can retrieve location related information about their transport offshore and monitor their movement suitably. The telematics technology provides onboard data access to the helmsman about the status of the ship or boat offshore. The knowledge about the functional aspect of nautical equipment obtained using telematic systems can be used by the original equipment manufacturers (OEM) and dealers to provide improved services to the boat and ship owners. The intervening factor to such technology market development is the vulnerability of the telematic devices to virus attacks causing tampering of certain features.

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The growing demand for specialized ships and boats to ensure efficient offshore operations has resulted in increasing utilization of telematic technology in marine industry. Hence, the marine telematics market is expected to experience a significant development in the coming future.

Marine Telematics Market: Regional Insight

The North American market for such marine based technology is projected a high growth in the forecasted period. Especially, in Gulf of Mexico, the increasing offshore oil and gas exploration and production activities may tend to contribute to such market development. The continued economic depression in Europe is likely to cause gradual progress of marine telematics market over there. Such market is assumed a rapid evolution in Asia Pacific as it is the largest commodity trading hub in the world. In particular, China and India, being the rapidly expanding economies, are estimated to offer future growth to the marine industry.

 

Thus, the marine telematics market is also anticipated a boost in the years to come. In rest of the world, Middle East is growing as a dynamic marine hub for shipping, shipbuilding and repairing, and offshore activities. The marine telematics market is likely to benefit as a result of such developments in the marine industry of Middle East.

The marine telematics market is segmented based upon the end-users of marine sector. The passenger ships and boats require telematic systems to track and monitor their location in the middle of the sea. The marine transports meant for offshore oil and gas exploration activities need highly sophisticated marine based telematic devices to obtain information of the water temperature, water pollution, air pollution, location of offshore drilling sites among many others. Such technology is also used in ships meant for military department.

The key players in the marine telematics market include Airbiquity Inc., Agero Inc., Connexis LLC, Verizon Telematics Inc., WirelessCar AB, Cybernetica AS, ki2 Infotech, Market Spectrum, Inc., and Navis, among others.

Research Report:http://www.transparencymarketresearch.com/marine-telematics-market.html

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Transparency Market Research (TMR) is a market intelligence company driven by high-pedigree consultants and researchers. TMR leverages its Syndicated Research, Custom Research, and Market Consulting expertise to help businesses make accurate decisions. TMR’s exclusive blend of quantitative forecasting and trends analysis draws on proprietary data sources and techniques, while their data repository is continuously updated to reflect the latest trends.

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