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The most complex commercial vessel ever built in North America


Chantier Davie Canada Inc. (‘Davie’) today announced that hull number 717, the ‘Cecon Pride’, a multipurpose offshore construction vessel, has been delivered to its client, Norwegian oilfield services company Cecon.

Davie’s Chief Executive Officer, Alan Bowen, commented, “This ship is the most complex commercial vessel to have ever been built at a North American shipyard. It’s also the largest vessel built in Canada in over 25 years, since Davie held the previous record.”

Cecon’s chairman, Riulf Rustad, added, “We would like to thank Davie and its employees for the successful delivery and for going above and beyond to ensure the vessel was ready for deployment straight onto her first contract, eliminating the need to carry out the extra mobilization works in Europe. The new management of Davie has delivered on its promises.”

Steven Blaney, MP for Lévis-Bellechasse and Les Etchemins and Minister of Public Safety, commented, “The completion of a project of such complexity and scale is a remarkable achievement and a testament to the capacity of Canadian shipbuilding.”

Launched in October 2013, the hull was then outfitted and further works were added to the construction program to ensure the vessel could be deployed immediately from the shipyard to Europe, where it will commence offshore construction activities.

Built by over 1,000 skilled shipbuilders, Hull 717 is the first in a three-ship construction program at Davie. The 130-meter-long ship is designed to perform a wide variety of functions for the oil & gas, renewable energy and naval market.

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Designed in Vancouver, Built in Quebec City – Canada’s Most Powerful Harbor Tug

On December 13th, 2013 the 6000 kW ASD tug Ocean Tundra was commissioned into service for its Owners, Ocean Groupe Inc. (Ocean) of Quebec City, Canada. This icebreaking escort tug becomes the most powerful tug in Canadian registry, and heralds a new generation of extremely capable tugs which will provide the highest degree of year-round escort towing capability to Canada’s east coast and the St. Lawrence River and Seaway system.

The Ocean Tundra is the latest addition to the TundRA 100 series (with a nominal 100 tonnes Bollard Pull) of icebreaking tugs designed by Robert Allan Ltd., Naval Architects of Vancouver B.C.. This tug was built to the highest standards at Ocean’s own shipyard, Ocean Industries, on Iles aux Coudres, Quebec. The launching of this heavy tug was a major challenge for the shipyard, due to its high weight and draft. The tug was therefore launched with additional flotation provided by inflatable bags surrounding the hull, as shown here:

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This powerful tug has been designed to provide a wide range of services, including tanker escort, terminal support, general ship-docking operations and icebreaking/ice-management services in various ports along the St. Lawrence River. The vessel is also equipped for coastal and rescue towing and is equipped with a major fire-fighting capability. In addition the vessel is equipped to carry lube oil as cargo, for transfer to transiting ships.

The tug was built under the inspection of and classed by Lloyd’s Register of Shipping, with the following notation:

  • 100 A1 Escort Tug, Fire-Fighting 1 with water spray
  • LMC, UMS
  • Ice Class 1AS FS

Particulars of the Ocean Tundra are as follows:

Length overall:

Beam, moulded, extreme:

Depth, moulded (hull):

Maximum draft (DWL):

– 36.0 m

– 13.0 m

– 6.85 m

– 6.80 m

Tank capacities are:

Fuel Oil:

Fresh Water:

Foam:

Z-drive Oil:

Sludge:

Oily Water:

Main engine lube oil:

Sewage:

Cargo Lube Oil:

– 294 m³

– 18 m³

– 11 m³

– 1.7 m³

– 5.4 m³

– 5.4 m³

– 6.0 m³

– 7.6 m³

– 130 m³

The trials of this powerful tug were completed in early January 2014, with the following impressive results:

Bollard Pull, ahead

Free Running speed, ahead

Escort Steering Force (Predicted)

Range at 12 knots

– 110.3 tonnes

– 15.13 knots, calm water

– 122 tonnes at 10 knots

– 3700 nautical miles

This icebreaking hull form has been extensively model-tested to ensure superior performance in ice, as well as to provide the best possible open water and escort performance, bearing in mind the contradictory hull geometry requirements of those functions. The ice capabilities have been well demonstrated in similar slightly smaller tugs working in Sakhalin, Russia.

As indicated on the accompanying General Arrangement drawing, the vessel has been outfitted to the highest standards for a crew of up to ten (10) people, although the normal operating crew for short runs is four (4), and for longer voyages with up to seven (7) people.

The deckhouse is entered via a generous transverse corridor/wet lobby which also serves to isolate engine room and exhaust noise from the accommodations spaces. On the main deck are located the galley, a generous mess room/lounge, and the spacious cabins for the Master and Chief Engineer, with a shared en-suite lavatory. In common with all the cabins, the bunks are located inboard to be isolated from cold exterior bulkheads and to minimize the motions experienced by crew members when resting. The lower deck contains four (4) two person crew cabins, separate toilet and shower rooms, a laundry and galley stores.

The wheelhouse has a split-level design, providing excellent all-round visibility. The forward control station, of typical split parallel console type, affords the Master maximum visibility to both fore and aft deck working areas.

The main propulsion for Ocean Tundra consists of a pair of MAK 9M25C diesel engines, each rated 3000 kW at 750 rpm, and each driving a Rolls-Royce US 305 CPP, 3000 mm. diameter Z-drive unit, in ASD configuration. The main engines, auxiliary engines are resiliently mounted for maximum noise and vibration isolation.

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The electrical plant comprises three (3) identical diesel gen-sets, Caterpillar C9, each with a power output of 250 ekW, designed for independent or parallel operation.

The deck machinery is dominated by a very high-performance all-electric, escort rated, hawser winch on the fore deck, Markey model DESDF-48-200HP and aft an electric towing winch, Markey model TES-40UL-125HP. The latter is fully enclosed in a deckhouse/shelter. A Palfinger model 15500 hydraulic knuckle boom crane, with 14 t·m maximum capacity and a 14.4 metre reach serves the aft deck and over-side operations.

The off-ship fire-fighting system is rated to about twice the Fire-Fighting 1 standard, with two pumps, each rated 2978 m³/hr at 11 bar, and driven from front end PTO’s off the main engines. The pumps feed a trio of high capacity monitors; two foam/water monitors each rated at 1200 m³/hr and one large water-only monitor rated at 2400 m³/hr, all mounted on a large header above the wheelhouse top.

Ship-handling fenders at the bow comprise a set of extruded 300 mm thick ‘W’ fenders and large heavy duty rubber tires. This system has been proven to be the most effective and durable in the cold climate of eastern Canada. A 300 x 300 hollow “D” fender, along with hard type rubber tires, provides protection at the main and foc’sle deck sheer lines, and 350 x 350 hollow “D” type fendering is used at the stern.

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Ocean traverse Nord

Ocean Traverse Nord – Largest trailing suction hopper dredge in Eastern Canada

In 2012, Groupe Ocean in Quebec City constructed the largest dredger ever built in Eastern Canada. By using innovative work methods, state-of-the-art equipment and synergy between the group’s companies, the company built and delivered m/v Ocean Traverse Nord, a 67 meter dredger which makes use of a trailing pipe system which allows the vessel to dredge in depths of up to 30m. The vessel is used in Eastern Canada for mining and maintenance dredging.

 

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MV PETER FRASER – FIRST BATTERY POWERED FERRY IN THE AMERICAS

Canadian naval architecture firm Navtech recently designed m/v Peter Fraser, a 33-meter Ro-Ro ferry for operation on the St Lawrence River for use by Quebec provincial ferry operator La Societe des Traversiers du Quebec.

Peter Fraser is the the very first ferry in the Americas to be equipped with a hybrid diesel-electric and lithium ion battery power system. The green technology ferry was built by Chantier Naval Forillon of Gaspe in Quebec. The ferry is equipped with four SCHOTTEL Pump-Jet model SPJ 57 RD each powered by an ABB 220 kW electric motor which provides outstanding manoeuvrability capabilities. The pilot chair is equipped with two  joysticks that provide fully integrated control of the pump-jets.

Power can be supplied either by two (2) Volvo Penta D16 MG diesel generators of 477kWe/600V each and/or by the EcoPower 400 kWh battery bank. The vessel hybrid electrical and control system was designed, supplied and installed by Techsol, an Imtech Marine company.

The vessel has a service draft of 0.85 m with 30 tons of pay-load and a maximum draft of 1.1m with 110 tons of pay-load. Due to the location of the service, the vessel has a strengthened bottom and is intended to be beached at every low tide.