Crowley’s Post

The rig move operation is one of the high-risk marine operations that are carried out in 5 stages: Preparing Rig for towing operation, Towing operation,  Approach to platform, Preload operation ,Elevated operation  #offshore, #rigmove, #accomodationbarge #towing #Supplyboat #marineoperation #jackupbarge #selfelevate

Every tugboat is set up different, but they all have similar parts. Take a look at the M/V Miss Emily below which operates in our Offshore Division. One notable distinction between our Offshore vessels vs. River & Gulf-Inland vessels is that they don’t have tow knees. How many parts did you know?
 #marquettetransportation

I am looking for a survey ship to be used as a submersible carrier. Key points here: 1. Vessel length less than 50m, less than 500 tons, Twin screw, Bow Thruster,in Class. Joystick/DP an advantage. 2. Passenger capacity - 6 twin cabins with ensuite bathrooms for up to 12 pax including staff/supernumerary. 3. Ability to operate both in cold areas and in the tropics. 4. Autonomy of 5,000 nautical miles. 5. Food and waste storage for a minimum of 3 weeks. 6. Climate controlled storage for the submersible with deck track/trolley system. 7. L&R system based on a rated A-frame for the submersible (8,500kg). 8. Aft open working deck to store 2 x 10m skiffs and additional equipment.  9. Auxiliary deck crane to move equipment around open deck - Working Load and reach TBD.  10. Minimum 10 Knots cruising speed. Let me know if you have something to propose. Of course we can consider vessels that can be upgraded/converted to match the above but some of the key figures that are difficult to change need to be followed. www.unlimitedoffshore.com #offshore #vessels #diving

Ships come in all shapes and forms, most of them designed for optimal functionality. But looks also matter 😉 Honestly I love them all, but one of my favorite #shiptypes is definately a Offshore Support Vessel (#OSV) due to the shape and the (often) large cranes or W2W structures installed. Let’s start a conversation and comment below what your favorite shiptype is and why. Curious to learn more 🤩⚓️ #curious #saturdayfun #gettoknowyourfollowers #shiptypes #offshore #shipslover #maritime #commentsplease #norshipping #damen

The production process of 8 strand mooring rope Mooring ropes are commonly used in maritime and marine environments. They play a crucial role in securing and stabilizing ships, boats, and other floating vessels to docks, piers, or other structures. Mooring ropes are essential for preventing the drifting or uncontrolled movement of vessels, especially in ports, harbors, and anchorages. They are also utilized in offshore oil and gas platforms to anchor and stabilize the structures in open sea conditions. Additionally, mooring ropes find applications in various marine activities such as towing, salvage operations, and offshore mooring systems. #Julisling #slings #Mooringrope #marine #SteelCable #ElevatorLink #HookRing #LiftingBeam #customersatisfaction #riggingproducts #rope #transportation #construction

📢 GROUNDING INCIDENT AT BAHIA BLANCA - LAST UPDATE From ISA Buenos Aires   Please note that the MV "YM Pioneer" ran aground on the 23rd of April during the evening hours in the Buoy 8 area of Bahia Blanca port. The ship is currently blocking the navigation channel, leading to restrictions by the Coast Guard between buoy 11 and buoy 1 (channel access) for safety reasons.   At the time of the grounding, the Liberian-flagged ship was in a laden condition, transporting approximately 67,870 metric tons of corn bound for Malaysia, with a draft of 13.71 meters.   She is under the assistance of tugboat Toconao. Refloating maneuvers were attempted during this morning's high tide, but they were unsuccessful. If these efforts do not succeed, a new attempt will be made during the next high tide this afternoon. 24.04.24 - Navigation in/out has been reopened at 09:00 hours lt and will remain open until 18:20 hours lt when refloating maneuvers will start again and navigation will be closed for safety reasons. ✅ Please note that being April 24th 18:10 hours local time, MV Ym Piooner was refloated and navigation through the area was fully restored. We will provide further updates as soon as more information becomes available.   𝗙𝗼𝗿 𝗺𝗼𝗿𝗲 𝗶𝗻𝗳𝗼𝗿𝗺𝗮𝘁𝗶𝗼𝗻: 💻 Visit us https://lnkd.in/d-gJKcer 📞 Call us:+54 11 4819 4100 𝗪𝗵𝗲𝗿𝗲 𝘁𝗼 𝗳𝗶𝗻𝗱 𝘂𝘀: 🌐 ARGENTINA | URUGUAY | PARAGUAY | BRAZIL | BOLIVIA | SWITZERLAND |

I am afraid never... Most of Port of Rotterdam and all its oil companies are trying to stick to the good old days. They are heavily investing in hydrogen 'as fuel'. But the businesscase makes no sense. They say they want to be the place where offshore wind is turned into hydrogen and from there it is transported via pipes to other places. This makes no sense at all. Why doesn't it make sense. Just some highlights: - Using hydrogen instead of electricity has an energy efficiency of 30~50%. Meaning you have to build twice as much electricity generation as using electricity directly - You can transport electricity in two ways. Hydrogen only one. If you make a pipeline, you could transport hydrogen from Rotterdam to Germany, But when the sun shines in Germany and it is cloudy with no wind in Rotterdam, you can't sent hydrogen back - You don't need to convert off-shore wind in hydrogen at Rotterdam and then pipe it to Tata steel.. You can just as easily land the off-shore wind at IJmuiden. In fact this is already being done. Then why is Rotterdam investing in Hydrogen? - To slow down electrification. All oil related industries will collapse when we use electricity - For industrial purposes. Where hydrogen is already used. Biggest use: making oil products. Which of course isn't needed when we don't use oil anymore... Just follow Paul Martin. He can explain this way better than me Or listen to their podcast and with this information in mind and see if in all of their hours of recording you can find another actual businesscase than desulphering oil... https://lnkd.in/eSXPAh8H #hopium

Offshore Equipment for Sale in Europe

The gross incompetency / neglect across so many levels involving a primary lifesaving device, that allowed this event to occur is difficult to believe. All the more so considering the history of Lifeboats being launched / tested, resulting in so many fatalities (single and mass casualty events) over several decades. The holes in the swiss cheese were provided (apparently) by all parties involved, the manufacturer, the shipyard, regulatory agencies, the operator, the crew, and YES, the Master of the vessel. #marinesafety #casualty #lifeboat #competency #failure #regulatory https://lnkd.in/gS5spUCt

Fire on Polytraveller Offshore loading from Statfjord had been underway for eight months when Polytraveller suffered an explosive fire on 21 August 1980. A break in the mooring line between the Statfjord A loading buoy and the shuttle tanker was the indirect cause. The master and first officer were both seriously injured, and the former died two weeks later from his injuries. It emerged at the marine accident inquiry that the sheath on the hawser holding the ship to the buoy was observed 30 minutes before the accident to have slipped down so that the white core was visible. The hawser comprised two layers, with the external sheath designed for safety reasons to break under a certain load. Pumps and the loading hose were then supposed to have been disconnected, but this was not done. Half-an-hour later, the hawser parted with a bang and fell into the water. Positioned in the bow control room on Polytraveller, the first officer heard the bang and assumed the hawser had parted. He reacted swiftly by pressing the button which caused the loading hose to disconnect quickly. Oil flooded over the deck and caught fire. The whole bow was wreathed in smoke. When the hose disconnected, it swung from side to side and sprayed crude over the whole deck. At the same time, the chain at the end of the mooring hawser rushed over the steel plates in a shower of sparks which ignited the oil. Two methods were prescribed for disconnecting the ship quickly from the loading buoy in an emergency – either a staged process which took 25 seconds and prevented oil being spilt from the hose, or an immediate disconnection which risked spilling some 250 barrels of oil into the sea. The first officer opted for the second of these. An investigation indicated that a failure in the hawser between ship and buoy was the indirect cause of the accident, but that a communication failure between Statfjord A and Polytraveller led to more oil than expected being spilt from the hose. This spillage was probably ignited by sparks from the chain. Read more here: https://lnkd.in/derJzGZe #industriminne #industrialheritage #petroleummuseum #norskoljemuseum #statfjord #statoil #equinor