LNG online at Chevron’s Gorgon

Chevron plans to ship its first cargo next week from its giant liquified natural gas project, Gorgon. The Gorgon project was first started way back in 2009 and has been approximately 7 years in the making.

More articles like this can be found at http://seafasten.com/blog

Seafasten Offshore is the world leader in engineering design of vessel seafastening solutions and sea transport. If you are unsure about the condition, or adequacy in which cargo or equipment has been secured to a vessel’s deck it is best to ask an expert. Contact Us @ seafasten.com

No weld zones or HOT WORKS on vessels.

An element of sea-fastening which is often overlooked, by the design engineer and by on-site personnel, is welding in “No Weld Zones”. This can cause serious issues both from a safety aspect and a project scheduling aspect.

6 months ago, IMCA reported a near miss incident where personnel were attempting to weld some new installations to the tween deck of a vessel. They were unaware that on the other side of the 10mm plate they were welding to, was more than a 10,000 L of combustible diesel.

Seafasten Offshore takes this issue very seriously. Written into our procedures are steps to mitigate such risks when welding in and around no weld zones.

Every vessel should have a tank drawing showing where the oil and fuel tanks are located. If the mobilisation of the vessel will involve large amounts of welding to deck, it is worth having the engineer mark out the locations properly with spray paint or safety tape.

If the design definitely calls for welds in a “no weld zone” and the design cannot be changed, it may be necessary to empty and execute purging and gas-freeing of the tanks. Welding to the tops of t-bars is generally acceptable.

The most important take away from this is awareness. Be aware of all tanks on a vessel before welding operations begin.

Seafasten Offshore is the world leader in engineering design of vessel seafastening solutions and sea transport. If you are unsure about the condition, or adequacy in which cargo or equipment has been secured to a vessel’s deck it is best to ask an expert. Contact Us @ seafasten.com

Clough Amec wins Bayu-Undan

A brownfield services contract on the Bayu-Undan field development in the Timor Sea has recently been won by a joint venture between engineering companies Clough and Amec Foster Wheeler.

BG Group commits to Aussie spend

BG Group and its Asian partners in the $US20.4 billion Queensland Curtis LNG venture have given the go-ahead for a further $1.7 billion of investment to drill up to 400 more wells to maintain gas supply, providing a welcome lift to resources industry spending.

Drilling for the ‘Charlie’ project will take place over the next two years in permits west of Wandoan in the Surat basin, with Leighton Contractors winning the main contract to carry out the work, which will create up to 1600 jobs.

The large investment underscores the ongoing spending commitment required by the coal seam gas-based LNG projects in Queensland, which need to keep drilling new wells every year to maintain gas supplies for their export plants in Gladstone. BG started shipments from its QCLNG venture in January, marking the first ever gas exports from Queensland, and has so far delivered 62 cargoes to Asia.

Other articles like this can be found at seafasten.com/blog


Original article http://www.smh.com.au/business/energy/ bg-partners-to -spend-17b-on-drilling-for-qld-lng-venture-20151113-gkykmz. html


Petrobras P-37 Shuts Down

Petrobras is suspected shutdown production at a floating unit on the Marlim field off Brazil after a small oil leak was spotted.

The Brazilian state giant halted output at the P-37 floating production, storage and offloading unit on the field in the Campos basin following reporting of the leak by oil union workers.

It is thought that amount of oil spilled is less than 1000 litres.

However, emergency procedures were followed and relevant authorities were informed.

Other articles like this can be found at seafasten.com/blog

Original Article http;//www.upstreamonline.com/live/1416514/spill- shuts-petrobras-p- 37

China-Australia Free Trade Agreement. Cheap Microwaves?

The China-Australia Free Trade agreement was signed on 17th of June this year after negotiations were wrapped up in November last year.

What is China-Australia Free Trade Agreement?

The China-Australia Free Trade Agreement, also known as ChAFTA will initiate a number of steps in order to further increase the already growing trade between the two countries. China and Australia are already very important trade partners with a major portion of Australia’s exports imported by China and vice-versa. In the year 2013-2014, $107.5 billion worth of Australian exports were imported by China while around $52.1 billion worth of Chinese exports were imported by Australia. Australian investment in China was close to $29.6 billion where as Chinese investment in Australia was close to $31.9 billion. ChAFTA would ensure that the exports as well as investment rises between the two countries to further strengthen the economies of both countries.

Outcomes at a Glance

China is one of Australia’s biggest trade partners with around 33% of Australia’s exports bought by China. China remains the biggest exporter of Australian exports in the fields of agriculture, services and resources. ChAFTA aims at cutting the tariffs on major export items to give more space to the Australian manufacturers, investors and businesses.

On agricultural products exported by Australia

– The tariffs would be completely removed on sorghum and barley

– The tariffs would be quickly reduced on seafood, pork and sheep meat

– The tariffs on dairy products would be cut by 20% in the next four to eleven years

– The tariffs on beef would be cut by 12 to 25% in the next nine years

– The tariffs on wine would be cut by 14 to 20% in the next four years.

On resources and energy products exported by Australia, 92.9% of the total exports to China would become duty free when the agreement would come into force while 99% of the total exports to China would become duty free when the agreement would be completely implemented. This means that

– The tariffs on gold, LNG and crude petroleum would lock zero tariffs

– The tariffs on coking coal would be removed completely

– The tariffs on thermal coal would be removed completely within the next two years

– The tariffs on unwrought zinc, aluminum and nickel would be cut by 10% as soon as the agreement comes into force

– The tariffs on pharmaceutical products like vitamins would be cut by 10% either by the time the agreement comes into force or within the next four years

– The tariffs on car engines and parts, opals and plastic products would be removed completely in the next four years.

On services exported by Australia

– China would provide access to Australian legal firms to form commercial partnerships with Chinese firms in SFTZ (Shanghai Free Transfer Zone).

– China would also offer access to Australian telecom companies looking to invest in telecommunication services in SFTZ.

– China would also list the names of 77 Australian educational institutions on its own Education Ministry website within one year.

– China would also allow Australian tourism and healthcare companies to operate their own offices in China.

– China would provide improved access to Australian service providers in the fields of engineering, banking, insurance, securities and funds management.

For investment in Australia, ChAFTA would increase the screening threshold for Chinese investment in sectors which are considered non-sensitive to $1,094 million AUD from $252 million AUD. Any investment below this threshold by enterprises not owned by the state of China won’t be screened by the Foreign Investment Review Board (FIRB).

Skilled workers from both countries will be able to travel without much hindrances while staying within the confines of each country’s existing immigration system.

Marine Transportation Service and Engineering and Construction Industry

Almost 13% of all Australian services exports were exported to China (this amounts of $7.5 billion) in the year 2013-14. ChAFTA would improve this statistic even further by ensuring that China would guarantee better access and give more space to Australia’s service industries to prosper in China.

When it comes to marine transportation service, ChAFTA binds China to provide the Australian maritime transport service providers the chance to establish completely Australian owned and managed enterprises in the SFTZ.

When it comes to engineering and construction services, ChAFTA binds China to grant approval to Australian construction and engineering companies to undertake joint projects with Chinese companies in Shanghai. There will be no restrictions on Australian construction and engineering companies in this regard with the companies allowed to start and complete a wide variety of projects with commercial appeal.

Singapores Port Hits Record High

The Port of Singapore is ranked the highest in the world for freight cargos and TEU (twenty-foot equivalent unit). It has maintained that record since the year 2000. Transport Minister Lui Tuck Yew announced the continued solid growth of the port in 2014 and the expectation of future performance to exceed the current year’s success.

Singapore remains the uppermost world container port and is credited with the highest quality of service and reliability. With the current tonnage surpassing 2.3 billion gross tons it measure out to nearly a 2 percent increase of the 2013 record high. This is the highest is has been since the year 2010. It has maintained an exceptional reputation for many years and is still the most competitive and efficient in the industry.

Tanker, container ships, and bunker sales made up approximately 42 million tonnes. Container TEU increased 4 percent and cargo tonnage increased 3.5 percent in 2014. Under MPA’s register Singapore is ranked 7th in the world’s top registries. It is home to more than 130 international shipping groups and 5000 maritime organisations. This vast array of associates within the industry makes it inviting for clients to continue registering new accounts.

Increasing The Competitive Edge

While the Port of Singapore already holds the record for excellence in rates and dependability, plans to expand this competitive edge moves forward. Mr. Lui celebrated the maritime industries major contributions to the economy and stated the government is committed to support their growth.

With this in mind the investments were directed to improve port infrastructures and enhance the current connectivity which is already near the best in the world. This will no doubt improve the high standards of service already experienced and sustain progression.

Pasir Panjang Terminal is one stunning example of government support. It is now handles containers of 13,000 TEUs or more and has a remote controlled crane system that is unsurpassed. It also has a dedicated car terminal and is quite competitive in vehicle transports. The reclamation at Tuas is another example. The dredging is being done with grab barges and simultaneous building of the seawall. Shore protection is a major element of this reclamation and the company has over 25 years’ experience to ensure the success of this project. This type of innovation and forward thinking will ensure the strength of Singapore’s shipping industry in the years ahead.

International Shipping Industry 2015

Over 90% of the world trade is carried by the international shipping industry. This is the reason why shipping is among the most important industries for the economy of any country. Without a robust shipping industry it would be almost impossible for a country to take part in intercontinental trade or for a company to transport the raw materials in bulk from the site to the factory. In addition to this, the shipping industry is also required for affordable import/export of manufactured goods as well. Thus, it is easily understandable why shipping industry is indispensable not only for a country’s economy but for the global economy as well. The international body that supervises the international shipping industry is the International Maritime Organization.

International Maritime Organization

The International Maritime Organization or IMO is a specialized agency of the United Nations which has been tasked with the duty of regulating and overseeing the international shipping industry. The aspects of shipping that are controlled by the IMO include maritime security, efficiency of shipping, environmental concerns, safety, technical cooperation and legal matters. This agency which was formerly known by the name of Inter-Government Maritime Consultative Organization (IMCO) came into being in 1948 in Geneva and became operational in the year 1959 when its first meeting was held. The IMO has its headquarters in London and has a total of 171 full members along with 3 associate members.

All the member countries of the IMO are bound to ratify the multilateral treaty which has been given the name of Convention on the International Maritime Organization. The IMO has a number of technical committees and sub-committees that come up with regulations for the emerging problems of the shipping industry. They are also responsible for developing codes that are used by all of the member nations. The information regarding the signal codes and other regulations that have been passed by the IMO is available on the website of the agency.

Growth of the International Shipping Industry

With the population of the world increasing at a rapid pace, the growth of the international shipping industry has been gathering speed as well. There has been an unprecedented increase in the amount of the world seaborne trade in the past few years. The amount of goods or cargo that is loaded on the ships has seen a massive rise and as of 2008 has reached a total of 8.2 billion tons. The recession in 2009 had a negative effect on the growth of the international shipping industry but by 2010, the industry mounted a comeback and grew by almost 7%, increasing the total of goods loaded to a whopping 8.4 billion tons. This figure is expected to grow well beyond 10 billion tons by the end of 2015.

Leading Fleets in the International Shipping Industry

Many countries in the world have a large fleet of ships that are used for transporting goods and other merchandise from one part of the country to another and for international trade. Some of the countries that have the largest fleets in the international shipping industry include Panama, Hong Kong, China and Singapore. When it comes to having controlled fleets, Japan and Greece top the list.

World Merchant Fleet

The merchant fleet of the world which includes merchant ships responsible for carrying the cargo from one country to the other is estimated to be around 54,897 ships. More and more merchant ships are added on a regular basis to the world merchant fleet and its number is constantly rising.

Challenges Facing the International Shipping Industry

Even though the growth rate of the shipping industry has seen a massive rise over the years, one of the biggest challenges that ship-owners are facing at the moment is that of overcapacity. They are soon realizing the fact that the growth in the supply side of shipping has not been reciprocated in the same manner by the growth in the short-term demand. Moreover, the fleet utilization level is also being expected to drop below the comfortable level. Also, rising energy costs are another factor that will have a knock-on effect on shipping, as oil and energy become more expensive.

Industry must go back to basics, to become more cost effective. There are no magic solutions, but embracing new technologies, such as Seafasten’s GRID, might be a starting point. It is evident from the data that the future for the shipping industry will be strong, and the general trend among the new cargo ships is towards specialization.

Seafastening Design and Knowing the Vessel Motions to Consider

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For those doing seafastening design for the first time, it is worth knowing the type of loads the secured cargo will be subjected to.

There are various guidelines and standards which depend on the mode and type of transport, however most codes share the same tips when it comes to ensuring that the cargo is transported safely.

1. Heave
Heave is simply the vertical motion of the vessel moving up and down. Translation in this direction causes the cargo to weigh more when the vessel heaves up, and weigh less, when the vessel heaves down.

2. Surge
Surge is the linear longitudinal (front/back) motion. This causes the cargo to want to move laterally to the front of the vessel and and the rear of the vessel.

3. Sway
Sway, much like Heave is the linear lateral (side-to-side) motion. This ignores any rotations of the vessel which we will cover later. This causes the cargo to want to move laterally across the deck in a port / starboard direction.

4. Roll
The roll of a vessel is the rotation about an imaginary axis running horizontally along the ships length.

5. Pitch
The pitch of a vessel is the rotation about the axis running across the width. Pitch motion can be thought of as an up-or-down movement of the bow of the ship.

6. Yaw
Yaw rotation of the vessel on its vertical axis. This is the axis running vertically through the ship and through its centre of gravity. Another way of thinking about yaw motion is side-to side movement of the bow of the ship.


Heave Vessel motion

Heave vessel motion

Surge Vessel Motion

Surge Vessel Motion

Sway Vessel Motion

Sway Vessel Motion

Yaw Vessel Motion

Yaw Vessel Motion

Roll Vessel Motion

Roll Vessel Motion

Pitch Vessel Motion

Pitch Vessel Motion

The 3 most important seafastening tips

Here are some of the most important things that you should think about before before performing any sea-fastening design.

1. Check for vessel appurtenances not shown on drawings.

One of the most important checks we should do before starting anything else is ensuring the cargo does not clash with appurtenances. A clash may be with vents, deck protrusions, or other miscellaneous steelwork on the deck. If it is found that the cargo must be relocated due to a clash, it can cause a number of costly issues.

Often the engineering calculations must be redone, and re-approved by marine warranty surveyors. The rushed manner in which this design rework is performed brings into question the quality and safety of the new design. There is also the issue of time. A vessels departure time may be seriously affected by having to relocate cargo to a new location due to a clash.

In order to avoid such issues it is important to seek out as many photos of the vessel and the location on deck. You cannot rely purely on the vessel drawings for showing all the potential clashes. Often vessel drawings will exclude various items. Check your photos and then, check them again.

2. Check the under-deck welds.

Under-deck welds are often overlooked in seafastening design. These are the welds from the deck plate to the under-deck beams. An “out-of-sight, out of mind” mentality can be dangerous regarding under-deck welds.

If the vessel is old, the under-deck welds can often be corroded, or display hairline cracks. Whenever welds are in poor condition they will not possess the full structural capacity which would normally be expected.

In particular, welds that are in tension tend to have less than the expected structural capacity which could lead to a catastrophic failure.

3. No Weld Zones.

“No Weld Zones” are defined as those locations on a vessel deck where welding should not be performed. This is often due to the presence of fuel and oil tanks or other combustible materials. Each vessel will generally have its own “No Weld Zone” drawing showing these locations.

It is extremely important that the person performing the seafastening design has access to this drawing in order to avoid welding in any dangerous locations.

These are some of the most important factors to consider when embarking on seafastening design.