May – September 2016 | Aalborg/Denmark – Eemshaven/Netherlands
The future of energy production lies in the constant growth and development of renewable energy sources like wind. Several offshore wind parks are under construction, and SAL serves with its reliable and flexible vessels as a perfect project support for the complex construction processes. For the Veja Mate Offshore Wind Farm Project, MV Trina was engaged to transport Transition Pieces (TP) from the construction site in Denmark to the Netherlands.
The wind farm is located in the German North Sea. It consists of 67 wind turbines, each with a capacity of six megawatts and a rotor diameter of 154 metres. It will produce electricity for 400,000 German homes every year.
In twelve consecutive voyages, MV Trina transported 67 Transition Pieces (TP) together with corresponding platforms and anode cages – a total cargo volume of about 108,674 cbm. For this long-term contract, the Type 176 vessel was mobilized in Stralsund, Germany. All hatch covers and tween decks were discharged for the 22-metre high cargo. Special grillages were welded onto the bottom of the hold to ensure a stable and safe positioning of the TP’s. For the loading, SAL developed a special lifting tool, which was able to grab each Piece safely within the customer’s requirements.
The particular challenge in this transport was neither the weight nor the number of the cargo but the lifting height. The items had to be lifted vertically from pier into the cargo hold with the ship’s cranes. Sufficient planning and calculation ensured that the tight space between lower edge and deck’s surface did not cause trouble for the team involved.
The project was running from May till September 2016. SAL’s performance of a flawless support found high appreciation at our customer’s side. Pieter Poelsma, OWF’s Manager Transport & Logistics, stated:
“The commitment of SAL Heavy Lift GmbH to HSE, quality, workmanship, and eagerness to complete the project correctly and within the allotted schedule is greatly appreciated. The project was a great success. For future projects we therefore recommend SAL Heavy Lift GmbH and their services.”
September/October 2016 | China – Vietnam – Nigeria – The Netherlands
Partnership, teamwork and shipping expertise – these are the keywords behind this shipment that we performed with our long-term client Damen Shipyards Group in autumn 2016. MV Svenja was the vessel for the job, when Damen commissioned SAL to ship eight Stan pontoons and six tugs from China and Vietnam respectively.
On 30 August, the voyage began in Shanghai, where MV Svenja loaded the Stan pontoons of the Damen Yichang Shipyard: Five pontoons were placed into the hold of MV Svenja. With her large hold size of 107 × 17 × 13.7 metres, she is well capable of taking in the long units which measured between 40 and 50 metres in length and weighed between 200 and 450 tons. Finally, the largest pontoons with a maximum dimension of 63 × 16.5 × 3.5 metres and a weight of 500 tons were loaded on deck.
MV Svenja then continued her voyage to Halong Bay, Vietnam, where she picked up six tugs built at Damen Song Cam Shipyard up river from Halong Bay. In these beautiful surroundings, six additional tugs of two types were loaded measuring 28.6 × 10.43 × 15.8 metres (415 tons) and 24.6 × 12.6 × 16.5 metres (450 tons) respectively. With strong competences in handling marine cargo, the crew onboard managed to load all vessels safely into their designated stowage positions, which allowed for full utilization of the deck space. Especially our solution for maximum cargo intake was the decisive factor for Damen. Mr. Rimmert Berlijn, Damen Service Coordinator for heavy lift shipments, says: “Transporting multiple vessels on one heavy-lift ship makes the whole delivery process as efficient as possible”.
The points of discharge were Lagos, Nigeria and Rotterdam, the Netherlands respectively. Such routing naturally imposes a long journey around the Cape of Good Hope, but with MV Svenja’s capability of steaming up to 20 knots, an overall short transit time was achieved which fitted well with the delivery schedules of Damen.
With multiple load ports and multiple discharge ports, careful planning is key. SAL was able to match expectations in full: “Their technical abilities and seamanship skills are essential when it comes to designing and executing optimal stowage and lashing solutions. Furthermore SAL is experienced with our standards and products, and this ensures a smooth and pleasant cooperation”, adds Berlijn.
SAL is happy to once again have supported Damen in their logistic endeavors.
May 2016 | The Netherlands – Greece
Most of the cargo we transport on SAL vessels is either newly built or only a few years old. But the Gottwald crane recently transported by MV Annegret was a real oldie with its 30 years – and it turned out to be a real challenge. Not in terms of weight or dimensions, but because there was hardly any documentation about it available any more.
Captain Rogelio Seli and Chief Mate Sven Bremer of MV Annegret tell the story:
“The shipment from Amsterdam to Thisvi had been booked as additional cargo. The stowage plan was already prepared, and there was only one possible spot left on deck. The crane had to be loaded over starboard side, which brought the ship’s cranes nearly to the limits of their SWL and their hoisting height.
The challenge was to create a lifting arrangement which was not too large, but still stable enough to lift the cargo without the risk of capsizing. On crane two, we could use a big 16-metre traverse, on crane three, this option was not possible due to the tight stowage and the big size of the traverse. Additionally we only had a very small clearance when using the 16-metre traverse. The crane was to be positioned exactly before lifting: Once the counterweights were removed, the crane could not move anymore.
Because of its age, there was not much documentation available for the crane. Our supercargo tried to find out together with Gottwald whether the lifting points around the outrigger were strong enough, if the angle of the grummets was usable and that there was not too much side force to the outrigger.
The transport procedure received from Gottwald stated that before the lift, the mobile counterweight of the crane had to be removed, together with three further normal counterweights. For the movable counterweight, we disconnected the wires of the jib and then took it out with our crane. The other normal counterweights were on two long vertical bars with a plate on top to hold them in position. These bars had to be removed first, but due to their age, corrosion had left its mark, and it took almost one day to take them out.
Using three cranes to lift one
In Thisvi, we had to boom up the Gottwald crane. The mobile counterweight was still not connected, which had the effect that the old crane was not strong enough to boom up the jib by its own. With no shore crane available, we had to assist with crane three. We connected one soft sling around the jib with the ends to our big and small hook. Once the jib was high enough, we lowered one of the hooks of crane three so that the soft sling was released by good craftsmanship of our crane drivers.
In order to connect our lifting gears to the Gottwald crane, we disconnected the hydraulic jack of the outriggers from the foot plate. Then we swang in our grummet and connected the jacks again to the plate. But when we were ready to do this in Thisvi, the Gottwald crane did not start anymore. Luckily there was an experienced crane technician around who did some improvised modifications to the SPS, so that it was working again for a short time.
Having completed the discharge, the Gottwald crane stopped working. So luckily our job was done and we had been able to disconnect our grummets before the old crane engines stalled, otherwise we would have had to leave the grummets there.”
For contractual reasons, SAL engineering answered to two representatives of the involved parties and to their Marine Warranty Surveyors – SAL’s crew and performance received utmost appreciation.
August 2016 | Zhangjiagang, China – Gdynia, Poland
When a new gas carrier is being built, a very key element in the construction of the hull is of course the gas storage tanks. For the newbuilding MV Coralius, this was exactly the project stage where SAL played a role. We interviewed our Project Engineer in charge, Marian Röpke, to gain insight into this project in progress:
What was in short the scope?
Our task was to transport the pre-fabricated LNG tanks from the manufacturer in Zhangijiagang, China, to Gdansk, Poland, and discharge them in the shipyard.
Tell us about the loading details.
The two LNG tanks (305 and 345 tons) had to be loaded from shore and discharged to barge, for further installation into the newbuilding hull of MV Coralius.
What was the biggest challenge in this shipment?
Naturally items with weight and dimensions like these tanks come with a lot of challenges. Here it was a combination of obstacles on the tanks, together with the weight of the tanks which required special rigging arrangements. The rigging had to fit exactly to height and weight limitations and turned out to be a matter of utmost accuracy in planning and performance.
Apart from the vessel, what did SAL provide that made this project a success?
We provided a great deal of engineering consultancy that made this project possible – we took part in designing the installation sequence of the items in close contact with the manufacturer and shipyard. We gave valuable input into the lifting lug design which made it possible to ship both tanks in one shipment. We also gave essential input into the lashing lug design.
The shipment and discharge operations took place during July and August. Upon completion, our crew’s performance and our proactive approach to the technical challenges were highly appreciated.
In some months, the MV Coralius will be ready to sail the oceans with liquid natural gas, bringing energy to points of need. And SAL played a small but still significant part in making this possible.
As from 22 August, SAL Japan has moved to new premises not far away from the former office:
NS Toranomon Building
6-15, Nishi-Shinbashi 1-Chome
Minato-ku, Tokyo 105-0003, Japan
Phone, Fax and e-mail remain unchanged.
June 2016 | Changxingdao/China – Vancouver/Canada
When it comes to mastering stowage on deck, SAL once again showed its strong capabilities when MV Frauke transported six fully erected rubber tyred gantry (RTG) cranes from Changxingdao, China to Vancouver, Canada.
“My thanks to MV Frauke’s Master and crew, I’m very pleased with SAL’s performance on this project. Thank you!”
– Heikki Kreku, Project Manager, Konecranes Finland Corp.
Each RTG measured some 30 × 12 × 26 metres, but the deck size of MV Frauke was a perfect fit, as four RTGs could be loaded in a two-by-two position which allowed all six RTGs to be loaded in one shipment. The strong and completely flat deck of the Type 176 vessel made it easy to place the RTGs into their final positions – without the need to strengthen the deck any further.
Although lifting the RTGs was like featherweight for the massive two 700 tons cranes and one 350 tons crane on MV Frauke, there were a few technical challenges to master: Positioning the RTG’s next to each other was a tight fit and required some diligent planning. Lifting and driving the first two RTGs to their final position at the aft of the vessel was relatively easy.
Positioning the third RTG was however more tricky, as the clearance to the second RTG was very small. Our solution: MV Frauke’s cranes no. two and three lifted the second RTG just a bit over the edge of the deck, thus enough clearance could be obtained to drive the third RTG to its final position.
The positioning of the forth, fifth and sixth RTG was realised without any hurdles by the very skillful crane drivers and crew on board.
All in all, careful preplanning by SAL’s engineers and strong efforts from all involved parties during the operation made this yet another job mastered to perfection.
May 2016 | Batam/Singapore – Firth of Forth/Scotland
MV Lone was chartered for transport and launch lift of a 1000 tons submerged turret production (STP) buoy from Batam to the Firth of Forth in Scotland. Given a short time window, MV Lone performed the 8000 miles voyage with a fast average speed of 19.3 knots.
“The highly skilled ship’s crew of MV Lone performed an excellent job.”
Dave Colbron, Field Engineer, IKM Testing UK
The Catcher Area Development is located in Block 28/9 of the UK Continental Shelf, approximately 180 kilometers east of Aberdeen. The development consists of three discoveries, Catcher, Varadero and Burgman, located in a water depth of approximately 90 metres. First oil production is targeted for 2017. Each field is to be developed as a subsea tie-back to a new Floating, Production, Storage and Offloading (FPSO) vessel, exporting oil by shuttle tanker and gas by a ten inch pipeline connected to the existing Fulmar pipeline.
Challenging mooring conditions
The buoy was loaded in Batam, Singapore, at the manufacturer’s yard by the world’s largest sheerleg crane “Asian Hercules 3”. For the loading, challenging mooring conditions had to be mastered:
A 280 × 90 feet spacer barge was utilized between MV Lone and the jetty, while the mooring system also had to transfer the loads from the huge sheerleg crane.
Tight time schedule
As the tight time schedule called for a fast heavy lift vessel, MV Lone managed the transfer from Singapore to Scotland within 20 days. The launch lift of the buoy required a well-planned setting: Ballast spread was set up on deck of MV Lone, while two anchor-handling tugs were moored alongside and hooked up the towing-bridles. The rigging consisted of six 300 tons shackles, steel wire grommets and an 18 metres lifting beam.
Trial lift to prove rigging
In order to ensure a smooth discharging operation, the crew of MV Lone had already performed a trial lift in Batam to prove the rigging arrangement. The buoy was finally lifted with a tandem lift from the transport cradle into the water ensuring a safety distance to the ship’s side. During ballasting, MV Lone held on to the buoy for 24 hours to keep it stable, simultaneously handling the ballasting hoses and towing bridles.
For contractual reasons, SAL engineering answered to two representatives of the involved parties and to their Marine Warranty Surveyors – SAL’s crew and performance received utmost appreciation.
April 2016 Bourgas/Bulgaria – Varna/Bulgaria – Ravenna/Italy
When it comes to call selected ports, SAL not only faces draft restrictions. Sometimes we also face height restrictions by bridges, like in this case.
MV Trina was chartered to load two fully erected Liebherr cranes with around 40 meters height in Bourgas, Bulgaria. The cranes were one LHM 600 measuring 60 x 14 x 43 meters, weighing 607 tons, and one LHM 550 measuring 55 x 13.5 x 40 meters, weighing 455 tons. While the LHM 600 was going to Ravenna/Italy, the LHM 550 was being expected in the port of Varna in Bulgaria.
To call Varna West, MV Trina had to undercrosss the Asparuhov Bridge at the entrance to Lake Varna. The bridge has a clearance of 46 meters in total, which wouldn’t have allowed the vessel to pass under it with the cranes on deck. So the cranes were loaded into the hold and Trina sailed with open hatch covers to meet the height restrictions.
March 2016 | Shanghai/China – Malé/Maldives
For most of us, the Maldives are a dream destination with an everlasting summer, deep blue seas, colourful reefs and white sand beaches. However, these islands face their particular problems when it comes to day-to-day life.
Especially facilities like airports are expected to be well-integrated with domestic infrastructure. But what if the airport is located on one island and the capital on another? On the Maldives, the airport is located on the island of Hulhulé, and the capital is on the neighbouring island Malé. Arriving or departing – in any case you have to take the ferry.
This problem is going to be solved: The Chinese government is sponsoring the “China-Maldives Friendship Bridge”. A bridge, spanning about 20 kilometers, is going to connect both islands, providing separate lanes for vehicles as well as for bicycles and pedestrians.
MV Svenja was chartered to bring some of the support sections from Shanghai to Malé. The steel parts, platforms and guide frames with a single maximum weight of about 367 tons summed up to a total volume of 39,349 cbm of freight tons. The loading of the frames required special attendance, because the center of gravity was difficult to locate. Additionally piles of wooden blocks were added to support the structure during sea transport.
Discharging was performed without any problems. Now we are watching the bridge growing, connecting the islands.
January 2016 | Mai Lao/China - Point Comfort, Texas/USA
In January 2016, MV Lone completed her voyage from Mai Lao/China, to Point Comfort, Texas / USA – the second shipment out of three – for a plastic plant expansion project. A total amount of 60 947 freight tons was carried by our fleet.
The second shipment was the most substantial one with the largest single units on board: MV Lone carried nine pieces of plant equipment on deck, the largest item, a fractionator, 93 metres in length and weighing 840 tons. These items will be part of the construction of the Formosa Plastic factory expansion project which is being developed over the course of 2016 in Point Comfort, Texas. Shipping such massive cargo takes skillful engineering and a well-organized and experienced crew to handle it. Mr Justin Archard, Corporate Director – Commercial, states: “Although we have great experience in shipping such cargo of this size, it always comes with challenges that require careful planning and risk mitigations. Manoeuvring the cargo requires great attention to hydrodynamic stability and loss of load calculations – to mention just two out of several critical factors.”
While SAL always takes professional pride in shipping exceptional items, this time we attracted attention from an unusual side, namely an English TV production team working on a new Discovery Channel series. Justin Archard states: “As they got to know about our shipment, they swiftly contacted us to hear if we would like to feature in the program – we didn’t hesitate to accept.”
A film team of three joined MV Lone in Point Comfort and followed the discharging operations closely. The team got first-hand experience on the challenges we face when undertaking the massive work of arranging a safe and efficient discharge of the large and heavy items: From preparation and discharge planning to crane operations and stevedore work – landing and manoeuvring the units on SPMT’s (Self-Propelled Modular Transporters) requires a great amount of teamwork to successfully handle such an assignment.
As Mr Archard adds: “The 93 metres item had to be discharged on starboard side due to its severe length – I believe this is a good example of the capabilities of our Type 183 vessel. I am once again pleased to see how well our crew and vessel work!”
Having served a happy client, we are now looking forward to the outcome of the exciting film shooting.
January 2016 | Rauma/Finland – Dubai/United Arab Emirates
A new milestone project in heavy lift shipping: SAL transported over 3500 tons of heavy cargo from Finland to Dubai. And performed its largest lifts ever.
It is the third tallest hotel in the world, located on an artificial island, it has 202 bedroom suites with a size of up to 780 square meters and owns a helideck – the Burj Al Arab in Dubai. The world famous hotel scales up its exclusive beach peninsula and SAL Heavy Lift was assigned to transport the new luxury platform construction. SAL loaded the cargo onto the deck of its heavy lift vessel MV Svenja over Christmas and New Year in Finland under harsh working conditions in temperatures down to minus 28 degrees Celsius.
SAL’s largest lift ever.
The shipment consisted of six beach platform modules with dimensions ranging from 52 x 42 meters to 79 x 36 meters per piece. Furthermore, the cargo included one connection ramp and 24 business cabanas. “In terms of dimension these are the largest items, SAL has ever lifted”, explains Tilo Klappenbach, Project Engineer at SAL. “The main challenge was to manage the huge cargo overhang to portside, aft deck and starboard as well as the high stacking.” A well-engineered structural reinforcement of vessel and cargo was required to achieve sufficient strength of the vessel.
Safe and successful delivery.
Moreover it was not possible to put one platform section directly onto the other. So the layers were resting on a large number of steel and wooden supports. To avoid the risk of wave slamming against the cargo SAL determined a wave restriction for the transport as well. After 22 days on sea MV Svenja arrived in Dubai on 30 January 2016, where the cargo was discharged onto barges. “Our 183 type is the perfect vessel to meet such challenging project requirements. SAL is very happy to contribute to the projects success.”, says Klappenbach.
July/October 2015 | Rostock/Germany – Ulsan/South Korea
Shipping fully assembled cranes can be quite complex. But at SAL we exactly know how to handle operations of this kind. With our extensive experience in lifting and transporting port equipment from manufacturing to installation site, we were the right partner to choose when Liebherr contacted us with a special task in July 2015.
Two brand new Container Cargo Bridges (CCBs), manufactured at the Liebherr facility in Rostock, Germany, were waiting on the pier, ready to be transported to a shipyard near Ulsan, South Korea. Although the shipment may seem to be a common operation at first sight – it was not the case: The two fully assembled CCBs, having a unit weight of 340 t each and measuring 30 x 20 x 20 m, had never been lifted and transported in one shipment before.
MV Trina’s Captain Matthias Pfeiffer stated: “The biggest challenge in lifting and transporting the CCBs was the big volume of the cargo. Additionally both CCBs had to be positioned very close to each other and also between our ship cranes. It was a very exciting moment when the first CCB was lifted, as this lift proved the correctness of our calculations.”
Great teamwork of SAL and Liebherr was needed to perform this unique shipment. Our engineering team intensively assisted and advised Liebherr regarding the seafastening and lifting arrangements of the cargo, leading to last minute changes in the actual design of the CCBs.
Thanks to the professional preparation of the loading operation, the excellent performance of the vessels crew and the very cooperative teamwork with the client, we were able to successfully master this pioneering task and to offer a tailor-made solution.
In October 2015, Liebherr once more showed their great confidence in our expertise by assigning a second shipment of two CCBs from Rostock, Germany to Ulsan, South Korea onboard our MV Frauke.
July/September 2015 | Trieste/Italy – Mongla/Bangladesh
SAL’s extensive fleet provides a truly global service: Being able to position vessels anywhere as required, highly flexible transport solutions can be offered. For more than 35 years, SAL has been providing a customized semi-liner project service between Europe and Far East calling requested ports en route.
Along these lines, MV Anne-Sofie once more got the chance to prove that SAL is the perfect partner for shipping heavy machinery such as generators and power plant engines. Being equipped with special lifting gear, the safe and efficient loading of eleven engines, each weighing about 290 tons and measuring 14.35 × 4.10 × 6.10 metres, could be ensured in Trieste, Italy.
Before the vessel’s arrival in Trieste, the loading program of the cargo was sharply analyzed by SAL’s experts, resulting in smooth operations. Due to the excellent and already long-established cooperation between all parties involved, the engines were delivered in time to Mongla, Bangladesh.
April–September 2015 | Alaska
SAL Heavy Lift’s team of MV Svenja has successfully installed an offshore development platform within the petroleum and gas exploitation area “Kitchen Lights Unit #3” in Alaska’s Cook Inlet. The installation of the platform was highly challenging. Its realization marks an essential milestone towards the completion of the infrastructure of the largest development region in the Cook Inlet. Deutsche Oel & Gas AG shall there produce natural gas from the end of 2015 on.
For SAL Heavy Lift the installation of the offshore development platform in Alaska posed major technical and operational challenges. Before heading to Alaska, the team of MV Svenja had required a time-constrained mobilization in Singapore. Extra living quarters were needed for the 60 supporting team members necessary to complete the project working and living on board for almost five months. Moreover, the specifics of the sea area set some challenging tasks for SAL Heavy Lift’s engineering department. “For example, it was necessary to design and calculate special mooring arrangements for MV Svenja to fully comply with the US Jones Act and, at the same time, to guarantee an accurate positioning of the vessel in extremely strong tidal currents and with small tidal windows to work in”, explains Karsten Behrens, General Manager Engineering at SAL Heavy Lift.
All tasks were mastered as per schedule and to the complete satisfaction of the customer. “SAL’s technical skills and operational experience lead to a very successful installation”, states Project Manager Michael Johnson of Crowley Maritime Corporation, who had chartered MV Svenja for the operation.
Working with the tide
The new development platform consists of three main parts which had to be assembled. First the King Pole, which works as the central pole, had to be driven into the seabed by a large hydro hammer. In the next step the monopod was transported to MV Svenja by a barge and then lifted onto her deck for additional preparations. Subsequently the two 1000 tons cranes of the MV Svenja lifted the monopod off the vessel again and lowered it accurately down to the seabed. Afterwards, the topside, measuring 33 x 30 x 27 metres, was installed onto the monopod with a 700 tons single hook lift. “The topside installation was very tight and tide dependent. Only during high tide the installation window was open for about four hours”, reported Corporate Director – Engineering & Ship Management Rüdiger Bauer.
After the completion of her pioneering task, SAL Heavy Lift’s MV Svenja has now returned to Singapore for demobilisation.
See also the project website provided by Deutsche Oel & Gas (German language).
June–July 2015 | Bremen/Germany - Corpus Christi, TX/US
Exact planning and a perfectly balanced lifting arrangement was necessary to lift the two machinery houses, each weighing 277 tons and measuring 21.9 × 13.9 × 21.1 metres, and the two gantries (360 tons each, 23.2 × 22.8 × 21.1 metres) successfully on deck of MV Lone.
This job not only required shipping, but also partly installing two two Tukan 3000 slewing cranes at their destination. During the single-ift loading operation of the two machinery houses, the vessel’s crew and SAL’s engineering experts had to face a special challenge: Both machinery houses with their pre-installed A-Frames demanded great attention as the center of gravity of the units was located very unusual.
After smoothly finishing the loading operations in the Port of Bremen in Germany, MV Lone continued her voyage to Corpus Christi, Texas (US). Here the cranes were not only discharged in time, but also directly installed on the jetty in another challenging operation: The tandem lift installation of the machinery house (including the A-Frames) could only be carried out with very short rigging due to the required hoisting height. Additionally, the clearance between the gantry and the machinery house was at only 200 millimetres during the installation.
Another technically challenging job was brought to completion and to the full satisfaction of the client.
April–Fall 2015 | Vietnam
Transporting extremely large and heavy equipment can be quite challenging, but SAL Heavy Lift once more proves its expertise in a series of shipments for a refinery and petrochemical complex project in Vietnam.
All SAL vessels are perfectly suited for transporting long and heavy items. For this reason, SAL’s type 183, type 176 and type 161 vessels were involved in the successful shipment of 270 000 freight tons of heavy cargo in total, including units weighing up to 1100 tons each. SAL's Semi-Liner and Project Service have been combined in over 20 voyages.
Amongst others, MV Lone (type 183) assisted in loading, shipping and discharging six pieces of heavy cargo, including a riser, two strippers, a PP splitter, a debutanizer and a demethanizer, with a total volume of 19 405 cubic metres and a total weight of 2219 tons. Due to its length of 95 metres, the PP splitter had to be discharged on the starboard side of the vessel which required a 180 degrees turnaround of the whole ship during the discharging operation. By using MV Lone’s DP 2 system, the turnaround could be completed without tug assistance.
Furthermore, MV Anne-Sofie (type 176) was the first vessel ever to enter the construction jetty in Vietnam and therefore succeeded in setting benchmarks for future shipments to arrive.
As the refinery project so far has not been fully completed, SAL continues its involvement in supporting the construction of this mega project.
December 2014 | Baltic Sea
SAL Heavy Lift successfully completed the second phase of the Wikinger Pile Testing Campaign with DP II Class vessel MV Lone. Once again MV Lone served as perfect project platform, providing utmost flexibility and a high degree of efficiency to our customer Bilfinger.
The full test campaign comprised two phases with the tests being performed at three locations. During the first phase in November 2014, three sets of three piles each were driven at designated locations to required depths. The second phase was to undertake strike and pull out tests on selected piles within the three locations.
Some challenges were encountered during the work: One of the major problems was to manage the inclement weather and making best use of the available windows. MV Lone was able to rapidly get from and to the various test sites in anticipation of a favorable, albeit perhaps short weather window.This did help to limit time loss as well as it confirmed once again the value to the client of using a DP Class II vessel. The second phase was finally completed to the satisfaction of all sides in early January 2015 with the final demobilization of the vessel.
For project phase 1, please read the news further below.