Cablelayer can work from deep water right up to the beach

Maersk Connector is similar to Van Oord’s Nexus but differs in a number of key respects DeepOcean 1 UK Ltd, a subsidiary of DeepOcean Group Holding B, and Maersk Supply Service held a naming ceremony for its new-generation cable lay vessel Maersk Connector on 3 May 2016 in Newcastle in the UK Maersk Connector leaving the Tyne

Photo: Capt Alex (©)

Based on a design by Damen that was modified to meet DeepOcean’s specification, Maersk Connector was completed on time for owner Maersk Supply Service, from whom DeepOcean is chartering the ship. The name-giving ceremony was held at A&P Tyne in Newcastle, where work to install the dual concentric 7,000-tonne split-capacity basket carousel, loading arms and associated cable-handling equipment took place.

DeepOcean describes Maersk Connector as a “next-generation power cable installation vessel”, one specifically designed to transport and install large volumes of HVAC and HVDC power cable via its split-capacity dual concentric carousel.

In the long term, the company expects the ship to work in the offshore interconnector and export cable markets and in the North Sea offshore oil and gas industry. Pierre Boyde, commercial director at DeepOcean, described it as “the most advanced power cablelay vessel in the world” and the only vessel of its type that can go right up to the beach and go aground fully loaded with cable. “She can install a power cable in a single length from the beach to an offshore windfarm,” he explained, “enabling increased reliability and reducing cost for the system operators.” Already assigned to the cable laying work on the Nemo interconnector, the new ship was due to start work on installing the export cables of the Walney Extension offshore windfarm in the UK.

Maersk Supply Service’s order for a Damen DOC 8500 was announced in March 2014. The vessel was the second of this type to be ordered, but the ship is in fact a unique customised version of a design that was first announced by The Netherlands-based shipbuilder back in 2012. The order from Maersk came following a seven-year charter agreement signed between the Danish operator and DeepOcean.

Photo : Arie Boer (©)

Although now referred to as the DOC 8500, the initial design was labelled the DOC 7500 and was conceived as a smaller heavy-transport, offshore installation and roro platform suitable for multiple markets. During the design process, particular attention was paid to the bow and hullform. The new distinctive sleek bow form, which has since become a particular trademark of Damen vessels, and the relatively slender hull enable the ship to sustain its speed and course in head seas as well as helping to reduce fuel consumption.

The bow design diminishes accelerations and reduces slamming to a very low level, improving comfort and safety for the vessel, crew and cargo. As things have transpired, both vessels ordered based on the Damen design are cable lay ships, but both have been optimised to meet the different demands of the customers for the vessels. Damen prides itself on being able to optimise vessels to suit the exact requirements of its customers, and that commitment is highlighted by the two vessels of the DOC 8500 type already ordered, the first order having been placed by Van Oord for the cable lay vessel NEXUS for the Gemini offshore windfarm.

Photo : Flying Focus Aerial Photography www.flyingfocus.nl ©

Van Oord’s vessel has a length of 119m, beam of 27.45m and DP2 dynamic positioning. It is equipped with a cable carousel with a capacity of more than 5,000 tonnes and an offshore crane that will enable it to lay heavy and long export cables. For the Maersk ship, the DP2 capability and the 90-person accommodation are the same – in fact, the basic superstructure is virtually identical from an external viewpoint apart from the helideck that Maersk has opted for, which is absent on the Van Oord version. However, Maersk’s charterer DeepOcean required a 7,000-tonne cable payload meaning a larger carousel was needed, and the vessel’s deadweight had to be increased accordingly.

As a consequence, the ship will be 138m long with a beam of 27.5m, allowing the deadweight to be increased to the required 9,300 tonnes. Maersk also opted for a knuckleboom crane with a 50-tonne safe working load (SWL) at 18m complemented by a boom crane of 10 tonnes SWL at 25m outreach. There is also a support for a 60-tonne capacity A-frame.

Source : Offshore Support Journal