featured
projects
Novel, "different", or current projects (excluding
the "everyday stuff").
GREATSHIP MANISHA - SAT DIVE SPREAD MODELLING,
SUPPORT STRUCTURAL DESIGN AND INSTALLATION - 2017
Cape Diving and Swift Engineering contracted Triton
to design, draught and 3D model the SAT DIVE LAYOUT onboard the Greatship
Manisha, a vessel currently under charter by PetroSA.
The project included designing a main mezdeck and
upper mezdeck which supports all of the 250+ tonnes of SAT Dive equipment,
in the form of Saturation Chambers, Dive Control Vans, Workshop and
Stores Vans, also included the design of a moonpool guide system for
launching and recovering the Dive Bell through the moonpool (vs over
the side in its previous implementation.
RESTAURANT BOAT - WALVIS BAY - 2016
A new 27m GRP Restaurant Boat was designed for WB
Cruise CC, and built by Tallie Marine, for operation in Walbvis Bay,
Namibia. She commenced operation on the 13th Nov 2016.
For more information see RESTUARANT
BOAT or their website WB CRUISE.
DEBEERS MINING VESSELS - POST REFIT INCLINE
AND STABILITY - MV !GARIEP & MV GRAND BANKS - 2015, MAFUTA, NUJOMA
, DEBMAR PACIFIC - 2016
ThE past two years have seen another 5 Debeers Mining
Vessels completing plant refits culminating in Inclining Experiments
and new Stability Documentation being calculated for Class approval,
by Triton, with Triton also supplying their Onboard Stability Program,
with the exception of NUJOMA, (Debeers' New Vessel), which Triton
Inclined for the designers who completed the Stability Book themselves.
TRANSHIPMENT VESSEL "PEG" - SMALL
CARGO HANDLING REFIT 2015
Triton who was previously responsible for a propulsion
refit on the Transhipment Barge "PEG" for KENMARE at their
Mozambique Mineral Sand Mine, we again involved in a bulk cargo refit,
to allow the vessel to take on product from a third party source and
return it to the Moma Mine (a reverse process to its standard function.
Triton were involved in the design of the bin hopper, chutes, conveyor
so as to discharge into a deck deck mounted slurry hopper (designed
by others) to allow for the discharge of slurry product to the Moma
Jetty and back to the Mine.
MODULAR VESSELS - MODULAR
SELF PROPELLED BARGES - 2015
Triton has developed the design of a series of Modular
Self Propelled Manned Barges, either for river or sea applications,
for the purpose of transporting cargo fuel, cargo water, deck cargo,
vehicles or a combination of all. Triton offers these barges
on a turnkey basis, by teaming up with Nico Engineering
for the fabrication, and Hydro Armor for the propulsion units.
The vessels are designed and built with a view that
they can be premanufactured in their entirety, and shipped as modular
units (suitable for Container Ships and Container Trucks), and then
assembled and commissioned onsite. This makes them suitable for virtually
any destination.
The vessels have a fully outfitted accommodation
and bridge, and are propelled by deck mounted Hydro Armor Hydraulic
Power Packs, driving 130deg or 180deg Rudder trimmable, tiltable propellers.
They are either fitted with bow or side ramps for the loading of cargo
and/or vehicles, or to allow access of forklifts to assist in the
handling of deck cargo.
For more detail on these vessels, see this link Modular
Propelled Barges
MINERAL SANDS PROJECTS - 2005-2014
Over the years Triton has been involved in various
Mineral Sands Projects. The most notable being the design of the Self
Loading, Self Unloading, Self Propelled, Bronach-J in 2005, Built
in Singapore. This being sea-going Transhipment Vessel for Kenmare
Resources for the transhipment of mineral sand product from
their jetty to awaiting bulkcarriers. We were furthermore involved
in the modification of their second transhipment barge, The Peg, in
2011.
Other involvement in Mineral Sands projects included
the structural and stability design of all floating aspects and strongbacks
for the Wet Concentrator Plant B for Kenmare Resources
in 2011-2012.
Our more recent involvement in Mineral Sands projects
was the design of the floating walkways and the Articulated Bridge
/ Pontoon for the Grand Cote Mineral Sands Project
in Senegal in 2012, for TiZiR. This walkway and bridge
servicing the largest Wet Concentrator Plant in the World (as at 2014).
For interest refer to this YouTube video Construction
Milestone of the Grande Cote Mineral Sands Project in Senegal
Other more distant involvement has been for the likes
of HATCH, ANGLO, for Richards Bay Minerals and Namdeb on their Floating
Treatment Plants.
CORAL SEA - 2014 Winch Installation and Accommodation
Refit is culminated with Inclining Experiment and Stability
This 2014 refit to the DEBEERS Diamond Mining Vessel,
involved the replacement of the Aft Port Chain Mooring System to that
of Wire Rope System, with the Winch being installed in the modified
chain locker space, requiring a vertical tower to aid the fleet angle,
coupled to deck bend sheave and new fairleader. The installation of
the 52tonne winch in the chain locker below decks required that access
be cut through the ship's side and that it be rigged through that
hole into position whilst in drydock, with all structure being reinstalled
as required. The tower, bend sheave and fairleader also required significant
underdeck strengthening on the boat deck and below, to support the
high forces.
The refit also involved the fabrication and installation
of 12 additional accommodation containers, designed and installed
to Class. Various other scheduled maintenance activities also took
place during the Inport and Drydocking. The project was culminated
in Dec with the final Inclining Experiment and Stability documentation
being drawn up for Class approval.
For more detail, click here:
QURBAN ABASOV - Dynamic Mooring in the Caspian
Sea
This catamaran shaped accommodation and supply vessel,
chartered by BP, to offer crew accommodation and support for their
Central Azari Oil Platform, off Baku in the Caspian Sea, required
stringent dynamic mooring analysis, to ensure compliance for both
Alongside the Platform, for servicing an articulated motion compensated
gangway for crew changes, or whilst standing off, for severe weather
scenarios, each with their own set of minimum requirements. The analysis
being performed to DNV-OS-E301 and API Rp 2SK requirements, and approved
by the BP Houston office.
The 8 point mooring catenary spread made more complex
by the very long, multi section mooring lines, comprising of chain,
wire rope and dyneema fibre arranged in such a way as not to infringe
or make contact with various subsea assets including gas and oil pipe
lines, coupled to severe metocean conditions including 9m Significant
Wave Height conditions (in certain directions). The analysis was performed
as a Hydrodynamic Diffraction Analysis followed by Time Domain Analysis,
using the ANSYS AQWA software suite.
MOTION ANALYSIS - All DEBEERS Vessels
Over the course of 2014, Triton was contracted to
perform various extended motion analysis on all of the DEBEERS Marine
Mining Vessels, including the new vessel currently being built in
Norway. The purpose of these motion analysis, was to establish a single
parameter dynamic design factor applicable to each vessel for a given
location of operation, for use in all design calculations pertaining
to current and future mining plants, drill towers etc. These analysis
were perform on Triton's inhouse Motion Simulation Software.
DEBMAR ATLANTIC - 2013 Refit is culminated
with Inclining Experiment and Stability
Throughout this 2013 refit involving upgrading the
600mm system to a 700mm system, weight management was critical. Various
important decisions hinged around eventual displacement and deadweight
Capacity, for Loadline, and also Stability Compliance. Hence a Deadweight
Survey was conducted on arrival in advance of the refit, and the results
were included in many weight and stability simulations (and motion
studies) to govern decisions regarding the fitment of platforms and
solid ballast. The project was culminated in Dec with the final Inclining
Experiment and Stability documentation being drawn up for Class approval.
RAMFORD VALIANT - High Stackable Docking
Frames, with varying incline angles (2012)
Triton designed and analysed Stackable Docking Frames,
for DORMAC, that can be used to accommodate varying heights and varying
hull interface angles. See images in right column (bottom). Height
is varied by adding or removing stackable sections, with fine tuning
and angle adjustments done via the customized wooden capping.
PETROSA CALMBUOY MOORING ANALYSIS
Triton recently completed a static and time domain,
CALM Buoy Mooring Analysis, for PetroSA and Cape Diving, using the
Bureau Veritas software Ariane7, and NR 493.
NAVAL ARCHITECTURAL SUPPORT FOR SNC LAVALIN
ON FLOATING WALKWAYS, PONTOONS, AND BRIDGE STRUCTURES - PROJECT GRANDE
COTE - 2012 - Involving Stability and Structural Design and Analysis
Triton are currently designing floating walkway structures,
as well as bridge and pontoon structures for SNC Lavalin, for their
Grande Cote Wet Plant Project.
This in a similar vein to Triton's involvement in
the EPC / KENMARE Floating Treatment Plant project of 2011, following
on from previous projects for RBM and Anglo America, also involving
dune mining.
The bridge / pontoon interface allows for all degrees
of freedom in that the bridge is suspended from an A Frame on the
pontoon, and then tethered with 6 high capacity springs, on the deck
of the Pontoon.
WESTERN CHALLENGE - "PEG" Conversion
/ Refit - 2012 (complete)
The Western Challenge is a Ore Transport Barge, aquired
by Kenmare (owners of the Bronagh J, Transport Vessel, designed by
Triton, also featured here).
The PEG was refitted with additional 2x500kW thrusters
and engines, which together with her existing fwd pump jet type thruster
will improve her manoeuvrability, both with and without the assistance
of her tug, Sofia III.
She was also being fitted with Loading Hopper and
Conveyor system, as well as Yokohama Fenders and Davits, and other
additional mooring gear, to bring her into operation as a 2nd transhipment
barge, assisting the Bronagh J in transporting titanium sand between
Moma and awaiting Bulkcarriers.
Triton were contracted to do the design work, and
SA Shipyards (Durban) were contracted to do the refit. The thrusters
and engines were supplied by Hydro Armour (French) via their South
African support office, Basic Hydraulics.
M.V. THEO - Major Conversion / Refit - 2012
The Theo is undergoing a major conversion and plate
renewal process in Cape Town. The conversion includes but is not limited
to the installation of a Moonpool, Self Compensating Winch and Tower
System, Crane Installation etc. The winch and tower were designed
by Denith Engineering, with the moonpool and all supporting structures
done by Triton. More detail may be uploaded in time.
M.V. MAGSENGER 2 - LOWER ENGINE REMOVAL -
Dec 2011 / Jan 2012
The Magsenger 2, is a brand new 250mx60m Bulkcarrier,
which underwent engine problems on maiden voyage that necessitated
the removal and replacement of the lower crankcase. However the more
tricky part is the engine weighs 360 tonnes, is 3 decks high, and
the ship was built around it. The lower section to be removed weighs
some 140 tonnes, and the upper section, once stripped down, which
needs to be lifted and suspended, also weighs about 140 tonnes. Hence
significant support mechanisms had to be put in place. This is where
Triton came in, contracted by Dormac, who were the main ship repair
contractor. Triton were tasked to perform all the design and analysis
works necessary to lift and support, jack and move the relevant large
mass components. These various design drawings and reports then distributed
for review and acceptance by third parties. These modifications included
the necessity to cut a large access hole in the bulkhead that separates
the engine room and the 7th Hold, to allow the replacement parts to
be lifted out of, and into, the hold and then slide into the engine
room on custom designed rails and bogey systems.
A more detailed project description along with analysis
plots will follow when time allows, but in the meantime, some project
photo's can be see on HERE.
NMP PHOSHATE SAMPLING - LAUNCH AND RECOVERY
SYSTEM - 2011
A generic sampling system was developed through a
series of concepts, through to detail design and fabrication, whereby
the unit can fit onto any applicable Offshore Supply Vessel / Anchor
Handler, for NMP (Namibian Marine Phosphates, Pty Ltd.
The system recovers samples from the seabed up to
400m waterdepth, using a custom designed Grab (by Arlona Engineering)
and is handled via a A Frame, and Winch Tower, Hopper, Conveyor Unit,
to allow for bagging on deck. Triton were the principle design contractors
and project managers. Basic Hydraulics and Control System were responsible
for the design and supply of all hydraulics and control components
of the system, and worked with Triton in a close and all inclusive
arrangement, with the owners themselves. This arrangement extended
through all the concept design phases leading up to detail design,
fabrication and installation. BELMET won the contract for fabrication,
workshop installation and onboard installation. The system has been
installed on the Smit Madura for its first sampling excersize.
KENMARE FLOATING TREATMENT PLANT - All Floating
Aspects, Pontoon Design, Strongback Design, All Equipment Foundations
and Surge Bin Support - 2011-2012
Triton, working together with (initially Akersolutions,
and then EP-C) are responsible for the pontoons and strongbacks, along
with all other deck foundations, that support the new Floating Treatment
Plant for KENMARE, for the Moma Titanium Dune Mining Project. Areas
of responsibility included, the pontoon structural design, structural
interfacing with column loading from the plant above, flotation, stability,
mooring etc. Analysis works include global model floating analysis
with global bending, plus local modelling of strongbacks structures
with prescribed bending and external loading, in static stress and
buckling.
See dedicated page HERE
for more detail.
ZAMBEZI FERRIES
A series of River-Crossing-Ferries have been designed,
with the first one built and commissioned by Mike Bullock at Kazungula,
Botswana, with the 2nd well under construction. More detail and a
link to photo's will be updated when time allows:
TRISTAN BARGE
A novel idea for low cost, transportable barge is
this Tristan Barge, using the concept of connecting plastic floats
tied together with a strong lattice structure frame and wooden deck.
This barge has a 20tonne carrying capacity and has already been highly
successful at the island of Tristan, in the use of transhipping cargo
between visiting cargo vessels and the harbour, where draft limitation
restrict access by those ships. It was also easily transportable to
the island and could be launched from a single point lift from the
ship.
100tonne CHAIN PULLER
With Salvage companies or salvage operations often
in need of a means to apply large shore based forces on a structure,
or standard ship, or even capsized vessel (like the case of the Laverne
which capsized in the harbour), Triton (together with Basic Hydraulics)
identified the need to develop the design of a 100t Chain Puller.
Such chain pullers could be used in isolation or
any number coupled together through a common control system. This
project was largely conducted as a student intern design project (under
taken by Morne Le Roux of Stellenbosch University) included the concept
design, structural analysis, hydraulic equipment, such that should
an inquiry come in, Triton together with Basic Hydraulics could go
into production at relatively short notice.
Triton regularly takes on engineering / naval architectural
student interns, particularly from foreign universities, for example
a number have come from Germany, Holland, USA, France etc, with their
longer intern periods (4 to 6 months), which are often preferred over
the shorter requirements (3 to 4 weeks) of the local universities.
NEW DOUBLE SKIN BUNKER BARGE & DOUBLE
SKINNING EXISTING BUNKER BARGES
The double skin SMIT LIPUMA fuel bunker barge was
designed by Triton, and build by Dormac in Durban. She was launched
in Nov 2007, and due to come into service early 2008.
The design of the double skinning of the existing
Pentow Energy, has been completed, with construction due to begin
early 2008.
For more detail, click here
BRONAGH J - TRANSHIPMENT BARGE AT MOMA
A self loading, self unloading, self propelled manned
barge was designed, for construction in Singapore.
The barge is to be ABS classed, and transports 4000tonnes
of Titanium based raw product between a custom built jetty near Moma,
in Mozambique, and discharge in an awaiting handimax bulk carrier,
some 7 to 10 Nm offshore. Typically 10 trips between the loading jetty
and the bulk carrier would be required, to load the ship.
Some 600 000 tonnes of product is expected to be
shipped per year.
For more detail, click here:
NAVAL VESSEL DISPUTE SETTLEMENT - Jan 2007-Feb
2012
Triton Naval Architects were contracted by Price
Waterhouse Coopers (Kenya) to assist in the dispute settlement over
the procurement of the new build Lloyds classed, Naval Vessel "Jasiri",
built in Spain for the Kenyan Navy. An ongoing involvement between
2007 and 2010/11.
SAIBOS DOCKING
In Jan 2006 saw the eventual docking of the FPS SAIBOS,
after much pre-planning w.r.t. to docking block arrangement and the
design and analysis of a stern frame, which would be capable of supporting
2000 tonnes at 8m above the dock floor.
Due to the ship have a significantly large folding
stern tower, it was deemed necessary by the owners that the stern
should be supported by a dedicated frame capably of such support.
The ship had never previously been docked with the
stern tower installed.
She was again docked in Cape Town in June
2010, using the same concept, but a rebuilt stern docking
frame. This frame was also due to be stress monitored "live"
during the docking process, using submerged strain gauging, installed
on the frame, ahead of flooding the dock, all conducted under subcontract
by Origen (Hout Bay).
For more detail, click here:
VARIOUS MOORING ANALYSIS
Non-linear dynamic (time domain) mooring analysis
were performed on a number of Oil Rigs and FPSO's as listed below.
1.1 F.P.S.O. Glas Dowr (2003) – Alongside Dynamic
Mooring
1.2 Semi Sub - South Seas Driller (Pride South Seas) – Alongside Dynamic
Mooring
1.3 Semi Sub - Gavea Lifter / Sedco 709 – Alongside Dynamic Mooring
1.4 F.P.S.O Dalia – Alongside Dynamic Mooring
1.5 Semi Sub – Orca – Alongside Dynamic Mooring
1.6 Semi Sub - Atlantic Venture – Alongside Dynamic Mooring
1.7 Semi Sub - Transocean Richardson – Alongside Dynamic Mooring
1.8 Semi Sub – Scarabeo – Alongside Dynamic Mooring
1.9 FPSO - Glas Dowr – Alongside Dynamic Mooring (2009)
1.10 Semi Sub - Sedex 701 – Alongside Dynamic Mooring (2009)
1.11 Jack Up - Hercules 185 – Alongside Dynamic Mooring (2009)
1.12 Semi Sub - Transocean Celtic Sea – Alongside Dynamic Mooring
– Saldanha Bay (2011)
1.13 CALM Buoy – 8 Point Offshore Dynamic Catenary Mooring PetroSA
(2012)
1.14 Semi Sub ORCA Alongside Dynamic Mooring (Coega) (2013)
1.15 Scarabeo 7 (A Berth Cape Town) (2013)
1.16 Semi Sub Ensco E3001 - – Alongside Dynamic Mooring Cape Town
(2014)
1.17 Dhirubhai Deepwater KG1 Drillship – Alongside Dynamic Mooring
(2014)
1.18 Qurban Abasov 8 Point Catenary Mooring – Caspian Sea – standing
off and gangway connected to a BP Platform (2014)
1.19 Transocean Marianas – Alongside Dynamic Mooring Coega (2015)
1.20 Maersk Deliverer – Alongside Dynamic Mooring Coega – (2015)
1.21 Semi Sub ORCA – Offshore Dynamic 9 Point Catenary Mooring at
Mossel Bay – (2015)
1.22 Semi Sub CDC Newbuild – Absheron Field Caspian Sea on 4 location
spreads – (2016)
These were all analyzed for moorings for extended
periods of stay in Cape Town, Walvis Bay, Saldanha Bay, Mossel Bay
and lastly Caspian Sea and assumed 10yr, 25yr, 50yr and 100yr return
wind and gust speeds, as applicable, or other applicable client supplied
data. Most requiring foreign third party approval. The CALM Buoy is
a permanent mooring off the coast of Mossel Bay / Agulhas. These were
all TIME DOMAIN dynamic analysis, which would then predict peak line
tensions, dynamic bollard reactions, dynamic fender reactions and
displacements off and along the quay. Single line failure analysis
would also be performed, as required by the various approval authorities.
The offshore moorings cases would be analyzed for
compliance against compliant with DNV os-e301_2010-10 and API RP 2SK
and analyzed for both Diffraction Analysis (motions) and in the Time
Domain (for dynamic prediction of mooring line responses and vessel
offsets). ULS (Intact), ALS (Single Line Failure) and Transient Analysis
(dynamic response prediction during line failure) is performed. Statistical
Analysis of time series results are performed according to the requirements
of DNV os-e301_2010-10.
FENDER BARGES AND DOCKING FRAMES
Triton has also designed numerous fender barges and
docking frames, customised to the specific quay, so as to maintain
the required fendered distance off the quay. Many of these frames
are semi submersed to allow the semi submerged hull of the rig to
bear directly against the frame which in turn, bears directly against
the quay wall, at that same level. Click here
for an example.
Triton Naval Architects
No. 8 Foregate Square,
Harbour Rd
Foreshore, Cape Town, SOUTH AFRICA
Tel: +27 21 418 2090 | Fax:
+27 21 425 2722 | Email: triton@triton.co.za
By Triton Naval Architects
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