Get the latest live position for the MAERSK ASSISTER. You can also check the schedule, technical details and many more. MAERSK ASSISTER is a Offshore supply vessel built in by VOLKSWERFT. Current status: Laid up. Formerly also known as MAERSK ASSISTER. It’s gross. June 12th, UTC, Frederikshavn. June 12th, UTC, Frederikshavn. June 2nd, UTC, Gdansk.
The ship, built in in Stralsund, Germany, is one out of a series of 4 of A. It is equipped with the world’s strongest Anchor Handling Winch, capable of pulling with up to tons!
Principal data are as follows:. The following pictures are all taken by me, Ebbe Holsting, and are copyrighted. However, should you wish to use them in any way please contact me for permission. Principal data are as follows: Volkswerft Stralsund, Germany Year maesrk construction: Nordby, Denmark The following assisteg are all taken by me, Ebbe Holsting, and are copyrighted.
At berth in Aberdeen, Scotland this is where I embarked the ship on January 8. We spend half of January at berth, but from the middle of February things got going and the number of jobs increased.
MAERSK ASSISTER – – ANCHOR HANDLING VESSEL |
We were hardly ever off-hire more than a day during March. The main deck of the ship is made of steel covered with wooden planks. This is to make the deck stronger as wood is more shock absorbent than steel, and also lighter.
Furthermore it also accepts wear better than steel. The small squares spread out are so-called strong points to which deck cargo can be welded etc. Here we are berthed almost in the center of Aberdeen, moored alongside of a smaller Norwegian supply vessel we only had the stern alongside. We had two cranes like the one shown in the picture, each able to lift 14 tons.
They were used for all kinds of operations, for instance loading of stores and provision, storing of cargo on the top of the winch garage etc. Another picture from the same situation, this one showing how we were moored alongside the other ship.
The tyres on the sides of the ship are fenders. The quays in Aberdeen are not equipped with fenders, so they were very needed. Taking a walk on the quay I had the chance to take some pictures of the ship from the outside. The two symbols looking like and X under the ship’s name indicate that the ship is equipped with 2 stern thrusters for propelling the ship sideways. The manouverability of the ship was outstanding due to its powerful thrusters, main propellers and effective rudders.
Having a look at “the lady” from abaft. The two A shaped structures to each side of the gangway are the Rope Guides used when towing or working with anchors. The steel wire from the main winches, when working as mentioned, runs out over the stern and into the water through these guides, thereby restricting movement of part of the wire that is on deck. A 22 ton heavy anchor of the Stevpris type, used for mooring semi submersible oil drilling rigs. This was the biggest anchor we worked with during my 3 months on board, usually oil rigs are moored with 16 tons achors.
A typical oil rig is moored with 8 anchors. Just for the sake of comparison I had this picture taken where I am standing beside the 22 ton anchor. Anchors like this one could, when deployed correctly, withstand a tension of more than tons! When the anchor is deployed on the bottom, the oil rig heaves in on the anchor chain until the tension reaches a disered value.
The high tension on the anchor will cause it to dredge itself several meters down into the seabed. A look at the main anchor handling winch cabable of pulling up to tons! The ship is equipped with one anchor handling winch and two smaller towing winches. The winches are all controlled from the bridge, and through a series of videocameras all winches can be supervised from several angles via monitors on the bridge. The winches are driven by up to four direct current electric motors.
Through a number of couplings the three winches can be configured to run with one or more of these motors. When paying out heavily loaded wire the motors naturally do not consume power. Instead they generate power, the largest part of which is cunsumed by a number of ballast resistors. A small amount of the generated power can also be directed through a converter to the ship’s Main Electrical Switchboard.
We berthed at Aberdeen several times, and one of the times we had company by three of A. These vessels sail stores and provisions to and from oil production platforms at sea, and are neither powerful enough nor equipped for towing or anchor handling. Looking forward from the main deck. In the middle of the picture a single wire rope is coming out through the so-called “crucifix” from the winch garage, where the 3 main anchor handling winches are placed.
The yellow box to the right is a bouy used in connection with rig mooring systems. The three large black rectangles to each side of the crucifix are the air intakes for the engine room ventilation. Same situation as above, though this picture was taken a fiew minutes before.
Achiever was moored alongside our starboard side, and furthermore we were moored alongside on of the Norwegian vessels, so we were moored three assisrer side by side. Notice some structural differences between the two vessels on the aft part of the deck, most of them due to the fact that Maersk Assister has been equipped with an A-frame and Achiever hasen’t. In february we were chartered to do a masrsk together with assiste norwegian boats and the Maersk Achiever, a sister ship to Maersk Assister.
Here Achiever is leaving for the assistrr fields, and we followed soon after. Moller has a total of 4 ships like Maersk Assister in the Danish ship registry, and 2 more are to follow for the British ship registry. At Hinna, Norway Hinna is near Stavanger the ship’s A-frame had been stored for several months, but a new job for Maersk Assister required that is was mounted again. The A-frame is used for lifting large equipment out over the stern and into the sea.
Jaersk job that the ship has been chartered for is pipeline dredging where underwater pipelines are plowed into the seabedand the A-frame will be used for deploying a giant maers plow over the stern. The A-frame was lifted onboard by a huge floating crane, as awsister to the left in the picture. The A-frame weighs about tons, and is able to lift tons out over the stern! That’s me in the picture. Another picture of the floating crane. The crane was equipped with its own propulsion, so all the manouvering was done by the crane itself.
The frame was to be transported to Fredericia, Denmark laying on the cargo rail. In Fredericia it would then mawrsk mounted on the ship, but first the ship had to be fitted with new frame foundations since the frame had mxersk be placed higher and longer abaft in order to handle the enormous plow, which happens to be the biggest plow in the world!
The A-frame is here almost landed on the ship. Notice the car tyres covering the cargo rail mafrsk the left. This naturally to support the A-frame when laying on the railing.
Workers from a company ashore came onboard and constructed a series of steel reinforcements to keep the frame in place when positioned on the ship. They did all the work, supervised by our ship officers. Here the A-frame is landed on the cargo railing and the workers from ashore started welding the reinforcements onto the deck and cargo rail. The frame was later lashed by our ships assistants with chains and pulleys.
There was no text books or official examples of how to transport the A-frame, so this solution was worked out by teamwork between the crew of the ship and the A. Moller main office back in Copenhagen, Denmark. Actually the solution was perfect, as the A-frame fitted perfectly onto the aft most part of the cargo rail.
The A-frame fully lashed and ready we took off and set course for Denmark where the frame would be unloaded and the ship drydocked for minor repairs and structural changes. These changes would be paid for by the company chartering the ship for pipeline dregding, as the changes were made only to fit the requirements for the job.
This picture shows the reinforcements welded onto the strong points in the main deck. Similar steel structures were welded on the outside of the frame prohibiting movement in any direction.
The huge wheel on the frame supports the wire rope carrying whatever equipment the ship is working with out over the stern. The stern of the ship, here berthed at Bergen, Norway. The blue rounded sides are called “whalebacks”, and the round rusty tubes in the middle are the stern rollers. When wire rope assistr into the water from the ship these rollers will be assisteg by the wire if the weight in the wire is great enough of course.
This is to prevent wear to wire ropes and the ship. The controls on the aft part of the bridge. These are used mainly when anchor handling or when doing other work involving the main winches. The two aszister to the right control the two towing drums on the main winches, and the two sticks to the left control the main rudders when steering manually. In front of these handles we see the pitch controls for the main propellers.
A different angle yet still in the aft part of the bridge.
The two computer screens in the middle are the Dynamic Positioning computers. Dynamic Positioning is able to automatically control all thrusters, main propellers and rudders in order to keep the ship at an excact geographical position. It even corrects for the force of wind and current as well as sea conditions. A 16 ton Stevpris anchor lifted on board from the seabed. The ring around the anchor chain is called the “Chaser Ring”, and is used to catch the ancher on the bottom. When the oil rig is moored the chaser ring os pulled back up the anchor chain all the way back to the rig where the “chaser wire” connected to the chaser ring is kept on board while moored.
When pulling up an anchor, the ship receives the end of the chaser wire and sails away from the rig in direction of the anchor, dragging the ring along the anchor chain. When the ship reaches the position of the anchor it heaves on the anchor winch, thereby lifting the anchor off the seabed and onto the ship’s deck. In stead of the rig having the loose end of the chaser wire, this can also be bouyed off above the anchor.
A Stevpris anchor fresh up from the seabed. The anchor chain is seen locked in the hydraulic stopper called the “Shark Jaws”.
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