Khloponin's spokesman, Natalia Platonova, declined to comment on the letter, but said that in July the deputy prime minister reported to the president about the need to build seismic survey vessels in Russia. “As a result of this meeting, an instruction was given to organize such work. We are talking about raising funds for the implementation of the project, which are already included in the budgets of the relevant departments,” she said. Putin's spokesman Dmitry Peskov did not respond to a request.

Khloponin proposes to entrust the design and construction of new vessels for seismic surveys to a consortium of companies, which will include the United Construction Corporation (USC, it is planned to place orders at its facilities), the Okeanpribor state concern (which will provide vessels with Russian equipment) and Rosgeo, which owns more than 90% of the existing of the Russian seismic fleet - ten vessels, of which only two are adapted to perform work in 3D format.

The construction financing model is currently being worked out, Roman Panov, director general of Rosgeologiya, confirmed to RBC. But he did not specify how the necessary 15 billion rubles. will be distributed between the budget and borrowed funds: Khloponin proposed to raise part of the funds from extrabudgetary sources, including using RDIF financial instruments. “Financing of this project is considered on the principles of public-private partnership. Its sources can be Rosgeologia’s own and borrowed funds, as well as partially earmarked funds from the federal budget,” added Anton Sergeev, representative of Rosgeologiya.

The Ministry of Natural Resources recommended that Rosnedra consider financing this project by redistributing funds from the budget for the reproduction of the mineral resource base, as Khloponin suggested, his spokesman Nikolai Gudkov said. In 2015-2016, Rosgeo was appointed the sole executor of the state order for geological exploration by decision of the government. But since 2017, it has been deprived of this right, and such work will again be distributed by Rosnedra and the Ministry of Natural Resources at tenders among specialized companies. Budget funding for exploration work in 2017 will be reduced by 5% compared to the current year (33 billion rubles), the minister told reporters natural resources Sergei Donskoy in September.

But Rosnedra opposed the redistribution of budgetary funds. The activities of the state program "Reproduction of the mineral resource base" do not provide for the allocation of funds for the construction of ships, according to a letter from the deputy head of the department, Sergei Aksenov, to the Ministry of Natural Resources dated July 22 (RBC has a copy). ​The redistribution of funds allocated for exploration will lead to “failure to meet the targets and failure to achieve the goal of the subprogram on sustainable provision of the country's economy with mineral reserves and geological information about the subsoil,” Aksyonov concludes.

The Deputy Head of Rosnedra proposes to build seismic exploration vessels exclusively at the expense of extra-budgetary funds, including with the involvement of offshore license holders interested in attracting such vessels. In Russia, only two companies, Rosneft and Gazprom, have the right to extract oil on the Arctic shelf. Rosneft has its own Zvezda shipyard (financed by the company's main shareholder, Rosneftegaz), where several ships are already being built, its spokesman Mikhail Leontyev said. According to him, the company has its own agreed investments in exploration and shipbuilding, it has not received any recommendations from Rosnedra regarding participation in the financing of two seismic survey vessels. A spokesman for Gazprom did not respond to a request.

A source in the Ministry of Natural Resources confirmed that the construction of such vessels is a non-core expenditure item for exploration. Platonova said that the consortium should prepare a business model for the construction of two vessels, which is planned to be discussed at a meeting before the end of October. Ilya Zhitomirsky, director of the information policy and corporate communications department at USC, said that the corporation would not take part in financing the project - it was only ready to build ships. The representative of Okeanpribor did not respond to a request from RBC. An RDIF official declined to comment.

Encumbranced licenses

The economic efficiency of the construction and operation of seismic survey vessels is achieved with a steady supply of orders from companies operating on the shelf, according to Khloponin's letter, that is, the same Rosneft and Gazprom. He recalls that similar conditions apply in countries with a developed offshore field development system, such as the United States, China and Norway. Therefore, he suggested that Putin instruct the government, when updating the licenses of these companies starting from 2019, to oblige them to purchase offshore seismic services from Russian state-owned companies (the state’s share is more than 50%) that have at least five years of experience in offshore zones, “with equal competitive conditions for the provision of similar services and works. Only Rosgeologiya and Zarubezhneft fall under these criteria. Zarubezhneft has a profile subsidiary for service work on the shelf Arktikmorneftegazrazvedka, but in its arsenal there is only a drilling fleet, not a seismic survey fleet, according to the company's website.

The inclusion of such a condition in the licenses, according to the Law on Protection of Competition, is an action that leads or may lead to restriction of competition, Aksenov from Rosnedra wrote to the Ministry of Natural Resources. At the same time, on the recommendation of the Security Council, a priority has already been provided for attracting Russian contractors, taking into account their competitiveness, other things being equal, the price and quality of work, he recalls.

"Rosgeologiya" should not be considered a competent enough performer of work to conduct seismic exploration on the Arctic shelf, Leontiev told RBC. In his opinion, the company acts as an intermediary to attract the services of other contractors. He agrees with the Rosnedra official that such a clause in licenses could lead to a restriction of competition in the market. Rosneft now has the largest volume of seismic exploration on the Russian shelf, and the company would like to retain the right to attract contractors that suit it in terms of price and quality of work, he added.

The FAS representative told RBC that information about Khloponin's initiatives in the field of seismic exploration has not yet been received by the agency. He did not comment on the issue of potential restriction of competition.

- a specialized vessel designed for laying underwater pipelines. Currently, pipelayers are widely used in the development of offshore oil and gas fields for laying pipelines with a diameter of up to 1220 mm at depths of up to 130 m. Pipelayers have been designed for depths of up to 600 m. The pipelayer body has a simplified shape. Sometimes barges or other types of vessels are converted into pipelayers. Hulls of a catamaran type or with stabilizing columns are promising, especially for operation in areas with severe weather conditions. The technology of laying an underwater pipeline from a pipelayer consists in building it up by sequential welding of pipe sections located on the deck. At shallow depths, to move the pipeline from the deck to the seabed, a curved descender is used, along which the pipeline being extended is moved from the stern of the vessel to the bottom as new pipe sections are welded. With an increase in the depth of the sea, an additional hinged support-stringer is installed at the stern of the vessel to support the pipeline when moving down and prevent it from large bends when leaving the vessel. For this, the ship has a tensioner. Another way of laying pipelines is drum. In this case, the pipelayer is equipped with a drum on which the steel flexible pipeline manufactured onshore is wound.
A seismic vessel passes the Suez Canal.

I didn’t think, I didn’t guess, but I happened to visit seismic vessel and lift the veil a little on what and how they do it. All the same, this area remained terra incognita for me, but I learned something (according to seismology, I can be wrong in the details, please don’t hit hard, but correct if anyone is in the subject).

Initially, dynamite served as a sound source for marine seismic surveys. In view of its obvious danger, later pneumatic guns were used as a source.

The accumulation of seismic data is the mapping of underwater structure in the constant search for hydrocarbons.
At first, the shape of the data was two-dimensional. The data were obtained using a single hose seismic streamer (or simply - a streamer, it is also a streamer, from the English "streamer") and one signal source.

Later, a new method for 3D mapping was developed. To do this, they strive to install as many streamers as possible, to cover a large area, as much as possible. The vessel under consideration "Vyacheslav Tikhonov" has 8 streamers for data acquisition (this is not the maximum number, there are vessels with a large number of streamers).

The data acquisition method can be compared to a very large echo sounder. The sound signal is sent by the air gun down to the seabed, and then the towed cable picks up the echoes, which are recorded.

It looks like a ship with released seismic equipment.

The length of one streamer on the ship "Vyacheslav Tikhonov" is 6,000 meters long (precisely meters, not cable and other marine units).
Putting the braids into working condition and their selection at the end of the measurements is not a quick matter, it takes several days. At the same time, as during measurements, the vessel must follow a strictly defined course at a fixed speed (in this mode, the operating speed is about 5 knots). Because it is quite difficult and tiring for a person to maintain such a clear course and speed, the ship has a dynamic positioning (DP) system that allows you to perform this task automatically. Navigators mainly monitor the navigation situation, establish communication with ships to ensure safe divergence, etc. The turning radius in survey mode is a few miles to keep the streamers from getting tangled up. The ship's heading command is given from the seismological laboratory on the ship.

Also, to ensure safe separation from other vessels, to prevent damage to towed streamers (by the way, the cost of one streamer with all the equipment is about $ 2 million) and other auxiliary tasks, two tracking vessels (in English - chase boats). There is also one support vessel for the delivery of supplies and crew, for bunkering and other support tasks. In order to successfully fulfill these tasks, the research vessel must maintain reliable and constant communication with the tracking vessels, inform them in a timely manner of its plans.

As mentioned above, turning in the survey mode is quite a challenge. With a distance between the outer streamers of 800 meters, the turning radius must be a minimum of 4,000 meters, increasing in bad weather to 5,000 meters. When turning with a radius of 5 km, the rate of turn should be 3 degrees per minute. It should be noted that the trajectory of the turn is strongly influenced by weather conditions and the state of the sea. When turning, navigators are guided by the position of paravanes - towed streamer diverters.

On the right in the photo you can see the diverter (baravan, paravane), in the first photo it can be seen fixed on board.

In the survey mode, it is necessary to watch for other vessels and ask them to leave the area, not only because of the threat of a collision or damage to the streamers. With the close passage of another vessel, especially a large one, the quality of measurements is lost, because the integrity of the sound source is violated. Therefore, if it is not possible to reach an agreement with another vessel for any reason regarding the separation at a large distance, then it is advisable to disperse closer and faster. Because measurements will still be violated, and it is necessary to minimize contact time in order to save time for measurements.
It was noted that when passing offshore terminals where large tankers with a dynamic positioning system are loaded, even at a distance of 12 miles, the measurements will be actually destroyed, and you will have to make a second call when the tanker moves away from the berth.

If there is another seismological vessel in the area, then its operation may affect the operation of our vessel at a distance of about 80 miles. Therefore, in such cases, in order not to interfere with each other's work, they agree on a measurement schedule. For example, there were cases when 8 vessels were operating simultaneously in the North Sea.

According to project developer Ulstein, the hull shape patented as the Ulstein X-Bow, together with a diesel-electric propulsion system, provides exceptional efficiency in terms of fuel consumption, seaworthiness and speed. However, despite the commercial on youtube (comparative race of two boats in stormy conditions), the application of the concept here does not seem entirely justified. I proceed from a purely practical assessment and my vision, purely IMHO. Namely: my very meager knowledge of hull hydrodynamics tells me that the contours will work at speeds close to full, but in any way above average. The operating speed of this vessel in the measurement mode (the main purpose of the vessel) is 4-5 knots.
During my presence on board, at a speed of 4.5 knots, it swayed rather unpleasantly up to 5 degrees of heel, with very light seas and a wind of 7 m / s. The crew said that when working in the profile (taking measurements), with the equipment overboard, the wave hit the nose from below with the nose thrown up, with all the "ensuing" consequences for the least sea-resistant crew members.

The rowing plant includes two controllable pitch propellers (CPP). Each propeller is driven by a 4,800 kW asynchronous motor controlled by a water-cooled frequency converter. The transmission of rotation to the screw is carried out through a gearbox.

The vessel is equipped with bow and stern tunnel thrusters, as well as a retractable azimuth thruster (Compass Thruster) in the bow.

Vessel length 84 m, beam 17 m, maximum draft 6 m. Deadweight at maximum draft is 2,250 tons.
According to the specification, the ship's speed at 100% load on each screw, with a clean hull and calm water, should be approximately 18.5 knots.

The support vessel performs a rendezvous maneuver.

A support vessel is moored for bunkering operations while under way.

As soon as I choose a free minute to sort out the photos, I will make a photo tour of the ship.

Note. These photographs were obtained from the crew.

Marine site Russia no November 18, 2016 Created: November 18, 2016 Updated: November 18, 2016 Views: 4838

Initially, dynamite served as a sound source for marine seismic surveys.

In view of its obvious danger, later pneumatic guns were used as a source. The accumulation of seismic data is the mapping of underwater structure in the constant search for hydrocarbons. At first, the shape of the data was two-dimensional.

The data were obtained using a single hose seismic streamer (or simply - a streamer, it is also a streamer, from the English "streamer") and one signal source.

Later, a new method for 3D mapping was developed. To do this, they strive to install as many streamers as possible, to cover a large area, as much as possible. The vessel under consideration "Vyacheslav Tikhonov" has 8 streamers for data acquisition (this is not the maximum number, there are vessels with a large number of streamers).

The data acquisition method can be compared to a very large echo sounder. The sound signal is sent by the air gun down to the seabed, and then the towed cable picks up the echoes, which are recorded.

The length of one streamer on the ship "Vyacheslav Tikhonov" is 6,000 meters long (precisely meters, not cable and other marine units). Putting the braids into working condition and their selection at the end of the measurements is not a quick matter, it takes several days. At the same time, as during measurements, the vessel must follow a strictly defined course at a fixed speed (in this mode, the operating speed is about 5 knots).
Because it is quite difficult and tiring for a person to maintain such a clear course and speed, the ship has a dynamic positioning (DP) system that allows you to perform this task automatically.
Navigators mainly monitor the navigation situation, establish communication with ships to ensure safe divergence, etc. The turning radius in survey mode is a few miles to keep the streamers from getting tangled up. The ship's heading command is given from the seismological laboratory on the ship.

Also, to ensure safe separation from other vessels, to prevent damage to towed streamers (by the way, the cost of one streamer with all the equipment is about $ 2 million) and other auxiliary tasks, two tracking vessels (in English - chase boats).
There is also one support vessel for the delivery of supplies and crew, for bunkering and other support tasks.
In order to successfully fulfill these tasks, the research vessel must maintain reliable and constant communication with the tracking vessels, inform them in a timely manner of its plans.

As mentioned above, turning in the survey mode is quite a challenge. With a distance between the outer streamers of 800 meters, the turning radius must be a minimum of 4,000 meters, increasing in bad weather to 5,000 meters. When turning with a radius of 5 km, the rate of turn should be 3 degrees per minute. It should be noted that the trajectory of the turn is strongly influenced by weather conditions and the state of the sea. When turning, navigators are guided by the position of paravanes - towed streamer diverters.

In the survey mode, it is necessary to watch for other vessels and ask them to leave the area, not only because of the threat of a collision or damage to the streamers. With the close passage of another vessel, especially a large one, the quality of measurements is lost, because the integrity of the sound source is violated. Therefore, if it is not possible to reach an agreement with another vessel for any reason regarding the separation at a large distance, then it is advisable to disperse closer and faster.
Because measurements will still be violated, and it is necessary to minimize contact time in order to save time for measurements. It was noted that when passing offshore terminals where large tankers with a dynamic positioning system are loaded, even at a distance of 12 miles, the measurements will be actually destroyed, and you will have to make a second call when the tanker moves away from the berth.

If there is another seismological vessel in the area, then its operation may affect the operation of our vessel at a distance of about 80 miles. Therefore, in such cases, in order not to interfere with each other's work, they agree on a measurement schedule. For example, there were cases when 8 vessels were operating simultaneously in the North Sea.

According to project developer Ulstein, the hull shape patented as the Ulstein X-Bow, together with a diesel-electric propulsion system, provides exceptional efficiency in terms of fuel consumption, seaworthiness and speed.
However, despite the commercial on youtube (comparative race of two boats in stormy conditions), the application of the concept here does not seem entirely justified. I proceed from a purely practical assessment and my vision, purely IMHO.

Namely: my very meager knowledge of hull hydrodynamics tells me that the contours will work at speeds close to full, but in any way above average.
The operating speed of this vessel in the measurement mode (the main purpose of the vessel) is 4-5 knots. During my presence on board, at a speed of 4.5 knots, it swayed rather unpleasantly up to 5 degrees of heel, with very light seas and a wind of 7 m / s. The crew said that when working in the profile (taking measurements), with the equipment overboard, the wave hit the nose from below with the nose thrown up, with all the "ensuing" consequences for the least sea-resistant crew members.

The rowing plant includes two controllable pitch propellers (CPP). Each propeller is driven by a 4,800 kW asynchronous motor controlled by a water-cooled frequency converter. The transmission of rotation to the screw is carried out through a gearbox.

The vessel is equipped with bow and stern tunnel thrusters, as well as a retractable azimuth thruster (Compass Thruster) in the bow.

Vessel length 84 m, beam 17 m, maximum draft 6 m. Deadweight at maximum draft is 2,250 tons.

According to the specification, the ship's speed at 100% load on each screw, with a clean hull and calm water, should be approximately 18.5 knots.

On board the seismic vessel Vyacheslav Tikhonov

On board a seismic vessel

The view from the nose is quite aggressive and suggests that it’s better not to get caught on the way, otherwise it will chop with a stem.

View of the ship's forecastle

The main means of rescue are inflatable rafts, the containers of which are located on both sides

Due to the ship's compactness, there are no lifeboats.

The stern part is fully technological - on the deck there is a helipad, below deck there is a place for seismic equipment.

Aft part of the vessel

So the X-nose (X-bow) cuts through the water surface. True, the sea is calm and the speed is not high

The bridge has closed wings, both for the convenience of managing the ship, and in view of ice class vessel.

Because the tank is completely closed; to ensure mooring operations, the vessel is equipped with folding platforms.

Such a cool balcony in front of the bridge. In principle, the largest free space on the deck, but there is practically no use for it.

Mast modern ships serves to accommodate radio navigation equipment and navigation lights.

The vessel is equipped with a working boat to service seismic equipment overboard and other auxiliary tasks.

This view aft opens from the left wing of the navigation bridge. From this place you can fully control the movement of the vessel.

There is little space on deck. There is a faucet in the center. To the right of the board (on the left in the photo) is a foam station for extinguishing the helipad and what suddenly fell on it, if anything.

Aft view. The mast with stern lights is hinged, like all helipad fencing. The side edges of the platform are raised. The grid on the site is not spread, because the helicopter is not yet expected.

Due to the diverters hanging on the sides, the ship cannot just moor to the pier, so fenders are included in the standard equipment. They also apply if another vessel needs to come aboard, for example for bunkering.

Spare diverter takes up a lot of space

Containers with rafts

A working boat in a regular traveling position. It looks quite cheerful

The boat is being lifted on board

Although the ship is not equipped with lifeboats for the crew, nevertheless, there is a fast boat on board, the main purpose is to save a person overboard.

It is always lowered to a ready position for quick launching if a work boat is on the water...

To be quick to help when needed.

The interior of the seismic vessel Vyacheslav Tikhonov

Interior spaces

Let's start with the wheelhouse, aka the navigation bridge, from where the ship's movement is controlled.

The main navigation panel includes propulsion unit controls, radar and electronic cartography posts, VHF communication consoles and other auxiliary crap.

Control panel for propeller engines, of which there are already two on board (electric, if anything). The propellers are used with variable pitch (CVP), the left indicator shows the propeller pitch as a percentage, and the right indicator shows its revolutions.

The knob with the knob at the top of the photo is the control of the azimuth (that means it rotates 360 degrees) thruster. Moreover, it is retractable, and when not in use, it is simply removed into the body (more precisely, within its contours).

Auxiliary consoles are installed on both wings for better control of the vessel in various possible special cases.

They contain all the necessary consoles for controlling the propulsion unit and rudders.

Remote controls for propulsion and rudders

The ship is equipped with a number of watertight doors, the control panel with signaling their position is also located on the bridge.

Because navigation display (Conning Display). In principle, a thing can even be useless, because. here, all the main indicators that are already on the panel are simply duplicated, but they are all brought together in one place that can be covered with a glance.

On this vessel, DP is mainly used to accurately keep the vessel at a given speed on course during seismic surveys.

The stupid feature (IMHO, of course) of the vessel is that there is no steering wheel. Absolutely not. Even his kind. I do not know why. The issue of controlling two rudders from one steering wheel has long been resolved, the reason is something else. Maybe the fact that most of the time the ship will operate in dynamic positioning mode? Yeah, it was smooth on paper but forgot about the ravines.

As a result, the steering position is absolutely uncomfortable. Do you see those two peepholes on the right in the photo, immediately below the position indicators for the rudder blades? ;-) Here they control the rudders. You can separately, or you can control both at once from one pipochka. Management is sharpened on the left hand.

Luxurious panoramic windows (not to be called portholes) from the deck to the ceiling provide an excellent view in all directions.

Part of the crew lives in rather cramped double cabins (each, however, is equipped with a private bathroom with a shower, each cabin has access to the Internet (of course, the speed is low - satellite Internet is still an expensive toy), a TV connected to a satellite TV system, a DVD player ).

Deck below are pneumatic guns

Well, let's finish the round in the dining room team. Canteen mixed, for the entire crew. "Sharpened" under Buffet. Two cooks and two assistants (as they are called - barmaids) prepare food for a crew of 50 people.

Engine room of a seismic vessel Vyacheslav Tikhonov

Engine room

Here it is precisely machine (MO), and not machine-boiler (MKO), because there are no auxiliary boilers. Of course, there are waste boilers, but they do not count. ;-) And the boilers are not for a simple reason - on this ship it is not necessary to heat fuel oil. For a very simple reason - it does not apply here.
Instead - diesel fuel. In short, on the one hand, it is more expensive to operate in terms of fuel, but on the other hand, the fuel system is much simpler and more reliable, and the ship is also more environmentally friendly in terms of emissions of harmful substances into the atmosphere. Diesel engines are also equipped with a system for reducing the concentration of harmful substances (HM) in exhaust gases (despite the fact that even without its use, the content of HM is within acceptable limits today).

Let's start the inspection from the CPU (central control post). He is here outside the Moscow Region, so there is even a porthole (he did not get into the frame, however). The ship has video surveillance cameras, both internal and external, the central control panel has a control panel and a display, you can see the picture from any camera.

The main task of the mechanic in the CPU is to control the operation and condition power plant for which a monitoring and alarm system is installed. 4 displays are connected to two workstations, each can display its own picture.

You can also output the desired parameters to an analogue of the recorder, this is convenient when some kind of malfunction is analyzed or the PID controller is tuned, for example.

The console has its own control panel for propeller engines, similar to the one on the bridge.

The ship is an electric ship. To provide energy, 4 diesel generators with a capacity of 2,850 kW each were installed. The electrical system is quite interesting (designed by Vartsila). Tires 690V are divided into 4 sections. The system can be divided into two independent parts, the halves of which are interconnected through special transformers to reduce harmful harmonics (perhaps you should not delve further into the description).

All control of the power plant is carried out from this screen

Let's get into the car. Directly in front of the entrance to it is the main switchboard (main switchboard). As in the picture, it is also physically divided into two halves (these are all questions of increasing survivability). Because control of the power plant is also possible from here, a passive overview screen is installed showing the current configuration of the power plant.

Shield for 400V - separate. Also available for 220V.

The operating parameters of the generators can be viewed on the respective panels.

This screen shows the complete configuration of the power plant, including propellers and thrusters, as well as seismic compressors.

Two 4,800 kW propeller engines were installed, as well as two tunnel thrusters (bow and stern) and a retractable azimuth thruster.

Well, since we are talking about a car, I will mention ARSCH (emergency shield) and ADG (emergency diesel generator). This installation, however, is outside the MO, as well as on conventional ships - SOLAS requirements.

Let's get into the car. It is separated from the shield by a watertight clinket door. A view of the diesels opens. MO is small and cramped in places, it was quite difficult to photograph in places to get some more or less general plans.

There are narrow passages between the diesels, and you often have to bend down / bend so as not to run into another obstacle while rummaging through the MO.

All diesels have a local panel showing the main operating parameters.

Suddenly! TNVD (high pressure fuel pump) diesel. Such a pump is installed on each cylinder, of which there are as many as 9 pieces on these diesel engines each.

Diesel generators are located unequally - two are turned to the bow, and two to the stern. Fire extinguishers are everywhere. There is also a stationary volumetric fire extinguishing system, as well as an ordinary fire water main.

For each diesel engine there is a pair (one in operation, one in reserve) of fuel pumps (blue in the photo) and water cooling pumps (gray). By the way, this power plant does not use circulating seawater cooling (an exception is the cooling of seismic compressors).

There is no separate room for fuel and oil separators, the separators are located near the diesel generators.

A bilge water treatment plant is also located here.

There are two desalination plants on the sides - we get fresh water from sea water.

Starting air compressors. They provide air for starting diesel engines, as well as for various needs.

Air is pumped into cylinders (receivers), from where it is already distributed to consumers.

If we go from the diesel compartment to the bow, through the clinket door, we will get into the bow compartment.

A retractable azimuth thruster is located here. In the retracted position - the motor is raised.

Just behind it in the nose is a bow tunnel thruster, the picture shows its human-sized electric motor.

And if we go from the diesel compartment to the stern, then, also through a waterproof door, we first get into a corridor, where (on the right in the photo) there is a room for a retractable sonar device.

Here it is, in the extended position under the vldu. Extends up to two meters.

To transfer rotation to propeller shaft reducer installed.

The screws here are not simple, but with an adjustable pitch (VRSh). In the event of a malfunction of the control system from the bridge or the CPU, control from a local post is possible, for which an emergency telegraph is also installed to receive commands from the bridge.

If even this socket breaks somehow, then you can change the step directly from the mechanism.

The rowing motor can also be controlled from a local post - directly from a frequency converter.

MO doesn't end there. You can climb up the stairs.

And, bypassing a couple of rooms with auxiliary equipment, we find ourselves in a compartment with three seismic compressors.

Devices inspire! Compress air up to 150 atmospheres.

Compressor local control panel (main control is from the CPU).

We get into the room of the stern thruster, past which you can squeeze into the tiller compartment, where the steering machines are located.

And its hydraulic system. from there emergency control can be carried out. It’s just that you’ll have to squat, because there’s no other way to get there.

sea ​​vessel "Ramform Sterling" the newest creation of shipbuilders

Before you start drilling an oil well or extracting gas under the water column, you need to find their deposits and conduct a thorough analysis of the area to determine the quantity and quality of resources. There are several ways of technical exploration of deposits of "black gold" and "blue fuel" valuable for mankind. One of the methods of reconnaissance is a method called seismological reconnaissance, the implementation of which is possible thanks to seismic reconnaissance vessels. . Sea vessels field exploration has become widespread due to the ever-increasing demand for minerals. Special sea ​​vessels are operated to collect underwater seismic data that provides a detailed study of the area under observation.$CUT$

Marine reconnaissance is carried out on the surface area, which averages 1500 square meters. km. After the analysis is completed, drilling begins in the area.

Perhaps the most popular ships for underwater exploration of deposits have become sea ​​vessels, developed for the oil drilling and gas industry, called " Ramform". These, in addition to an unusual and amazing design, have a lot of effective advantages. characteristic feature is the minimum noise that the ship emits. This allows you to conduct research with a clearer chart and carefully monitor the movements of the layers of the earth's crust. wide stern sea ​​vessels seismic exploration provides an extremely stable and secure platform on which virtually all geophysical equipment is concentrated. From the back of the case special vessel on average, about 10 streamers are stretched over a distance of up to 9500 meters. The ship continues to tow them at a certain speed. While driving sea ​​vessel does not make sharp shocks, and due to the design of the hull, rolling at sea is reduced, which also affects the accuracy of data acquisition. Streamers are released into the water, unwinding from huge winches in a certain sequence; in the sea they must be at a certain distance from each other. There are about 24,000 microphones on the streamers. sea ​​vessel registers the sound vibrations received from them. The received data is processed on special equipment and displayed on monitors in two or three dimensions and received the corresponding category of 2D and HD3D. This offshore exploration method and technology makes it possible to confirm the presence of minerals in an oil or gas field.

Sea vessels of the Ramform type of the first generation

this is how exploration works

streamer towing

Marine company Petroleum Geo Services” (“PGS”) is a leader in the field of industrial intelligence. During the year, its specialists examine more than 5,000 square meters. km mainly in the North Sea off the coast of Norway. Company " PGS» proud of his six sea ​​vessels type " Ramform", and in addition to them has four more classic seismic vessel.

Series of six sea ​​vessels for seismic exploration built at the shipyards "". They are designed to tow 8 to 20 streamers. On board special sea ​​vessels installed high-tech equipment for offshore exploration of deposits.

sea ​​vessel "Ramform Explorer"

seismic vessel "Ramform Explorer" launched in 1995. It was the first in history Ramform". The marine vessel allows towing up to 8 streamers with a thickness of 70 mm each, and provides survey of the area up to 1000 sq. m. Navigation equipment includes autopilot, gyrocompass, radar.

Technical data of the Ramform Explorer seismic survey vessel:
Length - 82 m;
Width - 39 m;
Draft - 6m;
Displacement - 9874 tons;
Bergen»;
Speed ​​- 12 knots;
Crew - 46 people;

sea ​​vessel "Ramform Challenger"

Then a ship was built Ramform Challenger» in 1996. This sea ​​transport allows you to explore for 38 days 2000 sq. km., which is twice the capacity of its predecessor. sea ​​vessel equipped with two Azipod propulsion units and can tow up to 16 stretch marks up to 4 kilometers long.

Technical data of the Ramform Challenger seismic survey vessel:
Length - 86 m;
Width - 39.2 m;
Draft - 7.3 m;
Displacement - 9700 tons;
Crew - 60 people;
Speed ​​- 14 knots;

sea ​​vessels of the type Ramform Valiant" second generation

triangular shape sea ​​vessel « Ramform Valiant» people saw in 1998. This outstanding ship set a world record for the exploration of the sea surface, which has not yet been broken. In 1998 in one day sea ​​vessel seismic exploration " Ramform Valiant» received data from 111 sq. kilometers.

sea ​​vessel "Ramform Victory"

"Ramform Viking" at the pier

In 1998, the water was launched sea ​​vessel« Ramform Viking». In 1999 - " Ramform Victory". These are absolutely identical ships in size and capabilities. Each of them allows you to tow up to 16 streamers, and the resulting processed data appears on monitor screens in HD3D format. Intelligence sea ​​vessels constantly working in any weather conditions Northern regions, where there are large accumulations of oil and gas. In one day, research is carried out on 72 square meters. km of sea surface.

exploration vessel "Ramform Sovereign"

The latest in a series of first and second generation reconnaissance sea ​​vessels became " Ramform Sovereign". Company " PGS” received the ship in 2005. The company's equipment Kongsberg».

aft part of the sea vessel "RAMFORM"

Technical data of the Ramform Sovereign seismic survey vessel:
Length - 102 m;
Width - 40 m;
Draft - 7.3 m;
Displacement - 15086 tons;
Marine power plant - diesel engine Bergen»;
Speed ​​- 16 knots;
Crew - 70 people;

third generation RAMFORM VANGUARD type seagoing vessels

In the same year, the company Petroleum Geo Services» announced the construction of the third generation sea ​​vessels. They have a completely different class of technical equipment. sea ​​vessel« Ramform Vangourd"was launched in 2008. The same V-shaped hull remained, as it provides stability to the ship. sea ​​vessel got 22 stretch marks and more latest equipment for exploration of deposits. Transport is set in motion thanks to three Azipod engines, each with a capacity of 3808 hp. s., in addition, there is a small power plant on board the ship, which generates 11 MW and does not need frequent maintenance. This electricity is enough to operate all reconnaissance equipment, as well as an electric motor, deck crane, winch and ship lighting.

The engine is controlled by a dynamic positioning system. On board the vessel there is a sounder, an echo sounder, a gyrocompass and radar station operating in various bands, several types of antennas, satellite communications " Inmarsat». sea ​​vessel fully automated, providing a great opportunity for engineers to work. Significantly reduced noise, which allowed to increase the accuracy of the received data and become a leader in the competition.

exploration vessel "Ramform Viking"

Technical data of the Ramform Vangourd seismic survey vessel:
Length - 102 m;
Width - 40 m;
Draft - 7.4 m;
Displacement - 16,000 tons;
Ship power plant - diesel-electric engine "" with a capacity of 29920 liters. with.;
Crew - 70 people;

Developing marine geophysical company " Polarcus» decided to build two reconnaissance sea ​​vessels type " SX133". These sea ​​vessels will be equipped with a full set of equipment for seismic exploration. Their construction should be completed in the third quarter of 2009 at a shipyard in Dubai.

On the sea ​​vessels uses a new data processing algorithm using HD4D technology. This analysis program is developed on the basis of " Microsoft Windows” and is designed for editing intelligence data, correcting it, analyzing and providing images that are used by geologists, engineers involved in the evaluation and development of oil and gas fields. Significant upgrades will be made to improve the performance of the offshore equipment. The sea vessel will become a key one in the implementation of the company's strategic program " PGS».

Oil company clients demand accurate imaging and manufacturing research. The HD3D strategy meets these requirements. The speed of data processing will increase by 8 times. For this method to be effective, more streamers are needed. third generation sea ​​vessels has such an opportunity in his arsenal. are an important step in the renewal of seismic survey vessels. In this area, they cannot boast of sufficient funding in recent years. Therefore, engineers are forced to use what is already there and upgrade. PGS assures that sea ​​vessels will be the largest and most expensive in the history of seismic exploration. The vessel will tow up to 26 streamers on an area of ​​95,000 sq. m.

Revolutionary platform « Ramform» is one example of how an innovative idea has become a necessity in the oil and gas industry. seismological make it possible to directly increase the production of "black gold" and "blue fuel" up to 60 percent, as well as to improve the production of oil and gas from already developed fields.