Page 26: of Maritime Reporter Magazine (March 2013)

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26 Maritime Reporter & Engineering News ? MARCH 2013 In recognition of Captain Sid Hynes? longstanding contribution to the de-velopment of the offshore industry in Newfoundland and Labrador, Noia (Newfoundland Oil and Gas Industries Association) presented him with its Out-standing Contribution Award in Febru- ary 2012. In the same month, Oceanex was named one of Canada?s 50 Best Managed Companies by Deloitte, CIBC, National Post, and Queen?s School of Business. Capt. Hynes began his 35+ year career in the marine industry by serving as an assistant steward and, over time, by serving in senior levels onboard offshore vessels supporting early drilling operations off the coast of Labrador. He became the first Canadian Diving Support Vessel Master, served as a captain in the offshore industry for all the major oil companies, and founded Canship Limited in 1986. After a joint venture was formed with the JJ Ugland Group of Norway, he became Chairman of Canship Ugland Limited which was founded to operate three shuttle tankers on the Grand Banks and currently op-erates the largest Canadian-based ves- sels carrying deadweight tonnage. He negotiated the only known 25-year-term labor union agreement, which covers the Hibernia shuttle tanker operations, which is currently in its eighteenth year. In 2000, the Government of Canada appointed Capt. Hynes to manage Ma-rine Atlantic, the largest Crown corpo- ration in Atlantic Canada. In 2007, he led a consortium that acquired Oceanex and, in 2009, directed the formation of Oceanex Offshore which formed a joint venture with Stena Drilling PTE Limited of Aberdeen, resulting in the formation of Stena Drilling (Canada) Corp. This company provides Canadian operations personnel in support of Stena Drilling?s worldwide operations. Capt. Hynes serves as Chair of the In-dustry Advisory Committee of Memo- rial University?s Fisheries and Marine Institute and is a member of the Canadi-an Coast Guard Marine Advisory Com- mittee. FEATURE VESSEL OCEANEX CONNAIGRACaptain Sid HynesTo maximize maneuverability in port in high winds and to avoid the use?and expense?of tugs, the Oceanex team specified 8,000 horsepower spread over four thrusters to provide mechanical redundancy and reliabil-ity. ?We want to be able to maneuver the ship in 30 to 35 knot winds,? said Capt. Hynes who is also thinking of the confined space at the Bickerdike Terminal where Oceanex ships dock in Montreal. ?We want to ensure we have control over the situation at all times.? He credits FSG for their ex-cellent detailed engineering work, assistance with the maneuverabil-ity studies regarding hydrostatics and stability modeling, and various other analyzes. To further promote reliability, the Oceanex team specified two engines and one propeller on a single screw. ?If you have a twin-screw ship and you lose an engine in a serious event, you?re out of service for an extended period of time,? said Capt. Hynes. He figures if one engine goes, the ship can continue on the other engine at a service speed of up to 16 knots. There are speed limits in the St. Lawrence River, he says, adding that with a single screw, they can meet these speed limits on one engine thus saving wear and tear without giving up any rudder control. With a twin- screw ship, one engine down would cause the loss of significant maneu-verability in the stern and tug support would be required during dockings. In addition, the open water speed would likely be close to 10 to 11 knots. Reli- ability is paramount at Oceanex which boasts on-time performance at greater than 99%. Stern and side ramps accommodate the RoRo traffic onboard shore gan- try cranes in Montreal and Halifax, whereas the Liebherr cranes in St. John?s are utilized to handle container traffic. An overhead clearance of 7.5 m inside the 12-m-wide stern door al-lows for the transportation of heavy loads (for example, a 300-ton load of transformers). Hoistable car decks allow for quick conversion to either automobiles or tractor trailers for op-timal carrying capacity, and there is room beneath the main deck for either three car decks or one car deck and one trailer deck. The design provides for a wide variety of different car- goes?containers, cars, trucks, trail-ers, and project cargo, says Ritte, who adds, ?Its flexibility is quite unique.? As for the cost?in excess of $100 million?Capt. Hynes says, ?We?re not looking for a cheap ship. We want the right ship. We choose to pay now in hopes we don?t have to pay later. Over the long haul, we will save mon-ey.? Designed to support the compa- ny?s growth over the next 35 years, delivery of the Oceanex Connaigra is scheduled for October. ?It costs a lot of money and ship time to lash and unlash every trip. We see having stabilizers and flume tanks as a way to reduce the lifecycle costs on the ship.? MR #3 (26-33).indd 26MR #3 (26-33).indd 262/26/2013 4:09:20 PM2/26/2013 4:09:20 PM

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First published in 1881 Maritime Reporter is the world's largest audited circulation publication serving the global maritime industry.