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Currently, (November, 2017) –  I’m engaged as the Delivery Superintendent for the new-build Diving Support Vessel KREUZ CHALLENGER

After months of commissioning and commercials, we shall finally be departing Norwegian waters and heading to the KREUZ CHALLENGER’s home Port of Singapore.  I will be making daily posts of our progress, and you are invited to tag along right here, below:



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Current Post



Log Entry:  012

Date:                            2017/Nov/22             

Local Time:                  2000  (UTC +2)

WX:                              8 knots,   East     flat calm

Position:                       036º  07.0′ N  /   002º  27.6′  W

Distance travelled:      2244 nautical miles

Distance to go:            6906 nautical miles

Average Speed:            10.0 kts.

Comments:                  Our mileage ‘to go’ has dropped under 7000 – progress is steady.  Our transit this afternoon was interrupted by Spanish Authorities wanting information about a vessel in our vicinity.  It was a pleasure vessel, fishing, not running illegal immigrants.  Information was relayed, and we were on our way.  An interesting diversion.



Follow the Red thread – 2244 nautical miles under the keel.




Spanish Granada to our Port, Morocco to STBD.




OK, Erik, this is the Forward Bridge, where all Transits on CHALLENGER are conducted from.  (I apologize for the photo quality, the sun was crackin’ the flags today!)  The FWD Bridge is set up in a 3-Panel concept.  To Port, is the Instrument Panel,  Center is the Navigation Panel, and to Stbd is the Alarm Panel.  Flanked either side of the center Nav Panel are the Chart Plotters (ECDIS), loaded with Admiralty Charts.





Port side – Instrument Panel.  This large monitor displays the Power distribution necessary for propulsion.  To the right are the GPS’s and AIS units, all FURUNO.  Of course there is redundancy for all equipment.




The Power Distribution monitor displays the power available and the power being consumed, in real time.  This SeaQ Control systems monitor also displays all the functions, levels, and quantities, etc. on the vessel.





The Navigators Center Console.  The vessels’ propulsion can be manually controlled from this position.  The 4 white levers control the Thrusters.  The fwd-most lever controls the two bow-thrusters, (Tunnel-thrusters).  The second lever, to Stbd and slightly aft, controls the FWD Drop-down thruster.  (more about that puppy in a separate post)  This drop-down thruster is an Azimuth, and will be deployed when in Diving (Dynamic Positioning) mode.  The after-most levers control the main Propulsion Azimuth Thrusters, No’s 04 & 05.  You can imagine the power and control available to the operator, with each thruster able to thrust well over 2000 HP in any direction.

The center wheel is available to the operator when they want the vessel to respond in a traditional manner, i.e, as if the vessel had Rudders.  The Propulsion thrusters are commanded together in unison, and taking steering direction from the wheel.  ALL controls are Rolls Royce.





This iPad like device is the Main / general control pad.  It sits directly next to the operators chair and is immediately availble to make any command.  It all works flawlessly at the moment…  I’m watching this techneology change right before my eyes.  It’s a gift, really.





The central panel, in the central console   ;  )  This is the CONNING Monitor and displays all the relevant information that the operator needs to see in order to navigate safely & efficiently.





Up above the Central panel, is the Repeater overhead Dispaly.  Remember, redundancy for everything!





And lastly Erik, the Alarm panel.  This console monitors all the fire alarms,smoke alarms, and water-tight doors, amongst others.




Hope I haven’t bored the crap out of too many people, but I’m with Erik, I love this stuff.     :  )





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Norway to Singapore  /  Previous Posts


Log Entry:        001

Date:                 2017/Nov/11

Local Time:       1800

WX:                    22 Kts,   NW,   0.25m seas (protected in Fjords)

Position:            062º  29.5 N   /   006º  08.05 E

Comments:       Well, we are off!

We just slipped away from the dock, under freezing cold inky black night, punctuated with 45º sleet.  We have some vessel trials to do first, but we aim to be at Alesund at 0600 to take on an additional 800m3 (that’s 211,337 US Gallons) of Bunkers.  We’re currently cruising through the Fjords at 11.7 kts.

A Google-map representation of our Passage Plan is below.  The anticipated route is 9,150 nautical miles.  We expect to take 45 days.  I’m keeping tabs on our progress, from my office with my trusty iSailor / iPad combo.  Love it.

I’ll post again in 24 hours.  See you tomorrow!     :  )









Log Entry:         002

Date:                 2017/Nov/12

Local Time:       1800

WX:                   23 Kts,   NE,   0.25m seas (protected in Fjords)

Position:            062º  27.9’ N   /   006º  07.2’ E

Comments:       Last night was spent doing Dynamic Positioning trials, all last minute checks completed successfully.  We were in the Lee of the Fjords, but it was still rough, surprisingly rough in fact     :  (

The vessels rolls quite a bit with no way under her keel.  We had a lesson last night on what wasn’t sea-fastened properly.  I was wondering if I should have brought some Stugeron with me.  Bad weather is most certainly on the cards for us during this voyage, but this is a commercial enterprise and the boat will be delivered on time.  Of course she is built for it.

As I write, we are still taking on Bunkers, and will probably get underway by 2100 this evening., once all formalities have been completed.   It’s bitterly cold (for me) and I’m looking forward to be heading south.


The Vessel AB’s Bunkering the CHALLENGER


ALESUND Fuel Jetty. City of Alesund to the left of the photo.




Log Entry:        003

Date:                2017/Nov/13

Local Time:      1800

WX:                   18 Kts,   N’ly,   2.5m seas

Position:            060º  35.4′ N   /   004º  01.1′ E

Comments:       The Kreuz Challenger completed bunkering and departed from Alesund around 2100, all formalities completed.  We then sailed into some heavy weather, which was forecasted, and certainly did not disappoint.  At around 0130 Mayhem ensued, with our second go at Sea-fastening.  Everything on deck was squared-away, but the internal personal stuff always seems to catch you out.  You would think we would have all this sorted by now, wouldn’t you?  Anyway, in order to comply with Shipping Channels, it meant we had to endure 4 hours of beam-on, 6 meter seas, winds gusting to 45 kts.  Our vessels’ initial & final stability calcs were put to the test.  Once we made the turn south (around 0600), and now with the Northerly wind behind us, everything started to settle down.

At 1530, we were passing the TROLL Oil & Gas Fields  and into the rhythm of passage making.  I still feel a little woozy, thirsty & tired, but that will go away in a day or two.  

Our speed is averaging around 8.5 kts (anywhere from 6.5 kts – 11.5 kts), and currently purring along at an economical 9 kts.  So far, 160 nautical miles – under the keel.


I use my own Predict Wind subscription as a ‘check’ to our paid professional forecast.  It nailed it last night!


35 knots from the North – yep!



6.5 meter seas – nailed that one too.



as we depart Alesund, we had to carry out a safety/muster drill. Yesterday, I reported sleet at 45º, Last night is was horizontal!



Seas behind us, calming right down.



Did I say calming right down??



Log Entry:                     004

Date:                             2017/Nov/14

Local Time:                   1800

WX:                               18 Kts,   SW   4.0m seas

Position:                        057º  10.3 N   /   005º  15.0 E

Distance travelled:       383 nautical miles

Distance to go:             8767 nautical miles

Average Speed:            8.5 kts.

Comments:                  The last 24 hours have been “peaceful”, just the way we like it!  ODIN was shining upon us, and with calmer seas, the crew were busy with their projects.  There are hundreds, if not thousands of individual jobs that need to be carried out during this transit.

As 1800 approaches, we are right in the middle of the North Sea.   80 miles South-West of Norway, 100 miles West of Denmark, and 230 miles due East of Aberdeen, Scotland.  And all is well.



A few photos of the CHALLENGER’s Bridge follow:

This is the “after-Bridge”, or “DP Desk”. From this position, the vessel is controlled when the vessel is stationary or Diving. The DPO sits in the STBD chair (on the left)



The PORT-side, Bridge wing station. There is an identical control station on the STBD side.



This area is dedicated for the Survey Team. The Surveyors pin-point our sub-sea locations when we are Diving or ROVing, constantly gathering & updating the info in live time. Then produce a permanent record for future use.



meeting area, Emergency Radio Desk, and Forward Bridge



the business end, Forward Bridge. From this location, the vessel is commanded during all transits



Oh so many buttons. Twin Radars fwd, Command screen center, ECDIS Chartplotters out of screen (not shown),,,perhaps another day for those! The white levers are Rolls Royce command sticks and control the vessels propulsion. The two after ones are the main Thruster Pods for main propulsion.



Log Entry:                   005

Date:                           2017/Nov/15

Local Time:                 1800

WX:                              20 Kts,   SW   1.5m seas

Position:                      053º  42.2 N   /   004º  43.8 E

Distance travelled:     610 nautical miles

Distance to go:           8540 nautical miles

Average Speed:           9.5 kts.

Comments:                  Just like yesterday, and perhaps even more so, today was “peaceful”.  I wonder if I could get away with saying that 3 days in a row?  As you can see from the map below, our progress is purposeful and steady.  We are currently 25 miles North-West the Dutch West Frisian Islands, and 125 miles North-East of Norwich, UK.  We are staying well East of the Southern Sector – North Sea Gas Rigs.




I have not seen too much marine traffic by eye, & I’m slightly surprised by this.  One fishing trawler, lots of Cargo ships, but not one yacht, (power or sail) since we left Norway.  As we approach the English Channel (this time tomorrow), we’ll no doubt see plenty of everything.  I’m actually looking forward to that, as I do have a room with a view.


the sole fishing trawler I’ve seen in the North Sea, spotted from my Room-with-a-view.



looking East, Esbjerg, Denmark.  I have plenty of stories from my time pulling into Port there, early 1990’s.  (For another time perhaps   ;  )



And looking to the west, is Newcastle. (Just thought, got some stories from there too!) Whitley Bay!!


We’ll see what the English Channel looks like tomorrow!




Log Entry: 006

Date:                            2017/Nov/16

Local Time:                  1900  (UTC +1)

WX:                              15 Kts,   SW   0.75m seas

Position:                       050º  38.9′ N  /   000º  40.65′  E

Distance travelled:      836 nautical miles

Distance to go:            8314 nautical miles

Average Speed:            9.4 kts.

Comments:                  Well the Northern entrance to the English Channel has held no surprises, and for this I am actually grateful.  Many Nordhavn owners would agree, a boring passage is the best kind of passage.  There has been minimal marine traffic all the way from Alesund, Norway, to the English Channel.  It is winter time I guess.




We are currently in the English Channel, 13 miles South of BEXHILL, and 45 miles North of DIEPPE.  A few hours ago, around 1600 we passed the White Cliffs of Dover.  Always wanted to do that,,, Bucket list, ‘check’.





The ‘White Cliffs of Dover’. Something enchanting in my mind about them. Another personal Bucket-List item checked off. : )



Looking towards England, as the traffic goes by,,,




This Maersk machine flew by at 16 knots. Actually seemed faster than it sounds.



If nothing eventful happens tomorrow, (and I think we’ve all had enough photos of “the sea”), I’ll talk us through the Saturation Diving System.  

The “Comments” are starting on the Comments section, (at the bottom of this page), which is cool.  If you want to see something on the CHALLENGER, just add a comment below (or, of course you can just email me).

And thanks to “Harbor950”  for giving me a ‘bump’ on Trawler Forum.  Thanks dude.     :  )

I will leave you with the recent weather forecast.  The first one is the anticipated wave heights, followed by the wind.  All looks great for the next few days, and we know the forecast never lies.     ;  )






Log Entry: 007

Date:                            2017/Nov/17

Local Time:                  1900  (UTC +1)

WX:                              Light airs,   Variable     1.0m seas

Position:                       049º  09.7′ N  /   005º  06.9′  W

Distance travelled:      1076 nautical miles

Distance to go:            8074 nautical miles

Average Speed:            10.0 kts.

Comments:                  Beautiful British day today, light breeze, sunny, perfect day for the Spinaker!  An hour ago we passed Lizard Pt to our Stbd, and Brest to our Port side.  The Bay of Biscay beckons ahead! 





But enough sea talk, lets show you guys the Saturation Diving System.  I’ll guide you through the system with comments on the bottom of each photo.



The saturation divers live in these Chambers for a month at a time. The Equipment Lock is on the left. That is used to lock-out the divers hot-water suits, towels , laundry, etc after a bell run. The vertical trunking is the pathway up to the Diving Bell.




There are 3 of these Chambers in the CHALLENGER, which are all interconnected by ‘trunkings’ which you can see in the middle of this photo. It’s like a space station set-up, or gerbil warren (depending on where your head is at).  Each Chamber supports 3 divers, although one of these Chambers is approved for 6 divers, which makes this a 12-man diving system.




This is the Saturation Control room – “Sat Control” From here, the Life Support Supervisor, and his Life Support Technicians maintain the Chamber atmosphere to sustain the diver’s lives.




The Business end. The divers come up into the bell – 2 Divers , and 1 Bellman. They close the bell bottom door, while the LSS closes the Chamber top door, and then the trunking is vented to the surface. Now the Bell can be safely locked off, and trollied across to the moonpool. The Bell is connected to the Bell stand-off, (or ‘Clump-weight’) and then they are lowered together to depth. The Divers lock-out of the bell for 8 hours at a time.




The Nerve Center. From here, the Bell Diving Supervisor controls the Job (Project). He supervises the divers, maintains breathable gases, controls the Crane(s), instructs the Deck crew, commands moves on the vessel, and orders coffee, typically all at the same time.



You guys get the idea.  This boat was built so those two divers on the bottom can progress the job.  But it takes an entire support crew to get them there.  Every job onboard is as important as the next one.  Typically DSV’s (Diving Support Vessels have a very tightly-knit crew.  It’s been a pleasure to be a part of these crews for the last 35 years.




Log Entry: 008

Date:                            2017/Nov/18

Local Time:                  2000  (UTC)

WX:                              Light airs,   Variable     1.0m seas

Position:                       045º  37.1′ N  /   008º  22.4′  W

Distance travelled:      1310 nautical miles

Distance to go:            7840 nautical miles

Average Speed:            9.8 kts.

Comments:                  It’s a late one for me tonight.  Funny how ‘work’ gets in the way.  It seems endless at times.  The attention to detail required to get the vessel out of the Yard was a mammoth task, and one would now think job done.  Well, now I must prepare the vessel for remedial work in Singapore, and then through the Client Audit process.  1000’s of “to do’s.”  All new-builds are the same though, and I love the work.


We are well over half-way through the Bay of Biscay.  If we were going to get any trouble with the weather, it would be here.  Biscay in winter??  Seems someone on-board is blessed, because Odin has behaved.  (Thank you God).




So, today, we’ll have a quick run around the accommodation areas


This is “D” Deck, and this particular passageway is where my personal sleeping cabin is. FWD, Stbd side. My office is another level up, on “E” Deck. The Bridge is above that. If you haven’t noticed, the CHALLENGER is a tall ship!




This is the Conference Room, where the Daily Meetings are held once we are operational. The chairs have been corralled because we are crossing Biscay. You never know.




The MESS Room, where we all eat. Some refer to this area as the Galley. Hey, no issues.




I believe this area is called the ‘servery’. Meals are run 4 times a day, and this will now run 24/7. Hopefully, with a strong market, this Galley will never stop for 20 years.




We actually have a “smokers Lounge”. This is it.  Julie would have this ‘cozied-up’ in no time.




The Gym is set up in two halves, this is one of them. I christened the Concept II Rower yesterday. 30 minutes. Nearly killed me. Day off tomorrow, but come Monday that Rower and I are going to get reaquainted. The dumbells are still packaged, and left on the floor. Once we get into the Med, we’ll sort the Gym out properly.





Log Entry: 009

Date:                            2017/Nov/19

Local Time:                  2000  (UTC)

WX:                              8 knots,   Variable     1.5m seas

Position:                       042º  25.2′ N  /   010º  06.9′  W

Distance travelled:      1536 nautical miles

Distance to go:            7614 nautical miles

Average Speed:            9.5 kts.

Comments:                  Beautiful night here in Europe, as we’re smoking along past the Spanish coastline, towards VIGO.  We’re maintaining a comfortable 50 mile distance from the shore line and the Portuguese border is 30 miles ahead.  





A few folks have asked to see various systems on the KREUZ CHALLENGER, and because today is my Birthday, I’m starting with the Vessel’s Propulsion system     :  )



Every ships’ propulsion system starts right here.   And No, this is not mini DARLEK.  It’s a Marine Diesel Oil separator, which uses a centrifugal separation system to provide clean diesel to the engines. We have two. One to show, and one to go.



Next up, are the SPERRES. These compressors are arguably the most important component in the ship. They provide Air to start the engines. The precious air is stored in the white cylinders behind the compressors, and are always kept topped up.



CATEPILLAR 3512C MAIN ENGINES. These puppies are 2350 HP each, at 1800 RPM, & obviously Continuous Duty.



The ship uses diesel-electric power. The main engines are each coupled to a Generator.  We have 5 engines, so 5 generators.   The diesel engines produce power to generate electricity, and the electric energy is harnessed for use.


the generator (the circle-boxy thing) is coupled to the end of the engine.




A shot of the Engines’ ECU, the modern heart of the engine. The Electric Control Unit is the flat rectangular item connected to two wiring harnesses. If this unit gets compromised, engine stops. Yes, we have a spare.




All the power generated from the engines/generators if fed to the Main Distribution Board.  The photo shows just one of them.  There are many more Boards around the ship.





And all the power generated is managed from this humble room.  This is the ECR – Engine Control Room.  The entire power management, for all the vessel’s systems is controlled from here.  Those computers have multiple pages and control hundreds of valves with the touch of a button.  Beam me up Scotty!




What you all wanted to see – the business end!   Electrical power is provided to the hydraulic system, and the thrusters are then hydraulically actuated.


Rolls-Royce Azimuth thrusters.   Beautiful pieces of kit.




the grey FWD end of the thruster is the gearbox / transmission.




Steering compartment – even more electrical cabinets. These are associated with the main propulsion units.




Whew, and finally out of the engine room and onto the deck for some fresh air.   And what a beautiful night it was too.  As for the Razor-wire?  Well that’s for another day.     ;  )


Paradise by the razor-wire lights




Log Entry: 010

Date:                            2017/Nov/20             

Local Time:                  1900  (UTC)

WX:                              6 knots,   Variable     0.25m seas

Position:                       038º  32.6′ N  /   010º  03.1′  W

Distance travelled:      1775 nautical miles

Distance to go:            7375 nautical miles

Average Speed:            10.0 kts.

Comments:                  Woke up at 0500, grabbed a full-on espresso, and sat in my office contemplating the Conference Call ahead of me.  Lots to discuss.  I’ve been planning this call for two days.  The sun was rising and OMG, what a beautiful day I knew it was going to be. 


Fresh Java in hand, I walk out of my office and I’m greeted with God’s magnificence. It does not get any better than this!




We are heading due south, down the Portuguese Coast.  By 0600 tomorrow, we should be making the turn East, towards the Strait of Gilbraltar.


a different perspective today, to keep you guys from getting bored.




Turns out my super duper, brand new Conference phone does not work.  Allegedly, it needs to be programmed in a specific manner which has not yet been worked out.  I want to rip the rest of my hair out.  I take several deep breaths, and decide to have another Java.  I’m on my fifth, and it’s not yet 1000.

It looks fantastic outside, so I grab my iPhone and see what I can do with the video.



The Razor-wire is one of the anti-piracy measures we have in place.  There are many more in fact, but for security reasons I’ll not mention them here,,, yet.



We also had a few technical issues today, mostly just learning the miriad of systems.  Each hydraulic system is protected with many sensors, all which have to be set just ‘so’.  This is why this time used for the sail down to Singapore is so valuable, to get these things set right, in a non-commercial environment.


Probably not the most responsible move. Installing a coffee machine in the office of an individual with an OCD personality.  What could possibly go wrong?     ;  )



Despite some set-backs, it’s been another productive day.  Time to relax with a coffee and watch the sun go down.  I’m in awe, every time.  Not wasted on me!     :  )



So, what do you guys want to see tomorrow?  Let me know in the Comments section.




Log Entry:  011

Date:                            2017/Nov/21             

Local Time:                  1900  (UTC)

WX:                              15 knots,   East     0.75m seas

Position:                       036º  07.3′ N  /   007º  15.7′  W

Distance travelled:      2005 nautical miles

Distance to go:            7145 nautical miles

Average Speed:            10.0 kts.

Comments:                  Well, it seems I have no takers with the “what do you guys want to see tomorrow?” question, so today I choose the Ship’s Hospital.



Stretcher straight down the corridor, and into the Hospital. It’s situated on the main-deck level, which is a clever design. The door to the left is the GYM,,,, not joking.   ; )



There are very specific rules which govern whether or not a vessel is required to provide a Hospital, and they can be found in the International SOLAS, IMO, Class, & Flag State requirements.  Suffice to say, that on virtually all Diving Support Vessels that I have worked on, we carry one.



One examination bed, and two patient beds.





We carry Class/Scale A drugs onboard so we have a dedicated Doctor who dispences as & when necessary.  All drugs are inspected by Customs onshore and sealed prior to leaving, with the appropriate Medical Chest Certificate provided to us.  Other than Controlled drugs, the Doctor also carries non-prescription medicines to administer to crew when required.


The Drugs cabinet front & center. Hopefully this is the last time I look at it. (please God)


Regular drills are carried out, say (injured man on deck) or (ships engineer electrocuted) and recorded in the veseels’ Safety Management System.  Stretcher drills conducted every month or so, etc.  The Doctor is set up with Vsat communications and we have a Hyperbaric Medical Specialist on a permanent call basis if required.



Our Doc keeps things clean.





But the guy getting injured on deck, while unfortunate, is comparatively easy to deal with.  We are well set up for that, as you can see.  It’s when a saturation diver gets injured at depth, issues arise.  Our good Doctor is always available for guidance, but he cannot enter saturation, so he is not able to treat the patient directly.


The divers in saturation must deal with the injury / burn / compound fracture / amputation, themselves.  Our industry Guidance dictates that at least one Diver Medic must be present in every Bell Team.  One per Chamber, minimum.  The Diver Medics are trained in advanced trauma care, intubations, intravenous cannulations, sutures, etc.  Most divers love it, I personally hated it.  I carried the Diver Medic qualification for 15 years, and physically let a out a sigh of relief when I did not renew my last 3-yearly certification.


A rough rule of thumb for Heliox (Helium/Oxygen) decompression is; for each 100′ – it will take a day’s decompression, plus a day.  At an average North Sea depth of 450′ – that equates to 5 1/2 days of decompression before any outside medical treatment can intervene.  These guys earn every penny, the hard way.



So, with over 2000 miles under the keel, we have another 7000+ to go…  It’s steady-as-she-goes, all plain-sail here.

In roughly 8 hours time from now, (that will be 0300), we shall be passing through the middle of the Strait of Gibraltar.  I’d say a Milestone completed.  Next Milestone – Port Said, Egypt.






I have worked at sea, in the Sub-Sea / Offshore Oil industry for over thirty-five years, basically all my working life, – I have done nothing else.

My position with Kreuz Subsea is Offshore Construction Superintendent, where I specialize in Manned-Diving, ROV, Pipe-Lay, & Heavy Lift Operations.   I work for a time offshore, & then we have time off to go cruising.  The schedules are not set in stone, but we can more-or-less choose when to work & when to cruise.  I believe we are very fortunate and I thank God for these opportunities.

During my career,  I have worked in these various capacities:  Client Site Representative, Sub-Sea Consultant, Offshore Manager, Diving Superintendent,  Diving Safety Specialist,  Bell Diving Supervisor,  Saturation Diver,  ADS pilot,  & Air Diver.



DSV  Kreuz Challenger – 2017  –  Norway – Offshore Construction Superintendent




DSV  Kreuz Installer – 2016  –  India – Saturation Diving Supervisor




IMG_1670 copy

DSV  Toisa Paladin – 2015  –  Vietnam – Saturation Diving Supervisor 



IMG_1686 copy

Toisa Paladin’s Diving Bell



2014 - Dubai - Client Rep

DB/PLV Global 1201 – 2014 – Dubai – Client Rep



2012 - India - Diving Superintendent

DSV  Seamec III – 2012 – India – Diving Superintendent



DSV Bibby Topaz - 2010 - North Sea - Saturation Diving Supervisor

DSV  Bibby Topaz – 2010 – North Sea – Saturation Diving Supervisor



DSV Bibby Sapphire - North Sea - 2008 - Diving Superintendent

DSV Bibby Sapphire – 2008 – North Sea – Diving Superintendent







I started working in the Mersey Docks in Liverpool in 1983, not the easiest of places considering my Canadian accent and 4 million unemployed in Britain at the time.  Passion will take you anywhere though.




[ to be continued,,, one day,,]


    • Hi Andy I love your info on the trip and ships ops , why is it they cant just pressurize the Doc and send him in to the chamber I though the chambers were cross connected. No wonder divers get paid so much it would be very easy to get hurt, have a great day looking forward to tomorrows report.

      • Hi Stuart, Unless the Doctor is specifically trained in Hyperbaric medicine, it’s basically unlawful to blow him into Saturation. The Doctor onboard does not have the skills in that environment. Anyway, that’s what the Diver Medics do, they have been trained in Trauma, triage, & emergency care, and a good one can handle anything. Many come from a military background. I have been surrounded with good guys all my working life, it’s great to know they have your back.

  1. Best of luck from North Vancouver with this great passage!

    • Thanks Vic, I really appreciate a ‘good-luck’ message from my home town! North Vancouver – you are awesome!

  2. Hi Andy, finally left! I hope you have been home since I last saw you on board!

    • Hi Simon! Great to see you here! Yes, I did manage to get away for a month in North Vancouver & New Zealand. The CHALLENGER is shaping up nicely, and we really appreciated your assistance. Look forward to working with you again.

  3. Hi Andy, great postings, hope you have better weather along. Enjoy you photos – keep on posting – hope to see more from the pilot House, instrumentation and interiors as well. Keep good lockout in the Channel.

    • Hi Erik, thanks for your input. For sure I will include more photos of the Bridge, and accommodation, anything you like. There’s another 40 days left, so we’ll get to the whole ship in due course. I imagine everyone must be sick of the “at sea” pictures by now ; ). Speaking of the Channel, we are just passing the “White Cliffs of Dover” as I type. I’ll take a photo for you. Weather overcast, but minimal traffic.

  4. Ever since I traveled to And from Norway as a kid, I’ve been facinated with ships. Your blog will enable me to travel by ship again. Safe travels.

    • Hi Eric, Thanks for sharing. It’s people like you, who participate, who make this blog fun! I appreciate the interaction. Once the CHALLENGER has been safely delivered to Singapore, Julie and I will be cruising the Bay of Islands, New Zealand, and then up to New Caledonia on INFINITY. I shall be writing about it all. Which reminds me, I still need to get our current NEW ZEALAND Listing up. Oh so much to do, so little time,,,

  5. Seeing the SAT system I miss it all!

    • You were one of the best Chris, I miss you out here.

  6. Happy birthday Andy! (a day early from CA, but it all blends together when you are offshore doesn’t it?). Great photos, fascinating commercial marine enterprise. Each of the ships you have worked on has a unique look unlike recreation trawlers (i.e. your Nordhavn 62 Infinity) which are more uniformly comparable. How many dive ships are active around the world?

    • Hi Jeff!! You know, a few years ago I used to have a real good handle on that, but since then, the Diving industry has had a meteoric rise and fall, and I’m not sure where the dust has settled yet. It’s still settling, and has a bit to go yet. However, an educated guess, I’d say more than one hundred and less than two. It’s quite a specialized field, niche market.

  7. thanks to sharing Andy these all exiting life and passion need to be share with the world writing your book should definitely be on your bucket list

    • Hi JP! Mon ami! Mon frere!
      Perhaps one day. How cool would that be?

  8. Hi Andy. Always enjoyed following you, Jules and the fam on Infinity. But this series is really interesting. I’m sure that you’re very busy with all of the work to be done aboard, but if you get the time and the inclination, I’d love to hear details of the various systems aboard. You know: propulsion, electrical, plumbing, electronics, the hull… and on and on. With 30-Plus days to go, you could do a system every few days and still probably leave much unsaid. Just sayin. Regardless, thanks a ton for having us along on this delivery. Very cool.

    • Thanks Cedric, I like the cut of your jib! Let’s do it. Because today is special, (it’s my Birthday), let’s start with Propulsion!
      Excuse me now, I have to go gather some photos. See you in 4 hours. : )

      • Happy Birthday, Mate!

        The Admital loves the job-cut too! Lucky me.

  9. This is so fascinating for those of us on the outside who never get to experience this. I thought of you as I was visiting the Titanic display in Southern California this week. Amazing stuff!

    How deep and how long is a typical dive and what’s your record?

    • Hi Al, great to see you here! Welcome to our back-yard! A typical Saturation dive in South East Asia is from 50 – 90m (165′ – 300′) where the divers are under pressure for one month at a time. Yes, that’s right, 28 days.
      My personal deepest saturation dive was to 295m (970′) off Brazil in 1990. My longest Saturation was 62 days in India, and my most fun project was the Salvage of the KOSTAKOS in Greece, 1997, in 550′ of clear blue crystal clear water.

  10. Andy,

    Give us a proper scare – what is an estimated equipped unit price on the ship as she sails?

    Thank you for letting us ride along.

    • Hi Larry! Market price for a Norwegian built, DNV Classed, Diving Support Vessel is around $150M. But negotiation is the name of the game for 2017, so we could probably work some sweet deal out for you. Step into my office. Cappuccino Sir?

      • I’ll be having all the mod cons – and the mats, don’t forget the mats – thrown in with that….

        • Your local friendly Vard dealer says he’ll sell me a luxury conversion of a boat like yours (Brage, Kilkea) for about half that. Time to up your game. ;-). They’re not as as much fun though – no hospital.

          The market and the amount of money floating around in it is staggering just now! A new Gilded Age to be sure.

          Cheers and clear sailing.

  11. Hi Andy from Kona Hawaii!
    I just queried Julie as to your whereabouts and now I know! Great information on your current voyage. So im pressed with you guys! Missing you at Kona Brewery! Good memories…stay safe and out of that hospital!!!

    • Hey Diana, Greetings from the Mediterranean Sea! Julie and I are looking forward to our next visit to Kona – hopefully soon!

      • Just met a couple from Aukland staying here at the condo. Sounds like a good place for Julie to be! They also told me all about New Caledonia! Look forward ro hearing more when you get there next year! Cheers Andy!

  12. Hi again Andy and my late birthday greetings.
    You call for our comments – Well again a further go-thru of the helmstation/pilot house, with navigation and eletronics would be v ery much appreciated. Follow your progress daily. You got off from Norway at the right time – the last week has been heavy on the Norwegian coast and North Sea. Bon voyage!
    Erik A.

    • Hi Erik! Today’s post will be all about you. We’ll have a look at the FWD bridge.
      Let me know if you have any questions about the nav equipment. Thank you for your participation : )

  13. Andy, please don’t think that this is boring. I am enjoying the updates, I look forward to them every night. thank you for taking the time to do them.
    John Thompson

  14. I think I put this in the wrong place today…and I just wanted to poke you a bit.

    Your local friendly Vard dealer says he’ll sell me a luxury conversion of a boat like yours (Brage, Kilkea) for about half that. Time to up your game. ;-). They’re not as as much fun though – no hospital.

    The market and the amount of money floating around in it is staggering just now! A new Gilded Age to be sure.

    Cheers and clear sailing.

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