Seattle , WA 98104
GPA, a full service naval architecture and marine engineering firm, offers Conceptual/Preliminary Design, Bid Packages/Regulatory Design, Scientific/Engineering Analysis, Feasibility Studies, Production Engineering and Construction Management.
Products & Services
GPA 254L AHTS / BOURBON LIBERTY 200 Series
GPA and Bourbon believe the Bourbon Liberty 200 series to be a unique answer to the many old vessels operating on continental shelves. The were delivered quickly, on time, at short intervals and at a regular rate. Building 54 vessels parallel to 22 GPA 654M PSVs (Bourbon Liberty 100 series) was an unprecedented challenge calling for a unique approach and effective construction methods. Charterers benefit from more cargo capacity, excellent maneuverability, greater safety, comfort and reliability levels while ultimately reducing cost due to improved design features that lower cost during construction and fuel savings. The GPA 254L AHTS, measuring 57 meters in length and providing accommodations for 22 crew members, is equipped with environmentally friendly propulsion, resulting in lower fuel consumption than direct drive systems, thus producing far less pollution. The vessel’s propulsion configuration eliminates drive shafts and main engines are moved from below deck, resulting in a significant increase to below-deck cargo capacities. The vessel provides liquid mud tank capacities and delivery capabilities typically found only in much larger vessels. Oval liquid mud tanks with a self-cleaning system provide maximum circulation and are more cost effective to clean than traditional square tanks. The deck equipment may include one 2 mt @ 6.5 m deck cargo crane, one 250 mt SWL stern roller, one 1,500 m x 57 mm diameter wire storage reel and one 250 mt shark jaw. The DPS-2 and FFV-1 certified GPA 254L AHTS is designed to provide exceptional maneuverability and maintain a speed of 12 knots at design draft. The last of the 54-vessel series was delivered in 2012 by Sinopacific Shipbuilding in China.
GPA 462-10 OSRV / PETROBRAS 750-10 OSRV
In 2010, GPA signed a contract with Brazilian shipyard EISA. Estaleiro Ilha for one GPA 462 OSRV, designed specifically to Petrobras requirements (OSRV 750). Later on, an order for one identical OSRV followed. The first vessel, Astro Tupi, has been delivered while the second vessel is currently under construction at EISA for the Brazilian offshore operator Astromaritima Navegacao S/A.The GP 462 OSRV, measuring 62-meters in waterline length, are outfitted with a diesel-electric propulsion configuration. The system consists of two azimuthing drives, each rated for 1,700kW, and two bow thrusters, each rated for 448kW. The propulsors and bow thrusters will run on three generator sets each rated for 1,700kW. The use of a diesel-electric propulsion system creates valuable flexibilities, allowing for the maximization of cargo carrying capacities below deck, as the engine room is located above the main deck. Besides fresh water tanks (315 m³), permanent fuel oil tanks (489 m³) and day oil tanks (33.3 m³), these OSRVs will be capable of transporting a maximum of 800 m³ of recovered oil.
GPA 640 PSV
The GPA 640 PSV, measuring 64 meters in length and providing accommodations for 22 crew members, is equipped with environmentally friendly diesel-electric propulsion, resulting in lower fuel consumption than direct drive systems, thus producing far less pollution. The vessel provides liquid mud tank capacities and delivery capabilities typically found only in much larger vessels. Oval liquid mud tanks with a self-cleaning system provide maximum circulation and are more cost effective to clean than traditional square tanks. The deck equipment may include an optional 1.8 mt @ 10 m electro-hydraulic telescopic boom deck cargo crane. The DPS-2 and FFV-1 certified GPA 640 PSV is designed to provide exceptional maneuverability and maintain a speed of 15 knots at loadline, which is up to 30% faster than most existing vessels of equal size. Ten of the GPA 640 PSVs were delivered by Bender Shipbuilding and Repair in Mobile, Alabama to Rigdon Marine in 2005. Now owned by Gulfmark Offshore, the vessels continue to serve the Gulf of Mexico shelf and deepwater production markets. Two additional GPA 640 PSVs were ordered in September 2006 by Trico Marine and were both delivered by Bender Shipbuilding and Repair in 2008.
GPA 654 PSV
The GPA 654 PSV, measuring 54 meters in length and providing accommodations for 12 crew members, is the smallest of the GPA Platform Support Vessel series and is equipped with environmentally friendly diesel-electric propulsion, resulting in lower fuel consumption than direct drive systems, thus producing far less pollution. The vessel provides liquid mud tank capacities and delivery capabilities typically found only in much larger vessels. Oval liquid mud tanks with a self-cleaning system provide maximum circulation and are more cost effective to clean than traditional square tanks. The deck equipment may include an optional 1.8 mt @ 10 m electro-hydraulic telescopic boom deck cargo crane. The DPS-2 and FFV-1 certified GPA 654 PSV is designed to provide exceptional maneuverability and maintain a speed of 13 knots at loadline, which is up to 30% faster than most existing vessels of equal size. Ten GPA 654 PSVs were constructed for Rigdon Marine at Bollinger Shipyard with the first launched in spring 2007. The series has been completed and are now owned and operated by Gulfmark, serving the Gulf of Mexico.
PANAMA CANAL PUSHER TUGS
In 2009, GPA was awarded a contract by Servicios Industriales de la Marina (SIMA) PERU S.A. to deliver the Design and Class Package, and Detailed Construction Engineering for two identical pusher tugs. The tugs MV Matachin and MV Cazalla are owned and operated by the Panama Canal Authority, which selected SIMA to build the tugs to GPA’s design in a competitive procurement process. The 29.70-meter tugs, destined to support dredging operations in the Panama Canal, are equipped with two GE medium speed 12V228 main engines rated at 2,630 HP each and two ship’s service generators at 135kW each. Two stainless steel propellers in Kort nozzles produce 55MT bollard pull (ahead), while bollard pull astern will be 36MT. The deck on the tugs is kept clear above the engines for ease of removing the engines if necessary, an unusual feature for a vessel of this size. The sightlines fore and aft are excellent as the operator places a high premium on visibility from the wheelhouse. The vessels, which have day accommodations for 6 crewmembers, will bear the class notations GL +100A5, Tug, +MC, AUT.While these tugboats and barges, all delivered and in service, are the first projects GPA has undertaken with SIMA and the Panama Canal Authority, GPA has designed various complex tug boats in the past for different owners, bringing extensive experience and commitment to this project. GPA teamed with their clients and worked closely with equipment suppliers, such as Motor Services Hugo Stamp, to meet both operator and shipyard needs. The end result are reliable vessels well suited for their operational profiles at an affordable cost.
GPA 675J PSV
The GPA 675J PSV, measuring 76.80 meters in overall length and providing accommodations for 34, is currently the largest GPA-designed offshore vessel for the US market destined to operate in the Gulf of Mexico. Throughout the design and engineering process, GPA worked closely with the client, resulting in a customized vessel characterized by optimized cargo capacity, improved fuel consumption, ease of maintenance, redundancy, excellent maneuverability and highest safety and comfort standards. GPA’s proven design standards offer an economical, cost-efficient solution based on many years of working together with clients in developing the most practical and economical vessel to construct. These established standards include single-curvature hull forms and other structural arrangements such as flanged plate and transverse framing, enabling shipyards to build more vessels in less calendar time in a cost-efficient manner. For the GPA 675J PSV, GPA developed a modern look vessel with an enclosed deckhouse, incorporating notable features GPA utilized throughout the years on numerous offshore vessels, such as the location of the engine room on the maindeck. The layout results in increased cargo capacity below deck and remarkable crew comfort improvement, achieved by adding an extra deck of attenuation between the accommodations and the bow thrusters and cargo machinery, two of the prime contributors of noise and vibration aboard these type of vessels. GPA pioneered this engine room arrangement several years ago on the ten-vessel GPA 654 PSV series for Rigdon Marine, built for the same market Jackson Offshore Operator’s PSVs are destined to operate in under the Jones Act, the Gulf of Mexico. The main equipment on the GPA 675J PSV includes an integrated Rolls-Royce ship systems package inclusive of low-voltage active front end diesel-electric system and a complete propulsion package with Azipull propulsion thrusters. The scope of supply also includes power and propulsion systems integration - including an advanced Acon automation system, an Icon Dynamic Positioning (DP-2) system and a fully integrated electrical detailed engineering package. The GPA 675J PSV series bears the class notation ABS, +A1, Circle E Offshore Support Vessel (Supply-HNLS), +AMS, DPS-2, FiFi-1, ACCU, SOLAS, USCG Subchapter I& L, Full Ocean, USCG EEP150 Notation, MARPOL Annex I, II, IV and V and increases the number of GPA-designed offshore vessels operating in the Gulf of Mexico to 26. Four of the GPA 675J PSVs are under construction at BAE Systems for Jackson Offshore Operators LLC with the first, Breeze, launched on January 29th, 2014 and recently delivered in the fall of 2014.
GPA 675 PSV / PETROBRAS PSV 3000
The GPA 675 PSV was designed to meet the requirements of the Petrobras 3000 PSV. The vessel, measuring 75 meters in waterline length, provides accommodations for 22 people. The vessels are equipped with environmentally friendly diesel-electric propulsion, resulting in lower fuel consumption than direct drive systems, thus producing far less pollution. The electrical components of the propulsion system will be provided by WEG. Other major equipment related to the propulsion arrangement includes a DP-2 system by Kongsberg. The use of a diesel-electric propulsion system creates valuable flexibilities, allowing for the maximization of cargo carrying capacities below deck, as the engine room is located above the main deck. The cargo tank equipment will be supplied by Van Aalst Marine & Offshore. The vessels are capable of carrying 1,018m³ of potable water, 687m³ of bulk mud, 869m³ of fuel oil, 449m³ of ship’s fuel oil, 172 m³ of ship’s fresh water and 1,705m³ of ballast . The vessel reaches a cruising speed @ DWL of 13 knots. Two of the DP-2 and Fifi-1 certified vessels are under construction at a Brazilian shipyard for Astromaritima and will be serving the oilfields of Petrobras.
GPA 688SC PSV / PETROBRAS PSV 4500
The GPA 688SC PSV was designed to meet the requirements of the Petrobras 4500 PSV. The vessel, measuring 88 meters in waterline length, provides accommodations for 30 people. The vessels are equipped with environmentally friendly diesel-electric propulsion, resulting in lower fuel consumption than direct drive systems, thus producing far less pollution. To fulfil Petrobras’ requirements for the 4500 PSV, GPA has developed a modern look vessel, the GPA 688SC PSV, with a special deckhouse arrangement. This design has the capability to be transformed into the PSV 3000 (GPA 675 PSV), another vessel specified by Petrobras, by merely changing the midbody section. This characteristic is extremly valuable for the shipyard as it offers a high degree of flexibility. The GPA 688SC PSV, measuring 88.00 meters in waterline length, has a deadweight capacity of 4500 MT. The vessels will be outfitted with tanks capable of carrying oil-based mud (1,450 m³), water-based mud (590 m³), brine (1,494 m³) and dry bulk (340 m³). The vessels will be optimally equipped for all conditions with a diesel-electric propulsion system, consisting of MTU engines, propulsors by Schottel and the Integrated Engine Control Room (ECR) by EPD. Running on four MTU generators rated for 1,845 kW and one MTU emergency generator rated for 176 kW, GPA sees several benefits for the operator as these generators provide a powerful and compact, robust and quiet solution. They also offer the highest cost-effectiveness and profitabiltiy due to low consumption values, long maintenance intervals, and a low-maintenance engine design. This propulsion configuration is optimized by combining it with two azimuthing drives rated for 2,500 kW and two tunnel thrusters rated for 900 kW delivered by SCHOTTEL. The Engine Control Room (ECR) provided by EPD is a completely pre-tested, pre-manufactured container and designed as an integral part of the ship’s structure. It allows for the equipment to be installed and tested in a controlled environment. During construction, the ECR is lowered onto the vessel, secured and connected to power and control cables externally. The GPA 688SC PSV series, providing accommodations for 30 crew members, bears the class notation ABS, +DPS-2, +A1, Offshore Support Vessel, Circle E, +AMS and +ACCU. Brazilian based operator Starnav ordered 18 GPA 688SC PSVs, with several already delivered and the remaining under construction in Itajai, Brazil, at Detroit Brasil Ltda.
GPA 696 IMR / BOURBON EVOLUTION 800 SERIES
The GPA 696 IMR, measuring 100 meters in overall length and 21 meters in maximum breadth, are currently the largest in the GPA-designed PSV fleet. The multi-purpose vessels are equipped with two deck cranes and a helideck designed for a Super Puma Helicopter EC225. Both cranes, with built-in swell compensation systems, cover the entire 1,200 m² deck surface to ensure handling and storage of packages over the entire area. One of the remarkable features of these vessels is the ability to operate the cranes and both ROVs simultaneously over the complete operating envelope of the vessel without any restrictions. The environmentally friendly diesel-electric propulsion system of the Fifi-1 certified, highly maneuverable GPA 696 IMR consists of three Azimuth thrusters, two FP tunnel bow thrusters and one retractable bow thruster delivered by SCHOTTEL. This configuration creates full redundancy in accordance with DP-3 requirements and also results in reduced maintenance cost and improved station-keeping at offshore installations while significantly increasing crewmember safety. The extremely versatile design can adapt to different operational needs with the capability of serving as a stimulation vessel, rescue vessel, hotel vessel or provide light intervention on wells while offering modern conditions aboard with meeting rooms, offices, lounges and comfortable cabins. In February of 2008, GPA signed a contract with BOURBON to build ten of the GPA 696 IMR vessels at Sinopacific Shipbuilding in China. The majority of the vessels have been delivered and serve the offshore market while the remaining vessels are in the final stages of construction and will soon join their sister vessels.
AGOR 27 NEIL ARMSTRONG / AGOR 28 SALLY RIDE Oceanographic Research Vessels
The AGOR 27 R/V Neil Armstrong and AGOR 28 R/V Sally Ride are the third and fourth complex research vessels in GPA’s diverse portfolio and will follow in the footsteps of the RV Kilo Moana (AGOR-26), the first GPA-developed research vessel, in replacing aging Intermediate Class ships. These newer vessels offer unprecedented opportunities for larger, interdisciplinary science teams of up to 25 members, utilizing highly developed research equipment. Well under way at Dakota Creek Industries (DCI), the navy-owned, advanced oceanographic research vessels will have the capability of carrying sufficient supplies and support systems to stay at sea for up to 40 days, covering up to 10,000 nautical miles and withstanding high sea and wind conditions. These capabilities, combined with the ability to operate 75% of the time during the Pacific Northwest and North Atlantic’s winter months and powerful ocean exploration equipment and instrumentation, will provide for superior operations. The highly developed equipment includes:- A multibeam seafloor mapping system for deep and shallow water- A sub-bottom profiler to map sediments below the seafloor- An acoustic doppler current profiler to map currents throughout the water column- Precise navigation tools for tracking instruments in the water beneath the ship- An array of networked sensors to measure atmospheric and ocean properties. The total variable science load, in part stored in up to 2,000 ft² of internal labs and facilities, is 100-200 long tons. These facilities will include a wide variety of lab types with reconfigurable benches, cabinetry and special electrical requirements, storage for hazardous materials, repair facilities for equipment and systems providing uncontaminated seawater. Besides the indoor facilities, the scientists require a 2,000 ft² working area in the stern up top that can handle a range of temporary equipment, 80 ft² of clear deck area alongside one rail, as well as a range of recovery equipment, including winches, wires, cranes, frames, booms and others. Other deck areas will be used to handle incubators, vans, workboats and other temporary equipment. Acoustic characteristics of the vessel are another important factor in this project due to sensitive instrumentation and experiments, as well as modern crew comfort requirements. The vessel was designed to meet all Navy noise and vibration requirements through a careful analysis of equipment selection and location, as well as noise insulation treatments.Emphasis was also placed on the vessel’s ability to operate in rough weather for extended periods of time in a safe and efficient manner. This required GPA to integrate many different systems for remote and automated controls. Major systems include:- Integrated Diesel-Electric Plant Design with ABS ACCU notation- Dynamic Positioning capabilities and precise vessel maneuvering requirements- State of the art deck handling systems with high levels of remote operation capability. Delivery is scheduled for late 2014 for AGOR 27 and early 2015 for AGOR 28. Once completed, AGOR 27 will be operated by the Woods Hole Oceanographic Institution, and AGOR 28 will be managed by the Scripps Institution of Oceanography under charter party agreements with ONR. Both ships will be supporting scientists with ongoing research worldwide, including in the Atlantic, Western Pacific and Indian Ocean regions in a wide variety of missions.
Naval Architects / Marine Engineers
- Naval Architects