Spring/Summer 2004

Evaluation of an Extendable Draft Platform.

The Extendable Draft Platform (EDP) is a unique concept developed by Technip
that offers the benefit of complete outfitting at dockside and minimal assistance
during installation. Oceanic Consulting Corporation recently conducted an
extensive model test program to evaluate the overall performance of the
platform. Included in the program were tests to evaluate the stability and
motions of the EDP under tow during pre-service transportation, as well
as experiments to investigate vessel response during the 100-year hurricane
and 1-year winter storm conditions when installed on site.

mooring and riser tensions. Further seakeeping and structural evaluations of the
concept by Technip indicated a very good correlation with the model test results.

In addition to a seakeeping evaluation, a structural load evaluation was

conducted to investigate the forces and moments at the pontoon/column
and deck/column interfaces.

Overall, the program was a success as Technip obtained valuble and reliable
information that they can now use as they continue to enhance their concept
and Oceanic increased its experience with novel deepwater platforms.

The full program was conducted in the IOT 200 Meter Towing Tank and
the Offshore Engineering Basin (OEB). The testing program provided some
interesting technical challenges. In particular, the requirement to accurately
measure the forces and moments at the interfaces of the main components.
This was overcome through the use of some novel dynamometry design.

Measurements included motions and accelerations on the EDP, forces and

moments at the column/deck and column/pontoon interfaces, as well as

Shawn Searle
shawn_searle@oceaniccorp.com

In this issue..
Evaluation of an Extendable
Draft Platform.
Charting the Course: Spring/
Summer 2004.
Preparing Sakhalin II for Mating.
Flume Tank Aids Study of Vortex
Induced Motions.
Evaluation of a Mini Spar Concept.

New Research in Escape, Evacuation

and Rescue.
Researcher Computes Ice Loads on
Offshore Structures.
Tandem Offloading Vessels and the
Problem of Coordinated Control.
Evaluation of Single Point
Mooring Systems.

Deepwater Moorings.
Researching Vortex Induced Vibration.
Journal Publications and
Conference Papers.
Personnel on National/
International Committees.
MI 22 Meter Flume Tank
Facility Specifications.

Charting the Course: Spring/Summer 2004.

The Avalon Peninsula clings to the east coast
of Newfoundland like a starfish holding a rock,
with four legs stretched out into the Atlantic
Ocean. The one connecting it to the rock called
Newfoundland is the Isthmus of Avalon, and from
that thin strip of land one can literally watch the
Newfoundland offshore oil industry grow.
On a clear day, you can see the first player in the
industry, the North Atlantic Refinery in the small
town of Come by Chance. Just beyond is the
Whiffen Head transshipment terminal in Placentia
Bay where crude oil is brought from the Hibernia
and Terra Nova oil fields some 225 nautical miles
away. As shuttle tankers travel up Placentia Bay,
they pass the Cow Head Fabrication Site near
Marystown where the SeaRose FPSO is being
outfitted for operations at the White Rose oil field.
Looking north, you can see Trinity Bay. The
Hibernia gravity base structure was built at Bull Arm
in the bottom of the bay. A few years later Terra
Nova, Newfoundlands first FPSO, was outfitted
at the same site. Unlike Placentia Bay with its
year-round ice free water, Trinity Bay is exposed
to the North Atlantic and for a good part of the
spring is covered with pack ice and icebergs.
What you cant see from the isthmus is what
makes Trinity Bay most interesting. It is deep.
Trinity Bay is so deep, in fact, that it is really an
underwater canyon that leads out of the bay right
to the Orphan Basin, likely the site of some of the
most lucrative offshore oilfields in the western
hemisphere. The Orphan Basin, with 2200 meters
of water, 20 meter wave heights, 150 knot
winds, multimillion tonne icebergs and
substantial pack ice, is also likely to prove
to be the most technologically challenging
offshore site in the world.
This newsletter demonstrates
how Oceanic and its partner
organizations, the Institute for
Ocean Technology and Memorial
University, are up for the challenge.

On the cover you will read about our work

for Technip Offshore in assessing its Extendable
Draft Platform. On the facing page and in previous
issues of Making Waves you will learn about flume
tank evaluations of spars for the same company.
Unique deepwater sites require unique solutions
and Oceanic has been working with some of the
worlds leading experts in developing solutions
for deepwater sites around the world. We are now
able to bring those lessons home to work on projects
off our own coast.
While our deepwater projects off the coast of Africa
and in the Gulf of Mexico may not have ice problems,
the work we do for the east coast of Russia does.
Testing has been carried out in the IOT 90 Meter
Ice/Towing Tank for a Single Buoy Moorings project
off Sakhalin Island. Evaluating mooring loads in both
ice and waves assists Oceanic in building a capability
that can be integrated with our deep water work
as we help our own industry in the Orphan Basin.
Our research efforts are also helping to broaden our
capability to support the growth of our industry.
Efforts are being undertaken at MUN and IOT in
escape, evacuation and rescue. Work at IOT is
expanding our knowledge of ice loads on offshore
structures. Working with IOT and MUN personnel,
Oceanic is continuing to build its capabilities in
modeling deepwater moorings.
There is an expression in Newfoundland that says,
What goes around comes around. It is usually used
in reference to revenge on practical jokers, but it is
also relevant here. Oceanic and its partners learned
much about the offshore industry by working on
Hibernia and Terra Nova. We took that experience
and nurtured it on projects for Africa, the Gulf of
Mexico, Sakhalin Island and Southeast Asia. Now
we will need all those lessons for Newfoundlands
Orphan Basin, and beyond.
For Oceanic Consulting Corporation
Best Regards,
Dan Walker, Ph.D., P.Eng.
President

Preparing Sakhalin II for Mating.

An extensive, four phase test program has
been completed for the transportation
and float-over installation of a
topsides unit for the Sakhalin II project.
Phase 1 of the test program was conducted
in the IOT 90 Meter Ice/Towing Tank to
determine drag forces on the transportation
barge. Using Oceanics Planar Motion
Mechanism (PMM), drag on the barge was
tested in 15 increments for a full 180.
Phase 2 of testing was conducted in the
IOT Offshore Engineering Basin (OEB), in
which the seakeeping properties of the
transportation barge with topsides was
evaluated in regular and irregular waves.
After completion of the transportation tests,
the next two phases of testing focused on
the float-over and installation of the topsides.
Phase 3 of testing was again conducted in
the IOT 90 Meter Ice/Towing Tank to identify
the effect of the GBS on the barge current drag
loading. The drag of the transportation barge was

tested in open water, and then in place on the

GBS. Results of the tests were then used
to determine the correct force vector to
apply to the model to simulate current
loading during the next phase of testing.
The final and most extensive testing phase
was conducted again in the OEB. The
objective of Phase 4 was to determine
the force interactions between the barge,
topsides and GBS structures. The testing
in this phase was broken into five stages.
The first stage of these tests was designed
to determine fender loads at the mating pull-in
stage. To optimize the fender design, barge
fenders were tested with three different
spring rates. Starting at the pull-in stage,
with the topsides supported wholly by the
transportation barge and with clearance
between the topsides and the GBS, the
barge was ballasted in stages until the
topsides were fully supported on the GBS, with
clearance between the barge and topsides.

The second, third and forth stages of testing

investigated the interactions of the three
bodies at different stages (0%, 50% and 100%)
of load transfer from the barge to the GBS.
At the fifth and final stage of this phase of
testing, the topsides were fully supported by
the GBS and there was clearance between the
barge and topsides. A further series of tests were
conducted on the same models in deeper water.
The GBS structure was extended upwards and
tests at two of the float-over conditions (pull-in
and 100% load transfer) were repeated.
Specialized mechanical devices were necessary to
replicate the mechanical properties of the fendering,
support and mating systems, and to accurately
record force loading. In particular, to match the
polymer materials of the leg mating system between
the topsides and GBS, a system was designed with
the specified non-linear spring properties.
Tim Moore
tim_moore@oceaniccorp.com

Flume Tank Aids Study of Vortex Induced Motions.

Testing of SPARs in the MI 22 Meter Flume Tank
offers several unique opportunities for the study
of Vortex Induced Motions (VIM). As the Flume
Tank allows tests to be conducted for a long
duration, phenomenon such as beat envelops
in the VIM can be observed. In addition, the
underwater viewing gallery of the tank provides
a unique opportunity for flow visualization.
Oceanic Consulting Corporation has recently
completed a third set of SPAR VIM tests in the
MI 22 Meter Flume Tank and the IOT 200 Meter
Towing Tank. A control set of test runs was
conducted in both tanks, the results of which
indicated a good correlation between the tests
conducted in the two facilities.

The Flume Tank also offers the possibility of creating

sheared flow profiles for testing deep draft vessels
in wind generated currents. Phase 1 of the testing,
involving the creation of sheared flow profiles,
has shown promising results and Phase 2 of
development is scheduled for March 2004.
The primary focus will be to investigate simple
methods of producing various shear flow profiles.
Once completed, Phase 2 of the shear flow
development should provide Oceanic with
sufficient information to produce wind generated
surface currents with relative ease.
A secondary focus for Phase 1 was placed on
increasing the efficiency of the uniform flume flow.
Several minor inefficiencies were identified during

this phase of testing and improvements were

implemented during the regularly scheduled
annual maintenance.
John Monk
john_monk@oceaniccorp.com
Tim Moore
tim_moore@oceaniccorp.com

Evaluation of a Mini Spar Concept.

In a recent test program, Oceanic Consulting
Corporation evaluated a proposed Mini Spar for
SparTEC Inc. The Mini Spar is a floating production
platform designed to support a marginal, deepwater
field development with topside payload in the range
of 1000 3000 s. tons. The experiments were
conducted with a spar model moored in the upright
position while the model was subjected to simulated
environments for various headings. During
testing, measurements included spar motions, deck
accelerations, air gap, green water occurrence, global
shear force at the structural interface between the
topside and the mid-body and mooring line tensions
for each of the environmental conditions investigated.
In addition to the in-place testing, a series of Vortex
Induced Motion tests (VIM) were performed in the

200 Meter Towing Tank.

The environmental conditions
included regular and irregular
waves, current and wind.
In total, four different stroke
configurations were examined
for intact and damaged
moorings, as well as for
intact and flooded hull
compartments.
Vessel responses during the wave testing were
proportional to the environment being tested.
The hurricane environments were most severe
with larger, more frequent motions experienced.
The ten-year winter storm had some moderate
vessel responses but the magnitudes were

significantly reduced, while the one-year storm

produced little significant vessel motion.
John Monk
john_monk@oceaniccorp.com

New Research in Escape, Evacuation and Rescue.

interest are the basic motion characteristics
and ability of the life-craft to execute maneuvers
related to rescue. The more recent experimental
work, together with numerical modeling, will be
incorporated in the Survival Craft Simulator being
developed at the Centre for Marine Simulation.
The project moved a step closer to the prototype
stage when funding was received in January
from NSERC under the i2i (idea-to-innovation)
program.
A multi-year, multi-partner collaboration on escape,
evacuation and rescue (EER) is forging ahead with
model test programs, numerical models and field
trials. The project is managed by NRCs Institute
for Ocean Technology and Memorial Universitys
Engineering Department, with stakeholders
in industry, government, training centres and
regulatory agencies.
The EER team is embarking on experimental
testing related to life-craft survivability and rescue
in different weather conditions. Of particular

Several months ago, the EER team conducted

full-scale trials of lifeboat deployments at the
Offshore Safety and Survival Centre in St. Johns.
That data, along with data from previous physical
model experiments, was used to validate the
3-dimensional numerical model developed for
the same systems. In January 2004 the EER team
boarded the drilling rig Galaxy II for time trials
in the launch of the vessels lifeboats.
Over the last year the team conducted a
comprehensive set of experiments on the

freefall lifeboat system in order to benchmark

its performance in a range of weather conditions.
EER personnel also examined lifeboats in
ice-covered waters and waves in order to
establish basic performance limits and the
effects of additional power on the lifeboats
operations.
All of this information is being added to
the projects database, which continues to be
developed and upgraded by NRCs Canadian
Institute for Scientific and Technical Information.
The information gathered will be used to formulate
guidelines for government and industry approval
of safety equipment. The database is available at
http://iot-ito.nrc-cnrc.gc.ca/eer/home_e.html.
Antonio Simoes Re
antonio.simoes_re@nrc-cnrc.gc.ca
Brian Veitch
bveitch@engr.mun.ca

Researcher Computes Ice Loads on Offshore Structures.

With increased oil and gas activity off the coast of
Newfoundland and Labrador, the risk for collisions
of ships, offshore structures and marine installations
with ice is real. The probability for a severe accident
(with significant environmental, human and capital
liabilities) is increased by the fact that the environment
off the Canadian East Coast is harsh and hazardous,
with heavy sea states, wind and fog.
Designing offshore structures and
ships to withstand impact ice forces
is a major concern for structural
engineers and naval architects
in the arctic and sub-arctic
regions. In nature, there are
various discrete ice masses, such
as bergy bits and growlers, and
there are various continuous
ice features, such

as sea ice sheets, pack ice and ice ridges. At

some point all of these interact and contact offshore
structures, marine installations and ships. The dynamic
response of a structure to a collision with a discrete ice
mass is considerably different than its response when
interacting with an ice sheet at low indentation speed.
Dr. Ahmed Derradji of the NRCs Institute for Ocean
Technology has developed what he calls the universal
failure theory for ice. The theory was developed after
analyzing the results of over 500 tests on ice involving
sea ice, iceberg ice, fresh water ice and laboratory
grown ice. These test results were obtained from the
open literature and included the work of ice
researchers in various laboratories in North America
and Europe over the last 30 to 35 years. In a way,
Dr. Derradjis theory is an extension of the traditional
failure criteria developed for metals and geo-materials
(rocks and soils) over the last 200 years.

The universal theory has been implemented into

ANSYS, a commercially available finite element
analysis code. It has been validated against
measurements of ice loads on the piers of the
Confederation Bridge to PEI and on the Kemi-I
lighthouse in the Gulf of Bothnia, between Finland
and Sweden. In both cases, the capability of the
universal model to predict actual ice loads was proven.
Dr. Derradji has also investigated ship-ice collision
forces and ice ridge impact forces on a cylindrical GBS
destined for the waters around Sakhalin, Russia. He is
also involved in an effort to secure collaboration and
funding to study the effects of ice on a proposed fixed
link between Newfoundland and Labrador.
Ahmed Derradji
ahmed.derradji-aouat.@nrc-cnrc.gc.ca

Tandem Offloading Vessels and the Problem of Coordinated Control.

Researcher Jim Millan has been discussing with
FPSO operators the problem of controlling tandem
offloading vessels. The difficulty lies with moored,
dynamically positioned FPSOs offloading to
similarly positioned shuttle tankers. The operation
poses risks due to the close proximity of the two
large vessels. Any number of factors can disrupt
the offloading procedure, including excessive
motion of the shuttle tanker, dynamic positioning
operator error and abnormal interaction between
the positioning and power management systems,
to name a few.
The NRCs Institute for Ocean Technology researcher
says the consequences of these problems can
vary from excessive fuel consumption to incidents
that could endanger life, the environment or the
vessels. The solution, he believes, lies in increased
automation through the use of a supervisory
controller to coordinate the control systems on

the two vessels. Also required is an improved

method of analyzing and validating the entire
control framework.
Millan has devised three approaches
to the investigation, beginning
with numerical analysis and the
development of software tools.
The second is scale-model
testing to explore the efficacy
of supervisory control
systems versus independent
controllers. The third
approach is full-scale trials,
now under discussion with
offshore operators. Here, data
will be collected from ships
operating in multi-vessel systems and
then compared with the model-scale results
and numerically implemented systems.

The research has potential

benefits for a number of groups,
Millan says. They include control
equipment manufacturers, vessel
operators and regulatory agencies.
Jim Millan
jim.millan@nrc-cnrc.gc.ca

Evaluation of Single Point Mooring Systems.

Oceanic Consulting Corporation recently completed a
test program to evaluate the proposed Single Point
Mooring (SPM) system for installation in Aniva Bay,
Sakhalin Island, under the Sakhalin II Phase 2 Project.
The SPM consisted of a Tanker Loading Unit (TLU) to
which a generic Suezmax Tanker was moored.
Phase 1 included the evaluation of the tanker
motions and TLU response to open water
environmental conditions. Current, wind and
waves were simulated for a range of operating
environments, from normal operations to
greater-than-maximum design conditions.
Testing in the IOT Offshore Engineering Basin
(OEB) allowed for wind and waves to be modeled
at various directions relative to current.
During OEB testing, measurements included
motions at the tanker CG, summer and winter oil
offloading manifolds, as well as yaw response of
the rotating TLU head and mooring hawser loads.
During one test, a simulated tug load was also

applied to the stern of the tanker to examine its

effects on tanker directional stability.
Phase 2, conducted in the IOT 90 Meter
Ice/Towing Tank, evaluated the performance
of the TLU and tanker in ice conditions typical
of the installation area. Ice floes ranging from
60 Meters - 7/10 coverage to 300 Meters - 9/10
coverage and level ice were all examined for
ballast and loaded tanker conditions.
Qualitative and quantitative evaluation of tanker
motion, TLU ice loading, and interaction between

hawser and offloading hose was undertaken. With

the TLU attached to the Planar Motion Mechanism
(PMM) of the Ice Tank carriage, specific ice drift patterns were simulated. Modeling of straight-ahead,
gradual (30) and sudden (90) ice drift shifts
allowed for force and motion analysis as well as
identification of specific operating issues.
The tests demonstrated that the proposed SPM
system is capable of operating in the environmental
conditions identified for the installation location.
Paul Herrington
paul_herrington@oceaniccorp.com

Deepwater Moorings.
Physical modelling of floating structures moored
in deepwater poses unique challenges in the
representation of the mooring lines. Limitations
of basin depths require that either the model scale
must be very small, or that a full depth model
mooring must be replaced with a mooring
system offering an equivalent response but
requiring less basin depth. Ultra-small scale
models (1:150 and less) are restrictive in the
level of detail and instrumentation that can
be used. Wave making at these scales is
generally restricted to survival sea states, and
does not allow fatigue testing. Larger model
scales (1:30 - 1:60) allow greater detail, range
of instrumentation and sea states, but require
an equivalent mooring system that will react
in the same manner as a full depth system.
As part of the DEEPSTAR (www.deepstar.org)
research project, Oceanic has recently tested

an equivalent mooring system developed

by Noble Denton Europe. Noble Denton
used a numerical modelling program to
develop mooring and Steel Catenary Riser
systems in 2000ft and 3000ft depths that
have an equivalent response to the design
systems in 10,000ft. Oceanic built physical
models of the 2000ft and 3000ft moorings
and SCRs at two model scales. These lines
were then tested with identical top connection
point motions and the response was compared.
The tests verified that the systems in shallower
water did produce equivalent force responses
at the top connections, invariant of scale
or depth. Some challenges still remain in
understanding and matching the unique material
properties of synthetic (polyester) mooring lines.
Don Spencer
don_spencer@oceaniccorp.com

Personnel on National/International
Committees.

Researching Vortex Induced Vibration.

Oceanic Consulting Corporation has researched
vortex induced vibration (VIV) of risers for the
DEEPSTAR and VIVArray Joint Industry Projects (JIP).
A number of areas for improvement were identified
after initial testing and were addressed in Phase 2
to make a more versatile and reliable apparatus
for general high Reynolds number VIV research.
For instance, the stroke was increased to allow
larger amplitude ratios, and forced VIV testing of
a cylinder with amplitude ratios of 1.1 was recently
completed.
Significant improvements were also made in the free
vibration setup including higher amplitudes, a better
two degree-of-freedom setup, and lower overall system
damping. The towing linkages were redesigned
to minimize cylinder rotation induced by the vertical
motion of the cylinder and tests confirmed the same
response for towing and pushing directions.
Improvements have been made to the control system
allowing better control of damping and smoother
forced oscillations. As well, pre-assembly of major
subsystems has streamlined installation, shortening
basin time and reducing costs.

Commercial and fabricated strakes have been tested

in free vibration mode, in forced mode, and in free
vibration with inline as well as cross flow compliance
(two degree-of-freedom). For free vibration testing,
two turbulence grids are available giving
approximately five and nine percent turbulence.
Some of the most interesting results have come
from forced VIV tests with bare cylinders at different
roughness heights. The tests indicated that roughness
was a very significant parameter in determining the
response of a bare cylinder.
As part of the VIVArray JIP, the first forced tests with
a straked cylinder have been completed mapping
out areas of high damping at large amplitude ratios.
Under the DEEPSTAR JIP the same strake was
examined in free motion with two degree-of-freedom
compliance. Experiments with a rough cylinder
with two degree-of-freedom compliance showed
a significantly different response than those with the
in-line motion constrained. The new extended data
sets show good correlation with the previous
DEEPSTAR Phase 1 results.
Don Spencer
don_spencer@oceaniccorp.com

Journal Publications and Conference Papers.

Mukhtasor, Husain, T., Veitch, B., Bose, N. (2004).
An ecological risk assessment methodology for
screening discharge alternatives of produced
water. Accepted for publication by J. Human
and Ecological Risk Assessment.
Sadiq, R., Husain, T., Veitch, B. and Bose, N. (2004).
Evaluation of generic types of drilling fluids using
a risk-based analytical hierarchy process (AHP).
Environmental Management (In press).
Niu, H., Husain, T., Veitch, B., Bose, N. (2003).
Transport properties of offshore discharged synthetic
based drilling cuttings. Oceans 2003, San Diego.
Sadiq, R., Husain, T., Veitch, B., Bose, N. (2003).
Distribution of arsenic and copper in sediment

pore water: an ecological risk assessment case

study for offshore drilling waste discharges. Risk
Analysis, Vol. 23, No. 6, 1309-1321.
Sarkar, S., Bose, N., Gosine, R., Walker, D.,
Sarkar, M. (2003). Design and development
of autonomous submersible dredger/miner.
International Conference on Coastal and Ocean
Technology, National Institute of Ocean
Technology, Chennai, India.
Thanyamanta, W., Hawboldt, K., Husain, T., Bose,
N., Veitch, B. (2003). Evaluation of offshore
drilling cuttings management technologies using
multi-criteria decision making. Environmental
Management (in press).

Institute for Ocean Technology

Bruce Colbourne, Senior Research Officer
Chair, Sea Operations Group, Canadian
Standards Association
Chair, ITTC Ocean Engineering Committee
Groups SC7 and SC7/SC9 of the ISO (Marine
Operations)
Ahmed Derradji, Research Officer
Chair, ITTC Ice Committee
Pengfei Liu, Research Officer
ITTC Azimuthing Podded Propulsion Committee
David Molyneux, Senior Research Officer
Technical Committee/Canadian Advisory
Committee for ISO TC67/SC7
Chair, Organizing Committee, 27th American
Towing Tank Conference
David Murdey, Director Facilities
Chair, ITTC Advisory Committee
Chair, 27th American Towing Tank Conference
Chair, Host Committee, 25th Symposium on Naval
Hydrodynamics
Rob Pallard, Technical Officer
International Technical Committee of the Offshore
Racing Council
Eric Thornhill, Research Officer
Secretary of the Board, CFD Society of Canada
Mary Williams, Director General
Chair, NSERC Faculty Awards Selection Committee
Chair, Multidisciplinary Committee, Canadian
Foundation for Innovation
Memorial University
Neil Bose, Canada Research Chair in Offshore
and Underwater Vehicles Design
Chair, ITTC Specialist Committee on Powering
Performance Prediction
NSERC panel for evaluation of Strategic Projects
Chair, Canadian Atlantic Branch of RINA
Brian Veitch, Associate Professor
SNAME Education Committee
ITTC Specialist Committee on the Assessment
of Ocean Environmental Issues
Oceanic Consulting Corporation
Dan Walker, President
Atlantic Innovation Fund
Canadas Shipbuilding and Industrial Marine
Advisory Committee
SNAME Planning Committee

MI 22 Meter Flume Tank Facility Specifications:

Length

22m

Width

8m

Depth

4m

Max. Water Velocity

at Max. Water Depth

1m/sec

Max. Velocity of
Moving Ground Plane

1m/sec

Debris Screen

Fishing Net
Undergoing Testing

Underwater Video
System

20m x 3m Observation Window

Remotely Operated Towing Masts
4.7 Tonne Crane
Net Loft

Tank Filtration
System
Electric Drive Motors
Impellers and Diffusers

Wave Damper
Flow Straightening Screen
Water Turning Vanes
Moving Belt Ground
Plane

Flow Straightening Devices

Tests Performed:
Flow Visualization of Submerged Bodies
Hydrodynamic Force Measurement
Assessment of Fishing Gear Configuration
Vortex Induced Motions
Directional Stability
Spar Motions
Towed Vessels

Specification Sheets are Available for all Major Facilities, Including:

IOT Offshore Engineering Basin IOT 200 Meter Wave/Towing Tank
OERC 58 Meter Wave/Towing Tank IOT 90 Meter Ice/Towing Tank
IOT Cavitation Tunnel MI 22 Meter Flume Tank MI Centre for Marine Simulation
Specification sheets can be obtained from the Oceanic website or by contacting our office.

Meet us at:
95 Bonaventure Ave., Suite 401
St. Johns, Newfoundland
A1B 2X5, Canada
Phone: (709) 722-9060
Fax: (709) 722-9064
oceanic@oceaniccorp.com

www.oceaniccorp.com

May 3-6, 2004

Offshore Technology Conference (OTC)
Booth 1633

June 2-3, 2004

Offshore Newfoundland Petroleum Show
Booth 613