10Th Volume, No

18th Volume, No. 18 1963 – “54 years tugboatman” - 2017 Dated 01 March 2017 Buying, Sales, New building, Renaming and other Tugs Towing & Offshore Industry News

M I D W E E K – E D I T I O N

TUGS & TOWING NEWS

WWII MARINER GAINS VETERAN STATUS – 75 YEARS AFTER THE FACT

75 years after the fact and 10 years of very strenuous efforts, Sadie O. Horton has received her just recognition as a veteran of this nation. This week a package from the US Coast Guard arrived that contained her US CG Discharge and DD 214 reflecting her service to our country. To date Sadie Horton is the one and the only female WW II Merchant Marine veteran on record. We made it through. Success is ours. We have finally broken the glass ceiling that kept our women and schoolchildren from obtaining their due recognition for services to this nation during WW II. We cannot stop now with just a single recognition. Hundreds of women and children, perhaps thousands served during WW II and have never been given their due recognition. Help us find these mariners or their descendants so they too can receive the recognition now 75 years late. This breakthrough only indicates more has to be done to have all of our Merchant Marine recognized for their gallant efforts still untold. With as much as 15,000 cubic feet of MM personnel records still under wraps and resting in cardboard boxes around our nation’s National Archives, we must get them released and into a useable form for research and allow our veterans to be known. We need help in getting this done. Who will step up and help? Sadie Horton’s story is posted at www.usmmv.blogspot.com. The article is located at pin #125. We wish to obtain the widest possible dissemination of info possible; so please read and forward it on for all to see. (Press release)

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READERS REPORT

I´m an enthusiastic reader of you mag "Towingline" - We had an Email - chat already regarding the former German navy tugboat "Scharhörn - class"... My favourite Tugboat is the "Lore" which was sailing for the Belgian Company "Depret" - See your own earlier newsletter issue 37 – 15 June 2014. To find out anything about this nice little tug is not so easy because there is no IMO -number known or a MMSI - number - It seems that this tugboat was disappeared from the surface... Then I have started a very hard and long-term investigation - The start was made by the article in your newsletter: Lore was sold to the Norwegian company NCC. The manager of NCC, Mr Groensdal was so kind to tell me that the "Lore" was sold to another Norwegian company: BK-Marine. In the following year I sent 3 ( three ) emails to this company to ask if they are the owner of this littel tug - No answer. Two weeks ago I decided to write a letter as a hardcopy and today I got the happy news: Yes, they are ! The former "Lore" is renamed "Rodny" and you can still find a photo on their website. The female staff "Grete Brandsdal" promised me to keep me informed with further news regarding the "Rodny" Thanks Ralph Melkau for your magic investigation work on this tug and to share this with the Tugs Towing & Offshore Newsletter readers.

WESTERN MARINE DELIVERS TUG BOAT TO CPA

The country's leading shipbuilder Western Marine Shipyard has handed over a sea-going harbour tug boat to Chittagong Port Authority today. The tug boat named Kandari-12 is 25.20 metre-long with a capacity of 25 tonne BP. The boat was built under the supervision of the international classification society CLASS NK Japan with the main engine and machinery from Japan and European countries. Chittagong City Mayor AJM Nasir Uddin was the chief guest at the hand-over ceremony. M Khaled Iqbal, chairman of the CPA, president of Chittagong Chamber of Commerce and Industry Mahbubul Alam and Western Marine MD Sakhawat Hossain were present as the special guests. The ship was constructed at a cost of Tk 170 million, the company said. AJM Nasir Uddin expressed pleasure at the specialty and design of the ship. Mahbubul Alam said that the Western Marine has already proved its capacity and the company is constantly working to enhance the capacity of the Chittagong Port. CPA Chairman Rear Admiral Khaled Iqbal said these boats were assets and through proper utilisation and maintenance of the boats, the efficiency of the port would increase in future. (Source: The Financial Express)

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COMPLYING WITH SUBCHAPTER M

Some operators still don’t realize that a safety management system is not required under Subchapter M. Since proposing a rule-making for the Inspection of Towing Vessels in 2011, it has taken the Coast Guard five years to publish the long-awaited final rule on Subchapter M. Officially issued on June 20, 2016 and weighing in at 798 pages in the long format, it takes a good week to read through. Yet despite its size and length, the final rule appears to have been well worth the wait. The Coast Guard has done a fine job of simplifying and reorganizing the regulation, making it much easier to understand and implement than the original proposal. The big news is that (1) operators now have a choice of compliance options (third-party Towing Safety Management System or standard Coast Guard inspections) and (2) the “grandfathering” clause has been greatly expanded to cover much of the existing towboat fleet. Many of the costly equipment requirements have been relegated to new towing vessels only. Preamble Don’t skip the Preamble. The actual regulation begins on page 537 of the 798-page document. The first 536 pages are the Preamble. We were taught, as Coast Guard marine inspectors trying to decipher the intent of a regulation, to go back to the Federal Register where the regulation in question was originally published. It has always been an invaluable source of information, and this Preamble is no exception. Following the publication of the proposed rule in 2011, the Coast Guard held four public meetings in different cities across the country and received over 3,000 comments on the proposed rule. The long-awaited answers to those comments are found in the Preamble. A few brought forth unexpected results, reminding us to be careful what we wish for. For example, a commenter requested that the requirement for a self-priming portable pump be removed, and another noted that crews have problems with the self-priming feature. The Coast Guard not only declined to remove the requirement but instead added another requirement to require regular training for crews on the self-priming feature! But the real headline for this Final Rule is the Coast Guard’s response to what it refers to as a “very large number of comments” suggesting that a Towing Safety Management System (TSMS) be required for all towing companies and not be optional. The Coast Guard’s response is found in several places in the Preamble. Here are two: • “The Coast Guard disagrees that the TSMS should be mandatory.” • “Regarding the TSMS requirement, it is optional. In

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 this Final Rule, the only vessels required to maintain a TSMS are those that choose the TSMS option.” Unfortunately, there are still some in the industry who do not understand that a safety management system is not required under Subchapter M. Existing Safety Management Systems The Coast Guard estimates that 51 percent of the 5,509 towing vessels in operation are covered by an existing safety management system (SMS). But this does not mean that they must choose the TSMS option or that their SMS will become part of the compliance for Subchapter M. The Coast Guard is clear on this: “These regulations do not preclude any towing vessel company from adopting a safety management system. However, the structure of Subchapter M provides towing vessel companies with flexibility in how to comply with this subchapter.” • Coast Guard Option vs. Third-Party TSMS Option As a former Coast Guard marine inspector and industry consultant for the past 12 years, I do not see a substantial benefit to choosing the third-party TSMS option over traditional Coast Guard inspections. Sure, there will be lots of benefits to companies like mine and even the Coast Guard itself, but not for the towing companies. Beware of sales pitches. One recent article mentioned that choosing the Coast Guard option would incur a Coast Guard user fee of $1,030 per vessel, when in fact the user fee applies to all towing vessels regardless of the compliance option. Some of those intent on using the TSMS option rely on the reasoning that the Coast Guard will not have enough personnel to do the inspections required. The Coast Guard provides the following reassurance in the Preamble: “The Coast Guard is prepared for the estimated demand for annual inspection from owners and managing operators selecting the Coast Guard annual-inspection option. The Coast Guard will closely monitor the demand for inspections and make resource adjustments as necessary.” The Preamble goes on to explain that demand was estimated by assuming that companies with five or fewer vessels would use the Coast Guard option. Choosing the compliance option will be the single biggest decision companies make regarding Subchapter M. • Operating Under a Certificate of Inspection (COI) Nothing is left to chance with a COI. Everything is spelled out including the service of the vessel, the authorized routes, what the vessel is restricted from doing, and whether it operates in salt or fresh water. In order to understand what will go on a vessel’s COI, companies should make sure they understand the definitions of terms contained in Subchapter M as it will introduce a whole new lexicon to the towing industry. Some of the terms whose definitions are especially important to know include “audit,” “coastwise,” “conflict of interest,” “existing towing vessel,” “galley,” “new towing vessel,” “workboat” and “worksite.” Don’t assume you know what something means. Look up the definition and save yourself lots of headaches. For example, the crew of lunch-bucket boat brings an electric fryer on board to cook some shrimp in the forward crew area. Based on the definition of “galley,” the space is now a galley and subject to all galley-related regulations. Cultural Shift Subchapter M will bring about a cultural shift in the towing industry. While the company plays a role, Coast Guard inspections mostly consist of interactions between the marine inspector and the master of the vessel. It will soon become clear to the marine inspector which captains serve as master in name only and are still functioning as “operator of (un)inspected towing vessels,” solely there to drive the boat. Captains are expected to assume command of their inspected vessels. The Preamble offers some insight into how the Coast Guard perceives the authority of the master: • “During flood or low water conditions, for example, the master may specify that additional crew members are needed.” • “For vessels choosing the Coast Guard option the corresponding ‘designated person’ is the vessel’s master.” Captains must be comfortable making demands upon the company without fear of repercussions of any kind. The evolution of captains who have still not accepted, or who have not been granted, the full responsibilities of a master will be a leadership challenge for the industry going forward. What to Do Now The good news is the industry has time, but maybe not as much time as some think. In general, the Coast Guard gave the industry two years to comply – by July 20, 2018. The Coast Guard gave itself much more time to inspect all the towboats. By July 22, 2019, 25 percent of a company’s vessels must have a Certificate

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 of Inspection (COI) on board. Each subsequent year the percentage increases by 25 percent regardless of the compliance option chosen. The inspection must be scheduled with the Coast Guard three months in advance. A Coast Guard application for inspection form will be used in which you will mark down the compliance option chosen for each vessel. For those choosing the third-party TSMS option, a Towing Safety Management Certificate (TSMC) must also be provided at least six months prior to obtaining the COI. The frequently asked questions state that a third-party organization only needs to conduct a plan review and management audit in order to issue the TSMC. However, before the COI is issued by the Coast Guard a survey and external audit must be completed. The bad news is also that the industry has time. People procrastinate, and there’s a lot to do. Prudent operators will get started early to avoid any problems. Regardless of the compliance option chosen, the following course of action is recommended: Require all captains to read the regulation • Survey your vessels and produce a comprehensive worklist; • Develop a Health & Safety plan; • Develop a comprehensive system of record-keeping; • Produce a training matrix.; For those choosing the third-party TSMS option, add the following: • Conduct a gap analysis on your SMS and add what is required to make it a TSMS; • Determine which third-party organization you will use for TSMS plan-approval and external audits; • Determine if you will use an internal or external survey program. This is going to be a major change for the towing industry. No matter how long a company has been under a voluntary safety management system or how proud it may be of its safety record, this regulation must not be taken lightly. The good old days are officially over. The greatest challenge for companies choosing the TSMS option will be getting captains and crews to conform to a system of written policies and procedures. There will be some difficult years ahead. But as difficult as they will be, the task at hand will not be impossible with the right leadership and management. (Source: Marex by Kevin P. Gilheany)

STRONG GROWTH IN TUG ORDERS IN 2016

There was a surge in orders in 2016 for tug newbuildings with Asian and North American shipyards dominating the awarded contracts. Orders were dramatically higher in 2016 compared with 2015 in Asia and the USA. While orders were steady in Europe, there were declines in tug contracts won by Turkish and Middle East shipyards in 2016 versus orders captured in 2015. In total, 111 tug newbuildings were contracted in 2016 with 37 captured by shipyards in North America, 24 in the Far East and 14 in the rest of Asia. Of the total global orders, 77 are due to be delivered this year, 32 in 2018 and just two in 2019, according to data from BRL Shipping Consultants. BRL Shipping’s Barry Luthwaite highlighted the success of Asian shipyards in capturing tug in capturing tug newbuilding orders in the latest issue of Tug Technology & Business. He said there was evidence

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that there has been a shift towards ordering new tugs instead of purchasing older vessels from the second-hand market. (Source Tug Technology & Business)

NEW TUG REGULATIONS COME INTO FORCE AT PORT OF ANTWERP

The new Tug Regulations will help to ensure effective support for shipping to, from and in the port of Antwerp. The new Tug Regulations for the port of Antwerp came into force on 1 January 2017. They were introduced for a number of reasons. First and foremost, providing a high-quality tugging service is a priority for the Port Authority, as laid down in the 2014-18 Business Plan. Furthermore the nautical challenges have become greater in operational terms over the past few years. In particular there has been a rapid increase in the size of ships. The port of Antwerp has demonstrated that it is perfectly capable of receiving and handling the largest ships in the world. Indeed the Port Authority in partnership with the Flemish government has invested heavily in major infrastructure projects such as the Kieldrecht lock, the largest in the world. It goes without saying that the introduction of this huge lock has created new conditions for shipping traffic, and the associated services have to be adapted accordingly. Finally, there have been legislative changes both in Flanders and at European level. For example, the Flemish Ports Decree specifies that port authorities are responsible for organizing those services that they define as "public

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 port services." Antwerp Port Authority has declared tugging to be such a public service. The reason behind this is that the Port Authority considers tugging to be a vital service, as laid down in the Business Plan. Similarly, the new EU port regulations that are due to be introduced in future define tugging services as an economic activity and clarify the role played by port authorities in this and other service areas. In the case of Antwerp, the new Tug Regulations define the context in which tugging services are made available. Below the locks it has been decided to introduce a system of permits. This applies both to the existing service providers and to any newcomers, who can always apply to the Port Authority for a permit. Above the locks, however, the Port Authority's own tugging department remains the sole operator, with tugging services offered to port users on an exclusive basis. With these new regulations the Port Authority seeks to make operation of the nautical chain even more efficient and secure, so as to provide smooth, safe and punctual shipping traffic to, from and in the port. To achieve this the new Tug Regulations also impose conditions to ensure a sufficient number of operational tugs. (Source: Port of Antwerp)

KIZHUCH & CHERNAYA BARABUL’KA TO STELLENDAM

Last week was seen the transfer transport of the two Damen ASD 3010 ICE class vessels Kizhuch (Imo 9801938) & Chernaya Barabul'ka (Imo 9801926) from the Rotterdam Waalhaven to the Damen Stellendam Shipyard for further outfitting. The tugs were transported from their building yard in China on board the heavy cargo vessel Trina. The transport to Stellendam was carried out by the Van Wijngaarden Marine Services tugs Gouwstroom and the Vliestroom as stern tug. (Photo: Willem Holtkamp)

HUNZE SOLD

The former Royal Dutch navy tug Hunze is sold to Nareser in Spain and renamed in Paris, at present the Paris is still moored at the Damen Shipyard in Den Helder getting ready for departure The

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Hunze was built 1987 at the Shipyard Bijlsma BV at Wartena and being outfitted at the Delta Shipyard at Sliedrecht; Netherlands. She received the pennant number A876 and commisioned 0n 20 October 1987. She has a length of 27.45 mtrs abeam of 8.30 mtrs and a depth 2.70 mtrs. The two Stork Werkspoor diesel engines produces a bollard pull of 22 tons. (Photo: Ron Damman)

ACCIDENTS – SALVAGE NEWS

SITUATION AT SUNKEN SHIP UNDER CONTROL

The situation around the Sternö was under control Sunday morning. The ship owners and the insurance company, jointly with the marine authorities were in the process of preparing a recovery plan to salvage the ship during the next week. The intention was to seal the vessel and pump out the water, after which the ship must be brought back on even keel. The location was being kept under close observation, but there was so far no traces of pollution apart from a thin film on the surface. The Maritime Administration and other Swedish authorities were on site with several boats and laid out oil booms around the capsized ship. Divers have examined the hull and found a hole under the water line with a size of 30 x 10 centimeters, large enough with the watertight doors not having been closed in due time to float the ship faster than it was possible to pump it out again. The accident was caused by problems with the maneuverability so that the ship allided with the entrance to a lock system. Two of the six ships that were on the Göta River north of Lilla Edet when the accident occurred, received permission to pass the accident site on Feb 25 and transited without problems. The remaining vessels were to be allowed to pass in the course of the day. (Source: Sjöfartsverket)

TIDE CARRIER TOWED TO SAFETY AFTER ALMOST GROUNDING OFF NORWAY

Stricken barge carrier Tide Carrier that dragged anchor on Wednesday south of Bergen, Norway has been towed to safety on Thursday morning. Namely, the 263-meter vessel was drifting toward the coast and was in danger of going aground following an engine failure while sailing off Feistein Fyr. Twenty crew members were on board the ship when the incident occurred, with one sailor reporting minor leg injury. The Norwegian Rescue Coordination Centre (Hovedredningssentralen) launched a rescue mission in which five non-essential personnel were evacuated from the ship while the rest helped prepare the ship for towing. The operation was hampered by weather conditions as

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 high waves and strong winds with rain rocked the ship relentlessly. However, the towing line was attached successfully, and the stricken ship was pulled free from the site on Thursday morning by BB Server, with the assistance from coast guard patrol vessels KV Bergen, KV Sortland and KV Tor. The following video click HERE shows details of the rescue operation and preparation of the ship for towing: As disclosed, the ship was taken to Tysvær. Media reports citing information from Norwegian Port Authority indicate that prior to the incident the ship had failed inspection on several points rendering the ship unfit for sailing before repairs were made. It is yet to be determined by inspectors whether the repairs were carried out before the ship headed out to sea. World Maritime News Staff (Source: World Maritime News; Video courtesy: Hovedredningssentralen; Image Courtesy: Kystvakten)

TOWING VESSEL SONNY J SANK IN MISSISSIPPI RIVER

The towing vessel Sonny J partially sank on Lower Mississippi River near Vidalia, Louisiana. The vessel was proceeding in southern direction en route to Natchez, when started getting water ingress in engine compartment, which started flooding. The crew reacted immediately, leaving the fairway and reporting the accident the the local authorities. During the accident on board of the tug

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Sonny J there were 4,000 gallons of diesel fuel on board, but fortunately the fuel tank vents remained above water and have been plugged. At the scene of the troubled vessel were sent oil spill response teams, which laid oil booms and sorbent material around the towing vessel and there is light sheening within the boomed area. Fortunately during the accident there were no reported injuries among the crew. The root cause of the incident was under investigation. Coast Guard teams are assessing the situation and considering the refloating of the troubled towing vessel. The towing tug Sonny J has overall length of 20.0 m, moulded beam of 6.00 m and maximum draft of 2.00 m. (Source: maritime Herald)

LNG CARRIER AL KHATTIYA BREACHED IN COLLISION WITH TANKER JAG LAADKI IN GULF OF OMAN

The LNG carrier Al Khattiya was damaged in collision with the crude carrier Jag Laadki in the Gulf of Oman on Fujairah Anchorage. The gas carrier was anchored off Fujairah, when the bow of the maneuvering crude carrier stuck in her midship section above and below the waterline on its starboard side. Two ballast tanks of LNG carrier Al Khattiya were breaches, suffering water ingress, but fortunately there was no reported pollution or explosion. The gas carrier was in the process of burning the remains of LNG which were still within the pressure tanks, despite the fact that in principle they were empty. The crude carrier Jag Laadki was under ballast and did reported serious damages, but was detained at anchorage for repairs and special inspection. he LNG carrier Al Khattiya was damages, but without danger for her seaworthiness. The vessel will be allowed to enter the port for repairs and special survey before return in service. Fortunately during the accident there were no reports about injured people and water pollution. The local authorities initiated investigation for the root cause and responsibilities for the collision. The LNG carrier Al Khattiya (IMO: 9431111) has overall length of 315.00 m, moulded beam of 50.00 m and maximum draft of 9.40 m. The deadweight of the ship is 121,946 DWT and the gross tonnage is 136,980 GRT. The LNG carrier was built in 2009 by Daewoo Shipbuilding and Marine Engineering in South Korea. The oil tanker Jag Laadki (IMO: 9194983) has length of 274.20 m, beam of 48.00 m and maximum summer draft of 14.40 m. The deadweight of the ship is 150,284 DWT and the gross tonnage is 78,918 GRT. The LNG carrier was built in 2000 by NKK Tsu Works in Japan. During the accident the ship was en route from Al Basrah in Iraq to Fujairah without cargo on board and under ballast. (Source: Maritime Herald)

CONTAINER SHIP GOES AGROUND NEAR GUAYAQUIL

On Thursday, the 3,800 dwt container ship Isla Bartolomé ran aground on a sand bank near Posorja, Ecuador, on the navigation channel leading to Guayaquil. At the time of the incident, the Bartolomé was headed outbound for the Galapagos Islands with a load of perishable food and other supplies. After going aground she took on a severe list to starboard. Ecuadorian media report

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that local shrimp boats rescued the Bartolomé's crew, and no injuries were reported. The Provincial Emergency Operations Committee (COE) is coordinating the emergency response, and tugs were dispatched to the scene to assist. The Ecuadorian Navy said in a statement that a light sheen of diesel was spotted on the surface, but "the liquid . . . will evaporate and is believed not to cause damage to the environment." The local government in the Galapagos has requested Ecuador's Ministry of Transport to declare a state of emergency for the islands. The Ecuadorian Air Force has begun an airlift to ensure that there are no food shortages, and in order to guard against speculation, the government intends to supervize retail pricing until the supply situation is normalized. The Bartolomé is owned and operated by Ecuador's state shipping company, Transnave, and she is one of three vessels on a rotation to the Galapagos. According to Transnave, container service to the islands only began in 2015; before that, all goods were shipped as breakbulk cargo. Watch the video HERE (Source: Marex)

OFFSHORE NEWS

OFFSHORE SAFETY BODY GREEN-LIGHTS SUBSEA OPS OFF NORWAY

Oil and gas companies Aker BP, ExxonMobil, Gassco, and Statoil have received consent from Norway’s safety body, the Petroleum Safety Authority (PSA), for manned underwater operations in 2017. The PSA said on Friday that Statoil signed framework agreements with Technip Norge and Subsea 7 Norway on the performance of manned underwater operations in

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2017. Through a Pool Agreement, ExxonMobil E&P Norge and Gassco also expressed their wish to make use of the framework agreements, the safety body said. Deal with Technip Under the framework agreement with Technip, manned underwater operations will be performed using the diving support vessel DSV Deep Arctic and the light diving craft LDC Technip Seahunter. Once completed, the DSV Deep Explorer will also be used during subsea operations. PSA added that Statoil needs to notify the safety body before it deploys the newbuild, expected sometime during the first half of the year. Deal with Subsea 7 Deal with Subsea 7 entails the use of diving support vessels Seven Falcon, Seven Atlantic, Pelican, and the light diving craft LDC Seven Spray. The consent applies to defined tasks connected with the repair of corrosion damage to caissons at Oseberg Sør. This work will be performed using LDC Seven Spray. The consent also applies to undefined operational and project activities as may be required during the period, relating to the companies’ production licenses and pipeline systems. This also includes pipelines on foreign shelves that are under Norwegian jurisdiction as well as emergency repair response for any underwater installations and pipelines. Work on Alvheim Aker BP has signed a separate agreement with Subsea 7 for underwater activities in the Alvheim area, Ula, and Tambar, and has applied for consent for these. The diving support vessels DSV Seven Falcon and DSV Seven Atlantic will be used for these activities. Also, the light diving craft LDC Seven Spray will be used for any surface-oriented diving. The PSA has granted consent for manned underwater operations except for one item in Statoil’s application concerning diving in the depth range of 180-225 meters. For this item, Statoil is to provide the PSA with supplementary documentation before the authorities can complete the handling of the consent application. (Source: Offshore Energy Today)

SAPURAKENCANA PLANS TO CHANGE ITS NAME

SapuraKencana Petroleum Berhad, a Malaysian oilfield services company, is planning to change its name to Sapura Energy Berhad. According to the company’s Bursa Malaysia filing on Thursday, the use of the proposed name of Sapura Energy Berhad was approved and reserved by the Companies Commission of Malaysia (CCM) on February 6, 2017 and the reservation of the name is valid for a period of 30 days from February 6, 2017. Subsequently, the validity period was extended by the CCM to April 7, 201, which may be further extended by the CCM. The proposed change of name is subject to the approval being obtained from the shareholders of the company at a general meeting to be convened at a date to be announced later. If approved by the shareholders, the proposed name change will take effect from the date of issuance of the notice of registration of new name by the CCM to the company. The Malaysian company recently signed seven-year multi- currency financing facilities of approximately $1.5 billion equivalent with a consortium of Malaysian, regional and international banks to refinance its debts. (Source: Offshore Energy Today)

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COLD COMFORT

Offshore operators struggle to stay afloat amid the worst downturn in decades. Indonesia is one of the very few bright spots in an otherwise deflated and downtrodden offshore service vessel (OSV) market. Tender activity is on the rise there, and shipbroker Fearnley Offshore Supply reports that utilization rates for some owners have crept up to around 60 percent. The controlled influx of vessels due to the nation’s cabotage laws and cautious reactivation of layups may give owners there a head start on other markets on the long road to recovery. But that’s cold comfort for operators in neighboring countries such as Australia. In its Spring 2016 market outlook, the lobbying group Australian Mines and Metals Association says that offshore petroleum exploration in Australia plummeted between April 2015 and March 2016. Expenditure in the March 2016 quarter fell by 49 percent compared to the same period in the previous year. The driver of the decline is, of course, the 70 percent drop in the price of oil. Cutting Deep Australia’s Mermaid Marine Offshore (MMA) is one of the largest operators on the local scene. In its recently released annual report, the company announced it had cut staff by 50 percent and headquarters’ overhead by 24 percent. Earnings from vessels have been hit savagely. “At June end they had sold 17 of their smaller vessels, recovering a total of A$40 million against a target of A$78 million,” says Peter Bremner, Director of consultancy Strategic Marine Group. “MMA’s position was further hampered by its unfortunately timed acquisition of Jaya Holdings of Singapore and a drop in the utilization of its Dampier Slipway. The Dampier facility docked 46 vessels in 2015 and only 28 in the year ending June 2016.” Operators are cutting deep, says Bremner. They are refinancing debt, selling vessels, and in many cases achieving improvement from regional diversification. Norwegian operator DOF Subsea, for example, has successfully enlarged its footprint in Australia and New Zealand, and MMA sent some of its vessels to the Middle East and Africa. Farstad’s and Tidewater’s Australian businesses are suffering a severe downturn, he adds: “It’s difficult to establish net changes in vessel numbers as some operators are deploying to other parts of the world, but it seems likely that at least 50 and probably more have been laid up or stacked.” Tidewater reported vessel revenue from the Asia/Pacific region in the June 2016 quarter of $8 million, down from $30 million in the corresponding quarter last year. “Like ducks paddling, everybody is looking cool, calm and collected,” Bremner says. “Below the surface,

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 however, there’s a lot of energy being spent on survival. As always, it will be the fittest left standing after this tough game.” In Europe, senior executives from Island Offshore, Remøy Shipping and Bourbon Offshore have indicated that the increasingly onerous vessel specifications required by oil companies are not being reflected in their charter rates. Håvard Ulstein, Managing Director of Island Offshore, had considered converting the LNG engines on the company’s two gas-fuelled platform supply vessels (PSVs), Island Contender and Island Crusader, to diesel engines. That plan has now changed. “Contender is on contract with Lundin. Crusader is in lay-up,” says Ulstein. “For now, we will not do anything with the vessels but try to keep Contender working. We are off course trying to get work for Crusader, but unless the rate covers the opex and part of the financing cost she will remain at the dock. It is a disappointment that these vessels are not more valued by customers.” Gradual Improvement? Ulstein foresees gradual improvement in the market over the next two or three years: “For all the OSV companies, the challenge is to stay afloat during the next two years. We have a comparatively healthy contract backlog for now. If the upturn comes in or before 2018, we should be all right. The light well-intervention segment is proving very valuable for us now, and it will be the first segment that will take advantage of the upturn.” He also sees the subsea maintenance market making an early return and adds: “It will take a long time before ordinary supply vessels see good times again. The companies that are represented in several segments, including subsea, will have the best chance of survival.” Bourbon has had success with its specialist AHTS Bourbon Arctic, delivered this year from Vard’s Brattvåg yard in Norway. Boasting a bollard pull of 307 tons, unrivalled winch and storage capacities and an A1 ice-class hull, the Bourbon Arctic is one of the most powerful and versatile vessels ever built, says Bourbon. The vessel is designed for advanced anchor-handling and towing operations in remote regions and can operate in 80 centimeters (31 inches) of ice. ROV capabilities have also been added. Operating generally with a crew of 18 including trainees, the vessel has accommodations for 60 people and can serve as a floatel if required. Should the vessel ever take part in a rescue operation, she can take up to 300 people on board. Bourbon Arctic’s first contract was unmooring the Island Innovator for Lundin Petroleum Norway and recovering its six-anchor spread. The second customer to commission her was Songa Offshore, followed by Shell U.K., Apache, Dong Energy and Statoil for the Songa Deerig move, and Total U.K. At the end of June she started a new midterm contract with Lundin Petroleum Norway for operations in the Barents Sea. Elsewhere, layups are more common than charters. Andrew Pointing, Group Director for Marine Assurance & Risk at LOC Group, says that many owners are laying up vessels either warm or lukewarm, with others stacked completely cold. In general, the longer and colder a vessel has been stacked, the more expensive it will be to reactivate, and the financial investment required to do this can be significant. “We are now seeing that the rate of vessels going into layup is starting to reduce,” Pointing notes. “It is not easy to say how many vessels or what percentage of the global fleet is currently in layup, but there are around 100 vessels stacked in and around Norway and a similar number in Europe.” Many newbuilds from Asian yards have gone straight into layup. Often built on speculation, the prevailing spot market rates have not been strong enough to support them. In Europe, most OSVs are built on the back of a contract, so immediate layup from the yard does not happen as often. “We are also seeing vessels being stacked as a result of contracts being cancelled or terminated early, particularly in Brazil, Australia and Europe,” Pointing adds. “Where the spot market is weak, owners are opting to stack vessels to reduce their fleet size and minimize operating costs and, hopefully, shore up spot rates.” No New Orders Yards are facing high rates of cancellations, even sometimes for vessels nearly built. Holger Dilling, Executive Vice President for Investor Relations at shipbuilder Vard, says the company sees very little demand for PSV newbuildings in the short term and even in the medium term. The situation is slightly better for AHTSs, with a possible recovery in the medium and high-end markets (suitable for use in the North Sea and High North, including the Arctic) within two to three

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 years. “Common for all OSV segments is that we have not secured any newbuilding orders during 2016, and there are very few active projects in the market right now. Aside from a broad and sustained oil price increase, only trigger events such as a lifting or relaxation of the Russian sanctions could improve demand,” says Dilling. He adds that “For the owners of existing assets, it is of course beneficial if they have flexible vessels in the portfolio in order to chase market opportunities. However, from a shipbuilder’s perspective it is also important to maintain focus on highly specialized vessels that stand out from the existing tonnage because if anything will be ordered in the near term, it will be for specific tender requirements that are not fulfilled by vessels in the current fleet.” Damen Shipyards has adopted that approach with the announcement in July of its specialist decommissioning range. In order to deliver maximum flexibility, the concept design includes modular add-ons so it is not tied solely to the decommissioning market. Damen believes its new Walk 2 Work windfarm support vessel currently being built for Bibby Marine could also play a role in the decommissioning market. The 90-meter vessel is longer than a conventional PSV, and Damen says the hull is designed to make stern-to-weather operations more comfortable than on a PSV. The design includes a diesel-electric main propulsion system powering twin azimuth thrusters and requiring less installed power than a conventional PSV. A Dark Shadow For now, though, new orders are few and far between. Fearnley Offshore Supply notes that about 140 AHTSs are under construction worldwide and 200 PSVs and adds: “In the midst of renegotiations with both banks and bondholders, an increasing oversupply of vessels seems to cast a dark shadow over the industry, with limited new hopes in sight.” (Source: Marex; By Wendy Laursen).

RHENUS OFFSHORE LOGISTICS UK OFFSHORE SUPPLY BASE PARTNERSHIP

Rhenus Offshore Logistics is starting up its operation of two new offshore supply bases at the ports of Great Yarmouth and Aberdeen. The new sites are maintained through cooperation with local partners and realized through the recently opened UK office of Rhenus Offshore Logistics. The cooperation agreement for the offshore bases was confirmed in December 2016 and comprises the provision of fully-integrated on- and offshore logistics packages

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 in Great Yarmouth and Aberdeen. After a successful track record through supplying around 90 percent of all German wind farms since 2014, Rhenus Offshore Logistics entered the UK market in 2016 by opening its own representation in Lowestoft, near Great Yarmouth on the Eastern coast of Suffolk. The supply bases provide cost-effective storage, cargo handling, offshore-certified container handling and provision, quayside management, stevedoring and all supply chain activities. The concept of the new supply bases is to provide a foundation from which Rhenus is then able to support and offer a comprehensive logistical package with the core concept being cargo runs, supplying offshore assets with whatever is required to keep them functioning. “For Rhenus Offshore Logistics, this is an important step in our UK growth and provides us with the scope and facilities required to supplement our service package. Supply runs and offshore logistics are our core business. However, this new venture supports our scope and enables us to offer the full logistical solution as well as coordinate all activities in-house, which is important to us,” said Greg Howlett, UK Business Development Manager for Rhenus Offshore Logistics. Rhenus Offshore Logistics offers turnkey offshore logistics solutions to the offshore energy market in Europe and the UK. Their core concept is cargo runs, whereby they coordinate and manage every aspect of supplying offshore assets as a single point of contact managing all interfaces. The dedicated project teams are responsible for all aspects of the scope including vessel charter, cargo handling, marine coordination, CCU provision and management, warehousing, goods receipt, port handling, port agency and whatever is required as part of an integrated turnkey logistics solution. In addition, Rhenus Offshore Logistics provides efficient crew transfer solutions via vessel and helicopter, buoy deployment, maintenance and recovery and a variety of other offshore logistical requirements. (Press Release)

GC RIEBER’S 4Q HIT BY FLEET IMPAIRMENT

Norwegian seismic player GC Rieber Shipping has posted the loss of continuing operations in fourth quarter of NOK 170.3 million, compared with a loss of NOK 110.0 million in the corresponding period 2015. Converted to U.S. dollars – today’s values – loss from continuing operations came at $20.35 million, versus $13.6 million in the fourth quarter of 2015. The company said the quarterly results were significantly affected by impairment of the fleet of NOK 129.6 million and low activity in the oil related segments. Total fleet utilization was 46 percent, compared to 73 percent in the fourth quarter 2015. The company’s acting CEO Einar Ytredal said that within the subsea segment, the markets remain challenging and “we expect this to continue.” However, Ytredal added, important charters in renewables and cable-lay have been secured for two of our vessels within this segment. Providing the outlook for other business segment, GC Rieber said that despite the oil prices firming, market sentiments remain timid, as oil companies continue with cost cuts, leading to continued low vessel demand. Also, GC Rieber expects marine seismic activities to level out, or to experience slight improvement. (Source: Offshore Energy Today)

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FARSTAD SCORES SEVERAL CHARTER DEALS, RETURNS TWO PSVS FROM LAYUP

Norway’s Farstad Shipping has secured charter deals for several of its offshore vessels. The company, soon to be part of the Solstad Farstad company after a recent merger deal, said on Monday it had found work for six of its vessels, of which five platform suppliers and one anchor handler. The Far Sigma anchor handler has been awarded a 1 well contract by Lundin Norway AS to support a drilling program with Island Innovator on the Norwegian Continental Shelf. The contract starts end of February 2017. Fairfield Betula has awarded the PSV Far Symphony a one year contract to support its operation on the UK shelf. The contract starts during April 2017. Fairfield has the option to extend the contract with additional 6 months. Also, the PSV Far Server and the PSV Far Serenade have both been awarded a 3,5 months contract by an international operator to support a field development project offshore Egypt. These contracts also start end of February 2017. The contracts can be extended with another 30 days. Both vessels have been taken out of lay-up and are mobilized for the contract. The PSV Far Spica has received an extension of 4 months by the charterer with whom it has been employed since August 2015. The extension will start in direct continuation of current contract as from March 1, 2017. The charterer has additional 3 months options to extend. Petro Services, with end client Total, has awarded the PSV Far Starling a one month contract to support a “ready for operation” campaign in Congo. Petro Services has the option to extend the contract to complete the campaign. The contract starts end of February 2017. The commercial terms of the agreements will be kept private and confidential between the parties. “The above contracts show Farstad Shipping’s ability to efficiently and safely return vessels from lay-up and put them into operation. I am satisfied to see that the Farstad organization, both on- and offshore, has the ability to adapt to a challenging market and that our strategy to retain core competency in the company

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 through the downturn pays off,” says Karl-Johan Bakken, CEO of Farstad Shipping ASA. “Furthermore, I am glad to see that our modern and well maintained PSV fleet continues to be our international client’s preferred choice. This proves that Farstad Shipping is well suited to provide first class services within our segments in all operational regions of the offshore market,” Bakken said. (Source: Offshore Energy Today)

EIDESVIK OFFSHORE SELLS VIKING POSEIDON

Eidesvik Offshore has entered into an agreement for the sale of its vessel Viking Poseidon with a buyer which the company left unnamed. The Norwegian vessel owner will deliver the Viking Poseidon to its new owner mid- March 2017. In June 2016, the vessel was chartered by Siemens for offshore wind farm operations in the German sector for a period of up to 5 months, after it had been in lay-up since the previous charterer Harkand went into administration. Prior to this, Eidsvik entered into an agreement with Siemens for the Acergy Viking, chartered for 9 months as an accommodation and service vessel in Germany, with the contract starting in August 2016. Meanwhile, a new contract was signed for the Acergy Viking last month, under which the vessel will commence a new six-month contract plus options for Siemens Wind Power in the German offshore wind sector in June 2017. (Offshore Wind)

FUGRO EXPECTS FURTHER DECLINE IN REVENUE

Fugro says it expects a further significant decline in revenue in the first half of 2017, although it believes the decline will be less severe than in 2016, with ongoing margin pressure. It believes its revenue decline will bottom out towards the latter part of the year and it will have positive cash flow for the full year. Fugro’s chief executive Paul van Riel said: “The downturn in our largest market, oil and gas services, continued unabated in 2016. We had to take the painful decision to cut yet more staff positions. We reduced capacity and cost and at the same time we succeeded in strengthening our market positions. This could not, however, offset increased price pressure. Our focus on cash flow again paid off. We generated substantial cash flow

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 resulting in a significant reduction of net debt.“We took an important step forward in our strategy and regrouped our geotechnical, survey and subsea services activities into a marine and a land division with two business lines per division: site characterization and asset integrity. This strongly improves our ability to deliver large, integrated service offerings to our clients across all markets, and positively impacts the efficiency of our organization and utilization of our assets. “We anticipate that, for the first half of 2017, the offshore oil and gas market will continue to decline significantly. Both the stabilization of our backlog over the last few months and clear signs that pressure on the oil supply side is beginning to build, indicate that our market may bottom out towards year end.” The company’s cost reduction and performance improvement measures have resulted in a reduction in head count of 1,430 employees in 2016. Third party expenses related to vessel charters, subcontractors and other operational costs were reduced by 27.0 per cent. Fugro’s active fleet was reduced by five vessels. Capital expenditure was also reduced. The company reviewed its portfolio based on the scope of the new business lines and divisions and the current difficult oil and gas services market, and has decided to retain the inspection, repair and maintenance services across the subsea services division to integrate into the new asset integrity business line within the marine division. For installation and construction activities Fugro will continue to pursue partnerships or divestment, as these do not fit its strategy of providing asset integrity solutions. It will retain the drilling/well intervention vessel Fugro Synergy, but optimise it for geotechnical operations. Fugro said it continues to be open to opportunities to reduce its stake in Seabed Geosolutions or enter into an extended partnership. Seabed is investing to benefit from a growing seabed geophysical market mainly focused on oil and gas development and production. At the same time, Fugro is leveraging synergies with its marine activities related to the deployment of nodes from remotely operated vehicles. As part of forming the new divisions, Fugro is merging operating companies into country organisations. This supports organisational and legal entity simplification by reducing the number of legal entities and consolidation of support functions into shared service centres. This is resulting in cost efficiencies and improves the quality of internal processes. (Source: Offshore Support Journal)

http://www.youtube.com/watch?v=CJsJrZc1BNM&feature=youtu.be

FARSTAD HIT BY VESSEL IMPAIRMENTS

Norwegian offshore supply shipping company, Farstad Shipping, posted a deeper net loss for 4Q 2016 as it wrote down over NOK 1.8 billion in vessel values amid challenging market situation. The shipping company on Tuesday reported a net loss of NOK 2.38 billion ($284.4M) compared to NOK 1.3 billion ($155.3M) loss in the corresponding quarter of 2015. Due to the negative development in the brokers’ market values of the fleet, the prevailing market prospects, as well as uncertainty related to vessels future earnings, NOK 1.82 billion related to impairments of vessels, goodwill and other assets was recognized in the fourth quarter 2016. Total impairment of assets in 2016 was NOK

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2.68 billion. Farstad Shipping achieved an operating income of NOK 524.3 million for the 4th quarter, compared to NOK 939.9 million for the same period in 2015. The shipping company explained that the reduced operating income was a result of the challenging market situation. The operating costs for the period were NOK 487.5 million, versus NOK 609.5 million in the year-before period. The company has implemented an extensive cost-saving program, and the reduction in operating costs is a result of this. Twenty of the group’s vessels were in lay-up, fully or partly, during the 4th quarter. No positive change in offshore activity in near future According to Farstad, utilization and rate levels in the North Sea market for AHTS and PSV tonnage have further weakened during the last quarter of 2016. The market conditions are projected to reach a low point over the winter season. The pressure on rate levels seen in the North Sea corresponds to the development in other regions of the Offshore Supply Vessel market. Worldwide, the number of vessels in lay-up is growing. The market, however, continues to be out of balance due to substantial excess vessel capacity still trading in the markets. The short-term outlook for the subsea segment is adversely affected by oversupply of tonnage, and rates are consequently affected accordingly, said the company. The positive change in the oil-price development has not materialized an increase in the offshore activity in general, and is not yet noticeable or expected in the near future, Farstad concluded. The company recently agreed with Solstad Offshore and Deep Sea Supply to create a new OSV player in Norway with a fleet of 154 vessels. (Source: Offshore Energy Today)

DOF OFFLOADS PLATFORM SUPPLIER OUTSIDE OFFSHORE OIL SERVICE INDUSTRY

Offshore vessel owner DOF has sold one of its platform supply vessels (PSVs) to an unnamed buyer. DOF said on Tuesday that the 2001-built vessel Skandi Waveney would be sold to a company outside Norway and not engaged in the offshore oil service industry. According to the company, delivery is expected to take place mid- March 2017 upon the vessel completing its current contract engagement. The company added that the sale would not have any significant impact on accounting

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 or the cash position of the owner company. The sale is in line with DOF’s strategy to divest itself of some of the older vessels in its fleet not on term charters and seen as lesser prospects in the foreseeable future. DOF did not disclose any financial information or other details of the contract. Skandi Waveney is of a UT 775L design and transports oilfield products and supplies to offshore drilling and production facilities. It can accommodate 21 people, has a length of 71.9 meters, and is 19 meters wide with a deadweight of 3,246 tonnes. (Source: Offshore Energy Today)

A PROVEN SUBSEA VESSEL AVAILABLE IN SINGAPOE

Offshore Solutions Unlimited reported that they have for sale a versatile DP2 Dive/ROV support vessel. Singapore/Batam 2013 built, the vessel has a maximum draft of just 5 metres, is 65.5 metre long and 16 metre wide. She is equipped to support a wide range of offshore subsea activity including Geotechnical drilling, ROV operations, wellhead servicing and inspection, repair and maintenance. The vessel is fully compliant with the latest Special Purpose Ship Code (SPS 2008), meets ABS Class Requirements and holds DP2 notation. Length Overall 65.50m; Breadth Moulded 16.00m; Draft (max) 5.00m; GRT/NRT (approx) 2500/750; Subsea crane 1 x 20mT @ 10m Elec-Hyd knuckleboom type offshore subsea crane; Deck crane 1 x 3mT Elec-Hyd; Moonpool 1 x 4.5m x 4.5m; Deadweight 1400mT; Deck Cargo 400mT; Deck Strength 5.0mT/m2; Clear Deck Area 580m2; Main Engines 2 x 1864kW (2500 bhp) Niigata; Main Generators 4 x 470kW c/w alternator rated at 320kW 445Vac 3ph 60Hz; Emergency Generators 1 x 150kW rated at 440Vac 3ph 60 Hz; Shaft Alternator 2 x 900kW rated at 440Vac 3ph 60 Hz; Bow Thruster 2 x Elec–driven tunnel type (CPP);10mT thrust Propulsion 2 x Z-drive type (CPP) system; Berths 6 x 1, 27 x 2; Total Berths: 60 Hospital 1 x 2 berth cabin; Delivery: Singapore, prompt. For more info contact Offshore Solutions Unlimited

WINDFARM NEWS - RENEWABLES

CON4MARE NAMED MARINE WARRANTY SURVEYOR AT MERKUR OWF

GeoSea has appointed Con4Mare to provide marine warranty survey services for the

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396MW Merkur offshore wind farm (formerly known as MEG I), located 45km north of Borkum, Germany, in the North Sea. The project will be built under a dual contract structure with GE as supplier of 66 GE Haliade 6MW wind turbines and GeoSea as turnkey contractor for the entire balance of plant. This represents the first large-scale commercial deployment of the GE Haliade 6MW offshore wind turbine in Europe. The EUR 1.6 billion project reached the financial close in August 2016. Offshore foundation installation is expected to commence in August 2017, with project completion scheduled for March 2019. The offshore substation, to be delivered by ENGIE Fabricom-Tractebel and Iemants, will transmit the electricity from the wind farm to the DolWin gamma HVDC transformer platform. (Source: Offshore Wind)

A2SEA PICKS PEARSON ELECTRICAL FOR JACK-UP MAINTENANCE WORK

Hull-based electrical engineering firm Pearson Electrical has signed a framework agreement to provide maintenance work on A2SEA’s wind turbine installation vessel Sea Challenger being used to transport Siemens turbine components from Green Port Hull and install them on the 402MW Dudgeon offshore wind farm. Sea Challenger has recently installed the first of 67 Siemens 6MW turbines on Dudgeon for Statoil, Masdar and Statkraft. For the next months, the vessel will install the turbines being shipped from Green Port Hull at the city’s Alexandra Dock. “For more than 30 years, we have worked in the marine, industrial and hazardous area sectors, so it’s fantastic to be able to take our expertise and apply it to wind energy. As a Hull business, we have followed the development of the Siemens blade manufacturing facility closely, and we’re delighted to play a part in the transportation of the parts to Dudgeon in the North Sea,” Mark Pearson, Director at Pearson Electrical Limited, said. “A2SEA opened talks with us last year about being on the framework. Fortunately, we’d received some funding from the Green Port Growth Programme to achieve a vital ISO accreditation, which was crucial to accessing the framework.” With an investment of over GBP 26 million, the Green Port Growth Programme, which is supported by the Regional Growth Fund, is designed to provide continual support to help local businesses recognise and embrace potential opportunities within the renewables sector. “It’s important for A2SEA to use and develop the local supply chain for support of our project operation

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 in the Hull region. With the framework agreement with Pearson Electrical, A2SEA has taken another important step in this direction. Pearson Electrical has been proactive in the initial process, having the right capabilities and organisation to support future A2SEA demands within their core business,” Jens Nielsen, Procurement Director at A2SEA, said. The Dudgeon offshore wind farm is a GBP 1.5 billion project expected to be fully commissioned by late 2017. Statoil is developing the Dudgeon offshore wind farm and is the wind farm’s operator. (Source: Offshore Wind)

DREDGING NEWS

ROYAL IHC HANDS OVER HOPPER DREDGER DASA I

Royal IHC has completed delivery of the trailing suction hopper dredger DASA I to Dragados Argentinos DASA S.A. of Buenos Aires, Argentina. The contract for this standardized TSHD of Easydredge 2700 series was signed with DASA in late 2016. It took only few months for IHC to complete the sale/delivery cycle for this dredger. “With the delivery of the vessel from stock, we are proud to support DASA with its entry into the hopper dredging market, and to be delivering the first new-built TSHD to Argentina in decades,” said IHC Area Sales Director Hans Hesen. The DASA I is equipped with a “world dredging package”, which includes bottom doors, a bow coupling and a dredging depth of 25m. This makes her suitable for a wide range of tasks, from port and channel maintenance to land reclamation. (Source: Dredging Today)

JAN DE NUL’S NEW VESSEL LAUNCHED IN CHINA

Jan De Nul’s new multi-purpose vessel ‘Adhémar de Saint-Venant’ has been launched from AVIC shipyard in Weihai, China. The second multi-purpose vessel, the Daniel Bernoulli, is set for launch in March 2017. Several different equipment sets can be installed on the vessels, which will provide them with a capacity to conduct subsea rock installation through an inclined fall pipe or a

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 flexible fall pipe; subsea trenching, installation of cables and umbilicals and installation works by means of a heave compensated crane, the company explained. Both vessels are provided with dynamic positioning (DP2) and a fully diesel-electric machinery arrangement, and can accommodate up to 60 people onboard. The Adhémar de Saint- Venant has a ‘Strength bottom’ class notation, which allows the vessel to be beached for cable installation works in very shallow waters. (Source: Subsea World News)

YARD NEWS

SCHOTTEL TO PROPEL BRIESE MULTI-PURPOSE VESSELS

The Briese Group has contracted Groot Ship Design to deliver the design and basic engineering package for four multi-purpose vessels. In close cooperation with both parties, SCHOTTEL performed enhanced CFD investigations to determine the optimal aftship configuration incorporating nozzle support and streamline body between rudder and hull. As a result, a streamlined CPP installation will enable a power reduction of 3.7 percent. Vessels with Finnish/Swedish ice class 1A The vessels feature an open and closed top design for variable cargo purposes. Each will have a length of 89.99 m and a width of 14.80 m, with a difference in draught between 5.30 m (open) and 6.65 m (closed, summer draught), and a carrying capacity of 3,400 t (open) and 5,000 t (closed). Propulsion is provided by a SCHOTTEL controllable-pitch propeller with a power rating of 1,600 kW and a propeller diameter of 3,500 mm within the nozzle. The vessels meet the requirements of Finnish/Swedish ice class 1A. Significant decrease in resistance Several actions were taken to optimize sailing on ice. Along with the operational experience of Briese and the new bow shape based on the Groot Cross-Bow® by Groot Ship Design, SCHOTTEL carried out various CFD simulations to investigate the best performance of two variants in the aftship. Variations in headboxes without struts and with two additional struts were tested, aiming

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017 for the most efficient use of power under service conditions. In this process the position and shape of the struts were considered carefully. Prior model tests at the HSVA model basin as well as extensive calculations revealed features such as a non-separated flow around the struts and the small headbox, leading to a significant decrease in hull resistance. The HSVA model testing included resistance/self- powering tests, ice power testing and seakeeping. The result is a ship with very economical powering and a unique cargo flexibility setting a new standard in this range of MPP vessels. (Press Release)

SEMCO MARITIME REVAMPS ISLAND INNOVATOR SEMI-SUB

Norwegian project engineering company Semco Maritime has completed the upgrade project on the Island Innovator semi- submersible drilling rig. Semco said on Tuesday that the rig left the company’s yard at Hanøytangen on Friday, February 24. The rig has been in the yard since September 2016. After various modification and service work, the rig will now mobilize to the Edvard Grieg field in the Norwegian part of the North Sea to work for Lundin Petroleum, drilling the 16/1-27 appraisal well for 30 to 35 days. Semco agreed with rig owner Island Drilling Company and operator Odfjell Drilling to refurbish the rig back in February 2016. According to the company, during the yard stay the 5-year SPS (Special Periodic Survey) classification has been performed on the rig. Also, an extensive air-gap project has been carried out, including blinding of 64 windows and watertight doors. The rig has also undergone contractual specific modification scopes. The Island Innovator drilling rig is of a GM4000 type, delivered by the COSCO Shipyard in China in 2012. It is fitted with accommodation areas with one-man cabins for a 120-person crew. It was issued with an Acknowledgement of Compliance (AoC) by the PSA in August 2013. Nikolaj Vejlgaard, Vice President of Operations at Semco Maritime, said: “It has been a pleasure working together with the Island Drilling organization and the Odfjell project team. We are proud to have completed another rig upgrading project for a satisfied client and look forward to continuing the cooperation with Island Drilling and Odfjell.” (Source: Offshore Energy Today)

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017

GLADDING-HEARN TO BUILD NEW-GENERATION BOAT FOR VIRGINIA PILOTS The Virginia Pilot Boat Corp. has ordered a Chesapeake-class MKII launch from Gladding-Hearn Shipbuilding. The MKII, a new generation of the shipyard’s popular, smaller class of pilot boats, is the Virginia pilots’ eighth Gladding-Hearn pilot boat. Delivery is scheduled for 2018. Since the Chesapeake-class pilot boat was introduced by the Somerset, Mass., shipyard in 2003, 17 have been delivered to pilot associations throughout the United States. The latest improvements incorporate the performance benefits of Volvo Penta’s IPS 3 pod system, which provides for higher speed, lower fuel consumption and more comfort, explained Peter Duclos, the shipyard’s president. With a deep- V hull designed by C. Raymond Hunt Associates, the all-aluminum pilot boat measures 55.10 feet overall, with a 17.2-foot beam and a 4.11-foot draft. It will be powered by twin Volvo Penta D13- 700, EPA Tier 3-certified diesel engines, each producing 700 hp at 2,250 rpm. Each engine is connected to a Volvo Penta IPS propulsion pod, fitted with dual forward-facing, counter-rotating propellers and integrated exhaust system, and Volvo Penta’s integrated EPS electronic steering and control system. The EPS control system and three-axis joystick will increase the boat’s overall maneuverability alongside a ship and when docking, said Duclos. The financial incentive for pilots to optimize fuel economy, vessel handling and comfort has led the shipyard to install a Humphree interceptor automatic trim-optimization system on the MKII launch. “The combination of the Volvo Penta IPS system and the Humphree interceptors gives the pilots faster acceleration and higher speeds and improved comfort, while burning 25 percent less fuel than similar Chesapeake-class launches,” said Duclos. The boat will also be equipped with Humphree’s coordinated turn optimization system, which will be integrated with the pod drives. The vessel’s top speed is expected to reach 32 knots. An Alaska Diesel generator, with 12kW of output, will provide electricity. Key design changes to the Chesapeake class include positioning the wheelhouse aft of amidships to improve comfort and provide for a larger foredeck. With the pods close-coupled to the engines, the engine room is located well aft of the wheelhouse with easy access to machinery through a deck hatch. This new generation of pilot boats can also accept a gyro-stabilization system, designed to reduce vessel roll. The wheelhouse is outfitted with five Llebroc reclining seats and will be cooled by two 16,000-BTU air-conditioning units. The forecastle, with a 12,000-BTU AC unit, is designed to include a settee berth, an enclosed head and small galley. Outside of the wheelhouse are heated side decks and handrails, and boarding platforms on the roof and, port and starboard, on the foredeck. A control station is located at the transom, along with a winch-operated, rotating davit over a recessed platform for pilot rescue operations. (Source: Professional Mariner)

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Last week there have been new updates posted: 1. Several updates on the News page posted last week:

 POSH (Singapore) takes delivery of two OSD Azistern tugs

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18TH VOLUME, NO. 18 DATED 01 MARCH 2017

 De Boer Remorquage SARL orders two custom tugs from Damen  Bugsier 12 launched  Landfall Marine Contractors BV and Meander vof start cooperating on inland waters.  New OST 30 tug order for CARAIBES REMORQUAGE mailto: [email protected] This site is intended to be collective exchange of information. Information on this site has been pulled from many sources; we have attempted to credit these sources. But due to the multitude of sources sometimes we are unable to note all the sources. If you feel that material that is posted here is of your authorship and you have not been credited properly please alert us and I will correct the credit or remove it in accordance to the author's wishes.

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