10Th Volume, No

17th Volume, No. 76 1963 – “53 years tugboatman” - 2016 Dated 21 September 2016 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

NEW PRODUCT LAUNCHED IN HSS

Hung Seng Shipbuilding (M) Sdn Bhd, Malaysia (HSS) launched another series of product: Shallow Draft Utility Work Boat - Pacific Titan. The tug was desinged by Austrailian Naval Architect and 3D production designed by HSS, built to high quality Austrailian standard under LR class. This is history making moment for HSS and East Coast Maritime, Australia. This once again proof that HSS has the ability to custom design and build high quality vessel! (Press Release HSS)

STEAMTUG FURIE - THE LADY TURNS 100!

The Dutch National Towage Museum of Maassluis in Holland will celebrate this with a new exhibition dedicated to the working and museum life of this last remaining seagoing steam tug of the Netherlands. The new exchange exhibition will be opened on September 24th. The exchange exhibition gives a wide overview of the building, working life of the tug, the TV series and her life as sailing heritage museum. Her owner, Foundation Dutch Glory, has not only preserved the tug but has always been keen to obtain photos and information about the tug and her history. All this is now on display at the National Towage Museum of the Netherlands with unique photographs, films,

1/26 17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 documents and special objects. The celebrated tug herself is moored in front of the museum. The opening of the exchange exhibition on September 24th is the start of a number of events to celebrate the 100st anniversary of the ‘Furie’. The highlight of festivities will be the Furieade on October 1st and 2nd in Maassluis. The beginning. In 1916, in Holland by still newbuilding shipyard Bodewes, two steam tugs were launched. One of these, Gebroeders Bodewes VI (Brothers Bodewes VI), would after a long career in Sweden return to the Netherlands for a unique second life. A Dutch television Network, AVRO, required an authentic Dutch steam tug for the film version of the famous book ‘Captain Jan’ by Jan de Hartog. An intensive international search resulted in only one, but perfect, candidate – in Sweden. That was the tug ‘Holmvik’ and she would be the star in the 1978 tv series ‘Dutch Glory’. The ‘Gebroeders Bodewes VI’ was part of a series of almost sister ships that were built for their own account and risk during the First World War. Building started in 1915 and in 1916 the ship was available for sale. The ship was of a simple but proven design and build to high standards. The original lay-out featured only one mast, no deckhouse and only a small wheelhouse. The main accommodation was aft below afterdecks. It lasted until 1918 before an export license could be obtained and in March of that year with ‘SVERIGE’ painted on the sides to evidence neutrality as a safeguard against attack the tug, now called ‘Holmen III’ undertook the voyage from the Netherlands to Sweden. A major conversion took already place in 1920 when a deckhouse on the sides and a much larger wheelhouse were added in view of the harsher weather conditions on the Baltic Sea. Her new owner was a Swedish paper mill that obtained tree logs higher up in the Baltic Sea. The logs would be chained together into floats up to 9000 m3 and the task of the Holmen III was to tow these to the factory in Norrkoping. For certain a slow passage with just 450 ihp. With the exception of the Second World War, when the tug was requisitioned by the Swedish Navy, the ‘Holmen III’ towed log floats until 1976. As from 1969 in ownership of her last captain as ‘Holmvik’. Television series. Originally, the television network contemplated just to hire the tug for a few months but captain Akerlund was only willing to sell the tug. And so the network bought the vintage tug and she sailed under the command of the later harbour master of Amsterdam and a volunteer crew to IJmuiden. After a small conversion, during which modern features like radar were removed and to make it possible to feature as two different tugs at the same time, the ‘Furie’ was towed to Bantry Bay in Ireland by Smit International for filming and afterwards towed back to Holland by Wijsmuller. Dutch Glory With the series still being showed on television, a group of towage enthusiasts in Maassluis, former home port of Smit, were wondering about the future of the unique tug. Quick action resulted in sufficient funds to salvage the tug from the breakers and the municipality of Maassluis provided a prominent berth in front of former 16th

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 century town hall, now residence of the towage museum. In 1980 the refit was completed to the extent that the ‘Furie’ could sail again under own steam. This milestone was celebrated with a big maritime event in Maassluis during which key actor Hugo Metsers stood one more time as captain Jan Wandelaar on the bridge of ‘his’ tug. The event was such a success that since then, every year this Maritime event with vintage tugs and other historic craft is held. 100 years. Nothing or nobody reaches that age care free. After obtaining ownership of the tug in 1978 foundation ‘Hollands Glorie’ has painstakingly and successfully restored and conserved the ‘Furie’ that she now has an official status as operational museum. The volunteers ensure that the old lady remains fully certified to be able to sail under own steam for many years to come. Major maintenance projects were the boiler tube refit of the still original boiler and complete overhaul of the main steam engine. Frequently the tug takes part in maritime events in Holland which is a reward for the volunteers and a joy for visitors and paying guests. Tranquillity on deck and heat, hissing of steam and a reciprocating steam engine in the engine room below. National Towage Museum The goal of the Dutch National Towage Museum is to preserve and to display to a wide public the history of the Dutch towage industry, the people who worked in the industry on board and ashore with past or present day companies, at sea or on inland waters, by means of two exchange exhibitions per year and a permanent exhibition. The museum has a large collection of models, photographs, artefacts, library and documents. For more information: [email protected]; tel: 010 – 5912474 or Maarten Helwig, 06-33008733; [email protected]; Stichting Nationaal Sleepvaart Museum; Hoogstraat 1-3,3142 EA Maassluis; www.nationaalsleepvaartmuseum.nl

SOLUTIONS FOR DESIGNING LNG SYSTEMS ON ESCORT TUGS

Naval architects at Robert Allan Ltd designed new LNG-fuelled escort tugs for Statoil’s Melkøya LNG production terminal near Hammerfest in northern Norway. They were designed for Norwegian

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shipowner Østensjø Rederi, which won an open tender for the provision of three escort tugs for the terminal. In part 1, Mike Phillips explained the challenges of designing these tugs. Here he explains the method Robert Allan took for designing the LNG system on these tugs to specific owner, charterer, flag state and class requirements. Finding the solutions for these new tugs was not easy, but by involving the classification society Bureau Veritas (BV) from the earliest concept stages of the design through to its completion, it was possible to obtain approval in principle prior to full class review. The reality is it is not possible to design a 40m LNG-powered vessel that specifically meets all the regulatory requirements as originally written. For some regulations, alternate compliance solutions were required that still maintain the same intent and level of safety of the original regulation. By applying innovative thinking and the latest computational tools, a solution was found. The powerful computational fluid dynamics (CFD) used to perform hydrodynamic simulations on the hull and underwater appendages was used to conduct a CFD gas dispersion analysis on the LNG tank's pressure relief vent outlet. By examining the dispersion path of the gas cloud (which is initially cold, sinking gas), it was possible to design a ventilation outlet that met the intent of the regulations governing clearance from exhaust stacks, and provided the same if not a higher level of safety, all of which was reviewed by BV. Other gas system inlets and outlets and the bunker station were generally grouped forward, while hazardous zones associated with oil recovery operations were generally grouped aft. The result is a vessel arrangement clear of obtrusive LNG piping, with optimal clear working decks. Furthermore, the need for expensive explosion-proof equipment was kept to a minimum by keeping the hazardous zones away from key equipment such as towing winches, anchoring equipment, fire monitors, crane and radar antenna, Mr Phillips explained. The LNG storage and regasification system is located below deck, with the dual-fuel main engines in a gas-safe (non-hazardous) engineroom. The IMO type C insulated LNG tank, along with its integral tank connection space (TCS) and airlock is located in a gas-safe tank hold directly adjacent and forward of the engineroom. The gas regulation units are located within the TCS, and all gas piping to the main engines is via double-wall ventilated pipe. The tank, with its integral TCS and airlock sit on a specially designed foundation featuring grade E mild steel to safely handle the extremely cold temperatures to which the foundation could be exposed in the unlikely scenario of a loss of integrity of the tank's inner shell. This was how Robert Allan overcame the challenge of designing the LNG system on escort tugs for shipowner Østensjø Rederi. In part three, Mr Phillips will explain how Robert Allan designed the RAstar tug hullform and auxiliary equipment for these tugs. (Source: Tug Technology & Business)

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BOSKALIS WORKS COUNCIL RENDERS POSITIVE ADVICE ON FLEET RATIONALIZATION PLAN

Royal Boskalis Westminster N.V. (Boskalis) announces that its Works Council has unanimously rendered a positive advice on the fleet rationalization plan announced early July. Part of the positive advice in an agreement to continue to crew two of the five Fairmount vessels for the time being with Dutch employees. As a consequence, 24 vessels will be taken out of service in the coming two years resulting in the loss of approximately 650 jobs worldwide. Furthermore, Boskalis has reached an agreement in principle with the Works Council on a social plan. The workforce reduction will be absorbed through attrition and redeployment where possible and affected employees can make use of a social plan. Boskalis will invite the trade unions to resume talks about this. (Press Release Boskalis)

TUGS WILL ENSURE TANKER SAFETY IN VANCOUVER HARBOUR, NEB TOLD

During the National Energy Board hearings into the proposed expansion of the Trans Mountain pipeline, fears were raised about the risks of oil-tanker accidents. The City of Vancouver warned that a major oil spill would cause up to $3-billion in damages by crippling tourism and destroying its brand as a green paradise. The difficulty of cleaning up a bitumen spill, which could take years if the heavy oil sinks only to wash ashore later,

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 and the damage to fish, birds and marine mammals were also concerns. But Trans Mountain won the support of the NEB panel, which granted conditional approval last May, by promising a safety plan “well above globally accepted shipping standards.” A federal panel is now reviewing the $6.8-billion proposal and Ottawa is expected to make a final decision in December. One key factor in the Trans Mountain safety plan is that oil tankers will be continually escorted by tugs as they make the 300- kilometre journey between the open Pacific and Vancouver harbour. Tugs are a common sight on the coast, and the skill of the crews is apparent as they gently shunt freighters into docks, or deftly manoeuvre massive barges through recreational boat traffic. It is comforting to know that such dependable workhorses will be escorting oil tankers, because with a tug on the bow and another on the stern, what could go wrong? According to the NEB panel – not much, even though the project would increase tanker traffic to 34 a month from five. “Trans Mountain said that with the implementation of its proposed mitigation of additional dedicated tug escort and other risk- reduction measures, the return period for a spill of any size from project-related tanker traffic would be 1 in 284 years,” states the NEB report. “The Board accepts the evidence filed by Trans Mountain regarding marine shipping navigation and safety.” Double-hulled tankers, modern navigation aids, and the use of B.C. pilots were all part of the safety plan, but the promise of tugs seemed to seal the deal, assuring an additional layer of protection. But while tugs project an image of power and dependability, they are not infallible. Marine investigation reports by the Transportation Safety Board of Canada show nationally there have been 46 accidents involving tugs over the past 22 years. Of those, 25 tug mishaps occurred on the West Coast, the vast majority in the waters the oil tankers will ply. Equipment failures, human error, sudden weather changers and just plain bad luck were all factors. The tug Manson, towing two barges in Georgia Strait in 2004, vanished with its two-man crew shortly after reporting steering problems. Rescuers found the barges drifting free and a small oil slick on the surface, but the tug and those aboard were gone. Investigators think that when the crew went below to investigate mechanical problems, the drifting barges violently snapped the tow line tight, sinking the tug. The bulk carrier Pacific Dolphin was being escorted by two tugs, Seaspan Falcon and Seaspan Hawk, when it ran aground in the harbour near Port Moody in 1998. Under the guidance of a B.C. Coast Pilot, the ship was being moved to a terminal when it began to swing with the tide. The Seaspan Falcon couldn’t stop it and the tug was driven aground. Then, the Pacific Dolphin shuddered. The ship’s double hull was “indented and the associated frames, stiffeners and floors were distorted,” but there was no leakage. So it was a close call, but not an oil spill. In 2009, the tug North Arm Venture was pulling a barge loaded with 370,156 litres of diesel and gasoline when the tow veered to starboard in Sechelt Inlet. TSB investigators said the skipper tried to control the barge, but it overtook the vessel and forced it to capsize. The crew escaped. The drifting, oil- laden barge was saved from the rocks only because a second tug was nearby and raced to the rescue. U.S. accidents aren’t in the TSB investigation records, but you don’t have to go far to find one. In 1988, the oil barge Nestucca, accompanied by the tug Ocean Service, ran aground in Washington State’s Grays Harbor after a tow line snapped. By the time a second tug arrived, the barge had spilled 231,000 gallons of heavy oil, killing 2,000 birds and fouling beaches. Three months later, the Exxon Valdez ran aground in Alaska and the Nestucca incident was largely forgotten. Tugs assist in thousands of vessel movements annually on the West Coast, and most of the time they perform flawlessly. But tugs can’t always overcome nature, make up for bad decisions, or counter sudden equipment failures. With the movement of oil, comes risk. It is now up to the federal cabinet to decide if the risk is acceptable.(Source: The Globe and Mail)

FIRST CARROUSEL-RAVE TUG UNDER CONSTRUCTION IN HAMBURG

Construction of the first Carrousel-RAVE tug has begun at Theodor Buschmann Shipyard in

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Hamburg. This novel design features the Robert Allan Ltd. and Voith Turbo GmbH & Co. KG developed RAVE propulsion with drives arranged inline along the centreline of the hull, and the Novatug patented Carrousel Towing System installed on the main deck. This unique combination of propulsion and towing arrangements results in inherently safer towing and escort operations, with enhanced manoeuvrability for operations in confined waterways and other generally tight spaces. This small compact tugboat under 500 GT is designed to produce and handle escort steering forces approximately 50% greater than existing tugs of similar size. The main particulars and expected performance of the Carrousel-RAVE are: Length overall: 31.9 m; Beam: 13.2 m; Depth: 5.4 m; Crew: 6 (max); Navigational Draft: 6.2 m; Bollard Pull: 70 t; Escort Steering Force: 150 t; Escort Braking Force: 190 t; Speed: 14 knots. The first hull block was lifted and turned in mid-August as production ramps up at the German shipyard. Once completed this first tug will begin working as part of Multraship’s fleet. Expect more news on this exciting new design in the coming weeks and months. (Press Release Robert Allan)

WORKBOAT SOLD BY BLUE SEA BROKERS

Blue Sea Brokers announced that they have sold this (see picture) 12 m twin screw Workboat built in the UK in 2001 from its Maltese Owners to their direct Buyers from Gibraltar. The boat was refitted in 2015 and is able to carry 12 pax + 2 crew on board. It also has a free deck area of about 12 m2 and 2 fuel tanks with total capacity 1400 litres. It is a jet driven boat with Volvo Penta Kamewa Jet drives and 2 x Volvo Penta TAMD 63 main engines with 320HP each. The boat is fully certified to work for commercial purposes within 20 miles and can operate at 16-20 knots weather permitting and offering excellent manoeuvrability. They have also arranged for their Buyers the transportation as dry cargo from Malta to Gibraltar, in collaboration with their good Logistics Agents. They like to

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 take advantage of this opportunity to remind you that they can always serve your good selves in: - Sale & Purchase; - Charter; - Towage; - Transport and delivery of boats. Blue Sea Brokers are also pleased to inform you that they are acting as External Agents for one of the most important and reliable Insurance Brokers from Vigo (Spain), which has been in the sector for over 50 years. Their collaborators are Brokers for Maritime Insurance dealing directly with best known international Insurance Companies, guaranteeing their clients a direct and crystal-clear management in risks transferring processes, with optimization of costs during the whole period. Main products they can offer are: - Hull & Machinery; - P&I; - Loading & Transport; - Aquaculture; - Piracy; - Kidnapping and Ransom; - Liability; - Environmental Responsibility. For more info, please, contact or visit at www.blueseabrokers.net. Patricia Prado - Blue Sea Brokers - [email protected] - [email protected] - 0034 669 70 65 31.

OTAGO IN THE LYTTLETON DRY-DOCK Last week was seen the Port Otago owned tug Otago (Imo 927807) undergoing survey work in the Lyttelton dry- dock. The tug was built in 2002 by Ship Constructors Ltd – Whangarei; New Zealand under number 171. Delivered in 2003 to Otago Harbour Board - Port Chalmers; New Zealand. The Tiger Sun design tug has a length of 23.8 mtrs and a beam of 10.67 mtrs The two Deutz diesel engines develops a total output of 4,700 bhp to two Aquamaster propulsion system which results in a free sailing speed of 12 knots and a bollard pull of 57 tons. She has a grt of 167 tons. (Photo Alan Calvert)

HARBOUR MASTER GALATI VISIT TENERIFE

Capt. Antonio M. Padrón y Santiago, "IMO Maritime Ambassador” and Maritime Authority of Tenerife, received the visit of Capt. Mircea Sarbu, Harbour Master and Naval Authority of the Port

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 of Galati (Romania). Galaţi is a city located in eastern Romania, the capital of the district with more than 300,000 inhabitants, being the seventh largest city in Romania. The city has the largest iron and steel plant in Romania. There is also the largest shipyard in the country, benefiting from the good access of Galati to the black sea via the Danube and to the short distance between its facilities and Mittal plant. The city developed quickly as a major commercial center, being currently the largest Romanian port. (Press Release)

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

BBC CORAL LOADED TWO DAMEN BUILT ASD 2810 TUGS IN HA LONG BAY

Last week the BBC Coral loaded the Damen Shipyards Group built yard numbers 512387 and 512386 ASD 2810 tugs Tatco Rasac and Tatco Rondoy in Halong Bay in Vietnam the loading was executed under the proffesional guidance of BBC PortCaptain Capt. Leif Gehlert when you read this the BBC Coral departed already from Halong bay and is at present enroute Callao in Peru with an ETA of October 13th (Photo:

Rimmert Berlijn - Damen Shipyards Group)

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SA SHIPYARDS TO LAUNCH TRANSNET’S 4 TH NEW TUG TODAY

South African Shipyards and Transnet National Ports Authority (TNPA) will be launching the fourth new Voith Schneider propelled tug this morning, 20th September 2016, at the shipyards of Southern African Shipyards. The tug, which is intended for the port of Saldanha Bay, is part of an order for nine tugs under construction at the Durban Bayhead shipyard. The tugs are being launched with four month intervals. The original value of the contract was R1.4 billion but there will be escalations leading to the contract being worth in excess of R1.5 billion. Each tug is 31 metres in length and will have design bollard strengths of around 70 tons. As this edition of PORTS & SHIPS will be appearing shortly before the tug is christened and then taken out into the bay to be lowered into the water from the deck of SA Shipyard's floating dock, it will not be possible to feature a photograph but we hope to have one in the next edition. The picture shows tug number 2 Cormorant (Source: Ports & Ships; Photo: Terry Hutson)

TUG AND BARGE SOLUTIONS TO DELIVER ITS COMPLIANCE MANAGEMENT THROUGH HELM CONNECT

Today, Safety and Compliance solutions provider, Tug and Barge Solutions (TBS), announced its new working arrangement with Helm Operations. The arrangement allows TBS to deliver its safety and compliance management program through Helm CONNECT for customers that elect to use an electronic system to manage their safety and compliance, particularly for Subchapter M. This integration of the two product lines allows for towing operators preparing for Subchapter M to experience a much smoother Towing Safety Management System (TSMS) implementation process with TBS, in addition to leveraging Helm CONNECT to provide significant cost savings related to Sub M’s record-keeping requirements. Patrick Boles, Managing Director of Tug and Barge Solutions, says that the working arrangement with Helm gives Tug and Barge Solutions’ clients a real advantage over using paper- based systems. “We (TBS) chose to work with Helm [to deliver our compliance management] because its software is the best fit for our customers,” said Boles. “The flexibility of Helm CONNECT lets us easily tailor the system to our way of managing safety and compliance, plus the efficiency of using software instead of paper will net many benefits for our customers.” The timing of this arrangement is notable, given that the final rule of 46 CFR Subchapter M officially came into effect July 20th, 2016. By July 20th, 2018 all towing vessels required to have a COI issued from US Coast

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Guard must be in compliance with Subchapter M. Boles believes that his customers will greatly benefit from using Helm CONNECT to prove compliance with Subchapter M, “We see a lot of software in our business, and no one has anything quite like Helm CONNECT,” said Boles. “The software handles everything required by Subchapter M regulations and much more.” Rodger Banister, VP of Marketing for Helm Operations echoed Boles’s sentiments, “It’s great to have Tug and Barge Solutions using Helm CONNECT to help its towing vessel customers who need to comply with Subchapter M,” said Banister. Banister also welcomed the arrangement because it gives towing vessel customers of TBS the ability to comply with Subchapter M and experience the benefits of software to manage their maintenance and compliance, “The incorrect impression many smaller operators have is that they’re too small to afford software, which just isn’t the case with Helm CONNECT,” said Banister. Tug and Barge Solutions will offer Helm CONNECT as a package solution with its safety and compliance management services. (Press Release)

ACCIDENTS – SALVAGE NEWS

TURKISH CARGO SHIP SINKS OFF CYPRUS

Turkish general cargo vessel Murat Hacibekiroglu II sank in the Mediterranean Sea, northwest of Cyprus, on Monday, September 19, according to local media. The 2,061 dwt cargo ship, laden with cement, sank one hour after the vessel’s master issued a distress call, stating that the engine room was taking on water. The 1984-built cargo ship’s crew of ten reportedly managed to transfer to lifeboats and were rescued by a passing container ship, the Electra A. No injuries to the crew or oil spills have been reported so far. The owner of the sunken vessel is Istanbul-based Hacibekiroglu Denizcilik. (Source: World Maritime News)

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CEMENT CARRIER DIVINE SUCCESS CAUGHT FIRE IN INDONESIA

The cement carrier Divine Success caught fire at the dock on pier 115 in Port of Tanjung Priok, North Jakarta. The fire started from the engine room are short circuit in one of the diesel generators. The whole compartment was engulfed by flames and smoke, causing blackout of the engineering on board. The incident was reported immediately to the local authorities and at the scene of the burning ship were dispatched city firefighting teams with five fire engines, as well as three fire boats. After several hours the fire on board of The cement carrier Divine Success was extinguished and the inspectors boarded the vessels to assess the damages and to investigate the root cause of the accident. “The fire on board of cement carrier Divine Success occurred at around 18:02 pm, at Pier 115 in Port of Tanjung Priok. The exact cause of the fire will be assessed later, but flames started in the engine room”, said the Indonesia investigation police officer. The accident happened during unloading operations from the middle of the vessel. The ship was loaded with bulk cement from Baya district of Sukabumi and half from the cargo was already unloaded at Port of Tanjung Priok, when fire occurred. Fortunately there were no injured people during the fire. The cement carrier Divine Success (IMO: 7222607) has overall length of 161.00 m, moulded beam of 24.00 m and maximum draft of 7.50 m. The deadweight of the ship is 21,780 DWT and the gross tonnage is 13,998 GRT. The vessel was built in 1972 by Shin Kasado Dockyard in Kadamatsu, Japan. The owner and operator of cement carrier Divine Success is Indonesian company Indobaruna Bulk Transport. (Source: Maritime Herald)

BULK CARRIER AND LPG TANKER COLLIDED AT PUNTA INDIO CHANNEL IN ARGENTINA

The LPG tanker Charlton and bulk carrier Rich Future collided on Punta Indio Channel in Rio de la Plata, Argentina. The bulker was en route to San Lorenzo and hit the LPG tanker proceeding underway to Senegal. The circumstances around the accident are not clear, but the both vessels were proceeding on crossing routes and bulker maneuvered in last minute, which was not enough to avoid collision. The bulk carrier Rich Future did not suffered serious damages and proceeded to San Lorenzo anchorage in river Parana, where anchored and waiting for inspection. The LPG tanker was damages, but remained afloat. The ship anchored at Punta Indio Channel, where will be repaired and inspected before return in service. During the collision there was one injured seamen on board of the LPG tanker Charlton. He was medical treated at the local hospital and returned on board of the vessel. The local authorities started investigation for the root cause of the accident. There is no report about water pollution during the accident. The LPG tanker Charlton (IMO: 9341902) has overall length of 120.00 m, moulded beam of 19.00 m and maximum draft of 6.60 m. The deadweight of the ship is 9,127 DWT and the gross tonnage is 7,218 GRT. The vessel was built in 2006 by Miura Shipbuilding in their shipyard in Saiki, Japan. The owner and operator of LPG tanker

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Charlton is Singaporean company Komaya Shipping. The bulk carrier Rich Future (IMO: 9622423) has overall length of 229.00 m, moulded beam of 32.00 m and maximum draft of 8.00 m. The deadweight of the vessel is 82,197 DWT and the gross tonnage is 43,022 GRT. The bulk carrier was built in 2013 by Tsuneishi Shipbuilding in Fukuyama, Japan. The ship is owned and operated by Japanese company Fuyo Kaiun. (Source: Maritime Herald)

HAWK HEAVY-LIFTER SET TO PICK UP THE ILL-FATED TRANSOCEAN WINNER RIG

A Transocean semi-submersible drilling rig that had run aground on a beach in Scotland recently, might soon leave the UK. Namely, the semi-submersible heavy lift vessel Hawk, set to lift the rig and take it away, has reached the Scottish waters and is on its way to transport the now-anchored Transocean Winner drilling rig from the Isle of Lewis to Turkey. To remind, the Transocean Winner rig ran aground on a beach in Dalmore Bay back in August after severe storms had forced a tow line between the rig and a tug towing it to snap. After two weeks of being grounded in Dalmore Bay, the rig was then moved to Broad Bay, where it is currently located waiting to be moved away as a ‘dry cargo.’ UK’s Marine Coastguard Agency said on September 6 that a contract had been signed with Offshore Heavy Transport (OHT), the owner of the Hawk, for the transport of the stranded rig from the UK to Turkey. According to AIS data, the vessel left the Port of Nigg on Sunday, September 18, and will reach Stornoway on Monday afternoon. BBC suggests

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 that it will take several days of reasonably good weather to ballast down the Hawk, float the Transocean Winner onto the semi-sub ship, and ballast the Hawk back up. The Hawk is a semi- submersible vessel designed for the transport of offshore and onshore facilities. It has a deck length of 157 meters and 55 meters breadth. (Source: Offshore Energy Today)

RECKLESS PILOTING, OVERCROWDING EYED IN FATAL THAI BOAT ACCIDENT

An overcrowded tourist boat carrying Muslim pilgrims was being piloted recklessly before it capsized, killing at least 15 Thai people, officials said on Monday as divers and other rescuers searched for 11 people still missing. The accident happened on Sunday on the Chao Phraya River in Ayutthaya, a UNESCO World Heritage site located some 80 km (50 miles) north of the Thai capital of Bangkok. The double-decker tourist boat carrying around 100 Thai Muslims on a pilgrimage tried to overtake a sand barge and ran into a barrier, police said, causing the boat to capsize. Eleven people are still missing and police divers resumed their search early on Monday. No foreigners were believed to be among the dead. The boat was 50 passengers over its capacity at the time of the accident, police commander Surapong Thampitak told Reuters on Monday. The boat’s driver will be charged with reckless driving causing loss of life and overloading the boat beyond its safety limit, said Surapong. The driver was detained on Sunday night and was being questioned by police, he said. “We are searching for around 11 missing people today,” Ayutthaya Deputy Governor Rewat Prasong told reporters. The accident came as Thailand expects to welcome a record 33 million visitors this year. Road and boat accidents involving tourists are common in Thailand, where safety standards are sometimes well below international norms. However, accidents barely make a dent on Thailand’s tourism industry, one of the few bright spots in an otherwise lackluster economy. A series of bomb blasts in southern Thailand have also had little impact. One of those attacks on Aug. 11-12 killed four Thais and wounded dozens, including foreigners. Police have blamed the bombings on Malay Muslim insurgents operating in Thailand’s far south. (Reporting by Chaiwat Subprasom, Juarawee Kittisilpa, Panarat Thepgumpanat and Orathai Sriring; Writing by Amy Sawitta Lefevre and Cod Satrusayang; Editing by Raissa Kasolowsky and Paul Tait) (Source; gCaptain)

OFFSHORE NEWS

TIDEWATER GETS MORE TIME FROM LENDERS

Tidewater, a provider of offshore service vessels (OSVs) to the global energy industry, has received an extension from lenders to sort out its debt arrangements. Tidewater has experienced a significant decline in the utilization of its vessels, average day rates received, and vessel revenue due to a decrease in oil and gas prices that has led to materially lower levels of spending for offshore

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 exploration and development by Tidewater’s customers globally. The company has implemented a number of cost reduction measures to mitigate the effects of lower vessel revenue and has taken other steps to improve its financial position and liquidity. Tidewater previously reported it has been in discussions with its principal lenders and noteholders to amend the company’s various debt arrangements with regard to certain covenant noncompliance, having previously received limited waivers from the necessary lenders and noteholders which waived the covenant noncompliance until September 18, 2016. The vessel provider said on Friday that the company has now received extensions of those limited waivers of covenant noncompliance until October 21, 2016. “Consistent with disclosures included in the company’s recently filed Form 10-Q, the company believes that the ongoing discussions with its lenders and noteholders have been constructive and progress is being made towards resolving the principal open issues. However, work remains to be done, and no assurance is given that the various parties will reach agreement on amendments to the various loan agreements and notes,” Tidewater said. In August this year, the company posted a first-quarter net loss for fiscal 2017 for the period ended June 30, 2016, of $89.1 million, on revenues of $167.9 million. For the same quarter last year, net loss was $15.1 million, on revenues of $304.8 million. The company noted earlier this year that, if the company is unable to reach an agreement with its principal lender and noteholders to address the potential defaults, the company would likely seek reorganization under Chapter 11 of the federal bankruptcy laws, which could include a restructuring of the company’s various debt obligations. (Source: Offshore Energy Today)

VOS CHAMPION JOINS VROON FLEET

At the end of August we took delivery of VOS Champion in China. The vessel left Fujian Southeast

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Shipyard (FSES) last week at the start of her journey to Thailand. VOS Champion is a 65m anchor-handling tug supply (AHTS) vessel and one of an exciting new series of six such vessels under construction at the Shipyard for Vroon. She is a KCM 65m vessel, designed by Khiam Chuan Marine. Vroon’s Performance and Engineering Department worked closely together with KCM to enhance vessel capabilities. VOS Champion is equipped with DP2 capabilities, 425m2 clear deck area and anchor-handling/towing winches of 1,500m x 64mm. The vessel is SPS2008- compliant, comes with super-silent bow thrusters and an optimised hull design for improved fuel efficiency. She boasts 39 beds for crew and personnel, with impressive noise and vibration insulation levels ensuring on-board comfort. The vessel will be managed by Vroon Offshore Services Singapore. We wish VOS Champion and her crew safe and successful voyages. (Press Release Vroon)

OLYMPIC SHIP EXTENDS STANDSTILL AGREEMENT Olympic Ship has extended its standstill agreement with its secured lenders by a further two weeks. The Oslo-listed operator of offshore support vessels entered into the original agreement on July 5, which was due to terminate on September 16. With the extension, the standstill will end on September 30. Olympic said it will continue to pay interest to its finance providers during the period, and its secured lenders have agreed to postpone all amortisation and maturities until the period is up. “In anticipation of the successful outcome of the discussions with the secured lenders and bondholders, the group will continue to operate normally in all respects, upholding the highest level of service to all its customers and continue to pay all its trade creditors,” Olympic said in a filing today. The group said its liquidity “remains stable for the period to come in anticipation of an amended financing arrangement.” (Splash24/7)

DOF SELLS SESV SKANDI SANTOS

DOF Subsea Rederi has agreed to sell the 2009-built subsea equipment support vessel (SESV), Skandi

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Santos. The oil service investment company Akastor on Tuesday signed heads of agreement with Japanese Mitsui to create a joint venture with 50/50 ownership between AKOFS Offshore and Mitsui. The 2009-built SESV will be acquired by this joint venture. The sale releases approx. NOK 350 million ($42.25M) in liquidity after coverage of all costs and repayment of debt. DOF Subsea Rederi has been the vessel’s registered owner since its delivery in 2009. The vessel has since then served under a bareboat charter contract with AKOFS, a company in the Akastor Group. Norskan Offshore Ltda. of Rio de Janeiro, Brasil (Norskan), a subsidiary of DOF ASA, has since the vessel was delivered been the marine manager and marine personnel operator under separate contract with Petrobras, under which the vessel has been and will continue to be engaged. The services of Norskan will continue unchanged. DOF Subsea ROV AS, a subsidiary in the DOF Subsea AS Group, will continue to own and provide ROVs, and its affiliate DOF Subsea Servicos Ltda. in Brazil will continue to provide ROV services onboard the vessel, all as part of the subsea equipment support vessel contract with Petrobras. For the services to be provided pursuant to the other contracts under which DOF companies will serve will contribute to positive results annually throughout the remaining contract period. Mons S. Aase, CEO of DOF ASA and DOF Subsea AS, says: “The vessel has been a great success for all involved since its delivery. The companies in the DOF ASA and DOF Subsea AS Group are much looking forward to continuing the excellent cooperation with Akastor and its affiliates in this successful venture, the values of which we fully share.” The agreement to sell the vessel to the Akastor JV is subject to Petrobras consent and certain other approvals and conditions, the clearance of which is expected to be forthcoming in 4Q 2016. Skandi Santos is specially designed and equipped for deepwater subsea equipment installation, intervention, and recovery and represents a field construction platform for deep and ultra-deep waters. It is an STX OSCV 03L design, built by STX Europe at Aukra. (Source: Offshore Energy Today)

ICE-CLASS AHTS EMBARKS ON CHARTER WITH GAZPROM

Havyard in Norway has a long history building ice-class vessels – among the latest are three Havyard 843 ICE class units for a client in Russia. November 2015 saw Havyard Ship Technology in Norway

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 conduct a naming ceremony for the first of three icebreakers, Aleut, which it is building for Femco in Russia. The contract to build the Havyard 843 ICE icebreaking anchor-handling tug supply (AHTS) vessels was signed in November 2013. After the naming ceremony, Aleut sailed to Murmansk in Russia to load equipment and provisions before heading for the Prirazlomnoye field, which is situated between the Russian mainland and Novaya Zemlya. Aleut is operating there having been chartered by the Russian oil company Gazprom. Two icebreakers Havyard delivered in 2006 also work in the field. The Havyard 843 ICE is based on the designer’s 843 AHTS vessel type, strengthened for operations in ice conditions and adapted to feature an icebreaking bow instead of the bulbous bow of the base type. The primary role of the vessel will be that of any AHTS vessel, but it is also equipped for standby operations for oil pollution protection and rescue services. The icebreaker modifications and other adaptations allow the ship to claim DNV GL ice-class Icebreaker ICE-10 and Winterised Cold (-30°C) notations and on a practical level permit the vessel to break ice up to a metre thick. Havyard hopes the design will prove attractive to other operators as exploration of Arctic waters increases. With regard to dimensions, the Havyard 843 ICE is 86m long with a beam of 19.5m, depth of 7.75m and maximum draught of 7.25m. The beam is identical to the Havyard 843 AHTS vessel, but the length and draught are higher than the 81m and 7m of the conventional vessel. The added length and draught translate into a larger deck cargo area of 600m2 as opposed to 560m2 and greater capacities for fuel, ballast, mud, brine and other products, although the capacity for recovered oil is lower. When used as a standby rescue vessel, the Havyard 843 ICE has capacity for 200 survivors. The remaining two vessels in the Havyard-designed series, Normann and Pomor, were launched in April 2016 by Cemre Shipyard and Tersan Shipyard in Turkey, who were entrusted with construction of the hulls of the vessels. After launching, the hulls were towed to Norway for fitting out by Havyard. At the time of writing, they were due to be delivered in the fourth quarter of 2016. In addition to being advanced anchor handling vessels with platform supply functions, Aleut, Normann and Pomor are designed and built to operate under extreme conditions of the type routinely encountered in the Arctic. The ships have icebreaking class and installed power (DNV ice-class Icebreaker ICE-10) sufficient to enable them to break ice 1m thick at 3 knots. They also have a de-icing system designed to enable the vessels to operate in temperatures as low as -30°C. During trials, Aleut’s speed was measured at 16 knots, with a bollard pull of in excess of 200 tonnes. Norwegian Electric Systems delivered a wide-ranging electrical package for the icebreaking vessel, including shaft generators, auxiliary generators, electric motors and starters for the thrusters, numerous transformers, de-icing equipment and other items of equipment. The Russian owner also recently took delivery of a SPA150 design AHTS, Katun. The vessel was built by Sinopacific Shipbuilding Group in China and is the third in a series of four vessels that Femco ordered based on a design from Shanghai Design Associates, Sinopacific’s design team. (Source: Offshore Support Journal)

WINDFARM NEWS - RENEWABLES

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DEUTSCHE OFFSHORE CONSULT STAYS AT BARD OFFSHORE 1

Deutsche Offshore Consult (DOC) has won a follow-up contract to manage vessels used by the German wind farm operator Ocean Breeze Energy (OBE) on the 400MW Bard Offshore 1 wind farm from 2016 until 2017. Following a selection process for the operation & maintenance campaigns in 2016/2017, OBE and DOC chose the vessels of Siem Offshore Contractors for the wind farm. DOC managed Siem’s vessels at the wind farm in 2015. The contract between OBE and DOC covers an extended area of responsibilities regarding the special- purpose vessels being utilized by OBE, taking into consideration the project-specific requirements of Bard Offshore 1. In addition to the evaluation of offshore logistic concepts and negotiation of charter contracts, deck layout- and collision analysis are an integral part of the order placed. Under the contract, DOC also provides support with mobilization and demobilization management as well as with engineering competence for technical challenges if necessary. Oliver Spalthoff, Managing Director DOC, said: “The order by Ocean Breeze Energy is a positive assessment of the work accomplished to date in 2015 by DOC and we take pride in this contract because it represents a vote of confidence in our company. Vessel assessments and concepts are often not considered sufficiently. E.g. transfer systems, material logistics, crane works, crew accommodations and offices represent some of the numerous selection criteria that are particularly important to provide optimum prerequisites for efficient as well as safe working conditions of the Service Teams.” Bard Offshore 1, situated some 100 km northwest of the island Borkum in the German part of the North Sea, is the first commercial offshore wind farm in Germany. It comprises 80 5MW wind turbines. Back in June, Bard Offshore 1 became the first German offshore wind farm to generate 3 terawatt-hours (TWh) of electricity. (Source: Offshore Wind)

‘TYPHOON TOW’: ENGINEERED FOR FUTURE DEMANDS

Like its three sister vessels, offshore wind crew transfer vessel 'Typhoon TOW' “is quite some way above the usual spec”, said Rob Stewart of Aluminium Marine Consultants (AMC). Peter Richards,

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Vessel Superintendent at CWind added that the CTV hasn’t just been built to meet the minimum requirements of the work boat code and flag state, but has been built in order to yield maximum days at sea: “The best way to do it is to engineer a design fit for the current and future demands of the industry, rather than working on a just fit-for-purpose vessel.” However, in order to exceed CWind’s high standard specification and build quality, there was significant collaboration between CWind and AMC in the initial stages to make sure that the scope of works was fully covered and the project milestones were realised on time and on budget. AMC had seen four sister vessels – a pair reaching 24m and another at 22m long - built almost concurrently. Given the tight delivery time “it meant we had all the different stages there in the shed at the same time: it did push the boundaries... but it’s proved we can do it”, said Mr Stewart. Secondly, he explained new MCA regulations have raised standards and there was a conscious decision to take on “not just the word but the spirit” of the new guidance: “We wanted to make these boats fully compliant so they could be signed off without any grey areas.” The capability is continued in the lines of the boat: James Walker of naval architect Walker Marine Design explained that the semi-displacement catamaran hull “has been predominantly designed for its sea keeping abilities... it’s not just focused on transit speed” he said, even though this is a pretty fast 28 knots. Furthermore, Typhoon TOW has a 1.4m draft, paired with a high waterline which gives plenty of room for the waves to pass through the tunnel between the hulls. “If the wet deck is too low, waves can hit the underside resulting in slamming: it reduces both the sea keeping and the transfer capability of the vessel,” explained Mr Walker. The specialist WFSV fendering supplied by RG Seasight in order to give the best possible traction on the tower. The Forward deck area has space for 10 tonnes of cargo and the same on the aft deck although this vessel has been designed more for crew transfer than supplies explained Mr Richards “there’s still room for a crane to be mounted if needed”. The depth of each hull also gives more than adequate space in the engine compartments: “Typically engine rooms tend to be very cramped… So we consciously tried to give the operator easier access for maintenance” he added. Propulsion is supplied by a pair of MTU 12V 2000 M72 twelve cylinder engines yielding 1,080 kW each or 2,160kW in all (the other smaller sister vessels being driven by two ten-cylinder engines delivering 900kW with similar effect). These again were chosen with the ‘maximum working hours’ philosophy in mind. Mr Richards explained the issue for a lot of wind service vessels is that these engines have to cope with extended operating hours as they aren’t just transit vessels, turbine service mode requires continual thrust. Therefore CWind looked at several different manufacturers, but MTU, he said “stood out from the rest... even keeping these vessels running flat-out, we were still within the working range of these particular engines”. He added: “A lot of the other suppliers would only guarantee 70% of the duty cycle, these could guarantee 100%”. It also helps that the vessels are equipped with MTU’s blue vision new generation automation; a high-speed internet connection allowing the propulsion system to be closely monitored, not only onboard, but also from the shore. This means engine data can be evaluated to allow either operation or fuel consumption to be tweaked in order to give the most efficient performance for the prevailing conditions. The MTU

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 engines drive the Rolls-Royce Kamewa A3 56 water jets; these come supplied with an integrated, high performance aluminium inlet duct and pre-mounted hydraulic valve block and associated pipe work for simple and effective installation. A good stop is delivered via a compact, efficient reversing bucket which is able to deliver as much as 70% of the normal forward thrust. The choice fell to Rolls-Royce simply because these water jets delivered around a 10% higher bollard push when compared to competitors’, this not only helps transit efficiency “but keeps the vessel pushed on to the tower in higher sea states” said Mr Walker. Further, the steering nozzle doesn’t just give the boat a nifty turn of speed, it’s been designed to minimise hydrodynamic losses and minimise vibration. In fact the same concept has been applied to the onboard power gensets: a pair of 19V Cummins Onan ‘Quiet Diesel’ MDKBV units, which have a low sound and vibration profile. These gensets are also particularly easy to operate: there’s an isolated DC console, digital controls providing diagnostics and indicator lights to warn of hazards. The same attention to comfort has been extended throughout the accommodation areas and wheel house – especially when it comes to noise levels. “We’ve moved on a great deal from the old boats where you really needed ear defenders while in transit,” explained Mr Richards. “The superstructure is resiliently mounted and it’s quiet as a mouse.” This means that the dozen technicians onboard can rest or chat in the comfortable high- backed KPM passenger seats – plus, the galley is fitted with a microwave and hob as well as water boiler and a fridge freezer so there’s no issue with taking a drink or preparing a light meal. Up front the navcomm solutions have “some unique features at the request of the client” said Rob Stewart, “centred around a sophisticated communications system”. However, one of Typhoon TOW’s most valuable features is that it is most definitely not ‘a one off’. In fact Peter Richards is proud of the fact that this vessel and its three sisters all look incredibly similar - unless you have a tape measure to hand showing that at 24.50m, one pair of these vessels is 2m longer than the other two. “You can’t immediately see the difference – the installations are almost identical apart from a slight difference in the engines and the systems are the same. The idea being that these four vessels are interchangeable between sites and crew members could walk from one onto the other and would imagine being on the same vessel.” Rob Stewart concluded: “We are competing in a worldwide market now - it’s no longer a matter of just picking up the phone to a service enquiry and saying ‘we’ll get around to it as soon as we can’.” He added: “It means maturing and if we want to compete we have to be able say, yes and set the standard of support higher. We are building our customer base but we have international standards and an audit trail to give peace of mind to new customers.” But what of the market conditions? After all, there are these new, big, 24 personnel carriers to compete against. James Walker gave an interesting answer: “Although I expect there’s going to be a loss of interest in the smaller wind support vessels, the 24 personnel carrying boats don’t necessarily give you that much more when it comes to straightforward technician transfer, so these 22m and 24m vessels will remain a good size for a long time to come.” (Source: Maritime Journal; Photo: Mercator Media)

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LR COVERS OFFSHORE SUPPORT VESSELS AND WALK-TO-WORK TECHNOLOGY WITH NEW CLASS NOTATIONS

Lloyd’s Register (LR) has introduced a range of new class notations which cover offshore support vessels (OSVs) intended to operate in renewable energy sectors such as the offshore wind market. LR has also launched the special feature notation, ‘W2W’ (Walk-to-Work), which is applicable to personnel transfer systems. These systems are now increasingly used not only in the in the renewable sector but also in the oil and gas sector. The notation ‘Offshore Support Vessel’ has been introduced where more specific notations might fall outside the scope of the intended operation of the vessel. The expanding vessel type, sometimes referred to as SOV (service operation vessel), which supports the offshore wind farm industry, would fall into this category, and with LR’s new ‘W2W’ notation included in the string of class notations, it is now possible define this type of vessel and its operations. LR introduced the new class notations for OSVs to reflect their development and changing service features, while retaining established notations. Richard McLoughlin, LR’s Strategic Market Manager, said: “The drive by industry to deliver innovative solutions, designed to operate under challenging offshore conditions, has been tremendous. Our new class notations are Lloyd’s Register’s response to that evolution and ensure the role of class continues to deliver stakeholder assurance.” (Source: Offshore Wind)

DREDGING NEWS

DEME’S LIVING STONE HITS THE WATER

Belgian dredging and marine engineering group DEME launched “the world’s most advanced” subsea cable installation and trenching vessel Living Stone at Spain’s LaNaval shipyard on September 18. The cable installation vessel is equipped with two turntables below deck, each having a 5,000 tons cable capacity. Together the turntables can carry and transport more than 200 km of cable that can be installed in a single trip. The ship’s deck space of 3,500 m2 facilitates a cable handling system with innovative and reliable cable handling tools for cable ends, connections and cable protection systems, DEME said. Living Stone can also be equipped with a third carrousel above deck with an additional load capacity

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 of 2,000 tons and a 600 tons crane. A system developed in-house by Tideway enables the cable installation vessel “to install cables faster and more efficiently in longer lengths and with less offshore joints than any other cable installation vessel.” To be deployed by DEME’s Dutch subsidiary Tideway, the vessel will serve transport and installation projects as well as offshore power cable installations. Featuring a Dynamic Positioning 3 capability, the vessel has been designed as an environmentally friendly ship with dual fuel engines with LNG being its prime fuel. Living Stone, which accommodate a crew of up to 100 persons, has a Green Passport and the Clean Design Notation awarded to owners and operators who choose to design and operate their vessels in an environmentally sustainable approach. The vessel is scheduled to be delivered in the second quarter of 2017 and will head to its first project at the Merkur offshore wind farm in Germany, 45 km north of Borkum in the North Sea, for the installation of inter array cables. (Source: World Maritime News)

YARD NEWS

MACGREGOR WINS EQUIPMENT PACKAGE CONTRACTS FOR SEVEN NEW MIDDLE EAST OFFSHORE SUPPORT VESSELS

MacGregor, part of Cargotec, has won comprehensive equipment package contracts for a variety of seven specialist support vessels that will operate in the Middle East region. MacGregor will deliver deck cranes and a range of deck machinery to each vessel. The order is booked into the third quarter 2016 order intake. "These orders are a good demonstration of MacGregor's ability to deliver a one-stop- shop solution, using products from across our range of market-leading brands. All backed-up by good global aftersales and service support," says Esko Karvonen, Head of Smart Ocean Technology division, MacGregor. "We are often approached to

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 supply specific equipment on board a vessel, but packages of equipment always prove to be the most beneficial solution to the owner." MacGregor will deliver: a deck crane and deck machinery, shark- jaws and towing pins to two 58m anchor handling tug supply (AHTS) vessels; deck machinery and a deck crane to one 45m work utility vessel; and a deck crane and deck machinery to four 45m maintenance utility vessels. MacGregor equipment deliveries are planned for the first quarter of 2017. "MacGregor worked closely with the owner early in the process to discuss technicalities," Mr Karvonen continues. "This early involvement optimises design decisions, which can positively influence the profitability, safety, reliability and environmental sustainability of operations throughout a vessel's working life. We will continue this close cooperation with the customer." The vessels will be built in China for a leading provider of marine logistics services in Middle East. They are planned for delivery in the third quarter of 2017 and will support the operations of a Middle Eastern National Oil Company in the Arabian Gulf under a firmed five-year charter with a two-year extension option. (Press Release MacGregor)

BRISTOL HARBOR GROUP, INC.

The Company: Bristol Harbor Group, Inc. (BHGI) is a full service naval architecture and marine engineering firm located on the harbor in Bristol, Rhode Island. BHGI has produced more than 50 unique designs to which more than 100 vessels have been built. Specializing in commercial vessel design and consulting, the firm’s experience spans tugs, barges, ATB’s, passenger vessels, dredges and yachts. The BHGI professional team hails from some of the best naval architecture schools in the country. Recent Highlights: BHGI has been working on a number of projects through its second contract with the U.S. Army Corps of Engineers (USACE), Philadelphia District. One of the projects that BHGI is currently working on with the USACE is the design of a wicket lifting vessel for operation at the Olmsted Lock & Dam on the Ohio River. Extensive use of both Computational Fluid Dynamics (CFD) and Finite Element Analysis (FEA) was incorporated in the design process to ensure that the vessel is capable of performing the necessary operational and maintenance crane lifts. An Articulated Barge unit (ATB), the Gulf Carrier and the Gulf Venture, has recently been delivered to its owner, John W. Stone Oil Distributor. BHGI was responsible for the design and engineering of both vessels. Both vessels were built at Conrad Shipyard in Amelia, LA under ABS survey. The Case: BHGI is one of the leading naval architecture and marine engineering firms in the country. Constantly innovating and pushing their work product to the limits, BHGI has years of experience providing naval architecture, marine engineering, and project consulting services to the marine industry. (As published in the August 2016 MN100 edition of Marine News)

GONDAN SHIPYARD LAYS THE KEEL OF NEW ØSTENSJØ SOV FOR DONG WIND FARM

Yesterday 15th September 2016, at its facilities in Figueras, Gondan Shipyard laid the keel of one of

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its latest projects: An innovative Service Operation Vessel (SOV) that will function as a mother ship for wind turbine technicians, as they perform maintenance work at DONG’s Race Bank offshore wind farm on the North Sea. The keel laying ceremony, highly symbolic, marks the start of the assembly of the hull in the slipway, where the vessel will remain until her launching next year. This 81,10 m long and 17,0 m beam vessel is the first of the two SOVs that Gondan will deliver to the Norwegian shipowner Østensjø Rederi, both ships being built according the same UT 540 WP design by Rolls Royce Marine. She will be equipped with an UPTIME 23 m length heave compensated “walk-to-work” gangway, a cutting edge technology 3D compensated crane and a CTV landing system with bunkering facility. In addition to the gangway, the on-board-fitted 11 m daughter craft will allow the safe transfer of maintenance technicians to the wind farm installations. Finally it is worth noting that the design will commit to lower emissions and fuel saving targets by incorporating Rolls Royce Marine SAVe Cube system, based on variable rpm operation of the generator sets. (Press Release Gondan)

ARMY CORPS CRANE BARGE AWARDED TO CONRAD

Conrad Shipyard has been awarded a contract to build a Crane Barge for the United States Army Corps of Engineers. The 300-foot by 68-foot welded steel barge is to be used in floating crane service by the Corps’ Rock Island District in support of its maintenance mission on the inland navigation

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17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 system. The barge is designed with a deckhouse and crew support area, generator room, shop area, office and heads. Below deck will enclose machinery spaces, storage areas and tankage. The vessel will be classified by ABS as Maltese Cross A1, Floating Crane-Intra-Coastal Waterways Service, and Reinforcement B with Crane Register Certificate. Conrad President and CEO Johnny Conrad made the Award announcement: "This project is right in our wheelhouse as we’ve been delivering quality vessels to the Army Corps of Engineers for more than 20-years," he said. "We value this long- standing relationship and appreciate the Army Corps’ continued confidence in the quality, craftsmanship, integrity and service that are the foundation of Conrad Shipyard.” This is the third USACE award for Conrad in the last several weeks. On September 8 the shipyard announced the award for two deck barges for the Corps Mobile District that will be used for lock maintenance and construction. The deck barges are to be built at Conrad’s 24-acre Orange, Texas shipyard The Crane Barge will be built at Conrad's Morgan City shipyard. The 11-acre facility bears both USCG and ABS certifications and is one of five Conrad shipyards located along the Louisiana-Texas Gulf Coast. (Press Release Conrad)

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

 Pacific Titan launched by HSS  Damen Shoalbuster 2709 sold to V.O.F. Sleepboot ISA  Sir Edouard, the new RAstar for the Mauritius Ports Authority  Launching of the second dual fuel tug built in Europe  Eastern Shipbuilding Group, Inc. Delivers the M/V HARVEY STONE to Harvey Gulf International Marine, LLC 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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