10Th Volume, No

22nd Volume, No. 66 1963 – “58 years tugboatman” - 2021 Dated 22 August 2021 Buying, Sales, New building, Renaming and other Tugs Towing & Offshore Industry Distribution twice a week 18,600+ TUGS & TOWING NEWS

SAAM AGAIN CHOOSES SANMAR FOR PANAMA

Sanmar has delivered the third tug to SAAM Towage from its successful RAmparts 2400SX design of compact tugboats. Named SAAM PALENQUE by its new owners, she will work in Panama where SAAM Towage is the largest supplier of towage services, with operations at all ports on both the Atlantic and Pacific coasts. Based on the exclusive-to- Sanmar RAmparts 2400SX design from Canadian naval architects Robert Allan Ltd, SAAM PALENQUE previously worked at Izmir in Turkey as part of Sanmar’s own fleet. SAAM PALENQUE is a sister vessel to ALBATROS, a RAmparts 2400SX design tug delivered to SAAM Towage earlier this year following the expansion of its services into Peru. SAAM Towage also operates the Sanmar-built RAmparts 2400SX tug SAAM VALPARAISO in Panama, which was delivered in 2020. Measuring 24.4m x 11.25m x 5.6m and powered by two Caterpillar 3516C main engines, each achieving 2,100kW at 1,600 rev/min, the technologically-advanced SAAM PALENQUE can achieve an impressive 72 tonnes of bollard pull and has a top speed of 12.5 knots. The FiFi 1 classified tug’s fire-fighting pump is driven through clutched flexible coupling in front of the port side main engine and has a capacity of 2,700 m3/hour. Tank capacities include 72,400ltrs of fuel oil and 10,800ltrs of fresh water. Accommodation meets MLC standards and is for up to six crew, with the captain and chief engineer’s cabins above deck along with a mess/lounge and galley and WC with shower. Below deck there are two double cabins, a WC with shower, and laundry. All accommodation space is heated, vented and air-conditioned. Special care has been taken to resilient mount all engines and essential equipment including hydraulic pipes to minimise noise and maximise crew comfort. Acclaimed for their manoeuvring ability, sea-keeping and stability performance, the multi-tasking RAmparts 2400SX design tugs from Sanmar are designed for maximum efficiency in the performance of ship-handling duties for sea going ships. SAAM Towage Technical Director, Pablo Caceres, said: “At SAAM Towage, we are very proud and satisfied with the introduction of this high quality, effectively-designed and well-equipped tugboat that perfectly suits the expectations of our relevant clients in our Panama operations. We will dedicate SAAM PALENQUE to our operations at the AES LNG Terminal (Costa Norte), the TELFER Tanks Fuel Oil Terminal and the PPC Cristobal Container Terminal where we expect to continue providing SAAM Towage’s high standards in

1/34 22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 service. The SAAM PALENQUE will certainly fulfil our goals.” Ruchan Civgin, Commercial Director of Sanmar, said: “At Sanmar we like to build long-term relationships with our clients and I am delighted that SAAM Towage has once again turned to us to provide the state-of-the-art and cost- effective tugboats it needs. Our RAmparts 2400SX design tugs are an extremely popular choice, combining the benefits of the manoeuvrability of a compact design with the power and strength associated with a larger tug. We have had a lot of interest in them from operators around the world.” SAAM PALENQUE is classed by ABS having ✠A1, Towing Vessel, ✠AMS, ABCU, UWILD, Unrestricted Service, Fire Fighting Vessel 1 notations. (Press Release)

CROSBY TUGS AND SEA.O.G. MERGE TO REALIZE OFFSHORE WIND OPPORTUNITIES Companies across the maritime world are continuing to position in an effort to participate in the anticipated boom as the U.S. moves forward with the development of its offshore wind industry. Falling under the restrictions of the Jones Act, it is believed the industry will provide a range of new business opportunities, which are especially attractive to companies that have experience from the oil and gas industry in the offshore sector. In the latest move to realize these opportunities, U.S. integrated services provider to the offshore energy industry oil SEA.O.G Offshore and tug and barge operate Crosby Tugs are merging to focus on delivering installation support and operations and maintenance services for the U.S. offshore wind industry. "The offshore wind industry must adapt and evolve," said James Clouse, CEO of SEA.O.G. Offshore. "That's where we come in. We work to address the regulatory and operational challenges facing developers in this quickly evolving industry." The partnership will combine SEA.O.G, which is experienced in heavy lift, marine vessel operations, breakbulk, and project cargo operations with Crosby Tugs, which is one of the largest privately-owned marine transportation businesses in the marine industry. The Louisiana-based company has approximately 100 tugboats as well as barges and dredges offering a wide-ranging of offshore and inland marine towing, dredging, and rock placement services along the Gulf Coast region and beyond. “We are looking forward to continuing to support the ever-changing energy market, and with the combined synergies, we are going to be in a better

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 position to service our clients. Our team is ready to drive the future forward.” Kurt Crosby, CEO of Crosby Tugs. Together, Crosby and SEA.O.G Offshore plan to bring the ADAPT feeder barge concept to market. ADAPT is a stable, semi-autonomous delivery and installation platform for wind turbine components, foundations, scour protection, and cable lay. The combined fleet will have 130 inland and offshore towboats and a fleet of over 400 barges. (Source: Marex)

FILL THE DOMESTIC GAP! THE FIRST PURE ELECTRIC TUGBOAT LIANYUNGANG DELIVERED FOR TRIAL OPERATION On August 16, the first domestic pure electric tugboat "Yungang Diantuo No. 1" independently built by Lianyungang Port Holding Group was delivered for trial operation in Lianyungang, Jiangsu. At the project delivery ceremony, China Classification Society and Lianyungang Maritime Safety Administration issued ship inspection certificates and ship certificates to the port respectively. Zhang Hao, Director of Lianyungang Maritime Safety Administration, Yan Minghai, Deputy Director of Lianyungang Pilot Station, Lin Yushan, Director of Lianyungang Branch of China Classification Society, Group Leaders Ding Rui, Zhu Xiangyang, Sun Zhonghua, Wang Xinwen, as well as related departments of the group and heads of shipping branches attended Activity. The ship has a total length of 35.5 meters, a width of 10 meters, a full-load draft of 3.5 meters, a speed of no less than 13 knots, and a working time of no less than 8 hours. The total power is designed to be 5000 kWh and the forward drag force is 48 tons. The high-voltage shore power system built with the cooperation of the State Grid Lianyungang Power Supply Company can be fully charged within 2 hours of fast charging, which can meet the needs of a day's operation. The ship uses lithium iron phosphate battery packs as the power source, which can achieve the effect of 4000 horsepower conventional tugs. It can completely replace traditional high-power fuel tugs and achieve zero emissions of air pollutants. It fills the domestic high-power green low-carbon port as tugboat Blank. Compared with traditional tugboats, electric tugboats do not need to use flammable and explosive fuels such as diesel and liquefied petroleum gas, and have a high safety factor and no operational risks. In terms of environmental protection, they use lithium iron phosphate battery packs instead of conventional diesel units as the main propulsion power. , Vibration and noise are greatly reduced,

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 and completely zero emissions can meet the emission requirements of China’s emission control areas for coastal and harbor navigation and berthing ships; at the same time, the upgrade of the tugboat cabin configuration greatly reduces the work intensity of the crew. The class is equipped with only 3 people. This project is the first exploration of the application of pure batteries in sea- going ships, and has assembled the top domestic power in the field of new energy. The power propulsion system including lithium battery system, DC power distribution system, permanent magnet propulsion system, etc. was developed by the 712th Research Institute of CSSC. The 708th Research Institute of CSSC provided the whole ship design, and the Wuhan Plan Approval Center of China Classification Society carried out the drawings. After the audit, it was finally built at the shipbuilding base of Lianyungang Port Ship Hongyun Company to realize the independent concept and independent construction. Under the organization of the Maritime Safety Administration of the Ministry of Transport, led by China Classification Society Wuhan Institute of Regulations, Lianyungang Maritime Safety Administration, China Classification Society Lianyungang Office, Ship Research Institute, universities and other industry experts have carried out multiple safety assessments and passed the iron phosphate The equivalent scheme of replacing diesel generator sets with lithium batteries to achieve the goal of domestic independent design and national production of major equipment. Port-operated tugboats are special ships that are mainly used to assist large ships entering and leaving the port and docking and leaving the port in the port waters. They have the characteristics of large power and flexible operation. At present, conventional tugboats in harbors used at home and abroad mainly use high-power diesel gas engines to provide Motivation. Compared with conventional diesel-powered tugboats that produce more oily pollutants, large harmful exhaust emissions, and high noise, pure electric tugboats have the advantages of less pollutants, zero emissions, low noise and environmental friendliness, which can fully meet the requirements of the country’s coastal ports Ship pollutant discharge requirements, the delivery of the ship provides a feasible option for the production of pollution-free targets for tugboats in coastal ports across the country. It is estimated that the electric tugboat can save about 300 tons of fuel each year, and reduce about 900 tons of carbon oxide emissions each year, which will help promote energy conservation and emission reduction of ships, accelerate ship renewal and upgrade, promote the use of shore power on ships, and help achieve the "dual carbon" goal. It is of great significance. (Source: cnss.com.cn)

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021

MED MARINE LAUNCHED 120TBP TUG BUILT FOR KENYA AUTHORITY Med Marine, the leading Turkish shipbuilder and operator, has successfully launched its brand-new tugboat, RAstar 4200 (MED- A42120). The tugboat is being built by at its group- owned Ereğli Shipyard. The RAstar series, designed by Robert Allan, is a unique class of very high- performance ASD tug. The state-of-the-art vessel (HULL NAME: EREGLI94) will be a vital addition to East Africa’s largest port of Mombasa and is part of the Kenya Ports Authority’s modernisation and maintenance programme that aims to enhance efficiency and safety at sea. Mr. Kemal Bektaş, Shipyard Manager from Med Marine’s Ereğli Shipyard said: “The launching of our ER94 vessel, which is the longest, widest and deepest tug boat project ever built in our shipyard by now, has made us really proud. We will continue our efforts to complete the sea trials as soon as possible to deliver the state of the art vessel. We also thank all our employees and solution partners for their dedication and hard work on this project.” The RAstar 4200 (MED-A42120) will join the KPA fleet of tugboats and will be available for salvage and harbour operations. Equipped with excellent manoeuvrability and packing a hefty 120 tonnes of bollard pull, the vessel will deliver enhanced ship-handling and coastal towing performances. The vessel will be constructed and equipped according to SOLAS requirements. Technical details: Length o.a.: 42.0 m; Beam, moulded: 16.0 m; Depth, least moulded: 6.4 m; Draft, maximum: 7.2 m; Bollard pull: 120 Tonnes; Fuel oil: 500 m 3; Fresh water: 60 m 3; Complement: 18 Crew. (Press Release)

FOR SALE TWO ITALIAN TUGS OF 2016 BUILT BY ROSETTI MARINO Two Asd tugs built in 2016 by Rosetti Marino and currently operated by an Italian company that employs them in the Mediterranean are on sale on a foreign website, at a price of 3.5 million euros each. In detail, the vessels, classified by Rina, are equipped with a Fi-Fi system, certified for navigation within 200 miles, with an overall length of 24.35 meters, width of 8 and draft of 4.4. The propulsion is instead ensured by two Azimuth Schottel 1012 Fp units, while the fixed-point pull capacity is 50 tons. The two tugs would be available for delivery to the buyer as early as this August. Portfolio of Rosetti Marino in hand, the characteristics indicated would seem to coincide with those

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 of the Saiph and Nunki tugs, both delivered by the Ravenna shipyard in 2016 to Augusta Maritime Services Srl, a company previously part of the CaFiMa group, led by Pietro Paolo Anastasio and active in Libya . According to what is reported by the web maritime databases, for both the last detected route took place at the end of June from Mellitah, a Libyan town where an Eni refinery plant is based, to Trapani. (Source: Shipping Italy)

AZIMUTH PROPULSION ORDERED FOR TUG NEWBUILDING SERIES

Propulsion systems are being delivered for a series of harbour tugs under construction at Uzmar Shipyards in Turkey. Steerprop is producing six of its Z-drive azimuth propulsion units, two each for tugs being built to Robert Allan Ltd’s RAmparts 2300 UZM design. Each of these tugs will have two SP 20 WD azimuth propulsion units, each delivering 1,610 kW of power. Steerprop sales manager Donato Agostinelli said the contract for these Z-drives was signed in April 2021 and they will be delivered in Q3 2021. “The Robert Allan-designed RAmparts 2300 UZM tugs with over 50 tonnes of bollard pull are very efficient and agile tugs, providing a lot of performance in a compact package,” said Mr Agostinelli. “Since the tugs will be operating in challenging conditions and performing very different tasks throughout their life, the propulsion units must be efficient and reliable under all circumstances. “For these reasons, the units also come with our condition monitoring system as standard.” The azimuth propulsors have electrical steering to increase the achieved bollard pull and to improve the manoeuvrability of the tugboat enabling more efficient use of the main engine’s power compared with hydraulic steering. “The agile electrical steering system in our Z-drive azimuth propulsion increases overall performance and reduces the running costs of the vessels,” said Mr Agostinelli. “The electrical system can also be upgraded with a battery pack to enhance performance even further, while at the same time lowering the environmental footprint of the system.” Electric steering gears offer a constant steering speed, which is important when performing sensitive tasks, such as escorting tankers. “Since the steering uses power only when actively turning, it is very

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 energy-efficient,” said Mr Agostinelli. “In addition, the electrical steering also produces significantly less noise than hydraulic steering systems and requires little service due to its mechanically simple construction.” Mr Agostinelli expects this award will enable Steerprop to gain more contracts in the tugboat propulsion market. “We think this is a great reference to make a re-entry in a segment that is not new to us, but in which we have not been present for a while,” he said. RAmparts tug class is a popular and widely used type in the world, due to its flexible design for different configurations and applications. Steerprop’s W Series is a modular and scalable propulsion line with a power range from 900 to 7,000 kW. Propulsion units can have open or ducted propellers and can be delivered with a Z- drive or L-drive configuration. They comply with the rules of all major classification societies. Uzmar was the first private- authorised pilotage and towage company in Turkey. In 1996, it began building tugboats for its own fleet. Today, Uzmar annually conducts more than 30,000 ship manoeuvres and builds a wide range of different tugboats for other owners. On 17 August, Uzmar launched the second of three azimuth stern drive escort tugs it is building for Smit Lamnalco’s operations in east Africa. These 42-m tugs are being built to Robert Allan’s RAstar 4200 design and Bureau Veritas class to support gas carriers at an LNG terminal under construction in Mozambique. They will provide services for the Coral South floating liquefied natural gas project from Q2 2022. (Source: Riviera by Martyn Wingrove)

BOLUDA REVALIDATES THE TENERIFE TOWING SERVICE Remolcadores y Barcazas de Tenerife, a subsidiary of Corporación Marítima Boluda, has been awarded the license for the provision of port towing service in ports managed by the Port Authority of Santa Cruz de Tenerife. As reported by Puentedemando.com on November 30, 2020, the towing specification includes the port of Granadilla. There will be four tugboats, two destined to serve the port of Santa Cruz de Tenerife, one in the port of Santa Cruz de La Palma and another for the service of the port of Granadilla, Los Cristianos, San Sebastián de La Gomera and La Estaca, which will have its

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 base in the port of Santa Cruz de Tenerife and will move when necessary. The towing service in the ports of the province of Santa Cruz de Tenerife is clearly deficient. In the case of the port of the capital of Tenerife, it is even more so because of the effects of the health and financial crisis derived from the coronavirus, as well as the disappearance of crude discharges for the refinery and the maneuvers of platforms and ships drillers, in addition to the naval repairs of large ships in the eastern dock in charge of Tenerife Shipyards. In the port of Santa Cruz de La Palma, the towing network service is simply ruinous. (Source: Puente de Mando; Photo: Eddie Walker)

U.S. ARMY WATERCRAFT: LOST AT SEA -OPINION This week for $51,000* on the Government Services Administration (GSA) website, you can purchase a modern US Army 128 ft ocean Tug (LT). These tugs are capable of ocean towing, and port operations. They can support salvage and humanitarian aid operations, including fire-fighting and salvage capability. Constructed in the 1990s, these tugs cost millions to build and are in excellent condition. Why is the Army selling these vessels as well as their 60 ft Small Tugs, 174 ft LCUs, 314 ft LSVs, Barge Derrick cranes, LCMs, and logistic barges? According to Army officials, the reason is this: “The Army decided to suspend watercraft operations while we evaluate the overall watercraft requirements needed to support the National Defense Strategy….initial analysis identified excess capability beyond existing requirements…as well as sustainment of its various existing fleets, support Multi-Domain Operations (MDO) and Joint All Domain Operations (JADO). Additionally, an Army Watercraft Systems (AWS) needs to provide the ability to access multiple entry points via littorals, inland waterways, and waterborne corridor to sustain forces within an anti-access/area denial (A2/AD) bubble.” If that lengthy wording is confusing and non-sensical to you, it is to me as well,

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 and I spent decades in the Army. Adding to a confusing “bubble” of words, this “evaluation” has been ongoing for more than five (5) years. When you don’t know what you are doing, you study the problem, or as one prominent politician recently stated, we should: “Set up a process to think about that.” Consider General Milley’s (Chairman of the Joint Chiefs of Staff) statement this week regarding the disintegration of Afghan’s Army and Government: “There was nothing that I saw that indicated a collapse of this army and this government in 11 days.” Afghanistan’s ongoing tragedy is horrendous, and there is also devastation in Haiti, where two hurricanes and an earthquake have rendered that country a complete humanitarian disaster. We could apply General Milley’s paradym regarding Afghanistan to Haiti, who would have thought you could have two hurricanes and an earthquake? This “who would have thought?” approach to life is not what the military does. We always think of the worst-case scenario. We plan for the worst-case scenario. “What if” is what we do, at least taught to do, every day. Our military should never be caught unaware. Our Army does not need five (5) years to study “multi-domain operations.” Completing a multi-year extensive study only results in having an out-of-date and irrelevant analysis. I know this as I worked on a year-long study on how to improve Army Watercraft maintenance & operations. We knew the answer on day one, but we were directed to invest a year writing a million-dollar 90-page study. When submitted, the Army did not bother to read the report, they were already selling off their boats. We need watercraft for both military and humanitarian operations. During my fifteen years as an Army Watercraft Master, we disregarded, actually neglected, responding to numerous humanitarian missions, where we could have provided immense aid & relief: hurricane response to Puerto Rico, hurricane relief to the Bahamas, hurricane relief to Florida panhandle, port relief to Syria after its massive explosion, coastal forest fires in Australia, aid to Japan after earthquake and Tsunami (where Army Watercraft were the closest relief assets!), response to 911 relief & evacuation efforts in New York City when Army vessels sat at the dock in Baltimore MD and never responded, and the list goes on. Consider the ongoing humanitarian relief efforts in Haiti, being executed by Coast Guard, Navy, and Army helicopters. With few good airfields, relief efforts could use the additional benefit of Army Watercraft. Army waterborne operations coming through all of Haiti’s six ports, and over the beach would significantly improve the speed and volume of relief aid and services. A Coast Guard HC-144 cargo aircraft, one of several aircraft used in relief efforts, can carry seven (7) tons of cargo. An Army, 174 ft LCU, can carry 350 tons of cargo or 24 double stacked 20 ft ISO containers. Three hundred fifty (350) tons vs. seven (7) tons for each sortie. Until last year the Army had a maritime base in Tampa, FL, supporting two (2) LCUs. These LCUs can reach Haiti in a matter of days (I made this run numerous times during training missions), and additional LCUs could be sortied from bases in Morehead City NC, and Ft Eustis, VA. Each LCU carrying 350 tons of relief supplies or 24 double stacked 20 ft ISO containers. But all those assets, bases, vessels, and crews are gone. Sold off and closed while the Army conducts an “analysis to identify excess capability beyond existing requirements.” There never was excess; there was only underutilized. Here is the truth, the Army has no interest in humanitarian operations, nor does it grasp or understand maritime operations. While the Army is shedding its watercraft, the US Marine Corps is moving swiftly to design and construct its own fleet of amphibious vessels, designated as the Light Amphibious Warships (LAW), which resemble the Army’s 315 ft LSVs. Our US Marine Corp is re-inventing and relearning all the lessons learned by the Army when they built and were operating their LSVs. I know this because I was hired this year as a consultant in designing the new Marine Corps LAW. Deja vu all over again. We failed to understand the dynamics in Afghanistan, though we had decades to do so, and we do not understand the dynamics necessary for flawless success of military and humanitarian operations in the maritime environment. We expend far too much time “Setting up a process to think about that.” We need to stop conducting endless studies, stop inventing new acronyms, stop ignoring and turning away from reality and instead focus on what is apparent. Ask any Operator, and they will tell

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 you what is real and what needs to be done. Fill your coffee mug, go to the front of your ship’s bridge, focus your view out the bridge windows, look around, out to the horizon. There you will see reality. Note: As of publishing, it appears the current bid on the MG WINFIELD SCOTT tug is now US $101,729. (Source: gCaptain)

LOUISIANA LAUNCHING FIRST-OF-ITS-KIND PORT TECHNOLOGY, OFFICIALS SAY Anew project on the lower Mississippi River is bringing together crowd-source information from Mississippi River vessels with a host of other data to form the U.S.’s first “SmartPort.” Through their partnership, The Water Institute of the Gulf worked closely with the Port of New Orleans, IBM, and Crescent Towing in developing tools that successfully harvested and validated depth data to inform port dredging operations. That has since been leveraged into a $3 million project announced in June to expand on this pilot to create The Lower Mississippi River SmartPort and Resilience Center (SmartPort). Shifting water levels, sedimentation build-up, and reduced visibility are challenges for ports around the world. SmartPort offers real-time data that can be shared with port administrators, shippers, tenants, cargo and ground transportation providers. It’s been compared to the Waze motorist app, giving information that boosts efficiency by giving users access to critical operational factors including tracking currents, river congestion, visibility and weather conditions. It’s advanced cutting-edge technology that doesn’t exist elsewhere, officials said. SmartPort will use a tool to forecast shoaling at port facilities along the Mississippi River that incorporates near real-time information gathered from participating vessels in the area. This Real-Time Shoaling Forecast Tool will be coupled with a suite of weather, river, and road traffic analytics to improve efficiency and help the region’s ports become more resilient in the face of future natural disasters and economic

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 shocks. Along with these advanced analytics, customized Resilience Dashboards will be created and maintained for the Ports of Lake Providence, Madison, Vidalia, Baton Rouge, South Louisiana, New Orleans, St. Bernard, and Plaquemines. This dynamic tool will assist in tracking progress and adaptively managing port resilience. Along with the digital platform, the $3 million investment will culminate with the SmartPort facility housed on The Water Campus in Baton Rouge. The facility will serve as a specialized emergency operation center for ports when needed and a place for the exchange of information during non-emergency times. (Source: Workboat.com)

ACCIDENTS – SALVAGE NEWS

AUSTRALIAN TRANSPORT SAFETY BUREAU (ATSB) MARINE INVESTIGATION REPORT - ENGINE ROOM FIRE ON BOARD MPV EVEREST

The Australian Transport Safety Bureau (ATSB) has released a preliminary report from its ongoing investigation into a fire on board the MPV Everest multirole vessel while on charter to the Australian Antarctic Division. The report outlines basic factual information including the fire’s sequence of events as established as part of the investigation’s initial evidence collection phase, and does not detail any safety findings or analysis. On the morning of 5 April, MPV Everest was about 1,075 NM north-east of Mawson station in the Southern Ocean on a north-north-easterly course bound for Hobart, with a crew of 37 and 72 expedition staff on board, the preliminary report details. The ship was making good 11 knots, with power for propulsion being provided by three of the ship’s six engines – numbers 2 and 3 in the port engine room and number 6 in the starboard (the ship’s two engine rooms each contained two 5,760 kW and one 1,920 kW marine diesel engines). Shortly before 1100, the ship’s master saw large flames erupting from open louvres in the port engine room’s exhaust casing. In response the master raised the alarm and instructed crew and expedition staff to report to their emergency muster positions. The preliminary report details subsequent events on board the ship, including the mustering of the crew and expeditioners, the firefighting response, the shutting down of the ship’s port engine room and machinery, the ship’s loss of power, and the subsequent confirmation of the fire’s extinguishment. Passage resumed at about 1820 after propulsion was restored with two engines in the starboard engine room (with the port engine room and machinery unusable). There were no injuries to anyone on board. The following day, the ship’s master diverted MPV Everest to Fremantle, where it arrived on 13 April. The preliminary report notes that during initial inspections of the fire-damaged engine room, the crew observed fuel oil dripping down into it from within the exhaust vent casing above. Recorded data from the ship’s integrated automation system (IAS) showed a routine transfer to top- up the fuel oil settling tank in the port engine room was started at about 0925 on the morning of the fire, the report details. That data indicates that this tank probably overflowed sometime after 1030. The port fuel oil settling tank’s air vent pipes terminate inside the port engine exhaust casing. “The ATSB’s investigation will continue to examine the origin and cause of the fire and its development,

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 and the operation of the ship’s fuel oil transfer system, including pumps, piping, alarms and automation,” said ATSB Chief Commissioner Greg Hood. “Other areas of investigation include the performance of the ship’s firefighting equipment, the effectiveness of the ship’s emergency response, and the efficacy of shipboard communication systems.” Investigators will also continue to analyse recorded data, including from the ship’s integrated automation system and CCTV, and consider relevant human factors. Mr Hood noted the preliminary report does not include any safety findings or analysis, which will be detailed in the investigation’s final report to be released at the conclusion of the investigation. “However, should a critical safety issue be identified at any stage during the investigation, the ATSB will immediately notify relevant parties so appropriate and timely safety action can be taken,” he stated. For more details, click on full report. HERE (Source: MaritimeCyprus)

SALVORS PREPARE FOR FINAL GOLDEN RAY WRECK CUT Salvors working on the Golden Ray wreck removal project on the US east coast are preparing for the final cut after removing the latest separated section. Six of eight sections of the Golden Ray car carrier wreck in St Simons Sound, Brunswick in Georgia, have been removed. The two remaining sections will be separated by specialised heavy lift vessel VB-10000 in one

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 final cut. On 15 August, VB-10000 entered a refitting period to prepare for the final cutting operation to separate the two remaining sections of the wreck. In the meantime, tugs were towing a drydock barge with section six on board away from the wreck site. Kurt J Crosby towed the drydock barge towards the Golden Ray wreck site on 12 August, assisted by tugs Caitlin and Crosby Star. The barge was equipped with custom-fabricated cradles, which are welded to the section after it is placed on the barge, according to St. Simons Sound incident response unified command (UC). Section six was then loaded on to the drydock barge and tugs moved this barge to a response facility south of Mayor’s Point Terminal on 13 August. “We completed another significant step in removing the Golden Ray wreck from St. Simons Sound,” said US Coast Guard Commander Efren Lopez. “Our personnel continue to ensure our safety priorities are met throughout all operations from the wreck site to the shoreline.” During the final lift of the section, 25 pollution response vessels quickly mitigated an oil discharge using oil skimmers, current busters and sorbent boom. In total, on-water pollution response teams recovered approximately 10,450 litres of oil during controlled lifting operations beginning on 31 July. Sea water from fire monitors pushed the edge of the oil in a favourable direction to keep it pooled, making it easier to recover oil. Outside the environmental protection barrier around the wreck site, response vessels were prepared to mitigate any oil discharges that appear beyond the barrier as tugs towed the drydock barge. Prior to the section-six lift, a weight-shedding team used a Fuchs MHL390 material handler with multiple attachments to remove vehicles to reduce the overall weight of the section and ensure safe lifting operations. Around 200 vehicles and one loose deck were safely removed during the operation. (Source: Riviera by Martyn Wingrove)

USCG AND GOOD SAMARITANS SAVE THREE FROM BURNING FISHING VESSEL On Wednesday, the U.S. Coast Guard rescued three fishermen after their boat caught fire about 150 miles south of Golfito, a small port on Costa Rica's Pacific coast. The Maritime Rescue Coordination Centre Costa Rica contacted the USCG's 11th District command center at 2130 on Tuesday to relay a report of a fire aboard the fishing boat Baula X, which had three people aboard. The three survivors had abandoned ship and were clinging to a buoy in the water to stay afloat, according to the Coast Guard. Luckily, they were able to keep in contact with shoreside personnel by satellite phone. 11th District's watchstanders turned to the automated mutual-assistance vessel rescue (AMVER) system and contacted the bulker Avra GR, which was located about 60 miles from the Baula X’s last known position. The Avra GR's crew agreed to help and diverted to the scene. The U.S. Coast Guard cutter Northland, which was on patrol in the Eastern Pacific, dispatched its MH-65 Dolphin helicopter crew at 0400 on Wednesday morning to search for the survivors. The helicopter located them near the fishing vessel's last known position, and Northland headed to assist. She dispatched her small boat crew when she arrived on scene, and by 0540, all three of the fishermen were safely aboard. Northland transferred them to the Avra GR,

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 which will assist with their safe return to Costa Rica. (Source: Marex)

PANAMA-FLAGGED CARGO SHIP RUNS AGROUND OFF RASFARI

A cargo ship has run aground on a reef off the coast of K. Rasfari. Maldives National Defense Force (MNDF) said the incident was reported to the authorities at 12:48 pm this Thursday. The Panama- flagged 190-meter long Navios Amaryllis wrecked on the reef to the west of Rasfari. MNDF Coastguard are at the scene assisting in the rescue of the ship in collaboration with relevant state institutions. (Source: Sun)

REMEMBER TODAY

TSUSHIMA MARU 22ND AUGUST 1944

Tsushima Maru was a Japanese passenger/cargo ship that was sunk by the submarine USS Bowfin during World War II, while carrying hundreds of schoolchildren from Okinawa to Kagoshima. On August 22, 1944, at between 10:00 p.m. and 10:30 p.m. local time, USS Bowfin attacked the convoy in which Tsushima Maru was sailing and sank her, close to the island of Akusekijima. Tsushima Maru Commemoration Association Survey Data (As of August 27, 2005), reported a total of 1,661 civilian evacuees, including 834 schoolchildren (of whom 775 were killed and approximately 59 survived the sinking). Shortly after the sinking a "gag order" was enforced and families and survivors rarely spoke about the incident. The number of victims that have been identified by name, based on notifications from bereaved families (As of August 22, 2012), include 780 schoolchildren. “This is our chance.” — message sent from the USS Bowfin, August 22, 1944 With those ominous words, the crew of the American submarine patrolling the waters of the Ryukyu islands prepared to launch its torpedoes,

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 taking aim at a spread-out convoy of five Japanese vessels: Three passenger-cargo ships escorted by a destroyer and gunboat. What the submariners did not know is that the Tsushima Maru — unmarked and unlighted — was carrying evacuees from eight schools in Naha, Okinawa, and elsewhere, heading to Kagoshima, a port city on the southern coast of Kyushu, the southernmost of Japan’s four main islands. Of the 1,788 or so passengers, about 800 were children. About 740 teachers, parents and elderly were aboard to provide an orderly, reassuring presence. The crew numbered 86, with an additional 41 gunners. The 6,754-ton Tsushima Maru was not a swift ship. Neither was it new. It was built for Japan’s Nippon Yusen Kaisha by Russell and Company at a shipyard on the River Clyde near Glasgow, Scotland, in 1914. The almost 450-foot (136 meters) vessel presented a big lumbering target for the American sub. Conversely, the steel-hulled Bowfin (SS 287) was less than three years old. A Balao-class diesel- electric powered sub that measured about 312 feet in length, it was launched at the Portsmouth (New Hampshire) Naval Shipyard in Kittery, Maine, on December 7, 1942, a year to the day after the Japanese attack on Pearl Harbor, Hawaii. No wonder its nickname was “Pearl Harbor Avenger.” The Bowfin was on the sixth of its nine World War II patrols, and under the authority of Commander John H. Corbus for the second time, having left Pearl Harbor in July. It had a crew of 80: 10 officers and 70 enlisted men. The maximum speed for Balao-class subs was 20.25 knots surfaced, and 8.75 submerged. They generally carried 24 torpedoes. About halfway to its destination and off the coast of Akusekijima, several torpedoes destroyed the Tsushima Maru between 10 and 10:30 p.m. Passengers who had left the stifling holds hoping for some fresher air on a humid summer night jumped from the listing ship’s upper decks into the sea. Many of the schoolchildren, crammed into berths on lower decks, died where they slept. The Bowfin reported seeing secondary explosions, which may have been the Tsushima Maru’s boilers in flames. It sank in less than 15 minutes. “Teachers and soldiers were grabbing children and throwing them into the water,” said Keiko Taira, then a fourth grader, sharing her memories of the horrible night in a 35-minute film at the Tsushima-maru Memorial Museum, which opened in 2004 in Naha. “We all tried our best to stay alive.” Some children, wearing their hastily donned life vests, huddled on rafts or clung to

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 flimsy pieces of bamboo, increasingly frightened when sharks were sighted nearby. These conditions are depicted in survivors’ sketches that are on display in the museum. Fishing boats and patrol boats eventually plucked 177 evacuees from the water — some had been drifting for several days. Fewer than 60 of the rescued were children, and about 82 of the crew and gunners survived, bringing the overall total to about 280 (some made it all the way to nearby islands). The exact total of passengers who left port are unknown to this day because no investigation was undertaken in 1944. Some students didn’t turn up on departure morning, August 21, and others were unexpectedly shoved onto the ship by anxious parents. In the chaos, no one was recording an accurate list of names.

View the youtube film of the Alphabridge for tugboats on http://www.youtube.com/watch?v=hQi6hFDcHW4&feature=plcp The Japanese destroyer Hasu and gunboat Uji in the convoy also suffered direct hits. To compound the tragedy, Japanese authorities, fearing a plunge in morale, imposed a news blackout. “You mustn’t mention any single thing to anyone in the neighborhood. It’s strictly confidential,” says a letter at the museum. With the ban in place, families assumed their children had arrived safely at their destination and were informed only after the war of the devastating event and, ultimately, their heartbreaking loss. This disaster is little known in the United States and the West in general, and no guidebook I consulted before my trip mentioned the museum. No tourist information booklets I got in Naha publicized it either. I found it listed on only one map. And that was just the name, no capsule description or details about the sinking or its aftermath. Most of the displays are in Japanese, with very little English translation. A map shows the Tsushima Maru’s fateful route and there is some information on the Bowfin’s specifications and a lengthy excerpt from its patrol report. Also upstairs is a scale model of the Japanese ship, and many long skeins of colored paper and copper origami cranes, a symbol of hope and peace. Downstairs is a reconstruction of a schoolroom, with desks, a blackboard and a textbook’s cover showing a smiling boy holding a rifle and dressed in a military- style uniform. A girl is seated to his right, in a nurse-like outfit with a Red Cross cuff on her left arm. Underlying message: Even as children, you can help in the war effort. By far the saddest part of the exhibit is the photo wall, with black-and-white portraits of many of the children who lost their lives. With so few survivors, recovered personal effects, aside from some leather book satchels, were also scarce. Southwest of the museum, across Asahigaoka Park bordering Naminoue-dori Street, stands Kozakura no To, a mostly white memorial with a ship motif dedicated to the children who died. It was unveiled in May 1954. The Tsushima Maru sinking was not an isolated incident. In the period of July 1944 to March 1945, more than 70,000 evacuees on 178 ships lost their lives. While the Bowfin crew accomplished its mission, it wasn’t until many years later that the sailors learned that they had sunk a ship loaded with mostly civilians. They had no way of knowing that the Tsushima Maru’s latest passengers weren’t military, which they had been coming into port on August 19. The Tsushima Maru had arrived in Naha with the cargo ships Gyoku Maru and Kazuura Maru. From China, they had transported a total of almost 9,000 soldiers of the 62nd Infantry Division and about 900 horses for the build-up to the confrontation that the Japanese suspected was inevitable on Okinawa, especially after American and allied forces had reclaimed Saipan, Tinian and Guam in the

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Mariana islands the previous month. The military increase was the reason for the islanders’ evacuation in the first place. With civilians on board, Tsushima Maru had not requested safe passage, an option that the Japanese knew was available. Instead, with a naval destroyer and gunboat escorting the three cargo ships, they were all fair game as targets. The Bowfin was decommissioned in 1971. It was later restored and opened to visitors on April 1, 1981, as part of the USS Bowfin Submarine Museum & Park at Pearl Harbor in Honolulu, Hawaii. Its website mentions the sinking of the Tsushima Maru but not the more than 1,400 who died. In December 1997, the remains of the Tsushima Maru were positively identified, near where it went down, at a depth of 2,871 feet (870 meters) by the Japan Agency for Marine-Earth Science and Technology Center using deep-sea detection equipment. No attempt was made to salvage any artifacts or raise the ship, according to “In Titanic’s Shadow: The World’s Worst Merchant Ship Disasters” by David L. Williams. (Source: Wikipedia; The Journey Taken by Betty Gordon)

OFFSHORE NEWS

FUGRO, FRAUNHOFER IWES GET MORE SURVEY WORK IN GERMANY

Fugro and Fraunhofer IWES are set to carry out the geophysical investigation of offshore wind areas in the German North Sea. Fugro will perform the positioning and sub-bottom profiling recording and interpretation, while Fraunhofer IWES will focus on the seismic survey and interpretation. Work on the contracts secured with Germany’s Federal Maritime and Hydrographic Agency (BSH) is scheduled to start in April 2022. Additionally, Fugro will provide geotechnical data to the German government under a separate contract that will be integrated with the geophysical data. According to the company, the award is in line with the seismic survey work completed in 2020

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 and 2021 to build a basis for geological models of the offshore wind farm sites. Fugro is also in charge of conducting geotechnical investigations for German offshore wind areas under a contract secured in May. (Source: Offshore Energy)

SMST GANGWAY BACK ON BOARD OF ALLSEAS’ OCEANIC

For the next phase of the removal of a Northern North Sea platform, SMST is back on board of Allseas’ Oceanic. Allseas awarded SMST a new rental contract for their motion compensated gangway, including operating crew, to provide safe transfers for their personnel that is working on the platform in UK waters. In July, the commissioning team of SMST mobilized the gangway, the Telescopic Access Bridge M- Series (TAB-M), on board of the offshore construction vessel Oceanic. The vessel provides construction support and accommodation for their crew that is preparing the eight-legged steel jacket for removal in this third phase of the project. “After successful operations in the second phase of the decommissioning, we have chosen the reliable gangway system of SMST to assist us once more”, says Jeroen van der Sman, Project Manager at Allseas. In addition to the deployment of the motion compensated gangway, Allseas is also using the experienced team of SMST to operate the system during this project. “We are very pleased to continue our cooperation with Allseas”, says Menno de Jong, Sales Manager at SMST. The gangway on board Oceanic is installed directly on deck to access the jacket structure, whereas during the previous decom phase the topside was accessed via the gangway on 6 stacking modules. Menno de Jong adds: “Also during this project they profit from our modular W2W solution that enables continuous and safe access on various heights.” (Press Release)

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SEABIRD CFO QUITS AFTER 6 YEARS IN POSITION

Norwegian seismic acquisition company SeaBird Exploration has said that its CFO Nils Haugestad has resigned and will leave the post on March 31, 2020. Haugestad has been CFO in SeaBird for more than 6 years. In a statement on Thursday, SeaBird said Haugestad had been instrumental in the refinancing of the company during the 2014-2017 industry downturn, “ensuring Seabird developed on a sound footing with a stronger balance sheet and lowered costs.” “We would like to take this opportunity to express our thanks on behalf of the Company to Nils for his considerable contribution during these years and wish him all the best in his future endeavors. To this end, we are pleased to announce that Erik von Krogh has agreed to take up the position as CFO with the Company from 1 April 2020,” SeaBird said. Von Krogh has more than 10 years of experience from the shipping and offshore industry and ship financing. He currently holds the position as Finance Manager for the ship management company Myklebusthaug Management AS. His previous experience includes corporate banking from Nordea Shipping, Offshore and Oil Services and investment banking from Fearnley Securities. He holds a Cand.merc./MSc from the Norwegian School of Economics (NHH). Spotted a typo? Have something more to add to the story? Maybe a nice photo? Contact our editorial team via email. Also, if you’re interested in showcasing your company, product, or technology on Offshore Energy Today, please contact us via our advertising form, where you can also see our media kit. (Source: Offshore Energy)

P&O MARITIME AWARDED AHTS CONTRACT BY DOLPHIN ENERGY

DP World’s P&O Maritime Logistics has secured a long- term contract with Dolphin Energy in Qatar for the 2008-built anchor handling tug supply vessel Topaz Jafiliya. The contract is scheduled to commence in early September this year. Financial details have not been disclosed. According to VesselsValue, the Marshall Islands-flagged AHTS has been on contract with Dubai-based Dragon Oil since 2018. “This is an exciting step in our relationship with Dolphin Energy, and we look forward to continuing to be partners throughout the next year,” P&O Maritime

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 said in a statement. (Source: Splash24/7)

OFCO EXPANDS FLEET WITH SEVEN OSVS

Offshore Support and Logistics Services Company (OFCO), jointly owned by Allianz Marine & Logistics Services (AMLS) and SAFEEN, Abu Dhabi Ports’ marine services arm, is expanding its fleet with the acquisition of offshore seven support vessels. OFCO added four anchor handling tugs, a 65 m long landing craft, as well as a supply ship and multipurpose safety standby vessel to boost its logistics solutions and subsea services. The company was officially launched in January 2021. It currently serves as one of the largest providers of onshore and offshore integrated logistics solutions, and subsea services in the Gulf Cooperation Council (GCC). Friedrich Portner, general manager, OFCO said: “In a short time since the inception of the organisation, we have been able to swiftly expand the size of our standing fleet and placed ourselves in a position where we can serve large-scale and complex offshore operations. “Extending our capacity to deliver integrated logistical solutions to customers seeking premium offshore services in the GCC, the new additions to our fleet have reinforced our capabilities in supporting vessels carrying specialised cargo for the oil and gas sector.” (Source: Splash 24/7)

SHORT-TERM INDICATORS STRONG FOR SEMISUBMERSIBLE ACCOMMODATION VESSELS

Prosafe has issued an operational update on its accommodation/support rig fleet in its latest results statement. Prosafe has issued an operational update on its accommodation/support rig fleet in its latest results statement. The Safe Zephyrus finished working for Shell at the Shearwater platform in the UK central North Sea on Aug. 7. In the same region, the Safe Caledonia continues operating for TotalEnergies at the Elgin platform, with the first of two 15-day extension options exercised last

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 month. The Safe Boreas’s program for CNOOC at Buzzard, also in the UK central sector, has been extended to 160 firm days. Offshore Brazil, the Safe Eurus is providing safety and maintenance support to Petrobras under a three-year contract, while the Safe Notos’ contract for the same operator is due to end in November. The Safe Concordia, which has been off-hire since July 25, is preparing for a 117-day contract offshore Trinidad and Tobago. As for the market outlook, Prosafe expects oil and gas to remain an important part of the global energy mix, with oil and gas companies generating positive cash flow at current oil prices. The energy transition may lead to a higher focus on optimization from existing fields compared with exploration and new developments, again driving a need for more life extensions, maintenance and modifications. On the other hand, the industry’s move toward more efficient ways of working, digitalization and new methods for field development will likely lead to lower manpower-intensive work processes and subdue demand for semisubmersible offshore accommodation vessels over time. But in the short term, the activity level remains relatively high, with good prospects for decent activity going into 2022. At the same time, Prosafe retains the view that the industry needs further consolidation and vessel recycling. (Source: Offshore Magazine)

DEMAND INCREASES, BINA BUANA RAYA (BBRM) WILL FOCUS ON THE OSV SEGMENT

PT Pelayaran Nasional Bina Buana Raya Tbk ( BBRM ) plans to focus its business this year on the offshore support vessel (OSV) support vessel business segment. The President Director of BBRM, Na'im Machzyumi said, the company saw the prospect of an increase in demand which was seen until the first semester of 2021 despite the impact of the Covid-19 pandemic. Unfortunately, he has not conveyed how much the increase will be experienced until June 2021. "There is indeed pressure from the impact of Covid-19 on the charter rate, however, we expect the charter rate and utility rate to increase gradually," he said in a virtual Public Expose presentation, Wednesday (18/8). In terms of OSV business, the company currently has 3 units of Anchor Handling

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Tug Supply (AHTS) vessels. Where the last use of these services is used by oil and gas companies. Meanwhile, for the Tug and Burge business, the company currently has 3 sets of barges measuring 300 feet. And this business segment also has 1 unit of self-propelled barge 5,024 GT. Previously, the company owned about 13 sets of barges. "On average, this service is used mostly by mining companies," he said. The decrease in the number of sets of Tug and Barge vessels is because this business segment recorded a decline last year. The reduction in vessels is also due to the restructuring of bank loans carried out by the company. "Besides that, the fleet on these ships is also old, so we will focus our business this year on the OSV ship business," he added. Director of BBRM, Sean Lee added, the end of the company's debt restructuring process last year had reduced the number of the company's fleet of vessels and left only 3.5 sets of tugboats and barges, one SPB unit that was not pledged as collateral and one unit of off-floor support vessel MP Prevail in which the fleet will later become the company's source of income in the future. (Source: Konton.co.id)

WINDFARM NEWS - RENEWABLES

SWIRE PACIFIC’S PLATFORM SUPPLY VESSEL SUPPORTING CONSTRUCTION OF TAIWANESE OFFSHORE WIND FARM

Swire Pacific Offshore’s platform supply vessel (PSV) Pacific Hornbill has been deployed on the Greater Changhua 1 & 2a offshore wind project in Taiwan to support the ongoing construction activities. The vessel, which departed from the Port of Taichung to the project site on 16 August (according to the available AIS data), has been hired for the project under a collaboration agreement between Swire Pacific Offshore (SPO) and Taiwanese marine engineering group International Ocean Group (IOG). This marks the first stage of collaboration between the two companies to provide marine engineering services to the offshore

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 wind industry in Taiwan, where their long term goal is to jointly bring more offshore supply vessels to the market, according to a press release from 17 August. “Bringing world-class vessel assets into the Taiwan market is something we’ve already done with our CTV fleet and we’re delighted to do the same with the OSVs now”, said Ethan Wang, IOG’s Chief Operating Officer. Pacific Hornbill is one of four H Class assets in SPO’s fleet of offshore support vessels and was built in Japan in 2012 by Japan Marine United (JMU). “Pacific Hornbill is designed with ample tank capacities, clear deck space of 1,000 m2, as well as an advanced dynamic positioning system, making her highly suited for a variety of platform supply duties and ancillary logistical requirements”, SPO states. This is not the first vessel from Swire Pacific Offshore to be used in the offshore wind sector in Taiwan, as Dong Fang Offshore (DFO), a subsidiary of Hung Hua Construction, bought the company’s subsea multipurpose vessel Pacific Constructor earlier this year to strengthen its fleet serving the offshore wind sector in Taiwan, as well as in the Asia Pacific region. As for Ørsted’s 900 MW Changhua 1 & 2a project, construction work at the offshore wind farm sites some 35 to 50 kilometres off Changhua County is now well underway. The second of the two offshore substation jacket foundations was installed last month and the installation of the pin piles for the wind turbine jacket foundations, which started in June, is currently in full swing. (Source: Offshore Wind)

ENETI COMPLETES SEAJACKS BUY

Eneti Inc. has completed the acquisition of the 100 per cent share in Atlantis Investorco Limited, the parent company of Seajacks International Limited. The transaction was completed on 12 August, Eneti said. Earlier this month, Eneti’s wholly-owned direct subsidiary entered into a binding agreement with Marubeni Corporation, INCJ, Ltd., and Mitsui O.S.K., Lines Ltd. to acquire Atlantis Investorco Limited. With the transaction completed, Eneti now owns and operates a fleet of five wind turbine installation vessels (WTIVs). The flagship NG14000X design Seajacks Scylla was delivered to Seajacks from Samsung Heavy Industries in 2015, and it is currently employed in Asia. The fleet also comprises the NG5500C design Seajacks Zaratan which is currently operating in the Japanese market under the Japanese flag, as well as three NG2500X specification WTIVs which are employed in the North Sea market. Eneti Inc., formerly Scorpio Bulkers, has shifted its focus from the dry bulk shipping sector to offshore wind. Last year, the NYSE-listed company announced it would sell its remaining dry bulk vessels and exit the sector during 2021 as it shifts its focus to owning and operating offshore wind installation vessels. The company delivered the final bulk carrier in its fleet to the new owners in July, marking the conclusion of the company’s exit from the dry bulk sector. Back in May, Eneti ordered a next- generation WTIV at South Korea’s Daewoo Shipbuilding and Marine Engineering (DSME). (Source: Offshore Wind)

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SEABIRD EXPLORATION EYES MORE OFFSHORE WIND WORK FOR ITS SEISMIC RESEARCH VESSEL

Cyprus-headquartered SeaBird Exploration, which recently won its first contract in offshore wind, will be looking to deploy its seismic research vessel Petrel Explorer on further projects within the sector after the vessel’s contract for an offshore wind farm in the Baltic Sea was extended for another month. SeaBird’s parent company, Norwegian Green Energy Group, reported on 18 August that the four-month contract under which Petrel Explorer started wind farm support work at the beginning of May had been extended by one month and would be completed in early October. The 80.35-meter long survey vessel has been providing accommodation during a maintenance campaign at an offshore wind farm in the Baltic Sea. According to the latest AIS data, Petrel Explorer has been operating from the German port of Rostock. Now, with four months of wind farm support work behind and a contract extension, Green Energy Group sees more opportunities for the vessel in the offshore wind sector. “Since starting the contract in May, the Petrel Explorer has proven itself as very suitable for windfarm support work and the company will pursue other opportunities for the vessel in this segment”, the company stated in an update on the Oslo stock exchange. Petrel Explorer, which joined SeaBird Exploration’s fleet in 2019, has 40 cabins, a conference room, two day rooms, and two client offices. The vessel is powered by four 1900 kW Caterpillar engines and two 2600kW Steerprop Azimuth Thrusters, and can reach a maximum speed of 15 knots. (Source: Offshore Energy)

TRANSPORTING OFFSHORE WIND ELECTRICITY BY AUTOMATED SHIPS – A NEW CONCEPT EMERGES IN JAPAN

Japanese company PowerX plans to design and build an automated Power Transfer Vessel to carry electricity from offshore wind farms to shore. The Power ARK 100 is a 100 TEU trimaran specially designed for transferring renewable energy in Japan’s coastal waters. Upon its completion in 2025,

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Power ARK 100 will carry 100 grid batteries, equating to 200 MWh of power which is equivalent to the total electricity consumption of 22,000 Japanese households in a day, PowerX said. The vessel will be able to travel up to 300 kilometres when running only on electricity and will be able to unlock long-distance, intercontinental clean power transmission when it is powered by both electricity and sustainable biodiesel fuels, the company said. PowerX will also build a gigawatt-scale battery assembly facility in Japan to mass-produce batteries for the Power Transfer Vessels. The factory’s annual production capacity will achieve 1 GWh by 2024, and will eventually reach 5 GWh by 2028, PowerX said. The Japanese government plans to develop 10 GW of offshore wind capacity by fiscal 2030 and 30-45 GW by fiscal 2040. According to PowerX, Japan is surrounded by deep coastal waters which limit the potential range for setting up offshore wind farms. PowerX intends to change how the world consumes and transfers renewable energy by providing a unique solution that can lift the restriction on power generation location, which will allow a greater flexibility for offshore wind farm locations, especially for an island country like Japan, the company said. (Source: Offshore Wind)

DREDGING NEWS

JAN DE NUL COMPLETES PORT OF RIGA DREDGING WORKS

Following recent dredging operations in the shipping channel, the Port of Riga now can safely accommodate AFRAMAX and BABYCAPE vessels calling at its facilities. Last month, Jan De Nul Group wrapped up dredging work at the port’s berths and shipping channel. During the works, the Daugavgriva shipping channel was expanded by another 20m, and deepened to 16.5m. “All over the world, the size of the vessels calling the port, has grown during the last twenty-five years. The ships have become wider, longer, with a greater draft and gross tonnage,” said Arnis Šmits, the Riga port Harbour Master. “At the same time,

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 the approach channel in the port of Riga has not been changed for some time.” “The widening and dredging of the channel will significantly foster the safety of navigation, improve the overall efficiency, as well as make the port of Riga more attractive for vessels such as AFRAMAX tankers (with a length of up to 250m and deadweight 80+thousand metric tons) and BABYCAPE dry cargo bulk type vessels (with a length of up to 260m and deadweight 120+ thousand metric tons),” explained the Harbour Master. In total, JDN carried out dredging works for three months at several locations including Mangaļsala, Jaunmīlgrāvis, Krievu sala, Daugavgrīva and the Sea gate. This included successful removal of approx. 753,000 m3 of dredged material from the port’s waterways and safe disposal in the Gulf of Riga. According to Vilis Avotins, Head of the port’s Environment division, the project has been carried out in accordance with the technical regulations and environmental requirements of the Lielrīga Regional Environmental Board of the State Environmental Service. “In order to minimize the project impact on different fish populations, the status of fisheries and restrictions related to fish spawning periods were taken into account. Prior to the commencement of the works, a chemical and eco-toxicological analysis of the soil was carried out in order to determine where the most suitable place for further storage of the dredged soil might be,” concluded Vilis Avotins. (Source: Dredging Today)

ECTMARINE AND OILTECH DELIVER CUSTOMIZED GOLD DREDGE

The Dutch-based manufacturer of dredgers and dredging equipment ECTMarine has successfully completed another challenging project, the development of customized Gold Dredge. For this project, ECTMarine and Oiltech Dredging Equipment Holland worked together to design and deliver all dredge components for an African client. As reported, the two companies cooperated on the

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 design and delivery of dredge components, to ensure that the dredge performs most effective and efficiently using the latest dredge technologies. Oiltech, a supplier of dredge technology focused on the gold mining industry, recently delivered a custom designed and build gold dredge to an African client. The Gold Dredge is a large version in its kind, for an increased capacity and return on investment for the buyer. The gold dredge production is carefully tuned to the capacity of a floating screening plant connected to the back of the dredge. Additionally, the design is focused on easy and economical maintenance, transportability and easy operation. (Source: Dredging Today)

DAMEN DELIVERS FULLY ELECTRIC ZERO EMISSION DREDGER

Damen Shipyards Group has successfully delivered another state-of-the-art dredge package, this time to a client in Egypt. According to Bastin Kubbe, Damen’s Regional Service Manager for Asia- Pacific, this fully electric zero emission dredger (E-CSD650) is now on its way to the inland Egyptian Black Sand mining site. The E-CSD650 modular dredger was transported from Rotterdam to Alexandria and then towed to Al Burj for hauling operation. The 62m dredger was pulled to shore on air bags and then disassembled to be transported and reassembled at the mining site. The 530-tons dredger is part of a mega mining project by Egyptian Black Sand Company to extract black sand from the mining site. The product spec sheet says that the vessel has been designed to dredge at -18m and to pump some 7.000m³/h of mixture. (Source: Dredging Today)

YARD NEWS

CONRAD DELIVERS FIRST OF FOUR ABS CLASSED SPUD BARGES TO MCDONOUGH MARINE

Conrad Shipyard has delivered the first of four ABS classed spud barges to McDonough Marine Service, headquartered in Metairie, Louisiana. The identical spud barges each measure 180’ by 54’ by 12.5’, have deck strength of 2,500 pounds PSF, and four spud wells. The remaining barges are on schedule for delivery in Q3 and Q4 of 2021. The barges are being constructed at Conrad’s Deepwater South facility in Amelia, Louisiana, one of five Conrad shipyards located along the Louisiana/Texas Gulf Coast.

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McDonough Marine Service is a leader in the marine transportation and logistics industry, owning the largest fleet of deck barges available for charter on the market today. The company’s fleet consists of inland and ocean barges, including deck barges, spud and power spud barges, hopper barges and shale barges. Patrick M. Stant, President of McDonough Marine Services, said: “Our company is committed to providing our clients with engineered barge design standards to address the changing requirements in our markets. Our new build campaigns will continue to improve the quality of assets for our chartering program.” Conrad Shipyard has an extensive construction portfolio which includes a wide variety of inland and oceangoing barges, featuring multiple tank barges, an LNG bunker barge, and numerous construction, crane and specialty barges. Dan Conrad, Senior Vice President and Director of Conrad Shipyard commented on the valued relationship with McDonough Marine: “We have had a long-standing relationship with McDonough Marine, and we’ve enjoyed working with them over the years,” he said. (Press Release)

ROYSTON’S LATEST ENGINE OVERHAUL JOB A SYMPHONY OF SUCCESS

Marine engineering and propulsion specialist Royston has completed the rapid turnaround of service work on diesel power plant systems on-board a Global Offshore operated offshore support vessel. Drawing on its extensive capabilities and resources, an eight-strong team of Royston engineers undertook the 40,000-hour overhaul of two Bergen B32/40L8ACD main diesel generators onboard the 130m length Global Symphony while the vessel was moored in the Port of Blyth in the UK. The job was completed in a tight 10-day time frame with engineers working around the clock in shifts to strip down both diesel engines, completing repairs and replacement of parts where necessary to the engine bearings, pistons, liners, conrods and cylinder heads. The units were then reassembled and tested for operational performance. Engineers also checked the condition of the turbochargers before sending them to Royston’s specialist test and repair centre in Newcastle upon Tyne, where they were refurbished and rebalanced before being returned to the vessel, with no impact on the overall duration of the job. Ryan Bell, fleet superintendent at Global Marine Group, parent company of Global Offshore, said: “Royston has always provided a good quality service on time but on this occasion, they have certainly gone above and beyond what was expected. Nothing was a problem for

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 them; I will certainly be using them again for any future works.” Shaun Cairns, Royston’s operations manager, said: “The work for Global Offshore shows that we have the flexibility and resources in place to respond extremely rapidly to customers’ needs with a highly skilled and efficient engineering team.” The Global Symphony is a 2011 purpose-built IMR and ROV support vessel, undertaking deep water remote intervention, renewables, construction and survey work. It has an extensive 1,400 sq. m deck capacity and is currently involved in projects in the offshore renewables and power markets. (Press Release)

SCHOTTEL CANADA PARTNERS WITH SEASPAN VANCOUVER DRYDOCK AND MCRAE ELECTRIC TO ENHANCE SERVICE OFFERING

Industry leaders join forces to serve SCHOTTEL’s growing fleet on the West Coast. SCHOTTEL Inc (USA) and SCHOTTEL Canada Inc have entered into a cooperative agreement with two Canadian West Coast marine industry leaders to support the increasing local fleet of SCHOTTEL-propelled vessels. In the agreement, Seaspan Vancouver Drydock, based in North Vancouver, will act as a service and support center while McRae Electric, based in Burnaby, will be electric and controls service provider. Since the establishment of SCHOTTEL Canada Inc in 2016, the number of vessels equipped with SCHOTTEL propulsion systems in the Pacific Northwest area have increased enormously. Among the vessel types are ferries, tugboats, fishing vessels, Coast Guard or Navy vessels. In order to provide the customers with local and even faster and professional support, SCHOTTEL will cooperate with the two well-established companies in the future. Through SCHOTTEL’s service center, customers will obtain the services they require from any or a combination of these two companies. Customers will benefit from their high level of expertise and short service response times. Sylvain Robitaille, Regional Manager, SCHOTTEL Canada Inc.: ‘’Partnering with these two leading companies represents to me our commitment to the Canadian market and how important the after-sales support is to our customers. From shipyards and mechanical services with Vancouver Drydock, to electrical, automation and controls troubleshooting with McRae Electric, we cover it all!’’ Ad Bertens, Director Business Development, Vancouver Drydock: “As a company that is known for quality and outstanding customer service, Vancouver Drydock is very pleased to partner with SCHOTTEL Canada and McRae Electric. This agreement will allow us to better serve our customers and enhance our ability to provide critical repair services for the vessels in the Pacific Northwest.” Nick Folino, President, McRae Electric Ltd.: “We are very excited to partner with SCHOTTEL Canada beside another great partner at Seaspan Vancouver Drydock to provide service support to the West Coast shipowners. This will further aid our team in growing our skill sets while enhancing the services we offer to the marine industry. Congrats to both SCHOTTEL and Seaspan Vancouver Drydock on this partnership!” The entire life cycle process in mind From commissioning to technical support, service packages in emergencies

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 and preventive maintenance to the production of spare parts for older propulsion units – SCHOTTEL customers benefit from in-depth product knowledge and a holistic approach towards keeping a propulsion package performing well over the long term. In addition, tailor-made training courses enable customers to solve any common problems that may arise. (Press Release)

MORSPASLUZHBA IS HOLDING A TENDER FOR THE SUPPLY OF A TUGBOAT

FSBI "Morspasluzhba" holds an open tender in electronic form for the supply of a tugboat. This is stated in the materials of the official website of the Unified Information System in the field of procurement. The initial (maximum) contract price is $ 2 thousand 533.33. The application deadline expires on September 6, 2021. The results will be announced on September 8. Place of delivery of the vessel: the seaport of Petropavlovsk-Kamchatsky. (Source: PortNews)

SWEDEN’S MIDOCEAN ORDERS TWO 23M HYBRID BOATS FOR BALTIC SEA SURVEYS

Swedish company Midocean has placed an order for two new research and survey boats to be built by Kewatec AluBoat of Finland. Ocean Seeker and Ocean Nomad will each have a length of 23 metres, a beam of 6.4 metres, and space for up to six people. Onboard facilities will include a laboratory, a research area, and accommodation spaces. The vessels will be equipped with batteries that are to be utilised for propulsion when the crew are collecting samples. Two SCR- equipped Volvo D13-600 diesel engines will meanwhile be used for sailing at higher speeds. An A-

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021 lift frame, winch, and crane will be mounted on the aft deck to handle the research equipment. The aft deck will also have a weatherproof space with garage door to provide safe working conditions when out at sea. The boats will be delivered to Midocean in June 2022. Once in service, they will be operated in the Baltic, Kattegat, and Skagerrak Seas. Kewatec said the contract value is approximately €6 million (US$7 million). (Source: Baird)

BAS’ SIR RICHARD ATTENBOROUGH AND JAMES CLARK ROSS AT ORSKOV

The British Antarctic Survey (BAS) vessel RSS Sir Richard Attenborough is alongside at the Orskov Yard in Denmark for technical checks and fitting out prior to her first mission to Antarctica. The £200m ship is the BAS’ latest and most modern polar research vessel, with a range of 19,000 nautical miles and an ice breaking capacity of one metre thickness at a speed of three knots. She has accommodation for 60 and can keep the sea for an impressive 60 days. Also alongside at Orskov is the RSS James Clark Ross which was launched by HM The Queen in 1990. During the northern summer the JCR supports NERC research, largely in the Arctic. The ship has an unusually low acoustic signature, allowing the deployment of sensitive acoustic equipment. (Source: Maritime Direct)

NEW BUILDING

• Offshore; Delivery: 06-2024; Flag: Norway; Builder: Vard Vung Tau Vietnam; Owner: Rem Offshore Norway. Notes: VARD 4 19 design. Option one more giving possible total order for two vessels. Also described as accommodation vessel. • Offshore; Delivery: 12-2023; Flag: Norway; Builder: Vard Braila Romania; Owner: Rem Offshore Norway. Length (OA): 85. Beadth: 19. Notes: VARD 4 19 design. Subcontracted from Vard Brattvaag. Option one more giving possible total order for two vessels. • Harbour Tug; Delivery: 07-2022; Flag: Taiwan, Builder: United Sindo Perkasa Indonesia Batam, Owner: Taiwan Coast Guard Taiwan; Name: TIPM NO. 13206. Yard number: H80068. IMO: 9947407. GRT: 477. Length (OA): 35. Depth: 5. Draft: 3.8. Beadth: 10.8. Engine: 2 x Niigata 6L25HX Speed: Medium Builder: Niigata. • Harbour Tug; Delivery: 02-2022; Flag: Russian Federation; Builder: Damen Shipyards Netherlands; Owner: Atomflot Russian Federation; Length (OA): 29.84. Draft: 4.9. Beadth: 10.43. • Harbour Tug; Delivery: 04-2022; Flag: Russian Federation; Builder: Damen Shipyards Netherlands; Owner: Atomflot Russian Federation; Length (OA): 29.84. Draft: 4.9. Beadth:

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10.43. • Harbour Tug; Delivery: 06-2022; Flag: Russian Federation; Builder: Damen Shipyards Netherlands; Owner: Atomflot Russian Federation; Length (OA): 29.84. Draft: 4.9. Beadth: 10.43. • Harbour Tug; Delivery: 10-2022; Flag: Russian Federation; Builder: Damen Shipyards Netherlands; Owner: Atomflot Russian Federation; Length (OA): 29.84. Draft: 4.9. Beadth: 10.43. • Harbour Tug; Delivery: 01-2023; Flag: Russian Federation; Builder: Damen Shipyards Netherlands; Owner: Atomflot Russian Federation; Length (OA): 29.84. Draft: 4.9. Beadth: 10.43.

WEBSITE NEWS

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

• SAAM again chooses SANMAR for Panama • Med Marine launched 120tbp tug built for Kenya Ports Authority • China’s First Fully Electric Tugboat Enters Service • Damen signs with Fairplay Towage for IMO Tier III certified Shoalbuster 2711 • Suez contract extension prompts Svitzer tug order

2. Several updates on the Broker Sales page posted last week (New page on the website. If you are interested to have your sales on the website) (pls contact [email protected])

• SPV “SAKARYA” sale in the Caspian Sea (New) • Offshore Tug for Sale in Bulgaria (New) • Offshore Tug (AHT) for Sale in the UAE • Damen exclusive broker for Herman Sr. B.V. m.v. “Yogi” • Tugboat – MARJAN for sale

Be informed that the mobile telephone number of Towingline is: +31 6 3861 3662 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

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22ND VOLUME, NO. 66 DATED 22 AUGUST 2021

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