10Th Volume, No

14th Volume, No. 34 Dated 16 June 2013 BUYING, SALES, NEW BUILDING, RENAMING AND OTHER TUGS TOWING & OFFSHORE INDUSTRY NEWS

TUGS & TOWING NEWS

RECENT DELIVERY DAMEN ASD 2411 KESTREL

The Damen ASD 2411 Kestrel was recently delivered to her owners Mina Saqr Port Authority; United Arab Emirates. The tug with yard number 512265 was built on the Damen Shipyards Changde; China. She has a length 24.47 mtrs a beam of 11.33 mtrs and a depth at sides of 4.60 mtrs. Her basic functions are Towing and mooring, push pull operations, firefighting. The two Caterpillar 3516C TA HD+/D develops a total output of 4,180 bkW (5,600 bhp). She achieved 68.9 ton bollard pull ahead and 66.4 tons astern. Her speed is 13.1 knots ahead and 12.6 asern. The tug is classed Lloyds Register of Shipping X 100 A1 Tug [X] LMC UMS. (Source: Damen)

S VITZER LYNDHURST AT LEITH

The 1996 built tug Svitzer Lyndhurst (Imo 9129495) from Svitzer Towage Ltd and managed by

Svitzer Marine Ltd. – Middlesbrough; UK, was seen at Leith on 7th June 2013 berthing SAGA Cruises 'Quest for Adventure'. This is her first visit to the port since arriving at Grangemouth, Firth of Forth, on the 17th March 2013 from the TEES /TYNE. She changed stations with Roseberry Cross who had been operating from Grangemouth for the past six years. She was built by McTay Marine Ltd. – Bromborough under number 117 for Alexandra Towing Co. Ltd. and delivered to Howard Smith Towage Ltd. – Southampton as Lyndhurst. In 2001 transferred to Adsteam Towage

1/24 14TH VOLUME, NO. 34 DATED 16 JUNE 2013 and managed by Adsteam UK – Hull stationed at Southampton. In 2006 renamed Adsteam Lyndhurst. In the same year 2006 taken over by A.P.Moller for Svitzer. In 2007 Adsteam UK Ltd became Svitser Eastaland Ltd.;UK. In 2007 to Svitzer Towage Ltd. ad anaged by Svitzer Marine in 2009 renamed Svitzer Lyndhurst. She has a length of 30.00 mtrs a beam of 11.60 mtrs and a draft of 3.40 mtrs. The two Ruston-Paxman 6RK270M develops a total output of 2,954 kW (4,016 bhp). She has a speed of 12.5 knots and a bollard pull of 43 tonnes. (Source & Photo: Iain McGeachy)

NAMPORT 3 AND TUG FAIRPLAY 33 SIT OUT BAD WEATHER

In her last position received the tug Fairplay 33 and her tow, the new Walvis Bay floating dock Namport 3, were sitting out the bad weather around the Cape of Good Hope (aka Cape of Storms) and were at sea in the southern Mozambique Channel, east of Maputo Bay. The likely ETA for Walvis Bay could be pushing past 15 June, possibly up to several days later at least. (Source: Ports & Ship Marine News)

ROSARIO

Last week was seen the 1962 built Canadian tugboat Rosario inbound to Vancouver harbour on June 2nd, 2013. The tug was built by John Mainly Ltd. – New Westminster – Canada as Rosario Straits. According Towingline’s information the tug is owned by Gisbourne Marine Services Ltd. – Surrey; Canada and renamed Rosario. She has a length of 18.50 mtrs a beam of 6.00 mtrs and a draft of 2.53 mtrs. The engine has an output of 600 bhp and her speed is 10 knots. (Photo: Robert Etchell)

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FIRST TOW FOR MULTRATUG 20

Direct after the delivery of the Multraship 20 the vessel was committed to tow last Saturday 8th June the barge H-332 from Rotterdam to Antwerpen. At the location Merwehaven; Rotterdam the barge was taken over from the En Avant 1. During the river transport the stern tug was the Shadow. Kotug’s SD Salvor acting as stand-by tug during the seatransport till Westkappel after the SD Salvor was released by the Multratug 9. The Multratug 9 was released at the Flushing roads by the Multratug 15. (Source & Photo: Richard Wisse)

SMIT PATAXO DELIVERED

The new Robert Allan design RA2500 Bollard Pull 50 tons BP tug Smit Pataxo, (Imo: 9668659) built by Keppel Singmarine Brasil Ltda Navegantes. is delivered to Smit Rebras on the 10th of June. The Smit Pataxo is the first in a series of six delivered to Smit_Rebras. Named Smit Pataxo; Smit Pareci; Smit Panara; Smit Payaku; Smit Paiter and Smit Piraha. The tugs have a length of 24.40 mtrs a beam of 10.25 mtrs and a draft of 4.50 mtrs. The two Caterpillar 3512C HD main engines develops a total output of 2,760 kW (3,700 hp) to Azimuth Stern Drive Schottel SRP1012FP. They have a grt of 271 tonnes and a dwt of 82 tonnes. The tugs are classed American Bureau of Shipping with notation ✣A1 “Towing Service” ✣AMS (Photo: Bram de Feyter)

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$11M TUG FIRST STEP IN PORT OTAGO SPENDING The first phase of $100 million of infrastructure spending by Port Otago was announced yesterday the 5th June. A contract has been signed for a new $11 million tug, plus two container straddle crane orders worth $2.5 million. Port Otago is fully consented to begin its channel-deepening programme, between Port Chalmers and Taiaroa Head, and will by November be making a decision as to what extent dredging may be undertaken. During the past decade, Port Otago had spent about $90 million on infrastructure, largely on a new tug and two Chinese-made container cranes. During that period, 100% owner the Otago Regional Council was paid almost $80 million in dividends. Port Otago chief executive, Geoff Plunket, said yesterday the company was embarking on the ''first phase'' of about $100 million of infrastructure spending during the next decade, much of it aligned with its ''new generation'' dredging programmes for bigger ships. ''There's the new tug, the channel- deepening project, then over more than 10 years there's warehousing and some developments in Dunedin,'' Mr Plunket said. The ''immediate spend'', of a total $14 million, on the tug and straddle cranes, included about $400,000 for a scientific study into the dredging project. ''Once that study is completed, by about the end of November, a decision can be made on dredging,'' Mr Plunket said. One of the new Damen Group tugs, to be built in Vietnam for Port Otago. The contract for the new tug was signed with Netherlands-based Damen Group representatives yesterday, at Port Otago. Damen will have the tug built in a Vietnamese boatyard in Da Nang, to be completed by next June for its 30-day delivery voyage to Port Chalmers, by July or August next year. The 250-tonne tug, which will be the 63rd of its type made, is slightly larger than the 10-year-old Otago. It will be 24m long and 11.2m wide, and have a bollard pull of 68 tonnes, as opposed to the Otago's 56-tonne pull. Port Otago chief pilot, Capt Hugh Marshall, said pilots would appreciate the more powerful tug as a ''better tool'' for manoeuvering large container ships around the harbour. ''As ship sizes get bigger and bigger, the extra power will be appreciated,'' he said. The vessel, operated by two staff, was popular in New Zealand and Australia, he said. Maersk, Port Otago's largest container ship customer, has made some recent changes to its Southern Star shipping schedule. Some larger vessels with a capacity of up to more than 4000 containers will visit the port. The tug Otago was delivered a decade ago from a Whangarei yard, at a cost of about $8.5 million. The port company's near 40-year old tugs, Rangi and Karetai, will be put up for sale, Mr Plunket said. The two Kalmar cranes can straddle three stacked containers while carrying one. They will bring Port Otago's complement to six of that size. The Port operates 15 straddles in all. The new Kalmars will switch from diesel to diesel/electric power, and will be delivered by the end of the year, for assembly and commissioning. (Source : Otago Daily Times)

PAINTING SMITWIJS SINGAPORE FOR HER LAST CAPTAIN A few months ago I've painted the Smitwijs Singapore on behalf of Captain Kees Pronk. I know Kees from his first trip we have made together in 1971 when he was a tow rider on a rig that was under tow by the tug Poolzee, I was A.B by then. Kees as well as the Poolzee were making there maiden voyage for Smit International. We have met each other a few times after that on some other trips. We lost contact after I left Smit in 1978. A few years ago we met each other again, and a lot of old

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14TH VOLUME, NO. 34 DATED 16 JUNE 2013 stories were told of course. Also Kees saw a few of the paintings I've made, and I promised to make one for him. We decided that the painting should be the SmitWijs Singapore. Kees made the maiden voyage as a Chief Officer and a lot of times as Captain on the SmitWijs Singapore. He was the last Smit International Captain who sailed the SmitWijs Singapore under that name before she was sold to Svitzer, and was renamed Singapore. A few months ago he sailed on Svitzers Singapore, towing a barge from Honolulu to Galveston where the Singapore was sold, and renamed Global Succes I. Last week I handed over the painting I've made on Kees request. I hope that Kees will enjoy the painting of "his" ship for many years to come. All the best sailor. The oil painting is on made on cotton and is 50 x 60 cm (Source & Painting by Ron Beekhuijsen)

SLOYNE AN OLDIE

The Sloyne was built in August 1928 J. Crichton & Co Ltd - Saltney, Chester; GBR under number 456 and delivered in October 1928 to Alexandra Towing Co Ltd – Liverpool; GBR. Most of her career she was stationed at Southampton. In March 1941 her wheelhouse was blown away in the Gladstone Dock during a German air attack on Liverpool. On the 14th April 1947 she assisted on the salvation of the grounded 'Queen Elisabeth. In 1966 sold to Charles Brand & Co – Belfast; GBR and renamed Lavinia. In 1969 broken up by Haulbowline Industries Ltd - Passage West, Cork. She has a length of 34.67 mtrs a beam of 8.23 mtrs and a draft of 3.90 mtrs. The Tripole Expansion Engine was from Earle’s Co. Ltd. – Hull, coal fired and developed a 900 ihp. Her speed was 11 knots. (Photo: Teun van der Zee)

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GEPKE TOWED FLOATING SWIMMING POOL

Last week Eerland Shiprepair B.V. Rotterdam delivered and towed by the Gepke, a floating swimming pool at Heijplaat. The floating training center of KNRM was sailed from Eerland Shiprepair to Heijplaat. This unique training center is equipped with a complete swim water filtration unit which has all the facilities, such as climbing net, rope ladder and heli hoist, for the training of specific groups within the maritime and offshore industry. Waves of over 1 meter high can be generated and wind, rain and darkness can be created. Additionally, a practice helicopter is installed from which HUET escape training under water can be exercised. The pool will be used by STC-KNRM for safety- and survival training and will be put into use end of this month. (Source: Clipping News)

ARAFURA SEA DELTA RIDING HIGH

The Damen 2004 built Shoalbuster 2609 Arafura Sea Delta (Imo 9295646) was seen at sea off Mackay Queensland. The shoalbuster was launched and completed by Damen Shipyards Hardinxveld BV - Hardinxveld-Giessendam; Netherlands under yard number 1555 as DMS Toucan. Delivered to Viegers & Zoon vof – Andijk; Netherlands and renamed Camperduin. In 2007 sold to Sea Contractors BV – Vlissingen and in service of van Oord ACZ Rocktransport. In 2008 sold to Sleepboot Camperduijn Vof – Marken; Netherlands. In 2010 sold to Seacontractors BV – Vlissingen and renamed Sea Delta.. Now she is owned by Northern Territory Workboats of Darwin . (Photo: Ian Edwards - www.shiphoto.com.au (c))

NEW TUG COMING NEXT YEAR

THE deal for Eastland Port’s new $10 million tug has been signed. The new tug will be made by Damen Shipyards and will be known as The Waimata. It replaces the 36-year-old tug Turihaua. The name was chosen after consultation with Ngati Oneone and because it fits well with the rest of the port’s geographically-noted vessels. It will be built in Vietnam and is expected to be completed and delivered by August next year. The Waimata will be a much stronger tug, with a bollard pull of 65 tonnes and displacing 400 tonnes compared to 14 tonnes and 100 tonnes displacement. Eastland Port

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14TH VOLUME, NO. 34 DATED 16 JUNE 2013 marine manager Charlie Jamieson says the past few years have seen a huge increase in ship size, particularly logging vessels coming into the port. “Six or so years ago we were getting the 160m to 170m vessels with a beam of 27.5m and dead weight of around 28,000 tonnes,” he says. “Now we are getting vessels that are 190m long, with a beam of 32.5m and a dead weight of 36,000 tonnes — and that’s unloaded. With a full load, they are over 50,000 tonnes. That’s a dramatic increase for little extra size.” The extra bollard pull of The Waimata offered the port and its workers a greater safety margin for handling these vessels in what is considered to be a very restricted area. Eastland Group chief executive Matt Todd said it was an important investment not just for the port, but the wider region. “It underscores our willingness and commitment to invest and improve in the operating, efficiency and safety of the port,” he said. “This is an important asset for the port, forestry and region.” (Source : Gisborne Herald)

CHARLENE HUNT AND KIRSTEN GRACE

The 1880 bhp tug Kirsten Grace (ex Marquita-93, Boo Cenac -89) sailed from St.John's June 7 towing the beleaguered tug Charlene Hunt bound south, presumably for Boston. Charlene Hunt had been detained in St.John's since losing her tow Lyubov Orlova. The defects found by Transport Canada were apparently serious enough that the tug could not sail again on her own. (How she was allowed to sail with a tow is a big question-still unanswered). Kirsten Grace was built in 1981 by the Cenac Shipyard in the deep south, and is a typical clean lined southern US tug. My only photo was taken when she had her odd original name and colour scheme. Recent photos on line show her with all white superstructure, blue trim and spray bulwark and blue funnel. A white "D" on her funnel originally denoted Dana Marine, but current owners are listed as Hansen-Dreijer Marine Enterprises Inc of Theodore, AB. The tug has worked off and on in the Boston area for many years, but has been all over the US east coast. I think this is the first time she has ventured this far north however. As she is now heading into a tropical storm as it heads for Newfoundland, I hope she is well battened down and wish them all a safe trip. (Source & Photo: Mac Mackay-tugfax)

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SVITZER CANADA - MORE CHANGES TO COME

I hear that Svitzer Canada Ltd's contract with the Iron Ore Company of Canada in Sept-Iles will not be renewed and that the two tugs stationed there will be sold. It will probably come as no surprise when we the name of the new owners becomes official. (Hint: they have made other purchases of former Svitzer/Ectugs - in fact almost all former Ectugs). When the port of Sept-Iles began to ship Labrador iron ore in the early 1950s, it was a very different era. Two factors determined how the ore was carried. First and foremost, there was no St. Lawrence Seaway. Therefore iron ore destined for the Great Lakes was transported by deep sea bulk carriers to Contrecouer, QC and trans-loaded into canallers for the trip to Hamilton. That changed by the late 1950s and when the Seaway opened transhipment was no longer needed, and Lakers could load at Sept-Iles and sail directly to steel mills on the lakes. The trade remained seasonal, but the size of ships increased dramatically to 730 foot Lakers, displacing the ocean going bulk carriers. The second factor was the increasing size of ships and the development of specialized bulk carriers. At first most of the Labrador iron ore was exported overseas, and oceangoing bulk carriers grew and grew in size as the 1950s became the 1960s, and Sept-Iles became a year round port for ice strengthened ships. The Foundation Company of Canada's tug operation, Foundation Maritime was involved with Sept- Iles from the early days in in 1956 and 1958 they built two tugs to service the port, seasonally. In 1961 a third tug arrived in 1961 to serve Baie-Comeau and Sept-Iles as needed. Remarkably all three of those tugs are still in service: Foundation Victor (1956) now McNally's Jerry Newberry, laid up and for sale at Port Hawksbury; Foundation Valour (1958) now Point Valour and in active service for Thunder Bay Tug Services in Thunder Bay, ON, and Foundation Vibert (1961) now McKeil's Florence M., and also very much operational. The tugs were built with a three tier deckhouse to give skippers a better view over the deck of large ships. This distinctive feature made those three tugs unique in their day. As winter navigation became a reality by the 1970s more powerful icebreaking tugs were necessary and two new tugs were ordered for Sept-Iles from Collingwoood Shipbuilding. The tugs were contracted to the Iron Ore Company of Canada, although they were free to do other work if not needed by IOC. Foundation Maritime had sold out to MIL Tug, but the company was on the market. Smit + Cory International had arrived in Canada to operate tugs at Point Tupper and Come-by-Chance, NL and they formed Eastern Canada Towing (ECTUG). So it was Ectug that took delivery of Pointe aux Basques in 1972 and Pointe Marguerite in 1973. At 4,300 bhp from two 12 cylinder GMs driving twin controllable pitch, open screws and with icebreaking hulls, they were the most powerful tugs in Eastern Canada. [As an aside, it is interesting that nearby Quebec Cartier Mining in Port Cartier, acquired new tugs at the same time. Now Arcelormittal, they are still operating Brochu and Vachon, both 3,600 bhp Voith-Schneiders. They are sisters in all but funnel design to Pointe-

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Comeau, operated by Svitzer in Baie-Comeau]. A tragic accident on November 14, 1978 saw Pointe Marguerite crushed between the Laker Algobay and the Italian bulker Cielo Blanco (88,785 deadweight tons). The tug sank immediately and two men were lost. Ectug ordered a replacement from Collingwood, and it was built to essentially the same design. Delivered in 1980 it was named Pointe Sept-Iles. It was christened by no less than Mila Mulroney wife of the then President of the IOC (and later Prime Minister of Canada, Brian Mulroney.) The tugs have a made a few notable salvage tows through ice in the Gulf and on to Halifax, but they have generally remained in the Sept-Iles area. In the 1970s they came to Halifax for drydocking, but in more recent years at Verreault's shipyard in Méchins. Now it seems that the tugs (which are getting very old in the tooth) will be sold and Svitzer Canada will no longer be represented in Sept-Iles. Groupe Océan has had new 5,000 bhp ice class tugs in Sept-Iles for two years handling the ships at Pointe-Noire and the transhipment to larger bulkers in the bay, and will now have the port to themselves. Most Lakers loading iron ore do not need tugs, since they are equipped with thrusters, and ASD tugs have become the world standard for harbour work -able to push and pull with equal power, and twin screw tugs are now relegated to line haul work. The new owners do a lot of that kind of work, so the tugs should have many more years of service. (Source & Photo: Mac Mackay-tugfax)

PRESIDENT OF LOUISIANA TOWBOAT COMPANY FACES 5 YEARS IN PRISON

The president of a Louisiana towing company pleaded guilty today, June 10, to using his personal and business accounts to fund campaign contribution checks in the names of others in support of two candidates for the U.S. Senate, Acting Assistant Attorney General Mythili Raman of the Justice Department’s Criminal Division and U.S. Attorney Dana Boente announced. Arlen “Benny” Cenac Jr., 57, a resident of Houma, La., and the president and owner of Cenac Towing, pleaded guilty today to making false statements to the Federal Elections Commission (FEC). He faces a maximum penalty of five years in prison when he is sentenced on Sept. 5, 2013, before U.S. District Judge Carl Barbier. “Today’s plea marks the second campaign finance conviction in a week and is one of many such cases brought throughout the nation,” said Acting Assistant Attorney General Raman. “Mr. Cenac’s crime undermined the cornerstones of campaign finance laws, and his conviction demonstrates our resolve to hold accountable anyone who corrupts our electoral process.” “Mr. Cenac, in an effort to increase his political contributions, structured his financial transactions and created false documents,” said U.S. Attorney Boente. “This prosecution should serve as a warning to people who attempt to hide their identity and make contributions in excess of legal limits.” According to the plea documents, Cenac obtained cashier’s checks using his personal and corporate funds in names of individuals other than himself, including people he knew professionally, personally, or through family relations. Cenac neither sought nor obtained the permission of the individuals he listed as

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14TH VOLUME, NO. 34 DATED 16 JUNE 2013 remitters on the cashier’s checks. He then submitted the checks as campaign contributions to the campaigns of two U.S. Senate candidates, causing the campaigns to submit materially false information regarding the source and the amount of the contributions to the FEC. The case was investigated by the FBI’s New Orleans Division. Trial Attorney Tracee Plowell of the Public Integrity Section and Assistant U.S. Attorney Daniel Friel of the Eastern District of Louisiana are prosecuting the case on behalf of the United States. (Source: USDOJ).

TUG SANK WHILE ASSISTING CRUISE SHIP IN KIRKENES

The "North Tug" capsized and sank in Kirkenes on a water depth of 60--70 m while assisting the cruise ship "Ocean Princess" on June 10, 2013, at 6.15 p.m. The Østfinnmark police was notified of the accident by the Rescue Coordination Centre and all emergency services were dispatched to the location. The crew of two was picked up quickly from the water by some boats in the area, among them the intelligence ship "Marjata" and the Pilot boat 115, and was questioned by the police in Kirkenes. Reason for tug sinking unclear The reason why the "North Tug" capsized while assisting the cruise ship "Ocean Princess" in the port of Kirkenes was yet unclear, and the police was working to determine why the tug sank. They investigated whether there were human error or flaws. On June 11 there were no visible traces of the drama in the port of Kirkenes. If the vessel poses a risk to the security in the fairway, it must be removed the vessel but as it is resting 60 to 70 meters deep, and about 150-200 meters outside the municipality's deepwater harbor this remained to be doubted. (Source: Vesseltracker)

ITC MELTEMI TOWING SPLITBARGES

The 2009 built Dutch flag and owned tug ITC Meltemi towing the 1977 built Finish flag and owned split hopper barges Jupiter and Uranus was seen entering Grand Harbour, Malta on Tuesday 11th June, 2013 for bunkers/provisions underway to Sochi, Russia from Helsinki, Finland. (Source: Capt. Lawrence Dalli - www.maltashipphotos.com)

COMMENT ON CARNEY’S ISSUE 32

I have my doubts of the Trover having been owned by L. Barber in the period suggested. She was at Southampton in 1970, still in Britannia colours. I suspect that she could have been owned by Mr. Larner before she was acquired by Britannia in 1965. Britannia, of course, was acquired by Alexandra, but none of the tugs were re-named. (Source: Lawrence Amboldt)

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HISTORICAL TUG OF THE WEEK

TUG SS FORCEFUL

SS Forceful launched on November 20, 1925 at Alexander Stephen & Sons, Ltd., Glasgow, Scotland. Departed Glasgow on her delivery voyage December 21, 1925, arriving in Brisbane on March 7, 1926. Some ocean towing and rescuing stranded and crippled vessels on the Queensland coast varied her river tows and harbor berthing routine of 40 years. Chartered by the British government for Middle East service, Forceful was transiting Fremantle in January 1942 when the Australian Government withdrew approval. Commissioned the next month, HMAS Forceful worked around Fremantle until sailing for Darwin in October. More port work and lighter tows to Thursday Island and Merauke, New Guinea, followed. On 4 November she rescued the crew of a U.S. B-26 which crashed off Bathurst Island. In August 1943 she towed a landing ship which had its stern blown off to Brisbane. There she was paid off in October 1943, and returned to commercial service. In 1964, SS Forceful became the last coal-burning tug on the Brisbane River. Her towing career ended in September 1970. She was presented to the Queensland Maritime Museum in June 1971. With hard work by Museum volunteers she made a trial run in August 1971. She continues to be maintained by the volunteers. Frequent public and charter steamings each year took thousands down the river to Moreton Bay. At present Forceful is laid up. (Source: Historic Naval Ships Association)

ACCIDENTS – SALVAGE NEWS

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PLATFORM N.2 INSTALLED FOR PARBUCKLING COSTA CONCORDIA In the last few days on Giglio island platform n° 2 has been installed. It is the fifth of 6 subsea platforms that will provide a safe supporting structure for the wreck after it is rotated into a vertical position (“parbuckling”, as this is known). The platform, which was built at the Rosetti shipyard in Marina di Ravenna, weighs about 1,000 tons, measures 40m and is 22m in height and is supported by 5 big pillars (almost 2m in diameter) secured to the granite seabed about 10m deep. Work continues relentlessly 24 hours a day, seven days a week. Currently, there are 25 vessels and 460 workers working on site. (Source: The Parbuckling Project)

GREAT LAKES SHIPWRECK FOUND 100 YEARS AFTER SINKING

Almost 100 years after the Henry B. Smith freighter sunk during a storm in Lake Superior, a group of shipwreck hunters believes it has found the ship. It also appears that much of it is largely intact. According to the Associated Press, the wreck was discovered last month in about 535 feet of water off the shore of Marquette, Michigan. The name of the ship has not yet been confirmed, but all signs indicate it's the Henry B. Smith. The shipwreck is sitting in the middle of a spilled iron ore cargo. Details on exactly how this group found the wreck remains unclear, as they hope to use the same method to find other wrecks. They used a culmination of instincts, research and data to pinpoint a specific search area – leading them to the shipwreck just 20 minutes after dropping a sonar unit into the water. An underwater camera captured detail in videos and photos to convince the group that they found the Smith. The vessel seems to be broken down the middle, with the stern more damaged than the front. The crew will return to the wreck site in coming months to hopefully piece together the freighter’s fatal accident. The SS Henry B. Smith was a steel-hulled, propeller-driven lake freighter built in 1906 by the American Ship Building Company. The ship foundered and was lost on November 10, 1913, in Lake Superior during the Great Lakes Storm of 1913 near Marquette, Michigan. She was carrying a load of iron ore at the time of her sinking. There were no survivors from the crew of 25. (Source: Marex)

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OFFSHORE NEWS

HORNBECK’S NEW OSV COMPLETES SEA TRIALS

Eastern Shipbuilding Group, Inc. is wrapping up the Regulatory and Owner sea trials for Hornbeck Offshore’s newest vessel, the HOS Red Dawn, in preparation for its delivery. The HOS Red Dawn is the first in the series of ten new Offshore Supply Vessels under construction at Eastern. The photograph was taken during sea trials offshore of Panama City Beach, Florida on Saturday June 1, 2013 and clearly shows the FIFI I system in full operation. (Source: Offshore Energy Today)

View the youtube film of the Alphabridge for tugboats on http://www.youtube.com/watch?v=hQi6hFDcHW4&feature=plcp

‘CONCORDIA BABY’ TO SEE MOTHER(SHIP) FOR THE FIRST TIME

Concordia Baby, the latest vessel to be completed by specialist workboat builder Alnmaritec, is heading to the Falkland Islands to be installed onto the mother ship M/V Concordia Bay. Operated by Workboat Services Ltd, MV Concordia Bay provides a vital service as a passenger and cargo ferry within the archipelago. A landing craft measuring 45.5m she is able to lower her bow ramp on suitable beaches, however many of the islands are difficult to reach and therefore there is a requirement for a smaller craft, as local Manager Adam Cockwell explained, “delivering goods, supplies and passengers to all of the islands is a real challenge for us and in some cases can only be achieved with a smaller craft than MV Concordia Bay. We were looking for a vessel with a very specific set of design criteria which we found could not be met with an off the shelf product.”

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Having approached the market Workboat Services Ltd engaged with Alnmaritec to provide a custom design based on the popular Wave Supplier class. It was this customisation which proved to be a key factor in the selection of Alnmaritec for the project. “We looked at a number of suppliers but chose Alnmaritec due to the excellent reputation the company has, their experience, and the confidence we had that they would be able to provide us a design solution to meet our needs. We had to ensure that we achieved the highest possible payload whilst keeping the overall weight and size to a minimum - Alnmaritec were able to provide that“, said Mr Cockwell. Alnmaritec Managing Director Chris Millman added, “the design requirements were a challenge but what we’ve produced is a very robustly built landing craft, able to cope with the rigours of coastal operations. She is fitted with powerful engines and stern drives giving her good speed and exceptional manoeuvrability for operations in this part of the world” As well as those characteristics the boat also boasts a substantial loading ramp at the front end of the deck which is specifically designed to load off a beach or slipway and she can carry diverse payloads ranging from a Land Rover or small JCB through to a herd of sheep. (Press Release Alnmaritec)

RINA APPROVES NEW OSV RULES AND ENVIRONMENT NOTATIONS

International classification society RINA has launched new rules for Offshore Support Vessels, new environmental notations covering cargo handling and transhipment operations. All these initiatives were approved at a meeting of RINA’s technical committee held in Genoa this week. OSV Rules The free-standing and user-friendly Offshore Support Vessels (OSV) Rules have been developed in response to requests from shipyards and operators. Ships complying with the new rules are assigned the Service Notation Offshore Support Vessel followed by at least one of the following service features defining the specialised service: Supply for OSVs specially intended to provide facilities and assistance for the performance of offshore activities. Tug for OSVs specially equipped for towing. Salvage Tug for OSVs specially equipped for towing having specific equipment for salvage. Escort Tug for OSVs specially equipped for towing and having specific equipment for escorting ships or other units during navigation. Fire-Fighting for OSVs specially intended and equipped for fighting fire. Oil Recovery for OSVs specially equipped with fixed installations and/or mobile equipment for the removal of oil from the sea surface and its retention on board, carriage and subsequent unloading. Diving Support for OSVs equipped to support diving operations, which are provided with a diving system. Cable Laying for OSVs specially equipped for the carriage and/or laying, hauling and repair of submarine cables. Pipe Laying for OSVs specially equipped for the carriage and/or laying, hauling and repair of submarine pipes. In addition, in order to better describe the specific technical capabilities, equipment and arrangements, RINA has established a number of additional service features and additional class notations that may be assigned to an OSV, such as anchor handling and dynamic positioning. Environmental Notations RINA has introduced new requirements for the certification and the evaluation of the environmental impact of dry cargo handling systems. These respond to demands from transhipment and bulk port operators in sensitive areas which wish to demonstrate environmental responsibility and high standards of minimising airborne pollution from cargo handling. The following two new additional class notations may be granted: GC Cargo Handling (Green and certified cargo handling systems): To ships provided with systems for handling solid bulk cargo which may be source of sea or air pollution (e.g. those handling coal, iron ore, sulphur, etc,), designed, tested and installed according to Part F Ch 7 Sec 6 to minimize their environmental impact. Green Plus T: To transhipment units: - intended to operate at a fixed location. - complying with the provisions for the assignment of the GREEN PLUS notation and. - complying with the provisions for the assignment of the GC CARGO HANDLING (Green and certified cargo handling systems) notation. (Source: Merlinco)

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BOURBON OCEANTEAM 101

The 2007 built Norwegian specialist subsea services support ship Bourbon Oceanteam 101 (8,575-gt,) which arrived in Cape Town harbour this week for drydock. The ship is equipped with twin redundant deep AHC water cranes. (Photo: Aad Noorland)

ALAM MARITIM SECURES CONTRACT FOR ANCHOR HANDLER

Malaysia’s Alam Maritim Resources Berhad has received a contract from “an established oil and gas company” for the provision of one anchor handling tug supply vessel. The 5-year contract is expected to start in the second half this year. The client will have an option to extend the contract for another two years. The contract value is up to RM71.54 million (USD 23.1 mln) including the optional period.

ULSTEIN’S CSV POLAR ONYX LAUNCHED

The hull of the offshore construction and well intervention vessel “Polar Onyx”, built by the order from Norwegian company Ulstein Hull AS, has been launched at Shipyard Zaliv on May 31, 2013. The hull is currently moored alongside the outfitting berth of the Ukraine-based yard and is waiting to be towed to Norway to the place of final completion. The high-capacity vessel is designed for operations in harsh conditions and deep waters, with a length of 130 meters and a 25 meter

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14TH VOLUME, NO. 34 DATED 16 JUNE 2013 beam. The vessel is built to the highest standard for dynamic positioning, DP2+, and is equipped with a 250t AHC offshore crane. It is also equipped with a 275t Vertical Lay System above a moonpool which is capable of installing flexible pipe and umbilicals to 3,000m water depth. The vessel has recently been chartered to Ceona Services (UK) for a period of 5 years and it will start working for Ceona immediately upon delivery from Ulstein Verft in the first quarter of 2014. In total, during the six years of cooperation between Zaliv and Ulstein Hull AS, fourteen vessels have been built for work in the oil and gas industry. (Source: Offshore Energy Today)

DOLPHIN AWARDED NORTH SEA 3D SEISMIC CONTRACT

Dolphin Geophysical has secured a 3D contract award from an undisclosed client for work in the North Sea. The survey will be acquired by the high capacity 3D vessel M/V Polar Duke, commencing in August for the duration of approximately five weeks. "We now have a full backlog for the Summer Season", says Håvard Åsli, Regional Marketing and Sales Manager for North Europe, "with all of our vessels working in the North Sea region and busy into Q4". Norway's Dolphin Group ASA is the parent company of Dolphin Geophysical AS, a global full-range, asset light supplier of marine geophysical services. Dolphin operates a fleet of new generation, high capacity seismic vessels and offers contract seismic surveys, Multi-Client projects and processing services on a worldwide basis. (Source: MarineLink)

JAYA HOLDINGS SELLS SECOND AHTS TO ATLANTIC TOWING

Leading offshore energy services provider, Jaya Holdings Limited, announced it has reached an agreement to sell a second new state-of-the-art anchor handling tug supply vessel Jaya Sovereign to Canadian buyers, Atlantic Towing Limited. The vessel’s delivery is expected by the end of 2013. The Jaya Sovereign is a sister ship of the Jaya Supreme (Photo) which was delivered to Atlantic Towing in November of last year. Both vessels are among the most sophisticated anchor handlers ever built at a Singapore shipyard. In announcing the sale today, Jaya said Atlantic Towing’s decision to acquire the sister ship was due to the high quality performance of the Jaya Supreme (renamed the Atlantic Kestrel) since the company took delivery of the vessel as well as the on-going demand for higher Ice Class vessels for work in Arctic waters. Atlantic Towing Vice President Wayne Power said: “We have been very pleased with all aspects of the performance of the Atlantic Kestrel since it’s delivery including the vessel specification, operation and the workmanship. We are sure the acquisition of the Atlantic Merlin (Jaya Sovereign) will prove to be just as successful and we look forward to receiving and operating another excellent vessel.” Jaya Holdings Chief Executive Officer, Venkatraman Shesheshayee said,

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“The sale of the Jaya Sovereign underlines our ability to deliver high quality vessels to customers at prices which reflect value as well as our unstinting focus on high quality workmanship. This is a repeat order for a vessel which is among the most sophisticated ever built for the offshore sector here in Singapore. “The sale of Jaya Sovereign again shows that Jaya leads the field in building this kind of high value, high specification vessel at prices which our customers find attractive.” He added that huge interest in Arctic Sea drilling means demand for “Jaya Sovereign” type vessels was rising. A recent licensing of 35 million acres of Russian Arctic to a Russian and international joint venture meant drilling was anticipated annually through to 2020 on a seasonal basis. Leading international oil companies are planning programmes off Greenland in 2014 and 2015 as well, he said. “Jaya is one of few shipbuilders in Asia to have built ice class anchor handlers and is happy to take new building orders from interested owners looking to capitalise on the surge in drilling activity,” he noted. Jaya Sovereign’s main engines deliver more than 16,000 bhp power output with a continuous bollard pull of over 200 metric tons. The vessel is being built to Wärtsilä’s exacting VS4622 design, with Clean Design notation from DNV that limits air emissions and sea pollution and a green passport to enhance future recyclability. For emergency oil spill response purposes, the vessel features oil recovery tanks. Jaya Sovereign is manoeuvrable, its 22-metre beam giving excellent stability even in the rough seas of the North Atlantic winter. Built with Dynpos-AUTR Dynamic Positioning (Class 2), the ship is fitted with two bow thrusters and two in the stern, 19-ton and 13-ton thrust apiece respectively. The vessel bridge is designed for Naut-OSV (A) notation, significantly enhancing navigation and communication capabilities. For work in areas close to the Arctic Circle, the vessel has DNV’s Ice-1A class notation, applicable for ships operating in broken channels made by breakers in first-year ice or in open waters with small floes. She is built to Comf-V(3) class, which keeps noise and vibration levels within strict parameters. Comfort Class is typically found on passenger ships rather than OSVs, demonstrating strong commitment to the welfare of its crew complement, up to 45, it said. The vessel is fitted with a 400 tonne line-pull Brattvaag anchor handling and towing winch. It has additional spooling capacity for deepwater work, twin sets of shark’s jaws, towing pins, and two remote control travelling cranes. (Source: Atlantic Towing)

NEWBUILDS READY FOR ”SOFTICE”

Esvagt’s two latest C-type ERRV’s are also able to work in cold areas and the next two will have good winter properties as well. Since 2007 Esvagt has received 11 new Vessels from ASL shipyard, and one has just been delivered ex-yard Singapore and is expected to arrive At Esbjerg mid-June. The vessels are specifically built to perform Emergency Rescue and Response duties, and the two latest new vessels are basically sister vessels to the other C-type vessels. However, they are even

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more fuel saving having an extra and smaller generator set installed which is used especially when the vessel is standby in the field. The vessel is furthermore equipped with larger dispersant tank capacity in order to be approved and act as a ‘’dispersant vessel’’ according to the latest Norwegian NOFO 2009 regulations. Apart from the above, the vessels differentiate by having good cold climate properties, says Ib Hansen, Chief Commercial Officer in ESVAGT. We have chosen to have them delivered with winterization and de-ice class. That means that there is heating in working areas, foredeck and emergency escape routes, and both cranes and other equipment are fitted to match the cold. In addition, other measures are taken to enable us to work in areas where there is a risk of ice accretion, he says. Keeping the balance. The vessels are not ice breakers but can match ice in the water to a smaller extent – ‘’soft ice’’, as Ib Hansen expresses it. However, the challenge from ice above the waterline is in reality bigger. - We work more and more in arctic regions and here the primary risk is ice accretion. There are examples of fishing vessels that have capsized due to the weight of the ice when ice-bound, which will threaten the stability of the vessel. By winterization you ensure that spray water does not stick to the hull, deck and masts thus displacing the balance of the vessel, he says. The vessels are not yet in charter, but we are confident that they will be. - Vessels of this type are flexible and fit in well to for example the Norwegian market where they have a size, function and price which make them attractive, says Ib Hansen. ESVAGT has another two C-type vessels on their way from ASL Shipyard, and they are expected to arrive in the North Sea in the spring and early summer 2014. These two vessels will be delivered from the yard with de-ice class as well. (Source: Esvagt)

WINDFARM NEWS

IMPRESSIVE STATS FOR ISLAND TIGER AND ISLAND PANTHER

In order to verify the fact that its Offshore Windfarm Crew Transfer Vessels were among the best in the business, Island Shipping decided to look back through the transfer logs. While operating for 20 months on Sheringham Shoal Offshore Windfarm, the Island Tiger and Island Panther carried out 37,205 logged personnel transfers. At the peak of activity, in July 2012, the Island Panther carried out 2,152 logged personnel transfers during the month. Island Shipping congratulates to all of its personnel, who worked tirelessly to ensure the company is right up there with the best. (Press Release)

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VOITH DRIVES X-BOW MOXIE AT EUROPORT 2013

Voith Schneider propellers will feature onboard ‘Siem Moxie’, an infield support vessel (ISV) to be put into operation in spring 2014. She is the first work boat with the Ulstein-designed X-BOW to be fitted with Voith Schneider Propellers (VSP). Designed for specific tasks in wind farms in the North Sea as well as in the Atlantic, the work boat with a length of • 74 m and a beam of 17 m will be fitted with two •electronically controlled VSP of the size 28R5 ECS/234-2. The Europort exhibitor says that these have a propulsion power of 1,850 kW each and will be arranged in the stern and will also be used for active roll •stabilization as well as for dynamic positioning (DP class 2) (Source: Europort 2013 Update – May)

SEAJACKS ENTERS CONTRACT FOR LARGEST OW INSTALLATION VESSEL EVER

Seajacks International has entered into a contract with Samsung Heavy Industries to build the world’s largest and most advanced offshore wind farm installation vessel. The vessel has been specifically designed to meet the demands associated with working UK Round 3, Scottish territorial waters and the other North West European markets. Seajacks also has options for the construction of an additional two units. Named Seajacks Scylla, the new vessel is based on the Gusto MSC NG14000X

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14TH VOLUME, NO. 34 DATED 16 JUNE 2013 design and will be the fifth new self-propelled jack-up to join the Seajacks fleet since 2009. The vessel will be equipped with a 1500t leg-encircling crane, incorporate useable deck space in excess of 5000m2, and have over 8000t of available variable load. Sailing at speeds of 12 knots or over, Scylla will be outfitted with 105 metre long legs that have the ability to install components in water depths of up to 65m. Seajacks is a leading offshore installation contractor that services both the offshore wind and oil and gas industries. Based in the UK, the company recently expanded from its core market in the North Sea and North West Europe by establishing ‘Seajacks Japan’ as a platform from which to service the Asian market. Seajacks recently completed the successful installation of all 80 monopiles at the Meerwind Offshore Wind Park on schedule, despite having experienced significantly worst weather than anticipated this winter. As part of its role as Main Installation Contractor at the German site, Seajacks is responsible for the installation of all turbines and foundations, as well as the scour installation, grouting and noise mitigation for the project. Blair Ainslie, CEO of the Seajacks Group, said, “Seajacks Scylla is a significant milestone for Seajacks and for the offshore wind industry. She is a Round 3 vessel and is more technically advanced than any other installation vessel that we see on the market today. Drawing on our extensive experience, and based on feedback from discussions with clients across the supply chain, the design of Seajacks Scylla has been developed to meet the installation needs of jumbo-monopiles, jackets and turbines of future wind farms in deeper waters and further from shore. We are delighted to be working with a top tier shipbuilder in Samsung Heavy Industries. Samsung are recognised as a premier offshore shipyard who have a reputation of delivering a first class product. We are therefore confident that Scylla will be of the highest quality and certain that she will be delivered on time for the commencement of UK Round 3. The arrival of Scylla will make Seajacks’ modern fleet of vessels unrivalled in the offshore wind sector for installation and maintenance of wind farms.” Harris Lee, Vice President of the Samsung Heavy Industries, said “We are also pleased to be working with Seajacks, a leading offshore installation contractor. Since Scylla will be the most technically advanced unit in the sector, we will put our utmost effort into both the design and construction phases to ensure the best quality and performance of vessel. Meanwhile, we are viewing the Wind Power market very positively and are therefore optimistic about the optional vessels.” Seajacks Scylla will be delivered in the second half of 2015. Since 2009, Seajacks has developed a track record of over 830MW of turbines installed and is currently constructing an additional 288MW at the Meerwind Offshore Wind Power Project in Germany. Based in Great Yarmouth (UK), Seajacks were acquired by Marubeni Corporation and Innovation Network Corporation of Japan in May 2012. Marubeni has a track record of over 96,000MW of installed capacity in Global Power and is also the largest international IPP in Japan. In 2011, Marubeni aqcuired an equity stake in Gunfleet Sands (UK) wind farm. (Source: Seajacks)

CWIND EXPANDS INSPECTION SERVICES

CWind, a UK-based offshore wind services provider is increasing its inspections services offering and is taking on Michael McQueenie to head up the section. CWind has been offering inspection services to its clients since 2009 and has conducted a range of inspections on behalf of its clients at 10 wind farms since then, including wind farm Ormonde, Walney 1 / 2 and Thanet Offshore. Peter Jorgensen, Managing Director of CWind commented: “As offshore wind farm construction has picked up around the UK in the last few years, so has the need for inspection services. We have prided ourselves on providing expert inspection teams and a growing range of inspection services. With Michael McQueenie we have found an experienced engineer, with whom we can take the inspections department to the next level. We’re now in a position to offer the additional inspection services such as blade inspections on and offshore that our clients are asking for.” Michael McQueenie EngTech MSOE MBES, is an apprentice trained engineer with 15 years’ experience in

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14TH VOLUME, NO. 34 DATED 16 JUNE 2013 heavy industry, six of which have been dedicated to inspections. Prior to joining CWind, Michael worked for a large independent inspection company carrying out on- and offshore wind turbine inspections, business development and technical support. Michael is the Chairman of the Scottish region for BES (Bureau of Engineer Surveyors) and BES council member for 2013. Michael McQueenie commented on his appointment: “I am excited to be joining CWind at this time. Inspections are a core element of the entire life cycle of any wind farm. As the industry evolves both on and offshore I look forward to working closely with the team to ensure we can build on CWind’s existing successes as we expand our offering.” (Source: CWind)

MULTRATUG 10 IN WINDFARM TOWAGE

The Multraship tug Multratug 10 was seen last week with the barge ABJV 2 (Aarsleff- Bilfinger Berger JV) on it’s way to Esbjerg loaded with 4 monopiles and TP’s (Transition Pieces) for the windfarm Dantysk in construction in the background is seen ISKES tug Ginger. (Photo: Leen Brouwer)

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WINDEA OFFSHORE EXPANDS ITS OFFSHORE WIND SERVICES WITH DAMEN FCS 2610

The WINDEA Offshore GmbH & Co. KG has signed a Letter of Intent together with DAMEN Shipyards regarding the sale of one Fast Crew Supplier 2610 type catamaran in order to expand its all in all service portfolio for offshore wind farms. The vessel captivates through very good sea characteristics and high flexibility during operations. DAMEN FCS 2610 has a length of 25,60 m., a beam of 10,27 m., a depth of 2,90 m. and a draft of 2,20 m. Damen offers innovative, cost-reducing, safe and efficient solutions to assist the offshore wind industry. The company has developed a range of dedicated wind farm support vessels from Fast Crew Boats and Shoalbusters to Wind Farm Maintenance Barges. (Source: WINDEA)

YARD NEWS

ATLANTIC OFFSHORE ORDERS NEW VESSEL Atlantic Offshore has ordered a new vessel valued EUR 25 million from the Spanish shipyard Zamakona Yards in Bilbao. The ship is the ninth newbuilding and the company expects that there will be more new vessel in the fleet over the next few years. This is the third time the Bilbao based shipyard constructs vessels for Atlantic Offshore. The contract is part of a modernisation program. The company has recently signed agreements for a total of nine new vessels, four of which are already delivered. The fleet consists of a total of 24 ships, of which 19 are company-owned, and five are on management. The vessel under construction in Bilbao is a Field Support Vessel (FSV) with Havyard Design HY820, which will operate for Shell UK over a period of five years, and the corresponding option. The ship will be completed and in operation in the second quarter of 2015. Overall, Atlantic Offshore has invested 2.2 billion in fleet renewal, and the newbuildings from Zamakona involves approx 40% contract participation of Norwegian subcontractors. Oil Producers places great emphasis on modern ships that meet the most stringent requirements and regulations. Additionally, the new ships contain features beyond the emergency response they perform, such as towing, loading and storage capacity, says CEO Roy Wareberg Atlantic Offshore. Atlantic Offshore has long-term contracts with Statoil, Total, GDF Suez, British

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Gas and Shell, and estimate that there may be several newbuildings associated with new contracts. – We operate in a market with significant activity, and several newbuildings is a natural consequence of new contracts, he says. (Source: Atlantic Offshore)

FOCAL MARINE & OFFSHORE SECURES SIGNIFICANT AHTS DESIGN ORDER

Focal Marine & Offshore, a Singapore/Shanghai based OSV designer, has got a significant order for their 65m AHTS, FOCAL 680 design, with quantity up to 8 ships which are to be built in Yuexin Ocean Engineering, for PT Wintermar and Martens Marine. Delivery of the vessels are scheduled from late 2014 to 2015. FOCAL 680 AHTS design is with 6,000 hp CPP propulsion / 80t bollard pull, 435 m2 deck cargo area, complement of 50 men and carriage of multi cargoes of fuel oil, base oil, fresh water, mud / brine and dry bulk. In addition to anchor handling and supply function, the design also has oil recovery notation without limitation on the flash point of recovered oil. The design complies with latest regulations including SPS 2008 and MLC 2006. During past years Focal Marine & Offshore has developed a complete series of AHTS design of 62m / 65t, 65m / 80t, 70m / 100t, 73m / 125t, 76m / 150t and 85m / 210t bollard pull with Hybrid propulsion. More than 30 deliveries are being operated worldwide for various oil companies. (Source: Focal Marine & Offshore)

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

 RESOLVE Marine’s Salvage & Fire Group Expands presence In UK, Europe  OSV Christos XXIII delivered tow HMS Ark Royal Aliaga, Turkey  Viking Supply Ships A/S has decided to issue the new unsecured bond  CWind expands inspection services, hires Michael McQueenie to head it up

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