10Th Volume, No

17th Volume, No. 24 1963 – “52 years tugboatman” - 2015 Dated 23 March 2016 Buying, Sales, New building, Renaming and other Tugs Towing & Offshore Industry News

M I D W E E K – E D I T I O N

TUGS & TOWING NEWS

EHOALA TOLY IN DURBAN

The 1993 built Madagascan tug Ehoala Toly has been in Durban for maintenance work and can be seen here on the quayside at Southern African Shipyards. Together with another tug, Ehoala Trozo which underwent similar treatment in Durban about a year ago, the two tugs look after the marine activities of Port d'Ehoala at Fort Dauphin (Tolanaro) on the southeast tip of the large Indian Ocean island. The main traffic at the little port consists of general cargo and bulk ships loading heavy sands from the nearby mining area. Occasionally a cruise ship will call, adding some spice to the town and its people. (Source: Ports & Ships; Photo: Trevor Jones)

100 TONNES BOLLARD PULL ESCORT TUG ET1541

1 Introduction: The design of the ET1541 Escort Tug is based on the results of the MARIN Research Institute results of the joint industry project “Safe Tug” that was carried out in 2005 -2007. One of the findings of the project was that the winch was the weak point. There was in fact no suitable winch on the market for heavy duty escort tasks. Various Escort Tug projects have been launched since the time of the study but they all have a “conventional” winch forward and not really suitable for the task. The escort winch forward is always an “add on” and not part of the escort tug design. Stouco Consultance B.V. ( [email protected] ) and Ubitec B.V. ( [email protected] ), under the

1/27 17TH VOLUME, NO. 24 DATED 23 MARCH 2016 name of STUBITEC has launched a project where a dedicated winch for an escort tug has been developed and the tug is designed around the winch. The winch is most important piece of equipment on board and that is where the tug operator is earning his money. 2 Escort Tug Duties The definition of a typical escort tug is according to Lloyd’s Register: Tug Intendent for Escort Operations • Escort Operation is when the tug closely follows the assisted ship • Providing Control by Steering and Braking, as necessary • Steering and Braking forces are generated by a combination of propulsive and hydrodynamic forces generated by the Escort Tug. The typical escort tug is generating lift with its “keel” or skeg when towed sideways. The azimuthing thrusters ¬provide bollard pull, maneuverability and stopping force. 3 The Winch The winch is hidden in the deckhouse, well protected from the elements and is electrically driven for the following reasons: • No hydraulic oil spill! • Drive motors are used as brakes and excessive power is fed back to the net. A frequent problem is the spooling device on a winch. Due to the very high side forces at times (500 Tonnes) the spooling device breaks down. Then the tug is not able to continue the operation. The ET 1541 has no spooling device as the winch is located well back and the fleet-angle is about 3°. The cable is leaving the winch drum on top of the winch and passing below the deckhouse to a swiveling fairlead with large sheaves at the very bow of the Escort Tug. The brake during towing are the two electrical motors and no magnetic brake or other brake is required. Two hydraulically operate band brakes will also be fitted for holding power. The winch will be very quick in rendering and heaving in the cable. Maximum speed is 120 m/min. Nominal pull is 100 Tonnes at about 10 m/min. The winch is also mounted on two shock absorbers which will permit a certain longitudinal movement. This in order to avoid a cable failure during snatch loads. The winch skid is positioned on four pens with strain gauges for load measurement. The winch foundation is consequently not welded to the deck, which avoids distortion of the winch frame which may result in bearing and gearbox problems. There is also a “normal” towing winch aft of the Escort winch. 4 The Power Plant An Escort Tug very rarely uses the maximum bollard pull. Certain sources indicate the following: Based on the above about 4 x 1 MW will be installed in the form of diesel generator power feeding a DC-Bus system with a battery bank at each end. The total available power for a maximum of 20 minutes is about 7 MW. The battery banks will act as booster power and will take care of the power peaks. Excess energy from the propellers or from the winch will be fed back into the net where it will be absorbed without problems. The normal complaint about electric propulsion is that it gives a “sluggish” reaction of the winch and of the propellers. This is often caused by a too small “spinning reserve” as it takes time for the diesel to react on an increased power demand. A gas fueled engine also have the same problem. This problem is not present with the ET 1541 as the battery boosters will always supply sufficient power on top of the diesel generated power when required. Studies have showed that fuel savings for a diesel electric support vessel compared to a diesel direct support vessel can be up to 15 %. Peak shaving with batteries can account for another 10 % of fuel saving. 5 Fuel Many ports around the world are concerned about emissions. Certain ports are raising the pilot and harbor fees for “polluters” and others ban them all together. Therefore we have selected LNG as main fuel with MDO/MGO as back up. There will be four dual fuel gas engines installed that will run on LNG with

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 a little bit of diesel oil for ignition. The engines can also operate on diesel oil only if required. It is of course possible to have pure gas engines installed, but for the eventual a longer passage it may be convenient to operate on MDO/MGO. Based on the Wärtsilä 6L20 the fuel consumption will be, based on the operational profile mentioned above, but based on a 36 hour period: • LNG; about 20 m3 and 0.4 m3 MDO/MGO; • MDO/MGO; about 12 m3. ABC 6DZD dual fuel gas engines are an alternative to the Wärtsilä engines and the fuel consumption will be: • LNG; about 21 m3 and 1.0 m3 MDO/MGO; • MDO/MGO; about 12 m3. 6 Safety The Escort Tug 1541 is the ultimate safe tug for the following reasons: • High freeboard forward, difficult to pull under water • Towing point forward, as far forward as possible • Winch well protected • Long life time of steel cable (or other type of cable) due to large drum diameters and large sheave diameter • In case of gas release in the vicinity of the Escort Tug, all openings will close and the Escort Tug will continue operations on batteries and move to a safe environment on batteries (Source: Stouco Consultance BV)

LONGTIME PROVIDER OF OIL TANKER ESCORTS IN PRINCE WILLIAM SOUND IS STEPPING ASIDE

A maritime company that for at least two decades has provided tugboats to escort loaded oil tankers out of Prince William Sound, is no longer competing for the contract to provide that service, causing alarm among observers who don’t want a repeat of the 1989 Exxon Valdez oil spill. With Florida- based Crowley Marine out of the running for the contract, at least one candidate remains: Edison Chouest, the company whose tug, the 360-foot Aiviq, towed Shell’s drilling rig Kulluk before lines snapped and the rig wrecked off the Alaska coast in late 2012. “We are competing,” said Roger White, with Edison Chouest in Louisiana. “We are a company that looks forward to having some additional success in Alaska.” Other companies may also be in the running to win the contract, provided by Alyeska Pipeline Service Co., which runs the pipeline on behalf of its oil-company owners, principally BP, ExxonMobil and ConocoPhillips. The contract includes oil spill response services out of the Valdez Marine Terminal, where the 800-mile trans-Alaska pipeline ends and oceangoing ships take on oil. Michelle Egan, director of corporate communications for Alyeska,

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 would not say which companies bid on the contract. But she confirmed that longtime contractor Crowley, as of earlier this month, is no longer part of a bidding process that began in 2014. Crowley's contract extends through mid-2018, she said. “We’re moving forward with another bidder,” Egan said, but would not name the company. The new contract is expected to be awarded by the end of the year, Egan said, though White, from Edison Chouest, said he thought the process might be finished more quickly than that. “I think you’re probably 60 to 90 days before we’re done,” he said. Crowley has held the contract for more than 20 years and has provided marine services for Alyeska in Prince William Sound since 1990, when new safety requirements after the Exxon Valdez disaster included increased tug escorts. The transition to a new escort contractor, presumably with new personnel and different tugs and oil spill response barges, is a “big, huge deal,” said Donna Schantz, executive director of the Prince William Sound Regional Citizens’ Advisory Council, the official watchdog group. “We are very concerned about this,” said Schantz. She said the council doesn’t know which company, or companies, may have a shot at winning the contract. But the fact that a new contractor will step in, requiring new training, at a time when state budget cuts could reduce regulatory personnel is worrisome, she said. Spill prevention and response officials with the Alaska Department of Environmental Conservation helped oversee increased protection about 15 years ago, after Crowley brought powerful new tractor tugs to Alaska to handle the escorts, she said. This new transition will be bigger than that, she said. “This will be a huge burden on DEC,” she said. “A big concern is, will they have the staffing and people to oversee this change because all state departments are challenged with cutbacks? The Coast Guard will have a role as well, but the state statutes and regulations are really what drive the tug specifications that we’ve enjoyed in the past.” She said Crowley has done a good job, but the company has had ups and downs, including the grounding of a tug, the Pathfinder, on Bligh Reef in 2009, the same spot where the Exxon Valdez also ran aground 27 years ago this month. The number of tankers leaving Valdez with crude oil has fallen sharply since 1989, when North Slope oil production was more than three times higher than the 540,000 barrels of oil daily throughput in February. Still, an oil tanker leaves Valdez about every 1 1/2 days. Alyeska will make sure the transition meets all requirements and that “full services” continue, Egan said. Though Crowley is no longer competing for the contract, the company will be “engaged” in the transition process, said a statement from Mark Miller, the company’s vice president of corporate communications. “We are fully committed to continued professional services and full compliance,” he said. Edison Chouest, which has made large contributions to Alaska’s congressional delegation and was faulted for errors by the U.S. Coast Guard during the investigation into the Kulluk grounding, is expanding its presence in the state. It has partnered with Native corporations on ventures such as the Deadhorse Aviation Center that provides a hangar, terminal and other services to support North Slope oil operations. White said a number of factors contributed to the wreck of the Kulluk, including heavy seas with improper towing gear that snapped. “It was not our fault, or the fault of the vessel or its crew,” White said of the Aiviq. If Edison Chouest wins the bid

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 in Prince William Sound, the Aiviq would not be part of the contract, he said. (Source: Alaska Dispatch News)

MAERSK LINE SPECIAL CARGO IS MAKING WAVES

In February, the Special Cargo team at Maersk Line in Rotterdam loaded a tugboat weighing in at 350 metric tons – equalling the weight of 130 grown elephants! – onto Magleby Maersk headed to Singapore. This shipment broke the previous weight record of a 310 tons generator from Norfolk to Busan. “Handling a break bulk piece like this requires team- work and planning throughout the organisation from Sales to Operations,” says Patrick van Lavieren, Regional Head of Special Cargo in Europe, Middle East and Africa for Maersk Line. Most people know Maersk Line as a world-class container shipping company. But more than 40 years ago, Maersk Line entered the world of special cargo, expanding the company’s liner service offerings to include In Gauge, Out of Gauge and Break Bulk shipments. “The close collaboration between our dedicated commercial organisation and local operational experts enables highly efficient and customized solutions for our special cargo customers,” says Michael Juhler, Global Head of Special Cargo at Maersk Line. “Special cargo transportation is a fully integrated part of Maersk Line’s operating model and way of doing business – and we see more and more customers realizing the scale benefits of our global network coverage and best-in-class reliability,” Michael says. (Source: Safety4Sea)

TUGBOAT PETERGOF OF PORT FLEET CJSC REDEPLOYED TO MSCC BRONKA

On March 17 tugboat Petergof of PORT FLEET CJSC was redeployed to its permanent location at port Bronka (MSCC Bronka, Big Port St. Petersburg), Yevgeny Savkin, Director General of PORT FLEET CJSC, told IAA PortNews. In view of growing number of calls to Bronka terminal the Company’s management has decided to redeploy its tugboat to the new terminal for continuous

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 operation. “To reduce ship owners’ extra costs it was decided to redeploy the tugboat to Bronka. This will let considerably decrease the chargeable time of mooring operations since there is no need to shift the tugboat from the First District of port Saint-Petersburg to MSCC Bronka and back,” explained Yevgeny Savkin. According to him, the management of MSCC Bronka has agreed on providing a special berth at the new terminal as a permanent base of PORT FLEET’s two tugboats. The Company’s tugboats have been assisting vessels to moor at Bronka from February 2016. PORT FLEET Company was founded in November 1997. As of today, it performs a considerable part of service operations in the port of Saint Petersburg and neighbouring ports of the Russian part of the Gulf of Finland. The main activity of PORT FLEET is operation auxiliary fleet. The Company operates the fleet of 20 vessels including tugboats, bunkering tankers and oil barges. It can perform any tasks on comprehensive servicing of ships within and outside the port of Saint-Petersburg. (Source: PortNews)

ROBERT ALLAN LTD. DESIGNS FOR NEW PUSHBOATS AND BARGES FOR CARGILL TRANSPORTATION’S AMAZON RIVER SERVICE

Construction of a fleet of Robert Allan Ltd. designed pushboats and barges for Cargill Transportation is nearing completion, with delivery expected at the end of March 2016. To be used for transporting grain products on the Amazon River system, the fleet includes two shallow-draft RApide 2800-Z2 class pushboats built at INACE in Fortaleza, Brazil and twenty hopper barges built at Rio Maguari in Belem, Brazil. The Cargill Cachara is the first of the new RApide 2800-Z2 Class pushboats and is designed to push barge convoys on the Amazon River system. These vessels represent the first of several new generation Z-drive pushboats designed by Robert Allan Ltd. for operation in this area. The particulars of the Cargill Cachara and her sister ship the Cargill Tucunare, are as follows: Length overall: - 28.0 m; Beam, moulded, extreme: - 10.5 m; Depth, moulded (hull): - 3.2 m; Minimum operating draft: - 2.2 m; Normal operating draft: - 2.5 m. During the early phases of design, extensive Computational Fluid Dynamics (CFD) simulations were

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 undertaken to optimize the pushboat's hull shape to minimize total convoy resistance. This work was completed in conjunction with extensive logistics modelling of the transportation system to optimize the selection of vessels for the desired route and to analyze operational drafts and cargo throughput at various river levels. The pushboats were designed to ABS and Brazilian NORMAM-02 requirements and are outfitted to the highest standards. The wheelhouse is designed for maximum all-round visibility with a split forward control station providing maximum visibility to the foredeck working area of the tug as well as to the convoy of barges ahead. Accommodation for up to 13 people is provided onboard and a large galley and mess is provided on the main deck. The deckhouse extends aft over the main propulsion components, which comprise a pair of Caterpillar 3512B diesel engines, driving Schottel SRP 550 Z-drive units. The drives are fitted in tunnels designed to optimize flow while reducing draft. Two identical Caterpillar diesel gen-sets are provided in the vessel's auxiliary machinery space located below the main deck. The corresponding box and rake barges were designed by Robert Allan Ltd. to ABS River Rule requirements. Additional extensive FEA analysis of the structure was performed in order to optimize the design for minimum steel weight while ensuring long service life during river operations. Sliding aluminum hatch covers have been supplied to ensure the cargo stays dry at all times. The barge particulars are as follows: Length overall: - 61.0 m ;Beam, moulded, extreme: - 15.0 m; Maximum operating draft: - 4.0 m. (Press Release)

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

KARADENIZ ONE TOWING OIL RIG SEDNETH 701 The 1986 built Liberia registered with call sign DSKP4 Anchor Handling Supply Vessel Karadeniz One (Imo 8501103) was seen towing the 1973 built ssdr SEDNETH 701 offshore Malta bound to breakers in Turkey on Tuesday 15th March,2016. The AHTS is owned by Karadeniz Holding AS – Istanbul; Turkey and managed by Karmarine Karadeniz – Istanbul; Turkey. She has a grt of 3,149 tons and a dwt of 2,690 tons and classed

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Det Norske Veritas. She is the former Normand Skarven. (Photo: Capt. Lawrence Dalli - www.maltashipphotos.com)

PELINDO III TO RECEIVE 15 ROBERT ALLAN LTD. RAZER SERIES SHIP- HANDLING TUGS IN INDONESIA

In early 2015, Robert Allan Ltd., Naval Architects of Vancouver, Canada was awarded a contract to provide 4 customized versions of its distinctive RAzer series designs of ASD tugboats to the Indonesia Port Corporation, PT Pelabuhan Indonesia III (Persero), commonly known as Pelindo III. While Robert Allan Ltd. had long been very active in the Asian market, these designs were its first directly for a company from Indonesia, a country estimated to employ more than 2,000 tug boats. From its Surabaya headquarters, Pelindo III manages 43 harbours in 7 provinces - East Java, Central Java, South Kalimantan, Central Kalimantan, Bali, West Nusa Tenggara and East Nusa Tenggara. To ensure designs especially suited to these ports, the Robert Allan Ltd. design team visited Surabaya to observe local ship-handling operations, and worked closely with the company’s Operations Department on these particular requirements. The latest development of Robert Allan Ltd.’s specialized RAzer series was chosen, and further customized as the RAzer 2623, 2935, 2940 and 2960 (3, 6, 4 and 2 boats respectively) to allow Pelindo III to provide updated towage services throughout the provinces, and each well-suited to the demands of the individual areas. The RAZer series tugs are high performance azimuthing stern-drive (ASD) tugs optimized for ship-handling and escort duties within the confined spaces of busy ports. The design features a generous freeboard to ensure a high degree of stability, while keeping the superstructure low and well aft to enhance safe working under the flared hull of ships. The tugs will range from 26 to 29 metres in length and with Bollard Pulls from 23 to 60 tonnes. To assist Pelindo III in achieving its high expectation for the build quality of these tugs, the Robert Allan Ltd. team will provide construction support to the owner during the entire building of these tugs including on-site inspection visits and attendance at sea trials. Two local shipyards, PT. Daya Radar Utama in Jakarta and PT. Dumas Tanjung Perak Shipyards in Surabaya were selected to build the tugs. Construction work is well in progress and the first new tug will be in service in Pelindo III’s territory later this year. (Press Release)

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016

PACIFIC WAY WITH A BACKHOE DREDGE UNDERWAY TO AUCKLAND

The 1960 built New Zealand registered with call sign ZM2932 tug Pacific Way (Imo 5242952) from Heron Construction was seen towing the Backhoe dredge "Kimahia". The dredging campaign in Port Otago’s Dunedin are finished now and the dredge is underway to Auckland towed by tug Pacific Way - Eta 28/03/16. The tug has a length of 25.97 mtrs a beam of 6.70 mtrs and a max draft of 3.25 mtrs. The two Cummins main engines develops a total output of 1,200 hp. She has a bollard pull of 18 tons a grt of 116 tons and a nrt of 34 tons. (Source: Rene van Baalen)

TUGBOAT LEDRA IV LEAVING VALLETTA

The 1967 built Malta registered with call sign 9HB4756 tugboat Ledra IV (Imo 4902608) was seen leaving Valletta, Malta on Thursday 17th March, 2016 to collect yokohama fenders from a STS Operation OPL Malta. The tug is the former tug Spaniel A201 and one in a series of nineteen tug of the UK Navy Dog –class. She was built by Appledore Shipbuilding Co. – Appledore for UK Ministry of Defence (Port Auxiliary Service) – London. In 2003 brought in management by Serco Denholm Marine Services Ltd. – Greenock as part of the UK RMAS fleet. In 2008 renamed SD Spaniel. In 2010 sold to Taylor & Taylor (Robin Taylor) – Troon; UK and renamed Red Finess. In 2013 sold to Ledra Ena Shipping Cy Ltd – Limassol; Cyprus and renamed Ledra IV. She has a length of 28.68 mtrs a beam of 7.73 mtrs and a depth of

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3.79 mtrs. The two Lister Blackstone ERS8MGR develops a total output of 1.320 hp. Her bollard pull is 16.1 knots and free sailing speed 10 knots. (Photo: Capt. Lawrence Dalli - www.maltashipphotos.com)

ACCIDENTS – SALVAGE NEWS

NEW BOOK – A CATALOGUE OF DISASTERS – BY VICTOR R GIBSON

This is a book about accidents and incidents in the offshore oil industry, principally to mobile units and the vessels supporting them. There are descriptions of 29 accidents, divided by the type usually considered by risk assessors, they are: Sinkings in adverse weather - including Ocean Ranger off Canada in 1982; Process failure - including P36 offshore Brazil in 2001.; Capsize under tow - including Ocean Express in the Gulf of Mexico in 1976; Anchor-handling accidents - including Bourbon Dolphin in the UKCS in 2007.; Structural failures - including Alexander L Kielland at Ekofisk in 1980; Workboat collisions - including Samudra Suraksha at Bombay High in 2005; Loss of tow and grounding - limited to Kulluk offshore Alaska in 2012.; Blowouts - including Deepwater Horizon in the Gulf of Mexico in 2010. Each of the accidents is presented in a similar manner with details of the units involved, the circumstances under which the activity was taking place, the sequence of events during the accident, a summary of the investigation and the author’s comments. All provide lessons for the industry, many of which some would say, have still to be learnt. Also included are descriptions of the process of oil field exploration and development and details of activity undertaken by mobile units, as well as a glossary of terms, and a list of acronyms used in the industry. The book is presented in A4 format, 384 pages and 70 illustrations. Price £65 from www.shipsandoil.co.uk or any good bookshop. ABOUT THE AUTHOR Victor Gibson is a former offshore shipmaster who has spent 20 years authoring safety cases for mobile units operating in the UKCS. In addition as a safety consultant he has helped his clients develop emergency documentation and verification schemes, as well as facilitating risk assessments for major hazards and for other purposes. As a mariner he has also acted as a marine representative and towmaster for rig moves and has led and been part of teams carrying out accident investigations. (Press Release)

PROJECT CONNECT – 1 ST SHIPPING FUN-D-RAISING EVENT

Tsavliris Salvage supports "Project Connect Athens", an organisation that provides concrete guidance and assistance to the new generation that wishes to enter the shipping industry. It encourages aspiring professionals that may be otherwise troubled with the volatile times in Greece. "Project Connect Athens" organized its first annual "Meet the Shipping Community" fun-d-raising event on 9 March 2016 at "Plan B" in Athens, hosting more than 220 people. This pioneering event offered students and graduates focused on shipping a chance to hear at firsthand what the industry expects of them, from principals of some very distinguished shipping companies and directors within the

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 maritime industry. The organization's Chairwoman is Ms. Irene Notias and the Honorary Chairman is Mr. George A. Tsavliris. The guest-speakers at the event, Captain Panagiotis Tsakos, Mr. George A. Tsavliris and Mr. Nicky Pappadakis, participated in an interactive and informative communication with a counseling flavor. Their key messages, for the next generation of shipping, were the importance of gaining sea and vessel experience, to be alert and care about the ship, the company and their continuous self-development. They also confirmed and supported one of the main philosophies of Project Connect which is to encourage the establishment of work-study programs for the young professionals in-the-making to seek opportunities and thrive in Greece and worldwide. Then, they invited Dr. Alexandros Glykas and Mr. Nikos D. Marmatsouris – as they are closer to the next generation – who shared their views and experiences. Following the inspirational words of the guest-speakers, "Project Connect" offered tangible chances for work-experience through a lottery process: a 2-month paid Internship and two Office Visits. The winners were: Eleni Christopoulou (University of Piraeus), Maria Sougianni (Athens University of Economics & Business) and Venediktos – Antonios Baltsavias (Athens University of Economics & Business). Additionally, Dr. Glykas of Dynamarine, offered an internship and Mr. Karen Kokabi of Blueship offered five free passes to the "6th Blue Shipping Summit" which will take place on June 6, during Posidonia 2016. Ms. Notias stated: " We put this event together to show an example that when we care we do something about it; here all sectors of shipping, from principals, managers, captains, HR and employees united to give hope & courage to a generation troubled about their future. We have a "just do it" mentality vs just observing the obstacles." By being a member of "Project Connect", Shipping Companies and the Maritime Industry are offered easy to use, tailor-made internship programs that can be utilized for the interns and candidates at entry level. The "Project Connect" initiative is a non–profit organization, created in May 2015 by a team of shipping industrialists, business consultants, HR experts, and students who volunteer their services and time. It is based on New York corporate style office organizational structures, systems and methods. It bridges shipping and business school educated students to the Shipping community. It is a work in progress which welcomes funding so it can function effectively to help sustain excellence in Greek Shipping. The team at this NPO enjoys hosting "fun" events for worthy causes, hence "fun-d-raising". www.connect-her.gr (Press Release)

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TWO TOWBOATS HIT DREDGE BOAT NEAR GALVESTON

The Coast Guard temporarily restricted traffic on the Intracoastal Waterway, near Bolivar Cut, after two towboats allided with a 230-foot dredge boat on Thursday. No injuries were reported. There are no reports of pollution in the water. The restriction limits transiting vessels to one-way traffic. The dredge boat reportedly received damage to its swing wire, and is being assisted out of the Houston Ship Channel. The waterway was expected to reopen around 7 p.m. The cause of the incident is under investigation. (Source: USCG)

Q1 2016 SALVAGE NEWS TSAVLIRIS

M/V “OCEAN GLORY

On 11 January 2016 the Tsavliris S/T “Megas Alexandros” (6,250 BHP – 73 TBP) was mobilised from her Piraeus salvage station to the assistance of the M/V “Ocean Glory” (4,123 GRT – 6,036 DWT) fully laden with UREA, immobilized due to mechanical problem 200 nautical miles northwest of Benghazi, Libya. On 13 January the S/T “Megas Alexandros” arrived at casualty’s position, established towage connection and towed the casualty towards Greece. The convoy arrived safely at Piraeus roads on 15 January and the tow was delivered to port tugs. (Press Release)

MOTOR TANKER “KRITI AMBER”

On 15 February 2016 Tsavliris mobilised the AHTS “Resolve Earl” (12,000 BHP – 135 TBP) from Freeport Bahamas to the assistance of the Motor Tanker “Kriti Amber” (GRT 31,330 – DWT 45,614) fully laden with crude oil, immobilised due to engine problems about 13 n.m. south of Sombrero Key, Florida USA. On 16 February, the “Resolve Earl” arrived at casualty’s position and towage to Matanzas Cuba commenced. On 17 February the convoy safely arrived at Matanzas (outside of Cuban territorial waters) and the tow was delivered to port tugs. The “Resolve Earl” was released and arrived at Freeport on 18 February. (Press Release; Photo: R&F van der Hoek-Lekko)

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BULK CARRIER “ALKIMOS HERACLES”

On 25 February 2016, Tsavliris Salvage mobilized the tug “Ona Don Lorenzo” (5,500 BHP – 62 TBP) from Buenos Aires, Argentina to the assistance of the Bulk Carrier “Alkimos Heracles” (GRT 43,007, DWT 81,992) partly laden with 50,000 tons of iron ore, grounded at KM 27, Canal Punta Indio. Later on that day, the vessel refloated by own means, whereupon the tug was instructed to return to Buenos Aires. “Alkimos Heracles” proceeded to Recalada outer anchorage for routine inspection by the Coast Guard. (Press Release; Photo: Maxi Alonso)

M/V “NEW KATERINA”

On 26 February 2016, Tsavliris Salvage were engaged to provide technical assistance to the Capesize Bulk Carrier “New Katerina” (GRT 85,590 – DWT 170,082) fully laden with iron ore, grounded at KM 69 in the Suez Canal. Tsavliris Salvage provided technical consultancy/support including planning, surveillance and risk assessment. (Press Release)

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016

SHIP RUNS AGROUND IN COLUMBIA RIVER

A 623-foot Panamanian-flagged bulk carrier Sparna ran aground early Monday morning in the main shipping channel of the Columbia River near Cathlamet, Washington, according to the U.S. Coast Guard. The Sparna has taken on water in void spaces, but authorities believe the vessel's fuel tanks were not damaged in the incident. Coast Guard officials said the 623-foot bulk carrier Sparna ran aground around 12:16 a.m. in the narrow section of the river. Officials said the Sparna was fully loaded with grain, along with 218,380 gallons of high sulfur fuel and 39,380 gallons of marine diesel, and heading west towards the ocean before it was grounded. The ship apparently hit a submerged object in the river and took on water in void spaces, but the vessel’s fuel tanks were not damaged. The channel has not been closed to boat traffic. The river pilot was still aboard when it ran into trouble, the Coast Guard reported. “The positive news so far is that responders have not observed any oil in the water,” said Captain Dan Travers, Coast Guard Captain of the Port for the Columbia River. The Coast Guard, Washington Department of Ecology and Oregon Department of Environmental, along with other state and county agencies, are investigating. The Coast Guard will need to approve the salvage plan before the ship’s company can attempt to refloat the vessel. Two tug boats — the PJ Brix and Pacific Escort — were on scene Monday to keep the Sparna stabilized while the ship awaits repairs. Depending on the extent of the damages, the ship might get temporary repairs on site and then be moved elsewhere for more work, Read said. The Panama-flagged Sparna is owned by Santoku Senpaku of Japan, an operator of about 120 vessels of various classes, including bulkers, container ships, ro/ros, wood-chip bulkers, reefers and chemical tankers. (Source: MarineLink)

COAST GUARD RESPONDING TO SUNKEN TOW VESSEL, OILY BILGE WATER DISCHARGE ON INTRACOASTAL WATERWAY

The Coast Guard is responding to a tow vessel that partially sank in the Intracoastal Waterway near Barataria, Louisiana, Sunday. The tow vessel Ally Kat is partially submerged at mile marker 10 on the ICW, and is estimated to have discharged approximately 200 gallons of oily bilge water. Responders on scene deployed boom around the Ally Kat in an effort to contain any further oily

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 bilge water discharge. The Ally Kat contains about 1,000 gallons of diesel fuel, however none has reportedly leaked at this time. The Ally Kat is not currently a hazard to navigation and traffic remains unaffected. Coast Guard Sector New Orleans Incident Management Division is investigating the cause of the incident. (Source: USCG)

CHESAPEAKE 1000 CRANE TO ATTEMPT TAPPAN ZEE TUG RECOVERY

One of the world’s largest crane barges will attempt a recovery Thursday of the tugboat Specialist, lying at the bottom of the Hudson River since a March 12 allision with an anchored construction barge near the Tappan Zee bridge left three crewmen dead. Donjon Marine Co, Inc, Hillside, N.J., is bringing the 190’x101’x20’ Chesapeake 1000 crane to lift the 84’ tug, lying in about 40’ of water. With it will come the body of crewman Harry Hernandez, 56, of Staten Island, N.Y., that police divers spotted but have been unable to recover because of dangerous currents and debris conditions in the river. Hernandez and crewmates Paul Amon, 62, of Bayville, N.J., and Timothy Conklin, 29, of Westbury, N.Y., were among a team of three tugboats with New York Marine Towing Inc moving a barge south, through the construction zone around the New York Thruway bridge project, being built to replace the 1950s-era Tappan Zee. The Specialist had the barge on its port side, and the tug’s starboard struck the anchored construction barge, according to Coast Guard and state officials. Radio communications just before the crash indicated the crew realized they needed to “move left” to avoid danger, Gov. Andrew Cuomo said. Named for its 1,000-ton deadweight lift capability, the Chesapeake 1000 is used on the biggest East Coast bridge projects, demolition and salvage jobs. Update: Salvage of tug delayed by snow storm The "Specialist" was expected to be raised on Mar 24 by the largest salvage crane on the east coast. The "Chesapeake” was expected to arrive at the site on Mar 22 after a snowstorm caused some delays during its travel from Virginia. (Source: Workboat.com)

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OFFSHORE NEWS

SIEM OFFSHORE LANDS AHTS DEAL WITH WOODSIDE

Siem Offshore, an international offshore and subsea shipping company, has been awarded a charter contract for one of its anchor handling tug and supply (AHTS) vessels in Australia. Siem Offshore, through its fully owned subsidiary Siem Offshore Australia, was awarded a charter contract for the AHTS vessel “Siem Topaz” with Woodside Energy for operation in Australia. The contract is expected to start in May 2016, and the firm period is for 18 months plus options. The shipping company’s 2010-built AHTS Siem Topaz is of a VS 491 CD design with a LOA of 91.00 m, breadth of 22.00 m and draught of 7.95 m. It is designed for towing and anchor handling, deep water inspection- and construction work. The vessel is equipped with a gantry crane for anchor and cargo handling. (Source: Offshore Energy Today)

VOS SUGAR DELIVERY VOYAGE

The 2016 built Dutch registered with call sign PDCH Diving Support Vessel VOS Sugar (Imo 9697120) was seen entering Valletta, Malta on Monday 14th March, 2016 during her delivery voyage from China. The vessel is owned by Vroon Offshore BV – Den Helder; Netherlands and managed by Vroon Offshore Services BV – Den Helder; Neherlands. She has a grt of 2.030 tons a dwt of 1,712 tons and is classed American Bureau of Shipping (IACS). (Photo: Capt. Lawrence Dalli - www.maltashipphotos.com)

BOURBON EXPANDS FLEET WITH ITS ‘MOST POWERFUL’ VESSEL SO FAR

Bourbon Offshore, a France-based owner of offshore vessels, has taken delivery of the new anchor

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 handler, the Bourbon Arctic. According to the shipowner, the Bourbon Arctic AHTS was delivered from the Vard Brattvåg shipyard in Norway and completed its first anchor handling operation. The vessel was engaged in the disconnection and unmooring operation of the ‘Island Innovator’ located at the Fosen field in the central North Sea. The vessel has a bollard pull of 307 t in boost mode and 193 t in diesel electric mode only, this being among the highest Bollard Pull in the world in this mode, Bourbon Offshore said. Bourbon says that with a strengthened hull and enhanced winterization equipment (Ice class), the dual-fuelled vessel can work in temperatures down to -20° C. The Bourbon Arctic can welcome up to 60 persons (including crew) and, according to the owner, has the flexibility to be used as a floatel when not engaged in anchor-handling operations. “Thanks to her unique winch and storage capacities and to her highest standards (clean & comfort class, DP 2, dual propulsion), she is the most powerful vessel in Bourbon’s fleet.” said Gaël Bodénès, Chief Operating Officer of Bourbon. On the picture the Bourbon Arctic on one of her first commitments assisting the new SSDR Songa Encourage near Mongstad, Bergen (Source: Offshore Energy Today; Photo: Ole Petter Dahl)

THE VOYAGE OF THE BLACK PIG (PART 2)

On inspection the tanker's pump room was found to be flooded due to a leaking vent on the deck, and this was plugged with cement before the resumption of the voyage. The satellite communication system had also become inoperative and spares were rapidly flown out to the island from UK. Once these repairs had been completed the voyage was resumed, but on 26th May the tow parted in heavy seas, and it was two days before reconnection could be achieved. The tanker was unmanned and unpowered, and it was necessary for men to be landed on it to recover the bridle which was hanging in the water. The Captain could only watch with bated breath as the Mate, Bob Hockham, hung over the bow, alternately being lifted high into the air and then completely submerged as the tanker pitched in the long Atlantic swell. It was some relief that the tow was eventually reconnected, the

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boarding party recovered, and the voyage resumed. By this time the weather was worsening and the tug and tow were being continually lashed by high seas. Three days late the tow parted again and had to be reconnected. In a latitude of 46S part of the bridle broke, but the remainder held, allowing the voyage to continue by now under overcast skies, giving no opportunity for sights. In a latitude of 51 degrees South the tow parted again, which by the ship's dead reckoning was only 68 miles short of the islands, and 7590 miles into the voyage. There was no fuel remaining for the inflatable boat to allow transfer of men to the tow, so there was no alternative but to call the islands. The United Towing tug Salvageman was sent out to help. The Salvageman captured the tanker after six days, and the Oil Mariner went on to the Falklands where it arrived on 21st June after a voyage of 59 days. Once in Port Stanley the Oil Mariner received a signal from the Chief of Staff. It read "I have followed your epic journey with much interest. The last leg, running before a force nine gale with a port list on the lighter looked particularly hairy. But you coped admirably, as you have done throughout your 59 day passage. Your calm professionalism and good seamanship is a credit to the Merchant Navy. Well Done." Once in the Falklands the ship commenced with it's new duties. They were far removed from what the crew had been used to. Initially it fuelled the warships in Port Stanley and San Carlos, and collected rubbish from the vessels at anchor. This was a thoroughly unsophisticated operation, consisting of filling the deck through chutes from the larger vessels, and then taking the resultant pile of ordure out into deep water for disposal. To carry out the latter part of the task squads of soldiers with shovels were recruited. The ship was also used to dispose of much of the debris left from the war. Derelict armour and crumpled pieces of airplane all slid gently over the stern roller and disappeared beneath the waves, as did containers full of small arms, and finally tons of out of date ordnance. These were spectacularly detonated, to cause water spouts hundreds of feet high. They were also engaged to take containers of aggregates out to the West Islands where a long range radar station was being constructed. On arrival they would go alongside the Ocean Fleets "Lycaon" in Albermarle Harbour. The larger vessel would crane the containers off the supply ship onto her helideck, after which Chinooks would skyhook them to the top of the mountain. Since there was very little in the way of recreation for the military the Mariner was also engaged to carry out cruises with small groups of soldiers to places of interest including the outlying settlements. The then Governor-General and his wife also took the opportunity of taking part in one of these cruises. The Oil Mariner was also the official conveyance of the Queen's Harbour Master when he needed to go round the Russian and Polish trawler fleets to collect harbour dues, and was further involved with these large factory trawlers when they called for assistance due to injuries to the crew. Stewart Mackay well remembers bringing in a badly injured Russian seaman in the early hours of the morning, and the sadness felt by the whole crew when they later found that he had died. Although the tasks involving the Eastern block trawler fleet tailed off as the Falkland Islands council began to carry out their own administration using new and sophisticated harbour launches, in 1988 the Oil Mariner was called to the aid of a Polish cargo ship, helping three Polish fishing vessels fight the blaze for ten hours. Despite their efforts four Polish crew members died in the blaze. A high, or low, point, depending

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 on which way you look at it was target towing. For this operation a gunnery observation crew was embarked on the ship which then went to sea towing a target a quarter of a mile astern. From some far distant point the warships loosed off salvoes of shells, and the positions of the waterspouts were relayed back by the observation crew. The crew of the Oil Mariner took no comfort from the fact that they themselves were the aiming point for these exercises. (By Victor Gibson – 1992 to be continued next issue)

FORMER SMIT-LLOYD SUPPLIER SPOTTED IN THE SUEZ CANAL

Reader of the Tugs Towing & Offshore Newsletter, working at this moment at the Suez Canal, Alexander Gorter spotted the former Smit-Lloyd supply vessel Smit-Lloyd 56 alongside the bulker New Katerina. She was seen here as the Ocean Sharm (Imo 8517621). The anchor handling supply vessel was built in 1987 at the IJsselwerf; Rotterdam under number 418 for Smit-Lloyd BV – Rotterdam. In 1996 sold to Seacor Marine – Morgan City. In 2000 sold to Wijsmuller/Cory combination and renamed Riyan. In 2003 transferred to Wijsmuller Groningen BV and managed by Svitzer PT – Middlesbrough. In 2007 sold to Ocean Marine Services (Egypt) Ltd. And renamed Ocean Sharm. She has a length of 58,04 mtrs a beam of 13,21 mtrs and a draft of 4.80 mtrs. The four Wartsila main engines develops a total output of 5.330 hp and a bollard pull of 64 tons. (Photo: Alexander Gorter)

POLARCUS TAKES STREAMER PACKAGE OFF BANKRUPT DOLPHIN

Dubai-based seismic operator Polarcus has purchased a complete marine seismic in-sea acquisition system from bankrupt Dolphin Geophysical. Polarcus purchased the package, comprising twelve 8100m active streamers and all peripheral equipment, for a price of $11.5m. The purchase is partly

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financed via a $8m loan. The acquisition provides Polarcus its planned seismic capital expenditure requirements for the next three years, and is part of the company’s existing capex budget for 2016. Dolphin Geophysical filed for bankruptcy in December 2015. (Source: Splash24/7)

OSV LEWEK TOUCAN ENTERING VALLETTA

The 2008 built Panama registered with call sign 3EMUS offshore support vessel Lewek Toucan (Imo 9374246) was seen entering Valletta, Malta on Thursday 17th March, 2016. The OSV is owned by Ezra Holdings Ltd. – Singapore and managed by Emas Offshore Services Pte. Ltd. – Singapore. She has a grt of 4,654 tons a dwt of 4,811 tons and is classed American Bureau of Shipping. (Photo: Capt. Lawrence Dalli - www.maltashipphotos.com)

POSH TAKES MAKAMIN TO COURT

Singapore’s offshore ship owner PACC Offshore Services, aka POSH, has sued a Saudi client seeking a $6.6 million sum. POSH on Monday said the company started legal action against Makamin Offshore Saudi, to recover approximately SAR24.4 million (approximately US$6.6 million) the Saudi operator owes. According to the shipowner which has vessels under contract with Makamin, the Saudi

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 company owes the cash for, inter alia, “the charter hire of three vessels owned by the group, charges for meals and accommodation and interest charges on the amount owing in relation to the time charters of the vessels.” The Singapore-based POSH has on March 21, 2016 also started the process of serving court papers on Makamin in relation to an application for a court order in the Kingdom of Saudi Arabia to compel Makamin to carry out their agreement to novate their sub-charters for two of the vessels to the Group’s nominee. Furthermore, POSH has has served on Makamin a notice to withdraw one of the vessels and will be suspending performance of that Charter Party pending withdrawal of the vessel. “The Company has the right to terminate the remaining Charter Parties. Further announcements will be made by the Company as and when appropriate,” POSH said. (Source: Offshore Energy Today)

WINDFARM NEWS - RENEWABLES

SIEM OFFSHORE CONTRACTORS AWARDED W2W VESSEL CHARTER CONTRACT

Siem Offshore Contractors GmbH (“SOC”), a wholly owned subsidiary of Siem Offshore Inc., announced, that SOC has been awarded a contract for the provision of a walk-to- work (W2W) service operations vessel (SOV) by Ocean Breeze Energy GmbH & Co. KG (OBE) for the Bard Offshore 1 wind farm within the German Bight sector of the North Sea. The contract will involve the deployment of the MV Siem Marlin followed by the MV Siddis Mariner in W2W mode. The firm charter period is 700 days c/w options to extend the charter period by up to three (3) additional years. The charter follows the previous assignment of the MV Siem Emerald and MV Siem Moxie during the past year, whereby both vessels also served as dedicated W2W SOVs. (Press Release)

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YARD NEWS

SENER EXHIBITS ITS FORAN V80 VERSION AT ASNE DAY AS A UNIQUE SOLUTION FOR NAVAL SHIPBUILDING

The SENER engineering and technology group was again a participant at the annual congress organized by the American Society of Naval Engineers, ASNE Day 2016. As in previous years, the meeting took place in Arlington, near Washington DC, on March 2 and 3. The event brings together a large number of military shipyards and related companies from across North America, as they gather to learn about the sector’s new developments in both the technical presentations and the exhibition area. SENER had its own stand and presented the innovative V80 version of the FORAN system, a step forward needed for complex demands in the context of naval design and construction. The advantages provided by FORAN V80 include: use of a single tool for integrated design and production throughout the product’s life cycle; an innovative 3D approach to early design stages; connection with the rest of the company’s systems and processes, including two-way integration with PLM (product lifecycle management) tools and interaction with the virtual model of the ship in advanced devices as tablets. SENER's FORAN System, a CAD/CAM/CAE software program for the design and production of all kinds of ships and vessels, celebrated its 50th anniversary in 2015. After half a century of continuous reinvention, it is the longest-standing product of its kind on the market. In use in 40 different countries, FORAN is based on cutting-edge innovative technology and is used in world-leading military programs such as those of NAVANTIA (Spain), BAE Systems (United Kingdom), Babcock International Group (United Kingdom) and ASMAR (Chile). For many years now SENER has been making concerted efforts in the North America region, where it offers a unique solution for the marine and naval sector and has a number of major clients. In attendance at the event was a team consisting of SENER’s head of the North America region, Verónica Alonso, and its director of marine projects in North America, Antonio Valderrama. (Press Release)

WÄRTSILÄ TEAMS UP WITH SDARI ON SHIP DESIGN

Ship design unit of Finnish engineering company Wärtsilä has entered into a cooperation agreement with Shangai Merchant Ship Design & Research Institute (SDARI), China-based ship design house that is a part of China State Shipbuilding Corporation group (CSSC). The agreement is to cover the designs for various vessel types for the offshore oil and gas industry, with a possibility to extend the cooperation to other vessel types. Signed in December 2015, the deal provides a means for the duo to offer a joint ship design portfolio. The cooperation is also to enable the same supplier to manage the interface risk between the basic and detail design, previously handled by two separate companies. The companies believe that the relationship with ship owners and Chinese shipyards will be

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strengthened through shorter design development times, a knowledge of applicable global rules and regulations, and production design capabilities. “This agreement represents another important milestone in the long and successful relationship between the CSSC group and Wärtsilä, and it provides strong support for Wärtsilä’s growth strategy for the Chinese market,” Roger Holm, President Marine Solutions & Executive Vice President, Wärtsilä Corporation, points out. (Source: World Maritime News)

BRITAIN'S NEW RESEARCH SHIP TO BE RRS BOATY MCBOATFACE?

And now for something completely different. From the land that gave us Monty Python comes news that the the $307 million research vessel that shipbuilder Cammell Llaird is building for the U.K.'s Natural Environment Research Council (NERC) (see earlier story) may be named Boaty McBoatface. At least, that's the name that's way ahead of all others since the NERC asked for suggestions, saying "we're looking for an inspirational name that exemplifies the work it will do. The ship could be named after a local historical figure, movement, or landmark - or a famous polar explorer or scientist." Boaty McBoatface? Communications specialist James Hand (@JamesHand), who came up with the suggestion, yesterday tweeted: I'm terribly sorry about all of this, @NERCscience Adding today. My apology for #BoatyMcBoatface was in the most British sense. I stand by it being a brilliant name. So what are the odds that the ship will actually become the RRS Boaty McBoatface? Slim— In

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 fact 100 to 1 against at British online betting sites. The bookies are evidently aware that the NERC has stated that the final decision will be made by a panel later this year. The NERC says "Due to overwhelming interest, the Name Our Ship site is currently experiencing technical issues. We hope to have these resolved soon. Thank you for your continued support." Whatever the name, as the video on this page shows, the vessel will be an impressive addition to the U.K.'s research capabilities. (Source: MarineLog)

MORE SPARKS FLY IN CANADA SHIPBUILDING CONTROVERSY

Media coverage of Canada's National Shipbuilding Procurement Strategy (NSPS) continues to stir controversy as it becomes apparent that Canada's largest shipyard, Quebec's Chantier Davie Canada, won't just quietly go away and accept the status quo. Yesterday a CBC (Canadian Broadcasting Corporation) story by senior correspondent Terry Milewski quoted Alex Vicefield, CEO of Inocea, the corporate parent of Chantier Davie Canada, as calling the plan an "international embarrassment" with a "bizarre" costing regime and "exorbitant" prices, despite producing no ships to date. Davie was not selected to receive either of the NSPS large ship construction "work packages." Irving Shipbuilding Inc. was selected to build the combat vessel work package, and Seaspan's Vancouver Shipyards Co. Ltd. was selected to build the non-combat vessel work package, which includes the Polar Icebreaker. "It's been five years and the two shipyards haven't built a single ship," the CBC story quotes Mr. Vicefield, as saying. "All we hear are delays and cost overruns which are so high, they are turning the Canadian shipbuilding industry into an international embarrassment." Mr. Vicefield told CBC that under the NSPS cost-plus approach, "profits are calculated as a percentage of the costs incurred. This provides no incentive for shipyards to reduce costs when possible." The CBC story says that jibes with an analysis by PricewaterhouseCoopers and obtained by CBC News that found that "the regime provides perverse incentives for industry to increase costs … if the profit percentage is fixed, increased costs result in increased profits." ICEBREAKER GAP CBC says Davie was stung by the Liberal government's apparent rejection of its recent offer to provide Coast Guard ships more quickly, and at much lower

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17TH VOLUME, NO. 24 DATED 23 MARCH 2016 cost, than projected under the NSPS. (see earlier story). That proposal involved converting a number of offshore service vessels available at an attractive price because of the downturn in the oil and gas industry. According to the CBC, those vessels included the "Edison Chouest Aiviq, currently sitting idle in Seattle after Royal Dutch Shell canceled a costly Arctic project." The CBC story, which you can read HERE also contains a number of assertions about the NSPS plan and the likely icebreaker gap before a replacement for the aging Louis St-Laurent can be built. SEASPAN RESPONDS The CBC story provoked the following response from Seaspan: Seaspan rejects this morning's CBC story on the National Shipbuilding Strategy (NSS). At no time did Mr. Milewski choose to contact Seaspan for story content, though he is happy to invoke our name and understate our considerable progress since being selected to build vessels for the Canadian Coast Guard and Royal Canadian Navy under the National Shipbuilding Strategy. He also takes at face value the pretentions of Davie's most recent owner from his home in Monaco. For the record: Canada determined that two shipyards were required to effectively manage the rebuilding of Canadian Coast Guard and Royal Canadian Navy fleets with a goal to eliminate the boom and bust cycles that have defined previous federal shipbuilding programs. Chantier Davie participated in the competition to select those two shipyards through an open procurement process that the Auditor General has described as a "successful and efficient process independent of political influence, consistent with government regulations and policies, and carried out in an open and transparent manner". Seaspan and Irving Shipbuilding won the competition and Chantier Davie lost. The shipbuilding strategy and the sequencing of the vessel build was adopted by the previous government in Ottawa and endorsed publicly by the current government. Since winning the competition, Seaspan: * Has invested $170 million of its own money to build the most modern shipyard of its kind in North America, purposely built to manufacture the vessels committed to us under NSS; * Has 31 of 37 blocks under construction for our first Offshore Fisheries Science Vessel with the second of three ships to begin construction in a matter of weeks; * Is working under contract with Canada to produce the next vessels under NSS – the Offshore Oceanographic Science Vessel and Joint Support Ships; * Employs over 700 people for the work we have today and project that number to climb to close to 1,500 at the peak of manufacturing; * Has awarded supply contracts valued to date at over $380 million to more than 150 Canadian companies with more to come as the program evolves; and, * We have made significant investments in a BC-based Aboriginal Apprenticeship Training Initiative and recently supported the creation of two Chairs at the University of British Columbia in their naval architecture and marine engineering disciplines as part of our commitments to Canada under NSS. In contrast, while Chantier Davie complains openly about the pace and performance of NSS and asserts its ability to meet Canada's maritime needs "more quickly and at a much lower cost," its own financial and production performance record has yet to find its way into the public discourse. In the meantime, we'll build the vessels we have been awarded to build for the Coast Guard and Royal Canadian Navy – including at least one Polar Icebreaker. (Source: MarineLog)

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YANTAR SHIPYARD LAYS DOWN OCEANOGRAPHIC RESEARCH SHIP OF PROJECT 02670 FOR RF DEFENCE MINISTRY

On March 19, 2016, Kaliningrad-based Baltic Shipbuilding Plant “Yantar” (Yantar Shipyard, United Shipbuilding Corporation) laid the keel of oceanographic research ship of Project 02670, the Yevgeny Gorigledzhan. As USC Department for Information Policy and Corporate Communications told IAA PortNews, the ship will be delivered to the customer, Deepwater Research Department of RF Defence Ministry in 2017. The ship will be built through repair and re-equipment of a rescue tugboat MB-305 (Szczecin, 1983). The contract between Yantar Shipyard and RF Ministry of Defence was signed in mid-February 2016. Oceanographic research ship of Project 02670 was designed by Almaz design bureau. Displacement – 4,000 t, length- 81 m, breadth – 16 m, endurance – 30 days, crew – 32 and 25 of expedition participants. Kaliningrad-based Baltic Shipbuilding Plant “Yantar” (Yantar Shipyard) was founded on July 8,1945 on the basis of a Koenigsberg unit of German’s Schichau Werft. Yantar Shipyard specializes in building and repair of warships and civil boats. Throughout the years the Shipyard has built 160 warships and more than 500 merchant vessels. The Russian Government holds majority stake in the shipbuilding firm through Western Center of Shipbuilding, a subsidiary of state-owned United Shipbuilding Corporation. United Shipbuilding Corporation (USC OJSC) is the largest shipbuilding company in Russia. It was set up in 2007 with 100% federal ownership. The holding comprises 60 companies and organizations (major shipbuilding and shiprepairing companies as well as leading design bureaus). Currently, USC consolidates about 80% of the domestic shipbuilding complex. The Russian market is the main focus of the state corporation though it also exports its products to 20 countries worldwide. (Source: PortNews)

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

 Iskes’ new ASD 2411 Venus up and running after delivery  Eastern Shipbuilding Group, Inc. launches the ZYANA K for Bay-Houston Towing

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Co.  Eastern Shipbuilding Group, Inc. delivers the H. DOUGLAS M to Bay-Houston Towing Company  Leading Latin American towage firm orders two Damen ASD Tugs 2411  Damen delivers its first hybrid tug boat to the Royal Netherlands Navy mailto: [email protected] This site is intended to be collective exchange of information. Information on this site has been pulled from many sources; we have attempted to credit these sources. But due to the multitude of sources sometimes we are unable to note all the sources. If you feel that material that is posted here is of your authorship and you have not been credited properly please alert us and I will correct the credit or remove it in accordance to the author's wishes.

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The compiler of the Tugs Towing & Offshore Newsletter disclaim all liability for any loss, damage or expense however caused, arising from the sending, receipt, or use of this e-mail communication and on any reliance placed upon the information provided through this free service and does not guarantee the completeness or accuracy of the information. For more information about advertising, subscription, preferences and un-subscription visit the website: http://www.towingline.com The Tugs Towing & Offshore Newsletter is a ::JVDS-MARCOL:: Archive Production.

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