10Th Volume, No

16th Volume, No. 55 1963 – “52 years tugboatman” – 2015 Dated 12 July 2015 BUYING, SALES, NEW BUILDING, RENAMING AND OTHER TUGS TOWING & OFFSHORE INDUSTRY NEWS

TUGS & TOWING NEWS

FAIRPLAY XI CHRISTENED

On a very sunny Friday afternoon and in the presence of five company tugs with a spectacular show, click HERE the new Fairplay’s tractor tug Fairplay XI was christened at the Wilhelmina pier in Rotterdam. sponsor lady of the tug Mrs Petra Resenhoeft, spouse of Wulf Resenhoeft of Fairplay Hamburg, threw the bottle of champagne and whish the tug and her crew a good and safe voyage. The Fairplay XI is unique thanks to its three engines, one of which is electric, with which both the fuel consumption as maintenance can be reduced. Wulf Resenhoeft told: basically the tug sail on its electric motor only, unless a job requires that the other engines be turned on. She is world’s first environment friendly emission Tier 3 tug. In addition, the tug has bollard pull of 70 up to 90 tons and she is one of the safest in its class. (Photo: John Regan)

PEGASUS, A TUGBOAT AND FLOATING MUSEUM, HITS ROUGH WATERS

Pamela Hepburn walked on the steel decks of the Pegasus, in the shadow of its big black, stately

1/24 16TH VOLUME, NO. 55 DATED 12 JULY 2015 stacks. “She’s a bit tired for towing,” she said, her black Labrador, Cocoa, bounding alongside. “But mechanically, she’s in amazingly good condition.” Ms. Hepburn, 68, is a rarity in the maritime world: a female tug captain. And, her boat, the Pegasus, is also a rarity: At 108 years old, it is still able to pull barges. Many New Yorkers have grown accustomed to seeing the Pegasus, a working tugboat, docked on the West Side of Manhattan. But the old tug, which has served as something of a floating museum, classroom and symbol of New York’s maritime history, is absent this summer. The tug has lost its berth at Pier 25, and after being part of the Manhattan waterfront for 13 years, it is now docked unceremoniously at the end of a canal in New Jersey. Its operator, a nonprofit group called the Tug Pegasus Preservation Project, says it no longer has the money to oversee and maintain the tug. The organization has canceled the insurance for the tug and says the boat’s days in New York waterways may come to an end. The nonprofit has been unable to find a group in the area that will take over the tug, said Ms. Hepburn, who bought the tug in 1987, ran it commercially for 10 years and then restored it as an educational center. Ms. Hepburn, the group’s unpaid executive director, said she hoped to have the Pegasus operating this summer. But fund-raising has become more difficult, she said, and operating costs are high. In addition to maintaining and skippering the tug, Ms. Hepburn said she had put in increasingly long hours trying to handle its administrative affairs and raise money, but had run out of the energy required to keep the tug going. “I’m not capable of doing what I could do 10 years ago,” she said as she walked the deck of the Pegasus the other day at its current berth in Morris Canal in Jersey City. The tug had long relied on government grants, private donations and sponsored trips, Ms. Hepburn said, adding that, to raise money, the Pegasus had even begun offering Hudson River rides last summer, charging per person, but had few takers. “And now people will be disappointed we’re not coming back,” she said. Ms. Hepburn said that after taking a group out on the harbor last weekend, she cancelled the boat’s

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 insurance policy to avoid more payments. In the search for a group to take over the tug, Jan Andrusky, the chairwoman of the Pegasus project, said the group “would consider any offer, even relocating the vessel” out of New York. “It’s like a death we’re trying to handle — we’re just not sure what to do,” Ms. Andrusky said. “It’s just sad. We’ve got this beautiful asset, the engine runs, but financially, we weren’t making it.” “Wouldn’t it be a horrible thing if this ends up in a scrapyard?” she added. Ms. Hepburn, whose life has been intertwined with the Pegasus since she bought it, said the scrapyard was “the worst possible scenario” and not being considered. She said she and other volunteers had taught tens of thousands of visitors over the years about New York’s maritime history and its current status as a thriving commercial port. The tug, which for the past four years had been docked at Hudson River Park’s Pier 25 and before that at Pier 62, was used for educational trips up the Hudson and around city waterways. The tug is still in fairly good operating condition, and it underwent a $1 million steel hull renovation in recent years, said Ms. Hepburn, who has spent nearly her entire adult life working on tugboats. She grew up on the Massachusetts coast and was an avid sailor. After going to art school, she jumped at an opportunity to work as a deckhand on a tug, and over the years she earned her captain’s license. After working for various companies, she bought the Pegasus for $25,000 and towed barges mostly in New York Harbor, hauling oil barges, construction rigs and railroad barges. Ms. Hepburn lived on the Pegasus for many years and, as a single mother, raised her daughter, Alice, on the boat. Ms. Hepburn would bring the baby while working and hand her off to a crew member while executing difficult maneuvers. Ms. Andrusky, who manages a fleet of 14 tugs for Weeks Marine, a large marine construction company, called Ms. Hepburn a pioneering woman in the maritime trade and as much a vital resource as the aging tug itself. “She’s really been somebody who women admired in the industry; she propelled the growth of women in the industry,” she said. “She’s put her whole life into the Pegasus, her blood, sweat and tears, and lots of personal money into it.” Ms. Hepburn not only skippers the tug, but also has intimate knowledge of its aging, idiosyncratic mechanics. The Pegasus was built for the Standard Oil Company of Baltimore and was converted in 1953 from steam to diesel propulsion. After retiring the Pegasus from commercial work in 1997, Ms. Hepburn decided to turn it into a floating museum and worked with many volunteers, with donated materials, to keep it afloat. Roland Lewis, the president of the Metropolitan Waterfront Alliance, called the plight of the Pegasus “part of a slow-moving tragedy, of losing a huge part of our historical heritage on the waterfront.” “We’ve done a good job of landmarking buildings and securing funds to keep them,” he added, “but we’ve fallen down in trying to do the same for our equally important maritime heritage.” (Source: The New York Times - By Corey Kilgannon)

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TRAGISCH EINDE VOOR EEN OPMERKELIJKE KAPITEIN - PIETER OTTOSEN OVERLEDEN

In de nacht van dinsdag op woensdag maakte Pieter Emil Ottosen, beter bekend als de Vlielander sleepbootkapitein, een einde aan zijn veelbewogen leven. Van afkomst was hij half Deens, half Vlielands. Naar aanleiding van een conflict met een leverancier was zijn boot net aan de ketting gelegd. In zijn wanhoop zag hij geen andere uitweg. In een lange afscheidsbrief , gericht aan al zijn Facebook- en e- mailcontacten, schreef hij: “Dit betekent voor mij het einde. Ik kan met alle piraten vechten, maar dit niet. Ik ben sowieso doodmoe na jaren vechten.” Ottosen was een opmerkelijk karakter. Klein van stuk was hij voor de dooie dood niet bang. Met een nietige boot en soms gigantische booreilanden op sleeptouw trotseerde hij storm en ontij op alle wereldzeeën. Jarenlang hebben lezers van de Harlinger Courant mee kunnen lezen over zijn oceaanavonturen met De Vlieland. Met piraten en ander gespuis maakte hij letterlijk korte metten. Op zijn sleepreizen had altijd een vuurwapen bij de hand, tegen alle regels in. Hij aarzelde niet er gebruik van te maken als een zeerover zijn levenswerk te na kwam. Zoals veel kleine mannen had hij een overmaat aan geldingsdrang en zat hij vol sterke verhalen. Wie hem beter kende vergaf hem dat. Achter zijn ruige uiterlijk verschool zich een klein en eenzaam hart. Ottosen was altijd op zoek naar vriendschap, maar vond die niet altijd in de vorm die hij nodig had. Hij hield van de goede dingen des levens. Zijn gulheid was onbegrensd en legendarisch. De motorsport was zijn tweede grote liefde, naast de sleepvaart. De afgelopen jaren organiseerde hij op het bedrijventerrein Oostpoort de Harlinger klassieke motorraces. Na afloop gaf hij uitgebreide barbecuefeesten voor al zijn motorvrienden. Legendarisch zijn de biefstukken als deurmatten, de kisten vol met sliptong en de vaten met koel bier. Tijdens de race-evenementen reed hij zelf heel vaak mee. Hij kon kiezen uit een prachtige verzameling historische renmachines. Bij de wedstrijd van 2014 in Harlingen kwam hij in de eerste ronde ten val. Desondanks stond hij enkele uren later alweer aan de startlijn. Ook buiten Harlingen liet hij zich niet onbetuigd – vaak met succes. Regelmatig stond hij op het erepodium bij racedemonstraties van Nederlandse klassieke rensportorganisaties als SAM, CRT, HMV en RMM, bijna altijd vergezeld van zijn jongste zoontje Eduard. Zij tweeën vormden een onafscheidelijk koppel. Ottosens veelbewogen leven kwam deze week tot een tragisch einde. Om hulp vragen bij anderen was niet bij hem opgekomen. Hij vertrouwde als altijd op zijn eigen kunnen. Toen hij geen uitweg meer zag koos hij

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 voor deze onomkeerbare stap. In zijn laatste brief schreef hij: “Ik sluit dit leven af. Beter snel dan in schande leven.” Een leven dat hij zo intens leefde als hij maar kon. Vrienden én vijanden blijven achter met gemengde gevoelens. Pieter, misschien lukt het je nu: rust in vrede. (Source: SAM motorsport; Photo; Pieter by Inge van Hesteren)

TRACKING STRESS AND WORKLOAD IN THE MARITIME WORLD

The Dutch research institute MARIN, the Technical University of Berlin and k+s projects are to co-operate on a new project. The first step is a pilot study of the stress/workload during training in a shiphandling simulator. Further studies both in the simulator and on board ship will follow. Most overseas transport is carried out by vessels, and every single crew member has to take a high level of responsibility for the ship, goods, human life and the environment. The projects team shares the same idea: working at sea has unique demands, made more challenging by fatigue and a high workload, and influenced by specials demands such as noise, the intense mixture of private and worklife and what often prove to be extreme environmental challenges. Its focus is therefore sailor, the "human element", and it would like to share its expertise as consultants in this market segment. The team defines its job as a link between humans and the shipping/maritime world. Stress in general, and stress due to a high workload, manifests itself in different ways for different people. Shipping, either at sea or on Inland waterways, always involves a high level of responsibility. Sailors always have to deal successfully with critical situations – it is part of their "job description". What are the most challenging jobs, and which technical operations and equipment contribute towards sailors' good performance at sea? The pilot study is about finding the actual workload situations which challenge individual sailors. Training scenarios are selected strictly according to real life on the bridge. Measurements include heartbeat rate and skin conductivity, plus an EEG, which together will pinpoint what is most challenging for the test person. MARIN project manager Wendie Uitterhoeve summarised: "We want to increase safety in the maritime business. The sailor is our focus. How can we contribute to finding efficient and appropriate procedures at sea? It is our conviction that we must put the human factor at the centre of our research. The job at sea covers the complete spectrum - fatigue on the one side, stress and a high workload on the other. We want to have a look at decision making and cognitive processes.” The findings will be evaluated to assess the influence and impact of job procedures, modern bridge design and time/work shift systems. Which variations have, in practice, offered the chance for real improvement? This project is a step towards strengthening the market segment of the “human element” at MARIN. Prof. Benjamin Blankertz

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 and Daniel Miklody, from the Technical University, Berlin, Neurotechnology department, are approved experts of the research and analysis of stress and workload in an industrial "hands on" context. (Kerstin, you need to say here what their role is now or was at ITS - give some context, just a sentence). The pilot study is the follow up of the demonstration of "Training meets Science“ during the maritime conference and exhibition ITS 2014 (International Tug and OSV) in Hamburg, initiated and organized by k+s projects and their project partners. Kerstin Klinkenberg, Project Manager, k+s projects, said: "We are very happy that we can continue our project with such an innovative, creative and highly motivated team. The first contact with MARIN was made during ITS 2014, and has now led to some really fruitful cooperation. We are extremely appreciative of the first, innovative steps taken by the initial project group, and thank our contributors - and the very courageous test persons, who literally put their heads in our hands!" It is hoped that the pilot study marks the beginning of a long-term co-operative venture. The team will release details about further steps and developments as they happen. An informative open day is planned for September 2015. (Press Release By Kerstin Klinkenberg)

PELLA SHIPYARD LAUNCHES TUGBOAT OF PROJECT 16609 BUILT FOR RUSSIA’S BLACK SEA FLEET

On July 9, Pella Shipyard launched tugboat Afalina, Project 16609 (Hull No 630) built for Russia’s Black Sea Fleet, press center of the shipbuilding company says. Upon completion of the required tests the tugboat will be delivered to the state customer and join the Black Sea Fleet of RF Navy. The tugboat is intended for towing and berthing operations in harbor and coastal areas which comply with R2 navigation area (not more than 100 miles from place of shelter). Ship's general characteristics: LOA – 28.5 m, breadth overall – 9.5 m, draft – 4.3 m, operational speed – nearly 12 knots, RS class notation - KM Arc4 R2 Аut1 FF3 WS Tug. Deck equipment: bow electro-hydraulic anchor-towing-mooring winch Fluidmecanica providing 10 t of bollard pull and 1383 kN of brake holding force; 47 t towing hook SWL with quick release device. In order to fulfill fire-fighting operations the tugboat is equipped with external firefighting system made by FFS (capacity is 800 m3/h, 2 water monitors, water curtains system). SC Pella Shipyard based in Russia’s Leningrad region was founded in 1950. In 1992 Pella was privatized as Pella Holding Co. comprising the head office and several subsidiaries. The shipbuilding firm specializes in building tractor tugs with rated power of 1,000hp to 5,000hp, push boats, escort tugs, pilot boats and SAR boats for Russian and foreign customers. (Press Release)

SHIPDELIVERY TO SAUDI ARABIA

Being well experienced in worldwide seatowages, one of Landfall's regular clients have contracted us

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 for performing the shipdelivery on own keel of the newbuilding Eurocarrier 2611 workboat "NP 435/HUTA 517" from Rotterdam to King Abdullah Port in Saudi Arabia. For this purpose, one of Landfall's experienced crews have boarded this multipurpose workboat early June 2015 and – after two days of departure-preparations – this vessel sailed from Rotterdam on June 5th, 2015. After a smooth voyage, the "NP 435" completed the 3.500 nautical miles via the Suez Canal in 30 days and the vessel was delivered to her new owners in King Abdullah Port on 5th July 2015 safely and in good order. Shipdelivery voyages on own keel – against an "all in lumpsum price" – form an integral part of Landfall's unconventional transport-services and both Landfall's office-staff and our own "in house" well-experienced tugboat crews can offer a perfect solution for sailing any of your valuable vessels to any destination against competitive rates. (Press Release Landfall)

GRACELAND (NEPTUN 11) AGAIN TO SOUTH AMERICA

6th of June, 2015 our “Graceland (NEPTUN 11)″ departed with a double tow to make the Atlantic crossing to Panama. After a long preparation, the Graceland (NEPTUN 11) finally departed with the two 65 metre self-propelled hopper barges “Cork Sand & Long Sand” from Rotterdam to Panama. The trip is entirely 5.600 nautical miles long and will take approximately 32 days. We wish our crew a

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 safe Atlantic crossing! (Press Release Landfall)

NAVY TUG IMVUBU DELIVERED

The South African Navy expects to take delivery of the first of two new tugs from the Cape Town Damen Shipyards this week. Construction commenced on the first tug, which has been named Imvubu, in January 2014. A second tug, to be named Inyathi, was begun six months later. The two tractor tugs will replace older tugs in the service of the SA Navy – De Neys, built in 1961 by Globe Engineering in Cape Town, and De Mit, which was built in 1978 in Durban by Dorbyl. Incidentally, De Neys which cost less than half a million rand to build, was the first South African tug to be fitted with Voith Schneider cycloidal propulsion, as was De Mist some 17 years later. The latter tug cost R2 million to build. The cost of the two new tugs, Imvubu, which means Hippo, and Inyathi which means Buffalo, has not been disclosed. The Damen ATD type 2909 tractor tugs are propelled by Rolls Royce US205 azimuth thrusters powered by a pair of Caterpillar engines. Each tug will have a displacement of 370 tons and a specified bollard pull of 40 tons. The length is 28.7m and width is 9.9m with a draught of 4.8 metres. They will be registered with SAMSA as Class 8 vessels. Another navy tug, Umalusi (built 1995 in Singapore), which displaces 315 tons and is 32m in length, remains in service at the Simon’s Town Naval Dockyard. (Source: Ports & Ships; Photo’s: Imvubu-Aad Noorland; Umalusi-Trevor Jones)

SOUTH PORT SIZES UP $2M TUG PURCHASE

South Port is sizing up the purchase of a Port of Tauranga tug costing about $2 million which is capable of pulling larger ships. South Port chief executive Mark O'Connor said due diligence was being done on Te Matua in Tauranga, which had a 40 tonne pulling capacity, and a decision was

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 likely to be made by the end of the month. "The market requires much larger tugs now," he said. The Bluff- based port was anticipating a favourable report on Te Matua, which could be renamed if it came south, and could expect delivery within two months, he said. South Port has two tugs at the moment, the Monowai and the Hauroko. The Monowai would be the tug taken out of service because it had the smaller 28 tonne pulling capacity. However, it was likely to be kept for a period as back-up for when either of the other two underwent maintenance, O'Connor said. The Hauroko has a pulling capacity of 35 tonnes. Te Matua was launched in 1992, while the Monowai was launched in 1973. (Source: The Southland Times)

MTS VICTORY BACK IN DEN HELDER

Almost fourty years after delivery by Shipyard Visser (presently Damen Shipyards Den Helder), the 2.675-hp tug MTS Victory, owned by Marine & Towage Services (MTS) from Falmouth, has returned to the yard in Den Helder, the Netherlands. The tug was built as Haabas in 1976 and renamed Multi Mammut in 2000. The 35-bp oceangoing tug was bought by MTS in 2011 and renamed MTS Victory. (Source & Photo by Paul Schaap)

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16TH VOLUME, NO. 55 DATED 12 JULY 2015

CONGRATS BY REDWISE OF THE SALE STAR ARTEMIS AND STAR BALIKPAPAN

Dear Mr. Shan, We trust this finds you doing well and congratulate you with the sale of the Star Artemis and Star Balikpapan. In view of future vessels and their consequent delivery and in order to widen your geographical spread, we consider it prudent to introduce our professional ship-delivery services. Established in 1906, Redwise has always been the innovative specialist in ship-delivery solutions on a world-wide basis and our track-records shows mobilization of a wide range of vessel-type, varying from small tugs to large VLCC’s and everything in between. Professionalism, dedication, integrity and transparency have always been our main objectives and guidelines in our operations, which is awarded by many repeat-clients through the years. Our permanently employed Dutch officers (about 85 in number) in close cooperation with the shore- based support team of 22 persons do arrange for an average of abt. 55 deliveries annually. Taking in consideration aforementioned and our extensive experience with comparable projects, we consider ourselves well positioned to partner up with Winter Meadow Capital to arrange for a safe delivery of the vessels, either newly constructed ex. Yard or existing vessels as result of a S&P process.. Our services might broaden your market, not being limited geographically, resulting in more possibilities and higher revenues. We have attached our digital brochure including our organization scheme and the people behind it. This is accompanied by our 2014 Track- record and some illustrating projects of comparable vessels during the (recent) past. One aspect I’d like to high-light is the fact that all people involved in the Commercial- and Operations Dept have spend significant time at sea in positions ranging from Master to Chief Engineer incl. Offshore operations and as such well capable to support the vessel and Owners in any given situation. Our arrangement is usually basis Lumpsum, including close to all aspects related to the mobilization of a vessel, including fuel, lubs. and consumables, reducing the commercial exposure to Owners significantly. We work with numerous partners in the Far East, with amongst others Coastal Contracts, Bonny Fair and have taken delivery of numerous vessels in China and Malaysia, including Tug& Barge combinations. Appreciate to learn if WMC is open to explore a further cooperation and trust that above and attached information does provide a broader view on our organization and arrangements and look

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 forward to learn if you consider our arrangement of interest to bring vessels to their area of operation. Best Regards, Redwise Maritime Services B.V. - Johan van Stee

URSUS IN CAPE TOWN

Last week was seen the 2008 built Antigua and Barbuda registered with call sign V2DK5 Anchor Handling Tug Ursus (Imo 9367516) entering Cape Town Harbour for the last time under the current name. The vessel seen in the new outfit of ALP will be renamed at the first opportunity in ALP Forward. The DP II tug has a bollard pull 218 Tonnes. She has a grt of 2,789 tons a dwt of 3,216 tons and is classed Germanischer Lloyd. (Photo: Aad Noorland)

HORIZON SHIPBUILDING DELIVERS THIRD 80’ TOWBOAT TO FMT

Horizon Shipbuilding, Inc. announced it has delivered another 80-foot inland river towboat, the M/V Michael Akiu #86, to Florida Marine Transporters. Inc. (FMT) of Mandeville, La. The 2,100 horsepower M/V Michael Akiu #86 is the final vessel for FMT as part of an order for three 80’ X 33’ X 10’-6” twin propeller towboats awarded to the a Bayou La Batre, Ala. shipyard in 2013. The Project Manager for the construction of the M/V Michael Akiu #86, Mike Sims,

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 has delivered the three 80-foot vessels on-time. The shipyard has also delivered several 140-footand 120-foot inland river towboats over its eight-year relationship with FMT. M/V Michael Akiu #86, to be used for intracoastal waterways and inland rivers operations, was named for an FMT employee who played as a wide receiver for the NFL's Houston Oilers (now Tennessee Titans). The towboat is powered by Caterpillar 3508C, rated 1,050 horsepower at 1,600 RPM, diesel engines. The reduction gears are Twin Disc MG 540 reduction gears. Three John Deere 4045 99 KW, 208 Volt AC, 60 Hz, diesel generators are installed for electrical power. (Source: MarineLink)

YESTERYEAR TUGS AT WORK EXXON BAY STATE

The 60,000 barrel oil barge Exxon No.5 makes an impressive sight as she is towed down Maine’s Penobscot Bay by the tug Exxon Bay State. The big wake and wave train created by the large tow are readily apparent. The towline here is about 2,000 feet long, more than a third of a mile, and the wire itself sags into the water as much as 200 feet. Such tows as this are the bane of lobstermen, because when the tug turns, the underwater part of the towing wire sweeps aside everything in its patch, including lobster-pot warps. However, several crew members on this tug are fishermen when off duty, so they are well aware of this problem and take extra precautions. The Exxon Bay State and the Exxon No.5 were built in 1970 to work together at a cost of $3 million. The barge has skegs to give directional control, and is equipped with a stern notch to accept the bow of the tug for pushing. The tug is 100 feet long, is rated 2900 horsepower, and has twin screws. The new unmanned barges usually are controlled electronically from the pilothouse of the tug. A control box handles such barge functions as navigation lights, bilge pumps, anchor machinery, and, on chemical barges, dump valves. It is even possible for the tug to use electronics to direct a barge’s steering mechanism, if she has steering. For instance, in 1978 the tug Pacific Challenge towed the 396-foot ship Klondike from Vancouver to Prance Rupert, British Columbia, in heavy seas, wind, and ice using electronic control box to steer the unmanned ship. (Source: On the Hawser by Steven Lang and Peter H. Spectre)

ACCIDENTS – SALVAGE NEWS

STORM SMASHES SHIP TO BITS OFF PHUKET

A Cambodian flagged general cargo ship is presumed a total loss today as it smashed into rocks on the Thai coast amid stormy conditions. Many containers are also strewn in the Thai waters. The 793 dwt Sinaran Andaman ran aground on Koi Hei island 5 km off Phuket and was one of three incidents in the area that stretched local authorities’ rescue capabilities today. A fishing vessel and a barge were also smashed by the storm. The crew fired flares in the air as the ship started taking on water and the

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16TH VOLUME, NO. 55 DATED 12 JULY 2015

engines failed. Royal Thai Navy helicopters plucked three crew from the deck of the ship, owned by Malaysian company Andaman Unik, while seven others were rescued by a Marine Police vessel. Authorities have banned all vessels of less than 24 m in length from venturing to sea until the storm passes. (Source: Splash24/7)

BALTIC ACE REMOVAL

This week again a transport of the wreck of the Baltic Ace arrived in Rotterdam. This time a part of the superstructure/bridge of the vessel. The other photo is the Taklift 4 which shows some repairs/maintenance on the hydraulic grab. (Photo’s via Erik Zijlstra)

SHELL’S ARCTIC ICEBREAKER DAMAGED IN ALASKA

Shell’s drive to resume Arctic drilling this summer has hit another speed bump, with the discovery

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 of a hole in the hull of an ice management vessel meant to safeguard the company’s operations in the Chukchi Sea. The MSV Fennica was on its way from Dutch Harbor, Alaska to the Chukchi Sea on Friday when a ballast tank leak was discovered by crew members and a certified Alaska marine harbor pilot on board the vessel. The 22-year-old icebreaker has since returned to the port in Dutch Harbor and is being examined by marine experts, but it is uncertain how quickly the breach in its hull can be repaired and whether this will delay Shell’s hopes to begin drilling an oil well in the Chukchi Sea later this month. The Fennica is just one of the 29 vessels in Shell’s Arctic fleet, which includes another icebreaker, the MSV Nordica, and at least two other anchor handlers tasked with helping to keep ice away from the company’s drilling site. But Shell’s contracted Fennica is unique in that it is carrying a critical piece of the company’s Arctic containment system: a capping stack designed to fit on top of a damaged well in case of a blowout or other emergency. Shell spokesman Curtis Smith said the company does not believe the Fennica damage will delay the company’s planned Chukchi Sea operations. “Any impact to our season will ultimately depend on the extent of the damage,” Smith said. Separately, the company is waiting on at least one drilling permit before it can begin boring a new well into its Burger prospect about 70 miles off the coast. Regulators at the Bureau of Safety and Environmental Enforcement are still scrutinizing Shell’s applications to drill two wells, about 8.9 miles apart. Shell is already being forced to scale back its plans to drill two of its Burger wells at the same time, following a ruling by the Interior Department that wildlife protection regulations do not allow simultaneous drilling operations within 15 miles. And the government’s handling of the issue is under fire from environmentalists who say the 15-mile separation requirement compels the Interior Department to rescind its earlier approval of Shell’s broad Chukchi Sea exploration plan and hold off on issuing any drilling permits. It is not clear what caused the hole in the side of the Fennica’s hull, which is about 39 inches long and less than a half an inch wide. At the time the leak was discovered, it was moving through charted Alaska waters, having barely left its mooring in Dutch Harbor. And while those waters are shallow, the Fennica’s planned route kept it in depths of at least 42 feet. The vessel, which is owned by Arctia Offshore and contracted by Shell, drafts at roughly 27 feet. It is possible the Fennica encountered a shallow-water hazard that has gone undocumented and uncharted. The government’s National Oceanic and Atmospheric Administration already was scheduled this week to deploy a ship to the area where the Fennica’s ballast leak was first observed and conduct a survey of the ocean floor. Marine experts are now examining the Fennica in Dutch Harbor and assessing whether it can be repaired on site or will require more extensive work in a dry dock. Any significant repair that sidelines the Fennica for the brief Arctic drilling season could require Shell to get a new authorization from regulators at the Interior Department because it would represent a departure from the company’s government-approved Chukchi Sea exploration plan. That exploration plan outlines the vessels Shell plans to use and their main missions during normal operations and any emergency. To go forward, even with an extensive, time-consuming Fennica repair, Shell probably

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 would have to relocate its capping stack and the A-frame that deploys it to another vessel. Interior Department spokeswoman Jessica Kershaw said regulators there “continue to review Shell’s proposal for drilling activity in the Chukchi Sea this summer.” “As we’ve said from day one, Shell will be held to highest safety and environmental standards,” Kershaw said. “This includes having on hand the required emergency response systems necessary for each phase of its drilling program.” Shell’s Smith said authorities were promptly notified of the ballast leak and hull breach. Neither the vessel and its crew were in danger, he said, and the Fennica’s ballast pumps continue to perform normally. Although it is “an unfortunate potential setback,” Smith said, “in no way does it characterize the preparations we have made to operate exceptionally well.” The episode provides fresh fodder to Arctic drilling opponents, who say it invokes comparisons to mishaps involving Shell-owned and - contracted vessels during the company’s 2012 operations. That year, before the company began boring wells in the Chukchi and Beaufort seas, its contracted Noble Discoverer drillship drifted near Dutch Harbor. And on Dec. 31, 2012, Shell’s Kulluk drilling unit ran aground along an uninhabited Alaska island. “In just a few days, Shell wants to start drilling for oil in one of the most delicate ecosystems on earth,” said Greenpeace USA spokesman Travis Nichols. “The company clearly hasn’t improved its operations from its nearly catastrophic 2012 attempt to drill in Alaska and so we can expect news like this to continue to come in until the Obama administration finally stops this doomed project from going forward. “ (Source: Marine Insight; Photo: Marcusroos/wikipedia.org)

MOVIE TRAILER FOR ‘THE FINEST HOURS’ – THE REMARKABLE TRUE STORY OF THE SS PENDLETON RESCUE

Disney has just release its first trailer from its new film The Finest Hours, based on the remarkable true story of “the greatest small boat rescue in U.S. Coast Guard history.” The film tells the story of the SS Pendleton, a 10,448 gross ton “T2″ tanker which broke in half during a fierce nor’easter while off the coast of Cape Cod on February 18, 1952. Of the 41 crew members onboard when the tanker broke up, (spoiler alert) 32 survivors were rescued by the four-man crew of a 36-foot motor lifeboat after the stern section of the Pendleton ran

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 aground in Chatham, MA. The nine crew who lost their lives included eight who were stuck in the forward section of the tanker when it broke and the ship’s cook, the last one off the vessel, who was tragically (and horrifically) killed after falling into the water during transfer to the lifeboat. A great article about the disaster and daring rescue can be found on the Coast Guard’s website. The film is directed by Craig Gillespie and stars Chris Pine, Casey Affleck, Ben Foster, Holliday Grainger, John Ortiz and Eric Bana. Release is scheduled for January 29, 2016 in the U.S. HERE the trailer (Source: gCaptain; Photo: USCG)

OFFSHORE NEWS

‘FUGRO AMERICAS’ COMPLETES MAIDEN VOYAGE

Fugro’s new-build geophysical survey vessel, the Fugro Americas, has completed data collection for a geochemical coring campaign in the Caribbean on June 11, 2015. The project marks the maiden voyage of the new-build vessel. The ‘Fugro Americas’ was built by Thoma-Sea Marine Constructors in Louisiana, with supervision by Fugro Marine Services. The delivery of the vessel took place on March 18, 2015. Fugro said that mobilisation for the campaign immediately followed the vessel’s departure from the construction shipyard in Louisiana in April. According to the company, the integrated project comprised 141 piston cores and 7 heat flow measurements that yielded over 1,500 biological and geochemical samples. Caribbean Port Agencies, Inc. said: “It was a very successful project, both for the vessel owner and the oil major that contracted her for the work.” The 59 metre-long vessel is capable of carrying out a wide range of offshore services including high resolution geophysical and light geotechnical surveys in water depths of up to 4,500 metres. (Source: Energy Offshore Today)

GRAMPIAN DEVOTION MARKS MAJOR MILESTONE FOR CRAIG GROUP

North Star Shipping has reinforced its fleet of next generation vessels after taking delivery of its new ERRV, the Grampian Devotion, in Aberdeen. The latest vessel represents the eighth and final D-class IMT-950 emergency response and rescue vessels (ERRVs) that the company has had specially built as part of a major £110 million investment programme. Callum Bruce, managing director of North Star

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Shipping which is operated by Craig Group, said: “The delivery of the Grampian Devotion marks a key milestone in our investment programme because it both completes our D-class range of new builds and further enhances our fleet of vessels which are at the forefront of safety, technology and capability." North Star Shipping has added seven other D-class IMT-950 ERRVs to its fleet since 2011 with the company’s investment plan due to be complete over the next year with the launch of two F- class IMT-958 multi-role ERRVs, the Grampian Fortress and Grampian Freedom. The D-class vessels, which are 50 meters in length, are outfitted as a minimum with one daughter craft, one fast rescue craft and state-of-the-art rescue facilities. The F-Class vessels, which are slightly larger at 58 meters long, feature diesel electric propulsion via twin Azimuth Stern Drives. They will also be equipped with daughter craft and fast rescue craft as well as being able to transfer and store limited deck cargo and provide offshore locations with fresh water and fuel if required. Since 2003, Craig Group has invested a total of £350million in 26 new vessels for North Star Shipping including the Grampian Devotion. Douglas Craig, chairman and managing director of Craig Group, said: “The arrival of the Grampian Devotion underlines our commitment to ensuring that we continue to deliver a safe, high quality and cost-effective service to our clients. This also allows us to continue to train almost 100 cadets to further support the British marine industry and the next generation of seafarers.” (Press Release)

CHOUEST ACQUIRES NEWBUILD SIMEK PSV

Norwegian shipbuilder Simek AS reports that its Yard No 133 has been sold to Edison Chouest Offshore. This will be the second ship Simek has delivered to Edison Choest, the first one being Yard No, 126, C-Viking. The price was not disclosed. The vessel, a UT 755 LC platform supply vessel, was originally ordered by Fletcher Shipping of Aberdeen, Scotland, as the FS Scorpius (IMO number 9741554) and was bearing that name on sea trials off Simek's Flekkefjord shipyard in April. Simek said last

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 month that the ship would be renamed, rebuilt to support a FiFi system and that it would be repainted in Edison Chouest's color scheme before being handed over to the new owner. Design: UT - 755 LC; Type: PSV; Class: Det Norske Veritas +1A1, SF, EO, DK(+), HL (2,8), Clean, Comf-V3, Dynpos, Autr, Oilrec. Main Particulars: Gross tonnage: 2,418 t; Length o.a.: 76.40 m; Length b.p.: 68.20 m; Beam: 16.00 m; Depth, main deck: 7.00 m; Draft, loaded: 5.80 m; Speed: 15 knots. Capacities: Fuel Oil: 920 cu.m; Fresh Water: 1,150 cu.m; Water Ballast: 1,550 cu.m; Engine: Bergen Diesel, 2 x 2,560 bkW; Accommodation: 30 men. (Source: MarineLog)

INVERLUSSA - HELEN MARY PROMOTIONAL VIDEO HD

This multi purpose support vessel joined the fleet in May 2015, affording Inverlussa Marine Services the flexibility to meet the needs of all our customers. Helen Mary is built to BV I Hull Mach Special Service / Tug / Workboat. Unrestricted Navigation. Offering the highest level of maneuverability, the Helen Mary is a multi-purpose support vessel specially designed for supply, non-standard cargo, dive support, survey, civil projects and general towage with a bollard pull of approx 27ton. Designed for maximum flexibility and low operating cost, Helen Mary offers cost effective solutions for a large variety of tasks. Particularly important in the design remit was the need for excellent maneuverability, redundancy, low fuel consumption and speed without compromising on the towing, lifting and carrying capacity. Helen Mary has a large open deck rated for 130 tonnes deck cargo, and the capacity for six standard 20-foot containers, a bridge controlled 4 point mooring system for dive support, mattress laying and survey work. Helen Mary has the ability to carry up 75m3 of fuel and 20m3 of fresh water. In addition to her 3 x 2 berth cabins, 2 x 3 berth and 2 x 1 berth cabin, her ample deck space means that she can offer modular accommodation, to meet client demand for multiple days at sea. * All accommodation above main deck level; * 150t/m remote control crane with 17m outreach; * 25 tonne bollard-pull; * 12knots speed (max); * Bridge control 4 point mooring system; * 50tonne towing/anchor handling winch; * 6 x 20ft containers on deck. Watch the video click HERE

VENEZUELA LOSES BID TO REDUCE $46M TIDEWATER AWARD

World Bank Tribunal has rejected Venezuela’s appeal on the ruling in March in a case brought by Tidewater against the Latin American country. On March 13, 2015, the Tribunal ruled in favor of Tidewater, who accused Republic of Venezuela of unlawfully expropriating its oil services business in Venezuela. The tribunal found that Venezuela had expropriated Tidewater’s investment in its Venezuelan subsidiary SEMARCA without payment of prompt, adequate and effective compensation. It determined that Tidewater was entitled to be compensated for that expropriation, and calculated the principal amount of the compensation to be paid as $46.4 million. Looking to reduce the amount it has to pay, Venezuela applied for a revision of the ruling. Making its case,

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Venezuela claimed that the tribunal had based its decision on a document containing a typographical error, according to which the estimated value of SEMARCA was $31.9 million instead of $13.9 million. Venezuela claimed that if the tribunal had been aware of this fact, the award would have been between $27 million and $35 million. The tribunal acknowledged that there had been a clerical error in transcription. However, it said the error was not of such nature ‘as decisively to affect the award,’ and dismissed the application for revision, affirming its initial ruling of $46.4 million as final. (Source: Offshore Energy Today)

ISLAND ENFORCER TO WORK FOR BP

Los Angeles-based C- Innovation has secured a two- year master services deal, with call-off options, with BP for inspection, maintenance and repair (IMR) services for the M/V Island Enforcer. The 122- meter subsea installation and construction vessel was delivered in 2010 from the Bergen Group in Norway to Island Offshore, a joint venture between the Ulstein family of Norway and the Chouest family of Louisiana. According

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 to C-T, the agreement is an all-inclusive contract including vessel, ROV, survey, engineering and project management. “Initial work will commence immediately with the installation of two production jumpers and EFLs at BP’s Atlantis field in 6,500 fsw,” said Richard Bourque, C- Innovation’s General Manager. The Island Enforcer features 250 and 100-ton Deck Cranes, Moon Pools and Helideck, two Schilling Ultra Heavy Duty ROVs and it is fit to accommodate 120 people. (Source: Subsea World News)

VIKING SUPPLY SHIPS A/S HAS EXTENDED THE CONTRACT WITH ENI NORGE FOR THE ICE-CLASSED AHTS “NJORD VIKING”.

The vessel Njord Viking is now firm with Eni Norge till 31st December 2016. Further, the charterer has the option to extend the charter period with 2 x 6 months. The initial firm period lasted till 29th July 2015. Njord Viking is supporting the Goliat project in the Norwegian Barents Sea, where production is scheduled to commence later this year. Viking Supply Ships has had a good relationship with Eni Norge over several years and the company is pleased to extend the contract with what we consider to be a key client. In exchange for a longer firm period than originally agreed, the rate has been reduced. The total value of the extended firm period of the contract is about NOK 150 million. The contract reflects the area of operation and the significant harsh environment competence obtained by Viking Supply Ships over several years, as well as the high specifications of the vessel. (Press Release)

WINDFARM NEWS - RENEWABLES

LUCHTERDUINEN SUCCESSFULLY TESTED

The test phase of the Eneco Luchterduinen wind turbines has successfully been completed. The test took 240 hours to conduct and showed that Luchterduinen is capable of supplying green power to the Dutch grid. Operational in August 2015 A total of 43 wind turbines will be part of the offshore wind farm. Via a 25 kilometres long buried electrical cable through Noordwijk, the generated energy is routed to the

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 power station in Sassenheim. In 2013 the design was created and electrical components were produced. Later that year, the production of the foundation piles took place. The actual construction by Van Oord started halfway into 2014. The offshore wind farm is expected to be operational in August 2015. During this project, Acta Marine’s Offshore Waddenzee was one of the vessels responsible for crew transfer activities. (Source: SWZ Maritime; Photo: Acta Marine).

EAST ANGLIA GETS DUDGEON DEAL

Dudgeon Offshore Wind Ltd has awarded the contract to build its onshore operations and maintenance (O&M) base to East Anglian construction company R G Carter. The company has been contracted to build the wind farm's new O&M base at Berth 9 located next to the River Yare within the Great Yarmouth port. Work commenced in early July 2015 and is scheduled to be completed during the second quarter of 2016. RG Carter have been contracted to convert an existing warehouse into Dudgeon's permanent office and logistics facility. Once finished the building will include a two story facility, integrated into the existing framework of the warehouse, providing sufficient office space for Dudgeon's onshore workforce as well as a dedicated 24 hour a day control centre to monitor and manage the windfarm's production. The remainder of the warehouse will be utilised as a logistical store for keeping spare parts at the base ready for when they are needed to be transported offshore to the wind farm. Externally a new car park and security fence will also be established. Once the wind farm is in service the new base will accommodate all of the permanent staff working onshore with the day to day responsibility for managing the wind farm. "Commencing building work on Dudgeon's new O&M base is a significant milestone for the project as we continue our preparations for the wind farm's operational phase" comments Rune Rønvik, the Dudgeon Operations Manager. "We are happy to have awarded this important contract to RG Carter and look forward to further establishing ourselves as an integral part of the local business community". (Source: MarineLink)

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YARD NEWS

OCEAN KOPER SLOVENIA TO TAKE DELIVERY OF DAMEN STAN PONTOON 9127

Pontoon to be delivered within 3 weeks of contract signing. Ocean Koper d.o.o, a member of the Ocean Team headquartered in Trieste, Italy, will strengthen its fleet with the addition of a Damen Stan Pontoon 9127. The contract, signed on 24 June, is for the largest pontoon in the region, and certainly in the Adriatic Sea. Returning customer This will be the second barge purchased by Ocean Koper from Damen. The towage company that provides offshore support services was established in 2005 and acquired the P9 (red: built at the Damen Galati Shipyard) barge, a Damen Stan Pontoon 7524, in 2010. Ocean Koper’s current fleet consists of two Anchor Handling Tugs, two tugs that are regularly involved in short-sea-towage-operations and two cargo barges. There were a number of reasons why Ocean Koper decided to return to Damen, with a specific benefit being on stock availability. Damen Sales Manager Andrea Trevisan says: “We have a number of competitively priced, high-quality pontoons on stock that can be delivered from the port of Rotterdam within a very short time – which is the case with this particular order from Ocean Koper. The on-stock availability was definitely an advantage for both parties.” Signed, sealed, delivered The contract was officially signed on 24 June with the pontoon to be delivered within a 3-week time period of signing. With a length of 91.5 metres and a beam of 27.4 metres, the pontoon will be equipped with a few customised options prior to final delivery. “There will be a few smart options added to the pontoon and some features, such as the ballast system, tailored to Ocean Koper’s operations,” according to Mr Trevisan.” (Press Release)

CONRAD INDUSTRIES ANNOUNCES ADDITION TO MANAGEMENT TEAM

Conrad Industries, Inc. announced today, 9th July 2015, the appointment of Rene J. Leonard as Vice President of Business Development and Engineering. “We are excited to have Rene join our management team,” said Johnny Conrad, President and Chief Executive Officer. “Rene has been in the shipyard business over 25 years in various capacities including naval architect, project engineer,

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 program manager, director of commercial programs and more recently as Vice President – Engineering for the past ten years, overseeing all functional design development, regulatory approvals, and production engineering.” Mr. Conrad continued, “We are actively pursuing increased opportunities to produce different types of vessels for new markets. Rene is a great addition to our company and will assist us as we continue to improve efficiencies, diversify our product mix, and strive to exceed the expectations of our existing and new customers.” Conrad Industries, Inc., established in 1948 and headquartered in Morgan City, Louisiana, designs, builds and overhauls tugboats, ferries, liftboats, barges, offshore supply vessels and other steel and aluminum products for both the commercial and government markets. The company provides both repair and new construction services at its five shipyards located in southern Louisiana and Texas (Press Release)

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

NDM SECURES A NEW CONTRACT WITH VARD

NDM is proud to announce that we have been selected to supply a large winch package for their newbuilding to Kreuz Subsea. The vessel will be of VARD 3 17 design, with a total length of 91.2 meters and a beam of 21.5 meters, and has been developed especially for diving support and subsea construction duties. Designed by Vard Design in Ålesund, Norway, and with hull construction to be carried out at Vard Tulcea in Romania, delivery is scheduled from Vard Søviknes in Norway in 2Q 2017. The DP2 class vessel will have a 100-ton active heave compensated offshore crane, a 4-point mooring system (delivered by NDM), and is prepared for Remote Operating Vehicles (ROVs). The diving system features a single bell system for a maximum of 12 divers, and can operate in water depths of up to 300 meters with a surface diving spread suitable for air diving in up to 50 meters depth. The diving accommodation is divided into three saturation living chambers. The vessel will be built according to latest SPS regulations, and can accommodate up to 105 persons, the company informed. NDM's scope of supply for this vessel will be: Two (2) off combined windlass/mooring winches; Two (2) off

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16TH VOLUME, NO. 55 DATED 12 JULY 2015 chain stoppers; Two (2) off capstans; Four (4) off 60T mooring system winches (4-point mooring system); One (1) off remote control system (bridge mounted) for the 4-point mooring system; Two (2) off HPU's. The equipment is scheduled for delivery in Q2 2016. We are honored to once again beeing selected as the supplier of deck machinery to a newbuilding at VARD (Press Release)

WEBSITE NEWS

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

 Svitzer orders two more ASD 3212 tugboats for large vessel towing operations  Tai Pari and Tai Timu delivered to the Port of Tauranga  TOS mobilizes five Smit Lamnalco RAstar 3400 tugs  Naming ceremony ART80-32 Hybrid Rotortug RT Emotion in Bremerhaven  HMC’s SafeTOW guards your safety  JonRie Marine Winches has been issued a US Patent for A Staple Torque Aligning Winch System for Escort Tugs

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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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