51Years Tugboatman” - 2013 Dated 13 August 2014 BUYING, SALES, NEW BUILDING, RENAMING and OTHER TUGS TOWING & OFFSHORE INDUSTRY NEWS

15th Volume, No. 51 1963 – “51years tugboatman” - 2013 Dated 13 August 2014 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

VIER NAVIGATOR ANCHORED AT BATAM

The 2011 build Indonesian registered with call sign YERQ tug Vier Navigator (9561203) was seen anchored at Batam in Indonesia on the 5th of August. At a glance the colours indicate Maersk until the funnel markings are noted. Not sure if there is any affiliation with Maersk or not. She is anyway owned and managed by Vierlines Pt – Kel Kuningan Timur – Jakarta: Indonesia. She has a grt of 289 tons and a dwt of 246 tons and is classed by Biro Klasifikasi Indonesia. (Source & Photo: John Regan)

TUGBOAT CAPTAIN CAPTURES AN AMAZING ‘SIDEWAYS TORNADO’ PHOTO

He’s worked on the water in Baltimore for 30 years, and he’s always aware of the weather, but he’s never seen anything quite like what he saw recently. Ron Matz has more on a tugboat captain who

1/23 15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 captured an amazing moment with his cell phone. “We get all four different seasons and we get a lot of pictures that yourself and other people can’t get because we’re out when the bad storms are coming in. Thank God for the smart phones because we get better shots now,” said Tony Roman, tugboat captain. It’s an unforgettable image captured on a cell phone. Tugboat captain Tony Roman took the amazing picture as his tug was leaving the Dundalk Marine Terminal. “I looked out the window and when I looked at it, it looked like a tornado, but it was sideways. I’ve never seen anything like it,” Roman said. Roman calls it the sideways tornado, something he’s never seen before. “We get a lot of shots like that but that was a rare shot,” Roman said. Roman snapped a storm hovering over the Key Bridge. He’s also captured some beautiful sunsets. “We’re always looking for the weather. We kind of see it before anybody else sees it coming in,” he said. Many hours working on the water in Baltimore, from Canton to Dundalk and beyond. Now thanks to his cell phone, a memory for ages. “It looks like a professional shot, but it’s not. I just do it for a hobby when I’m not there, kind of have some memories when I retire,” Roman said. (Source: Baltimore CBS local)

'TAIAROA' OFFICIALLY LAUNCHED

A bottle of Champagne smashing on the bow of Port Otago's new $11 million tug Taiaroa was the finale of the vessel's official launch and dedication yesterday. Following luncheon for about 40 guests, including the whanau of namesake Taiaroa and runanga representatives, more than 140 people attended the wharfside Beach St dedication at Port Chalmers at 2pm yesterday. Te Runanga o Ngai Tahu Otakou representative Tahu Potiki gave a brief history of the times of chief Taiaroa and his first cousin chief Karetai, after whom Port Otago's 40-year-old tug is named, and offered up a blessing for the new tug. Taiaroa arrived in Dunedin last month, following a 38-day delivery from Da Nang, in Vietnam, where it was built by Netherlands tug specialist Damen. Port Otago senior pilot Hugh Marshall said if registration was completed in time, the 24m vessel could be operational to handle shipping by the end of the week. A Damen employee is still in Port Chalmers and will be training up to five people to operate the two-person tug. While its predecessor the Otago was lighter and has a bollard pull of 58 tonnes from its 4800 horsepower engine, the Taiaroa has a 68-tonne pull and 5800 horsepower, with twin azimuth (rotatable) propellers. (Source: Otago Daily News)

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LIFE AT SEA – BY CAPTAIN GIJS DIJKDRENTH

Captain Gijs Dijkdrenth describes a very interesting workplace and gives us a glimpse of the important tasks that are carried out on board. All told in a way that landlubbers can understand. Different aspects and his many years at sea gives us a better understanding of both the risks and good cooperation between colleagues. I joined ITC in1997 and my first contract was on board the Sumatras in Dubai. I have on several S-wind tugs like Suhaili, Sumatras, Simoon and Sirocco, the famous Icebreaker AHTs Kigoria, the AHT vessels Typhoon and Tempest and the AHTS vessels Blizzard and Boulder. The task for an AHTS vessel is to reset, replace, install/ remove anchors and/or midline buoys of pipe lay barges,, offshore barges, crane barges, submersible/jack-up oil rigs etc. Besides the anchor operations the AHTS vessels will be used for rig moves, supply operations for offshore platforms and long range towing as well. The daily jobs on board an AHTS are quite extensive for every crew member. Everybody on board has to do his own specific job and responsibilities in order to keep the vessel in good shape, up-to-date and above all, technically reliable. During the anchor handling operations, the bridge crew is divided with the Captain for boat handling and Mate for winch driving. During these intensive operations the vessel has two Captains and two mates, Ch. Off and 2nd Off, in a 6 hours on/off shift. This is because that anchor handling for a pipe lay barge is most of the time a non-stop 24/7 operation. The deck crew has been increased from 4 to 6 persons, operating in a 6 hours on/off shift. Once a month, the vessel heads for a port call to carry out crew change, lift of bunkers, receiving stores, spares and discharge sludge. When we are lucky, we can stretch our legs on the quay side. Most times we were not lucky

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 and have to return to the pipe lay barge as soon as possible. The best part of our job is the diversity of what happens every day. Not one day is the same. Especially during the anchor handling operations around a pipe lay barge. There are so many factors that influence the job, such as change weather, tidal current or changing of program by the anchor foreman or assisting one of the other AHTS vessels. The best part is running and repositioning of the anchors, which is a very precise job. The biggest challenge is to carry out anchor handling operations during upcoming bad weather and maintain safety for the crew on deck to catch the buoy, without any incidents and to stop in time. Another good thing about the job is the two months leave after a working period of two months. The hardest thing I can remember is that when we had to connect the tow wire to a drifting semi- submersible rig in very bad weather with wind 10 BF (equal to 55-63 miles per hour or 25-28 meters per second) and 10-12 meters swell in the northern part of the North Sea. Also a very challenging voyage was a tow with the Saipem barge S44 from Trondheim via Stavanger to Palermo in the winter season. One day during the crossing of the Gulf of Biscay, we faced 60-65 kt winds and 12m waves from 6am to 7pm. By very careful manoeuvring we managed to keep everything safe and sound and proceeded slowly southwards to Gibraltar. unfortunately when passing this rock we faced the Levant wind and had to postpone the crew change and food delivery until Palermo. Actually there are many risks during the anchor handling operations. crew can fall overboard, wires can break, unexpected tension on wires, anchors when pulled on deck can move, items not yet secured can move with the rolling vessel, anchor buoys can start moving, during bad weather big waves on deck and so on. This requires experienced crew on deck and the bridge to minimize the risks. I have sailed most of the recent years with AHTS Blizzard. The AHTS Boulder is more or less the same vessel. I know the vessel, because I was the 1st captain when ITC took over Blizzard from Maersk. In our profession it is common to change the type of vessel you are on once. However for the benefit of the vessel, it is much better to sail as much as possible with a fixed crew and a team of Captain, Chief Engineer and Chief Officer. The key personnel is familiar with all the ins/outs and history of the vessel, which is important for the reliability. I was very lucky to sail as Captain with the icebreaker AHTS Kigoria from St. John’s, newfoundland, through the North-West passage to Prudhoe Bay, Alaska and return to St. John’s in the summer of 2003. The purpose of the voyage was to carry out a tow from Prudhoe Bay to Herschel island. This passage is my most impressive and memorable trip ever. I was the first Dutch commercial captain to pass Ballot Strait, as Amundsen did. The AHTS Kigoria was designed to assist with the arctic drilling operations and classified ice class 4. Ice class 4 means that the vessel is able to maintain a speed of 4 knots through one meter thick ice. We made 6 knots through 1 meter thick ice. Kigoriak means in the Canadian inut language = northern lights = aurora borealis. The largest towing object I have had was the Castoro Sei and Castoro 7 (ex-LB200 and ex-Agercy piper). Both are large pipe lay barges. The longest tow I have done is the tow with LB200 from Haugesund, Norway to Mobile, Alabama, USA. This was 84 days at sea in one stage. We took bunkers half way across the Atlantic Ocean from the tow and food supplies from another vessel when passing Puerto Rico. Vessels like

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Tschudi AHTS vessels are sometimes involved in rescue operations. Thanks to the relatively small freeboard and main deck on low level it is quite easy to take on casualties from other vessels or directly out of the water via a scrambling net. The large main work deck without obstructions is a good space also for search and rescue helicopters to hoist up and down personnel. Tschudi AHTS vessels are equipped with salvage material and are capable to rescue a vessel which for instance is not under command or needs immediate towing or pumping assistance. The AHTS vessels are equipped with a man overboard / rescue craft which can be launched within a few minutes. I have rescued a few vessels that had engine problems and needed to be towed to the nearest port for repair. My proudest moment was when we received a very warm thank you from both Masters of the Castoro Sei for the perfect performance and professional dedication shown by the Captains and crews of the AHTS Blizzard and AHTS Boulder during the Nord Stream project. After two years of very hard working in the Nord Stream the project was completed one month early. The sequence of resetting anchor is approx. 6-7 anchors per 6 hour watch. Due to unexpected circumstances on one occasion we were the only vessel who could reset the anchors. normally the pipe lay barge is going down to slow lay, but with the dedication of all crew of AHTS Blizzard we managed to keep the pipe lay barge on full lay. At that time we reset 11 anchors in 6 hours and that is really something to be proud of. (This article, with permission, is contributed by Tschudi magazine Tribune)

HARBOUR TUGS SOLAN AND BONXIE ON THE MARKET

SHETLAND Islands Council has put its recently built Sullom Voe harbour tugs Solan and Bonxie up for sale. The two 41 metre tugs, which cost £7 million each three years ago, have appeared on a Ukrainian shipbroker’s website. The council took the decision to sell the two powerful tugs during a council meeting, held in private, last month. Harbour board chairwoman Andrea Manson said on Wednesday that the decision to sell had nothing to do with the troubled history of the tugs. Following discussions with the oil industry and in the wake of the Deepwater Horizon disaster the SIC agreed to reverse a previous council decision and go back to a four tug operation using smaller vessels. Manson said the Bonxie and Solan were too big for what was needed to safely guide tankers in and out of Sullom Voe and therefore the council

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 had decided “to test the market”. “They are too big and too powerful for the job. They were the right size if we were going to use three tugs, but the council now feels that four tugs is the way ahead. “Because of the teething problems we have had with these tugs, we never got down to a three tug operation,” Manson said. She admitted that the next possible step would be ordering at least one new smaller tug to make up the numbers, but this would depend on the response the council receives for the current tugs on sale. “That may be the next step, but we will have to wait and see,” Manson said. Should the SIC be successful in selling Solan and Bonxie the port would only have four operational tugs left with no back-up. Built at the Spanish Union Navel shipyard and delivered in 2011, the two tugs steered straight into the headlines when they were taken out of service after the Solan collided with the shuttle tanker Loch Rannoch just before Christmas the same year. The tugs were only reintroduced to service in May this year after new fins were fitted to the hulls of the vessels to give them greater stability. Manson said: “The council has decided that these tugs, good though they may be, are too powerful and too expensive to run in the harbour operation that we’ve got, and we have now decided to test the market to see if we can get our money back.” Advertised as Twin Voith Schneider tugs, the two vessels are equipped with two MAN 8900 hp engines and have a bollard pull of 88 tonnes. (Source: Shetland News)

DE YONG AT SINGAPORE ROADS

The 1997 built China Peoples Republic registered with call sign BSCD Salvage tug De Yong (Imo 9160073) was seen at Singapore on the 4th August 2014. The vessel is owned and managed by Shanghai Salvage Co. – Shanghai; China. The tug has a length 63.56 mtrs a beam of 13.20 mtrs. She has a grt of 1,303 tons and a dwt of 841 tons and is classed China Classification Society (Photo: John Regan)

SMIT SABA INBOUND VANCOUVER

The 2009 built Panama registered with call sign HP3257 Damen ASD 2810 with yard number 511543 tug Smit Saba (Imo 9476379) was seen inbound to Vancouver harbour on the 5th August 2014. The tug is owned by Smit Shipping Singapore Pte. – Singapore and managed by Smit Harbour Towage Panama Inc. – Panama. She has a grt of 285 tons and a dwt of 160 tons and is classed Bureau Veritas. (Photo: Robert Etchell)

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YESTERYEAR TUG LINDA

The Linda, with her clothesline rigged, towing down Penobscot Bay in 1972 after delivering a barge load of asphalt in Bangor, Maine. She is one of 100 DPC (Defence Plant Corporation) tugs built during World War II to haul fuel barges along eastern seaboard. DPC tugs, which were built to a standard design, followed the torpedo free Intracoastal Waterway from Mexico to New Jersey and were operated mostly by the Army Transportation Corps, though the Navy had several of them. After the War, most of these tugs were sold by the government to private owners, and many are still in service today in the United States and overseas. The Linda is a typical coastal tugboat. Though the barge she is towing is not visible, it’s obvious that the barge is light because of the angle of the towline. The line would enter the water at a steeper angle if it led to a deeply laden barge. The chain chafing gear on the towline as it crosses the towing strongback is necessary to protect the hawser from the wear and tear on the long tow to the Linda’s destination Norfolk, Virginia. The faceted, rather than rounded, wheelhouse front was designed to cut down building time and is a trademark of the DPC-class tugs. The huge funnel is a modification of the original design, perhaps to give the impression of more than her actual 700 horsepower in the engine room. The upright pole in the bow is a steering pike, which is used by the helmsman as a visual range when underway. When not in use, it can be removed from its socket and stored on deck. When wind direction and strength are critical during a tow, some pilots will rig a windsock at the top of the steering pike. The wheels on the house’s doors are for dogging down the doors during heavy weather, thus making the tug as watertight as a submarine. (Source: On the Hawser by Steven Lang & Peter H. Spectre). (Red) The Linda was built in 1944 by Decatur Iron & Steel Company of Decatur, Alabama (hull #DPC 50) for the United States Army as the DPC 50. She was sold in the 1940's and was renamed as the Margaret Kehoe. The tug was acquired by Penn Maritime where she was renamed as the Penn No. 5. She was then acquired by the Morania Oil Tanker Corporation where she was renamed as the Morania No. 5. The tug was later sold and renamed as the Linda, then

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 as the Capt. J. P. She was scrapped in the 1980's.

ACCIDENTS – SALVAGE NEWS

COLLISION ON THE ELBE

During the Hamburg Blue Port & Cruise Days 2014 on Aug 2, 2014, the "Störtebeker" was in collision with the tug "Fairplay X" on the Elbe. The passenger ship docked at the Landing Bridges around 10 p.m, the tug at the Finkenwerder ferry dock before returning to the tug pier. No reports regarding damages. (Source: Vesseltracker)

NTSB REPORTS ON MOBILE BARGE FIRE AND EXPLOSIONS

The National Transportation Board has determined the probable cause of the April 2013 fire and explosions aboard a towing vessel and two barges that were having their tanks cleaned at the Oil Recovery Company (ORC) facility in Mobile, AL. "On April 24, 2013, at 2030 local time, the towing vessel Safety Runner docked on the Mobile River in Mobile, Alabama, alongside two Kirby barges that were having their tanks cleaned. Shortly thereafter, flammable vapors being vented from the barges' open tank hatches entered the Safety Runner's engine room and exploded," says an NTSB Marine Accident Briefing (MAB-14-13). "The fire spread from the towing vessel to the barges, resulting in explosions. Three persons sustained serious burn injuries. The total damage to the vessel and barges was estimated at $5.7 million." The NTSB determines that the probable cause of the fire and explosions was the failure of the ORC Facility to isolate tank-cleaning operations from sources of ignition. Contributing to the accident was ORC's failure to provide its employees with tank- cleaning training and procedures that followed industry standards and government regulations for reducing the risk of fire during tank-cleaning operations. "Investigators found evidence of inadequate management oversight by ORC, including employing a barge PIC [Person in Charge]

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 without proper credentials, and not having an operations manual that specifically addressed tank cleaning operations at the ORC Facility," says the Marine Accident Briefing. "Instead, ORC used an operations manual intended only for mobile facilities, such as vacuum trucks and tankers. Further, in that manual, ORC had attached pages from the Oil Companies International Marine Forum (OCIMF) International Safety Guide for Oil Tankers and Terminals (ISGOTT) that described only what procedures ought to be contained in operations manuals, rather than writing its own procedures specific to the risks associated with tank-cleaning operations at the ORC Facility. The manual did not address hazards associated with motor vessels—full of ignition sources—docking alongside barges during tank-cleaning operations." To read the full report click here (Source: MarineLog)

NEW ZEALAND WANTS MORE RENA WRECKAGE REMOVED

The New Zealand Government wants parts of the ill-fated MV Rena’s wreck, but not the whole thing, to be removed, opposing the application to leave the wreck where it is on the Astrolabe Reef, off the coast of Tauranga. The bow section of the wreck on the top surface together with the associated debris to a depth of 30 meters should be removed, according to Attorney-General Christopher Finlayson. What is more, the Government wants the parts of the wreck below 30 meters closely monitored. Nevertheless, due to safety risks and costs for the overall removal of the wreck, the parts of the wreck beneath shallow waters should remain as they are for now. This relates to the stern section of the wreck, which is 70 meters down. The Government’s submission from this morning comes as a response to an application by a community trust membered by the ship’s owners to the Bay of Plenty Regional Council to leave the ship where it lies. On October 5, MV Rena grounded on the Astrolabe Reef resulting in a major oil spill, the worst in New Zealand’s maritime history. (Source: World Maritime News)

OFFSHORE NEWS

KLEVEN DELIVERS ‘OCEAN ART’

Atlantic Offshore, a Norway-based provider of offshore support vessels, has taken delivery of the Ocean Art platform supply vessel. The vessel was delivered from Kleven’s Myklebust yard on

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Wednesday, August 6, 2014. The 90.4 meters long platform supply vessel, of VS 485 MKII L design from Wärtsila Ship Design, is leaving the yard and joining her sister vessel Ocean Star on a Statoil charter in the North Sea. The naming ceremony for Ocean Art will be held in Stavanger during the oil and gas exhibition ONS on August 28. (Source: Kleven)

NORTH SEA VESSELS FACING DETENTIONS AMID NEW LABOUR LAWS

North Sea supply vessels and support ships could be detained in port if they are found to be failing to comply with a new maritime law which today (Thur 7 Aug) comes in to effect in the UK, a legal expert has warned. The Maritime Labour Convention (MLC) is an international agreement which safeguards the employment rights, working conditions and health care of seafarers working across the globe. The Convention applies to seagoing commercial ships and holds ship owners responsible for ensuring seafarers receive basic levels of pay, sick pay, holiday entitlement and medical care. While most UK operators are already compliant with MLC criteria, some vessels operating in the North Sea and others navigating through UK waters under other national flags may not adhere to the same standards. Katie Williams, a shipping and maritime law specialist at Pinsent Masons in Aberdeen, said in such cases the UK’s enforcement body, the Maritime and Coastguard Agency, could order the detention of ships docking at Aberdeen Harbour and other UK ports. She said: “The Maritime Labour Convention consolidates what has been in place in the UK for some years, but a major change is that for the first time it has an enforcement mechanism with real ‘teeth’. “Many shipping companies and charterers have invested significant time and effort in trying to ensure that they will comply with the new regime, however the Maritime and Coastguard Agency will be looking to set down a marker that they intend to rigorously apply the new laws.“It would be a nightmare scenario for a boat which is chartered at thousands of pounds a day to be detained in port, but it is feasible that in extreme circumstances this could happen.” Sixty three nations have signed up to the MLC and so far maritime authorities have ordered vessel detentions in at least 10 cases involving ships in Canada, Denmark, the Russian Federation and Spain, which were sailing under the flags of Cyprus, Liberia, the Netherlands, Panama and Tanzania. There is also a risk that British-flagged vessels could face detention in foreign ports where a complaint has been made by a crew member and local port authorities have taken a

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 different interpretation of the Convention. “There is a possibility that a vessel which would be viewed as compliant in the UK is detained in a foreign port in circumstances in which we would find difficult to understand and this could lead to expensive delays.” Pinsent Masons also warned that while the Convention does protect seafarers and makes owners and operators more accountable, it also opens up another avenue for complaints to be lodged. Ms Williams added: “Traditionally grievances or disputes over wages or other working terms would have been a private employment issue between seafarer and employer, but this law creates a new and specific complaints procedure which can be directed squarely at ship owners or operators who will face the same obligations as the employer. “The MLC is something of a revolution in seafarer’s employment rights and ship owners and vessel operators should seek specialist advice on existing contractual and commercial relationships and new obligations they must now address.” (Press Release)

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

OCEAN ART IS NOW SAILING FOR BERGEN TO COMMENCE HER 6 + 3 YEAR CONTRACT WITH STATOIL!

Her naming ceremony will be held at the end of ONS in Stavanger, Thursday 28th August. Ocean Art is the second of our two VS 485 MKIII L design, ordered by Atlantic Offshore from Kleven. Ocean Art will, during the ONS and before the naming ceremony, be decorated in the front by M- City. The Polish artist has performed several international art projects, and has decorated both the Norwegian Petroleum Directorate and the Norwegian School of Economics. The artistic workmanship, and the final painting, will be possible to watch at the harbour in Stavanger during the ONS. (Press Release Atlantic Offshore)

MARIDIVE 703 CHECKING HER FIRE-FIGHTING MONITORS

The 2011 built Belize registered with call sign V3NV6 offshore tug/supply vessel Maridive 703 (Imo

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9603776) was seen checking her fire-fighting monitors off the Grand Harbour, Malta during her sea trials after leaving Palumbo Malta Shipyard Ltd on Wednesday 6th August, 2014. The AHTS is owned and managed by Maridive Sae – Alexandria; Egypt. She has a grt of 2,379 tons and a dwt of 2,534 tons and is classed American Bureau of Shipping. (Photo: Capt. Lawrence Dalli - www.maltashipphotos.com)

2013 BUILT MHL FLAG OFFSHORE SUPPLY VESSEL GO PEGASUS

The 2013 built Marshall Island registered with call sign V7CE4 offshore supply vessel Go Pegasus (Imo 9495210) was seen berthed at the Grand Harbour, Malta during mobilizing to be deployed in the North Sea on Wednesday 6th August, 2014. The OSV is owned by Hai Jiao 1307 Ltd. – Perth; Australia and managed by Go Offshore Pty. Ltd. – Perth; Australia. She has a grt of 7,534 tons a dwt of 4,500 tons and is classed Det Norske Veritas. (Photo: Capt. Lawrence Dalli - www.maltashipphotos.com)

ICON OFFSHORE ACQUIRES AWB FROM NAM CHEONG

Malaysia’s Icon Offshore has acquired an accommodation work boat. The company said that, through its subsidiary Icon Kayra, the company acquired the SK Line 600 vessel from Nam Cheong for $30 million (RM 95.7 million). The vessel has a maximum deadweight of approximately 3,500 t, and is equipped with a dynamic positioning system to class requirement for DPS-2 notation (“DP2”) and a four-point mooring system. It can accommodate up to 200 passengers. It is also equipped with a 50-t crane as well as approximately 1,000msq of clear deck space. In a filing to Bursa Malaysia Icon Offshore said that the acquisition was “in line with our fleet expansion programme where we expect to selectively diversify our fleet composition to enable us to manage our fleet according to our customers’ requirements and capture growth potential in the industry, as well as to move up the offshore support vessel value chain by adding vessels to our fleet that are equipped with DP2 to be

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 able to operate and provide marine support services in harsher weather conditions and deeper waters.” UV sale Also, in a separate filing, the company said that, in line with its strategy to divest some of its older vessels and replace them with more modern units, entered into a Memorandum of Understanding to sell the ‘Tanjung Manis’ Utility Vessel to Hadi Hamad Al-Hammam Est., Marine Services, a company based in Saudi Arabia. The vessel, a smaller version of a straight supply vessel but without cargo tanks for drilling fluids or cement, is expected to be sold by the end of third quarter 2014 for a price of $3.9 million. (Source: Offshore Energy Today)

SBM OFFSHORE SEEKS ARBITRATION OVER VESSEL DEAL WITH DAYA

Malaysia’s Daya Materials has announced that its subsidiary DVL has been given notice of arbitration by SBM offshore in relation to a dispute over the proposed sale of the Diving Support and Construction Vessel ‘SBM Installer’. To remind, SBM Offshore in November last year announced it had enter into a Memorandum of Understanding with, DVL a subsidiary of Daya Materials Berhad, under which DLV was supposed to acquire the SBM Installer construction vessel for $180 million. A month after the announcement, SBM Offshore, based in The Netherlands, said that the previously

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 signed MoU would not proceed as planned, saying that DVL failed to secure financing for the transaction and did not receive permission from its parent company Daya Materials Berhad (DMB) to proceed with the deal. However, Daya Materials Berhad has said that DVL had no intention to purchase the vessel and as such has not attempted to meet any of the terms of the MOA. “The MOA was signed without the knowledge or prior approval of the Board or board of directors of DVL. No shareholders’ approval of DVL was sought or given. The press release issued by SBM on 11 November 2013 was inaccurate. DVL had notified SBM to terminate the MOA,” Daya Materials Berhad said at the time. In a Bursa Malaysia filing issued Thursday, August 7, 2014, Daya Materials Berhad said that DVL had through its solicitors, received a letter from SBM’s lawyers dated 6 August 2014 giving DVL notice that SBM has appointed its arbitrator in relation to all disputes arising out of and/or in connection with the MOA. “DVL is to appoint its arbitrator within 14 calendar days, failing which SBM shall take steps to appoint its nominated arbitrator as sole arbitrator,” the filing read. “DVL is seeking legal advice from its solicitors and the company will make the necessary announcements as and when there are material developments in this case. At this juncture DVL has not received the details of SBM’s claims and the Company is therefore not in the position to assess the impact of the arbitration on the operations and financial position of DVL, the Company and the group,” Daya Materials Berhad said in a statement. An arbitration is a procedure described as a fast way to get a decision when one is in a dispute. Arbitration is more flexible and less formal than court. In an arbitration, two sides present their evidence to an arbitrator. The arbitrator decides who wins and who loses. An arbitrator does the job that a judge or jury would normally do in court. (Source: Offshore Energy Today)

GOSEA LANDS TWO SHIP MANAGEMENT CONTRACTS

SeaEnergy PLC’s recently established joint venture (JV) GOSeaEnergy Ship Management Limited (GOSEA) has this week been awarded the ship management of two more vessels. GOSEA was established in June 2014, as a JV between Go Offshore (Asia) Pte Ltd. a Singapore based shipping company and SeaEnergy Ship Management Limited, the latter holding a 51% share. The first vessel, the newly built Go Pegasus, is a DP2 anchor handler (AHTS), owned by the Singapore based Otto Marine Limited (Otto). The Go Pegasus is flagged in the Marshall Islands and will shortly arrive in the U.K. where it will be operating under charter and deployed on ploughing activities in the western UKCS. The vessel has a crew of 20. The GOSEA team is responsible for the full management of the vessel’s crew, provisions and technical support. The GOSEA team have also taken over the operational management of the Go Electra, a DP2 multi-purpose support vessel is owned by RY Offshore Pte Limited. It is currently operating nder charter for Harkand ISS and is carrying out ROV surveys and air diving operations, primarily in the North Sea. The vessel which is flagged in the Marshall Islands has a crew of 21. Mike Comerford, Operations Director for SeaEnergy PLC, said: “It is a busy and exciting time for us as a Group and we are delighted to have increased the number of ships under management in such a short timeframe. We have had excellent feedback from the companies chartering these vessels – a credit to the wealth of experience of our team at GOSeaEnergy.” (Press Release)

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TANJUNG OFFSHORE EYES RETURN TO MARINE BUSINESS

Tanjung Offshore, which exited the marine business in 2012, is eyeing a return to the sector. Currently Tangjung Offshore mainly offers engineering packages, product services and maintenance. Muhammad Sabri Ab Ghani, executive director of the company said Tanjung Offshore is now back on the right track after two years of restructuring, and looking at business expansion to strengthen its presence in the oil and gas industry. Muhammad Sabri said Tanjung Offshore is likely to return to the marine business if the reverse takeover of the company by several parties, including a unit of French company Bourbon SA, materializes. The deal is currently at the due diligence stage. Tanjung Offshore exited the marine business in 2012 after selling its marine business arm, Tanjung Kapal Services, to Ekuinas for RM220m. (Source: SeaShip News)

GAZPROM CHARTERS BOURBON RAINBOW

Seabrokers reports that with offshore activity ramping up in Russia, Gazprom has contracted two PSVs, Sayan Princess and Bourbon Rainbow, on term charters. Both vessels will work for Gazprom for three months firm plus options, with operations scheduled to commence in August. Sayan Princess is a Havyard 832 CD PSV; Bourbon Rainbow is an Ulstein PX 105 PSV. Both vessels were delivered in 2013, with Sayan Princess having a deck area of 801m² and Bourbon Rainbow having a deck area of 928m² (Source: OSO; Photo: Ulstein)

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ZAMAKONA DELIVERS OCEAN MARLIN TO ATLANTIC OFFSHORE

Ocean Marlin, our newbuilding 722 has been delivered to Atlantic Offshore. Ocean Marlin is the second vessel of three signed with Atlantic Offshore with HY820 design. She is now sailing to Stavanger and her naming ceremony will be next Wednesday, 13th August. The vessel has been constructed in our Yard of Pasajes with the following main particulars: Type: Emergency Rescue and Response Vessel with Firefighting and DP2; Length over all: 66.80 m; Length b.p: 60.60 m; Breadth moulded: 16.00 m; Depth to main deck: 6,00 m; Draught: 5,40 m; Accommodation: 21 persons. Notation: DNV: +1A1, E0, SF, OSV-Towing, DYNPOS AUTR, FIRE FIGHTER –II; Flag: NOR; Deck area: 380 m2. The results on sea trials have been better than expected, highlighting the low level of vibration and noise: Bollard pull: 68,3 tonnes; Free running speed 14 knot. (Press Release Zamakona)

MDPL TAKES DELIVERY OF DUO - DEDICATED TO CARE AND PERFORMANCE

Ordered 2 years ago this pair of 4000 DWT pair PSVs, MDPL Randeep and MDPL Anjali, is the newest addition to existing fleet of MDPL. These new breed of Multi Role Vessels are ergonomically designed and built with the idea of CARE and SAFETY of all Personnel working within an Oil field / offshore installations meeting‎ the demanding emergency response /safety requirements set by the Oil Companies for their care and concern of personnel working offshore. First of its kind with high Survivor Rescue Facilities (SSR) MPSV, MDPL Randeep, was delivered in June 14 and has arrived West‎ Africa for further deployment. The sister unit, MDPL Anjali was recently delivered on 4th August 2014. Having arrived in West Africa recently, MDPL Randeep was very well received by Oil Companies, and has been welcomed with much appreciation of the

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 modern and versatile design of the vessel with her enhanced features and multi role / flexible capabilities – for PSV supply roles, accommodation support (SPS), may undertake ROV/deepwater inspection duties and perform complete SSR. The multi-functional vessels are innovatively designed and operated to fulfil the performance requirements of the Oil Majors and to meet the much- emphasized safety aspects of Offshore operations - by offering one full deck dedicated to its SSR / ERRV capabilities with special features for evacuation and receiving personnel working on offshore installations. MDPL Anjali is on her Maiden Voyage to Singapore and it is expected that she would receive as much fanfare as the first unit. Built for Care and Performance, these vessels with their cutting-edge designs have set high standards for the industry, exceedingly meeting the diverse demands of the OSV market. Having undergone Major modifications and upgrades to the basic / original design on the duo, they stand out to be highly sophisticated vessels as we see today, and the pair is proving to be a remarkable competition for many competitors in the market. Looking forward to further deliveries in 2015. (Source: Clipping News; Photo: Poet)

MERCURIO & ANDROMEDA DELIVERS TO COTEMAR S.A. DE C.V. MEXICO

On July 2014, Grandweld Shipyards successfully delivered the Two 42 M Aluminium Crew Boats to Cotemar S.A. DE C.V. Mexico. The 42M Aluminium Crew Boat is a world-class reputation fitted with EPA Tier 3 compliant main engines and advanced navigation equipment. Designed to meet the client’s specific needs, the vessels can exceed 26 knots and benefit from luxury seating, VIP accommodation, a larger deck space and enhanced comfort for the crew. This crew boat can seat 100 offshore personnel and have a 100sqm loading area for over 90 tons of deck cargo. Also can carry a large amount of fuel and freshwater. This vessel will operate in the Gulf of Mexico and will comply with US Environmental Protection Agency requirements and US Coast Guard regulations. Grandweld’s 42-meter class of vessels has been a huge success and is known for its unrivalled design and build quality. (Press Release Grandweld)

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014

WINDFARM NEWS

OFFSHORE MARINE CHARTERING, NEW KID ON THE BLOCK

Specialising in the Offshore Wind, Marine Construction and Oil & Gas industries, Offshore Marine Chartering Ltd has been established as a service provider to offer expertise and independent vessel chartering services to projects worldwide. The company’s experience spans through vessel operations on offshore windfarms, oil & gas fields, ports and sea defenses to vessel sales, project tendering and marine insurance claims and liability. Recently launched company Providing practical solutions is our aim and we believe in applying an innovative yet realistic approach to every project we undertake. “Our comprehensive experience in the marine industry allows us to deliver a complete brokerage service, which in turn boosts efficiency and productivity. We strive to help our clients and their projects become more cost-effective and increase output through offering the right advice,” said the company. You can visit Offshore Marine Chartering’ recently launched website at the following link (Press Release Offshore Marine)

YARD NEWS

TIDEWATER ORDERS WÄRTSILÄ DESIGNED MPSV IN TURKEY

Wärtsilä has won a design contract for a multi-purpose platform supply vessel (MPSV) ordered at Turkey's Tersan Shipyard by Tidewater, Inc. for operation by its Troms Offshore subsidiary. There is an option for further three similar vessels. The order is Wärtsilä's second confirmed design contract for its new series of arctic platform supply vessels has been signed. A key element in the award of this contract was Tidewater's requirement for a compact design yet with a high deadweight giving maximum cargo capacity. Operational efficiency and reduced fuel consumption were among the other reasons why the Wärtsilä solution was selected. The vessel is designed to fit three Wärtsilä 8-cylinder in-line Wärtsilä 26 main engines, propulsion systems, a ballast water management system, and inert gas generators. The vessel is scheduled for delivery in 2016. "Once

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 again, Wärtsilä Ship Design's deep understanding of the complexities involved in operating in the harshest climatic conditions, and its ability to produce a design that fully meets the customer's expectations has been rewarded with a significant order. Wärtsilä's total solution capability, combining a strong and efficient design with fuel saving propulsion, is increasingly important in the market for ice class vessels," says Riku-Pekka Hägg, Vice President, Ship Design, Wärtsilä Ship Power. The ship will be strengthened and equipped for arctic conditions, with the hull and propulsion in compliance with DNV ice class ICE 1A. This verifies that the vessel has sufficient strength, power, and equipment to operate in arctic areas. Furthermore, the vessel will be readied for cold climate conditions according to the DNV DEICE class. This notation includes requirements for maintaining safety and vessel operability in ice, under icing conditions, and at low temperatures. The vessel is also prepared for advanced subsea operations with an active heave compensated construction crane with 150 t capacity which can be quickly and easily fitted when required. For the same reason the vessel is prepared for helicopter deck which would usually be needed during extensive subsea construction activities. These features make the vessel a state of the art Multipurpose/Subsea/Construction PSV. VS 4530 MPSV Length, OA 89.10 m; Length, BP 80.10 m; Breadth, moulded 22.00 m; Depth to 1st Deck 9.00 m Equipment: Main engines: Three 8-cylinder in- line Wärtsilä 26 engines, each with an output of 2,720 kW; Tunnel thrusters; Retractable thrusters; Main propulsion: 2 x 3,000 kW Azimuth Thrusters; Ballast water management system; Inert gas generators. (Source: MarineLog)

DELTAMARIN TO OUTFIT FIRST LNG-POWERED ICEBREAKER

Deltamarin Ltd. has been awarded a contract by Arctech Helsinki Shipyard Inc. for the entire machinery and technical spaces outfitting production design of the first LNG- powered icebreaker. The vessel is to be built for the Finnish Transport Agencey, and aims to reduce emissions and fuel costs by using both diesel and LNG as fuel. The icebreaker is designed especially for operations in the most challenging icebreaking conditions in the Baltic Sea. Equipped with the industry’s

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 most advanced technology, the vessel can also handle oil spill response operations and emergency towing in demanding conditions at open sea in both winter and summer. This ensures year-round safe seaborne transports in the Baltic Sea. The vessel will be delivered by the beginning of 2016. The vessel will measure 110 meters in overall length and 24 meters in breadth. The vessel will have a maximum draught of 8 meters. It will be able to move continuously through about 1.6 meters thick level ice and the service speed of the vessel in open water will be 16 knots. The icebreaker will have accommodation for a total of 24 persons, with reserve for additional crew in case of oil spill response operations. The work will be carried out using the AVEVA Marine Outfitting software. Deltamarin has earlier delivered similar design packages for several icebreakers built at Arctech. The value of Deltamarin’s design contract is around €1.8 million and the work is to be carried out over an estimated period of 12 months. (Source: Arctech)

EASTERN SHIPBUILDING GROUP AND FLORIDA MARINE TRANSPORTERS SIGNS CONTRACT FOR ONE ADDITIONAL 90’ INLAND TOWBOAT

Eastern Shipbuilding Group, Inc. is pleased to announce that Florida Marine Transporters, Inc. of Mandeville, LA exercised one (1) additional 90’x32’x10’ “Canal Class” Inland Towboat to the five (5) vessel program currently under contract. On August 5, 2014, Florida Marine Transporters, Inc. signed the 6th vessel and with this additional towboat brings the total to sixty-one (61) vessels contracted. This option vessel adds one more towboat that will be constructed from the design furnished by Gilbert Associates, Inc. of Boston, MA. This series of towboats originally began with a twenty-five (25) vessel contract with on-time deliveries starting in 2006. It has expanded to become the largest single builder single owner new construction program of the same class towboat design in United States history. Installed in each new vessel will be Tier 3 main propulsion engines and generators. The vessel is powered by two (2) Caterpillar 3512C Tier 3 diesel engines rated at 1,500 HP at 1,600 RPM provided by Louisiana Power Systems. The reduction gears are direct coupled Twin-Disc Model MG-5600 with a 6.04:1 reduction supplied by Sewart Supply, Inc. of Harvey, Louisiana. Electrical power is provided by two (2) 99kW John Deere 4045AFM85 99KW Tier 3 generator sets rated for 60 Hz, at 208 VAC provided by Kennedy Engine Company of Biloxi, MS. These diesel engines comply with the current EPA/MARPOL control of emissions of nitrogen oxides from marine diesel engines. Florida Marine Transporters began 13 years ago with the vision of Mr. Dennis Pasentine, FMT’s CEO, to achieve excellence in the maritime industry. Together with committed shipmates and a strong work ethic, Florida Marine has developed into one of the largest United States inland marine companies, and proudly serves its customers with one of the

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 youngest towboat and tank barge fleets in the industry shipping a variety of cargoes such as petrochemicals, chemicals, LPG, crude oil, agricultural liquids and dry cargo. Through the efforts of its experienced leadership team, and dedicated vessel and shore side employees, Florida Marine operates in a safe, environmentally sound, and efficient manner. Eastern Shipbuilding Group, Inc. continues to grow its two shipbuilding facilities in Panama City, Florida and has been in business since 1976 building, converting and repairing vessels in steel and aluminum of all types including tugs, barges, offshore support and construction vessels, research vessels, firefighting vessels, barges, ferries, passenger vessels, fishing vessels and towboats for both the commercial and government marine markets. Eastern Shipbuilding Group continues to remain a diversified shipbuilder. These new towboats will maintain Eastern Shipbuilding’s role as the largest manufacturers of Inland Towboats in the United States (Press Release Eastern Shipbuilding)

VT HALTER MARINE MARKS MILESTONES IN HOS OSV PROGRAM

VT Halter Marine, Inc. has marked four separate shipbuilding milestones in the Offshore Supply Vessel (OSV) Super 320 newbuilding program it has underway for Hornbeck Offshore Services, Inc. First, VT Halter Marine delivered HOS Captain on July 10. Five days later, on July 15, its Pascagoula, MS, shipyard hosted the christening ceremony of the HOS Crestview while its Halter Moss Point launched the HOS Caledonia. Finally, delivery of HOS Clearview took place on July 28. "These significant milestones; a launch, a christening, and two deliveries were achieved within the span of two and a half weeks. It's with great pride that we build and deliver these quality vessels for our valued customer, Hornbeck Offshore and their Super 320 Program," said VT Halter (Source: Halter Marine)

9TH AUGUST 2014 MAWEI SHIP YARD S.E,CHINA

The first in class 60m MAC/MAWEI in-house designed MPSV sails for sea trials. The vessel is the result of a market study carried out by Marine Assets Corporation and Fujian Mawei SY, The aim

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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014 was to create a compact cost effective Multi-Purpose Supply Vessel, which could be used in a variety of roles to support offshore operations. Dimensions of 59.6m LOA x 15.2m Beam, with 5000 BHP driving the 2 Azimuth 360 deg stern thrusters and 2 x 450 kW bow thrusters, all controlled by DPS-2. Having a dwt of 1500t @ design draft of 4.8m, she can increase dwt to 1750 @ 5m draft. She can carry 700t on a deck which is already pre stiffened and ready to receive unto a 50t marine pedestal crane. With under deck capacities of 532 M/3 Fuel - 970 M/3 of fresh / drill water - 180 M\3 dry bulk - 390 M\3 mud, and supporting 50 POB. with installed Fi Fi class 1 and a 15 man FRC, she truly lives up to her expectations of a multi roll support vessel. The first in class is already agreed sold on delivery to a ME company, with the second expected to follow her by Q4 2014. 2 more sisters are under construction for delivery Q3 2015. MAC is also developing a Garbage Converter Vessel based on this design, which will have the ability to receive full rubbish skips on deck, and transfer below deck for processing raw garbage into inert material with a 70% volume reduction and a 30% weight reduction. The Garbage processing below deck, is based on the Italian OMPECO designed Garbage Converter technology. Further details expected to be released by Sept 2014. (Press Release MAC)

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

 REDWISE successfully delivered seven vessels for the same Owners in Jeddah, with three taking a “free ride”.  Ice Class Damen PSV scales new heights  Kotug Rototugs draw water from from Thames to fight fire at Tilbury Docks  First of new Fugro Offshore Coastal Survey Vessel delivered to Fugro N.V. 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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15TH VOLUME, NO. 51 DATED 13 AUGUST 2014

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