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Tugs & Towing News 10th volume, no. 23 dated 07 June 2009 _______________________________________________________ Buying, Sales, Newbuilding, Renamings, etc. TUGS & TOWING NEWS SMIT Guadeloupe handed over Friday 29th May the new ASD 2810 tug SMIT Guadeloupe (Imo 9476381) was handed over from the Damen Galati Shipyard to her owners SMIT Shipping Singapore Prv. Ltd. The tug is the 21st ASD 2810 design for SMIT and the first ASD 2810 with a FIFI 1 notation for SMIT. The two Caterpillar 3516 diesel engines develop a 3678 kW (5000 bhp) to two aquamaster thrusters which give the tug a speed of 13.7 knots foreward and 13.6 knots astern. Her bollard pull ahead is 60.5 tons and astern 56.7 tons. She has a length of 28.67 mtrs, beam 9.80 mtrs and a draft of 4.60 mtrs. The vessel built under Bureau Veritas Class and yard number 511544 carried the Bahama flag with call sign C6XU9. She will be operate in Panama and sailed on Tuesday 2dn June, with a Redwise crew from Galati to Cristobal Photo: Henk v.d. Houwen Photo Tudorel Stroie – ARTA LUX CO. Ocean Wrestler spotted on the Danube On Sunday 31st May the Ocean Wrestler (Imo 7119044) was spotted when passing the Damen Galati Shipyard Rumania The tug was underway to the STX Braila yard to pick up a new built Anchor Handling Tug Supply vessel for outfitting in Norway The Ocean Wrestler from Atlas Towage & Salvage in Piraeus is built in 1972 as Wrestler , call sign ORQY, for the Sleepdienst Letzer N.V. – Salvage in Piraeus is built in 1972 as Wrestler , call sign ORQY, for the Sleepdienst Letzer N.V. – Salvage in Piraeus is built in 1972 as Wrestler , call sign ORQY, for the Sleepdienst Letzer N.V. – Antwerp, on the Beliard Murdoch yard – Oostende under yard number 210. In 1974 she was transferred to the Union van Redding & Sleepdienst – Antwerp. In 1989 she was sold to Atlantic Tug & Barges – ** J.v.d.Ster – Marcol Production ** [email protected] – www.jvds-marcol.nl Canada and renamed Ocean Wrestler call sign ZHFL2. In 1996 she was sold and renamed Hadisangsuria. In 1998 she was re-sold to Sea Link Marine – New Westminster and renamed in Ocean Wrestler again. In 2008 she was re-sold to Atlas Salvage & Towage – Piraeus without renaming. The tug develops 6.000 bhp by 2 EMD567 engines and has a length of 52.32 mtrs, beam 11.02 mtrs and a draft of 5.22 mtrs, with a bollard pull of 65 tons and sailed with call sign HO5138 under the Panama flag. (Photo: Hans van der Ster) Baber bound to the Arabian Gulf The Stantug 4511 Baber, handed over on the 28th of May at the Damen Galati Shipyard Rumania departed last Monday the 1st June. She sailed out with Damen/TOS crew bound for Abu Dhabi. The tug, owned by Gulf Shipping Maritime Establishment – United Arabian Emirates. Is built under yard number 512008. She is the fifth Stantug 4511 for this owner. The sixth and last one for this owner is still under outfitting on the same yard and named Ghaznavi yard number 512009 (Photo: Marius Ghinea) Are you also interested in this free Tugs Towing & Offshore Newsletter . Please visit the website www.jvds-marcol.nl and subscribe yourself for free This week the website is updated with new photo’s under the chapter Historica you find the oldie Tudor Vladimirescu and the “Fleetlist” is updated with the Canadian Navy Fire Class Tugs Sleepboot niet meer om te krijgen Tijdens Tugnology’09, een technologiebeurs voor de sleepvaartindustrie, presenteerde het bedrijf Nautic Arm zijn gelijknamige uitvinding. Nautic Arm werd dit jaar derde in de Mkb Innovatie Top 100, die werd samengesteld door innovatienetwerk Syntens, ondernemersblad Bizz en Octrooicentrum Nederland. Midden in een zaal van het Hilton Hotel in Amsterdam, waar Tugnology’09 plaatsvindt, staat een waterbak waarin een stalen bootje drijft. Op het dek van het bootje is een trapeziumvormige, scharnierende constructie gemonteerd, de Nautic Arm. Evert Zwijnenberg, de uitvinder, trekt aan een touwtje dat vastzit op het dek van het scheepje. Hij draait aan een knop op de waterbak, waarna het water in de bak begint te stromen. Al snel kapseist het schip. Vervolgens pakt hij een tweede touwtje, dat aan het trapezium vast zit. Hoe hard hij het water ook laat stromen, het bootje blijft stabiel in het snelstromende water liggen. Sleepboten, waar de bevestiging van de sleeplijn boven de waterlijn zit, kunnen kapseizen als er een te grote kracht op de sleeplijn komt, legt hij uit. Dit komt omdat het aangrijpingspunt van de sleeplijn hoger ligt dan het centrum van de zijwaartse waterweerstand, het zogenoemde laterale punt. ‘Met de Nautic Arm kun je de hoogte van het aangrijpingspunt van de ** J.v.d.Ster – Marcol Production ** [email protected] – www.jvds-marcol.nl sleepkracht zelf kiezen’, legt Zwijnenberg uit. Deze constructie, een scharnierend parallellogram, kun je zo dimensioneren dat het feitelijke aangrijpingspunt van de sleeplijn op dezelfde plek ligt als het Laterale punt, binnenin de scheepsromp. Het schip kan daardoor niet worden omgetrokken. Samen met ondernemer Herbert ten Have probeert Zwijnenberg de Nautic Arm naar de markt te brengen. Tijdens de beurs hebben ze met veel bedrijven uit de sleepvaartindustrie gesproken. ‘Er waren er bij die heel concreet waren’, zegt Ten Have. Op de eerste plaats van de MKB Innovatie Top 100 eindigde de 'SensOren', een uitvinding van veehouder en informaticus Gerard Griffioen. Chips in een siliconen houder in het oor van koeien monitoren voortdurend de fysieke gesteldheid van de dieren. Het systeem belt zonnodig de boer uit bed om een zieke koe bij te staan. Plaats twee viel toe aan Statiq Cooling uit Rijssen, dat een koelsysteem zonder koudemiddel heeft ontwikkeld. De koelers werken louter door verdamping, en gebruiken dus in plaats van een koudemiddel, slechts water en buitenlucht. Dat bespaart energie en bovendien kunnen de ramen gewoon open. SD Jupiter commenced trails The Damen Gorinchem newbuilt Stantug 2608 SD Jupiter commenced trails last week in the Europoort – Rotterdam. The tug built under yard number 509825 for Serco Denholm Marine Services for their Ministry of Defence project will be delivered at the end of this month. (Photo: Ruud Zegwaard) ‘Monterrey’ enters service for LNG terminal Spanish builder Union Naval Valencia (UNV) of Valencia delivered ‘Monterrey’ to her owners Servicios Marítimos de Baja California, Mexico, earlier this year. Delivered in late February, the RAstar 3200-class tug is the first of four expressly designed to work at the Costa Azul LNG terminal on the north-west coast of Mexico, at a terminal exposed to fully developed Pacific swells. The basic requirements for the tug design stipulated that the tug and its winch must be able to sustain a line pull of 75 tonnes throughout the entire terminal approach in a +2-metre significant swell. The resulting winch is massive and extremely powerful; accordingly it dominated every aspect of the vessel ** J.v.d.Ster – Marcol Production ** [email protected] – www.jvds-marcol.nl design. In addition, the owners required that the entire design be less than 500GT, which caused constraints on the intended vessel configuration. In order to cope with the predominant sea conditions, Robert Allan, Canada, chose to utilise the new RAstar hull form for best sea-keeping. The 500GT constraint forced some minor modifications to that concept, and also forced a shortening of the forecastle. The basic hull form reflects the well-proven double chine form that characterises all Robert Allan designs, with a sweeping "chined" stern. A large escort skeg is fitted forward which in conjunction with the sponsoned hull shape enhance the indirect towing capability and provide much enhanced roll stability. Measuring 32 metres by 13.2 metres, ‘Monterrey’ has a moulded depth of 5.55 metres and an overall draught of 5.68 metres. The 4,930kW tug is classed ABS X A1 Towage Service, Escort Vessel, Fi-Fi 1, X AMS, Unrestricted Service. On trials the vessel achieved a mean bollard pull of 82.5 tonnes and achieved a free-running speed of 14 knots. ‘Monterrey’ has a fuel oil capacity of 218 cubic metres, a potable water capacity of 26 cubic metres and an engine lube oil capacity of two cubic metres. The general layout of the tug is illustrated in the accompanying General Arrangement drawing. The vessel has been outfitted to the highest standards for a crew of six. The main deck features generous cabins for the Master and Chief Engineer, both with en-suite facilities and a spacious crew mess/lounge, served by a fully equipped galley. The lower deck contains two crew rooms, equipped for double occupancy. These two crew rooms share access to a common lavatory space. The remainder of the lower deck space is dedicated to stores spaces and the winch machinery space. The wheelhouse is designed for maximum visibility with a single control station providing maximum visibility to both fore and aft deck working areas. Low noise levels throughout the accommodation and control spaces of the tug are achieved by utilizing advanced methods of isolating main propulsion machinery, as well as high-grade insulation and floating floor techniques. Main propulsion for ‘Monterrey’ comprises a pair of MTU- 16V4000 M71 diesel engines, each rated 2,465kW at 2,000rpm, and each driving a Rolls Royce model US255 fixed pitch Z-drive unit in ASD configuration, through a Lufkin MV1600S reduction gear and a hollow carbon-fibre intermediate shaft with no line bearings. The combination delivers a static bollard pull of 80 tonnes. The electrical plant comprises four diesel gensets, with a 460v/three-phase/60Hz power output.
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