10Th Volume, No

22nd Volume, No. 47 1963 – “57 years tugboatman” – 2021 Dated 16 June 2021 Buying, Sales, New building, Renaming and other Tugs Towing & Offshore Industry News Distribution twice a week 18,400+

M I D W E E K – E D I T I O N

TUGS & TOWING NEWS

KOC AL ZOUR – KUWAIT OIL COMPANY ADDS 60M OIL RECOVERY VESSEL TO FLEET

Uzmar Shipyard in Turkey has completed a new oil spill response vessel ordered by Kuwait Petroleum Corporation (KPC) subsidiary Kuwait Oil Company (KOC). The newbuild, which has been named KOC Al Zour after a region within Southern Kuwait, was developed by Canadian naval architects Robert Allan Ltd (RAL) as the first in a new series of vessels that are derived from one of the company’s existing ASD offshore tug designs. The first steel for the new vessel was cut in September 2019 and construction was completed by early 2021. KOC Al Zour, which both RAL and Uzmar have claimed is the largest vessel of its kind to be built in Turkey, was designed in accordance to Lloyd’s Register class rules to be completely outfitted and equipped to undertake oil spill containment and recovery as well as secondary duties that include area surveillance, offshore firefighting, back flush capabilities, logistics supply duties, towing services, general offshore support services, search and rescue, and other related duties. The vessel is intended for operation in international waters as well as within the waters of the Persian Gulf within Kuwait’s exclusive economic zone. The vessel has dynamic positioning capability and is equipped to carry out recovery, storage, and transfer of recovered oil to barges and/or shore facilities in support of KPC’s oil refinery activities near the Persian Gulf. The comprehensive suite of oil spill response equipment includes a dedicated tank for storing up to 750 cubic metres of recovered oil, a skimmer mounted on a Heila telescopic marine crane with two specialised heads – enabling the vessel to deal with both high- viscosity and low-viscosity oil – and a flow rate of 250 cubic metres per hour, and two spray booms each equipped with nine nozzles and capable of discharging up to 125 litres of chemical dispersant per minute. KOC Al Zour has an LOA of 60 metres, a beam of 14 metres, a gross tonnage of 1,803, and a summer deadweight of 1,450 tonnes. Two Yanmar main diesel engines that each produce 1,620 kW deliver a maximum speed of 13 knots, a cruising speed of eight knots, and a bollard pull of 30 tonnes. The vessel is also designed to be on stand-by at sea for long periods of time. The hull shape

1/33 22ND VOLUME, NO. 47 DATED 16 JUNE 2021 and the optimised location of the anti-roll tanks provide improved seakeeping ability under a wide range of operating conditions, ensuring that the vessel is able to provide adequate oil spill and emergency response at all times. Power for the onboard systems is drawn from a trio of Yanmar generators that each produce 750 ekW. The wheelhouse features two roof-mounted firefighting monitors with water supplied by a 2,400m³/h pump. The wheelhouse also has improved all-round visibility to provide the bridge crew with an unobstructed view of the array of oil spill recovery equipment on the vessel’s aft deck. KOC Al Zour‘s size enables it to easily accommodate a crew of 20 and to sustain them during extended operating periods far from shore. There is also onboard space for a small fast tender and a self-propelled rescue boat as well as davits for their launch and recovery. (Source: Baird)

THE CONTRACT FOR THE CONSTRUCTION OF A RESCUE VESSEL OF THE MPSV06M PROJECT WILL BE CONCLUDED WITH THE YANTAR SHIPYARD

FKU "Directorate of the State Customer" has summed up the results of the tender for the construction of a multifunctional rescue vessel with a capacity of 7 MW, project MPSV06M. As reported June 11 in Rosmorrechflot contract following the results of the procedure will be concluded with JSC "Baltic Shipyard" Yantar "(part of the USC). According to the ERC in the area of procurement, the COR application" Amber "with a price of 6,950,793,604 rubles was the only, The initial price was 6,951,200,000 rubles. The new ship will be built in the interests of the FSBI "Marine Rescue Service" under the modernized project of the "Marine Engineering Bureau." The fleet of "Marine Rescue Service" already includes two vessels of the MPSV06 "Beringov Strait” "and "Murman". Another vessel is being completed at the Amur NW. Compared to previous vessels, the MPSV 06M project has been revised to comply with the RS 2021 rules and the Polar Code for operation in the Arctic seas. Also, the lifting capacity of the cargo crane has been increased and its operation is provided during stormy conditions. The

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 length of the vessel of the MPSV06M project should be 87.75 m, width - 19.1 m, draft - 6.5 m, power of the power plant - at least 2x3500 kW, speed - 15 knots, crew - 22 people. (Source: Sudostroenie)

THE BLACK SEA FLEET RAISED THE FLAG ON THE TUG "RESCUER VASILY BEKH"

On June 12, a flag-raising ceremony was held at the dock of the Black Sea Fleet (BSF) rescue vessels in the Streletskaya Bay of Sevastopol on the rescue tug "Rescuer Vasily Bekh". This was reported in the department of information support of the Black Sea region of the Russian Ministry of Defense. As noted in the military department, the honorary name was given to the rescue tug of the Black Sea Fleet SB-739 in honor of Vasily Fedorovich Bekh - a diving specialist, honored military specialist of Russia, chief engineer of the Department of Search and Rescue Operations (UPASR) of the Black Sea Fleet, captain of the 1st rank, who left from life on January 27, 2021. Vasily Fedorovich took part in 20 rescue operations and 10 operations to remove ships and vessels from the shallows, including the Kursk APRK and the Ochakov BPK. The rescue tug was renamed on the initiative of the UPASR veterans and the detachment command. (Source: Sudostroenie)

ENGINE ROOM LULLABY (40) - BRONS 8ED ON THE LIMBURGIA

Since 15 August, former inland shipping entrepreneur Roelof Fransbergen from Maasbracht has owned the legendary tugboat Limburgia. The Limburgia, built in 1942 at Boot in Leiden, contains a Brons 8ED of 500 hp from 1948 with a very special history. The Limburgia has a rich past as a Rhine tug. ‘It was a tough boy for that time,’ says Fransbergen. "Everyone wanted to sail with the Limburgia as a tugboat." Fransbergen dons an overall and takes us through the lubrication and starting procedure of the Brons. Watch the video HERE (Source: Heere heeresma Jr.) History: In 1943 built

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 as Matthaus for L. Schless – Duisburg; Germany. In 1963 sold to W.H.C. Stelt – Ridderkerk; Netherlands and renamed Limburgia. In 1986 sold to Limma Schiffahrt A.G. – Bazel; Swiss and renamed Limma. Later in the 19 eighties back to W.H.C Stelt and re-renamed Limburgia. In 1993 transferred W. Stelt – Ridderkerk. In 2020 sold to R. Fransbergen – Maasbracht; Netherlands and hold her name Limburgia. She has a length of 27.85 mtrs a beam of 5.98 mtrs and a depth of 2.9 mtrs. The engine output is 368 kW (500 apk) (Photo: Jan Oosterboer)

OUR COMPANY SUCCESSFULLY DELIVERED TWO UNITS OF ASD TUGBOAT WITH FIFI

On 12th of June, 2021, two units of 3,676kW ASD Tugboat with FiFi，named “Xu Wei Gang Xiao 1” and “Xu Wei Gang Xiao 2” were successfully completed and delivered by our company, Jiangsu Zhenjiang Shipyards. which are designed and built for Lianyungang Xuwei Port Co., Ltd. The general particulars of this type of tugboat are as below: Loa:38.65m, B.M.:10.4m,D.M.:4.8m, Ahead B.P.:65.6t, Astern B.P.:60.3t, Endurance≥1200nm, Speed:13.45Kn. (Source: Jiangsu Zhenjiang Shipyards

MSC STARTED MEDTUG ACTIVITIES IN ANTWERP WITH A TUGBOAT ORDERED BY MOBY

The shipping giant Mediterranean Shipping Company founded by Gianluigi Aponte has started its new port towing business in Antwerp with a brand new vessel that had been ordered from the Damen shipyard, but not collected in recent months, by Moby. This is the Med Castor, a Damen ASD tug 2813 built by the Vietnamese shipyard Damen Song Cam as Orlando Onorato (hull number 513315) and ordered by the Moby Group in 2018 together with other sister units. The first, the Vincenzino O., was taken over in 2019 and is currently employed at the port of Sarroch, in Sardinia. The Orlando Onorato should also have entered service in Cagliari but was not withdrawn by the client probably due to the supervening application for an arrangement presented by the shipping

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 group controlled by Vincenzo Onorato in mid-2020. The same vessel has now been renamed Med Castor and, after carrying out some sea trials in the month of May, a few days ago it arrived in Belgium and just this week it took up service in the proto of Antwerp. Among its technical characteristics stand out the power equal to 6,772 hp and the 85 ton fixed point pulling capacity. MedTug is not the Msc Group's debut in the towing business because the Aponte shipping group, through the terminal company Medcenter Container Terminal, controls the Con.Tug company at 50%, which guarantees the same service in the port of Gioia Tauro. The Med Castor is seen on the picture at Vlissingen underway to Antwerp. (Source: Shipping Italy; Photo: Huib Lievense)

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KEEL LAYING FOR 5200HP ASD TUGBOAT WITH FIFI AND OIL RECOVERY

On 12th of June, 2021, one unit of 5200HP ASD tugboat with FIFI and oil recovery, which is built for domestic owner, have been carried out by the Jiangsu Zhenjiang Shipyards. (Source: Jiangsu Zhenjiang Shipyards)

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TWO 'NUTSHELLS' FOR RUSSIA

Last Monday we notice two Damen built StanTugs 1004 arriving in the Rotterdam area. The for Russia built tug named RN Temryuk and RN Taman with yard numbers respectively 501109 and 501110. were bound for the Rotterdam Boompjeskade. The tugs were built 2014 /2016 as the Mawani 9 and Mawani 10 respectively. The tug now owned by SD Seahorse Ltd. – St. Petersburg with the Russian Federation flag and with Port of Registry Novorossiysk. They are classed Bureau Veritas I Hull Mach with Service Notations: Seagoing launch. The have a length 0f 9.23 mtrs a beam of 4.27 mtrs a depth of 2.10 mtrs and a deaught of 1.70 mtrs. The Volvo D9 MH/1 develops an output of 211 kW (287 hp) and performed a free sailing speed of 8.3 knots. This vessel has excellent seakeeping behaviour, superb manoeuvrability and outstanding towing characteristics. The state-of-the-art design incorporates the latest hull and skeg designs and the most recent developments in fender, fairlead and winch design. She is a heavily built vessel with rigid foundations, extra plate thickness, extra brackets and extra fendering. (Photo: Willem Holtkamp)

CUTTING OF THE FIRST SHEETS FOR THE CONSTRUCTION OF A FIRE SHIP FOR ZMPSIŚ SA

On Tuesday, 15th June. at the Remontowa Shipbuilding SA shipyard in Gdańsk, the production process of the Strażak -28 (B-861-1) fire ship was officially started by cutting the first sheets. In the fall of 2022, the vessel will add to the fleet of the Szczecin and Świnoujście Seaports Authority. Agreement for "Purchase of a fire vessel for the Szczecin and Świnoujście Seaports Authority", April 28 this year. in Szczecin, signed by: Krzysztof Urbaś - President of the Management Board of ZMPSiŚ SA, Kazimierz Drzazga - Vice President for Infrastructure at ZMPSiŚ SA, Marcin Ryngwelski - President of the Management Board

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 of Remontowa Shipbuilding SA and Dariusz Jaguszewski - Member of the Management Board of Remontowa Shipbuilding SA. Supervision over the construction of the Strażak-28 was taken over by the Polish Register of Shipping. On behalf of the company, the document was signed by Grzegorz Pettke - Director of the Ship Division. The new fire vessel, 29.2 m long and 10.47 m wide, will be used, among others, by to perform fire protection tasks during reloading, transport of hazardous materials by tankers carrying gases and flammable liquids, requiring assistance from a fire unit and tasks related to rescue and safety at work in the port of Szczecin and Świnoujście. As, apart from the fire vessel functionality, it will also perform towing functions, it will obtain the L2 ice class. The Strażak-28 will be ready in October 2022 and will join the other two units in the ZMPSiŚ SA fleet. Currently, Strażak -24 is moored in Szczecin , and Strażak-26 in Świnoujście. (Source: PortalMorski)

ACCIDENTS – SALVAGE NEWS

HISTORIC WWII-ERA SUBMARINE STRIKES U.S. COAST GUARD CUTTER

On Sunday morning, during a towing evolution, the decommissioned U.S. Navy submarine USS Cod allided with a moored Coast Guard cutter. The Cod is a museum ship, and she was scheduled to transit from her current homeport on Cleveland's waterfront to Donjon Shipbuilding in Erie, Pennsylvania, where she will undergo maintenance. The tug Manitou took the submarine in tow Sunday morning and got under way; however, at about 1130 hours, the sub allided with the moored Coast Guard tug USCGC Morro Bay. At the time of the casualty, AIS tracking shows that Morro Bay was moored about 300 feet away from USS Cod's permanent berth, located within a narrow basin on Cleveland's waterfront. Morro Bay is a Bay-class icebreaker, built for clearing Great Lakes waterways in winter, and she sustained only superficial damage from the contact. The cause of the incident is under investigation, but the Coast Guard admonished all vessel operators to "not only be aware of the increased traffic on the water, but also of shoreline, breakwalls, and moored vessels." The Cod's voyage was only minimally disrupted, and she was quickly under way again, bound for Erie. USS Cod is a Gato-class attack sub commissioned in

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1943. She made seven successful patrols in the Pacific Theater, with many sinkings to her credit, including the Japanese destroyer Karukaya. After the war, Cod served as a platform for trainings and exercises until her final decommissioning in 1971. (Source: Marex)

BOLUDA REFLOATS THE SHIP “RIVER THAMES”, STRANDED IN FORMENTERA The Dutch-flagged tug “Bever” (IMO 9492256), displaced from Sète (France), this morning managed to refloat the ship “River Thames” , which had been stranded since Tuesday on a beach in Formentera. The aforementioned tug is owned by Iskes Towage, a company recently acquired by Boluda Towage Europe. (Source: Puente de Mando)

FIRE HITS CARGO VESSEL NEAR DELPAN BRIDGE IN MANILA; 6 HURT, 2 MISSING

At least six people were injured when a cargo vessel caught fire near Delpan Bridge in Tondo, Manila on Saturday morning (June 12). The cargo vessel, MV Titan 8, was docked at the wharf for refueling in preparation for its travel to Palawan when a loud explosion occurred, according to the Philippine Coast Guard (PCG). Four of the injured victims were crew members of MV Titan 8 while the two others were helpers of the nearby MV Princess Christine. They were rushed to the Mother and Child Hospital in Binondo, Manila. Two more crew members of the cargo vessel were still missing as of 11:30 a.m., the PCG reported. The Bureau of Fire Protection (BFP), however, reported that only three persons were injured during the blaze. Several houses near the area were also affected by the fire when some drums filled with gasoline drifted from the cargo vessel. The fire started at 8:46 a.m. and reached the 2nd alarm at 8:52 a.m. The blaze escalated to the 3rd alarm at 9:10 a.m. and reached the 4th alarm at 12:35 p.m. The fire reached the fifth alarm at 12:43 p.m. and was declared under control at 1:54 p.m. The six-hour fire was extinguished at 2:57 p.m. An investigation is ongoing to determine the cause of the fire. (Source: Manila Bulletin)

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SRI LANKA SEEKS $40 MILLION FOR X-PRESS PEARL DAMAGES

Sri Lankan authorities have filed a claim with the operator of the ill-fated feeder X-Press Pearl seeking $40 million to compensate for the environmental damages caused by the ship’s sinking. An interim claim has been lodged with Singapore- based X-Press Feeders, according to Sri Lanka’s Ports and Shipping Minister Rohitha Abeygunawardena, cited by AFP. The ministry also plans to seek compensation for costs incurred from firefighting efforts. The chemical- laden feeder containership X-Press Pearl sank on June 2 and touched the sea bottom off Colombo Port in Sri Lanka after burning for almost two weeks. The ship’s cargo poses a major threat of environmental pollution to the area, as the vessel was carrying 1,486 containers with 25 tons of Nitric Acid, several other chemicals, and cosmetics. As reported previously, a considerable number of pallets with chemicals are believed to have ended up in the sea causing massive damage to the marine environment in the area. Local media reports indicate that bodies of turtles, sea mammals, seabirds, and fish have been washing up on the country’s beaches. An investigation into whether these deaths have been caused by the sinking is said to be underway. Based on the update from the ship’s operator from June 12, the wreck remains on the seabed at a depth of about 21 meters, with the forward section afloat and reported to be stable. “Observations from the salvors who remain on scene with the Sri Lankan Navy and Indian Coast Guard are that there has been no noticeable fuel oil spill,” the company said. However, X-Press Feeders added that a grey sheen continues to be observed emanating from the vessel. “Discolouration of the sea has been apparent since the vessel’s stern became submerged, and the remnants of the cargo in the 1486 containers that were onboard were exposed to water,” the company statement further reads. As informed, representatives of Oil Spill Response Limited (OSRL) and International Tanker Owners Pollution Federation (ITOPF) are monitoring updates from the scene and remain on standby to be deployed in case of any reported spill. ”The salvors will remain on scene to deal with any possible debris supported by the Sri Lankan Navy and the Indian Coast Guard, who have oil spill response capabilities on standby,” the vessel operator added. Meanwhile, Kitack Lim, Secretary-General of the IMO, voiced concern over the impact of the incident. “We are closely monitoring the situation as it evolves, including reports of chemical pollution, debris coming ashore in the form of plastic pellets, and the potential for oil pollution,” Lim noted. IMO is liaising with UNEP and OCHA and with the South Asia Co-operative Environment Programme (SACEP), the regional organization for South Asia, with regards to

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 possible assistance. Lim added that the IMO was also in communication with the Sri Lankan Ministry of Environment (MEPA) for any specific technical assistance that IMO may provide. Clean-up efforts of the debris that washed up ashore from the wreck remain underway, as explained by the Chairperson of Marine Environment Protection Authority Dharshani Lahandapura. Nearly 1,000 metric tons of hazardous waste have been collected so far and are being stored at a storage facility, which will then proceed with the waste disposal in line with environmental regulations. (Source: Offshore Energy)

SALVAGE UPDATE: SEACOR POWER FRACTURES AND TUGS ASSIST DISTRESSED SHIPS Salvage of capsized offshore support vessel Seacor Power is expected to be extended by more than a month after it started to break apart on the seabed. Salvors from Donjon-Smit and Phoenix International have worked on the project, 13 km off the coast of Port Fourchon, Louisiana since the end of April. Seacor Power capsized on 13 April with the loss of 13 seafarers, as only six of the 19 crew were rescued. Since then, salvors have removed 92,500 litres of diesel fuel and have been preparing to lift the vessel from the seabed. However, surveys show it has moved and started to crack, making its salvage more time-consuming and lengthier. Last week, the unified command for this salvage project, consisting of the US Coast Guard (USCG) and Seacor updated stakeholders with progress. Donjon- Smit has warned the potential timeline for refloating the partially sunken lift boat has extended into July. They have been removing obstructions from the seafloor around the vessel and updated information on its structural integrity. The debris removal will create space for the equipment required to raise vessel sections to the surface. “Seacor Power remains in the same location where it sank but has rotated,” said USCG, “and salvors report cracking and separation of the hull from the superstructure.” This indicates the structural integrity of the vessel is compromised. “As a result, the vessel will have to be raised to the surface and brought to shore in separate sections,” said USCG. Donjon-Smit is outfitting a barge with a pump system to use to raise the lift boat. These pumps will enable the barge to be submerged and manoeuvred under the larger sections of the vessel. Once in place, water is pumped out of the barge and it is refloated with the larger sections on board with assistance from a crane barge on the surface. This method preserves the structural integrity of the recovered section. “Removal of the largest sections is expected to be complete by the end of June,” said USCG, “but the timeline depends on many factors including the safety of salvage crews, the weather, and any new structural changes that may occur.” Seacor said it would keep some of its assets in the area until the end of July to recover remaining debris from the seafloor. Its own Seacor Eagle lift boat was used to remove the fuel from Seacor Power. But salvors had to keep 20,450 litres of hydraulic fluid on board the wreck because they could not access the tanks. USCG has extended a safety zone around Seacor Power to one nautical mile and the Federal Aviation Administration has set a temporary flight restriction zone covering a 5 nautical mile radius around the site and 600-m minimum altitude. These restrictions will ensure the safety of divers and salvage crews working at the site, and protect mariners from transiting through an active work site where debris and other

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 underwater obstructions, such as anchor wires, mooring ropes, and navigational buoys may be present. USCG continues to monitor for any oil discharges, and Seacor has an oil spill response organisation standing by to respond to any situation where there is recoverable oil. The incident is under investigation by USCG and the National Transportation Safety Board. Elsewhere, tugs have been assisting distressed ships with propulsion issues and groundings. On 12 June, a bulk carrier was disabled in the Turkish Straits and required emergency towage. Two search and rescue tugs were dispatched to assist Alberta after it suffered rudder failure in the Dardanelles north of Canakkale. The tugs controlled the drifting ship and towed it through the strait to the Marmara Sea, where it was anchored. Alberta was sailing from Singapore to Ambarli, in Turkey with a cargo of steel. In Denmark, tugs were refloating grounded general cargo ship Rix Emerald, which was loaded with manure. Rix Emerald grounded in Randers Fjord on 11 June while transiting from Rostock, Germany. There were no leaks, hull breaches or danger to crew, and ship lane traffic is unaffected. In Thailand, emergency responders were attempting to free a cargo ship and tug that grounded during storm conditions. Container ship Namthong 39 grounded on a beach in Koh Phra Thong Island in the Andaman Sea after being battered by high winds. Tugboat YKP Marine responded, but in its attempt to refloat the container ship, it was washed onto the beach. Other tugs have been dispatched to free these vessels from the sand. (Source: Riviera by Martyn Wingrove)

TRAGEDY TOUCHED OFF THE TREMITI COAST: FIRE IN THE ENGINE ROOM OF THE SHIP 'ZENIT', TRANSSHIPMENT OF 64 PASSENGERS AT SEA

It happened in the late afternoon yesterday, June 14, while sailing from the Tremiti Islands to Termoli. The rescue machine was immediate and allowed all passengers to be rescued. Fire on board, a nearby tragedy off the Tremiti coast. It happened in the late afternoon yesterday, when the operations room of the Harbor Master's Office of Termoli received via radio a request for help from the passenger ship 'Zenit' sailing from the Tremiti Islands to Termoli, for a fire on board. The unit, with 64 passengers on board, was about 14 miles from the port of Termoli when the crew

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 members noted the presence of flames in the engine room. Rescue was immediate with the sending of the patrol boat SAR CP 878 by the Port Authority of Termoli. The first attempts to extinguish the fire by the crew were unsuccessful, the Harbor Master's Office ordered the hijacking of the 'Amalfi Jet' passenger unit sailing on the same route and the transshipment of passengers, which took place in compliance with the maximum measures safety, with great seafaring expertise on the part of the crews involved. At the same time, the preparation of the port tug 'Corigliano' was requested, for possible use in rescue operations. The rescue ship hosted all the passengers of the 'Zenit', who were in good health conditions, and continued to the Tremiti Islands where it embarked numerous passengers waiting to return to Termoli, returning at about 20.50. In order to better monitor the situation and verify the possible presence of pollutants in the sea, a rotary wing aircraft of the Coast Guard intervened on the site of operations, under the coordination of the Maritime Directorate of Pescara. Given the impossibility of steering by the ship with a fire on board, it was ordered to tow it to the port of Termoli, where it arrived at 11.50 pm, escorted by the Coast Guard patrol boat. Thanks to the help of the local practical, the moorers of the port, the naval means of the Harbor Master's Office and the harbor boatswain it was possible to guarantee the smooth running of the mooring maneuver at the south- east pier of the port of Termoli. Staff of 118 were waiting for her on the quay to ascertain the health conditions of the crew members and the Fire Brigade who were the first to board the unit to verify that the fire was completely extinguished. Careful investigations are underway by the Port Authority of Termoli aimed at ascertaining the causes of the fire. (Source: Foggia Today)

X-PRESS PEARL CAPTAIN ARRESTED

Authorities in Sri Lanka have reportedly arrested the captain of the stricken X-Press Pearl which caught fire and sank off the coast of Colombo after a chemical leak last month, the Straits Times reported Monday. The arrest comes after investigations into the incident and statements from the captain and others on board, including the chief engineer. The Singapore-registered X-Press Pearl, delivered only in February, reported smoke in a cargo hold after it arrived at a Colombo anchorage on May 20 carrying 1486 containers, including 81 Dangerous Goods Containers and 25 tonnes of Nitric Acid. In the aftermath of the fire, it was revealed that prior

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 to the ship’s arrival in Sri Lankan waters, one of the containers with nitric acid was discovered to be leaking. While the X-Press Pearl called Hamad Port in Qatar and Hazira Port in India for discharge and loading operations, they were unable to offload the leaking container as the ports lacked the specialized facilities and expertise to deal with the situation. Despite fire-fighting efforts, the fire grew to engulf the entire vessel and the X-Press Pearl eventually sank as salvors were attempting to tow it to deeper waters. The ship’s stern is now resting on the bottom at depth of about 21 meters while the forward section remains partially afloat. Although the ship’s operator reports that no noticeable fuel oil has spilled from the vessel, chemicals and small plastic pellets have been released into the environment and spread to nearby beaches and fishing grounds. “A grey sheen continues to be observed emanating from the vessel. Discolouration of the sea has been apparent since the vessel’s stern became submerged, and the remnants of the cargo in the 1486 containers that were onboard were exposed to water,” an update from X-Press Feeders dated June 12 said. The ship is reported to be carrying 297 tonnes of Heavy Fuel Oil and 51 tonnes of Marine Fuel Oil. “The salvors will remain on scene to deal with any possible debris supported by the Sri Lankan Navy and the Indian Coast Guard, who have oil spill response capabilities on standby,” the update said. Reportedly the Sri Lankan government has already submitted a $40 million claim to recoup costs associated with the incident. By all accounts, the amount is likely to rise as the fallout from the incident is still being determined. (Source: gCaptain)

REMEMBER TODAY

SS PORT NICHOLSON 16TH JUNE 1942

SS Port Nicholson was a British refrigerated cargo ship owned by the Port Line. She entered service shortly after the First World War and was sunk by a German U-boat during the Second World War. Her wreck has subsequently been discovered, attracting attention with claims that she was carrying a large cargo of platinum ingots and other precious metals when she was sunk.

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Description Port Nicholson was 481 feet 2 inches (146.66 m) long, with a beam of 62 feet 3 inches (18.97 m). She head a depth of 33 feet 0 inches (10.06 m) and a draught of 30 feet 1 inch (9.17 m). She was assessed as 8,402 GRT, 5,338 NRT. She was propelled by four steam turbines of 967 nhp, single reduction geared, driving twin screws. The turbines were built by Hawthorn Leslie, they could propel her at 14 knots (26 km/h). Port Nicholson was a refrigerated cargo ship. She had 328,598 cubic feet (9,304.9 m3) of refrigerated cargo space. There were two refrigerating machines. Coolant was brine and the cargo holds were insulated with cork. Construction and early years Port Nicholson was built by Hawthorn Leslie and Company at their Hebburn yard, and launched in November 1918. She was completed on 13 May 1919 and delivered to her owners, the Commonwealth and Dominion Line. Her port of registry was London. The United Kingdom Official Number 143508 and Code Letters JWKB were allocated. These were changed to GRST in 1934. She made sailings between the United Kingdom, and Australia and New Zealand. During her service life, she was involved in a number of incidents. On 23 October 1924, she ran aground at Las Palmas, Canary Islands, Spain and was holed. She was refloated on 6 November. Port Nicholson was twice damaged by fire. The first incident occurred while en route to New Zealand in 1928, when her cargo caught fire, forcing her to put into Pago Pago. The second occurred while moored in Melbourne in 1937, when the Government Cool Stores caught fire. Port Nicholson was adjacent to the wharves at the time, and had a cargo of cattle on board. Water was sprayed onto the livestock, saving them. In 1937 the Commonwealth and Dominion Line was re-branded the Port Line. Port Nicholson was involved in another accident on 9 June 1938, when she collided with and sank the tugboat Ocean Cock, with the loss of four lives. Final voyage and sinking With the outbreak of the Second World War, Port Nicholson remained in service, transporting cargoes around the globe. Her last voyage, in 1942, was to take her from Avonmouth across the Atlantic to Halifax, via Barry. She was at Halifax on 14 June 1942, and departed bound for Wellington, with an intended call at New York City and a transit of the Panama Canal. She formed part of convoy XB 25, one of the coastal convoy routes, that ran between Halifax Harbour and Boston. She was under the command of her master, Harold Charles Jeffrey, and was carrying a cargo of 1,600 tons of automobile parts and 4,000 tons of military stores. The convoy was tracked by the German submarine U-87, commanded by Joachim Berger. At 4.17 hours on the morning of 16 June 1942 he fired a torpedo at the convoy, which was then 100 miles (160 km) off Portland, Maine. He fired a second torpedo a minute later, but the gale conditions at the time prevented him from observing the results accurately, and he recorded that while one torpedo had hit a ship, the other seemed to have missed. In fact, both torpedoes struck the Port Nicholson, the first in the engine room, the second in the stern. Two men in the engine room were killed immediately, and as the Port Nicholson began to settle by the stern,

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 the remaining crew abandoned ship and were picked up by the Royal Canadian Navy corvette HMCS Nanaimo. The Port Nicholson did not sink immediately, and by dawn was still afloat. Her master returned to the ship, accompanied by the chief engineer, and Lieutenant John Molson Walkley and three ratings from Nanaimo, to see if the ship could be salvaged. While they were aboard, worsening weather caused the ship to suddenly start to sink. The party abandoned her, but their boat was overturned in the suction as Port Nicholson sank stern first, drowning Jeffrey, Walkley, the chief engineer and a rating. The two surviving ratings were rescued by Nanaimo, which landed the survivors from Port Nicholson at Boston. Rediscovery It was reported that the wreck of the Port Nicholson was discovered in 2008 by Greg Brooks, of the American company Sub Sea Research, but the discovery was kept secret until February 2012. Brooks initially claimed to be investigating an unidentified vessel, codenamed Blue Baron, that lay off the coast of Guyana in South America. This was an attempt to throw fellow treasure seekers off the trail, as Brooks believed that Port Nicholson was carrying a valuable cargo of platinum, gold, and industrial diamonds at the time of her sinking, payment from the Soviet Union for material delivered under lend-lease, which would now be worth around £2 billion. He reported that two Soviet envoys accompanied the ship, and that the Soviet government reimbursed the US government for the lost payment. Advertisement

The salvors have claimed that underwater exploration of the wreck has revealed boxes too heavy to lift, that are supposed to contain the platinum ingots. The British, US and Russian governments may make claims over the cargo should anything of serious value be discovered. Several maritime and Second World War historians have cast doubts over whether the ship was carrying such a precious cargo, citing the lack of documentation, and that if the Port Nicholson had been carrying such a cargo, she may have been partially salvaged already. It was reported in December 2013 that Brooks had put his vessel Sea Hunter up for sale and laid off most of his staff and crew. He is also being sued

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 by a group of investors who had provided over $8 million in financing, on the grounds of fraud and misrepresentation of the actual existence of any platinum or other valuable cargo. Several leading wreck salvage experts, including Robert Marx, had gone on record questioning Brooks's claim of such cargo and laying out a long list of false claims of success in treasure hunting going back for decades. In April 2015, Brooks rights to the Port Nicholson were dismissed with prejudice, preventing him from pursuing any further salvage of the shipwreck. The order also required him to return six items he recovered. Federal investigators have investigated allegations Brooks defrauded investors. On December 7, 2018, the FBI has said it is no longer pursuing the case and there is a five-year statute of limitations on federal fraud case. (Source: Wikipedia)

OFFSHORE NEWS

MICLYN EMPEROR AND MICLYN EMPRESS AWARDED CONTRACTS FOR OPERATIONS AT MALAYSIA-THAILAND JOINT DEVELOPMENT AREA (MTJDA)

The Miclyn Emperor and Miclyn Empress have ongoing contracts to perform supply vessel operations at a gas field in MTJDA for 3 years and 2 years respectively. The two sister vessels were contracted through and prepared by Miclyn Express Offshore’s local joint venture company, and were selected for the operation because of strong prior track records from similar job scopes that complied with the Straight Supply contract requirement. The vessels are equipped with an extensive range of capabilities in supporting the development at MTJDA including performing towing and anchoring jobs with a minimum of 60MT bollard pull, serving as both export tanker static tow vessel and hose/hawser handling vessels during condensate lifting operations, providing cargo transportation to and from supply bases to the offshore locations, and assisting in production or drilling operations as necessary. Miclyn Emperor and Miclyn Empress additionally serve as accommodation support vessels for project personnel, aiding in the supply and inter- platform transfer of personnel, material and consumables. The vessels are equipped to carry out safety standby duties for helicopter operations, emergency situations, pollution recovery and field safety surveillance. (Press Release)

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HELIX SECURES WORK IN GULF OF THAILAND Helix Robotics Solutions has secured a contract with Beacon Offshore for the subsea construction vessel Grand Canyon II. Grand Canyon II will work on well severance and decommissioning work at an undisclosed project located in the Gulf of Thailand. The contract was signed for 120 days firm, with additional options, Helix Robotics Solutions said. The 128-meter long vessel is scheduled to commence work later this month. Earlier this year, Beacon Offshore contracted Norway’s BOA OCV to provide subsea construction vessel BOA Deep C for work in the Gulf of Thailand. The contract is scheduled to commence in the second quarter of the year, with the 119-meter vessel set to stay at the project until year end. (Source: Offshore Energy)

RARE VISIT TO CAPE TOWN BY DIAMOND MINING VESSEL SS NUJOMA

It is infrequent that the regular ship spotter in Cape Town gets to see a diamond mining vessel calling into Cape Town. They are designed to stay out at sea for a number of months, even years, with the crews changing over by air via fixed wing aircraft into Oranjemund airport, and then helicopter transfer out to the vessel. They only get to be seen when they return from their mining duties north of the Orange River mouth for either a routine drydocking, or for heavy maintenance. As far back as 20 April the newest of the Debmarine Namibia fleet of mining vessels, SS NUJOMA (IMO 9761918) arrived back into Cape Town to undertake what was to be her first major drydocking since she had entered service. Built in 2016 by the Kleven Werft shipyard at Ulsteinvik in Norway, to a MT6022 standard design, SS Nujoma is 113 metres in length and had a deadweight of 5,155 tons. She is diesel- electric powered and has five Wärtsilä 9L26 engines, connected to ABB generators providing 2,810 kW each. Her propulsion comes from two Rolls Royce Azimuth propellers to give her a service speed of 12.5 knots. She also has an auxiliary Caterpillar C18 ACERT emergency generator producing 500 kW. Owned and operated by Debmarine Namibia, which is subsidiary of Anglo American, and a 50/50 joint venture between the De Beers Group and the Namibian Government, SS Nujoma cost US$157 million (ZAR2.13 billion) to build and is one of a fleet of six diamond mining vessels

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 currently operating for the company off the Southern Namibian coast. The SS in her name is not to be confused with steamships such as SS United States or SS Normandie. The SS stands for Sam Shafiishuna Nujoma, the first President of Namibia, who attended the inauguration of the ship that bears his name. The ceremony was held in Walvis Bay back in June 2017* after SS Nujoma had completed five months of sea trials after delivery from the shipyard in Norway, and her outfitting in Cape Town. She is the first Debmarine vessel to be utilised for both exploration and sampling, and operates in water depths between 90 metres and 150 metres. Her subsea sampling system and treatment plant were designed and fitted by the De Beers Group in Cape Town, and SS Nujoma is capable of sampling at more than double the speed of any other vessel in the fleet. After completing her long drydocking in Cape Town on 4 June, she took on bunkers at the Eastern Mole, prior to heading out into Table Bay on 5 June to conduct further sea trials over a three day period. She is now lying at the De Beer berth in the Duncan Dock, completing her maintenance period, before she heads back north to continue her diamond mining role in Namibian waters. She may not be back into Cape Town for a while. (Source: Ports & Ships by Jay Gates)

’ESVAGT AURORA’ DOING A FANTASTIC JOB

Eight years of service on the Barents Sea have demonstrated that the ’Esvagt Aurora’ is ideally suited to working in Arctic regions. The vessel and its crew have saved lives and even extinguished a fire on land. Norway’s oil and energy minister, Tord Lien, called it a “milestone in Norwegian oil history” when the floating platform, ’Goliat’, went into action on the Barents Sea in 2016. It followed 30 years of gas production in the area, but the Goliat would now – as the world’s most northerly oil platform – take the first steps in oil production in a region that is both harsh and cold to work in – as well as having unique natural resources that needed protecting. That combination called for something special, which is why the ’Esvagt Aurora’ was built. This 87-metre- long multi-purpose vessel is packed with innovative emergency response equipment for any situation imaginable. The vessel entered service in the region in August 2012 and has proven its worth from day one. ‘The Goliat field is an especially demanding workplace in many ways. It is dark for half of

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 the year and cold for the entire year; we are a long way from anyone else and we are responsible for the safety of both people and the environment,’ says Ib Hansen, Head of Commercial for ESVAGT: ‘Those conditions place special demands on both the vessel and the crew. We have an incredibly dedicated crew that continually trains to make sure they have the best possible chance of handling any situation. The fact that they have done this to perfection for eight years demands respect,’ he says. Safety prize for rescue The vessel and crew have made a vital difference in real life situations on several occasions. On a cold February morning back in 2015, an engineer fell from the semi- submersible drilling rig, ’Scarabeo 8’, into the water. Thanks to a lightning-fast rescue effort from the crew of the ’Esvagt Aurora’, the engineer was found and rescued. This rescue feat was an important reason why ESVAGT was awarded the ENI Safety Award in 2016. Apart from being responsible for safety and oil spill alert tasks, the ’Esvagt Aurora’ has also performed other tasks using the hose for the loading system and the vessel’s own ROV to ensure and video document that everything is in order below the surface. Most recently, the vessel has made a somewhat unusual crucial difference on land: In October 2020, the ’Esvagt Aurora’ was on its way out of the harbour in Hammerfest when it was called upon to extinguish a fire in a turbine in the Melkøya gas production facility. ‘We hadn’t foreseen fire-fighting on land as a potential task or realistic scenario, but the fact that we could also perform this job says everything about the vessel’s capabilities and the attitude and skills of the crew on board,’ says Ib Hansen. The ’Esvagt Aurora’ is on contract to Vår Energi in the Barents Sea until 2022. FACTS: The ’Esvagt Aurora’ was built specifically to service the Goliat field and area. The vessel, for example, has extra steel built into its bow to deal with brash ice; heating in all its ladders and escape routes to prevent people slipping as well as heat in the masts to prevent ice formation. The vessel also has an extensive array of oil spill equipment with oil recovery storage and highly complex and powerful FiFi (firefighting) equipment. (Press Release)

DAMEN DELIVERS FCS 1605 TO ALLSEAS’ PIONEERING SPIRIT

On 14th June, Damen Shipyards Group delivered a Fast Crew Supplier (FCS) 1605 to Allseas to support the Pioneering Spirit – the largest construction vessel in the world. The FCS 1605 will perform fast crew and personnel transfers to and from the vessel. Damen signed the contract for the vessel, named Ricochet, on 15th March. The delivery was fast as a result of Damen’s practice of building its vessels in series for stock. When Allseas placed its order with Damen, the FCS 1605 was already built. In order to prepare it for delivery, Damen has fitted the vessel with the latest in lightweight fender technology. Damen has also supplied Allseas with the cradles with which to live the vessel aboard the Pioneering Spirit, ensuring that she is able to operate wherever the larger vessel is undertaking a project. Ricochet will replace two older vessels that currently perform her role. She features waterjets that enable her to sail quickly – up to 30 knots – and to manoeuvre well at low speed. The FCS 1605 will join a Damen Pushy Cat 804, named Nutshell, already aboard the Pioneering Spirit. This vessel performs a number of duties in support of the vessel, including line

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 handling. Marius Huige Allseas’ head of technical services, said, “We needed a vessel with sufficient seats that could move at high speeds and yet be fuel efficient. The lightweight aluminium design of the FCS 1650 takes care of this. What’s more, due to Damen having the vessel in stock, we were able to take delivery very quickly.” Damen sales manager Benelux Joost van der Weiden said, “We are very pleased to deliver this vessel to Allseas to support the work of the iconic Pioneering Spirit. The FCS 1605 has proven to be a strong and successful design and I have every confidence that it will meet Allseas’ requirements perfectly. On behalf of Damen I wish Allseas all the best with Ricochet.” Pioneering Spirit was designed in-house by Allseas for the installation and decommissioning of offshore structures. Capable of lifting platform topsides up to 48,000 tons and jackets up to 20,000 tons in a single piece, the twin-hulled vessel is 382 metres long and 124 metres wide. (Press Release)

WINDFARM NEWS - RENEWABLES

MARINE RENEWABLES FIRM COMPLETES CAPITAL RAISE

A Penryn-headquartered business which provides operations services and engineering design to the offshore renewables energy sector has completed a £2m capital raise to support its expansion plans. Inyanga Marine Projects, which was formed in 2017 by Richard Parkinson, has a team of 15 professionals and is involved in a number of high-profile offshore green energy projects. The company's raise incorporated a minority £800,000 equity investment backed by the Cornwall and Isles of Scilly Investment Fund (CIOSIF) and £1.25m debt facilities. The equity investment round was led by The FSE Group (the appointed fund manager of CIOSIF) with investors including CIOSIF, French company SerEnMar’s Ship As A Service (SAAS) and private investors. Debt facilities are being provided by Cyan Finance and Lombard. The investment is funding the purchase of the DP2 Multi-Purpose Vessel, Inyanga Entsha, that will be based out of Falmouth. Hervé Allaire of SAAS will be joining Inyanga’s company board as the two businesses embark on a closer partnership. Martin Macey led the investment on behalf of FSE and will be joining Inyanga as board observer. Richard Parkinson, chief executive at Inyanga, said: "Martin and the team at FSE went above and beyond to help us plan and structure the capital raise.

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Their commitment was evident throughout and we are delighted with the outcome." Martin Macey, investment manager at FSE Group, added: "It is a privilege to work with Richard and the team at Inyanga which comprises some of the world experts in offshore renewables. We look forward to helping scale this innovative business in such an important sector." The £40m Cornwall & Isles of Scilly Investment Fund provides debt and equity finance to help growing small businesses across the region. It has been established by the British Business Bank in partnership with the Cornwall and Isles of Scilly Local Enterprise Partnership (LEP). Ken Cooper, managing director at the British Business Bank, said: "Through the British Business Bank’s regional funds we are actively supporting businesses that are contributing to the UK’s low-carbon agenda. Inyanga Marine is a great example of that and we are delighted the fund has supported this deal." John Acornley, LEP non-executive director and chair of the CIOSIF Advisory Board, added: "Inyanga is part of a globally renowned offshore renewable energy supply chain in Cornwall. The region is on the cusp of significant developments in the floating offshore wind industry in the Celtic Sea, so this deal is very timely.” Advisers on the transaction were: Field Seymour Parkes (FSE legals), Murrell Associates (Inyanga legals), Lang Bennetts (Inyanga tax) and Mylor Ventures (Inyanga corporate finance). (Source: Insider Media Ltd)

GERMANS SELECT OFFSHORE WIND SURVEY TEAM

Germany’s Federal Maritime and Hydrographic Agency (BSH) has selected the companies to carry out geophysical investigations and hydrographic surveys at the N-10.1 and N-10.2 wind energy areas in the German North Sea. Fugro Germany Marine GmbH is the winner of Lot 1 which covers geophysical subsoil investigations, including the measurement of a given profile grid using a sediment echo sounder and high-resolution multi- channel seismics. In addition, this lot includes processing of the recorded data sets, their evaluation and documentation, as well as the determination of suitable locations for the subsequent geotechnical explorations. Lot 2 was won by VBW Weigt GmbH. It covers area-wide measurement with fan echo sounders, side viewing sonar including ground truth, sediment echo sounder and magnetometer as well as video investigations by means of ROV. The work scope for this lot also includes data processing, evaluation and documentation of the services, according to BSH’s invitation to tender.

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The surveys, to be carried out in 2022, are part of the geological preliminary exploration of the areas in the German EEZ of the North Sea, with an overriding goal being the collection and processing of hydrographic and geophysical data that will be made available to third parties. The N-10-01 and N- 10-02 investigation areas are in the German EEZ of the North Sea in the area N-10 of the FEP 2020 and have a total size of approximately 105 104 square kilometres, respectively. The investigation areas relate to the project areas N-10.1 and N-10.2 of the FEP, but are not completely identical in their geometry and go beyond them. The investigations cover a total profile length of approx. 1,458 and 1,444 kilometres, respectively. The investigation areas are approximately 7 to 36 kilometres northwest of the Albatros and GlobalTech I offshore wind farms, which are already in operation, and border the Europipe I gas pipeline with their southwest flank. The water depths are 40 to 42 metres. (Source: Offshore Wind)

DREDGING NEWS

DUTCH-BUILT BACKHOE DREDGER FOR UAE OPERATOR

National Marine Dredging Company (NMDC), a marine services provider based in Abu Dhabi, recently took delivery of a new backhoe dredger that was designed and built in the Netherlands. Ordered by NMDC from Deest-based builder Ravestein in February 2019, SARB has a length of 60 metres, a beam of 18 metres, and a deadweight of 500 tonnes. A draught of 4.5 metres makes the dredger ideal for shallow-water projects while the vessel itself is of a design that has already proven capable of working with all types of soils. Modifications have also been incorporated to enable the dredger to tolerate the extreme temperatures of the Middle East. The vessel has a rated maximum dredging depth of 25 metres and a bucket capacity of 14 cubic metres. These attributes make it suitable for land reclamation projects that are carried out further offshore. Aiding in its dredging operations are three tilting spud legs, each with a workable length of 34 metres and spud pressure of 300 tonnes, and a hydraulically-operated spud carrier. A pair of 500kW main diesel engines propel the dredger to speeds of up to six knots while a separate Rolls-Royce MTU 16V4000C13 diesel engine provides 1,750 kW of hydraulic power for the vessel’s Liebherr P995 maritime-optimised excavator. A fuel tank with capacity for 100 tonnes has also been installed. To assist in manoeuvring, the vessel is equipped with two hydraulically-operated side thrusters supplied by Veth. The dredger’s main pieces of deck equipment are two Sormec stiff boom cranes with lifting capacities of five tonnes and 30 tonnes, respectively. There are also two anchor winches, two double-drum mooring winches, and separate winches for the three spud legs. The cargo deck itself can accommodate up to 10 tonnes per square metre. The dredger’s onboard accommodation spaces for the crew of 10, who will work in shifts, include a pair of two-person crew cabins and a mess room that can seat a maximum of 12 people. Power for the vessel’s onboard electrical equipment, which also includes a Zenitel ACM telephone

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 system, is provided by a pair of 250kVa diesel generator sets. Construction on SARB was completed in June 2020. The dredger was delivered by Ravestein to NMDC in Abu Dhabi three months later, and it has since been employed throughout the UAE on a range of projects such as capital and maintenance dredging in ports and harbours, construction of artificial islands, and beach/coastal protection. It is also currently the only backhoe dredger in the NMDC fleet, which also includes cutter suction dredgers, trailing suction hopper dredgers, and amphibious dredgers. (Source: Baird)

TSHD WILLEM VAN ORANJE AT DAMEN YARD

The trailing suction hopper dredger (TSHD) Willem van Oranje arrived recently at Damen yard in Rotterdam to pull both rudders, and to repair the starboard propeller shaft. According to Damen, all propeller blades have been replaced by new ones. The rudders are currently being assembled and a new docking is also planned, so that everything is assembled and the ship can sail again. The 143m-long TSHD Willem van Oranje, which began service in 2010, has a hopper capacity of 12,000 cubic metres and total installed power of 13,870 kW. It can dredge to a depth of 62m and is deployed on some of the most diverse maritime infrastructure projects around the world. (Source: Dredging Today)

NEW WOLVERINE CLASS DREDGE

DSC Dredge of Reserve (LA) has just announced the availability of a brand new 10-inch Wolverine Class Dredge. The Wolverine is a compact cutter suction dredge, ideal for aggregate producers and construction contractors. It is easily transportable by a single truckload, and is fully functional with just one operator. The Wolverine is hydraulically driven and is considered a conventional dredge operating off a two-spud system. The hull is composed of three (3) compartments. The center

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 compartment is the engine and pump compartment. The other (2) two compartments are the side tanks; also known as sponson tanks or pontoons. The prime mover is a Caterpillar model C13 ACERT diesel engine rated 440 bhp (328 bkW). The engine is radiator cooled and includes a Caterpillar air cleaner, muffler and control panel. Available in Tier 4 configuration or lesser regulated for export. It can be used for light duty mining applications, lake and small coastal restoration, sediment removal from dams, flood control, environmental cleanup projects and more. (Source: Dredging Today)

WASA DREDGING PUTTING FINISHING TOUCHES IN LITHUANIA

Since March 2021, Wasa Dredging has been busy working for the main contractor Rohde Nielsen AS in Klaipeda, Lithuania. The works are part of the contract for “Capital dredging to 15.0m depth in Klaipėda State Seaport inner navigation channel from PK(21) to PK(85)”. Wasa’s involvement in the project includes dredging of approx. 1 million m³ of soft to hard: clay, silts and sand. The dredged soils are dumped at an offshore location, some 23 km from the dredging areas. The company’s 360-tonne backhoe dredger “Optimus” with a 18m³ bucket is used for the dredging operation. A spread consisting of 4 split hopper barges, which includes: “Boann” and “Sinann”, takes care of the transport of the dredged soils. Wasa anticipates that their role in this massive dredging project will be finalized by mid July 2021. (Source: Dredging Today)

ANOTHER DREDGER JOINS ROSMORPORT’S AZOV BASIN BRANCH

In accordance with the order of FSUE “Rosmorport”, the dredger Dniester and the dredging barges Deltovaya 10 and Deltovaya 11 – previously operated by the Makhachkala Branch – were transferred to the company’s Azov Basin Branch. Taking into account the arrival of three vessels, the dredging fleet of the Azov Basin Branch has increased to 10 vessels, overall the branch fleet consists of 28

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 vessels in total. The dredger Dniester of 1516 project is a double-decked, double-screwed diesel- motor ship with a fixed-pitch screw. The dredger operation is provided by one main diesel engine with a capacity of 346 kW and two auxiliary diesel generators with a capacity of 2×150 kW. The dredger is designed for dredging operations on inland water basins and closed seaports and river ports with extraction of soils (light and heavy) from a depth of up to 10 meters. The dredging barges Deltovaya 10 and Deltovaya 11 of 81030 project are double- decked, single-screwed self-unloading barges with a fixed pitch screw. The dredger Dniester, which has successfully undergone classification repairs at a ship repair enterprise in Astrakhan, is currently headed for the seaport of Taganrog. On the other hand, the dredging barges Deltovaya 10 and Deltovaya 11 have already arrived in the seaport of Taganrog, where they are undergoing repairs, which are planned to be completed before the beginning of July. According to the Azov Basin Branch, starting from July 2021, the three vessels will carry out maintenance dredging of the Taganrog approach canal, the Azov-Don Sea Canal and the navigable section of the Don River. (Source: Dredging Today)

YARD NEWS

BOLLINGER SUBMITS PROPOSAL FOR U.S. COAST GUARD HERITAGE- CLASS OFFSHORE PATROL CUTTER

- Bollinger Shipyards has the necessary management and production experience, engineering expertise, and facilities - Proven record of success executing USCG Detail Design and Construction contracts - Project would help sustain Bollinger’s seasoned workforce through 2031 Bollinger Shipyards (“Bollinger”), a privately-held and leading designer and builder of steel military

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and commercial vessels, today submitted its proposal to the United States Coast Guard to build Stage 2 of the Heritage-class Offshore Patrol Cutter (OPC) program. If chosen, Bollinger would construct and deliver a total of 11 vessels to the U.S. Coast Guard over the next decade, helping to sustain the Bollinger workforce through 2031. “Bollinger is the right shipyard at the right time to build the Offshore Patrol Cutter program for the U.S. Coast Guard.” said Ben Bordelon, Bollinger President and CEO. “Our long history building for the Coast Guard is unparalleled and has shown time and time again that Bollinger can successfully deliver the highest quality vessels on an aggressive production schedule.” Bollinger has been actively involved in every step of the U.S. Coast Guard’s OPC acquisition process, including execution of the Stage 1 Preliminary and Contract Design, where the Company was included in the final three shipyards, as well as execution of the OPC Stage 2 Industry Study. This unique experience ensures Bollinger’s understanding of every detail and aspect of the program. Bordelon continued, “Bollinger has the existing capability and capacity using our proven serial production build strategy and an experienced management team and workforce. Our production approach is based on our established and mature processes and tools, which integrate design development, production, and lifecycle considerations. Our unique experience results in a reliable production schedule and cost so that we can deliver high-quality vessels on time and on budget.” Notably, in its current program for the U.S. Coast Guard, Bollinger has delivered Sentinel Class Fast Response Cutter hulls 1139 through 1144 a total of 127 days ahead of the contract schedule, despite the incredible challenges of the COVID-19 global pandemic and a historic hurricane season in the Gulf of Mexico impacting Louisiana’s coast. Bollinger has a long history building for the U.S. Coast Guard, delivering 170 vessels in the last three decades alone. This includes the Island Class (49 delivered), the Marine Protector Class (77 delivered), and now the Sentinel Class (44 of 64 delivered to-date). About the Offshore Patrol Cutter Program Offshore Patrol Cutters (OPCs) will provide the majority of offshore presence for the Coast Guard’s cutter fleet, bridging the capabilities of the 418- foot national security cutters, which patrol the open ocean, and the Bollinger-built 154-foot fast response cutters, which serve closer to shore. The OPCs will conduct missions including law enforcement, drug and migrant interdiction, search and rescue, and other homeland security and defense operations. Each OPC will be capable of deploying independently or as part of task groups and serving as a mobile command and control platform for surge operations such as hurricane response, mass migration incidents and other events. The cutters will also support Arctic objectives by helping regulate and protect emerging commerce and energy exploration in Alaska. (Press

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Release)

ABB FUTURE-PROOFS SUSTAINABLE OPERATION OF MONTEREY BAY OCEAN RESEARCH VESSEL

ABB to equip MBARI’s new flagship vessel with leading- edge solutions for sustainable yet maximum performance for decades to come. Located in Moss Landing, California, the MBARI (Monterey Bay Aquarium Research Institute) seeks to advance marine science and technology to understand a changing ocean. Earlier this year, MBARI announced construction of a new state-of-the-art research vessel named in honor of its founder, David Packard. Upon delivery in 2023, the 50-meter-long vessel with 18 scientists and a crew of 12 on board will support MBARI’s work to study the depths of Monterey Bay and beyond. The vessel will enable further exploration of the Monterey Canyon – one of the deepest underwater canyons off the west coast of the United States that extends more than 470 kilometers offshore and plunges some 4,000 meters deep. Monterey Bay’s submarine canyon provides MBARI a window to the world ocean. For more than 30 years, MBARI’s research has revealed the astounding diversity of life deep beneath the surface, and the institute’s technology innovations have provided valuable insight into the ocean’s geological, ecological, and biogeochemical processes. “The R/V David Packard will expand MBARI’s reach and enhance our research capabilities at a time when MBARI’s work to explore and understand the ocean is more important than ever,” said MBARI Director of Marine Operations Michael Kelly. “We are excited to pilot ABB’s power integration technology to support operations on our new research vessel.” The ship’s design has been developed by the Seattle-based research vessel specialist Glosten, with construction to take place at Spain’s Freire Shipyard, renowned for its experience in complex shipbuilding projects for research vessels, yachts and offshore vessels. “We are proud to support this groundbreaking vessel with our solutions that will deliver superior performance through the power of integration” said Rune Braastad, Head of Marine Systems, ABB Marine & Ports. “As a single source integrator, ABB has access to efficiencies that are not available for separately purchased solutions, and

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 we look forward to supporting Freire Shipyard through the build project and the owner throughout the vessel’s lifetime.” R/V David Packard will feature a wide scope of ABB’s electric, digital and connected solutions, and will be the world’s first research vessel to feature ABB’s award-winning Onboard DC Grid™ power system platform. Onboard DC Grid™ is particularly well suited for research vessels as its quiet operation on board ensures minimal interference with scientific instruments, as well as enables lower levels of underwater noise radiated below the ship’s hull. The system will also help the vessel achieve increased fault tolerance, and with fewer components than a conventional AC solution, it will allow for a flexible placement of electrical equipment on board. In addition to space savings, the Onboard DC Grid™ setup will save over 2,000 kg, weighing about 30 percent less than a comparable AC system. While optimizing vessel efficiency and responsiveness, Onboard DC Grid™ will enable MBARI to switch to zero-emission energy sources in the future. The distributed control system ABB Ability™ System 800xA will integrate ABB’s digital, power, propulsion, low voltage distribution and vessel management systems into one single-view platform, enabling both crew and onshore teams to get a comprehensive overview of all the information needed to operate the vessel in the safest and most efficient manner. The overall power setup will be controlled by ABB's Power and Energy Management System (PEMS™), which will also increase fault tolerance and provide a high degree of reliability. R/V David Packard will be connected to ABB Ability™ Collaborative Operations Center infrastructure, which monitors the performance of ABB technology on board and remotely connects operators with ABB experts – no matter where future missions take the research vessel. (Press Release)

HAISEA MARINE SELECTS MARKEY MACHINERY FOR CUTTING-EDGE ESCORT TUGS

The dual-fuel 95-ton bollard pull escort tugs ordered by HaiSea Marine at Turkey’s Sanmar Shipyards will feature a full suite of environmentally-friendly Markey Machinery deck machines. The tugs will operate at the LNG Canada export facility under construction on Canada’s west coast in Kitimat, B.C. Each will be equipped with a Markey engineered, manufactured and serviced stern-mounted 450 horsepower DESF-52UL electric escort winch working 80 mm HMPE line, a stern-mounted model TESS-52UL electric emergency tow winch with Markey render / recover controls, a single speed model CEP-60 electric capstan working mooring lines to 5 tons pull at 65 feet per minute speeds, and two bow mounted model VEPA-16 vertical anchor windlass machines meeting class rules. Scott Kreis, Markey’s vice president of sales and engineering remarks, “Markey looks forward to beginning detailed engineering to ready this suite of machinery for production. Then, work with the escort tugs’ builder, Sanmar Shipyard, as our Green Machines are delivered and installed onboard such extreme performing escort vessels as these RAstar 4000 tugs.” Variable frequency motor controllers consume shipboard power only when the machines operate. However, even though all-

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 electric machinery conserves energy and reduces stack emissions compared to other types of power, like electric-hydraulic, Markey says its engineers are “taking Green to a higher level. “ “During detailed design, Markey’s engineers will improve the efficiency of our model DESF-52 hawser winch’s drivetrain ensuring little of the water-cooled motor’s 450 horsepower is wasted,” says Kreis. “In this phase of engineering one objective is to unearth inefficiencies that occur in winch operations. Engineers use computer aided design tools to optimize the drivetrain’s design that, in turn, improves winch responsiveness while also reducing stack emissions. Reduced emissions are environmentally friendly for all the communities along the shipping route.” A second objective of detail engineering is to ensure that the Class III escort duty machines perform to HaiSea Marine’s standards for line pull, braking force and holding power. Markey engineers use mathematical modeling to confirm the DESF-52-UL’s performance meets the requirements of LNG Canada’s Kitimat facility. Then, following installation and before the tugs enter service, the deck machinery units and their power and controls are functionally tested to validate they perform escort duties effectively, reliably, and safely in high energy open-ocean environments. “In addition to reducing the environmental footprint,” says Kreis, “Markey is proud that its technologically advanced asymmetric Markey render / recover Class III hawser winches will be onboard HaiSea Marine’s 95-ton bollard pull tugs as LNG carriers safely navigate the Douglas, Squally, Otter and Principe Channels of British Columbia.” (Source: MarineLog)

VARD BEGINS CONSTRUCTION OF OCEAN INFINITY ROBOTIC VESSELS

Norwegian designer and shipbuilder VARD has started the construction of the first of the eight marine robotic vessels for Ocean Infinity’s Armada fleet. The company held a steel cutting ceremony at the Vard Vung Tau shipyard in Vietnam to mark this milestone. The eight 78-metre, optionally crewed robotic vessels are part of the second phase of the Armada fleet that began at the end of last year. Once delivered in 2022, the series of eight vessels will supplement the

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 current Armada fleet of nine 21-metre and 36-metre vessels. To remind, Ocean Infinity revealed it had established Armada in February 2020. The marine technology and data company was initially set to add marine robots to the company’s current fleet of autonomous underwater vehicles (AUVs). Sonardyne will provide the key sensor technologies for underwater platform navigation, tracking, control and communications, as well as ensuring uninterrupted surface navigation, while Palfinger will provide rescue boats and davits and tailor-made winches for anchoring and mooring operations. As reported two weeks ago, DNV will equip the vessels with the ShipManager fleet management software for planned maintenance, procurement, and business intelligence. (Source: Offshore Energy)

BRISTOL HARBOR GROUP, INC. WELCOMES JEB HAMEL

Bristol Harbor Group, Inc. (BHGI) would like to introduce Jeb Hamel, BHGI’s most recent addition to its naval architecture and marine engineering practice. Jeb has joined BHGI as a Naval Architect. He graduated from the University of Michigan in Ann Arbor, MI. with an M.S.E. in Naval Architecture and Marine Engineering. Prior to joining BHGI, Jeb worked as a Naval Architecture Intern at BMT Designers and Planners in Arlington, VA., where he gained significant experience creating general arrangement plans and performing stress and weights calculations for naval designs. Jeb has experience in AutoCAD, Excel, Navisworks, and MATLAB. Welcome aboard Jeb! (Press Release)

TWO STERNS PROVIDE FUEL SAVINGS AND MAXIMUM MANOEUVRABILITY

Ulstein has developed a ship with two sterns and propellers in each corner, which is ideal for offshore operations requiring continuous positioning. “The TWIN X-STERN is extremely manoeuvrable, comfortable to be on board and very environmentally friendly,” says Øyvind Gjerde Kamsvåg, Chief Designer at Ulstein Group. Most ocean vessels still run on fossil fuels, accounting for over 1 billion metric tons of global greenhouse gas emissions a year. Despite incentives to promote more environmentally friendly vessels, international shipping emissions have increased by 9.6 per cent from 2012 to 2018. More radical steps must be taken if the industry is to achieve the IMO target of a 50 percent reduction in annual emissions by 2050. Ulstein Group has a clear ambition of being at

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021 the forefront of the technology development required to achieve zero-emission offshore operations by 2050. One of the most important design aspects in achieving this aim is the company’s innovative hulls, including the novel TWIN X-STERN™. Major fuel savings. “The key advantage of the hull is its ability to stay in position. The secret lies below the waterline. TWIN X-STERN has propellers in each corner, which provide maximum manoeuvrability. The hull also provides major fuel savings. We’ve received feedback from the industry that the sister patent X-STERN® result in up to 60 percent less power,” says Kamsvåg. Ulstein Group invented the ULSTEIN X-BOW® back in 2004 and later leveraged this with the introduction of the X-STERN®, both of which have enjoyed great market success. The TWIN X-STERN™ was introduced in 2015 and is designed for offshore operations that require a ship to remain in position in rough weather. This concept also included other technologies to improve operations and reduce fuel consumption, such as biomechanical W2W ramps and cranes as well as a new propulsion unit concept. The TWIN X-STERN concept has been developed further since 2015, and the TWIN X-STERN hull is now commercially available on a range of vessels, including vessels servicing offshore wind turbines. “By having excellent performance in either direction, you avoid having to turn the ship to follow weather changes. This is traditionally required maybe 50 percent of the time, depending on the operation being performed. You save an enormous amount of time by not turning the vessel. The total energy savings are significant compared to traditional hulls,” says Lars Ståle Skoge, Commercial Director at Ulstein Design & Solutions. Better comfort and safety on board The comfort and safety of the crew is another area where TWIN X- STERN™ excels. Vessels with Ulstein’s innovative hulls have reduced motion in the water, avoiding the slamming from waves experienced by vessels with traditional hulls. This also extends the lifetime of onboard equipment as it is not exposed to strong vibrations and impact. “It’s a completely different experience to be on board. It’s built to operate in very strong currents and is less limited by weather conditions. TWIN X-STERN is in the same family as our other two revolutionary hulls, X-BOW and X-STERN, and provides similar benefits, just in a different set-up optimised for the offshore wind segment,” says Kolbjørn Moldskred, Sales Manager at Ulstein Design & Solutions. “Offshore wind is a major growing market. Our new hull has the potential to service more wind turbines per day than other hulls. It’s optimised for exactly these types of positioning operations,” he points out. Strong demand for greener vessels. Companies that rely on ocean-going vessels are under pressure to reduce their environmental footprint. In addition to the IMO target, the European Parliament has voted for a similar reduction. The demand for greener vessels for offshore wind farms is expected to increase with the growth of the offshore wind market, which is projected to reach USD 1 trillion by 2040. Ulstein Group is an international group of shipbuilding, ship design and supporting companies. Founded in 1917, it is also one of Norway’s largest shipbuilders. (Source: Ulstein)

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021

THERE ARE NO PEOPLE WILLING TO BUILD THE LEAD HYDROGRAPHIC VESSEL OF THE ARC7 CLASS FOR ROSATOM

The results of the electronic auction of the Federal State Unitary Enterprise "Hydrographic Enterprise" (part of the state corporation "Rosatom") for the construction of the lead hydrographic pilot ship of the ice class Arc7 have become known. The materials of the procedure, with an initial price of 7,067,180,000 rubles, were published on May 25. As follows from the minutes published on June 11, no bids were submitted for participation in the auction. In this regard, the electronic auction was declared invalid. According to the draft agreement, the ship must be delivered to the state customer no later than October 20, 2024. The maximum length of the vessel should be 83 m, width - 17.2 m, draft - 5.3 m, displacement - 5288 tons, maximum power of rowing electric motors - 2x3100 kW. As follows from the documentation, it is planned to use the HSV05.02 project, previously developed by the Marine Engineering Bureau, as a preliminary design. (Source: Sudostroenie)

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

• Sanmar delivers its first Tier lll tugboat to Norwegian operator • Introducing the ElectRA Series • Med Marine delivers super ice class tier III tugboat, Covurlui to A.F.D.J. • Damen signs with Groote Eylandt Mining Company for ASD Tug 2312 • Med Marine successfully delivers second Unique Ice Class tug Svitzer Edda

2. Several updates on the Broker Sales page posted last week (New page on the website. If you are interested to have your sales on the website) (pls contact [email protected])

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22ND VOLUME, NO. 47 DATED 16 JUNE 2021

• Pair of RAmparts 2500 ASD Tugs for Sale (NEW) • 68tBP ASD Tug for Sale in Japan • 4000HP Ocean Tug from 2011 • High Ice Class ASD Tug for Sale in Ukraine • DP2 PSV for sale in West Africa

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