17th Volume, No. 76 1963 – “53 years tugboatman” - 2016 Dated 21 September 2016 Buying, Sales, New building, Renaming and other Tugs Towing & Offshore Industry News M I D W E E K – E D I T I O N TUGS & TOWING NEWS NEW PRODUCT LAUNCHED IN HSS Hung Seng Shipbuilding (M) Sdn Bhd, Malaysia (HSS) launched another series of product: Shallow Draft Utility Work Boat - Pacific Titan. The tug was desinged by Austrailian Naval Architect and 3D production designed by HSS, built to high quality Austrailian standard under LR class. This is history making moment for HSS and East Coast Maritime, Australia. This once again proof that HSS has the ability to custom design and build high quality vessel! (Press Release HSS) Advertisement STEAMTUG FURIE - THE LADY TURNS 100! The Dutch National Towage Museum of Maassluis in Holland will celebrate this with a new exhibition dedicated to the working and museum life of this last remaining seagoing steam tug of the Netherlands. The new exchange exhibition will be opened on September 24th. The exchange exhibition gives a wide overview of the building, working life of the tug, the TV series and her life as sailing heritage museum. Her owner, Foundation Dutch Glory, has not only preserved the tug but has always been keen to obtain photos and information about the tug and her history. All this is now on display at the National Towage Museum of the Netherlands with unique photographs, films, 1/26 17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 documents and special objects. The celebrated tug herself is moored in front of the museum. The opening of the exchange exhibition on September 24th is the start of a number of events to celebrate the 100st anniversary of the ‘Furie’. The highlight of festivities will be the Furieade on October 1st and 2nd in Maassluis. The beginning. In 1916, in Holland by still newbuilding shipyard Bodewes, two steam tugs were launched. One of these, Gebroeders Bodewes VI (Brothers Bodewes VI), would after a long career in Sweden return to the Netherlands for a unique second life. A Dutch television Network, AVRO, required an authentic Dutch steam tug for the film version of the famous book ‘Captain Jan’ by Jan de Hartog. An intensive international search resulted in only one, but perfect, candidate – in Sweden. That was the tug ‘Holmvik’ and she would be the star in the 1978 tv series ‘Dutch Glory’. The ‘Gebroeders Bodewes VI’ was part of a series of almost sister ships that were built for their own account and risk during the First World War. Building started in 1915 and in 1916 the ship was available for sale. The ship was of a simple but proven design and build to high standards. The original lay-out featured only one mast, no deckhouse and only a small wheelhouse. The main accommodation was aft below afterdecks. It lasted until 1918 before an export license could be obtained and in March of that year with ‘SVERIGE’ painted on the sides to evidence neutrality as a safeguard against attack the tug, now called ‘Holmen III’ undertook the voyage from the Netherlands to Sweden. A major conversion took already place in 1920 when a deckhouse on the sides and a much larger wheelhouse were added in view of the harsher weather conditions on the Baltic Sea. Her new owner was a Swedish paper mill that obtained tree logs higher up in the Baltic Sea. The logs would be chained together into floats up to 9000 m3 and the task of the Holmen III was to tow these to the factory in Norrkoping. For certain a slow passage with just 450 ihp. With the exception of the Second World War, when the tug was requisitioned by the Swedish Navy, the ‘Holmen III’ towed log floats until 1976. As from 1969 in ownership of her last captain as ‘Holmvik’. Television series. Originally, the television network contemplated just to hire the tug for a few months but captain Akerlund was only willing to sell the tug. And so the network bought the vintage tug and she sailed under the command of the later harbour master of Amsterdam and a volunteer crew to IJmuiden. After a small conversion, during which modern features like radar were removed and to make it possible to feature as two different tugs at the same time, the ‘Furie’ was towed to Bantry Bay in Ireland by Smit International for filming and afterwards towed back to Holland by Wijsmuller. Dutch Glory With the series still being showed on television, a group of towage enthusiasts in Maassluis, former home port of Smit, were wondering about the future of the unique tug. Quick action resulted in sufficient funds to salvage the tug from the breakers and the municipality of Maassluis provided a prominent berth in front of former 16th 2/26 17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 century town hall, now residence of the towage museum. In 1980 the refit was completed to the extent that the ‘Furie’ could sail again under own steam. This milestone was celebrated with a big maritime event in Maassluis during which key actor Hugo Metsers stood one more time as captain Jan Wandelaar on the bridge of ‘his’ tug. The event was such a success that since then, every year this Maritime event with vintage tugs and other historic craft is held. 100 years. Nothing or nobody reaches that age care free. After obtaining ownership of the tug in 1978 foundation ‘Hollands Glorie’ has painstakingly and successfully restored and conserved the ‘Furie’ that she now has an official status as operational museum. The volunteers ensure that the old lady remains fully certified to be able to sail under own steam for many years to come. Major maintenance projects were the boiler tube refit of the still original boiler and complete overhaul of the main steam engine. Frequently the tug takes part in maritime events in Holland which is a reward for the volunteers and a joy for visitors and paying guests. Tranquillity on deck and heat, hissing of steam and a reciprocating steam engine in the engine room below. National Towage Museum The goal of the Dutch National Towage Museum is to preserve and to display to a wide public the history of the Dutch towage industry, the people who worked in the industry on board and ashore with past or present day companies, at sea or on inland waters, by means of two exchange exhibitions per year and a permanent exhibition. The museum has a large collection of models, photographs, artefacts, library and documents. For more information: [email protected]; tel: 010 – 5912474 or Maarten Helwig, 06-33008733; [email protected]; Stichting Nationaal Sleepvaart Museum; Hoogstraat 1-3,3142 EA Maassluis; www.nationaalsleepvaartmuseum.nl Advertisement SOLUTIONS FOR DESIGNING LNG SYSTEMS ON ESCORT TUGS Naval architects at Robert Allan Ltd designed new LNG-fuelled escort tugs for Statoil’s Melkøya LNG production terminal near Hammerfest in northern Norway. They were designed for Norwegian 3/26 17TH VOLUME, NO. 76 DATED 21 SEPTEMBER 2016 shipowner Østensjø Rederi, which won an open tender for the provision of three escort tugs for the terminal. In part 1, Mike Phillips explained the challenges of designing these tugs. Here he explains the method Robert Allan took for designing the LNG system on these tugs to specific owner, charterer, flag state and class requirements. Finding the solutions for these new tugs was not easy, but by involving the classification society Bureau Veritas (BV) from the earliest concept stages of the design through to its completion, it was possible to obtain approval in principle prior to full class review. The reality is it is not possible to design a 40m LNG-powered vessel that specifically meets all the regulatory requirements as originally written. For some regulations, alternate compliance solutions were required that still maintain the same intent and level of safety of the original regulation. By applying innovative thinking and the latest computational tools, a solution was found. The powerful computational fluid dynamics (CFD) used to perform hydrodynamic simulations on the hull and underwater appendages was used to conduct a CFD gas dispersion analysis on the LNG tank's pressure relief vent outlet. By examining the dispersion path of the gas cloud (which is initially cold, sinking gas), it was possible to design a ventilation outlet that met the intent of the regulations governing clearance from exhaust stacks, and provided the same if not a higher level of safety, all of which was reviewed by BV. Other gas system inlets and outlets and the bunker station were generally grouped forward, while hazardous zones associated with oil recovery operations were generally grouped aft. The result is a vessel arrangement clear of obtrusive LNG piping, with optimal clear working decks. Furthermore, the need for expensive explosion-proof equipment was kept to a minimum by keeping the hazardous zones away from key equipment such as towing winches, anchoring equipment, fire monitors, crane and radar antenna, Mr Phillips explained. The LNG storage and regasification system is located below deck, with the dual-fuel main engines in a gas-safe (non-hazardous) engineroom. The IMO type C insulated LNG tank, along with its integral tank connection space (TCS) and airlock is located in a gas-safe tank hold directly adjacent and forward of the engineroom. The gas regulation units are located within the TCS, and all gas piping to the main engines is via double-wall ventilated pipe. The tank, with its integral TCS and airlock sit on a specially designed foundation featuring grade E mild steel to safely handle the extremely cold temperatures to which the foundation could be exposed in the unlikely scenario of a loss of integrity of the tank's inner shell.