Sleepvaart- en Offshore Nieuws

Transcription

5e jaargang, nr. 1
dd. 3 Januari 2004
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Aankoop, verkoop, nieuwbouw, vernoemingen, etc.
Lady Laura (1)
Leen van der Meijden denkt dat de nieuwe naam van de Lady Laura bij Harms niet Warius maar
Varius zal zijn, gelet op de schepen die in het verleden ook al onder die naam bij Harms hebben
gevaren. Even opletten dus!!! (Bron: Leen van der Meijden)
Multraship
De Multratug 11 en de Multratug 14 zijn verchartered aan de nieuwe Poolse maatschappij ProjectZegluga te Stettin. De Multratug 11 heet nu Serwal-2, voor de Multratug 14 heb ik momenteel geen
nieuw naam. (Bron:Lawrence Amboldt)
Lady Laura (2)
Een bevestiging van Lawrence : De Varius (ex. Lady Laura-03, ex. Stril Poseidon-97, ex. Hinna
Senior-88, ex. Lunde Senior-87) van Harms zou gisteren (23.12.03) Lowestoft hebben verlaten.
(Bron:Lawrence Amboldt)
En Avant 9
De En Avant 9 (23.16099) van rederij T.Muller uit Dordrecht is verkocht aan Howard Beer, die haar
omdoopte in Herman Sr Zij werd gebouwd in 1979 bij Damen Shipyard in Gorinchem als Zal 4 voor
Damen. In 1980 werd ze verkocht naar Dordrecht (Bron: Schuttevaer)
Coast Guard Rescues Three
A U.S. Coast Guard crew from Memphis, Tenn., rescued three men whose vessel sank on the
Mississippi River, near Tunica, Miss., Thursday at about 10:15 a.m. Ron Nigg, Rick Howell and Tony
Lippman were rescued after their 22-foot skiff sank as they were returing from an oil spill cleanup in
Tunica. At the time of the accident, there were high winds and choppy conditions reported on the river.
A Coast Guard inspection crew from Marine Safety Office Memphis was also at the Tunica oil spill site
monitoring cleanup efforts when they were informed that the three men were in the water. The crew,
Lt. Ted Lampton, Petty Officer 3rd Class Wyatt Ingram and Petty Officer 3rd Class Jacob Taylor, ran
to the nearest vessel, the Tunica Queen, and asked the captain to get underway so they could try to
rescue the men. When the Tunica Queen arrived where the three men had fallen in the river, the
Coast Guardsmen leaned overboard, and with the assistance of the vessel's crew pulled Nigg and
Howell out of the water. Lippman floated farther downstream toward an approaching tow boat and
barge. Despite 25-knot winds, Ingram was able to throw a life ring close to Lippman and the crew
pulled him to safety. The Tunica Queen transported the three men to shore where they were
evaluated by awaiting medical personnel. Nigg was taken by ambulance to Baptist Desoto Hospital in
Southaven, Miss., for treatment for hypothermia. Howell and Lippman did not need additional medical
attention. All three men were wearing life jackets at the time of the incident. "The rescue efforts were a
direct result of preparedness and teamwork," said Cmdr. David Stalfort, commanding officer of MSO
Memphis. "We work in dangerous conditions everyday. Yesterday proved how a routine oil spill can
turn into a search and rescue case in seconds."
12/22/
Buffalo Grounds
12/28 Update About 10 p.m. the Buffalo was pulled free from the spot where she grounded
early Sunday afternoon. The big tug Reliance arrived on scene about 8 p.m. and began to try to pull
the Buffalo off Watsons Reef in the lower river north of Pipe Island. The Buffalo was then to head
across the channel over to Drummond Island to the anchorage known as Black Rock Point. The
vessel is expected spend the night there and will wait for Coast Guard inspection before she departs
the St. Marys River system.
Original Report Early Sunday afternoon the downbound Buffalo grounded in the lower St. Marys River
near Pipe Island off DeTour, Michigan. The vessel was reported to have experienced a steering
malfunction that caused the grounding. The Buffalo's stern is blocking the downbound channel and all
traffic in the river is using the upbound course. Buffalo was unable to free her self and the tug Reliance
with a salvage barge departed Sault Ste. Marie, Ont. late Sunday afternoon. The tug was expected to
be on scene about 8 p.m. and crews will begin working on a plan to refloat the Buffalo. If needed, the
barge can be used to off load some of the ship's cargo. (Bron: Jan van der Doe)
J. van der Ster – Marcol Archief Productie
SmitWijs Singapore
De verwachting, ETA, is dat de SmitWijs Singapore met haar sleep de Sainty no. 1 op 7 januari a.s.
de Waterweg op zal stomen. Dit natuurlijk afhankelijk van de weersomstandigheden in deze
winterperiode.
Suhaili verliest dok
De sleepreis van het Galapagos-dok van Santander in Noord-Spanje naar Cristobal in Panama heeft
een vroegtijdig einde gekregen. Kort na vertrek aan de tros van de ITC-zeesleper Suhaili maakte het
140 meter lange dok water in slecht weer op de Atlantische Oceaan, halverwege Lissabon en de
Azoren. De oorzaak is onbekend. Het dok zonk en berging is uitgesloten, omdat de waterdiepte ter
plaatse ongeveer 4000 meter bedraagt. Volgens een woordvoerder van ITC uit Heemstede was het
dok al aardig op leeftijd. Eerder was het nog zonder problemen van Antwerpen naar Santander
gesleept. Er hebben zich geen persoonlijke ongelukken voorgedaan (Bron: Schuttevaer)
Carrouselslepers in aantocht
Het Carrousel Tug-concept, de jongste noviteit op sleepvaartgebied, lijkt voor een doorbtaak te gaan
zorgen in de traditionele sleepvaartmarkt. Uitvinder Van der Laan van IMC verwacht dat de eerste
carrouselslepers binnenkort op stapel worden gezet. De uitvoerige beproevingen met de tot
carrouselsleper omgebouwde havensleper Multratug 12 van Multraship uit Terneuzen zijn succesvol
afgerond.Bij de laatste serie proeven was de Multratug 12 met een sleeplier in plaats van een
sleephaak uitgerust. De ervaringen met beide systemen zijn zodanig dat de stuur- en houdkrachten
van de sleper met een factor vijf kunnen worden vermenigvuldigd. Daarnaast heeft IMC uitvoerig
modelproeven gedaan bij de Technische Universiteit Delft. Volgens woordvoerder van der Laan zijn e
nu twee typen carrouselslepers ontwikkeld. Zelf heeft hij hiervan hoge verwachtingen. De eerste is
een 25 meter lange compact tug met een trekkracht van 80 ton. Een ideale sleper voor havenwerk.
Het tweede ontwerp betreft een zogehete escorttug met een lengte van 35 meter en een trekkracht
van 120 ton. Van der Laan is zowel met een Nederlandse als met een Duitse reder in een
vergevorderd stadium van onderhandeling over de aanschaf van dit nieuwe type sleepboot. Voor de
Nederlandse reder gaat het om een havensleper met een trekkrecht van 80 ton en voor de Duitse
reder om een escortsleper. Laatstgenoemde wil eerst een sleper laten bouwen en daarna nog een
serie van vijf. De uitvinder verwacht dat zeker de havensleper al snel zal worden gebouwd. Andere
reders kijken nog even de kat uit de boom. Qua sleepen houdkrachten, dat hebben de beproevingen
intussen wel bewezen, laat de carrouselsleper andere concepten, zoals de Rotor Tug en de ASD Tug,
ver achter zich. Wat wendbaarheid betreft benadert de carrouselsleper die van ASD-slepers, Qua
operationele kosten is het carrouselconcept volgens Van der aan ook voordeliger. Bijzonder aan het
nieuwe concept is, dat de sleper niet meer kan kenteren. Iets dat zich bij andere typen slepers nog
steeds voordoet, zoals onlangs met de URS-sleper Burcht en de Smit-sleper Smit Madeira. (Bron:
Schuttevaer)
Multraship
Vandaag, 2 januari 2004, heeft het Terneuzense bergingsbedrijf Multraship Salvage B.V. opdracht
gekregen voor het bergen van de drie containers beladen met pesticide, die vlak voor kerst ter hoogte
van Vlieland overboord sloegen van het Ethiopische vrachtschip “ANDINET”.
Wij, Hans & Jeannette, wensen jullie allen een voorspoedig en vooral gezond 2004 toe.
5e jaargang, nr. 2
dd. 10 Januari 2004
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Foutje bedankt
De En Avant 9 is herdoopt in Herman Jr. en niet zoals ik eerder had gemeld Herman Sr. Jasiu
Bedankt voor je oplettendheid.
Carrousel slepers
Ter aanvulling op het bericht van Carroussel slepers in de vorige nieuwsbrief:
Smit heeft i.s.m. met Damen een onderzoek gestart over de mogelijkheid voor aanschaf Carroussel
sleepboten. (Bron: Jasiu van Haarlem)
SmitWijs Singapore
Vandaag, 6 januari 2004, is de SmitWijs Singapore Rotterdam binnengelopen. Zij bracht de Sainty 1
beladen met casco’s vanuit China naar Rotterdam. Een reis van 16.215 mijl. De SmitWijs Singapore
ligt nu afgemeerd aan de Parkkade en gaat repareren en dokken. De Sainty 1 is naar de Heysehaven
gebracht om te worden gelost.
Kwintebank
Smit Haven heeft de Kwintebank verkocht aan de Finse reder Alfons Håkans Towage & Salvage.
www.alfonshakans.fi Momenteel ligt zij bij Niehuis & van den Berg voor reparatie en overdracht. Na
de overdracht, ongeveer 19 Januari 2004, zal zij naar Finland vertrekken.
Vikingbank
Vanmorgen, 07/01/2004, om 10.00 uur is de Vikingbank gedokt te Antwerpen bij SKB dok No. 9. Het
waren echt middeleeuwse praktijken daar want ze trokken hem met 20 man het dok in, op hand kracht
dus. We hebben nog wat navraag gepleegd bij de superintendent van Smit en zij blijft ongeveer 3 tot 6
weken liggen waarna zij voor 5 jaar vertrekt naar Gabon voor een charter bij TotalFina. Zij gaat hierbij
voor SMIT Gabon varen. (Bron: Peter Andriessen)
Multraship uit Terneuzen sleept Prijs Creatief Ondernemerschap binnen.
Multraship Towage & Salvage uit Terneuzen is winnaar geworden van de Prijs Creatief
Ondernemerschap 2004. Deze prestigieuze titel werd voor de 22e maal toegekend tijdens de
nieuwjaarsbijeenkomst van de Kamer van Koophandel, CWI en Zeeland Seaports op donderdag 8
januari in de Grote Kerk te Goes. De familie Muller, eigenaar van Multraship, kreeg de prijs en een
oorkonde met daarbij een bronzen beeld uit handen van de voorzitter van de Kamer van Koophandel,
de heer L.A. van Gelder. Het beeld is gemaakt door kunstenares Gerda Rutters uit Middelburg.
OSV to Abdon Callais
Master Boat delivers another OSV to Abdon Callais Master Boat Builders Inc., Bayou La Batre, Ala.,
recently completed the 201'´46'´16' steel offshore supply vessel Gloria B. Callais for Abdon Callais
Offshore LLC. The 200-footer evolved from the 30 or so 110-footers that Master Boat built between
1980 and 1986. When the bottom fell out of the oil-and-gas industry in the mid-1980s, the yard
switched to fishing boats that ranged from 85-foot shrimpers to 170-foot factory processors. By 1995,
Master Boat was building OSVs again. After reading about the yard in WorkBoat, Peter Callais
contacted Master Boat about building an OSV for his company. Since then, Abdon Callais and Master
Boat have quite a history together. The Gloria Callais, named for Peter Callais' mother, brings to 18
the number of vessels the yard has delivered to the Cut Off, La.-based OSV operator. And there are
more deliveries to come in 2004. Both the Gloria and her sistership, the Claire M. Callais, measure
201'´46'´16' and come in under 100 GT. "Location of the engine room, framing system, and design of
the bulk mud tanks all played a part in keeping the vessel under 100 gross tons," said Andre Dubroc,
Master Boat's general manager. "The vessel's being under 100 gross tons does give the owners some
leeway on crewing, but other than unmanned engine room requirements, these vessels meet or
exceed the requirements for vessels that exceed these tonnage limits." The rear deck measures
146'´40' and can carry 1,240 LT of cargo on a clear area of 5,840 sq. ft. Tankage includes 3,600 bbls.
of liquid mud; 4,500 cu. ft. bulk mud; 107,800 gals. fuel oil; 28,000 gals. fresh water, and 58,000 gals.
methanol. Thompson Power Systems furnished the main engines for the Gloria-twin Caterpillar 3512B
diesels producing 1,575 hp at 1,600 rpm each. The Cats connect to 5-bladed, bronze Rolls-Royce
wheels through Twin Disc MG-5600 marine gears. Maneuverability is made easier by the presence of
three Schottel STT-170 hydraulically driven thrusters. "The vessel is equipped with an Alstom DP-2
dynamic positioning system allowing the vessel to hold station within one meter of its target while
offloading offshore," said Dubroc. Ship's service power is the responsibility of two Caterpillar-driven
gensets with a Cat 3306 and a Cat 3412 both producing 170kw of electricity. Gulf Coast Air and
Hydraulics provided the Jastram split-rudder steering system and the Mathers Master Command
engine controls. The Gloria B. Callais is ABS classed +A-1 AMS DPS-2 ABS and USCG loadline
certified Subchapter L. She was delivered in October. Master Boat's OSVs have grown into the current
200-footers, but Dubroc said he wouldn't hesitate to build them smaller if that's what the customer
wants. "We've built 110s up to these 200-footers and just about every size in between. We'll build a
customer whatever size boat he wants," he said. "It's just that the market right now seems to want the
bigger boats." (Workboat, januari '04) (bron: Jan van der Doe)
Gulf Craft delivers crew/supplier to Seacor
Patterson, La.-based Gulf Craft Inc. has delivered another aluminum crew/supply boat to Seacor
Marine Inc., Houston. The 175'´30'´13'6" waterjet-powered Seth McCall is now supporting offshore oil
and gas activities in the Gulf of Mexico. The vessel's 100'´24'6" aft deck has 2,450 sq. ft. of cargo
space for the loading of up to 225 LT of freight. The deck can support 540 lbs./sq. ft. The aft deck also
holds twin SKUM fire monitors each capable of 5,300 gpm. Tankage includes 26,500 gals. of fuel;
25,300 gals. rig water; 16,700 gals. aviation fuel, 1,250 gals. ship's water; and 500 gals. lube oil. The
Seth McCall can pump drill water at 200 gpm at 200', fuel oil at 115 gpm at 230', and aviation fuel at
115 gpm at 230'. Four Cummins KTA50-M2 diesels, producing 1,800 hp at 1,900 rpm each, supply
the boat with its main propulsion. The KTAs are fitted to Hamilton HM-811 waterjets through Twin Disc
MG-6848 SC marine gears with 2.47:1 reduction ratios. Running speed for the boat is 31 knots, 26
knots fully loaded. Thrusters on the Seth McCall include a Thrustmaster TH200R, 200-hp
retractable bowthruster, which is interfaced with the DP system and can be used for manual
stationkeeping when working offshore in deepwater. There is also a Thrustmaster 30TT150, 150-hp
transverse tunnel thruster because the retractable thruster is vulnerable in ports with shallow drafts.
The tunnel thruster also improves safety and reduces the time spent docking the vessel.
"Thrustmaster developed an electromechanical valve system, which allows the operator to select the
desired thruster at the flip of a switch. Both thrusters run off the same Cummins 6CTA8.3-M diesel
engine," said Rick Stinson, southeast sales manager for Thrustmaster. "This is the first crewboat ever
to be built like this, and to the best of my knowledge the first vessel ever built that offers this thruster
configuration that operates from the same power source." Ship's service power is provided by two
Cummins 6BT5.9-G2 gensets, sparking 99kw of electricity each. There are accommodations for a
crew of eight and passenger seating for 76. The electronics suite includes two Furuno radars and
Furuno Navtex receiver, four ICOM VHF radios, two ICOM VHF remotes, dual GMDSS from Japan
Radio, ComNav autopilot, Kongsberg Simrad DPS-1 system, Raytheon loudhailer, and KVH fluxgate
compass. The Seth McCall is certified ABS+A-1 HSC CREWBOAT +AMS DPS-1, USCG Subchapter
T and L. The boat was delivered in October. (workboat, januari, '04) (bron: Jan van der Doe)
Smit rondt berging Stellamare dinsdag af
ALBANY (ANP) - Berger Smit heeft in de haven van Albany het gezonken Nederlandse vrachtschip
Stellamare leeggepompt en rechtgetrokken. Duikers hebben het lichaam van de derde verongelukte
opvarende geborgen. Dat heeft een woordvoerder van Smit maandag gezegd. De vijftien
medewerkers van Smit zullen de klus dinsdag, 06/01/2004, afronden. De Stellamare sloeg begin
december om in de haven van Albany aan de Hudson River in het noordoosten van de Verenigde
Staten. Dat gebeurde toen de bemanning het schip aan het laden was. Vijftien leden van de
Russische bemanning wisten zich te redden. Drie collega’s (48, 43 en 46 jaar) kwamen om het leven
tussen de ijsschotsen in het vrieskoude water. De lichamen van de twee andere opvarenden zijn twee
weken geleden al opgedoken. Het lichaam van de 46-jarige Rus is zondag gevonden in het laadruim
van de Stellamare. Het is er maandag uitgehaald. Het stoffelijk overschot gaat vervolgens naar de
familie van het slachtoffer in Sint Petersburg. Voor het Nederlandse bergingsbedrijf was de
stabilisering van de Stellamare "geen extreem moeilijke klus". Het was de verzekeraar van de
Nederlandse eigenaar die Smit ervoor had gevraagd. Normaal gesproken bergen lokale bedrijven
schepen in Amerikaans water. Verder was het voor Smit bijzonder omdat zich nog lichamen in het
vrachtschip bevonden. Smit is twee weken druk geweest met het leegpompen. Met kranen en kabels
is het schip rechtgetrokken. "De klus is bijna geklaard. Vrijwel volgens planning", aldus de
woordvoerder maandag. Over de volgende bestemming van de Stellamare is nog niets bekend.
(bron:DFT\LK)
Symphony is a Farstad Masterpiece
Farstad’s newbuild PSV P105 design the Farstad Symphony has been christened in Alesund. The 960
sq.mtrs deck vessel was built in the Ulstein yard Norway. The vessel then substituted for it’s
frontrunner AHTS UT722L, Far Scout on a Norsk Hydro charter from around December 15th. The
charter is for a firm period of 18 months + 3 x 2 years worth of options. The Far Scout has since
become available on the spot market.
Mexico’s new Gulf
GulfMark’s joint venture partner in Mexico received an award from Petroleos Mexicanos SA (Pemex)
for two newbuild anchor handling supply vessels. These vessels will start a five-years contract for
Pemex in the Gulf of Mexico in the spring of 2005. They are being built at Keppels yard in Singapore.
Applause for Splendour
Farstad’s newbuild PSV P106 design Far Splendour delivered from the Ulstein yard in Norway at the
end of December. Along with the P105, these new vessel designs represent the first straight PSV
design to come from the Ulstein design house that brought us the A101/P103 types. As for the Far
Splendour the vessel has now begun a five year contract with the Dutch logistics outfit Peterson.
Gulf Mark end of Endurance test
Alesund again this month was witness to another vessel christening, this time being the turn of
GulfMark Offshore’s new AHTS UT722L Highland Endurance. The new 180 ts BP vessel has since
repositioned itself to Aberdeen where it is now trading the spotlist. This vessel marks the end of Gulf’s
current North Sea newbuild programme, which has seen 9 newbuild vessels enter their fleet. After the
replacement of some older vessels and the ending of some bareboat contracts, Gulf’s operated fleet
only stands at one more then when the programme commenced.
Red, AMBER, green
Edison Chouest took delivery from the North American Fabricators Houma yard of this their third in a
series of four 85.3 m Offshore Supply Types (OSV 280’s) named Amber in December 2003. The
vessel is chartered to work for BHP Billiton. This vessel represents one of the most technically
advanced systems in the Chouest family of vessels. The fourth of this series of OSV’s 280 should be
available for delivery in March 2004
Prince in-waiting
Active Venture III KS took delivery of the newbuild PSV UT755 Active Prince on December 13. The
vessel is expected to trade the spot market in the foreseeable future.
Opale fruits
The newbuild PSV UT745LE Bourbon Opale will undergo a conversion at the Langsten yard in
Norway to become a well testing vessel. On completion of the rebuilding, the vessel and topside will
have a 10,000 barrels capacity. The Opale will than leave the North Sea to start a four-year PEMEX
contract. The vessel is expected to complete it’s conversion in April 2004 and then head to Mexico.
Coast Guard begins icebreaking for Operation Taconite
01/10 The Coast Guard on Friday began Operation Taconite -- its largest domestic icebreaking effort to ensure ships on the Great Lakes can deliver iron ore pellets to the nation's steel mills. The Coast
Guard said it launched Operation Taconite because colder -than- normal temperatures continue to
increase ice formation in the northern Great Lakes. Operation Taconite encompasses Lake Superior,
the St. Marys River and the Straits of Mackinac. As a result of the operation, the Captain of the Port
may close or open channels as ice conditions require after giving due consideration to the
protection of the marine environment, waterway improvements, aids to navigation, the need for crosschannel traffic, the availability of icebreakers, and the safety of the island residents; who in the course
of their daily business use naturally formed ice bridges for transportation to and from the mainland.
Currently there are no channel closures; however, the implementation of Operation Taconite will place
some additional measures on shipping through the St. Marys River and Straits such as restricting
tanker transits to daylight only with escorts, reducing speeds by 2 mph in various parts of the
river, and placing additional reporting points throughout the operation's area. The Coast Guard
warned recreational ice users that there are no channel closures at this time, and to plan their
activities carefully, use caution on the ice, and stay away from shipping channels. Recreational users
and island residents are urged to use their local news media to learn the status of channel closures.
(Bron: Jan van der Doe)
St. Marys River Closes
01/10 Ice conditions and temperatures well below zero at the locks and on the St. Marys River slowed
or stopped navigation Thursday and Friday. Friday night the river was closed as the downbound
Wolverine became stuck in ice in the lower river, blocking river traffic. The upbound Roger Blough and
Joseph H Thompson were stopped in the ice overnight in the upper river and were broken out at
daylight with assistance from KatmaiBay. Paul R Tregurtha followed in the ships track up to the Soo.
The Roger Blough was held in by ice near Neebish Island Friday morning and had to have the help of
the Katmai Bay to free her. The Burns Harbor got through the locks but had problems with vibrations
going through the ice, so she waited for the Speer to come through and lead the way downbound. The
Speer had problems exiting the locks, but managed to work her way out. The American Republic and
Herbert Jackson locked through downbound after the Speer. The extremely cold temperatures were
causing problems with the lock gates and booms, as well as causing ice to pile up in the locks. (Bron:
Jan van der Doe)
5e jaargang, nr. 03
dd. 18 Januari 2004
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Smit Panama
De Smit Panama van Smit-Lloyd Antilles NV – Willemstad (ex Smit Nederland – 94) bouwjaar 1979 is
verkocht aan Roman Robeyna van Cross caribbean Services – Panama.
Smit-Lloyd 32 (1)
De in 1968 door Adelaide Ship Constr. Pty. Ltd. – Port Adelaide (54) opgeleverde Smit-Lloyd 32 voor
Smit-Lloyd Australia Pty. Ltd. – Sydney (Sea Nostromo Quinto – 03, Condor III – 03; Smit-Lloyd Cairo
– 91; Smit-Lloyd 32 – 81); is door Sea Nostromo, San Javier – Spanje op 9-12-2003 herdoopt in Sea
Nostromo.
Smit China
De Smit China is herdopt in Sea Nostromo Segundo
Pullman
De Pullman (ex. Kiso Maru-03) van SMS Towage is gisteren, 13/01/04, in Hull aangekomen (1,600
apk, 27t paaltrek, 1980). (Bron: Lawrence Amboldt)
Svitzer Bidston
De Svitzer Bidston maakt op dit moment in Spanje haar proefvaarten. Ze gaat hierna naar Liverpool.
(Bron: Lawrence Amboldt)
Prince Rock
Een andere proefvaart is die van de Prince Rock, gebouwd bij Halmatic te Porchester voor Catte
Water Harbour Commissioners. 2xCummins KT 19 motoren, dubbelschroefs met straalbuizen,
paaltrek zal 19 tot 19.5 t zijn. Meer details is tot nu niet bekent. (Bron: Lawrence Amboldt)
Roda Bolaget
Svitzer's Zweedse dochter Röda Bolaget heefd vorig jaar de Ingemar en de Jarven verkocht. De
Ingemar is nu de Hector van Alfons Håkans. (Bron: Lawrence Amboldt)
Jarven
NOÅS Nordmuddring A/B, Örnsköldsvik is de nieuwe eigenaar van de Jarven. Deze maatschappij is
bezig met baggeren en ijsbreken. Op de website (www.noasnordmuddring.se) staat helaas geen
vlootlijst. (Bron: Jaap Bijl)
Ship rescued after engine fire
Coastguards in Cornwall co-ordinated the rescue of a container vessel 12 miles off Land's End. The
2,200 tonne container ship the Sea Fox lost power at about 0030 GMT on Sunday after suffering a fire
in her engine room. Crew members alerted coastguards at Falmouth when they realised the ship's
engine had failed. The Sea Fox was brought to Falmouth under tow, despite coastguards being
concerned her journey would be hampered by gale-force winds and heavy seas. Coastguard tug the
Anglian Princess was sent to the scene and towed the vessel back to port. It is the first time the tug
has had to tow a vessel since she came to Cornwall last March. The Sea Fox was travelling from
Liverpool to Latvia. (Bron: BBC News\LK)
Ice Clogging St. Clair River, Lake St. Clair
01/13 Season problems for tugs and their barges. Vessels continued to struggle with ice Monday and
Monday night in the St. Marys River, the St. Clair River and Lake St. Clair. There are also severe ice
conditions from Saginaw Bay to Lake Erie. Tug and barge units must report transit plans eight hours
prior to transit. Tug and barges have the most difficulty in heavy ice as a barge's square bow does
not cut through ice and causes the ice to pile up as it is pushed ahead of the barge. On Monday, the
tug James Hannah and her barge were stuck in the lower Livingston Channel between lights 20 and
22. Behind her at the mouth of the Livingston, the John J Boland waited for the Hannah to clear, while
the James R. Barker waited it out near the Colchester Light. Meanwhile, Arthur M. Anderson was
downbound Monday evening with a load consigned to Detroit's Zug Island. Ice conditions are also
building on Lake St. Clair. Sunday night the upbound tug Jerry G., pushing an unloaded barge,
became stuck near the middle of Lake St. Clair below the Crib Light. Ice conditions on the southern
portion of the lake were reported to be light but quickly built as the tug and barge continued north. The
tug remained stuck as the upbound CSL Laurentien approached. The Laurentien arranged to pass the
Jerry G., this area of the lake is difficult for two vessels to pass. The Laurentien's crew skillfully
guide the 740-foot ship around the tug and barge and then backed down to allow the Jerry G. to follow
in her track. After about a half hourof trying to assist the Jerry G. conditions became too difficult for the
tug and the Laurentien continued on. David Z. Norton was next upbound behind the Laurentien,
gaining distance as the Laurentien worked with the tug and barge. Showing equal skill, the Norton
passed on the opposite side of the tug about midnight and took the lead. The Laurentien fell in behind
the Norton and the Jerry G. was again able to make headway and planned to follow the Laurentien
upbound. At the Soo, Operation Taconite continues with the aid of three icebreakers - Mackinaw,
Biscayne Bay and Katmai Bay The U.S. Coast Guard reports reports a good ice track above locks
from beyond Big Point down to the locks with solid pack ice inside the piers. (bron: Jan van der Doe)
SMIT Internationale NV Sells 50% interest in URS
Rotterdam, 14 January 2004 Smit Internationale NV is selling its 50% interest in the Unie van
Redding- en Sleepdienst (URS), Antwerp, to Fairplay Towage Hamburg. URS is the market leader
in the field of towing services, salvage operations and shipping services along the Belgian coast and
on the Westerscheldt River. Since 1999, SMIT had a minority stake in URS. By purchasing a majority
stake in URS of Bofort NV of Belgium, SMIT received all URS' shares in mid-2003. By purchasing all
shares in URS, SMIT's interest in the towage market in the Dutch and Belgium regions became
disproportional. SMIT indicated that it would be looking for a partner in URS. The transaction with
Fairplay is consistent with the strategy communicated earlier by SMIT, and has no impact on SMIT's
results in 2003. SMIT and Fairplay have agreed that URS will continue to operate as an autonomous
company, and that it will retain its own name and identity. Fairplay is one of Germany's leading towage
companies, operating in German and other European ports as well as offshore and deepsea.
Eastern turns out another McAllister Z-drive
Eastern Shipbuilding, Panama City, Fla., recently completed another 96'x34'x14'8" steel Z-drive
"tractor" tug for New York-based McAllister Towing. The A.J. McAllister is the fourth McAllister tug built
at Eastern to the same design from Jensen Maritime Consultants, Seattle. "We had one tractor tug in
1997," said Bucky McAllister, vice president, McAllister Towing. "We now have four newbuilds, four
YTB conversions and one on charter for a total of 10 tractor tugs." The new tug is working at the
Dominion Cove Point (Md.) LNG Terminal on Chesapeake Bay. The LNG facility requires shipdocking
tugs to have a firefighting classification of FiFi 1. The A.J. carries that certification. A.J. McAllister has
the capability to pump out 11,600 gpm through dual Nijhuis HGT1 pumps connected to Detroit Diesel
12V92 diesel engines. There are also two Skum MK-250EL VR remote controlled monitors with foam
injection capability and a 1,100-gpm deluge system on board. Jonathan Parrott, chief naval architect
at JMC, said his company got involved when contacted by Eastern. "Eastern came to us to design
them to McAllister's requirements," said Parrott. After designing so many tractor-type tugs, Parrott said
it becomes a matter of refining his basic design. "Sometimes they'll come to you and say, 'We
want a 100-foot tug,' and sometimes they'll come to you and say, 'We want a 5,000-horsepower tug.'
It's just a case of massaging the design to the owner's requirements." On the A.J.'s deck are two
JonRie InterTech 200 series hawser winches, one forward and one aft, each loaded with 450' of 7"
Amstel Blue synthetic line. A Hagglunds motor, producing a line speed of 100 fpm, powers each
winch. A JonRie Bellville spring-applied brake system is also part of each winch. Two EMD 12-645F7B engines provide the tug with its main propulsion, producing a total of 5,150 hp at 1,000 rpm. The
engines are linked to Schottel SRP 1215 Z-drives enabling the boat to cruise at about 12 knots. Ship's
service power is provided by two Detroit Diesel 8V71 gensets, producing 99kw of electric power each.
Tankage includes 28,800 gals. of fuel oil; 6,700 gals. potable water; 3,000 gals. AFF foam; and 500
gals. lube oil. There are accommodations for a crew of six. In addition to the FiFi 1 rating, the A.J.
McAllister is ABS classed +A-1 towing, escort vessel. (Bron: Workboat jan’04)
Master Boat delivers OSV for Lytal Marine
Master Boat Builders, Bayou La Batre, Ala., recently delivered the steel-hulled 165'´36'´12' offshore
service vessel Lytal Queen to Lockport, La.-based Lytal Marine Services LLC. Designed by the yard,
the boat made her debut at December's International WorkBoat Show in New Orleans. The new boat
is a step up in size for the Louisiana operator. "We're upgrading to the 165s," said Jim Lytal, the OSV
operator's president. "We have three other boats coming out in 2004." In fact, the upgrade started
when Lytal ordered three 145-foot OSVs in 2001. "It was a management plan we came up with about
three years ago," said Lytal. "We've run the utility boats for years, the 110s (110')," he said, "but they
can't carry the bulk mud and the chemicals the big oil companies want." Two of the 110s were built at
Master Boat Builders. "They built one for me in 1982 and another in 1983. Then came the big crash of
the '80s." Lytal said, though, he'll no longer use the 110s in his fleet. "We're going to retire them, and
we're going to sell them," he said. "That way we'll have nothing but new boats." The Queen's rear
cargo deck measures 103'´30' and can haul up to 460 LT of freight. The vessel is also capable of
carrying 1,800 bbls. of liquid mud and 36,000 gals. of methanol. Main propulsion for the Lytal Queen
comes from twin Caterpillar 3508 diesels, each producing 850 hp at 1,200 rpm. The engines are
connected to Rolls-Royce 4-bladed, bronze wheels through Twin Disc MG-6690 marine gears.
(Thompson Power Systems supplied the gear package.) "She hit 14 knots coming over here from
Alabama," said Lytal. For added maneuverability, the OSV was fitted with a Schottel STT-110
bowthruster, driven by a 300-hp Caterpillar 3406 diesel engine. Two Caterpillar 3304 diesels, sparking
99kw each, and a pair of Caterpillar 3412s, producing 170kw each, combine to provide the ship's
service power. The hydraulic steering system and Mathers Master Command controls were both
provided by Gulf Coast Air and Hydraulics. Lytal said he's happy with his new boat and the job put in
by Master Boat. "They're a very, very professional shipyard," he said. "We didn't have one problem."
The boat is ABS Loadline classed and USCG Subchapter L certified for 16 offshore workers plus
crew. The Lytal Queen was delivered in November 2003. (Bron: Workboat jan’04)
SmitWijs Rotterdam Reports
Na afgelost te hebben te Las Palmas, de grote groep op 050104, vertrokken we de zesde van de kant
om op station te gaan liggen, net even zuid van de aanloop van Las Palmas.
Je vraagt je af wat toeristen daar komen zoeken, want zon hebben wij er in een dikke anderhalve
week niet gezien, ook geen joppen trouwens, en was het welkom toen we gisteren vaar orders
kregen. Gisteren middag om 16:30 anker op, en inmiddels al weer een dikke dag onderweg naar
Galveston waar we tegen een economische speed de vierde februari hopen aan te komen.
In Galveston/Houston ligt de Stolt Spirit te wachten, een chemicalien tanker die nog niet zo lang
geleden blijkbaar onherstelbare schade op liep na een brand aan boord, en is het de bedoeling dat hij
achter de Rotterdam naar Alang India gaat om aldaar op het wel bekende strand gesloopt te worden.
Al met al een flinke reis in het vooruitzicht rond Kaap de goede hoop, en hebben we er weer zin in,
vooral ook omdat het een dag na Las Palmas ineens zomer lijkt te worden, hetgeen best welkom is,
en het toestaat om buiten weer aan de gang te gaan. Veel meer is er momenteel niet te melden, maar
kom ik wel weer in de lucht wanneer dat de moeite loont. Allemaal de beste wensen hier vandaan, en
tot mails. (Bron: Kapitien SmitWijs Rotterdam)
5e jaargang, nr. 4
dd. 24 Januari 2004
___________________________________________________________________
Triton
De Italiaanse sleepboot Triton (Tripcovich) is in 2003 verkocht aan Brodogradiliste 'Uljanik',
scheepswerf te Pula (Kroatië). Nieuwe naam Uljanik Triton. (Bron: Jaap Bijl)
Cie. Ligerienne
Cie. Ligerienne de Transport uit Nantes heeft begin 2004 de duwboot Val d'Anjou (ex. Lyon, 1961
door De Biesbosch gebouwd (397)) in Val d'Europe hernoemd. Eerst werd deze naam toegewezen
aan een nieuw duwboot die in Bretagne voor de Ligerienne in aanbouw is en dit voorjaar zal worden
afgeleverd, maar deze krijgt nu de naam Val d'Armor. (Bron:Lawrence Amboldt)
Duinkerken
De Intrepide (ex. Pyrrhos-03) gaat als ze binnenkort in Duinkerken in dienst wordt gesteld niet alleen
de Puissant vervangen maar ook de brandblusboot Sergent Decrocq van de duinkerkse brandweer.
Tot nu waren de Puissant en de Sergent Decrocq samen met de brandveiligheid van de haven van
Duinkerken belast, doch de Intrepide heeft een brandbluscapciteit die met 1300m3 per uur net zo
groot is als die van de Sergent Decrocq. Door het contract met de brandweer van Duinkerken kan de
sleepboot maar beperkt buiten de haven worden ingezet. Als de Intrepide een dokbeurt ondergaat
moet 'Les Abeilles' een brandblussleepboot uit een ander haven laten komen. (Bron:Lawrence
Amboldt)
Wie, Wat, Weet er meer van?
Dat de voormalige Lady Laura Lowestoft als Varius heeft verlaten zou bekent zijn. Doch is zij ook
door Harms zo in de vaart genomen. Op de website van Harms staat de nieuwste aanwinst van
Harms als PRIMUS vermeld. Wie kan hier duidelijkheid in brengen????? (www.harmsbergung.de). (Bron:Lawrence Amboldt)
Kwintebank
Kwintebank 7422336, 1-3-1976 officiële proefvaart en opgeleverd aan Nieuwe Rotterdamse
Sleepdienst, Rotterdam B.V., 17-12-2003 O.R. van Smit Harbour Towage Rotterdam B.V. ontving
adviesaanvraag m.b.t. verkoop, planning was 1-2004 overdracht en vertrek naar Finland, 18-12-2003
maakte Alfons Håkans Oy Ab, Turku/Åbo bekend de sleepboot te hebben overgenomen van Smit,
gaat werken in het zuiden van Finland en wordt gestationeerd te Helsinki, 12-2003 naar Maassluis, 21-2004 in de vaart wegens reparatie van de VARNEBANK, 1-2004 naar Scheepswerf Niehuis & van
den Berg B.V. voor reparatie en overdracht, 22-1-2004 vertrokken naar Finland als Helios. (Bron
Teun van der Zee)
Wyke Castle
SMS Towage Ltd. te Hull heeft de Pullman (ex. Kiso Maru-03) verkocht aan Portland Towage Ltd. De
nieuwe naam is Wyke Castle. (Bron:Lawrence Amboldt)
Thunderer
Cia. Maritima Mexicana heeft de Marmex VII (ex. Drive Mar-98, ex. Keverne-96, ex. Groenland-90)
verkocht aan Coloured Fin Ltd. te Port of Spain, Trinidad. De sleepboot is eerder deze week in
Trinidad gearriveerd. De intentie is de nieuwe aanwinst de naam Thunderer te geven.
(Bron:Lawrence Amboldt)
Noorwegen
Noorse eigenaren hebben eind 2003 twee sleepboten aan buitenlandse reders verkocht. De Mega
Mammut (ex. Sterkodder-80) is verkocht aan Jerry Stewart op Antigua en de Boa Chief (ex. Eide
Chief-93, ex. Jomi-90, ex. Uller-72, ex. Topdalsfjord II- ?) is aan onbekende eigenaren verkocht en ze
vaart nu als Ocean Chief onder de vlag van Cyprus. (Bron:Lawrence Amboldt)
Bever, 197/95 – tug. Has been renamed Smit Bever by Maashelper B.V. – Netherlands
Mearsk Logger 2311/87 – offshore tug/supply. By A/S D/S Svendborg & D/S af 1912 A/S Denmark
(DIS) to Klyne Tugs (Lowestoft) Ltd., Barbados and renamed Anglian Earl
Goliath, 597/77 – tug. Owners – Delta Towing LLC, Mexico and transferred to USA Registery.
James Surveyor, 2356/75 – tug Owners – D & J Towing Inc, Belize
Master Ray, 652/79 – offshore supply. Owners – Sea Transport (Honduras) Corp., Honduras
Miss Chloe, 331/71 – tug. Owners – D & J Towing Inc. USA
Bergslep, 112/00 – tug has been renamed Shrove (Gbr) fot service at Londonderry.
Butegarth, 182/92 – tug was renamed Vega I (Est) prior to 19/5/2003
Conservator, 52/76 – tug has been renamed Trojan (GBR)
Eerland 19, 1957 – tug has been renamed Corrie (Dnk)
Mjorner, 196/74 – tug was renamed Odin I (Est) prior to 19/5/2003
Shinano Maru 194/84 – tug arrived at hull as Serviceman on 31/10/2003
Smit Langkawi 1294/73 was renamed Masindra Langkawi (Mys) prior to 23/4/2003
(Bron: Marine News\WSS)
Wijsmuller Offshore Ltd.
The tugs Seri Kenangan 801 and Seri Mutaira 803 completed the charter with Shell in Brunei and
became now a part of Wijsmuller Offshore Ltd. The tugs are renamed Celeste and Cecile. The Seri
Purnama 802 is still under charter and did not complete her charter yet.
The tug Albatos III is renamed Albatros and became a unit with Wijsmuller Offshore Ltd.
The tug Aplha Viking, which operates for Indowise Shipping Ltd/PT Aquaria Shipping in Jakarta,
Indonesia is renamed Aquaria Kalimantan. Another addition to the fleet is the tug Maya, which was
original named Asma Crystal of Asme Marine. (Bron: Shipping News)
Speer Blocks Channel, Soo Shipping at a Standstill
01/20 Ice has locked the St. Marys River down right. Downbound traffic was at a standstill Monday.
Edgar B Speer has not moved after two days of battling ice in the lower river at the Rock Cut, which in
turn has stopped all traffic. The U.S. Coast Guard cutters Mackinaw and Katmai Bay have been
working, trying to get the 1,000-footer moving. A special tow rope was attached to Mackinaw, but the
ice held its winter grip. The two icebreakers have stopped for the nite and will resume in the morning.
Behind the Speer are 10 downbounders hove to and anchored in the lower and upper river.
Downbound traffic consists of Edgar B. Speer, Arthur M. Anderson, Stewart J. Cort, CSL Laurentien,
Presque Isle, Philip R. Clarke, Joseph H Thompson Jr., Canadian Transfer, Canadian Progress,
Roger Blough and James R Barker. There were two upbounds in the system Monday: Kaye E. Barker
and Edwin H. Gott. The Barker was stuck twice in the lower river needing icebreaker assistance and a
third time in the upper river. Although she was able to break out, she was reported stuck again at
10:15 p.m. (Bron: Jan van der Doe)
Doden na kapseizen schip in Noorse wateren (Rocknes – 01)
OSLO - Voor de Noorse kust bij Bergen is maandagmiddag (19/01/04) het 166 meter lange
vrachtschip Rocknes gekapseisd. Aan boord van schip bevonden zich ten tijde van het ongeluk 29
opvarenden onder wie drie Nederlanders. De drie hebben het ongeluk overleefd. Dat heeft het
ziekenhuis waar de drie naar toe zijn overgebracht maandagavond bekendgemaakt, aldus het Noorse
persbureau NTB. Twee opvarenden, van wie de identiteit nog niet is vrijgegeven, zouden het ongeluk
in ieder geval niet hebben overleefd. Zeker negen anderen zouden uit het water zijn opgepikt en naar
een ziekenhuis overgebracht, aldus een zegsman van de reddingsbrigade. Een van hen zou in kritieke
toestand verkeren. Achttien personen worden nog vermist. Naast de drie Nederlanders bevonden zich
23 Filipijnen, twee Noren en een Duitser aan boord. De Noorse kustwacht heeft vier helikopters
ingezet voor de reddingsoperatie, zo berichtten verscheidene Noorse media. Ook diverse schepen
nemen deel aan de reddingswerkzaamheden. Duikers en mensen met snijbranders proberen
bemanningsleden die in het schip gevangen zouden zitten te bevrijden, aldus de Noorse krant
Aftenposten op haar internetpagina.
Infraroodcamera
Vanuit de romp van het schip hoorden maandag reddingswerkers duidelijk klopgeluiden. Om
ingesloten bemanningsleden zo snel mogelijk te kunnen bevrijden, hebben de autoriteiten het
scheepswrak naar ondiep water laten slepen en aan de grond gezet. Een torpedoboot van de Noorse
marine speurde ondertussen tevergeefs met een infraroodcamera de wateren af op zoek naar
overlevenden. Een team van duikers en experts van de Rotterdamse bergingsmaatschappij Smit is
maandagavond afgereisd naar Noorwegen. Duikers zullen allereerst zoeken naar opvarenden,
waarna de berging van het schip kan beginnen. Een woordvoerder verwacht dat het team 's avonds
nog aankomt. Het ongeval zou zich hebben voorgedaan tussen vier uur en half vijf 's middags niet ver
van Bergen. Ooggetuigen zagen korte tijd later vanaf de wal dat het schip ondersteboven lag.
Eigenaar van het schip dat stenen vervoerde voor off-shore werkzaamheden, is rederij Jebsen
Management AS uit het Noorse Bergen. (Bron: nu.nl/LK)
De Smit Orca vertrekt vannacht (20/01/04) met pomp en bergingsmateriaal uit de Waalhaven
naar Bergen
Bergen - Het Noorse vrachtschip Rocknes, dat maandagmiddag in een fjord bij Bergen is gekapseisd,
is vermoedelijk uit koers geraakt waarna ballasttanks van het schip zijn opengereten door rotsen.
Enkele van de geredde opvarenden hebben dat verklaard. Hun lezing bevestigd door de duidelijk
waarneembare averij aan de onderzijde van het schip. Voor de Noorse televisie NRK hebben loodsen
verteld dat het schip in de sterke stromingen voor de kust van Bergen moeilijk te besturen was als het
zwaar was geladen. Volgens de loods Alf Ove Austevold was wellicht het roer te klein voor de boot.
Directeur A. Jebsen van rederij Jebsen heeft het ongeval 'onbegrijpelijk' genoemd. Vanuit Maassluis is
gisteravond het bergingsschip Smit Orca van bergingsbedrijf Smit Salvage naar Bergen vertrokken.
Het schip is geladen met apparatuur waarmee de bergers de olie uit de ranks van de Rocknes willen
gaan pompen. Smit heeft sinds maandagavond al een ploeg van vijf bergers op de plaats van het
ongeval. De duikers hebben nog maar weinig kunnen doen. Het is zeer gevaarlijk om het onderste
boven drijvende schip binnen te gaan. ,,De Rocknes is nog altijd zeer instabiel en kan elk moment
zinken,'' zegt een woordvoerder van Smit. ,,Er staat op de plaats waar het schip nu ligt een sterke
stroming. In het schip is het aarde donker en er drijft van alles rond. De bergers hopen vandaag de
Rocknes te stabiliseren. Al sinds gisteren wordt daarvoor lucht in het schip gepompt. Als het
stabiliseren is gelukt wordt het schip naar een rustige plek gesleept. Daar willen de bergers dan eerst
de olie uit de tanks van het schip pompen. In die tank zit naar schatting 450 ton olie. Of de Rocknes
nog rechtop kan worden gezet en hoe dat moet gebeuren is nog niet bekend. Er is geen hoop meer
dat zich in het schip nog overlevende bevinden. Volgens de woordvoerder van Smit is het schip bijna
geheel gevuld met ijskoud water. Er worden nog vijftien opvarende vermist, waaronder de Noorse
kapitein Jan A. Juvik, één van de meest ervaren kapiteins van rederij Jebsens. Maandagavond al
waren lichamen van twee van de in totaal dertig opvarende geborgen. Gisteren is op enkele
kilometers afstand van de rampplek een derde slachtoffer aangetroffen. Drie medewerkers van het
Gorinchemse baggerbedrijf Van Oord, die aan boord van de Rocknes bezig waren met voorbereiding
voor een komende klus waarbij het schip zou worden ingezet, hebben de ramp overleefd. Het trio, M.
B. G. Schirman, H. A. Beurs en O. F. Schot, is gistermiddag uit het ziekenhuis ontslagen. Zij zijn in en
hotel in Bergen opgevangen door een team van Van Oord. Naast de Noorse kapitein en een Duitse
opvarende hebben de slachtoffers de Filippijnse nationaliteit. ,,Het zijn mensen die al heel lang voor
deze rederij varen,'' zegt een woordvoerder van Van Oord. ,,Omdat wij regelmatig de Rocknes inhuren
kennen wij deze mensen ook goed. Het zijn collega's. Het verlies wordt gevoeld. De Rocknes is een
combinatie van een bulkcarrier en een zogenoemd valpijpschip. Via een lange flexibele slurf kan het
pijpleidingen op de bodem van de zee afdekken met stenen. Het 166 meter lange schip was maandag
vanuit de haven van Skålevik bij Bergen in Noorwegen op weg naar Emden in Duitsland met aan
boord 25.000 ton stenen. Vlakbij het eiland Bjørøy, ten zuidwesten van Bergen, is de Rocknes in
problemen geraakt. Jebsen is een zeer vooraanstaande rederij in de bulkvaart. De in 2001 in
Duitsland gebouwde bulkcarrier is enkele maanden geleden aangepast zodat het ook omvangrijke offshore-werkzaamheden kan uitvoeren. De Rocknes voer onder de vlag van Antigua & Barbuda. (Bron:
Rotterdams Dagblad\LK)
Smit bergt gezonken cruiseschip Bremerhaven
19/01/04 ROTTERDAM (ANP) - Bergingsmaatschappij Smit Salvage gaat het cruiseschip Pride of
America bergen dat in de nacht van dinsdag op woensdag (13/14 01-2004) gedeeltelijk zonk in
Bremerhaven in Duitsland. Dat meldde vrijdag Smit Salvage. Het schip maakte tijdens de hevige
storm in Duitsland water, nadat het als gevolg van harde wind en hoge golfslag tegen een pier was
geslagen. Daarbij raakten drie arbeiders gewond. Het schip was nog in aanbouw. Smit Salvage wil
de Pride of America de komende twee weken dichtlassen en leegpompen. ,,We hopen dat het schip
daarna als een dobber weer overeind komt”, aldus een woordvoerder. De Pride of America was bijna
300 meter lang en had aan boord plek voor meer dan 2200 passagiers. (Bron: Waterland\LK)
Berging gifcontainers vandaag hervat
De berging van de drie containers met het houtverduurzamingsmiddel arseenpentoxide is vandaag
hervat. Het motorschip Andinet verloor de drie containers en 63 losse vaten tijdens een storm op 21
december 2003 ten noorden van Texel. Twee containers zitten aan elkaar vast en de derde container
ligt 900 meter verderop. De marine heeft gisteren al de zoektocht naar de losse vaten hervat. Voor de
berging wordt boven de twee gezonken containers een ponton verankerd. Vanaf het ponton gaat een
onderwaterrobot de twee containers inspecteren. Duikers maken vervolgens de containers van elkaar
los en maken de scheur in één van de containers dicht. Daarna worden de containers rechtop gezet
en met hijsstroppen één voor één geborgen. De container wordt neergezet op het achterdek van de
Multraship Commander waar twee waterdichte bakken staan opgesteld. Daarna wordt het ponton naar
de positie van de derde container verplaatst en beginnen de voorbereidingen opnieuw. Alle
onderwaterwerkzaamheden en de berging van de containers vereisen goede weersomstandigheden.
De golfhoogte moet bijvoorbeeld gering zijn, maximaal anderhalve meter, om de bewegingen van het
ponton tot een minimum te beperken. (Bron: Min.V&W\LK) Inmiddels is bekent dat er één (1)
container is geborgen.
Louisiana Company Orders OSV
L&M Bo-Truc Rental of Golden Meadow Louisiana have placed an order with Bollinger
Shipyards for two off-shore supply vessels. In the half century since Minor Cheramie founded the
company it has grown to be one of the largest privately held supply boat companies with 16 vessels
from 166 to 235 feet operating in the Gulf of Mexico. Now operated by the second generation of the
Cheramie family, the firm’s capabilities will be significantly enhanced by the new vessels. At 191 feet
in length with a 46-foot beam the vessels will have a molded depth of 15 feet. Each vessel will have a
pair of Cummins KTA50 main engines rated for 1600 HP continuous duty at 1800 RPM. Gears will
turn an 84x67-inch propeller through a Twin Disc MG 56 Series 6.4:1. Each boat’s Cummins power
package includes two 6CTA8 3G 165Kw generator sets, one KTA19, 640 HP bow thruster engine, two
N14, 440 HP mud pumps and a single 6BT, 76 Kw emergency generator set. The first engines will
deliver to the shipyard in February 2004. The first OSVs, to be named Cheramie Botruc#38, is
scheduled for delivery to the owners in August of 2004 with the second, Cheramie Botruc#39, to follow
in two months. The DP1 and SOLAS certified vessels will be assigned to the supply and service of
drilling rigs across the Gulf of Mexico.
1/20/04
Tug Reliance Called in to Help Free Stuck Speer
01/21 The Edgar B. Speer remains frozen fast in the ice at the Rock Cut where she has been for three
days. The Purvis tug Reliance from Sault, Ont., was called in on Tuesday, and reports late Tuesday
indicate the tug Joseph H. Thompson Jr. may be enroute to the scene to assist as well. Thompson left
her barge at the Carbide Dock in the Sault Tuesday and proceeded downriver solo. Attempts the day
before by the USCG icebreaker Mackinaw to tow the Speer through the ice were unsuccessful.
Behind the Speer, a fleet of 10 downbound vessels wait to continue their trips to the lower lakes and
winter lay-up. Other stopped vessels included Arthur M. Anderson, Stewart J. Cort, CSL Laurentien,
Presque Isle, Philip R. Clarke, Joseph H Thompson Jr., Canadian Transfer, Canadian Progress,
Roger Blough and James R Barker.According to a story Tuesday in the Sault Evening News, the
Speer's officers reported a huge mass of ice effectively "welded" to the Speer's hull above
water. Below water, Coast Guard officials suspect the ship was also lodged on a frozen mount of ice
attached to the channel bottom.In addition to the Speer's predicament, the heavy ice jamming the
Rock Cut is preventing the ferry Neebish Islander II from making her regular run across the channel.
Coast Guard officials were reportedly considering diverting the downbound vessels behind Speer
around Neebish Island via the normal upbound channel to the east of Neebish Island, however at least
two of the downbound vessels were loaded too deep for the shallow upbound route. (Bron: Jan van
der Doe)
Ice Blockade Ends With Release of Speer
01/22 After three days of Herculean effort, the 1,000-footer Edgar B. Speer was finally freed from the
ice at the Rock Cut Wednesday afternoon, thanks to the help of the tugs Reliance, Joyce L.
VanEnkevort, Missouri and Joseph H. Thompson Jr.That was welcome news for a flotilla of nine
downbound vessels waiting behind the Speer. Stopped vessels included Arthur M. Anderson, Stewart
J. Cort, CSL Laurentien, Presque Isle, Philip R. Clarke, Joseph H Thompson, Canadian Transfer,
Canadian Progress and James R Barker, all of which immediately resumed their delayed trips to the
lower lakes Wednesday afternoon. The Speer became lodged in the ice Sunday, wedged into the
narrow channel that runs between Neebish Island and the mainland, about 15 miles downstream from
the Soo Locks. Previous efforts - including towing the Speer through the ice - by the USCS icebreaker
Mackinaw - were unsuccessful Monday and Tuesday. In was not clear from reports whether the
loaded Speer was hung up on a mass of ice on the channel bottom, another large ice mass alongside,
or both. Heavily loaded vessels leave very little clearance between the bottom of the ship and channel
bottom.The Rock Cut is a narrow, man-made channel that carries downbound vessels past the west
side of Neebish Island (upbound vessels use the Middle Neebish channel on the island's east side).
The Rock Cut can easily fill to the bottom with broken ice, a problem that worsens with each passing
vessel. While the tugs were working on the Speer, the icebreakers Mackinaw and Biscayne Bay were
working the upbound track in order to ease the passage of the downbound vessels. In order to help
the Speer, the tug Joseph H. Thompson Jr. dropped its barge, Joseph H. Thompson, at the Sault's
Carbide Dock and headed downriver Tuesday night. Joyce L. VanEnkevort left its barge, Great Lakes
Trader, at anchor near Watson's Reef. (Bron: Jan van der Doe)
Ex-Roger Stahl Busy at Key West
01/21 The tug Capt. Diane was spotted in Key West, FL on January 12. Now owned by Florida Keys
Harbor Services. The tug was better known on the lakes as the Roger Stahl. The Capt. Diane keeps
busy in the Keys assisting cruise ships and has already done two salvage and rescue jobs in the
area. The trip from Detroit to the Keys took a total of 38 days last year. Only 19 days were actual
sailing days due to weather delays. (Bron: Jan van der Doe)
Rocknes (02)
Donderdag 22 Januari 2004 Duikers nog niet in wrak van Rocknes Bergen/Rotterdam - Duikers van
het Rotterdamse bergingsbedrijf Smit hebben gisteren geen kans gezien lichamen van de slachtoffers
van de ramp met het vrachtschip Rocknes te bergen. Ook gisteren bleek het te risicovol om het
ondersteboven drijvende schip binnen te gaan. De stabiliteit van de Rocknes laat nog steeds te
wensen over en de aangewakkerde wind, maakte de situatie er niet veiliger op. Daarnaast willen de
Noorse autoriteiten dat eerst het wegstromen van olie uit het wrak stopt. De uit het wrak stromende
olie is inmiddels tien mijl ten noorden van de plaats van de ramp waargenomen. In de haven bij de
binnenstad van Bergen is nog geen olie gevonden. Het geofysisch instituut van de universiteit van
Bergen heeft bekendgemaakt ten tijde van de ramp drie sterke bodemtrillingen te hebben
waargenomen. Experts stellen dat die trillingen alleen kunnen zijn veroorzaakt door contact tussen de
Rocknes en de rotskust in de fjord waar het ongeluk heeft plaatsgevonden. Twee minuten na de derde
waarneming kwamen de eerste noodsignalen van de Rocknes. De Rocknes is maandagmiddag
gekapseisd. Twaalf van de dertig opvarenden, waaronder drie Nederlanders, hebben het ongeluk
overleefd. Er zijn inmiddels vier lichamen van slachtoffers geborgen. Aangenomen wordt dat de
lichamen van de overige veertien opvarende zich nog in het wrak bevinden.
De Noorse rechtbank hoort komende maandag in een open zitting enkele getuigen van de ramp met
de Rocknes. (Bron: Rotterdams Dagblad\LK)
Rocknes (03)
Earthquake' measurement was "Rocknes" impact Instruments at the Geophysical Institute at Bergen
University reveal three powerful measurements in the area where the Rocknes capsized, just before
the ship overturned. Experts can see no other explanation for the readings other than the ship striking
bottom, newspaper Bergens Tidende reports. "The readings are consistent with the boat scraping
along the mountain edge first. Afterwards we have the first, powerful impacts," Institute professor Jens
Havskov told the newspaper. The readings at four measuring stations in the area show a minor impact
followed by a larger one. Finally a powerful blow is registered, and two minutes later the first
emergency messages came from the Rocknes. Havskov said that the Institute's measurements have
no other likely explanation, the only alternative being a series of powerful explosions in a 50-second
time-span within a kilometer of the capsizing. On Thursday afternoon police sergeant Harald Andersen
in Laksevag confirmed that there were signs that the sea bottom had been disturbed, but hesitated to
draw any conclusions. Newspaper VG reported that maps dated before 2003 do not indicate a newly
discovered shallow only nine meters deep in the narrow sound. The Rocknes extended ten meters
beneath the water surface. Twelve of the 30 men on board survived the rapid capsizing of the ship.
Three were found dead, and a fourth victim was found on Thursday afternoon. The remaining 14 are
still missing. (Bron: Aftenposten\LK)
Vrachtschip kapseist in Middellandse Zee
23 januari 2004 ATHENE - In de Middellandse Zee, tussen Kreta en Malta, is vrijdag tijdens slecht
weer een vrachtschip met beton gekapseisd. De zeventien bemanningsleden van de Khepi worden
vermist, meldde het Griekse persbureau ANA. De bemanning, zestien Egyptenaren en een Griek,
zond vlak na middernacht noodsignalen uit, toen een van de ruimen water maakte. De Khepi, dat
onder de vlag van de Comoren voer en een Griekse eigenaar heeft, was onderweg van de Turkse
stad Istanbul naar een bestemming in West-Afrika. (Bron: ANP\LK)
Hoge woorden met bergers
VLISSINGEN - De wrakkenruimers hebben hun best gedaan. Wanneer Piet van der Vlies volgende
week donderdag afscheid neemt als projectleider wrakopruiming Westerschelde van Rijkswaterstaat
zit de verwijdering van obstakels uit de vaargeul en noodankergebieden erop. Dat wil zeggen: het
ongerief dat in het kader van de in 1997 en 1998 uitgevoerde verdieping moest worden weggehaald.
Dat deze klus is geklaard, betekent niet dat de Westerschelde nu volkomen vrij van hindernissen is.
Van der Vlies: "De rivier ligt nog bezaaid met scheepsresten, steenhopen, ankers, kettingen,
containers, ankerstenen van boeien en dergelijke. Veel van die obstakels kunnen rustig blijven liggen,
omdat ze geen hinder of gevaar opleveren voor de scheepvaart. Maar als er weer een nieuwe
verdieping wordt uitgevoerd, zal het ongetwijfeld ook noodzakelijk zijn met opruimingswerkzaamheden
aan de gang te gaan." Behalve projectleider wrakopruiming was Van der Vlies (1938) coördinator
scheepscalamiteiten. In die laatste functie heeft hij eraan bijgedragen dat er in elk geval geen nieuwe
belemmeringen voor de scheepvaart zijn bijgekomen. Van der Vlies heeft er twintig jaar als
coördinator scheepscalamiteiten opzitten. In die tijd heeft hij met 163 ernstige incidenten te maken
gehad. Van gezonken jachten tot scheepvaartongelukken, waarbij zeeschepen in brand raakten of
zware averij opliepen. Voorbeelden: de geramde Contract Voyager in 1985, de brandende Olympic
Dream in 1987, de Aya in 1993, de Aya II en de Pioner Onegi in 1994. Bij wijze van toegift kreeg Van
der Vlies er afgelopen zomer kort voor zijn pensioen nog twee aanvaringen in het Nauw van Bath bij.
"Het heeft wel iets jongensboekachtigs wanneer je aan boord van zo'n schip gaat, terwijl de
bemanning persoonlijke bezittingen bij elkaar graait om zo snel mogelijk te kunnen vertrekken. De
Contract Voyager maakte dertig graden slagzij. De containers ploften als bommen in het water. Bij de
Aya II moesten we er rekening mee houden dat het schip elk moment kon kapseizen. Ik heb toen
helikopters besteld om eventueel de bergers en de rest van de bemanning van boord te kunnen laten
halen." Toch heeft Van der Vlies zich in dat soort situaties nooit ongemakkelijk gevoeld. "Als een
berger niet zenuwachtig wordt, hoef je dat zelf ook niet te zijn." Bewondering Van der Vlies heeft
bewondering voor de inzet van de bergingsbedrijven die in de Zeeuwse wateren actief zijn. "Natuurlijk
spelen ook financiële belangen een rol, maar die bergers gaan toch maar mooi aan boord van een
aangevaren schip op een moment dat nog geen duidelijkheid bestaat over de ernst van de schade en
de aard van de lading. Omdat ze er zo snel bij zijn kunnen ze vaak net die maatregelen treffen die
erger kunnen voorkomen." Twee keer per jaar ging Van der Vlies bij de bergingsbedrijven op bezoek
om de contacten goed te houden. Dat kon toch niet voorkomen dat af en toe bittere woorden vielen
wanneer Rijkswaterstaat de berging van een onder de wrakkenwet geplaatst schip niet aan het bedrijf
gunde dat er als eerste bij was, maar aan een ander dat voor een lagere prijs had ingeschreven. Die
situatie deed zich voor bij de Pioner Onegi. Sleepboten van Union konden op het nippertje voorkomen
dat het zwaar beschadigde schip zonk, maar Rijkswaterstaat gaf de bergingsopdracht aan de
combinatie Wijsmuller/Multraship. Soms liep het ook hoog op wanneer Van der Vlies hoge financiële
garanties eiste wanneer een beschadigd of zeer slecht onderhouden schip zich in de Nederlandse
wateren wilde verplaatsen. "Je hebt dan te maken met risico's voor de infrastructuur en voor het
milieu. Scheldepoort en reparatiewerven in Antwerpen waren wel eens woedend wanneer ik voor de
verplaatsing van zo'n schip een flinke borg vroeg. Ze verweten me dat ik hen het brood uit de mond
stootte. Daar heb ik altijd heel laconiek op gereageerd. Waarom moet Rijkswaterstaat alle risico's
nemen, vroeg ik dan. Daar zijn banken en verzekeraars toch voor." (Bron:PZC\LK door Ben Jansen)
ITS Back in the U.S.
The trade fair element of the eighteenth International Tug & Salvage Convention & Exhibition,
(ITS) being held at the Bal Harbour Beach Resort in Miami from 26th-30th April 2004, will be
dominated by propulsion and associated machinery manufacturers and tug building yards. Returning
to the US for the first time since 1996, the ITS 2004 Convention will include 27 papers and a Salvage
Forum - covering a broader than ever range of important industry issues. Topics to be discussed by
the world’s leading experts include bollard pull determination, the Prestige incident and its
ramifications, maritime security, underwater oil recovery, ports of refuge, tackling hazardous and
noxious substances, tug construction in China, innovative tug designs, operational concerns and
ATBs. Caterpillar, as befits the primary event sponsor, is to be located right by the main entrance to
the exhibition hall but not far away will be Cummins, Deutz, Karl Senner, Nautican, Niigata, Rice
Propellers, Rolls-Royce, Schottel, Thrustmaster, Twin Disc, Voith, Wärtsilä, and ZF Marine. These
propulsion specialists will be joined by a number of engine room associated equipment manufacturers
including Fernstrum, Kobelt, Bloksma, Kobelco and Duramax. In spite of the Jones Act, US tug
builders Bender, VT Halter and Washburn & Doughty will be outnumbered by overseas yards
including Armon and Zamakona, two of Spain’s leading yards, Chile’s Detroit Shipyard, Damen and
Kooren from the Netherlands, Irving from Canada and Turkey’s Sanmar Limited. Organiser Allan
Brunton-Reed comments: “This invasion by foreign yards reflects the truly international spread of ITS
2004 delegates and, furthermore, the trend for Gulf oil operation service bases to be located outside
US borders, thus avoiding Jones Act restrictions.” Participants are already registered from over 30
countries and more are known to in the pipeline There are Conference presentations on fire-fighting
and this probably reflects the good show turnout by companies in this field: Fischcon, Kumera, Aker
Kvaerner, Fire Fighting Systems and Stang Counterfire. Two of North America’s leading naval
architects, Robert Allan Ltd and Jensen Maritime Consultants have both booked space and in this
connection Brunton-Reed says: “I always allocate some free Conference delegate places to students
taking their first steps in the industry.” Application should be made as soon as possible.
1/22/04
5e jaargang, nr. 5
dd. 01 Februari 2004
___________________________________________________________________
Zoekprobleem Lady Laura opgelost
Harms heeft de Lady Laura aangekocht en hernoemd Varius, zij is voor de feestdagen vertrokken uit
Lowestoft naar Hamburg. Zij zal worden ingezet voor sleepreizen en rigmoves. Een rigmove is
inmiddels uitgevoerd samen met Granit. Momenteel is zij contractueel gekoppeld aan de Smitbarge 1.
De Primus is een nieuwbouw project. Harms is in onderhandeling geweest met Damen Shipyards
Gorichem, K. Damen Hardinxveld en een Duitse werf. Maar i.v.m. de moeilijke financiele constructie
(garanties aan werf) schijnt nu recent de opdracht tot bouw van deze boot gegaan te zijn naar
Müzefeld Werft. Oplevering ergens in 2005. (Bron: Rob v.d. Hoek)
Camperduin ruil
De Camperduin van Thijs Viegers wordt verkocht aan Damen Marine Service en herdoopt in DMS
Condor. De nieuwe Camperduin, welke momenteel in de nieuwbouwhall bij Damen Shipyard te
Gorinchem wordt afgebouwd onder nr. 1555 is een shoalbuster en zal worden opgeleverd in April
2004.
Serwal 3
Uit Polen is het nieuws gekomen dat de Multratug 14 (ex. Petronella J. Goedkoop-03) Serwal 3 is
herdoopt. (Bron: Lawrence Amboldt)
Oceanos
De Oceanos zal bij Internacional Tug S. A. de Apolo (ex. Dalmar Energy-93, ex. Zamtug III etc.)
vervangen. De Apolo zal door Damen aan derden verkocht zijn, vermoedelijk ook in Zuid Amerika.
DOF and BOA form new company
District Offshore (DOF) ASA has entered into a contract with Boa Offshore AS/Taubatkompaniet AS to
form a new company, to be named DOF BOA AS, reports Seabrokers. Both companies will own 50
per cent of the new company, which has purchased both the AHTS VS480 Boa Hercules and VS480
BOA Giant. The two anchor handlers were built in 2002 and have traded both successfully in and out
with the North Sea in the past.
Torm Heron Aground
Friday morning 23/01/2004 just after 11.00 a.m. Humber Coastguard was informed by Vessel Traffic
Services at Humber Control that the 2900 ton tug Torm Heron was stranded on a mud bank and listing
at up to 30 degrees. On the falling tide with 14 people on board including a pilot, just of Immingham.
She was carring 440 tonnes of bunker fuel. But there was no apparent sign of any pollution in the
water, or damage to the vessel, however the vessel later settled back to a 15 degree list. Humber
Coastguard immediately requested the launch of the Humber lifeboat and the Cleethorpes inshore
lifeboat whilst VTS maintained a watch on the vessel via their remote camera. The pilot vessel also
proceeded to the scene as did the tug Tradesman who stood by and offered to take any non essential
crew off the Torm Heron. Eight non essential crew were taken off by the Tradesman and landed onto
nearby jack up rig. A rescue helicopter was also scrambled; however this was stood down when no
one was required to be immediately lifted off the vessel. The vessel was refloated at 15.00 hrs on the
sameafternoon by 3 chartered tugs, the crew was put back on and than stood by with the Serviceman,
whilst big sister the Moira, pulled her off. She went to anchor, and went into Alex dock, probably MMS
drydock
2 Injured after tug/barge collision
The Coast Guard, along with numerous agencies responded to the Cheaspeake Bay Bridge Tunnel
just before 5 p.m. after a tug and barge collided with a section of the southernmost bridge, injuring two
people and toppling a crane. The injured crewmembers were rescued from the tug Captain Ed and
taken on board the USS Tempest, a Navy 170-foot coastal patrol boat, and later transferred to EMS
personnel on shore. Their conditions are unknown. A Coast Guard rescue boat and helicopter, a
Virginia Beach Fire Department fireboat, the CBBT, and the Maryland and Virgina Pilots all are
assisting in securing the water and roadway where the collision occurred. The collision occurred on
NR. 2
the bayside of the bridge just south of the southern island. The extent of damage to the bridge is
unknown. The cause of incident is under investigation.
Ongeval aan boord van de sleepboot Boxer.
Op vrijdag 23 januari jl. omstreeks 16:15 uur hebben stuurman Jeroen de Knegt en matrozen Alex
Mira en Samson Pangan van de M/T Boxer zware verwondingen opgelopen. De Boxer was onder
charter van BP en had de opdracht het Noble Drilling rig “Noble Lynda Bossler” naast het platform BP
P15- Echo te positioneren. Het incident deed zich voor nadat de Boxer zijn sleepdraad aan het
platform had vastgemaakt en deze sleepdraad liet uitvieren. De sleepdraad, die onder spanning stond,
kwam vrij van de ‘towing pins’ en zwiepte over het achterdek. De drie bemanningsleden die zich nog
aan dek bevonden, werden door de sleepdraad tegen de verschansing gekatapulteerd. De drie
bemanningsleden werden onmiddellijk per helikopter geëvacueerd naar een ziekenhuis in Rotterdam.
Zij zijn buiten levensgevaar. De dokters verwachten dat zij volledig zullen herstellen.
• De operaties werden onmiddellijk stopgezet.
• De slachtoffers werden per helikopter naar een ziekenhuis in Rotterdam
overgevlogen.
• De lokale Nederlandse BP-noodwerkgroep is samengekomen om assistentie te
bieden aan boord van de Noble Lynda Bossler.
• Het URS SHE-Q-departement is samen met het BP onderzoeksteam aan de slag
gegaan om de oorzaken van dit ongeval te bepalen en te onderzoeken.
De directie heeft vrijwel onmiddellijk na het ongeval contact gezocht met de familie van de slachtoffers
en tracht hen op alle mogelijke manieren bij te staan. (Bron: URS)
Powerful, First of Class Damen Tug Delivered
1/28/04 The first Damen ASD Tug 3110 was built in 1993: the
Citta Della Spezia. Over the past 10 years almost 100 small
Damen ASD Tugs of the following types have been built:
Damen ASD Tug 2509, 2810, 3110, 3111 and 3211. These
are multi-purpose ASD Tugs, designed for working over
both the bow and the stern. The recently developed Damen
ASD Tug 2411, however, is a real push-pull ASD Tug,
designed primarily for working over the bow. This tug is a
powerful 4200 kW vessel that develops a bollard pull of
around 70,000 kg; full ahead to full astern in a ship’s length,
turning around in ten seconds with the speed of a windmill.
With the introduction of the Damen ASD Tug 2411, Damen Shipyards has put a new type of port tug
on the market: very compact, with an enormous bollard pull. The prototype of this boat (yard number
512201) was built at Damen Shipyards Changde in China for stock and as a demonstration model, but
even before delivery the boat was sold to an Australian shipping company and named Barunga. The
handover to Adsteam Towage Pty Limited in Bondi Junction, New South Wales, took place on January
23. The Barunga is based in Port Adelaide. The Design “What we need is a small ASD Tug but with
the power of the ASD Tug 3111; we had a length of around 22 m in mind. Make some suggestions.”
This was more or less the question the Damen Sales team put to the Tugs & Workboats Product
Group almost three years ago. It was a new product, at least for Damen. Initial sketches showeda
wide, short and low, with a very big approach angle to enable it to creep as far ‘under’ a ship as
possible, and with virtually no accommodation and an excellent view all round. The company had long
meetings and made many changes. And the boat grew. That’s how it happens with Damen Standard
designs – “Wouldn’t it be handy if it could do this too and if there was room for that as well.” It’s always
about the customer and what he can use a Standard Damen product for. Damen’s design philosophy
is “form follows function”. This is reflected in the ASD Tug 2411. Everything on board is essential and
anything that proves not to be will be removed from subsequent models. The design is not the work of
one person or one group of people, but it does show where the Damen Tugs & Workboats division
now stands as a “tug builder”. The need for a new type of vessel was the result of developments in the
market. Competition for port tug work is usually stiff (witness the price wars in some ports) and that led
to an increasing demand for vessels that were cheap but had considerable bollard pull. ‘Cheap’
means, for example, low investment cost, minimum crew costs (and therefore the smallest possible
crew) and low maintenance costs.
Multraship Salvages Toxic Containers
1/29/04 Multraship Salvage has successfully completed an operation to recover three containers loaded
with toxic cargo lost overboard in the North Sea from the Ethiopian vessel Andinet. The operation to
recover the containers, which were lost twenty miles north of the Dutch coast, off Texel, on December
21, 2003, got under way on January 3 but was interrupted on several occasions by severe weather
conditions and was not completed until January 28. The salvage operation was carried out by the
sheerlegs Cormorant and the multi-purpose vessel Multraship Commander. The containers were lifted
from the seabed by Cormorant and placed in watertight, oversized flats on the aft deck of the
Multraship Commander and have now been discharged in Rotterdam for inspection. The cargo
consisted of containerised steel drums of wood preservatives known as CCA 72%, the main
constituents of which include arsenic pentoxide, chromium trioxide and copper dioxide. Although there
has reportedly been some leakage of the toxic cargo into the water, onsite analysis by Rijkswaterstaat,
a division of the Dutch ministry of transport with responsibility for pollution prevention, has said that
any damage to the environment is likely to be much less than had at one time been feared, not least
because the product discharged into the sea was found to have a very low toxic concentration.
Leendert Muller, managing director of Multraship, says, "It was a dangerous salvage operation that we
were able to complete because we had the right equipment and the right expertise to remove this toxic
cargo safely and to take it ashore for proper, supervised disposal. We worked according to the most
stringent safety procedures in order to protect our salvage team from possible contamination and to
prevent/minimise damage to the environment. We were assisted and advised throughout by
experienced chemical experts." Meanwhile, the search goes on for a further 63 single drums of cargo
lost from the vessel. The recovery of these drums did not form part of the salvage contract agreed
between Multraship and the vessel's P&I club, Steamship Mutual. It is understand that the Dutch naval
authorities are continuing the search for the missing drums. * Multraship is a leading independent
Dutch towage and salvage company. Run by the Muller family, it draws on more than 85 years of
experience. Multraship's core operations include salvage, wreck removal, harbour towage, sea and
river towage services to the dredging and offshore industries and support for inland navigation.
Multraship operates and manages a fleet of 26 tugs, salvage vessels, floating sheerlegs and other
craft equipped with modern towage, salvage and fire-fighting equipment and manned by experienced
and highly-trained masters and crew.
K-Sea Acquires Integrated Tug Barge Unit
K-Sea Transportation Partners L.P. has acquired the 140,000 barrel capacity double-hulled
barge S/R New York and the 8,000 horsepower tugboat S/R Everett. This integrated tug barge unit,
built in 2000, had been leased by SeaRiver Maritime, Inc., a subsidiary of Exxon Mobil Corporation,
from a financial institution. The purchase price of $34 million was financed using available cash and
$25 million in borrowings under a new term loan. The new equipment will begin working immediately
and is expected to be accretive to K-Sea's distributable cash flow. K-Sea has also signed a new multiyear contract with SeaRiver to utilize the unit in Exxon Mobil's petroleum products transportation in the
Northeast United States. The barge has been renamed DBL 140 and the tugboat has been renamed
Lincoln Sea. The addition of this integrated tug barge represents a 5.8% increase to the current barrelcarrying capacity of the K-Sea fleet. By the end of 2004, after the phase-out of certain single-hulled
vessels required by the Oil Pollution Act of 1990 and the completion of certain retrofitting projects on
other existing vessels, K-Sea's fleet will be approximately 74% double-hulled. "This acquisition is
another step in the positioning of K-Sea as a key provider of petroleum products transportation
services in the U.S. We are pleased to expand our relationship with Exxon Mobil and to continue to
provide safe, reliable, and efficient service to our customers" said Timothy J. Casey, President and
CEO of K-Sea.
1/30/04
C.T.L. - IJsselmeer II
In 1957 Scheepswerf R. van den Beldt, Oudewetering, were delivering a tug named "IJsselmeer II", In
1967 she became "Hedvig", in 1974 she came to Denmark as "Svend", owners at that time was a
construction company using her to tow barges etc.; last owners were Hanstholm Bugserservice A/S,
Hanstholm. On the 22nd December 2003 she was assisting the m.ferry "Fjord Norway" which upon
departure from Hanstholm for Bergen got a mooring rope into her bow thruster, reducing her
manoeuvribility extensively and urgently needed due to a strong gale from NW. Suddenly during the
operation the ferry was caught by the wind and pushed towards the tug and the pier, squeezing the
tug. Subsequently she was put ashore for inspection and her owners and underwriters have now
calculated that the cost of repairs will exceed the tug's actual value, thus being a socalled constructive
total loss (CTL); presently investigations are in hand to find buyers to the vessel, it is a.o. assumed
that the 650 HP main engine will bring some proceeds (Jacob Fisher). (Bron: Teun v.d. Zee)
5e jaargang, nr. 6
___________________________________________________________________
Groenland
Marcon International, Inc. of Coupeville, Washington is pleased to report that the Mexican flagged,
7,000ihp, twin screw tug 'Marmex VII' (ex-Drive Mar, ex-Keverne, ex-Groenland) has been sold by
Maritima Mexicana S.A. de C.V. to Coloured Fin Ltd. of Trinidad and Tobago. She will be renamed
'Thunderer'. The tug was originally built in 1977 by Jonker & Stans in Holland and is currently classed
with Bureau Veritas. The tug measures 135.8' x 34.4 x 17.4' depth with a 14.4' maximum draft. She is
powered by two super-charged Alco 12-251F diesel main engines producing 4460 BHP total. The
vessel is configured as a conventional twin screw with controllable pitch propellers in kort nozzles and
a bow thruster. "Groenland" was one of three sister-tugs, the others being the "Schotland" and
"Ijsland", originally for Sleepdienst Willem Muller (Terneuzen Tugboat Co.) which ran into financial
difficulties in 1984. At this time, the tugs were sold at auction to the bank which originally financed
them. In 1985 they were bought by Goliath Shipping and Trading of Holland and later split up and
operated by various companies worldwide. It seems like through the years Marcon has almost always
had one of these well-designed sister-tugs listed for sale from one owner or another. 'Thunderer' will
work in ship-docking and offshore towing in Trinidad and throughout the Caribbean region. Marcon
acted as sole broker in the transaction and has sold other vessels to both Buyer and Seller over the
years. To-date this year, Marcon has sold a total of five vessels and barges, including one other tug,
plus has sales pending on six additional vessels and barge expected to conclude within the next 45
days. (Bron: Piet Sinke)
Rable
Tug Rable has been sold by Les Abeilles to Cooperative Du Lamange-Bastia in Corsica.
De Rable is nog steeds in Rotterdam en zal waarschijnlijk op de Super Servant 4 naar de
Middelandse Zee vervoerd worden. (source Lekko ITES/Les Abeilles)
ASD 3110
De eerste van drie ASD 3110 sleepboten voor Kenia voert deze week de technische proefvaart uit in
Europoort. De naam is Simba III. (source Lekko ITES/D Shipyards)
Afon Alaw
De scheepswerf Hepworth te Paull, nabij Hull, zal komend week de Afon Alaw aan Holyhead Towing
Co. Ltd. te Beaumaris in Wales overdragen. De Afon Alaw heeft 2xCummins van totaal 2,600 apk
waarbij een paaltrek van minimaal 35 t werd bereikt. De afmetingen zijn 25,00m x (9,00m) x 2,40m.
Zij is de tweede onder deze naam bij Holyhead Towing. (Bron: Lawrence Amboldt)
Griffon Works in Conneaut
02/03 On Monday the Canadian Coast Guard Ship Griffon was battling the ice off Conneaut, Ohio's
harbor. The Griffon was working to free the Canadian Olympic which is loaded for Nanticoke but
trapped in the ice choked harbor. The Olympic has been stuck in port since Friday night. There has
been no word on whether coal loading operations will continue from Conneaut. As of Sunday there
were a number of shuttles scheduled between Conneaut and Nanticoke. Monday night the U.S. Coast
Guard Cutter Mackinaw arrived in port after the Griffon called for assistance. The Griffon had become
stuck in the ice field and the Mackinaw worked to help her break free. The narrow entrance to the
harbor can become blocked as wind pushes ice into the break wall opening. As the ice pressure grows
the channel can quickly fill as ice is piled on top of it self filling the entrance many feet below
the water's surface. These conditions can quickly be reversed if the wind cooperates. Last January the
U.S. Coast Guard Cutter Mackinaw became stuck for a short time trying to open the harbor for the
Capt. Henry Jackman. The Jackman was trying to enter the port loaded with salt. After spending a day
trying to break into the harbor the ice pressure was determined to be too great and the Jackman
headed to Detroit to unload. At that time continued winds from the north had packed the entrance with
a large ice field and the winds did not abate. (source: J. van der Doe)
Amherstburg Activity
02/03 Monday the tug Salvor was upbound on the Detroit River pushing the barge KTC 115. The tug
Tony McKay was following and expected to assist with ice breaking on Lake Erie. The tugs and barge
were upbound from General Chemical in Amherstburg heading for the Courtright Brine Dock.
The Canadian Coast Guard Ship Samuel Risley was docked at Dieppe Park in Windsor after finishing
her recovery mission on Lake Erie. She departed early afternoon to head upbound and escort the tugs
and barge. Friday evening the McKeil tugs Salvor & Tony McKay docked at General Chemical in
Amherstburg with a barge load of brine. The Canadian Coast Guard Ship Griffon returned to the
Amherstburg base Friday evening for a very short stay. She departed upbound about two hours later.
Tugs Jerry G & Keewatin also arrived Friday night and remain docked at Boblo Island's mainland
dock. The Boblo Island ferry, Courtney O continues to run from Amherstburg to the Island. (source: J.
van der Doe)
Ship-Crane Collision at Newport News, Va., Marine Terminal Damages Crane
Feb. 3--NEWPORT NEWS, Va. -- A cargo ship backing out of a pier at the Newport News Marine
Terminal on Saturday night crashed into a crane and caused up to $6 million worth of damage, one of
the port's worst accidents in recent years. At 10:12 p.m., the Sealand Express, an 820-foot-long U.S.flagged container vessel, was being assisted out of the pier by three tugboats from McAllister
Towing. Tyler Moore, a docking pilot from Hampton, was helping that effort. But during the maneuver,
the ship got too close to the berth, and the starboard side of the vessel struck a leg of one of the
cranes, dragging it 18 feet along the pier, where it hit one of the crane stoppers. There were
no reported injuries. Investigators are determining the accident's causes and who and what are to
blame, said Joe Dorto, general manager of Virginia International Terminals. If the 28-year-old crane
needs to be replaced, he said, it would cost about $6 million. An incident report by the Virginia Port
Authority police read that authority officials estimated the damage at more than $1 million, including
the crane, a rail that guides the crane and the crane stoppers. "We don't know the full extent of the
damage," Dorto said. "We're looking into whether the crane is totaled or can be fixed."
The report read that there was no apparent damage to the pier, though divers were searching near the
terminal to make sure. The ship didn't stop immediately after the accident but entered the shipping
channel and later anchored. It was unclear Monday whether the ship had been ordered anchored by
the Coast Guard or anchored on its own, then called the Coast Guard. Jerry Crooks, the Coast
Guard's chief of investigations, could not be reached Monday afternoon. Moore, the docking pilot,
declined to comment and would not say for which company he worked. William Douglas, a vice
president at McAllister Towing, said that Moore did not work for his company and that his tug
operators were not to blame for the accident. It wasn't the first recent mishap for the Sealand Express,
a vessel owned by Maersk Sealand's sister company, Maersk Ltd. Last summer, the ship ran
aground near Cape Town, South Africa, and had to wait about a month to be removed. Dorto said the
damaged crane would make it more difficult for port workers to offload containers at the terminal.
A ship docked at the berth where the accident took place now will have only one working crane.
That means only 25 containers can be offloaded in an hour, down from 50 an hour with two cranes.
Port officials said the accident likely would rank among the largest accidents. "In the 15 years that I've
been here, this is the most serious accident involving a ship and the most costly, in terms of damage,"
said Bob Merhige, deputy executive director for the Port Authority, the state agency that oversees the
terminals. A few years ago, a vessel ran its bow into a wharf at Norfolk International
Terminals North, but that accident caused less than $500,000 in damage, officials say. (source: J. van
der Doe)
Sweeney Promoted to VP of Far East Operations at Crowley
2/4/04 Effective
March 1, 2004, Alex Sweeney will assume the position of Vice President of Russian Far
East Operations. In his new position, Sweeney is responsible for the management of the BETS Sealift
to Lunskoye, Sakhalin Island and the tow of the Orlan from Sov Govan, Russia to Ulsan, Korea. He
will report directly to Steve Peterson, Senior Vice President and General Manager, Energy and Marine
Services and will work closely with Chris Peterson, General Manager, Contract Services, who has
commercial responsibility for those contracts. Sweeney joined Crowley in 1980 and has over 20 years
experience in marine operations for Crowley on the east and west coasts. In 1995 he was promoted to
the Director of Atlantic Operations and in 1999 was relocated to Valdez and promoted to the position
of General Manager, Valdez Services in 2000, he was named Vice President of the Valdez business
unit. In 1997, he Sweeney was presented with the Thomas Crowley Trophy, Crowley Maritime
Corporation’s highest honor. He earned his undergraduate degree from City University in Seattle and
completed his MBA in 1995.
Rockness Disaster
OSLO (AFP) — Divers on Thursday recovered four more bodies from the wreck of a cargo ship that
capsized in a Norwegian fjord off the coast of Bergen on Jan. 19, killing 18 of the 30 crew, Norwegian
police said. "Four more bodies were found inside the Rocknes during searches today," Bergen police
spokesman Tryggve Hillestad said in a statement. The discovery brings to seven the number of dead
sailors found inside the ship since Monday when divers began inspecting the wreck, which is docked
— still overturned — at a maintenance shipyard. The Norwegian-registered Rocknes was carrying a
load of rubble to Germany when it capsized in minutes in a narrow passage of the Raune fjord.
Reports indicated that it hit an underwater reef and took on water before overturning. The accident
claimed the lives of 16 Filipinos, one German and the Norwegian captain of the ship. The seven
bodies recovered since Monday have been identified only as six Filipinos and a German, Hillestad
said. Twelve people were rescued in the hours after the accident. "In addition to searching for the
dead, the divers have been asked to remain attentive to any technical clues that could be of
importance to the police investigation" into the cause of the accident, he said. Divers are to continue
their search on Friday for the six bodies still missing. (Bron: Philipinne Star)
Wrakken uit WOII bedreigen milieu Stille Oceaan
LONDEN – De wrakken van bijna 4000 schepen die in de Tweede Wereldoorlog tot zinken zijn
gebracht, vormen een grote bedreiging voor het milieu van de Stille Oceaan ten noordoosten van
Australië. Dat komt doordat die wrakken - van voornamelijk Amerikaanse en Japanse oorlogsschepen
- zes decennia na het eind van de oorlog aan het doorroesten zijn. Daardoor kunnen olie en brandstof
in het gevoelige milieu van de lagunes, koraalriffen en atollen terechtkomen. Dit heeft de directeur van
het milieuprogramma voor het zuiden van de Stille Oceaan (Sprep), Asterio Takesy, tegen de Britse
krant The Guardian van zaterdag gezegd. Slechts drie staten in het gebied waar de wrakken op de
bodem liggen - Fiji, Papua Nieuw Guinea en Niue - beschikken over de uitrusting die nodig is om
olievervuiling op zee op te ruimen. Takesy vindt dat de Amerikaanse en Japanse regeringen de arme
landen in het gebied moeten helpen te voorkomen dat er een enorme milieuramp ontstaat.
Drie jaar geleden werd de afgelegen atol Ulithi in Micronesië getroffen door een tyfoon. Toen de wind
was gaan liggen, roken de bewoners een zware olielucht en zij ontdekten een dikke laag olie in een
van de lagunes waar zij altijd visten. De olie bleek afkomstig van het wrak van de USS Missisissinewa,
een tankschip dat in de Tweede Wereldoorlog door een Japanse torpedo tot zinken was gebracht. De
Amerikaanse regering dichtte het lek in het schip (kosten: 3,2 miljoen dollar), maar de bewoners van
de atol vrezen dat een volgende storm opnieuw vervuiling zal brengen. In de tanks van het schip zit
nog een aanzienlijke hoeveelheid brandstof, hoewel er al bijna acht miljoen liter uitgepompt is.
Behalve de Missisissinewa liggen nog zeker 3851 wrakken op de bodem, bleek uit een onderzoek dat
door twaalf regeringen in het gebied is gefinancierd. Daaronder bevinden zich 23 grote
vliegdekschepen, 213 torpedobootjagers, 22 slagschepen en ongeveer vijftig tankschepen. Weinig
van die wrakken zijn goed onderzocht, maar wetenschappers zeggen dat die na zestig jaar op de
bodem van de zee allemaal gaan roesten en dat grote lekkages onontkoombaar zijn.
De regeringen in het gebied hebben de dreiging lang niet onderkend of genegeerd. Pas de laatste
jaren staat de zaak hoog op de agenda. Overigens is het niet alleen het zeemilieu dat bedreigd wordt
door restanten uit de Tweede Wereldoorlog. De Amerikaanse en de Japanse strijdkrachten hebben
ook grote hoeveelheden bommen, brandstof en wapens op land achtergelaten. Zowel de VS als
Japan is tot dusver niet ingegaan op verzoeken om verantwoordelijkheid te nemen voor de opruiming.
(Bron: ANP\PZC)
5e jaargang, nr. 7
___________________________________________________________________
Varius
De Varius is de 11e vertrokken met de Smitbarge 1 voor een reis van Schiedam naar Mongstad met
onderdelen voor een raffinaderij.
Oceanos
De nieuwe Oceanos is eveneens de 11e vertrokken uit Rotterdam met de Ocean Seal. Bestemming is
Midden/Zuid Amerika voor Fairmont. Geruchten doen de ronde dat zij op de Antillen gaat werken voor
SvitzserWijsmuller. Kan iemand dat confirmeren?
New Blessey pushboat at Kody Marine
More pushboats were built in 2003 than in 2002 and if Kody Marine in Harvey, La., is any indication,
the numbers might go up again in 2004. Kody Marine is building a 120' ´ 34' ´ 12'6" pushboat for
Blessey Marine Services Inc., Harahan, La., which is due to be delivered at the end of April, and a pair
of 74' ´ 32' ´ 10'9" pushboats for Maryland Marine, Houston. In June 2003, a 74-foot sistership, the
Skipjack, was delivered to Maryland Marine. When completed, the 120', four-deck Blessey Marine
boat will be the largest in its fleet. It will push "three or four asphalt barges to wherever they need to
go, Ohio or the upper Mississippi," said Mitch Jones, vice president of maintenance and repair for
Blessey Marine. One advantage the 120-footer will have over other Blessey boats is improved
steering. "The longer the boat, the better it steers and it handles better," said Jones. He also said that
they hope the design "will give us a little less draft because of the extra beam." Besides being the
largest boat in the fleet, the new pushboat will have a couple of firsts for Blessey Marine. In the
wheelhouse, a motion sensor will set off an alarm if no movement is detected during a set period of
time. "It's called a Pilot House Event Detection Alarm System. If the pilot becomes incapacitated or
falls asleep-so there's no movement in the wheelhouse for a certain period of time-it will set off a local
alarm in the pilothouse. If that's not silenced, it will set off a general alarm for the whole boat," said
Jones. And for the first time, a Blessey Marine boat will have a fixed-CO2 firefighting system in the
engine room. "It should be a nine-bottle system," said Bobby D'Aquin, vice president at Kody Marine.
On deck will be a pair of Patterson 65-ton electric winches. For power, the pushboat is getting a pair of
Cummins Marine 16-cylinder KTA50-M2s that together put out 3,200 hp. The diesels will be bolted to
Reintjes marine gears with 7:1 ratios. The props will be four-bladed, 88" ´ 68" stainless-steel open
wheels with shaft brakes. There will be four flanking rudders and two steering rudders. To reduce
engine noise, there's mineral-wool insulation throughout the boat and hospital-grade mufflers, which
are very quiet, said Jones. Cummins Marine diesels seem to be popular at the Kody Marine yard. The
two 74-footers for Maryland Marine are also having Cummins iron bolted to the engine beds. Each
pushboat will get a pair of 1,000-hp KTA38-M1 diesels. Behind the diesels will be Twin Disc marine
gears with 6.18:1 ratios and 78" ´ 53" props on 8" shafts. Electrical power on the two pushboats will
come from a pair of Cummins Marine 6B5.9-powered 55kw gensets. (Bron: Workboat)
N-N-N-N-N-Nineteen
Great Eastern Shipping took delivery of their newbuild PSV UT55L-design Malaviya Nineteen from the
Norwegian Aker Aukra yard. The vessel was not expected to remain in the North Sea and was widely
anticipated to be leaving for Indian subcontinent. This is the third such PSV to be commissioned by
Great Eastern Shipping, the other two being the Malavya Sixteen and Malaviya Eighteen. GE Shipping
now has 31 offshore vessels with another 5 offshore vessels on order.
Sea Birds Settle with Nomis
Nomis Shipping Ltd. and Toisa Ltd. have been deal making recently. Nomis as purchasers have
bought up the 1980-built Toisa Puffin and the 1982 built Toisa Petrel stand-by vessels. The Puffin will
be renamed the Dea Seeker and is currently having surveys done than will work inhouse for dry dock
coverage. As for the Petrel, it will now be called the Dea Searcher and will be working for the North
Star for next month or so.
Island Patriot switches sides
The recently delivered AHTS UT710 Island patriot have been sold by it’s owners Island Offshore VI
KS to French operators Les Abeilles. Consideration on the purchase was estimated at NOK 175
million. Change of ownership was effective on delivery from Aker Brevik.
Antenor is raised
Marselle based Srf SAS took delivery of their new PSV UT755L. Antenor this month from Brattvag
Skipsverft AS. The DP equipped vessel comes with accommodation for the 32 and FiFi 1. The hull
was built in Rumania by Aker Tulcea, and arrived Brattvag Yard at the end September for finishing.
The vessel is now committed to Total Nigeria for one year plus option.
Prince moves to new family
The recently deliveredPSV UT755L Active Price has been sold to Bourbon Originally owned by Active
Venture III KS, a Hagenes controlled venture, the sale is reported to have been approx. USD 16.2 m.
The new owners Bourbon, continuing it’s recent trend of vessel renaming told Seabreeze that the
vessel was now called the Bourbon Atlantide. At present the vessel is fitting some FiFi equipment at
Aker Brattvag
Moss gathers on Maersk
Further to the Seabreeze article in last October’s edition, when Maersk Supply Service confirmed they
were building two large AHTS in Chile; the yard, Asenav of Santiago, Chile have further confirmed that
they are building two Moss 929-design AHTS. The vessels will have LOA of 89.3 mtrs, beam 20.3
mtrsand a bollard pull of 212 tonnes. Delivery is expected for mid 2005. To refresh your memory, the
year old AH San Fruttuoso is a Moss 424 type, but was built at Havyard in Norway.
Seacor shuffles vessels to TMM
Seacor Marine’s affiliates: Seacor Offshore Inc. and Arthur Levy Enterprises have each respectively
sold a Halter-built OSV. First up was the 1998 built PSV Seacor Alcina followed by the 1999 built
AHTS Seacor Valiant. Both were sold to Seacor’s 40% owned joint venture Transportatcion Maritima
Mexicana (TMM) S.A. de C.V. (a venture that operates offshore vessels in Mexico) It is believed that
both vessels will be registered and reflagged in Mexican colours.
Tidewater order more
News reaches our desk that Tidewater has ordered another 2 x small AHTS being built in the
Remontowa yard in Poland (pls Piotr confirme to my e-mail adress) We’re informed the vessels wll be
67m LOA, come powered wth 8000 bhp producing circa 100 tonnes BP. Delivery for both is estimated
for early 2005. Currently on order Tidewater have another two similar sized AHTS AY1001 type on
order with Aker Tulcea Romania and Soviknes Verft AS.
New Skipper joins fleet
OH Meling this month took delivery of their new PSV VS470MK II Siddis Skipper from the Kleven Verft
yard in Norway. Not wasting any time, the vessel has already begun a two-year charter with three
yaerly options for MLS (Marine Logistics Services). It will begin by supporting the Frigg Field for Total.
Berging Duits slagschip Graf Spee begonnen
Gepubliceerd op maandag 09 februari 2004. Montevideo (ANP) - Een internationaal bergingsbedrijf is
maandag begonnen met het boven water halen van het wrak van het Duitse oorlogsschip Graf Spee.
Het 'Panzerschiff' werd in 1939 voor de kust van het Zuid-Amerikaanse Uruguay door de kapitein zelf
tot zinken gebracht. De afgelopen dagen zijn al kabels aan het wrak bevestigd. Volgens de leider van
de bergers is het slechts een kwestie van uren voordat delen van de Graf Spee, die in ondiep water
ligt, naar het oppervlak zijn getakeld. De berging van het 27 ton zware wrak is al verscheidene keren
uitgesteld, meestal omdat er een te harde wind stond. De Duitse kapitein Hans Langsdorff joeg op 17
december 1939, vlak na het begin van de Tweede Wereldoorlog, zijn schip naar de bodem van de
baai bij Montevideo, omdat hij wilde voorkomen dat de trots van de Duitse marine in handen van de
vijand zou vallen. Zelfmoord kapitein Het slagschip was na een zeeslag tegen een Britse en een
Nieuw-Zeelandse kruiser zwaar beschadigd de haven van Montevideo ingevlucht. Na vier dagen
moest de Graf Spee echter het neutrale Uruguay volgens internationale regels weer verlaten. Na het
tot zinken brengen van het schip werden Langsdorff en de 1100 bemanningsleden in Argentinië
opgevangen. De kapitein pleegde enkele dagen later zelfmoord. Het is de bedoeling dat de Graf Spee
de komende jaren wordt gerestaureerd.
Schip door storm in problemen
In de Waalhaven in Rotterdam ligt een schip dat slagzij heeft gemaakt. Het schip was eerder op zee al
in de problemen gekomen. Dat zegt één van de loodsen die het schip heeft binnengehaald. De Artic
Star van vrachtkantoor Junger is beladen met hout. Oorzaak van het slagzij maken van het schip was
waarschijnlijk de noordwesterstorm. Ook de veerboot Hollandia van de Stenaline had last van de
harde wind. De boot voer te hard tegen de kade bij het afmeren. Daardoor is de wal beschadigd
geraakt. De Discovery is de hele dag uit de vaart gebleven. (Bron: RTV Rijnmond)
Drifting cargo vessel rescued from crashing into rocks
The Coast Guard and the Port authorities in Sharjah yesterday saved an Iranian cargo vessel from
crashing into the coast after high winds and rough seas caused it to drift off Khalid Port. The vessel,
which was not carrying any cargo at the time, was anchored off the port after it developed engine
trouble on Saturday night. The captain called the port authorities to tow the ship to the port, but it could
not be done because of the inclement weather. The operation was put off to the next morning, but the
weather did not lift. Early yesterday, the vessel started drifting towards Al Hira coast when the Coast
Guard and the port authorities swung into action. As the boat neared the rocks, the authorities began
tugging it and took the vessel to safe waters. Captain Miqdad Al Suwaidi, Harbourmaster of Khalid
Port, said no one was injured in the operation. He said Khalid Port was closed to ships for some time
during the morning because of the weather. Meanwhile in Ras Al Khaimah, choppy seas and high
winds restricted fishing trips causing prices to rise because of limited stock. Early yesterday, a UAE
national fisherman fell overboard in the creek and nearly drowned. He was saved by two Indian
colleagues. Khalifa Al Suwaidi, a national fisherman, said the inclement weather prevented many
fishermen from putting to sea. (Bron: Gulf News)
Environmental, Legal Costs Persist Five Years after Oregon Shipwreck
Feb. 5--COOS BAY, Ore.--Like some ugly rock permanently squatting in the scenery, it remains: an
empty, rotting shell stuck in the sand not far from where it ran aground five years ago today. Waves
pound mercilessly at the 1,500-ton ghost of the New Carissa with such force that saltwater leaps
stories above the ship's rusted stern before returning to the receding tide. Each year, bits and pieces
of the stern break off and get carried toward the beach or out to sea. Barnacles, starfish and sea
anemones have taken up residence inside. Seabirds perch on the deck. But for this stubborn reminder
-- along with a informational sign on the beach and a warning sign to remind curious visitors that the
stern could still shift at any time -- it's as if the 639-foot wood chip carrier never ran aground here. The
media packed up their cameras and note pads and left years ago. Volunteers ran out of tar balls to
scoop into plastic bags. The ship hasn't leaked any oil for years. Tourists got their fill of staring at the
inglorious stretch of Oregon Coast. But the sea's efforts to remove the battered hull have proved as
fruitless as human attempts. So it stays while lawyers battle over how much the ship's owners should
pay to have it removed, the government continues to tally the damage to area wildlife done by the
70,000 gallons of oil spilled and biologists determine what's necessary to restore the habitat. "I can't
believe it's been five years," said Monte Turner, a spokesman for the Oregon Division of State Lands,
which sued the ship's owners -- Taiheiyo Kaiun Co. Ltd. of Japan and two subsidiaries, TMM Co. Ltd.
of Japan and Green Atlas Shipping S.A. of Panama -- over how much they'll pay to have the
ship removed. But Larry Mangan can. He has devoted a good portion of the past five years
to studying the New Carissa's effects on the environment as a senior wildlife biologist with the federal
Bureau of Land Management. The BLM owns about 80 acres of the North Spit, where the ship ran
aground. The Oil Pollution Act, passed by Congress in 1990 after the notorious Exxon Valdez spill in
Alaska, mandates the "trustees of the United States" to restore damage to surrounding natural
resources from oil spills at the expense of the responsible party. Mangan points out that the act
provides that such losses be restored to a "pre-spill baseline," so the population level of a particular
species, for example, returns to what it was at the time of the spill. That has led mainly to a focus on
the threatened Western snowy plover, the threatened marbled murrelet and the loss of recreation
opportunities at the site. The latter is measured by the number of beaches closed by the spill
and the average number of visitors there. In May, the bureau will release a damage report identifying
the effects on all three categories. Among its preliminary findings: 2,300 seabirds (mostly murrelet)
died as a result of the disaster; 500 to 800 shorebirds suffered exposure to oil along with 23 to 100
gulls; and the public lost 28,000 opportunities to visit the closed beaches. Only a handful of plovers
died, but the area where the shipwreck occurred had been the shorebirds' most productive nesting
grounds on the coast, so biologists have tracked them carefully. As it turns out, the plover didn't
suffer as badly as feared from the oil spill, Mangan said. "Those that were oiled reproduced about as
well as those that weren't oiled," he said. In the next step in the damage assessment, the bureau will
propose a series of habitat restoration projects for the birds. Once the report is complete, it will be
presented to the public for comment. As for the legal battles, a federal appeals court last August
upheld the $1.4 million jury award to a Coos Bay oyster farm for damages from the ship. In January,
the ship's owners transferred $25 million to an escrow account, where it's being held pending their
appeal of a Coos County jury verdict that found three companies liable for damages to the state. That
process could take a year or more to conclude. In April, a three-week trial in federal court is scheduled
to begin in Portland on a $96 million lawsuit by the ship's owners, alleging that U.S. Coast Guard
charts didn't indicate the New Carissa's anchorage was in dangerous waters, made more so by
dredging spoils. The government countersued for $7 million for cleanup costs. Once the state suit is
resolved, Turner said, his department will examine methods for removing the battered stern. Among
the options: bringing in a giant "jack-up barge" that would plant its legs into the bedrock for anchor,
providing a stable platform above the water, then using cranes and cutting tools to slice the remains
into pieces and haul them away. There's also talk of building a dock to the wreckage and taking the
pieces out over land. "It may be that other ideas pop up in the meantime," Turner said. THE SAGA
Feb. 3, 1999: The New Carissa, a 639-foot freighter headed for Coos Bay to pick up a load of wood
chips, anchors two miles off the Coos Bay North Spit because the bar is too rough to cross. Feb. 4:
The anchor begins to drag. The Filipino crew tries to raise the anchor and move to deeper water, but
winds and waves push the ship toward shore. It runs aground at 8:30 a.m. Feb. 5: U.S. Coast Guard
helicopters lift 23 crew members and a bar pilot from the ship. Feb. 8: Onboard tanks containing about
400,000 gallons of bunker and diesel fuel are reported leaking. The ship ultimately leaks about 70,000
gallons of fuel. Feb. 11: The ship is torched to try to burn off the fuel inside the hull, the first such effort
in the contiguous 48 states. Fire consumes about 200,000 gallons of fuel and the ship splits in half in
the process. Feb. 21: Efforts to pump remaining oil from the bow section end because the fuel is too
thick to move. March 1: The tug Sea Victory pulls the bow section off the North Spit and heads out to
sea to a scuttling site. The stern remains on the beach. March 2: The bow breaks loose from the tug in
a violent storm 50 miles offshore and drifts ashore the next day near Waldport, where it leaks about
2,000 gallons of fuel. March 9: Sea Victory pulls bow off the beach at Waldport. March 11: The 440foot bow section, still carrying 135,000 gallons of oil, sinks in nearly 11,000 feet of water 320 miles off
the Oregon Coast after a a U.S. Navy submarine fires a MK-48 torpedo into it. The hulk survived the
detonation of 380 pounds of strategically placed plastic explosives and 69 5-inch rounds fired from a
Navy destroyer. May 20: The Coast Guard ends federal involvement in Coos Bay after salvage crews
remove about 14,000 gallons of oil from the stern. It declares the stern no longer a pollution threat,
even though it continues to periodically burp small amounts of oil. June: A joint venture by Donjon
Marine Co. of New Jersey and Fred Devine Diving & Salvage Co. of Portland moves ahead under a
contract with the ship's owner to remove the stern from the North Spit, as urged by Gov. John
Kitzhaber. The plan is to patch up the engine room and tow most of the stern to a deep-water disposal
site. Oct. 26: Unexpectedly heavy seas push the stern 150 feet back to shore after the Salvage Chief
and a tug had pulled the hulk about 270 feet from where it went aground. Oct. 29: Donjon Devine says
it will suspend the salvage effort until spring because of the setback and expected bad weather.
Officials say they succeeded in cutting away about a third of the wreck and removed a large
amount of oil and other pollutants. Feb. 1, 2000: The Coast Guard ends federal oversight of cleanup
operations in Coos Bay because so little oil has been found on the beach near the stern. Monitoring
and cleanup work continues under an agreement between the state and the ship's representatives.
January 2003: The ship's owners transfer $25 million into an escrow account, after a Coos County jury
finds for the state in a lawsuit to remove the stern from the bay's North Spit. August 2003: A federal
appeals court upholds the $1.4 million jury damage award to a Coos Bay oyster farm. April 2004:
Three-week trial is scheduled in the ship owners' lawsuit against the government for $96 million. The
ship's owners claim U.S. Coast Guard charts didn't indicate its anchorage was in dangerous waters.
The government has countersued for $7 million for cleanup costs. (Bron: Jan van der Doe)
Lakers Reach Alang
02/11 The scrap tow of the Seaway Queen and Oakglen ended Wednesday with their safe arrival in
Alang, India. In October, 2003 the Oakglen was towed from Montreal by the tugs Seaways 5 and Lac
Vancouver. The Oakglen was paired with the Seaway Queen at Quebec City, where the two tows
were joined as one pulled by the tug Seaways 5 for their trip to the scrap yard. The tow took a
Southerly route rounding the Cape of Good Hope to escape the rough weather the North Atlantic
dishes out that time of year. The tug Seaways 2 with the Mapleglen in tow reportedly took a severe
beating in October transiting the North Atlantic. A towing company spokesperson reported it is more
economical going this route with the two vessels in tow, the Suez Canal will only allow one vessel per
transit. The trip was not with out incident. The Seaway Queen experienced flooding after rounding
Cape Town, South Africa. Her rivets started to pop and faced the threat of sinking. The tug Seaways 5
is a large salvage tug and carries heavy duty salvage pumps. These pumps kept the Seaway Queen
afloat until her arrival in Alang. The trip from Dubai to Montreal to Alang took 165 days. (Bron: Jan van
der Doe)
Cadal - Repowered for the future
Back in late 1988, when Dave Dalzell, owner of Wainwright Marine Services in rince Rupert, had the
Cadal built by Les Woodward's Progressive Marine, he was, characteristically, thinking of the future.
Several years of observations of the Al McIlwain designs working in southern B.C. waters convinced
him to go with the 43'x19'6" hull to take on the open water work around Rupert. The bulwarks were
raised six inches and additional channel guarding provide extra protection for log work. Thinking of
maintenance costs five and 10 years down the road, Dalzell also invested the best part of $10,000 in
pre-painted steel to provide corrosion protection and extend the longevity of Cadal's hull. As the Cadal
took shape Dalzell was also looking long-term to when he would be winding down his own
involvement in the company and his head skipper, Brian Catherall, on the Wainwright tugs from 12
years of age, would be taking over. Deb Catherall christened the new tug Cadal, a symbolic
combination of Brian and Dave's surnames. Now, 14 years later, the Cadal has been transferred to
Brian Catherall's Trend Marine and is leased back to Wainwright Marine. The tug continues to be the
strong backbone of the company's operations, 95% of which are barging logging industry equipment
around the North Coast. Key to Cadal's reliability is the scheduled maintenance program Ron Lowe
(Rons' Diesel Ltd.) has applied to the tug including re-enginings at the right times. Cadal's first pair of
Detroit Diesel 12V-71s (440 hp @ 1800 rpm) had to be nursed along to 10,000 hours and Ron Lowe
was brought on for their replacement with a pair of 12V-92s (500 hp @ 1800 rpm). He and his crew
and Brian Catherall recently carried out Cadal's latest diesel upgrading with a pair of Detroit Series 60
14-litre diesels at Poplar Island Marine (Les Woodward's yard located in the Arrow Marine Services
yard on Mitchell Island). As Dave Dalzell explains, "We were up to 26,000 hours on the V-92s and
near 40,000 on the gears. With the scheduled maintenance, they were running great and we were
going to try for 30,000 hours but an engine developed an oil leak and the crankshaft was damaged.
That would require pulling the engine but we decided to bite the bullet and put in new engines and
gears. We were in a slack period, so the time was right". The success with which Cadal performs its
barge towing and handling (and some log towing) tasks was a given, describes Ron Lowe. So, in the
early stages of the re-engining program, he and Bob Osborne (Osborne Propellers) developed a
propeller curve to match the range of work. Then they worked closely with Detroit Diesel as the engine
software was designed to maximize the efficiency of the Cadal's new electronic engines. The main
advantage of the Series 60 engines in Cadal's operations will be very substantial fuel savings, says
Lowe. The engine is able to deliver maximum thrust while electronically metering the optimum fuel
burn at each engine setting. The Cadal's existing engine controls are being used so the full DDEC
package has not been installed, but Detroit Diesel Diagnostic Link (DDDL) provides the capability for
monitoring a great number of engine performance parameters, such as percentage of time at different
RPMs, load factors, fuel consumption for each engine at different loads, even individual cylinder
performance. For a specific date or trip duration, using the onboard laptop computer, Catherall will be
able to determine accurate information on the Cadal's operating costs. Fuel is the biggest expense for
most tug operators these days. Just loading a barge a bit differently can reduce fuel consumption and
it's that type of efficiency that will become evident through Cadal's engine read-outs. If all goes as
planned, says Dave Dalzell, the additional cost of the new engines over that of rebuilding them
could well be recouped in fuel savings over about the next three years. Down the road, it all adds up.
5e jaargang, nr. 8
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Bergslep, 112/00 – tug By A/S Bergslep, Norway to Londonderry Port & Harbour Commissioners,
UK and renamed Shrove
Butegarth, (E.L.Preston – 02, Imakon – 94) 182/92 – tug. By Wijsmuller Pt. Ltd., UK to Hansa
Liisingu Ltd., Estonia and renamed Vega I
Glenlivet II, 111/44 – tug. Has been renamed Vigilant I by Shepard Boats Ltd., Canada.
Glenmont, 102/43 – tug. Has been renamed Carolina Borealis by Shephard Boats Ltd., Canada.
Hua Shun, (Stirling Sirius – 02, Star Sirius – 96), 1558/85 – tug/suppl. Huawei Offshore Shipping
Servces Ltd., Barbados to Huashun Shipping (Liberia) Ltd., Liberia and renanamed Huashun
KST Pegasus 51, 499/03 – tug. By Keppel Smit Towage Pte. Ltd., to Maju Maritime Pte. Ltd,
Singapore and renamed Pegasus 51
KST Phoenix 52, 499/03 – tug. By Keppel Smit Towage Pte. Ltd., to Maju Maritime Pte. Ltd,
Singapore and renamed Phoenix 52
KST Pisces 53, 499/03 – tug. By Keppel Smit Towage Pte. Ltd., to Maju Maritime Pte. Ltd,
Singapore and renamed Pisces 53
Maju Aries, (Kansai Maru 2 – 01, Kansai Maru No.2 – 97, Ryuho Maru – 87), 272/74 – tug, By Maju
Maritime Pte. Ltd, Singapore to Prince Marine Transport Services, Honduras and renamed Tifon.
Mjolner, 196/74 – tug. By Oslo Havnevesen, Norway to Hansa Liisingu Ltd. Estonia and renamed
Odin I
Shinano Maru, 194/84 – tug. By Sanya Kaiji Co. Ltd, Japan to SMS Towae Ltd, Uk and renamed
Serviceman
Cristina Antonia
Union Naval te Valencia heeft de Cristina Antonia opgeleverd aan Società Esercizio Rimorchi e
Salvataggi s.r.l., een onderdeel van de Gesmar groep. Ze is het zusterschip van de vorig jaar
opgeleverde Eduardo Junior., 2xKHD SBV9M628 totaal 5500 apk, 2xVoith-Schneider 28GII/210,
29.50m x 11.0m, paaltrek 55t, 369 BRT. Op de web site van de eigenaar (www.sers.it) staat er een
vlootlijst met fotos. (Bron: Lawrence Amboldt)
Redoubtable gezonken
De duwboot Redoubtable van Cie. Fluviale de Transport, Le Havre is eind januari op de Rhône
gezonken. Vermoedelijk werd zij vorige week geborgen. Aan de verzekeraar overgedragen. Men is
op zoek naar een vervanger. De Redoubtable werd in 1964 door De Biesbosch te Dordrecht
gebouwd als de Esso Lutece voor S. A. Française Esso Standard te Parijs. Haar 2x765 apk
Caterpillar werden later vervangen door 2x1200 apk Mitsubishi. (Bron: Lawrence Amboldt)
Nieuwe motoren Triomphant
Verder nieuws van de CFT; bij de Triomphant (ex. Ti-Goff, ex. Duquèsne) zijn vorig jaar de 2x367
apk Volvo vervangen door 2x550 apk Baudouin. Deze duwboot werd 1958 te Vigneux sur Seine
gebouwd voor Cie. des Salbières de la Seine te Parijs. (Bron: Lawrence Amboldt)
Puissant vertrekt
De Puissant gaat als Pitoa te Douala voor 'Les Abeilles'/URO werken, met Kingstown als thuishaven.
Ze vertrekt vermoedelijk volgend week. (Bron: Lawrence Amboldt)
Smit Langkawi, (Smit-Lloyd 104 – 00), 1294/73 – tug/supply. By Smit Singapoe Pte. Ltd,
Bahamas to Masindra Shipping (M) Sendirian Berhad, Malaysia and renamed Masindra Langkawi.
Atlantic Oak 402/02 – tug was renamed Ocoa prior to 21/10/2003
Havila Borgsten, 3905/03 was renamed Bourbon Borgsten prior to 13/10/2003
Havila Captain, 1658/83 was renamed Bourbon Captain prior to 13/10/2003
Havila Champion, 1654/83 was renamed Bourbon Champion prior to 13/10/2003
Havila Charisma, 2599/99 was renamed Bourbon Charisma prior to 13/10/2003
Havila Charmer, 1623/93 was renamed Bourbon Charmer prior to 13/10/2003
Havila Crown, 3154/01 was renamed Bourbon Crown prior to 13/10/2003
Havila Eko, 1673/92 was renamed Bourbon Eko prior to 13/10/2003
Havila Hidra, 3102/99 was renamed Bourbon Hidra prior to 13/10/2003
Havila Reel, 3186/76 was renamed Bourbon Reel prior to 13/10/2003
Havila Scotia, 1948/02 was renamed Bourbon Scotia prior to 13/10/2003
Havila Surf, 3905/03 was renamed Bourbon Surf prior to 13/10/2003
Havila Tampen, 3325/02 was renamed Bourbon Tampen prior to 13/10/2003
Havila Trader, 2478/79 was renamed Bourbon Trader prior to 13/10/2003
John Ross 2918/76 – tug is reported as Smit Amandla
Kigoria 3898/79 was renamed Talagy prior to 10/11/2003
Lady Laura 640/70 – tug was renamed Varius prior to 31/12/2003
Nuheve 360/00 – tug was renamed Nomade during 2002 then Calafate prior to 17/1/2003
Pyrrhos 374/98 – tug sailed from Rotterdam as Intrepide on 12/12/2003
SmitWijs Rotterdam reports on towing Spirit
Het is even stil geweest rond de SW Rotterdam, maar hier is ie dan weer. Op 16 januari jl. vertrokken
we vanaf Las Palmas, alwaar we enige tijd op station hadden gelegen, richting Galveston/Houston
voor onze volgende sleep. We waren er niet echt ongelukkig mee om Las Palmas achter ons te laten,
want het weer was er niet naar, bewolkt, kil, en een hoop regen, en dat veranderde gelukkig al snel
naarmate we wat lagere zuiderbreedte op zochten, tot aan een dag voor aankomst dan. Op 4 februari,
de dag van aankomst, was het weer tamelijk beroerd, wind, regen, en koud, en vond ook de
loodsdienst het te slecht om naar buiten te komen, als we er geen bezwaar tegen hadden om zonder
loods naar Galveston Bay te varen, dan kon hij daar aan boord komen, dat was natuurlijk geen
probleem, en waren we vroeg in de middag onderweg van Galveston Bay naar Houston.
Onze sleep lag aan het einde van het Houston Ship Channel, verder dan waar hij lag kan je met een
zeeschip niet komen, en was dat een slordige 52 mijl varen, jammer van het weer, want veel gezien
hadden we niet toen we ‘s-avonds af meerden, in de middle of nergens, met vrij uitzicht op grijze
wanden van in onbruik geraakte pakhuizen en een rangeer terrein van de lokale spoorwegen, en
daarnaast maakte onze sleep nou ook niet bepaald een florissante indruk. Hij, een Chemicaliën
tanker, had daar al zo'n zes jaar gelegen nadat hij door brand in de machinekamer niet meer mee kon
doen, en dat hij brand had gehad was goed te zien. Afijn, de andere dag sleep klaar gemaakt, en was
het wachten op het zeeklaar maken van de sleep, dat had nogal wat voeten in de aarde, alles wat
papier werk was, was na zes jaar verlopen, en moesten er toch certificaatjes komen, die kwamen ook
wel, vanuit Mongolië, jawel, en toen moest er dus ook een Mongoolse vlag komen, en hebben ze die
uiteindelijk maar lokaal laten maken aan de hand van een voorbeeldje in een atlas, verbaasde blikken
alom van lokale autoriteiten, het laatste wat ze van Mongolië hadden gehoord was over Ghengis Kahn
en zijn legers, maar die hadden niet veel op met schepen zo dacht men. Omdat we met onze sleep
door het nauwe gedeelte van het Houston Ship Channel moesten met een aantal bijna haakse
bochtjes, zou het overige scheepvaart verkeer stil gelegd worden op de dag van vertrek, daar had de
US Coastguard, die dat regelde, vier dagen notice voor nodig, terecht ook wel, want de adressen lijst
van de te informeren en betrokken instanties besloeg twee A4tjes, en hield onder andere in dat heel
wat verschepers en ontvangers hun logistiek moesten aanpassen. Uiteindelijk hadden ze na veel
wikken en wegen de 13e voor vertrek geprikt, daar waren we niet echt blij mee, want dat was nog op
een vrijdag ook, en misschien wel gelukkig werkte het weer niet mee om op die dag te kunnen
vertrekken. Uiteindelijk werd het zondag de 15e, en stonden we, ter hoogte van de kade waar we aan
gemeerd hadden gelegen, net na zevenen in de ochtend vast, zo kort mogelijk, dat om zonder
toestanden de nauwe stukken en bochten te kunnen nemen. Alles verliep bijzonder voorspoedig, en
liepen we op ons gemak bijna 7 mijl per uur door ook de relatief nauwe stukken en de bochten in het
kanaal, hetgeen goed uit kwam, want zo konden we 8 uur na vertrek net na de breakwaters met
daglicht ons sleep spul echt op tuigen met een voorloop en een rekker ertussen. Inmiddels, maandag
de 16e, staan we op lengte, en schuifelen we met een goeie 9 mijl per uur richting de noord van
Yucatan op zoek naar een leuke plek om de Carieb te verlaten, kijken of we de speed er in kunnen
houden, dat zou niet gek zijn natuurlijk. Nou voorlopig was het dat weer voor nu, en kom ik wel weer in
de lucht wanneer er wat leuks te melden is. Oh ja, onze sleep was de Stolt Spirit, nu alleen maar
Spirit, onder Mongoolse registratie, is 167 meter lang en bijna 28 breed en is bestemd voor het wel
bekende strand te Alang India. (Bron: Kapitein Smitwijs Rotterdam)
Ocean Hercules Reports from Kemaman (Malaysia)
De Ocean Hercules, momenteel ten anker bij Kemaman na lossen en offhire survey naar Spore voor
ste
dokken, ETA 21 Na dokken nog niets bekend. Hier ook nog even een lijstje van enkele schepen die
momenteel werkzaam zijn vanuit Kemaman: Seacor Rover; Seacor Achiever; Dea Sound; Arafura
2000; Ena Emperor; Ena Supply 1; Setia Gahgah; Setia Handal; Smit Belait; Sidney Tide 2; Osa
Victor; Los Tundan; Pacific Navigator; Petronas Supply 2; Los Andari 1. (Bron: Kapitein Ocean
Hercules)
Pride of America
Bergingsmaatschappij Smit Salvage uit Rotterdam heeft in Bremerhaven het Noorse cruiseschip Pride
of America, dat vorige maand tijdens een zware storm gedeeltelijk zonk, vlot gekregen. Het in anbouw
zijnde schip, dat veertien graden naar stuurboord overhelde, had water gemaakt en was op de bodem
van de haven terechtgekomen. Drie dekken stonden onder water. Smit heeft afgelopen weekeinde het
schip binnen twintig uur drooggepompt en vervolgens naar een droogdok van de Lloyd Werft gesleept
waar het wordt afgebouwd. De Pride of America heeft een lengte van 280 meter. Het kan ruim 2200
passagiers vervoeren. (Bron: RTV Rijnmond)
"Rocknes" to be rebuilt
The bulk carrier "Rocknes" which capsized south of Bergen on January 19th, with the loss of 18 lives,
will be righted and refurbished, according to information director Per Inge Hjertaker of the Jebsen
Management, which operated the ship. -We will now try to righten the ship in its present location, and
we estimate that this operation will take six to eight weeks to complete, Hjertaker says. Both the
insurance company and the maritime experts believe the ship is in fairly good condition, and can be
saved and rebuilt. However, the divers who spent several days searching for the missing seamen
inside the wreck, said Wednesday that the interior of the ship was badly damaged. (Bron: Norwaypost)
HOS Reports 4Q
OSV Segment
The company took delivery of three newly constructed, new generation OSVs on March 17, June 19,
and September 17, 2003, respectively, and purchased a total of six additional new generation OSVs,
with five vessels acquired on June 26, 2003 and one vessel on August 6, 2003. The increase in fourth
quarter 2003 revenues over the prior year quarter was comprised primarily of incremental revenue
from these newly constructed and acquired vessels. The increase in operating costs and depreciation
expense for the OSV segment was primarily related to the incremental quarter-over-quarter
contribution of the nine vessels added to the OSV fleet.
Tug and Tank Barge Segment
Revenues in the fourth quarter of 2003 were up slightly from the same period in 2002. The decrease in
the fourth quarter 2003 operating margin over the year ago quarter resulted primarily from increased
drydocking amortization related to vessels recertified during the first nine months of 2003, and roughly
80 more days of drydocking-related downtime during the fourth quarter of 2003. Todd Hornbeck,
President and CEO, commented, “Our OSV segment continued to perform well, achieving above
industry average utilization and day rates, despite soft market conditions that kept pressure on
margins. While we have not yet seen a significant upturn in Gulf of Mexico OSV activity, we are
encouraged that several operators are moving forward with large development projects in the Gulf and
in several other key producing areas worldwide.” Hornbeck added, “In our tug and tank barge
segment, the increase in revenue reflected the expected seasonal upturn in demand in the latter part
of the quarter. However, margins were lower due to increased drydocking activity. Seasonal factors
continue to positively impact results for our tug and tank barge segment, particularly as January 2004
was the coldest in the Northeast since 1977.”
Delivery of 240 ED class HOS Silverstar
In late January 2004, Hornbeck took delivery of the HOS Silverstar, the Company’s fourth 240 ED
class OSV, and commenced testing of the enhanced vessel modifications it elected to make in
December 2003. The HOS Silverstar is being placed into service in the second half of February 2004.
Five Missing in Mississippi River Ship Collision
Sat February 21, 2004 03:06 PM ET Houston (Reuters) - U.S. Coast Guard crews searched on
Saturday for five crewmembers missing after their offshore supply vessel collided with a container ship
and sank near the mouth of the Mississippi River in southeastern Louisiana. Coast Guard Petty Officer
Jonathan McCool said rescuers found life rings and a lifeboat from the 178-foot (54-meter) Lee III, but
no sign of the crew.
The downriver-bound Lee III and upriver-bound 534-foot (163-meter) Zim Mexico III collided at about
5:20 a.m. CST (6:20 EST/1120 GMT), McCool said. "The cause of the accident is under investigation,"
he said. The collision caused the Coast Guard to close all shipping traffic at a location called the
Southwest Pass, the main entrance for deep-draft vessels into the Mississippi from the Gulf of Mexico,
McCool said. He said he did not know how many vessels were backed up waiting to go through the
river pass. The Zim Mexico III, which reported minor damage and no injuries, is owned by B. Rickmers
GMBH Cie. and operated by Zim American Israeli Shipping Co., McCool said. The Lee III is owned by
Ocean Runner Inc. in Galveston, Texas, he said. (Bron: Reuters)
5e jaargang, nr. 9
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Nieuwe Motoren
De duwsleepboot Broedertrouw XV (23.09671) van Van der Wees Watertransporten BV uit
Dordrecht werd bij Dolderman voorzien van een nieuwe Caterpillar 3412 Dita van 730 pk. Zij werd in
1956 gebouwd bij de Haas in Maassluis (bouwnummer 97) als Mabi 14 van Maatschappij Binnenvaart
(Mabi) uit Rotterdam. In 1976 werd ze verkocht aan Sleepdienst Broedertrouw uit Zwijndrecht en
omgedoopt in Broedertrouw 15, in 1988 werd ze omgebouwd voor de duwvaart. Bij de bouw was ze
uitgerust met 400 pk MWM die in 1978 is vervangen door een 527 pk Caterpillar. (Bron: Schuttevaer)
Gesloopt
De duwsleepboot Mariëlle (23.01992) van Kramer Duwsleepbootbedrijf uit Urk is gesloopt. Zij werd in
1921 gebouwd bij Roorda in Sliedrecht, als Stern III voor S Kliphuis uit Amsterdam (later Groningen).
Zij was toen uitgerust met 90 pk Berkel, die in 1949 bij Roorda werd vervangen door 240 pk Industrie.
In 1955 werd ze verkocht aan P.Koenen uit Monnickendam die haar vernoemde in Clara, daarna voer
ze van 1987 tot 1988 ook als Clara bij A.Tinnemans uit Maasbracht van 1988 tot 1989 als Toro bij
P.Leemans uit Maasbracht. In 1989 werd ze eigendom van H.v.d.Dool uit Maasbracht, die in mei 1990
bij Maassen in Maasbracht een 370 pk GM liet inbouwen en haar omdoopte in Antarcitica. Met
dezelfde naam voer ze voorts vanaf 1995 bij L.L.de Waardt uit Maasbracht, die haar in 1998 verkocht
aan Kramer uit Urk. In 2001 werd de 370 pk GM vervangen door 400 pk Detroit. (Bron: Schuttevaer)
Vlet VLB 2 voldoet aan ADNR-eisen
De IVW-divisie scheepvaart heeft onlangs de nieuwe vastmaakvlet VLB 2 van de Vlissingse
Bootliedenwacht (VLB) gecertificeerd voor volledig ADNR. De vlet is het eerste kleine vaartuig dat
volgens de nieuwe geherstructueerde ADNR-richtlijnen is gekeurd. De VLB wil dat de grotere
vastmaakboten voldoen aan volledig ADNR. Zelf vervoeren ze geen gevaarlijke stoffen, maar ze
moeten wel olie- en producttankers afmeren en komen dus regelmatig langzij. De nieuwe vlet heeft
een stuurhut met overdruk. Bij een gasalarm wordt alle apparatuur die niet aan beschermingsklasse
IP55 voldoet of beperkt explosief veilig is, uitgeschakeld. Dit geldt onder meer voor radarbeeldscherm,
marifoon, VHF-radio. Deze zijn niet in IP55-uitvoering leverbaar. In de machinekamer is de
electromotor van de hydraulische noodstuurpomp IP55 uitgevoerd. Hetzelfde geldt voor de
alarmschakelaars op de motor en koppeling. Bij de bouw van de vlet is ook aan het milieu gedacht. Zo
worden schroefas en roerkoningen gesmeerd met vet op teflonbasis, wat een kwart minder
vertgebruik oplevert. Bovendien hebben de schroefaskoker en hennegatskokers een vetretoursysteem
met centraal opvang reservoir. Het kraanwater en toiletspoelingen worden verzameld in een
zwartwatertank, de afgewerkte motorkeerkoppeling- en hydrauliekolie in een vuilolietank. De VLB 2 is
een rondspantvlet van 12,75 x 4,10 mtr. In de machinekamer staat een 379 pk MAN D-2866 LXE40
diesel en een twindisc MG 5114 reductiekeerkoppeling. (Bron: Schuttevaer)
Tug Manitou Testing water
02/16 The tug Manitou has been working in lower Lake St. Clair for over a week taking water samples.
The tug is working from Windsor and moving up to lower Lake St. Clair to take water samples. The
water samples are being tested for chemicals after last week's chemical spill in the St. Clair River. The
samples are taken above the Detroit River where there are a number of city water intakes that are
used to provide drinking water for much of the region. (Bron: Jan van der Doe)
Workboat Report
02/21 A report from the Dominion Shipyard on the East Branch of the Elizabeth River in Norfolk,
Virginia finds several vessels with Great Lakes connections. The Cleveland-based YTB tug
Menominee and LT tug Salerno are in storage, as is the YP 671, a Sturgeon Bay-built wooden patrol
boat. The 671 had sunk last month and was raised by Dominion. She is powered by twin 12-71
Detroits. Recently stripped by Dominion Marine are the scrap tugs Vincent Turecamo, Kings Point,
Georgia Moran (Lambert Point (2) – 86; Barbara Moran (1) – 69) 1750/49; and fish boat Lady Dee.
Several more are in the yard awaiting their fate. (Bron: Jan van der Doe)
Container ship Canada Senator towed to Quebec City
02/22 The Liberian Flagged Canada Senator (Senator Lines) en route to Montreal from the French
Mediterranean port of Fos sur Mer, experienced serious engine problems early last week as it entered
the Lower St. Lawrence River. Two powerful Groupe Ocean tugs were dispatched to rendezvous with
the Canada Senator. First, the Tug Ocean Fox Trot met the crippled ship off Rimouski and was later
joined near the entrance of the Saguenay River (Ile Blanche-White Island reef) by the Ocean Delta to
assist in towing the Canada Senator ''deadship'' to Quebec City. The CCGS icebreaker George R
Pearkes stationed in the Saguenay River escorted the tugs and ship to Quebec City as heavy ice floes
were present in the area. The CCGS Pierre Radisson took over once in the Quebec City area. The
Canada Senator finally docked in Quebec City at the Anse-aux-Foulons Terminal late on the afternoon
of February 17. It was found that serious problems relating to the main engine were the result of faulty
lubrication pumps. Ship authorities in consultation with Canadian Coast Guard officials in Quebec City
mainly Ice Operations had first projected to tow the Canada Senator ''deadship'' to Montreal to off-load
its containers and proceed with the required repairs. A tentative departure was planned for Thursday
noon (Feb 19) but severe ice conditions observed between Grondines and Quebec City represented a
hazard for the tow to proceed safely to Montreal. It was finally decided that the repairs would be
performed in Quebec City. It is unknown when the Canada Senator will sail solo to Montreal harbor to
deliver its cargo of containers. Repairs are expected to take several days. (Bron: Jan van der Doe)
McKeil Work Boat’s
The ferry Ongiara, which has been iced in for several weeks, will resume service Monday when McKeil
Work Boats' harbor tugs will break a channel to the island. Island residents have been bussed across
the runways at the island airport and have been using the airport ferry Maple City since the harbor iced
over. (Bron: Art Church)
Mississippi River closed second day, blocking traffic including cruise ships
By Associated Press Sunday, February 22, 2004 New Orleans - The entrance to the Mississippi River
was closed to large oceangoing ships - including major cruise ships - for a second day Sunday while
teams searched for the crew of a supply boat that sank after colliding with a container ship. The 178foot offshore supply boat Lee III sank early Saturday and blocked the Southwest Pass, seven miles
south of Pilottown, the only channel into the river that can be used by oceangoing vessels. Searchers
on boats and in aircraft looked for the missing crew members while Navy salvage divers examined the
damage to help investigators learn what caused the wreck. Commercial divers were on their way to
look inside the partially submerged hull of the Lee III for its crew, Coast Guard Petty Officer Jonathan
McCool said Sunday. About 40 ships were backed up, including at least three large cruise ships,
McCool said. Two had been scheduled to dock at New Orleans on Sunday, but were waiting in the
Gulf of Mexico. A third was stuck at its dock in New Orleans. It was the first time in more than 50 years
that a vessel large enough to block the Southwest Pass sank in the channel, Gary LaGrange,
executive director of the Port of New Orleans, told The Times-Picayune. Coast Guard officials told the
newspaper it could be Wednesday before the vessel is raised. The river from New Orleans to the Gulf
of Mexico was first closed Thursday when a Chinese freighter hit a moored oil tanker at Norco, 30
miles west of New Orleans, puncturing its fuel tanks and spilling 22,000 gallons of oil. The tanker's
cargo tanks remained intact. The Coast Guard reopened the river Friday afternoon, but had to close it
again Saturday after the Lee III and the 534-foot container ship Zim Mexico III collided in fog. The
container ship's crew reported damage near the bow but no injuries. The Lee III is one of six vessels
owned by Ocean Runner Inc., an offshore supply boat company based in Houston. The Zim Mexico III
is registered in Antigua and Barbuda, owned by B. Rickmers GMBH Cie., and operated by Zim
American Israeli Shipping Co., McCool said. (Bron: Associated Press)
World’s Largest Dry Transport Vessel Delivered
2/23/04 Heavy transport shipping company Dockwise Shipping B.V. took delivery of the M/V Blue
Marlin after her conversion into the world's largest semi-submersible heavy transport vessel able to
carry heavy cargoes up to 73,000 tons. After a conversion of 3 months at the Hyundai Mipo Dockyard
in Ulsan, South Korea the heavy transport vessel Blue Marlin has re-joined the Dockwise fleet with an
increased deadweight capacity of 76,061 tons. The beam has been increased by 21 m, which results
in an increased unobstructed deck area of 11,227 sq. m (63 m wide x 178.2 m long). The propulsion
system of the vessel has been upgraded and extended with 2 Azimuth retractable propulsors of 4.5
MW each to provide optimum manoeuvrability and seagoing characteristics while carrying ultra large
cargoes. With this conversion Dockwise responds to the continuing scale development in especially
floating production units for the offshore oil and gas industry. The jumboized Blue Marlin will create the
next phase in the transportation of fully integrated, heavier and ultra large floating production and
drilling platforms up to 73,000 tons in weight. These units are preferably built fully integrated in order to
limit hook up and commissioning at the offshore location as much as possible. The Blue Marlin
enables oil companies to optimize the building of these ultra large units regardless of the
transportation distance from the fabrication site to the final destination. The first commitment for the
Blue Marlin in this top segment of the heavy transport market has already been made. In the summer
of 2004 the Blue Marlin will transport an ultra large and heavy semi-submersible Production Drilling
and Quarters unit with a length of 163.80 m, a width of 125.89 m, a height of 129.1 m and a weight of
approx. 60,000 tons. In addition the new vessel will be able to transport and dry-dock even larger
semi-submersible and jack-up drilling rigs than have been possible in the past. (Bron: Marinelink)
De Hong te Curacao
In het afgelopen weekend van 21/22 februari is de sleepboot "De Hong" te Curacao gearriveerd met
het Rig (New) "Pride Rio De Janairo "uit Portland-Maine (USA). Het rig moet later naar Brazil gesleept
worden, door wie en wanneer is onbekend. Het rig is van Petrodrill. Het rig ligt nu in een v/d baaien
van Curacao op de boeien. (Bron: John Smit)
Keppel Offshore & Marine secures OSV Contracts
2/24/04 Keppel Offshore & Marine Ltd (Keppel O&M) has secured a total of S$172 million worth of
contracts through its wholly owned subsidiaries, Keppel Singmarine Ltd and AMFELS in USA. Keppel
Singmarine, a specialized shipbuilder, will build four Anchor Handling Tug/ Supply (AHTS) vessels for
European based company, Groupe Bourbon and four harbor tugs for Keppel Smit Towage. Deliveries
of the eight vessels are slated progressively between the third quarter of 2004 and first quarter 2006.
With these contracts, Keppel Singmarine has a current order book of 20 vessels, effectively
positioning the Company as a leading builder of offshore support vessels in the world. The company
has built more than 300 vessels since the early 1970s. “These are contracts from our repeat
customers. Our track record for on time deliveries of products and services has earned us the trust
and satisfaction of these regular customers,” Said Charles Foo, Chairman of Keppel Singmarine.
“Coupled with our excellent Health, Safety and Environment record, we are poised to be a provider of
choice to our worldwide clientele.” Groupe Bourbon has a fleet of over 200 vessels offering clients
customised services in offshore oilfields, in towage and assistance services and in dry bulk transport.
Keppel Smit Towage is a joint venture between Keppel and Smit International Singapore. The
company operates a complete spectrum of towage, and support services. Meanwhile, Keppel O&M’s
yard in the United States, AMFELS, won a contract to upgrade a jackup rig for repeat customer,
ENSCO Offshore Company (ENSCO). Scheduled for delivery in the fourth quarter of 2004, Ensco 68
will be converted from a slot to cantilever jackup rig, with leg extension and capability enhancement.
ENSCO, headquartered in Dallas, Texas, provides contract drilling services to the international
petroleum industry. (Bron: Marinelink)
Rescue Over, Salvage to Begin
The U.S. Coast Guard has concluded its search for five crewmen missing since their offshore
supply vessel sank near Pilottown, La., Saturday, and is, as of Tuesday, February 24, overseeing
recovery and salvage operations to safely remove the vessel from the Southwest Pass. The Coast
Guard called off its search and rescue efforts at about 5 p.m. after a final search of the area failed to
locate any survivors. Coast Guard assets have been continuously involved in the search since they
arrived at the scene of the accident at 6:30 a.m. Saturday, February 21. Also assisting in the search
were personnel and resources from Plaquemines Parish, the New Orleans Port Authority, the La.
Dept. of Fish and Wildlife and the U.S. Navy. Coast Guard personnel are working around-the-clock to
oversee the safe re-opening of the Southwest Pass. A salvage plan from Bisso Marine was submitted
to and approved by Coast Guard Marine Safety Office New Orleans Sunday afternoon. "The Coast
Guard is working closely with the owners of the LEE III and Bisso Marine Company, Inc., the company
that has the contract for recovery and salvage operations. This is an extremely challenging operation
given the size of the vessel and high water levels on the Mississippi River," said Capt. Ron Branch,
commanding officer of the Coast Guard's Marine Safety Office and Captain of the Port in New
Orleans. "Safety of the people on scene is paramount. Many people have been working around-theclock putting this operation together. Every effort is being made to complete the recovery and salvage
operations and re-open the river to maritime traffic in a timely and safe manner." Listed below are
some of the details on the ongoing recovery and salvage operations: Contracted dive operations
started at about 7:30 a.m. today and focused on victim recovery and securing the Lee III for salvage. ·
A salvage technical consultant from the U.S. Navy is en route from Washington, D.C., to assist the
MSO and will arrive on scene today. The Capt W A Bisso Jr and the Little Joe, both dive support
vessels are on scene, along with 10 divers and numerous support personnel to conduct around-theclock salvage operations. The Lili Bisso, the Cappy Bisso and the Boaz, all heavy-lift equipment
barges, are due to arrive tonight or early Tuesday morning. Environmental cleanup contractors have
recovered 630 gallons of fuel oil. About 30,000 gallons of fuel was reported to be aboard the Lee III.
(MEDIA NOTE: earlier reports of 5,000 gallons being recovered were inaccurate. The correct amount
is 630 gallons). 1,000 feet of hard boom, 5,000 feet of sorbent boom, six work boats, three skimmers
and 25 personnel from Environmental Safety & Health, an oil clean-up contracting company, are on
2/24/04
scene to clean up the lost fuel. MSO New Orleans personnel are on scene to help coordinate the
recovery and salvage operations. There are currently 32 deep-draft vessels waiting to enter the
Southwest Pass and 25 waiting to depart. Once the river re-opens, the MSO and its Vessel Traffic
Center will work with pilots to develop a plan to coordinate the safe transit of all maritime traffic in and
out of the Southwest Pass. According to the state river pilots, by midnight tonight approximately 43
deep-draft vessels will be waiting to enter the Southwest Pass and 45 will be waiting to depart. The
Coast Guard Cutter Pompano, an 87-foot patrol boat from Gulfport, Miss., and a rescue helicopter
from Coast Guard Air Station New Orleans were on scene earlier today in the effort to find the missing
crewmembers. The 178-foot offshore supply vessel Lee III sank soon after it and the Zim Mexico III, a
534-foot Antiguan-flagged cargo ship, collided at about 5:20 a.m. Saturday in the Mississippi Delta,
about 60 miles south of New Orleans. The cause of the accident remains under investigation by the
U.S. Coast Guard. (Bron: Marinelink)
Stantug for Smit Gabon
Vandaag, 26 februari 2004, heeft Smit een contract getekend met Damen Gorinchem voor de bouw
van een stantug type 3509. De nieuwe sleepboot valt onder Smit Terminals en wordt ingezet te
Gabon. Zij is een verlengde Stantug type 2509. Dit nieuwe type stantug heeft een verlengd achterdek.
Zij komt hierdoor beter tot haar recht als een terminal tug. Een naam voor deze nieuwe aanwinst voor
Smit is nog niet gegeven. In een eerdere S & O editie werd melding gemaakt dat de Vikingbank voor 5
jaar vertrekt naar Gabon voor een charter bij TotalFina, dit gaat nu niet door en dit wordt nu dus
ingevuld door deze nieuwe aanwinst. De Vikingbank vertrekt na de dokking richting de West. (Bron:
Smit)
Vijftien Nieuwe ISU-Leden
Het besluit van de International Salvage Union (ISU) om vanaf 1 januari 2004 voor het eerst ook
andere organisaties dn alleen professionele bergers als lid toe te laten, heeft tot nu toe vijftien nieuwe
leden opgeleverd. Hieronder bevinden zich prominente organisaties als Intertanko, Intercargo en
Bimco. ISU-voorzitter Joop Timmermans toont zich zeer tevreden. ‘Vorig jaar september hadden wij
aangekondigd dat wij ook andersoortige organisaties als geassocieerd lid zouden toelaten. Het is veel
belovend hoe groot de animo is om zich bij ons aan te sluiten. Dit jaar willen wij graag zo’n dertig
geassocieerde leden werven’. Een geassioceerd lidmaatschap van de ISU is mogelijk voor alle
bedrijven, instanties of organisaties die een belang hebben bij effectieve aanpak van
scheepsongevallen en voorkoming van morsingen op zee. Het kan gaan om verzekeraars,
advocatenkantoren, havenautoriteiten, reders, scheepsmanagers en overheden. Op 17 maart worden
de nieuwe leden op een speciale ISU-bijeenkomst ingewijd. Hierbij voeren ook vertegenwoordigers
van Intertanko en Bimco het woord. Andere aanmelders zijn London Offshore Consultants, Mitsui
O.S.K. Lines en het Britse ministerie van Defensie. Uit Nederland hebben zich MSC International
Marine Services en D.Touw Expertise- en Ingenieursbureau aangemeld. (Bron: Schuttevaer)
5e jaargang, nr. 10
___________________________________________________________________
Delta II
Afgelopen week, 2 maart, is de ponton Delta II, voorheen Takmarine en nu Smit Maritime Contractors
gebouwd te Fos sur Mer, vanuit de zeevaart onder gebracht in de binnenvaart. Het zeevaart
brandmerk is doorgehaald en een nieuw binnenvaart brandmerk 26547 BR 2004 aangebracht.
Bamse
De sleepboot Bamse 370 GT IMO 8406157 BJ 1985 is vernoemd, de nieuwe naam Bamse Tug
Roepletters OXMI2 Deense vlag thuishaven Kobenhavn. Onbekend is wanneer zij werd vernoemd.
(Bron: Klaas van Belzen)
Oliver Felix verkocht.
General Marine Towing Ltd., Londen heeft eind vorig jaar de Oliver Felix (ex. Polgarth-90) verkocht
aan M. Baker, Southampton. (Bron: Lawrence Amboldt)
Chief
Paul & Julian Branford heeft vorig maand de Chief (ex. Filip, 550 apk 72 brt. 1930) verkocht aan John
Evelegh (Griffin Towage & Service) eveneens te Southampton. (Bron: Lawrence Amboldt)
Verhuizing standplaats
De Abeille Antifer zal naar Duinkerke verhuizen. Daarvoor gaat een van haar zussen zonder
brandblusintallatie naar Le Havre. (Bron: Lawrence Amboldt)
Sleper naar Afrika
De PITOA (ex. Puissant-04) zal gisteren vanuit Duinkerken vertrokken zijn naar Saint Nazaire om van
daar een sleepboot (de BRÉHAT of de GROIX) op sleep mee te nemen naar Afrika. (Bron: Lawrence
Amboldt)
Nieuwbouw
De nieuwe duwboot VAL D'ARMOR (3xCaterpillar van knap 3000 apk) is eerder dit jaar opgeleverd
aan Compagnie Ligerienne de Transport, Nantes. (Bron: Lawrence Amboldt)
Sloop
De duwboot VAILLANT (2x600 apk, 1961) van Compagnie Fluviale de Transport, le Havre werd te Le
Trait gesloopt. (Bron: Lawrence Amboldt)
SmitWijs Rotterdam Reports on towing Spirit
Het is al weer twee weken geleden dat de Smitwijs Rotterdam in de lucht was, de tijd is ongemerkt
snel gegaan na vertrek uit Houston, en zo is ook onze snelheid met de ex Stolt Spirit snel, bizar op
sommige stukken zelfs, maar dat is in ieder geval iets waar we dan niet bepaald ongelukkig mee zijn.
Na dat we uit Houston waren vertrokken en de golf van Mexico hadden overgestoken, de route door
het Yucatan kanaal gekozen om zo the Caraibische zee in te stomen, daarna zuid van Grand Cayman
en Jamaica gepasserd, en vandaar de loxodroom tussen S Lucia en S Vincent van de bovenwindse
eilanden getrokken, geen verkeerde route zo bleek toen de weer kaartjes frontale systemen lieten zien
op de meer noordelijke route boven Cuba langs, en hoewel de passaat zich dan wel iedere dag liet
voelen, konden we de snelheid er goed in houden, tot soms boven de 10 mijl per uur over gedeeltes
van de dag. Afgelopen vrijdag, vroeg in de morgen, passeerden we tussen S Lucia en S Vincent om
daarna zuid van Barbados te sturen dat we in de avond van die dag reeds hadden gepasseerd.
Momenteel, het is zondag avond de 29ste, bevinden we ons 220 mijl NNE van Kaaimanshoofd op de
grens van Suriname en Frans Guiana, en sturen koers 118 richting een positie NE van Cabo
Calcanhar Brazilie, van waar uit we via de groot cirkel naar de zuid kant van de Agulhas bank zullen
stomen, dat lijkt allemaal nog een eid weg, maar wanneer we onze gemiddelde snelheid van sinds
vertrek een dikke 8 mijl er in kunnen houden dan telt de maand snel af, en hopen we voor het einde
van maart bij Durban voor de deur te liggen om daar te gaan bunkeren, en af te lossen, want zit daar
de tijd van een aantal van ons er al weer op. Het weer is momenteel, na een aantal toch wel winderige
dagen aardig opgeknapt, en ook dat is niet verkeerd, want met onze huidige snelheid werd de door de
wind gedreven zee relatief net iets te kort om echt plezierig te zijn, verder wordt het iedere dag wat
warmer naarmate we de zuid in komen en steeds dichter bij de declinatie van de zon die met de
middag nu al rond de 65 graden meet, zaterdag hopen we dan de equator te passeren, en circuleren
de geruchten reeds dat ook Neptunus onze voortgang bij houd, dus opgelet voor degen aan boord die
de linie nog niet eerder gepasseerd hebben. Nou, het is 22:00 uur op een zondag avond, dus maar
even een bakje doen op de brugvleugel en even weg dromen bij een momenteel enorm heldere
sterrenhemel, en schrijf ik dan binnenkort nog wel weer een stukje. (Bron:Kapitein Smitwijs
Rotterdam)
Dutch Pioneer BV
Van der Wees heeft eind 2003 een nieuwe B.V. opgericht en daarin de van Hubregtse aangekochte
sleepboot Dutch Pioneer ingebracht. De geregistreerde eigenaar is Dutch Pioneer B.V. te Dordrecht.
(Bron: Frits van der Hoek)
K.Damen bouwpakketten
Door Shipyard K. Damen zullen bouwpakketen worden geleverd voor een pilot tender en twee
mooring launches en uiteindelijk gebouwd worden in Egypte. Opdrachtgever is Svitzer Wijsmuller
Egypte. (Bron: Frits van der Hoek)
Two more tugs underway at Washburn & Doughty
It seems like Washburn & Doughty Associates Inc. has a regular assembly line for its 92-foot tugs. In
January, the East Boothbay, Maine, shipyard was busy building another pair of 92-footers. One is the
Independent for Tampa Tugs Two in Tampa, Fla. The new tug is scheduled for delivery in the spring.
“This is the first tug we've delivered to this company. It will be used for shipdocking and handling,” said
Katie Doughty, marketing manager at the yard. The second tug under construction is the James R.
Moran, which is scheduled for an early summer delivery. When delivered, the James R. will be the
10th 92-foot tug for Moran Towing Corp. and the 14th 92-footer designed and built by Washburn &
Doughty. The ninth tug for Moran Towing was the Kaye E. Moran, which was delivered Dec. 19. The
James R. and the Kaye E. are sisterships, and both will assist LNG tankers that call at the Dominion
Cove Point, Md., LNG terminal on Chesapeake Bay. The 92' ´ 32' ´ 13'9' Kaye E. Moran has winches
fore and aft for working the tankers. On the bow is a Markey DYS-42 hawser winch and a Markey
DYSS-24 winch for towing is on the stern. Up forward there is also a Markey CEP-40 electric warping
capstan. Tugs working LNG tankers have to be able to throw out a lot of water and foam in a hurry,
and the Kaye E. Moran has that ability. With a pair of monitors, a deluge system and the ability to work
a fire for a minimum of 24 hours, the tug meets Firefighting (FiFi) 1 classification standards. The two
electrically powered Skum monitors can be controlled from the pilothouse or at the monitors. They
each have a capacity of 5,280 gpm and a range of 394 feet. There are also eight fire stations on the
main deck. The pumping system includes a pair of 900-hp Caterpillar 3412C diesels and two Nijhuis
HGTFI-1-250.500 pumps. The main propulsion comes from two EMD-12-645F7B engines, each rated
at 2,550 hp at 900 rpm. The EMDs turn Rolls Royce 1650H Z-drives with 94" stainless-steel props.
The power package has an estimated bollard pull of 135,000 lbs. Since the Independent for Tampa
Tugs Two won't be working LNG ships, she doesn't need FiFi 1 capability and can get by on a pair of
Skum 1,500-gpm monitors with an Aurora 411 pump, which is powered by a Caterpillar 3406TA
diesel. The Independent will also pack 5,000 hp, provided by a pair of 2,500-hp 3516B Caterpillar
main engines connected to Rolls Royce 1650H Z-drives with 94" stainless-steel props. It will develop
an estimated 130,000 lbs. of bollard pull. (Bron: Jan van der Doe)
New ATB for BC's Island Tug & Barge
Island Tug & Barge Ltd., Vancouver, British Columbia, (not to be confused with Seattle-based Island
Tug & Barge) has begun regular runs of the Island Trader, its new articulated tug-barge (ATB),
between Vancouver and Puget Sound. With a capacity of 65,000 bbls., the 368' ´ 69' Island Trader is
the largest Canadian oil tank barge on the West Coast, almost twice as large as the second biggest,
the ITB 38, which carries 38,000 bbls. “This is our first articulated pin barge,” said Capt. Bob Shields,
Island Tug's president. “We've never had a barge large enough for a full pin system.” Built in
Shanghai, China, at Jinling Shipyards, the double-hull barge is an IMO-compliant, Transport Canada
Class A and ABS A1 oil tank barge built with 12 separate cargo tanks. It is expandable to 75,000 bbls.
It has four independent centrifugal pumps with a combined capability of 16,800 bbls. per hour. It was
designed and built to ice-strengthened Arctic Class A1 and has a draft shallow enough to operate in
the Beaufort Sea. The barge can also pass through the Great Lakes waterway's locks and canals. The
Island Trader arrived in Vancouver from China late last year pushed by the Island Monarch, a 136' ´
32', 3,000-hp tug. In the process, the Island Trader and Monarch became the first Intercon C-series
ATB and the first Intercon ATB to cross the Pacific Ocean. The Island Monarch was built in 1966 and
rebuilt in 1995. Pins for the Intercon system were added in 2003 after extensive work to convert it to
the pin-coupling system, including extensive tank testing at the BC Research towing tank. The
coupling system work took place at Allied Shipbuilders Ltd., Vancouver, with some electrical and
machinery work performed at Island Tug's facilities. Work at Allied included not only the installation of
the Intercon pins, but the addition of Nautican triple rudders, modification of the propellers and
widening of the upper wheelhouse. The electronics were also changed so the vessel could be used
worldwide. Crossing the Pacific provided a lengthy sea trial for the ATB. Shields said that the Intercon
system “worked great. It acted just like a ship.” He said Nautican rudders were installed to enable the
tug, with her relatively low horsepower, to turn the barge safely and quickly. The triple rudders were
extremely useful when bringing the Island Trader down the extremely crowded Wangpu River in China
and in keeping the ATB on course while crossing the Pacific Ocean. (Bron: Jan van der Doe)
Herakles (Finland)
Lloyds List Gothenburg, Mar 2 -- A barge loaded with coal, under tow by pusher tug Herakles (621 gt,
built 1967), is reported to be taking in water in near Uppland in rough winds. Herakles is also reporting
problems with one of its engines. A Finnish helicopter from Turku proceeded to assist and has
evacuated four crew members. Another four are still on board. The situation on board is critical, with
strong northerly winds of 30 metres per second. -- Westax Marine Services AB. London, Mar 2 -Following received from Gothenburg MRCC, timed 2214, UTC: All eight crew have now been
evacuated from pusher tug Herakles and are being taken to Mariehamn. The tug and barge are
believed to have grounded in approximately lat 60 30N, long 18 51E.
Lloyds List Stockholm, Mar 3 -- Pusher tug Herakles with barge, loaded with 13,600 tonnes coal, was
taking in water due to heavy winds outside Grundkallen. Vessel was on her way from Oxelosund to
Hudiksvall. All eight crew members were evacuated and are safe at Mariehamn's hospital. According
to the Swedish coastguard vessel has sunk outside Grundkallen, part of the pusher is sticking up over
water but the rest is under water. -- Lloyd's Agents.
Lloyds List Thursday March 04 2004 London, Mar 3 -- Following navigation warning broadcast at
0925, UTC, today: Tug and barge (pusher tug Herakles and barge Bulk) sunk in lat 60 29.6N, long 18
55.1E, south-east of Grundkallen light. Parts of the wrecks are spread out south of the light. Mariners
are advised to give wide berth and pass the area with caution. (Bron: Hans Hoffmann)
Bollinger Launches Innovative New OSV Hull
Bollinger’s latest is a new 191-ft. platform supply boat that meets all new regulatory requirements
including DPS1 and is under 200 ft. The New Generation BoTruc will be focused on supporting the
shelf activity in the US Gulf of Mexico. Bollinger Shipyards, Inc., Lockport, La., has added another new
design to its list of “less is more” offshore service vessels (OSV) that have cargo carrying capacities of
larger vessels without the added equipment, operational and maintenance costs to their owners or
operators. The design was developed in close cooperation with operator L & M Bo-Truc Rental Inc., of
Golden Meadow, La., who signed contracts for two of the new OSVs. The first hull was launched
February 6, 2004 and delivery of the first boat, Cheramie Botruc 38 is planned for June 2004, with
the second vessel, Cheramie Botruc 39, following in about three months thereafter. The latest is a
new 191-ft. platform supply boat that meets all new regulatory requirements including DPS1 and is
under 200 gt. Slotted between Bollinger’s new 166-ft. and 207-ft. supply vessels, the new 191-ft. boat
can be contrasted to 180-ft. and 185-ft. OSVs, which were considered “standards” for Gulf of Mexico
(GOM) service in the 1980’s and 1990’s. “By comparison,” said Danny Irby, executive vice president
new construction, of Bollinger, “the old 180s carried around 1,750 barrels of liquid mud and 3,500 cu.
ft. of dry mud. Our new 191 can carry 2,500 barrels of liquid mud and 4,800 cu. ft. of dry bulk mud.
The older boats usually carried around 500 tons of cargo on approximately 4,000 sq. ft. of aft deck
space. Our new boat can carry 900 long tons on her deck that has almost 5,000 sq. ft. of clear deck
cargo area.” He added that the older GOM standards carried around 61,000 gallons of fuel oil while
the new Bollinger design more than doubles that with a 125,000-gallon capacity. “That,” he said,
“gives the 191 more revenue time serving offshore installations and less time returning to base for
fuel.” In addition to being 191-ft. in length overall, the new boats will each have a beam of 46-ft. and a
15-ft. depth. Each will be powered by two Cummins KTA50-M2 diesel engines developing 1,600 bhp
each at 1,800 rpm. They will drive Nibral propellers through Twin Disc MG 5600 reduction gears with a
ratio of approximately 6:1. Eight other Cummins diesels will power two service generators, two
generator drives, an emergency generator, bow thruster and pump systems. Accommodations for 18
will be provided in seven cabins. The vessels are built in accordance with the rules of the American
Bureau of Shipping (ABS) and will be certified Maltese Cross A1, Maltese Cross AMS, DPS 1, Safety
Of Life At Sea (SOLAS) certificated and documented by the U. S. Coast Guard under subchaper L
0SV. Family owned and operated, L & M BoTruc Rental, Inc. (www.botruc.com ) is one of the largest
privately held supply boat companies in the Gulf of Mexico market with 16 vessels from 166-ft to 235ft. (Bron: Marinelink)
3/4/04
Nieuwe bouwopdrachten voor Scheepswerf K. Damen
Scheepswerf K. Damen te Hardinxveld-Giessendam heeft voor het jaar 2004 nieuwe
scheepsbouwopdrachten geboekt. Twee afmeervletten, een containerschip en een sleepboot vullen
het orderboek. Alle schepen worden opgeleverd in 2005. Er is een opdracht ontvangen van de rederij
Svitzer Wijsmuller Egypt. Het gaat om de levering van twee veertien meter lange afmeervletten en
een 14.65 meter grote loodsboot (zie ook hierboven bouwpakketten). De ontwerpen voor de schepen
worden op de scheepswerf gemaakt en daar wordt ook gezorgd voor alle inkopen. Daarna worden de
schepen onder begeleiding van de Nederlandse werf op een Egyptische scheepswerf in elkaar gezet.
Tenslotte gaat Scheepswerf K. Damen in zee met de Duitse rederij Bugsier GmbH uit Hamburg. Op
27 februari tekenden de bedrijven een contract voor de levering van een sleepboot met een trekkracht
van 65 ton. De sleepboot is een ‘tractor’ tug en heeft een lengte van 30.60 meter en een breedte van
11.75 meter. De voortstuwing van deze sleepboot wordt verzorgd door twee hoofdmotoren met een
totaal vermogen van 4.050 kW (= 5.508 apk.) en twee roerpropeller-installaties. (Bron: De
Scheepvaartkrant)
Gegevens Yardno. 753 – Tractor Tug for Bugsier
Type of vessel:
Harbour assistance tractor tug
Main Particulars:
Length overall
Length w.l.
Breadth overall app.
Depth hull mld
Draft max.
Accommodation
Speed
Bollard pull
Classification
: 30.65 m.
: 28.90 m.
: 11.75 m.
: 4.05
m.
: 6.70
m.
:8
: 13 knots
: 65 tons
: Germanischer Lloyd
Deck Machinery:
One combined anchor- and mooring winch.
One towing winch
One towing hook
Propulsion:
Two main engines with a total output of 4050 kW.
Two rudder propeller installations.
West Venture Hit By a Supply Vessel
Smedvig, Monday, March 08, 2004. No persons were injured when the supply vessel Far Symphony
ran into semisub, West Venture, at three a.m. on Sunday March 7, 2004. The supply vessel caused
two holes in one of the columns of the rig above the water line as well as minor damages to the
column further down. The incident occurred when the supply vessel lost control when heading towards
the rig. No oil spill or leakage from the rig have been registered as a consequence of the collision.
West Venture will arrive at the CCB base outside Bergen today at own propulsion where Smedvig, the
Norwegian Maritime Directorate and DNV will appraise the damages. The West Venture was working
offshore Norway for Norsk Hydro at the time of the incident. (Bron:037\Rigzone)
Shipping Season Slowly Reawakens
03/08 After an unusually short winter rest, crews are beginning to report back to their various vessels
for spring fit-out. Inland Lakes Management cement carriers are already on the go, with the steamer
Alpena departing her Cleveland lay-up berth for her namesake port March 4. She was upbound at Port
Huron March 5 and arrived at Lafarge early on March 6 to take on cement. She departed by bound for
Milwaukee and S. Chicago. Jacklyn M/ Integrity left Milwaukee March 2 for Waukegan. By the 4th they
were headed down the Calumet River to load slag, then back to Waukegan, to off load. After that, they
will head for Muskegon, with the tug Barbara Andrie breaking ice at the Lafarge dock. The American
Republic is off and running on the winter shuttles, loading ore at the Cleveland Bulk Terminal for
transfer to ISG steel upriver. The CCGS Simcoe will begin opening the channel from Prescott, Ont., to
the Bay of Quinte March 8. This, along with the coast guard helicopter ferrying technicians to local
light stations, implies that the cement ships will start up soon. (Bron: Jan van der Doe)
Ice-Breaking Operations to Begin on St. Lawrence River
The Canadian Coast Guard will begin icebreaking operations on the St. Lawrence River’s main
channel between Prescott, Ont. and the Bay of Quinte during the week of March 8. The U.S. Coast
Guard is requesting cooperation from the communities along the St. Lawrence River during this
period. Ice fishermen, snowmobilers and other recreational users of the ice are strongly advised to
remain well clear of the icebreaker's tracks. Ice conditions in the vicinity of the tracks will be unstable
and very dangerous. Due to the recent warmer temperatures, the Coast Guard would also like to
remind everyone that ice conditions on all local waters may be unsafe. Those who choose to venture
onto the ice are reminded to use caution and take the necessary steps to protect themselves. They
suggest: Never go out on the ice alone. Leave detailed plans of your trip with friends or family. Carry a
cell phone or VHF radio. Always wear a life jacket. (Bron: Jan van der Doe)
Hier weer wat wetenswaardigheden aangaande de reis van de Smitwijs Rotterdam met de Spirit.
Inmiddels zijn we sinds het laatste bericht al weer een week opgeschoten, dat ook in de letterlijke zijn,
want de snelheid is er goed ingebleven, zodanig dat het af en toe tegenviel wanneer er 7.9/uur op de
meter stond vanwege wat wind, maar doorgaans kunnen we hoog in de 8 blijven besommen, met een
dikke 8 mijl per uur gemiddeld sinds vertrek uit Houston. Laatste week vermeldde ik dat we op
zaterdag de 6e de evenaar zouden passeren, maar dat werd dan toch zondag morgen de 7e toen
klokslag 04:00 uur de GPS de breedte als 00.00 aangaf. Hadden dagen regen achter de rug, maar
hoewel op afstand de buien zichtbaar bleven, konden Neptunus en zijn gevolg om 10:30 welkom
geheten worden op een zonovergoten achterdek alwaar het commando over het schip tijdelijk aan
zijne Majesteit werd overgedragen teneinde de ceremonie rond de doop van onze drie onervaren
zeebaren in gang te zetten. De Stuurman had even iets verkeerds gezegd een aantal dagen geleden,
hij was er al zat overheen geweest over die evenaar, maar werd nog niet eerder gedoopt, ja, dan roep
je iets over jezelf af natuurlijk, en net toen hij dacht dat het aan hem voorbij zou gaan, was het
Neptunus zelf die in de drukte van het moment nog een vierde kandidaat miste, die was dus al snel
gevonden en moest er toen ook nog aan geloven. Afijn, inmiddels zijn er weer vier nieuwe zeenamen
vergeven en in het grote boek genoteerd, en met een geringe koersverandering om een fikse regenbui
te ontwijken kon laat in de middag ook de BBQ droog blijven, al met al een geslaagde zondag op de
zuid Atlantische Oceaan. verder hebben we blijkbaar een rustige route uitgezocht, twee
tonijnenvissers is al wat we waargenomen hebben de afgelopen week, en waren ook wij voor hen
blijkbaar een verrassing toen we in onvervalst Brasso portugees werden opgeroepen, dat moet je dan
maar kunnen spreken, wij niet dus, en bleef de conversatie dus uit. Momenteel liggen we richting zuid
van de Agulhas bank, en wanneer we ons gemiddelde vast kunnen houden kunnen we zo rond het
einde van deze maand voor Durban liggen om daar te gaan bunkeren en-route naar Alang.
Verder is er niet echt veel te melden, na een aantal briezerige dagen hebben we nu de stilte te
pakken, een lichte Noord Oosten wind, en een lange deining uit dezelfde richting, rustig slingeren
dus, en dat is wel zo aangenaam. Voor iedereen de beste wensen van deze kant, en tot de volgende
keer. (Bron:Kapitein Smitwijs Rotterdam)
5e jaargang, nr. 11
dd. 21 Maart 2004
___________________________________________________________________
De Pitoa (ex. Puissant-04) is vorig week donderdag uit Duinkerken vertrokken om de Groix te La
Rochelle op te halen.
Cie. Fluviale de Transport, Le Havre heeft de te Duinkerken gestationeerde duwboot M P 2 (ex.
achterdeel van binnentankscheep Roxane, 340 apk, 1930) voor de sloop verkocht
Bij de Franse duwboot Noordzee van Mario Hochoud zijn vorig jaar de 2x365 apk Caterpillar
vervangen dor 2x550 apk Mitsubishi.
Volgens Jacques Carney zal de Abeille No.32 naar Dakar vertrekken en na de oplevering van de
Croisic zal de Hoedic van Saint Nazaire naar Brest verhuizen en daar de Abeille Iroise vervangen.
Shaima
Eind vorig jaar is de nieuwe mooring launch Shaima opgeleverd met thuishaven Tripoli. Lenght over
all:13 mtr, breadth moulded:4.80 mtr, depth moulded:2.53 mtr. Uitgerust met een Bos Detroit engine,
type S-60 141, 298 KW(400 BHP) 1800 omw/min. Twindisc Gear Type;MG 516DC,6,00-1.Propellor
Type:Helseth,3j120-1500 HSD fast. Nozzle Fast profil 19A, 1520 mm, Helseth.Becker-rudder,Type-SA900/100E.1. Deze launch is gebouwd bij Risnes Sonner AS in Noorwegen. (Bron: Hans de Groot)
Hier is de Smitwijs Rotterdam dan weer na alweer een week sinds het vorige bericht, de tijd gaat
ongemerkt snel, niet zo'n ramp natuurlijk, want zo schiet onze reis met de Spirit ook snel op. Voor dat
je aan zo'n reis begint met de voorbereidingen er omheen, lijken 8600 mijlen van Houston naar
Durban een heel eind, maar kijken we nu alweer tegen de laatste twee weken aan en hopen we aan
het einde van deze week al ter hoogte van Kaapstad onze positie te plotten. Gisteren, zaterdag de
13e, passeerden we Ascension eiland op zo'n 300 mijl ten zuidwesten ervan, en verwachten we tegen
de huidige voortgang woensdag de 17e St Helena op een kleine 200 mijl ten zuidwesten daarvan te
passeren. Wanneer je dan dat St Helena in de kaart ziet liggen, dan sta je er bijna als vanzelf bij stil
dat ze er destijds blijkbaar zeker van wilden zijn dat Napoleon Bonaparte niet meer terug kwam naar
Europa, iets wat hem vanaf Elba dan nog wel gelukt was, het lijkt niet meer dan een eenzame kluit in
een enorme plas water, hoewel, ook momenteel kent St Helena nog een bevolking van, volgens de
gegevens, zo'n 7000 zielen, maar zijn de middelen van transport heden ten dagen in ieder geval wat
toereikender dan op die 16e oktober in 1815 toen Napoleon er, door de Engelsen daar gebracht, aan
zijn verblijf begon, en hoe dan ook toch nog zijn naam verbonden zag aan een ondiepte van 105
meter ten west noord westen van Helena. Bonaparte seamount, niet echt ondiep die 105 meter, maar
relatief natuurlijk wel wanneer je ziet dat de dieptes er omheen de vier kilometer ruim overschrijden,
en al met al was het toch wel een plek die ook in die tijd niet echt uitgenodigd moet hebben om een
ontsnappingspoging te wagen, ook al was er dan wel verkeer naar toe en terug, want werd Napoleon
toch uiteindelijk nog terug gebracht naar Frankrijk in 1840, hoewel dan wel in overleden toestand.
Zo U leest, we schieten niet alleen zonnetjes en sterren, maar doen terloops ook nog wat aan
geschiedenis, temeer daar vanavond de sterren verscholen bleven achter een dik pak wolken, en de
zon zich de afgelopen dag ook maar mondjes maat heeft laten zien, wat we wel genoeg hebben
momenteel is een hele hoop regen in zware buien die een voortdurende wedstrijd lijken te lopen de
noordwest in op de passaat wind die wij recht op de kop hebben, en nog wel even zullen houden ook.
Stampen geblazen dus op de route die wij moeten volgen, ook geen ontkomen aan wanneer je die
kant op moet, en wanneer je er nog met meer dan 8 mijl per uur tegen in stoomt dan komt die regen
eigenlijk nog niet eens zo slecht uit, dat spoelt mooi het zout van het scheepje dat er door het
buiswater op achter blijft, elk nadeel heeft z'n voordeel, zullen we maar denken, en ook die uitspraak
is dan al bijna een stukje geschiedenis geworden. Verder is het een bijzonder stil traject, we zitten dan
ook behoorlijk ver uit de reguliere scheepvaart routes, en hebben we sinds het laatste bericht zeggen
en schrijven slechts een enkele bulkcarrier waargenomen die vanaf de Braziliaanse kust zijn weg
zocht naar de Kaap, afijn, wel erg stil, maar kunnen we in dit gebied in ieder geval de stroom tegen
aardig ontlopen die we dichter bij de Afrikaansse kust recht van voren in gehad zouden hebben, en
ondanks een straffe passaat wind op de kop, lopen we nog steeds in de pas van een gemiddelde
boven de 8 mijl per uur, en dat schiet in ieder geval lekker op. Tot in het begin van deze week
vormden we ook nog het transport voor een aantal fregat vogels die vanuit de ra in de voormast ons
groene dek hebben getracht wit te schilderen, hetgeen ze op wat heilige dagen na nog aardig gelukt is
ook, maar ook die hebben ons inmiddels verlaten, voor de vis onder de Braziliaanse kust
waarschijnlijk, kan ze geen ongelijk geven, want naarmate het water om ons heen in temperatuur
begint te zakken naarmate we meer om de zuid komen lijken ook de vliegende vissen en andere
tekenen van zeeleven te verdwijnen. We hebben, vermakelijk genoeg, een enthousiast aan boord die
het plan had opgevat om een vliegende vis op te zetten omdat ze hem anders thuis niet zouden
geloven dat er vliegende vissen bestaan, maakten we voor het avondeten de koelkast in de
messroom open om de opsnit te pakken, stond er pontificaal een vliegende vis vertikaal in een
literfles vol water in de deur, niet echt alledaags natuurlijk, maar, de reden bleek te zijn dat hij al een
tijdje in de zon aan dek had liggen bakken eer hij werd gevonden, en het koele water zou hem dan
weer in zijn originele staat teruggebracht moeten hebben, daar hebben we dus maar niet op gewacht
en het aanvankelijke enthousiasme maar in de kiem gesmoord door het danig vervormde stoffelijk
overschot, exclusief de plastic fles, terug aan de zee te schenken. Nou, dat was het weer voor
vandaag, de wacht zit er al weer bijna op terwijl de maan door de gebroken bewolking aan de kim
begint op te komen, een mooi moment om U allen de beste wensen van deze kant te doen toekomen,
en tot de volgende episode dan maar weer. (Bron: Kapitein SmitWijs Rotterdam)
New Voith Schneider Propeller (VSP) blades successfully tested on sea trials
With commissioning of the Norwegian Voith Water Tractor “Baut” of the Norwegian shipping company
Bukser og Berging, the improved characteristics of the new VSP blades were impressively
demonstrated in December 2003. The bollard pull could be improved by 9%, while the input power
remains unchanged. Measurements of the bollard pull were carried out under the supervision of the
Norwegian classification company DNV. Voith Schneider Propellers and especially Voith Water
Tractors (VWT) are renowned in marine circles for precise, efficient and safe ship assistance. The
VSP allows accurate, stepless and extremely swift thrust variations in accordance with XY
coordinates. In order to improve the hydrodynamic characteristics of the VSP even further, a new
generation of blades has been developed. The basis for the successful development is the numeric
simulation of the fluid dynamics (CFD = Computational Fluid Dynamics). The CFD method initially
serves to optimize the shape of the propeller blade; it also provides the exact loads for the structural
and mechanical optimization by using the Finite Element Method (FEM).
The new blade generation distinguishes itself by the following characteristics:
• Improved propeller blade profile
• Increased, uniform profile thickness across the entire blade length
• Reduced weight due to hollow drills
• Rectangular blade geometry with optimized end plates
Which hydrodynamic effects are associated with the new blade generation?
- Increased efficiency of VSP
- Improved hydrodynamic characteristics
- Increased ratio from lift to resistance
- Reduced vibrations and noise emission
The new VSP blades for the propeller size 36R6/255-2 represent an important step towards the further
improvement of the hydromechanics of Voith Schneider Propellers. For new propellers, the new
profiles will be standard; any further improvements can be realized with immediate effect. Detailed
information on the subject is available from the internet on
http://www.voithturbo.de/vt_en_pua_marine_fue_BladeDevelopm.htm
Website for Rocknes Salvage Established
A remarkable salvage operation is scheduled for this month in Norway. The capsized
166-meter-long vessel ‘Rocknes’ will be uprighted (parbuckled) by SMIT Salvage at the CCB yard in
Agotnes, Norway. The ‘Rocknes’ capsized and sank in a strait near Bergen, Norway on the 19th of
January 2004. In this tragic accident 18 crewmembers lost their lives. The salvage operation can be
followed from the newly opened website ROCKNESSALVAGE.COM. During the past weeks the
salvors have prepared the parbuckling of the vessel with a total weight of approximately 9000 tonnes.
The ‘Rocknes’ will be pulled into an upright position by use of winches and a hoisting barge. The use
of this method is extraordinary for a vessel of this size. Details like the development, background and
progress of the operation can be found on the new website. The initiators of the site are the Jebsens
Group, Gard AS and SMIT Salvage. The Jebsens Group is manager of the vessel, Gard is responsible
for its insurance and SMIT Salvage leads the salvage operation. For more information please visit
WWW.ROCKNESSALVAGE.COM
3/16/04 9:40:11 AM
SMIT Wins Bow Mariner Salvage Contract
SMIT Salvage was contracted to assist in locating the missing 18 seamen of the
sunken tanker ‘Bow Mariner’ in the U.S. SMIT will deploy an ROV (Remotely Operated Vehicle) and
3/15/04 7:01:44 AM
specialized divers to locate the missing crewmembers of this accident. SMIT’s second task is to
remove the bunker oil from the tanker that lies in the Atlantic Ocean at a depth of approximately 264
feet, 50 nautical miles off the coast of Virginia. Until now heavy weather has prevented the ROV from
being launched to begin the search for the missing seamen of the vessel and from making video
footage to determine whether there remain recoverable quantities of ethanol and fuel oil in the vessel.
SMIT will go to the wreck site as soon as possible and will use all its expertise to locate and try to
recover the missing seamen. PolRec SMIT Salvage will deploy its pollution recovery system ‘PolRec’
to remove the vessel’s bunker oil. The PolRec system has been designed to remove oil and chemicals
from vessels lying on the seabed in very deep water without the assistance of divers. It was developed
by SMIT in co-operation with Norwegian pump specialist Frank Mohn. The system has been awarded
the internationally acclaimed ‘Seatrade Award’ in the Countering Marine Pollution category. PolRec
uses a combination of the ROLS system (Remote Offloading System) and ROV’s (Remotely Operated
Vehicles). PolRec has proven its value in the successful recovery of oil from tankers in Korea and
chemicals from the sunken tanker ‘Ievoli Sun’ in the English Channel. At the moment the SMIT
Salvage team is completing an on-site survey. Equipment is being mobilised and work on the pumping
operation will start as soon as possible.
SEACOR SMIT Changes Name to SEACOR Holdings Inc.
3/15/04 4:04:36 PM SEACOR SMIT Inc. announced that the change of its name to "SEACOR Holdings
Inc." became effective at 12:01 a.m. on March 15, 2004. The ticker symbol and CUSIP number for the
Company's common stock will remain unchanged. Holders of stock certificates bearing the name
"SEACOR SMIT Inc." may continue to hold them and will not be required to exchange them for new
stock certificates or take any other action. In addition, the Company's Internet website URL will change
to http://www.seacorholdings.com. SEACOR and its subsidiaries are engaged in the operation of a
diversified fleet of offshore support vessels that service oil and gas exploration and development
activities in the U.S. Gulf of Mexico, the North Sea, West Africa, Asia, Latin America and other
international regions. Other business activities primarily include environmental services, inland river
operations, and offshore aviation services.
Onderzoek Smit Internationale
Smit Internationale N.V. maakt bekend dat de Nederlandse Mededingingsautoriteit (Nma) gisteren een
onderzoek is gestart op haar hoofdkantoor omtrent aanbesteding van wrakoperingen en bergingen
vanaf 1999 tot heden. Tegelijkertijd is de Europese Commissie een onderzoek begonnen naar de
sleepdiensten bij de divisies Harbour Towage en Terminals. Uiteraard zal Smit aan zowel de Nma als
aan de Euroese Commissie medewerking verlenen.. Om het onderzoek op geen enekele wijze te
verstoren kan Smit gedurende de voortgang van het onderzoek geen nadere gegevens verstrekken.
(Bron: Smit Internationale)
IMB helps recover hijacked tug
A hijacked tug and barge were recovered by Thai authorities following ‘confidential information’ from
the IBM Piracy Reporting Centre in Kuala Lumpur, The International maritime Bureau has said.
Authorities boarded the Indonesian tug Sing Sing Mariner and the barge Kapuas 68 that were about to
assume the false indentities of Tyson and Tyson V and have detained seven Myanmar nationals, who
were on the vessel. The vessels were recovered on 15 March. “Vital intellingence provided by the
centre enabled the Royal Thai Navy and Royal Thai Marine Police to seize the tug and barge,”
Pottengal Mukundan of IMB revealed today. Four hijackers had seized the tug and barge on 9
February near Bintan Island near Singapore. Crew members, who were stranded on an island, were
rescued by fisherman. Sing Sing mariner was towing Kapuas 68 laden with 3,000 tonnes of crude
palm oil valued at $1.6M from Satui, Kalimantan in Indonesia to Butterworth in Malaysia. According to
IMB data, twelve tugs and barges were hijacked during 2003. These vessels are seen as ‘soft targets’
as they move slowly and are easy to board, the IMB explained.
Petra resources buys supply vessel for RM14m
update by Starbiz Newsdesk PETRA PERDANA Bhd's wholly-owned subsidiary, Petra Resources Sdn
Bhd, has entered into a memo randum of agreement to acquire an anchor-handling towing and supply
vessel from Bourban Ships AS for RM14mil. The acquisition is expected to be completed within a
month from the date of the agreement. Petra Perdana executive chairman and chief executive officer
Tengku Datuk Ibrahim Petra said in a statement Friday the group was determined to develop its
marine vessel services. The acquisition, he said, would complement the fleet of its new unit, Intra Oil
Services Bhd, in providing a range of marine services such as towing, anchor handling and supply to
support the engineering and drilling programmes of oil companies. Ibrahim said the purchase was also
in line with the expansion of the group's core business to provide engineering, operations,
maintenance and marine support services to offshore oil and gas facilities. “Furthermore, with the
potential upsurge in exploration and production activities over the next three to five years, we can
expect positive growth in the local oil and gas industry. “Based on these factors, as well as the
shortage of such vessels and the preference for Malaysian-owned/flagged vessels for jobs in local
waters, we hope to leverage on the new opportunities that will arise over the period,” he said. (Bron:
The Star)
Swire Pacific Offshore opens office in Baku
Swire Pacific Offshore has opened an office in Baku, Azerbedijan and deliverd its first vessel in the
Caspian Sea. Swire Pacific Offshore (Caspian) LLC has been set up to manage the operation of
Pacific Raider, which arrived at Baku in October 2003 and completed the reinstatements required
following the transit of the river and canal system needed to reach the world’s largest inland sea.
AHTS Luzolo
Seabrokers reports that Chantiers Piriou has delivered the newbuild UT721 anchor handler Luzolo to
Surf, the subsidiary of Groupe Bourbon. Upon delivery the vessel left for Angola where it has secured
a term contract with Exxon Mobil Angola for one year firm plus one year option. Of the nine newbuilds
Surf has ordered since 2001, this is their only AHTS, with seven PSV’s and one multi-role vessel
making up the final tally.
5e jaargang, nr. 12
dd. 28 Maart 2004
___________________________________________________________________
SMIT starts construction of two new vessels
3/23/04 9:07:32 PM SMIT
Transport & Heavy Lift BV (a division of SMIT Internationale NV) has ordered two
new ships to be built at the Keppel Singmarine shipyard in Singapore. This order concerns the
construction of a Diving Support Vessel – Anchor Handling Tug and an Anchor Handling Tug Supply
Vessel. Both vessels have a bollard pull capacity of 70 tons and will be delivered in the second half of
2005. In addition to the contract for the two new vessels, SMIT has also taken an option on two other
vessels with a bollard pull of 120 tons. These are the first vessels in a new standardisation process of
SMIT. All four ships share the same basic design. They have an accommodation capacity of 40 to 50
persons. The investment will provide SMIT with vessels capable of performing a diverse variety of
tasks. Next to its tasks as anchor handling and supply vessels the ships can be used for salvage and
maritime projects. The ships have also been outfitted for holding a deck crane and an A-frame. The
variable purpose nature of the vessels, and the possibility to adapt or configure them, makes it
possible to meet the varying requirements of our clients. One of the vessels will be used as a diving
support vessel on the North Sea. The other ships will be used for anchor handling, supply, salvage
and project support in Southeast Asia and West Africa. SMIT has chosen Keppel Singmarine for the
building of these vessels due to the yard’s expertise on the construction of this type of vessels and
because of its established reputation of delivering high quality work at competitive prices. (Bron:
marinelink)
Dhoce verkocht naar Polen
De Schottel sleepboot Dhoce van Remolques Unidos te Santander is naar Polen verkocht. Haar
nieuwe naam is nu Tryton en de nieuwe eigenaar is ZUZ Sp. z.o.o. te Stettin. De sleepboot is op 2
maart in Polen aangekomen. Bron: Lawrence Amboldt)
SmitWijs Rotterdam Reports on towing Spirit (1)
Alweer een week verstreken sinds het laatste verslag van de Smitwijs Rotterdam, het is zondagavond
23:00 uur, en dacht ik om maar weer even wat bijzonderheden over onze reis te melden.
We hebben alweer een snelle week achter de rug met een gemiddelde snelheid van dik boven de 8
mijl per uur, en hebben St Helena sinds woensdag al weer een heel eind achter ons liggen.
Inmiddels zijn de plotting sheets van de kaartentafel verdwenen en varen we op een kaart waar we
zuidelijk Afrika, inclusief de Kaap op hebben staan, Walvis baai tot Maputo, nog wel een behoorlijke
schaal kaart natuurlijk, maar lijken de mijlen er op wat meer aan te spreken dan die tussen de groene
parallellen en meridianen van de plotting sheets werden opgetekend. Ook komen we inmiddels wat
scheepvaart tegen dat vanaf de Kaap richting Brazilie koerst, en de andere kant op ook natuurlijk, zo
hadden we vanmorgen zelfs een tegenligger op een paar mijl CPA, een AMGB nog wel, inderdaad,
een AMGB, onze leerling wist dus ook niet wat dat was, en zelfs met de kijker bleek het beeld van het
schip geen duidelijkheid te verschaffen, en ja, als leerling ben je er om wat te leren natuurlijk, een
AMGB is een Alle Machtig Grote Boot, en dat was het eigenlijk ook wel, maar toch, de leerling moest
het ontgelden, maar hadden enkele anderen ook al stiekem naar buiten gekeken om die vier letters te
kunnen plaatsen. het weer is ons gunstig gestemd gebleven de afgelopen week, momenteel is het
rustig, een heldere hemel en al, maar liggen we te slingeren als een bad eend op een stevige deining
uit de zuid west vandaan die zijn oorzaak vind in de dikke depressie die net iets te langzaam naar
onze zin onder de Kaap door schuift. Afijn, de afstanden zijn zo groot dat er er moeilijk nu al wat aan
kan doen maar halen we toch met enige spanning de weerkaartjes uit de fax, daar wordt je dan ook al
niet echt vrolijk van wanneer je de isobaren als een fijn gesponnen web om een laag heen ziet
draaien, en lijkt het wel aslof die depressies om de zuid een aaneengesloten mars lopen, we zullen er
dan ook maar een plekje tussen inzoeken en heb je daar die kant op in ieder geval in de meeste
gevallen de wind mee, en dat surft dan wel lekker. Voorlopig dus nog maar even de voordelen van het
goede weer beleven en kijken we toch ook wel weer uit naar Durban, nog een week en twee dagen
tegen de huidige voortgang en kunnen we daar voor de kust liggen. Verder is het stil hier, weinig leven
om ons heen, de tweede stuurman had al wel orka's waargenomen. maar lijkt het verder uitgestorven
op een enkele zeevogel na, zal de temperatuur wel zijn zullen we maar zeggen, die is de laatste week
in ieder geval behoorlijk gedaald, totaan het onbehagelijke toe, en loopt zowat iedereen al weer in het
lang, dus maar snel rond die kaap en weer de Noord in. nou, verder is er gewoon niet zo veel te
melden deze keer, dus bewaar ik maar wat tot volgende week. Voor een ieder de beste wensen van
deze kant, en tot volgende week (Bron: Kapitein SmitWijs Rotterdam)
Tug John Purves to Become Museum Display
03/17 The 1919-built tug John Purves has been donated by Andrie Inc. to the Door County Marine
Museum. The 150-foot vessel was towed to Sturgeon Bay in November and is currently moored at a
dock near the museum. She will eventually be restored to the colors of the Sturgeon Bay-based Roen
Salvage Co., for which she operated for most of her career, and opened to the public as a DCMM
exhibit, according to Mari-Times, the group’s newsletter. (Bron: Jan van der Doe)
Mailboat J.W. Westcott Starts Service Next Week
03/21 The Detroit-based mailboat J.W. Westcott II will return to service April 7th at 0800. De mailboat
wordt ook gebruikt als loodsafhaler en de passerende schepen te voorzien van onderdelen, proviand,
kranten, schoon linnen, neemt dan de vuile weer mee terug enz. Een manusje van alles maar graag
gezien door de bemanning van een passerend schip, want het betekent POST van thuis. Waar je ook
vaart de post is altijd het belangrijkste. De boot is ook het enigste vaartuig in Noord Amerika met een
eigen postcode. Detroit River Station, MI. 48222 Verder is er nog al wat geschrijf over het in orde
brengen van verschillende schepen, want het vaarseizoen gaat weer beginnen. IJsbrekers aan het
werk om de haveningang open te breken, de in-en uitvaart naar de sluizen, en zijn enkele schepen al
aan de eerste reis begonnen, zolang een passage door een sluis nog niet nodig is. Wij hebben n.l een
paar mooie dagen gehad en is er veel ijs al gesmolten. Maar vandaag vriest het weer ,-10 C. (Bron:
Jan van der Doe)
Tanker, tug collide in ship channel
Chemical leak plugged; spill is evaporating The Houston Ship Channel was closed for nearly four
hours Friday afternoon after an 800-foot tanker collided with a tugboat pushing two barges, causing
about 500 barrels of a high-octane petroleum product to spill, the Coast Guard said. All five people
aboard the tug, David and Colleen, were accounted for with no injuries. Coast Guard officials said the
leak was plugged and the spilled petroleum was evaporating and not likely to cause an environmental
hazard. "It's similar to gasoline. It has a high evaporation point," said Petty Officer Nick Cangemi of the
spilled substance, called raffinate, that leaked from one barge. The incident occurred around 2:15 p.m.
just north of where the channel meets the Gulf Intracoastal Waterway, not far from the Texas City
Dike. The junction is one of the world's busiest ship and barge traffic intersections, said Capt. Alistair
Macnab, president of the Greater Houston Port Bureau. From here, ships take products to the ports of
Texas City, Galveston and Houston. "Think of the busiest highway intersection, and that would be
similar," Macnab said. But luckily, he said, Friday nights are not the busiest part of the week.
Hazardous materials teams were working to contain the raffinate, which is blended with gasoline and
used as a chemical feedstock. The Coast Guard contracted with Garner Environmental Services and
TNT Marine Ways to begin the environmental cleanup. Fog was hampering efforts, but the stricken
barge was pushed into shallow water outside of the channel, which was reopened about 6 p.m. Coast
Guard officials didn't know what caused the collision, but Chief Warrant Officer Adam Wine said the
area has been plagued by fog. "We've had the channel closed off and on for the past two days," he
said. Macnab said something extraordinary would have had to occur. Officials said the inbound tanker,
the St. Helen, a Maltese-flag vessel, proceeded to the Bolivar Roads anchorage area on its own
power. The spilled raffinate is a flammable, colorless liquid that contains constituents similar to
gasoline. The chemical is highly volatile. The Coast Guard's Marine Safety Division was on the scene.
(Bron: Houston Chronicle by Dina Cappiello and Richard Stewart)
Bollinger complete refit
Bollinger Gulf Repair L.L.C. has completed the retrofit of a Bouchard Coastwise Management Co., tug
and barge to an articulated (ATB) unit utilizing the Intercon Coupler System. The 446-foot, 125,000
BBL (barrel) black oil Barge B. No.175 which was renamed Barge B. No.275, was transformed from a
single hull to double hull vessel to meet the requirements of OPA '90. Her stern was modified with the
matching Intercon ladder to accept the bow of the 127-foot tug CAPT. FRED BOUCHARD, which was
retrofitted with ram assemblies of the Intercon system. New heating coils were added to the barge's
existing hot oil system and a new ballast system was installed. A keel cooled Detroit Diesel 8V-71
generator set producing 99 kW was installed in the tug as back up for powering the Intercon hydraulic
system and main generator. The tug and barge were both built in 1981. Morton S. Bouchard III,
president and chief executive officer of Bouchard Transportation Company Inc., said "We are pleased
to announce that we have successfully taken delivery of our third retrofit unit, the CAPT. FRED
BOUCHARD and the B. No. 275. The CAPT. FRED BOUCHARD is named after my grandfather and
company founder. This brings Bouchard affiliates double hull fleet up to 11, with delivery of our 12th
unit due out from Bollinger Gretna in several months. Bouchard affiliates have the largest double hull
fleet in the country and are presently in the final study phase which will result in an announcement of
another building program in the next few weeks." Before the tug and barge arrived at Bollinger Gulf
Repair, the shipyard pre-fabricated, sandblasted and painted certain components that were used in
the conversion of both vessels. The barge was converted and inspected to the applicable rules of the
American Bureau of Shipping (ABS) of shipping for Class Maltese A-1 Oil Tank Barge and the U. S.
Coast Guard for the carriage of petroleum products of Grade A and lower, excluding all types of crude
oil, for Unmanned Services in Oceans and Manned special service. Ben Bordelon, executive vice
president repair, of Bollinger said, "Bouchard Barge B. No. 275 is the 24th double hull barge built or
converted to OPA '90 standards by Bollinger facilities. I don't think any other U. S. shipyard comes
close to Bollinger's experience in OPA '90 hull design, construction and conversion." In simplest form,
the patented Intercon system provides a single degree of freedom allowing the tug to pitch about a
transverse connection between the tug and barge. All other motions are restrained so that the tug
motions match barge motions in roll and heave. The connection is mechanical, accomplished with two
independently mounted ram assemblies, gear driven, and configured for tug installation. The rams
stroke transversely, engaging the vertical ladder structures incorporated onto both sidewalls of the
stern notch. The resulting connection is rigid, mechanically locked, and fail-safe. Bollinger's Lockport,
La., new construction division is also currently building another double-hull articulated ATB unit for
Bouchard. The tug, which will be named MORTON S. BOUCHARD IV, will be 130 feet in length, with
a 38-foot beam. Power will be supplied by two EMD-16-645 F7BA diesels developing 3070 HP each at
800 RPM. They will drive 140-inch bronze propellers through Reintjes reverse/reduction gears with a
ratio of 4.48:1. Bollinger Gretna in Harvey, La., is building Bouchard Barge B. No. 242, a clean product
ocean-going barge that meets the requirements of OPA '90. It will be 487-feet long, with an 80-foot
beam and 36.6 foot depth and will be able to haul 135,000 barrels of cargo. Bollinger recently
delivered another new OPA '90 double hull ATB unit to Bouchard, the 130-foot tug JANE A.
BOUCHARD and the 430-foot, 110,000 barrel Barge B. No 225
Smit behaalt uitzonderlijk goed resultaat in 2003
•
•
•
•
Divisie Harbour Towage presenteerde goed, met name de buitenlandse activiteiten.
Divisie Terminals presenteerde beneden verwachting.
Gedurende 2003 hoog werkaanbod in Divisie Salvage.
Uitstekende bezetting in 2003 van de vloot van de divisie Transport & Heavy Lift.
Resultaten 2003
• De netto winst stijgt van EUR 13,4 miljoen in 2002 naar EUR 27,0 miljoen in 2003
• Het bedrijfsresultaat van Smit Internationale N.V. is gestegen van Euro 13,1 miljoen in 2002
naar Euro 29,3 miljoen in 2003
• In het bedrijfresultaat 2003 zijn begrepen bijzondere posten tot een bedrag van negatief Euro
3,6 miljoen (2002: negatief Euro 1,5 miljoen).
• Het resultaat van de niet geconsolideerde deelnemingen bedraagt Euro 11,0 miljoen (2002:
Euro 9,1 miljoen).
• De rentelast is gedaald van Euro 10,4 miljoen in 2002 naar Euro 6,1 miljoen in 2003.
• De netto winst per aandeel, gecorrigeerd voor ingekochte aandelen, bedraagt Euro 3,62 ten
opzichte van Euro 1,83 over 2002. (Bron: Smit Internationale)
Nieuw Smit-Lloyd site
Gepensioneerd Smit-Lloyd werktuigkundige Jaap Kooij opent website van Smit-Lloyd. Op deze
website kunt u de scheepsgegevens van de supply vaartuigen vinden. Ook bevat de site foto’s van de
schepen. Verder zijn er wetenswaardigheden over de schepen. Jaap laat mij weten dat de site nog
lang niet klaar is en er hopelijk vanuit diverse hoeken gegevens binnenstromen om de site zo volledig
mogelijk te maken. Met name hoopt hij op oud zeevarenden collega’s en kantoormensen die bij SmitLloyd hebben gewerkt of nog bij Smit op kantoor werken. Breng eens een bezoekje aan de site en laat
Jaap weten wat u van de site vindt. http://wibo.zeelandnet.nl/jkooij/1 1.html
Damen levert havenboten Tuapse
Damen shipyards heeft deze maand twee schepen opgeleverd met een Russische bestemming. Het
ging om een damen Mini Cat 803 AGAT en een Multi Cat 1506 Vega. Ze zijn nu onderweg naar de
Russische haven Tuapse. Het eerste schip wordt ingezet bij roeierswerk, het tweede bij ophalen van
afval, controle op vervuiling en inzameling van bilgewater. De Agat, de kleinste Mini Cat van de
standaard pakketten, kon Damen uit voorraad leveren. Zij is 8,40 mtr. Lang en 3,10 mtr. Breed. De
hoofdmotor is een caterpillar 3304 BT van 140 pk bij 2000 toeren. De snelheid bedraagt 7,8 knopen
en de trekkracht is 1,4 ton. De Vega werd als casco voorbereid voor de specifieke activiteiten. Dit
schip is 15,50 mtr lang en 6,06 mtr breed. Aan boord bevinden zich twee caterpillars 3304 BT en deze
zijn net als op de Agat voorzien van een twindisc MG-keerkoppeling. Het vermogen komt uit op 280 pk
bij 2000 toeren. De snelheid is 7,4 knopen en de trekkracht 2,6 ton. Om het afval op te pakken zit er
een kraan met een grijper voorop de Vega. Verder is dit vaartuig voorzien van een
olieverwijderingssysteem. (Bron: Schuttevaer)
Vlootschouw in Maassluis
Met meer dan veertig sleepboten viert het Nationaal Sleepvaart Museum 17 april in Maassluis het 25
jarig bestaan. De schepen geven op de Nieuwe Waterweg een vlootschouw, die vanaf het havenhoofd
kan worden gevolgd. Volgens een museumwoordvoerder hebben rederijen als Kotug,
SvitzerWijsmuller, Smit, Muller Dordrecht en Multraship toegezegd slepers voor de vlootschouw
beschikbaar te stellen. Ook de zeeslepers Holland en Elbe en de stoomsleper furie uit de
televisieserie Hollands Glorie zijn van de partij. Vedrer doen diverse binnenvaartslepers en
stoomslepers mee. Geprobeerd wordt nog enkele hedendaagse, grote zeeslepers naar Maassluis te
krijgen. De vlootschouw heeft plaats tussen 14 en 16 uur. Ter gelegenheid van het jubileum is ook de
expositie ’25 jaar Nationaal Sleepvaart Museum’ ingericht. Deze tentoonstelling omvat fotomateriaal
en een reeks scheepsmodellen. Verder wordt het boek ‘Van walegang tot berghout’ gepresenteerd.
Hierin zijn beschrijvingen gebundeld van alle exposities en thematentoonstellingen die de afgelopen
25 jaar in het museum zijn gehouden. Het boek telt 308 pagina’s en bevat in totaal ongeveer 220
foto’s. (Bron: Schuttevaer)
SmitWijs Rotterdam Reports on towing Spirit (2)
De Smitwijs Rotterdam heeft het langste stuk van de reis er bijna op zitten met nog slechts iets meer
dan een dag te gaan tot een positie ter hoogte van Durban alwaar het in de lijn de bedoelingen ligt om
dinsdag morgen vroeg onze sleep tijdelijk over te geven om de gelegenheid te maken om Durban
binnen te kunnen lopen en te gaan bunkeren, en aflossen natuurlijk, want zit voor een aantal van ons,
inclusief de schrijver dezes, de reis er dan al weer op. De afgelopen week hebben we Kaap de goede
hoop gerond, en bevinden wij ons nu zo'n 115 mijl zuid van East London op een koers van 062 graden
en een snelheid die ondanks dat we de Agulhas stroom van voren in hebben continu boven de 8
knopen blijft. We zitten dan ook redelijk ver uit de kust, en zodoende buiten de as van de stroom, en
dat scheelt aanmerkelijk in de snelheid daarvan. Het weer zit ons ook mee, momenteel slechts een
krachtje of drie variabel, alleen zit de lucht dicht met lage bewolking en regent het bij tijden fors, maar
goed, beter zo dan zon en een hoop wind. Tijdens het ronden van de Kaap bleef het weer voor wat de
wind aanging ook behoorlijk binnen de perken, af en toe een krachtje zes, dus redelijk genoeg voor
die gebieden, alleen werden we van donderdag op vrijdag nacht verrast door een behoorlijk hoge
swell uit de zuidwest vandaan die in de vrijdag morgen piekte naar een meter of tien.
Magnefiek gezicht die massa's water die dan voorbij komen rollen, maar was het de tonnenmeter op
de sleepwinch die de gemoederen toch wat onder druk zette, en waren we genoodzaakt om
vermogen terug te nemen to minimum om de zaak heel te houden. Afijn, vrijdag avond begon het
allemaal al weer wat minder te worden, en op zaterdag morgen, met een deining hoogte van een
meter of vijf, konden we al weer door gaan draaien om de snelheid er weer in te brengen. Verder is
het hier nog steeds bijzonder rustig, geen scheepvaart, en ook maar weinig leven in zee
waarneembaar, op een school grienden na dan die ons afgelopen donderdag even kwamen bekijken,
maar dat zeker niet zo bijzonder vonden, want waren ze al snel weer op hun weg ergens anders naar
toe. Hadden lopen vertellen over de albatrossen die hier normaal gesproken door het luchtruim
kruisen, maar hebben er nog maar twee waargenomen, wat we wel genoeg hebben zijn insecten die
in de hogere lucht lagen blijkbaar naar zee meegevoerd zijn, in ieder geval een teken dat we niet al te
ver meer van land afzitten. Ja, en dan de schrijver zelf, verleden week vermelde ik dat we een AMGB
waren tegengekomen, een Alle Machtig Grote Boot dus, en dat we de leerling daar met de verrekijker
op attendeerde, maar die niet kon constateren wat dan wel een AMGB was. Dan kan je de bal
terugverwachten natuurlijk, en die kwam dus ook, en nog hard aan ook. Of ik dan wel wist wat een
SBSP was? niet dus, en daar sta je dan met bijna 35 jaar op zee, een berichtje terug leverde dan wel
een aanwijzing op, het was geel en vierkant!!! maar ondanks die hint zit ik nu al bijna een week te
vlassen wat het dan wel zou kunnen zijn, ik ben er nog niet uit dus. Nou, de aflos koorts heeft
inmiddels toegeslagen en dwaalt de geur van schoonmaak middelen door het schip, ook is het
vechten voor de stofzuiger en een beurt aan de wasmachine, maar goed, daar is wel mee te leven in
het vooruitzicht dat het nog maar een paar dagen is. Tot zo ver dan maar weer, de volgende week
hoop ik thuis te zijn, en zal een volgend verslag van mijn hand moeten wachten tot na het verlof.
Voor alle lezers de beste wensen van deze kant, en bedankt voor de reacties die ik heb mogen
ontvangen. (Bron: Kapitein SmitWijs Rotterdam)
5e jaargang, nr. 13
dd. 4 April 2004
___________________________________________________________________
Tina A
J. A. Rederiet uit het Deense Juelsminde heeft de Tina A (ex. Stevns, ex. Bamble, ex. Sterke-Nils)
600 apk 74/68 verkocht aan P. O. Sørensen, ook in Denemarken, en de nieuwe naam is Sontinja.
Samand
Coloured Fin Ltd. te Port of Spain heeft de Samand, 4,290 apk 295/76 gekocht. Haar nieuwe naam
werd Tonnant. (Bron: Lawrence Amboldt)
Abeille Antifer
Eind vorig week is de Abeille Antifer in Duinkerken aangekomen. In ruil daarvoor is de Farouche naar
Le Havre vertrokken. Zo heeft Duinkerken nu twee sleepboten met brandblusinrichtingen. Dat was ook
de bedoeling achter de ruil. (Bron: Lawrence Amboldt)
Eerland 26
Afgelopen donderdag is op de Eerland 26 de oude commandobrug vervangen door een nieuwe brug.
De beide schoorstenen zijn geïntegreerd in de nieuwe brug opgenomen. Bij scheepswerf De Haas in
Maassluis ligt de Eerland 26 afgemeerd. Tijdens deze verbouwing wordt van de gelegenheid gebruik
gemaakt gelijk het special survey af te ronden. Voor de liefhebbers de gelegenheid om een plaatje
van de Eerland 26 te maken.
Superpesa is super duper
With hangovers from the Rio carnival slowly subsiding, early March in Brazil was the place to be to
see the vessel launch and christening of Line Handler Superpesa XIV. The design is a local adapted
version from original US Gulf design. It has no bow thruster, and being used for infield transport and
assistance for the shuttle tankers. Owners Superpesa Cia de Transportes Especiais e Intermodias will
take delivery of the vessel in September from the Transnave Shipyard; when the vessel will
commence an 8 year contract for the Brazilian state owned oil company, Petrobras.
Seabulk’s Brazil
Also part of the christening season south of the equator was the PSV UT755L Seabulk Brasil at the
Aker’s Estaleiro Promar shipyard in Rio. The vessel is the first of two being constructed on spec for
the account of Seabulk Offshore Brasil. Delivery is again expected in September of this year.
Asterie is born
Brattvaag Skipsverft AS, a company in the Aker Brattvaag Group, delivered to French owners Surf
SAS (part of the group Bourbon) the newbuild PSV UT755L Asteri. This is an extended version of the
familiar UT755 design and is developed to conduct general cargo duties, bulk, pipe and liquid pipe
transport from and to cable vessels, drilling rigs and production platforms. The Asterie also has FiFi I
(Firefighting Class 1) and DP and is prepared for Rescue. The hull was built at Aker Brattvaags yard
Aker Tulcea in Rumenia, and arrived Brattvaag Skipverft in mid November for outfitting.
Rigdon unvell New Orleans
On show during it’s sea trials this month, was Rigdon Marine’s new PSV GPA 640 design Orleans.
The vessel is scheduled to deliver from Bender’s Alabama yard in mid April. The Orleans will be the
first of ten identical newbuilds that are due o come off the Bender production line every 50-60 days for
the ext 18 months. The cost of the newbuild programme is in the region of $125m. All the Rigdon
PSVs will be named after French Quarter streets in New Orleans. In order of delivery, the names are:
Orleans, Bourbon, Royal, Chartres, Iberville, Bienville, Conti, St.Louis, Toulouse and
Esplanade. The 210-foot (64m) state of the art DP2 vessels will come with diesel electric 360 Deg
azimuthing thrusters, 568m2 clear deck and comprehensive underdeck capacity. The ships were
designed jointly with Guido Perla & Associates of Seattle.
Busker awarded Melkøya tug contract
Norwegian towing specialist Busker og Berging have been awarded a 10-year contract worth just
under NOK 300 million by Staoil. The deal covers tug and mooring services at Melkøya, near
Hammerfest in northern Norway. The escort tug for Melkøya will be a further development of the
vessels that currently operate in the saling channels for the Mongstad and Sture crude oil terminals
near Bergen. Embracing the hire of three tugs and two mooring boats, this deal also includes options
for two five-yaer extensions. All the tugs are due to be built by the Moen Slipyard at Kolvereid in midNorway, becoming operational at Melkøya from the end of 2005. The tug fleet will comprise of one
combined escort and harbour tug with a bollard pull of 90ts, and two harbour tugs with a bollard pull of
70ts a piece. Statoil placed the award on behalf of the partners in the Snøhvit licence.
Eidesvik backwards coming forward
Aker Langsten AS has entered into a contract with Eidesvik Shipping AS, Bømlo, Norway, to build a
Platform Supply Vessel, type VS (Vik & Sandvik) 493 Avant. VikSandvik presented a new VS493
Avant design during Nor-shipping 2003 with the prominent feature being the superstructure placed aft.
Aker Langsten in cooperation with Vik Sandvik has further developed this innovative project.
According to the designers, by moving the superstructure aft a range of benefits can be obtained
including: educed movement; Reduced noise; Safer bridge layout (no aft bridge control); Better hull
lines; Better DP plot; Simplified cargo area; Safer loading and discharging at platforms. The vessel,
Aker Langsten newbuilding no 197, is to be delivered in October 2004. The hull is already under
construction at Aker Tulcea, and outfitting and commissioning wil take place at Aker Langsten,
Tomrefjord, Norway.
Olympic’s game
Brevik Construction AS has designed a contract with aster Supply KS for the building of one Platform
Supply ship of UT755L design. Olympic Shipping AS, Norway, is to be the operator to both the ship &
company. General Manager of Aker Brevik, Lars Stark says this is an important contract for Aker
Brevik. “We are very happy to have won a contract for building another Platform Supply Vessel. This
means we are competitive in a difficult market”. It’s understood the hull will be built in Romania, then
fitted out in brevik’s yard, and is expected be ready for delivery in June 2005.
Captain DOF’s its hat.
District Offshore were delighted to take delivery of its classy new PSV MT6009 Skandi Captain that
was delivered from Myklebust yard in Norway. The DP2 rated, Clean Class vessel and comes with
684mr clear deck. It should be noted that this is the first MT (Marin Teknikk) design in the medium size
category. The vessel was fixed for its first cargo run a couple of hours prior to its official delivery.
Norsk Hydro hold the honours of being its first charterer with Seabokers delighted to act as the
fixture’s broker.
2+2 = Kooren
Kooren Shipbilding and Trading B.V. has ordered on a speculative basis, two RT-60 class Rotor tugs
to be built at ASL Shipyard Pte Ltd in Singapore. The tugs will have a bollard pull capacity in excess of
63 metric tons each. Delivery of both tugs is expected in April 2005. In addition to the above
mentioned order Kooren has also taken options on two additional RT-60 Rotor tugs which they expect
to declare within the next three months. Kooren is presently in contact with a couple of potential
buyers.
Hollyhock Damaged in Collision With Cort
03/27 The U.S. Coast Guard cutter Hollyhock was involved in a collision with the 1,000-foot laker
Stewart J. Cort Thursday morning while breaking ice in the St. Marys River. No one was injured in the
accident, which resulted in Hollyhock being sent back to her Port Huron base for repairs. She arrived
at Port Huron Friday. The Hollyhock's upper bow was damaged, and its flagpole is missing. Coast
Guard spokesmen said the Cort sustained "cosmetic" damage to its bow. The Cort was stopped in the
ice at the time of the incident. Weather conditions at the time were poor, and fog reduced visibility to
one-quarter of a mile. U.S. Coast Guard officials are investigating the crash and didn't know what sent
the Hollyhock, which has state-of-the-art navigation technologies, into the freighter, according to a
story in Saturday¹s Port Huron Times Herald. A Coast Guard spokesmen didn't know how expensive
repairs would be for the $29 million, 225-foot-long ship, or how long they would take. The Hollyhock
was placed into service last October, and this was her first icebreaking assignment (Bron: Jan van der
Doe)
Cargo Ship Grounds Off Florida
3/29/04 6:22:26 AM Coast Guard Marine Safety Office and Group Miami are overseeing response
operations to the grounding of the 544-foot cargo ship Eastwind, which was attempting to enter Port
Everglades, Fla. early this morning. Titan Maritime, LLC will focus on refloating the M/V EASTWIND at
next high tide, at approximately 12:10 am. Commercial salvage engineers are taking precautions, in
the event that fuel tanks are threatened aboard the vessel. These will consist of an internal transfer of
heavy oil from a lower tank to the upper wing tanks to reduce the risk of a spill. Currently, no signs of
pollution or injuries have been reported. The Coast Guard continues to monitor and assist, to protect
the marine environment and ensure that operations are conducted safely. Resources involved in this
response operation include: USCG assets: * Miami Command Center * Marine Casualty *
Investigators/Marine Vessel Inspectors * Marine Environmental Response Officers * 2 Gulf Coast
Strike teams members * HU-25 Falcon jet Titan Maritime, LLC assets: * 3 Tugs: o Tug JUSTINE
MCALLISTER On site o Tug BROWARD On site o Tug ELSBETH-III enroute/eta: 27Mar04 * 5 man
salvage team * Marine RIB [Rigid Inflatable Boat] w/ First Response Casualty Assessment Package,
Communications Package and Damage Stability Software The Coast Guard was notified by the
National Response Center at 2:10 a.m. today that Eastwind reported running aground just north of the
port’s entrance. A Coast Guard marine inspector flew over the ship to inspect the situation before
being lowered to the vessel from the Coast Guard helicopter to oversee response operations. At this
time there are no signs of pollution or any injuries to the crew. The Greek-flagged vessel carrying
bauxite, an ore from which aluminum is extracted, also has approximately 241 tons of heavy fuel oil
onboard. Eastwind’s last port of call was New Amsterdam, Guyana. (Bron: marinelink)
Rocknes Successfully Parbuckled
3/30/04 8:12:28 AM On March 30, 2004, the parbuckling of MV ‘Rocknes’ in Agotnes, Norway, was
completed successfully by SMIT Salvage. After two months of preparations, the final stage of the
parbuckling process started March 27. In a two-day-long unique operation the vessel was pulled
upright from its upside-down position with only a small starboard lift remaining. For this operation the
salvors used the Dive Support/Salvage Vessel ‘SMIT Orca’, two immersion and salvage pontoons
mounted on a semi-submersible flattop barge which together supported the pulling winches, and a
supporting barge. A Heavy Lift Cranebarge that was held on standby during the parbuckling to help
out in case additional power was required to force the vessel into its rotating movement was not called
into action. On March 28, after pulling the vessel into this 130-degree gradient, salvors pumped water
out and air into the vessel in order for it to reach its original draft depth. A special team then
proceeded with the conservation of onboard instruments and machinery, while the salvors sprayed
parts of the vessel with anti-corrosion material. In the coming days the engine room will be dewatered
and conserved and the derigging of the vessel will commence. The ‘Rocknes’ is a 544.6 ft. Dynamic
Positioned Flexible Fallpipe Vessel that capsized in January 2004 after hitting a shallow in the
Vatlestraumen strait near Bergen, Norway. In this accident, 18 crewmembers lost their lives. SMIT
Salvage was awarded the LOF 2000 Scopic contract for the recovery of the vessel shortly after the
incident. Eide Marine Services AS from Bergen was signed as subcontractor. (Bron: Marinelink)
Users Say Intracoastal Waterway Suffers from Neglect, Cuts in Dredging Funds
Mar. 29--J.R. Briggs knows the Intracoastal Waterway. As a captain on tugboats that haul loads up
and down the Atlantic Coast, he has to know the ins and outs of the narrow ribbon of water. If not, he'll
get stuck in the mud. But getting stuck is more likely nowadays because funds for maintaining and
dredging the channel have been drying up in recent years. Captains on larger boats increasingly find
themselves having to time their journey with the tides to make sure there will be enough water to get
past shallow spots. That's a headache for those like Briggs, who on Friday was heading up to the
Chesapeake Bay as relief captain of the Island Progress tugboat. "It's aggravating, and it does slow
you down," he said. "It's a big problem." The problem has been growing in recent years as dredging
funds have dwindled, according to those who regularly use the waterway. In many places, the water
level is well below the authorized depth of 12 feet, and operators are worried things are only getting
worse. "It's getting very frustrating," said Bryan Pahl, a port captain for Stevens Towing, which
operates out of Yonge's Island. "We're starting to think it's got the potential to stop us from running at
all." Shallows near places such as the North Santee River in South Carolina and Lockwood's Folly
Inlet in North Carolina force tugboat captains to either hit shallow spots at high tide or pause until the
waters rise. Pahl said that the problem has forced the company to limit drafts, which translates into
lighter loads and less efficient trips up the waterway. In McClellanville, shrimpers have increasing
difficulty getting in and out of Jeremy Creek, said Rutledge Leland, who owns Carolina Seafood.
Shrimpers there don't make heavy use of the Intracoastal Waterway, Leland said, but the creek
connects to the waterway and also is maintained by the Army Corps of Engineers. "We've got some
pretty serious issues up here," he said. "It's really critical before the shrimping season that we get
some dredging here." Without dredging, the waterway tends to fill up with silt, creating plenty of places
for the unwary boater to run aground. The problem is that money for dredging has dropped
significantly in recent years. In 2000, the Corps received $5.6 million to dredge the section of the
waterway that covers most of South Carolina. This year, that figure is $1.4 million. That is not enough
to keep up with the need, said Gary McAlister, a project manager for the Corps. It is not even enough
money to completely address problem areas, he said. "It doesn't get all of them," he said.
Right now, no money is budgeted for next year, McAlister said. Funding for dredging is related to the
commercial use of the waterway, which has been dropping in recent years. Pahl said that the lack of
dredging will drop commercial activity even further, creating a kind of vicious circle. He recommends
that recreational activity, which is brisk, be factored into the equation. The impact of the shallower
channel is most severe on larger boats with deeper drafts, but recreational boaters are not immune,
said Pahl. In fact, in some ways, they might be more likely to get stuck, he said.
"Our captains do it so much they know the shallow spots," he said. "A recreational boater has very
little information." Robbie Freeman, managing partner of the City Marina in Charleston, said that the
lack of dredging in the waterway is a hot topic in the marina world. "We hear about it a lot. It's an
issue, really, nationwide," he said. "Some areas, it's really bad." The situation is beginning to push
traffic away from the waterway into the ocean, he said. It doesn't take a gigantic boat to potentially run
into problems, he said. A 30-foot sailboat might have a six-foot draft, he said. "There are a lot of
places where six feet of water can get you in trouble," said Freeman. The issue is drawing some
political attention. Operators are waging a campaign to persuade the federal government to provide
more money. Members of South Carolina's congressional delegation, including U.S. Sens. Fritz
Hollings and Lindsey Graham, say they are working to obtain money for dredging. Pahl believes it
should be obvious that the channel is a resource that needs to be maintained. "We just think the
waterway is so valuable," he said. (Source: The Post and Courier)
Shipper to Pay $10 Million in Cape Cod, Mass.-Area Oil Spill
Mar. 30--NEW BEDFORD, Mass. -- Bouchard Transportation Co. officials pleaded guilty to two
environmental crimes, agreed to pay a New England-record $10 million fine, and issued a strongly
worded apology yesterday for their negligence in an oil spill last year that killed at least 450 seabirds
and contaminated nearly 90 miles of shoreline in Buzzards Bay. Officials of the New York-based
shipping company admitted that neither the captain nor the first mate of its tugboat Evening Tide were
at the controls on the evening of April 27, 2003, as the vessel and the oil-laden barge it was towing
headed out of normal shipping lanes toward submerged rocks. The rocks tore a 12-foot-wide gash in
the barge, causing the bay's worst oil spill since 1969. Morton S. Bouchard III, chief executive of the
company, apologized to people harmed by the spill. "I personally feel your anger and disgust about the
effects of this accident," he said. The settlement with US Attorney Michael J. Sullivan does not end the
11-month criminal investigation, which is now expected to focus on possible criminal indictments of
individual Bouchard employees. Bouchard also turned over the results of its internal investigation of
the accident. Investigators are focusing on first mate Franklin Hill, who had been blamed for an
accident the month before, when a barge rammed into a dock in Philadelphia. Hill, who has since
been fired, was in charge of the bridge on the afternoon of the accident, but had left the tugboat's
controls to work in the stern of the ship. If a grand jury indicts him, Hill could face felony charges that
require jail time under the Clean Water Act. "Our message is very simple: Polluters beware," said
Michael E. Hubbard, special agent in charge of criminal investigations at the Environmental Protection
Agency, which has led the investigation into the Bouchard spill, with Sullivan's office. Hill's lawyer,
Peter Ball, declined to comment on his client, saying that Boston federal court rules prohibit lawyers
from discussing open investigations. The Bouchard settlement, announced during a press conference
at the New Bedford Whaling Museum, includes the largest criminal fine for an oil spill in New England
history. Under the deal, Bouchard will pay slightly more than $9 million now, of which $7 million will go
to a national fund for improving wildlife habitat and $2 million to a trust fund to clean up oil spills.
The remaining $1 million will be waived after three years if the company meets several conditions of
probation, including the hiring of local pilots to guide barges through Buzzards Bay. Environmentalists
welcomed the tough fine; some were disappointed that the money is not slated to be used in Buzzards
Bay. "It's my hope that as much of that money as possible could be directed toward areas affected by
the spill," said Joe Costa, director of the Buzzards Bay Project National Estuary Program, which is
helping to research the environmental damage from the spill. Sullivan said Massachusetts members of
Congress have expressed interest in funneling some of the fine to Buzzards Bay. He stressed that the
criminal action is just one part of Bouchard's liability in the spill, which released between 22,000 and
98,000 gallons of heavy industrial oil into the bay. A company consultant placed the estimated amount
at up to 55,000 gallons. Bouchard must also pay the $40 million spent so far for cleanup, make
payments through its insurers for private property damage, and face a future bill for environmental
damage, officials said at the press conference. Studies of the environmental damage could take years,
but Bouchard has taken responsibility for killing 450 loons and other birds protected under federal law.
Documents filed with the plea agreement provide a better picture of how an accident could have
happened on a clear, calm afternoon in a well-marked shipping area. The documents point to a series
of problems aboard the Evening Tide that turned a routine trip to a Cape Cod power plant into an
environmental disaster. First mate Hill was left in charge of barge B-120, loaded with 4 million gallons
of heavy industrial oil, "despite repeated concerns that were raised about his competency," Sullivan
said. Hired nine months before the accident, Hill had been criticized by two other tug captains, the
settlement said. A month before the accident, Hill "caused a barge to collide with the dock in
Philadelphia," according to the settlement. Though no oil spilled, the barge captain blamed Hill for
approaching the dock too fast. And on the day of the spill, Hill caused several thousand dollars' worth
of damage to the Evening Tide's tow wire, according to the settlement. Other mariners saw the
Evening Tide as it headed out of the shipping lane with its cargo and repeatedly tried to warn the
tugboat by radio about the dangerous rocks just west of the channel, but neither Hill nor others
responded, according to the settlement. In fact, Hill had left the bridge entirely to work in the stern of
the boat, violating company policy. The barge plowed into the rocks 22 feet below the surface, cutting
open one of the fuel-storage compartments. After the collision, other vessels reported the leak to the
Coast Guard, which was unable to get Evening Tide crew members on the radio for 3 1/2 minutes.
Attorney General Thomas F. Reilly called the accident "inexcusable," but he pointed out that "as bad
as all of it was, [the cleanup] was truly impressive." Slightly less than a year later, 97 percent of
contaminated shellfishing areas are open again, though some coastal residents say that tar balls from
the spill still wash ashore. (Source: The Boston Globe)
Ship Sinks off of Sentosa
The Maritime and Port Authority of Singapore (MPA) received a report that a Vietnamflagged freighter, Thanh Da (1,066 GT), had sunk at Western Working Anchorage, about 1 km west of
Sentosa Island. According to the master of the Thanh Da, the freighter was anchored at Western
Working Anchorage, after loading general cargoes at Jurong Port. At about 1025hrs, the vessel
started taking in water and subsequently sank. The shipmaster and six crewmembers were onboard at
the time of the incident. They were rescued by a passing workboat and transferred to Police Coast
Guard (PCG) craft. There was no report of any injury to the crew. As a result of the sinking, some of
the vessel's bunker fuel seeped into the sea, which has been cleaned up by three anti-pollution craft
deployed by MPA. Port operations and vessel traffic remain unaffected. The location of the Thanh Da
has been marked and navigational broadcasts have been issued to inform ships in the vicinity of the
incident. As a precaution, anti-pollution craft will continue to monitor the situation. The shipowner has
taken action to engage salvors to salvage the vessel. MPA will be investigating the incident. (Bron:
Marinelink)
4/2/04 9:26:54 AM
Rijkswaterstaat start verzinken wrak Assi Eurolink
Rijkswaterstaat start op woensdag 7 april met het gedeeltelijk in de zeebodem laten zakken van het
wrak van de Assi Eurolink. Het schip, dat begin vorig jaar na een aanvaring is gezonken, ligt in twee
stukken in de diepwaterroute, 75 kilometer ten noordwesten van Terschelling en vormt een
belemmering voor de scheepvaart. Om de plaatselijk vereiste nautische diepte (29 meter) te
herstellen, wordt aan beide zijden van het wrak zand weggebaggerd om het verder in de bodem te
laten zakken. Het wrak levert geen gevaar op voor het milieu; het schip was niet geladen en de olie is
eruit gehaald. Het is voor het eerst dat in het Nederlandse deel van de Noordzee een scheepswrak op
deze diepte (de zee is hier 43 meter diep) met een sleephopperzuiger in de bodem wordt verzonken.
Het werk wordt uitgevoerd door de bedrijven Boskalis en Noordhoek. Het wrak van de Assi Eurolink
zou aanvankelijk worden geborgen. De inschrijving op de aanbesteding van de desbetreffende
aannemers leverde echter een buitenproportioneel hogere aanneemsom op dan de raming van
Verkeer en Waterstaat. Een en ander is gemeld aan de NMa. Vervolgens is naar een alternatieve
oplossing gezocht om het wrak onschadelijk te maken voor scheepvaart en milieu. (Bron: Min.
Verkeer & Waterstaat)
Schip zinkt bij Hardinxveld-Giessendam
Het scheepvaartverkeer op de Boven en Beneden Merwede ondervindt geen hinder van de
vrachtschepen die zaterdag zijn gestrand. Ter hoogte van Hardinxveld-Giessendam is een vrachtschip
met maïs gezonken, na een botsing met een Duits schip. De lading chroomerts aan boord van het
Duitse vaartuig is overgebracht naar een andere boot. Het gezonken vrachtschip wordt maandag
geborgen. De Landelijke Politiedienst doet onderzoek naar de oorzaak van de aanvaring op de
Merwede. Duikers stellen een onderzoek in. Maandag wordt bekenen hoe het schip zal worden
geborgen. (Bron: RTV Rijnmond)
5e jaargang, nr. 14
dd. 11 April 2004
___________________________________________________________________
Towboat Sinks, Blocks Matagorda Ship Channel
The 32-ft. tow boat Iron Ox sank April 4 during a storm in the Matagorda Ship Channel.
The storm's winds averaged 40 to 50 knots with gusts up to 60. No one was hurt and pollution is
minimal, but the wreckage is blocking the ship channel. The Matagorda Ship Channel is the only
access for large ships to the port of Point Comfort, Texas. Presently there are four ships awaiting
transit. Investigators from U.S. Coast Guard Marine Safety Satellite Office Port Lavaca, Texas, are
overseeing salvage operations and investigating the cause of the sinking. The Iron Ox sank while still
attached by cable to the dredge it was tending, between channel markers 43 and 44, near Magnolia,
Texas. The tow cable and heavy seas from the storm are slowing salvage operations. The Iron Ox, is
owned by Laquay Dredging Corp. and was contracted by the Army Corps of Engineers to dredge the
channel. (Bron: marinelink)
4/6/04 7:19:16 AM
Smit-Lloyd 1
De Smit-Lloyd 1 is op 16-2-2004 verkocht door First Pacific Trading Co. Ltd., Valetta; Malta aan Island
Fendering, Valetta; Malta, bleef in beheer bij Tankship Management Ltd., Ta'Xbiex; malta en herdoopt
in Ramla Bay.
Juiste webadres Smit-Lloyd site
http://wibo.zeelandnet.nl/jkooij/1_1.html
Amstelstroom
9295775 afgebouwd bij Damen Shipyards te Hardinxveld onder bouwnummer 1557 voor W. van
Wijngaarden Marine Service B.V. te Sliedrecht, 17-3-2004 vertrokken van de werf voor proefvaart in
de Europoort, 17 en 18-3-2004 proefvaarten gemaakt, 18-3-2004 weer vertrokken naar Hardinxveld,
roepsein PIAS, 233 BRT, lengte 26,10, breedte is 9,35, holte 3,60 en de diepgang is 2,500 meter, 273-2004 vertrokken van Hardinxveld met bestemming Huelva.
Barge Hits Moored USCG Vessels
A tug pushing two barges drifted into two U.S. Coast Guard ships at the north side of
the Corpus Christi Inner Harbor at 4 p.m. Wednesday. One of the barges struck both the Coast Guard
Cutter Mallet, a 75-foot inland construction tender, and the Coast Guard Cutter Brant, an 87-foot patrol
boat, both located at the Coast Guard harbor facility here. No one was injured and neither of the ships
or barges are taking on water. Though the two damaged ships will need to be repaired, no Coast
Guard mission will be affected. Personnel from Coast Guard Marine Safety Office Corpus Christi are
investigating the cause of the accident. (Bron: marinelink)
4/5/04 8:22:46 AM
Damen Delivers Pair of Tugs
Damen Shipyards Gorinchem recently delivered a pair of Stan Tug 2608s – Ilha de
Sao Luis and O Bravo – in fulfilment of its contract with Adminstracao dos Portos, which was signed
in June 2003. The vessels will built for operation in the Port of Horta and the Port of Praia da Vitoria.
The first vessel was delivered in February 2004 and the second vessel in March 2004. The pair were
built from stock hulls with the yard numbers 509805 and 509806. Both vessels will be used for
mooring operations, coastal towing and fire fighting operations. The Damen Stan Tug 2608 has a
single chine bilge. The transom corners are well rounded and the vessel has sufficient bow height for
severe working conditions. The hull is divided into 4 compartments and is of a very strong construction
with side and bottom plating of 10 mm and decks of 8 mm thickness. The sheerstrake has a plate
thickness of 20 mm. The aft deck is suitable for a specific weight of two tons per square meter and is
designed to carry loads up to approximately 20 tons At the transom corners, a rubber D- fender size
350 x 225 mm is fitted. At the bow, rubber block fender, type 480-300 is used, ensuring a good
protection. All around heavy tyre fendering is provided. The compact steel superstructure is placed on
the forecastle deck and is made of 6 mm thick plating. The superstructure has ample space for a
separate galley and mess room. The accommodation is suitable for a crew of nine persons, with the
captain’s cabin and the chief engineer’s cabin on the main deck. Below the main deck, two double
crew cabins and a triple crew cabin are arranged. Furthermore a large store is fitted. The complete
accommodation and the wheelhouse are air-conditioned by means of an air-conditioning system of
4/6/04 7:15:14 AM
large capacity. Two eight-cylinder, resiliently mounted Caterpillar 3508B TA engines power the Damen
Stan Tug 2608. The output of each main engine is 820 kW (1100 bhp) at 1600 rpm. Each engine
drives a 1900 mm bronze fixed pitch propeller in a NSMB type 37 nozzle for improved astern
performances. Each nozzle is provided with a stainless steel inner ring. Reintjes reverse/reduction
gearboxes are fitted, type WAF 562L, with a reduction ratio of 5,05:1. The vessel is provided with a
hydraulically driven bow thruster of 620 mm, make Promac FP120-620 of 80 bhp. The bowthruster is
controlled from both consoles. On the fore deck, a towing bitt and anchor winch are fitted. The winch is
provided with a vertical warping head (1.5 ton at 15 m/min). On the aft deck a capstan of four-ton pull
at a speed of 20 m/min. is arranged. On the aft towing bitt a towing hook of 45 ton Safe Working Load
is fitted. Aft of the aft deck, a flush gobeye is provided, with ample draining and a closing plate.
Furthermore, a deck crane of 6.65 ton m with 1.2 ton winch is provided. Maximum outreach of the
crane is 7.85 m. The communication equipment is in conformity with the sailing area of the vessels. A
Sailor RT 4822 VHF radiotelephone is fitted with integrated DSC modem/ watch receiver, a Furuno
FS-2570-25 SSB, with integrated watch receiver and DSC and two Jotron VHF handheld are
foreseen. The Navtex is a Furuno NX-500. The navigation equipment consists of a Furuno radar, type
FR-1505 mk III, a Furuno GP-80 GPS navigator and a Furuno GD-1700 chart plotter with echo
sounder. The autopilot is of the make Radio Zeeland, type Seapilot 75. The vessels were classified by
Lloyd’s Register of Shipping and obtained the notation.: X 100 A1 Tug Unrestricted service LMC. With
this notation, the vessels are capable of deep sea navigation in any area and at any period of the year
and were completely built in accordance with the rules and regulations of Lloyd’s Register of Shipping.
Both Damen Stan Tugs 2608 will sail under the Portuguese flag and were built in accordance with the
requirements specified by the Portuguese Maritime Authorities. (Bron: marinelink)
Solstad sells standby vessels
Solstad Offshore ASA in Norway has sold a trio of stand-by vessels, Normand Ondur, Normand
Skipper and Scott Protector, to Nomis Shipping Ltd. in Uk. The price, which is equal to the booked
st
gain, is NKr. 25million. The vessels were due to be delivered on March 31 .
Asmar gets work on Maersk anchor handler under way
Asmar shipyard in Chile had begun work on the construction of an anchor handling tug supply vessel
th
for Maersk Supply. The keel-laying ceremony was held at Asmar Talcahuano on January 15 . The
th
contract for the ship was signed on july 15 2003 by Asmar and Maersk and covers the construction of
two ships which be used to support offshore activities offshore Canada.
Sisters sold to Malaysia
The two sister AHTS Bourbon Captain and Bourbon Champion (Smit-Lloyd 122 and Smit-Lloyd 123)
built 1983 and 1984 – 10000 BHP are reported sold to Petra Perdana Malaysia for a price of USD 7
mil en bloc.
5e jaargang, nr. 15
dd. 18 April 2004
___________________________________________________________________
Vincent Turecamo
The United States tugboat Vincent Turecamo was reported sunk 18 miles off of Brunswick, Georgia
on friday morning April 9th. Historie: Built as Savannah for Atlantc Towing Company in 1958; 1990
sold to Turecamo and renamed Vincent Turecamo. 1998 taken over by Moran Towing same name.
Yard: Equitable Equipment Co.- Madisonville Nr. 1035. 2100 pK. 262 grt; 32,01 x 8,28 x 4,13 mtrs.
4stroke single acting 16 cylinder Alco diesel engine. (Bron: Marinelink)
Cultra verkocht
Svitzer Wijsmuller (N. I. ) heeft de Cultra, die vroeger als Skelton Cross voor Wijsmuller vanuit
Terneuzen en IJmuiden voer, aan Targe Towing verkocht. Zij is eergisteren te Aberdeen
overgedragen. De nieuwe naam komt er pas op bij de volgende dokbeurt. (Bron: Lawrence Amboldt)
Attack on ship ‘Work of Abu Sayyaf’
The Philippine Navy said an attack on a Malasian tigboat on Sunday in Sulu Sea near Sabah was the
work of Abu Sayyaf militants. The attackers seized three crew members – an Indonesian and two
Malaysians. “We are receiving reports from the field that the group who abducted the three were Abu
Sayyaf members and the allaged leader is a certain Lajib,” said Captain Geronimo Malabanan, a
Philippine Navy spokesman. (Bron: Shipping News)
Historic tugboat saved from scrapheap
Canal enthusiasts in the North-West are embarking on their very own Scrapheap Challenge – to save
the luxury tugboat Daniel Adamson, a true one-off that was threatened with breaking up. The unique
1903-vintage craft was once used for luxury trips along the Manchester Ship Canal. But sibce she was
superseded by a newer model, the boat has languished unwanted and unloved. Now, a group of
intrepid volunteers has hauled the boat to Liverpool Docks to begin the arduous process of restoration.
First of all, Daniel Adamson was removed from the dock at the Boat Museum, Ellesmere Port, and
towed by ship canal tug MSC Viceroy to Eastham Locks. Then, in the second stage of the operation,
the historic boat was towed down the Mersey to Liverpool. This was believed to be the first time Daniel
Adamson had sailed on the Mersey in 60 years – and also marked the official handover of the vessel
by the Manchester Ship Canal Company to the Daniel Adamson Preservation Society. The next stage
of the project will see the craft entering dry dock for a hull survey. Eventually, the Preservation Society
hopes to restore the boat to her former glory and to see her active again around the waterways of
Cheshire and Merseyside (Bron: Shipping News)
“De Sleeptros” weer terug bij Smit.
Een aantal enthousiaste Smit zangers hebben het idee opgevat om een ‘Shanty’ koor op te richten.
Inmiddels zijn de eerste oefeningen begonnen en eerlijk is eerlijk de klanken zijn buitengewoon
amusant. Natuurlijk moest er aan dit koor een naam worden gegeven. Omdat in het verleden het
rederijblad een aansprekende titel had in de scheepvaart wereld is door de koorleden deze naam in
ere hersteld. In het vervolg kunt u nu dus luisteren naar “De Sleeptros” dan er uit te lezen. Smitters
aarzel niet en treedt toe tot illustere gezelschap van zangers en zangeressen.
Tugs named as minister visits port
Two Durban-built tugs finally received their official christening this week when a visiting entourage of
senior Transnet and National Ports Authority (NPA) managers accompanied by the minister of public
enterprises, Mr. Jeff Radebe, paid an official visit to the port of Durban on Thursday (8 april) During his
visit the minister unveiled plaques at the millennium Tower on the Bluff (the futuristic building houses
the port control, vessel tracking and search and rescue offices), as well as the training simulator
housed at the bayhead NPA Academy. Later the party moved to the small craft basin where the tugs
Uthukela and Mkhuze were christed respectively by Her Majesty Queen Thandi Zwelethini and Mrs
Nelli Khumalo, wife of Transnet Board chairman dr. Bongani Khumalo. The tugs were built by SAF
Build at the Durban shipyard of SA Shipyards at a cost over R100 million. Each Voith Schneider
propelled tug has a bollard pull of 55.5 ton at 100% power and 28 ton with one engine running. Both
vessels, which carry sophisticated fire fighting equipment (as was demonstrated in 2003 with the fire
on board the container ship Sea Elegance outside Durban, entered service during 2003. They joined
the first two tugs in the series, Palmiet and Enseleni, which have since been transferred to Cape
Town. The tugs carry a crew of three, as opposed to seven in the older tugs in service. The new series
of tugs have all so far been named for rivers in KwaZulu Natal. Note that the spelling of the tug names
has altered since launching. (Bron: Shipping News)
Atlantic Marine Expanding Its Rig Repair Capabilities
4/15/04 2:35:43 PM Atlantic Marine, Inc. has acquired a heavy lift barge, and it is located at its new home
on Pinto Island here at the Port of Mobile on the Gulf of Mexico. The barge, named the Mobile Heavy
Lifter, will expand Atlantic Marine's capabilities allowing it to accommodate offshore rigs, jackups and
semisubmersibles that due to size restrictions are currently unable to fit on Atlantic Marine's largest
dry dock; the 50,000 ton drydock, Alabama. The heavy lift barge has a length of 393-ft., breadth of
131-ft. with a lifting capacity of 19,000 tons. Ron J. McAlear, President of Atlantic Marine, Inc. said,
"The addition of the heavy lift barge to our facility in Mobile is part of our ongoing commitment to keep
Atlantic Marine –Mobile one of the premier shipyards in the United States. The Mobile Heavy Lifter
assures that we are a complete, well-rounded ship and rig repair facility equipped to meet all of our
customers repair needs." Atlantic Marine -Mobile and its sister company, Alabama Shipyard, are
divisions of Atlantic Marine, Inc. Atlantic Marine -Mobile specializes in repair and conversions of
vessels and offshore rigs for both international and domestic markets and Alabama Shipyard builds
new vessels for the maritime industry. (bron Marinelink)
From Tugtalk:
Was speaking to some guys off the Cultra (see note above from Lawrence Amboldt) this morning.
She and the Carrickfergus have both been bought by Targe Towing of Montrose and they will be the
new resident harbour tugs at Aberdeen. The Carrickfergus is due to arrive in the next couple of days.
The present tugs are Schelde 12 and Deidre. The Schelde 12 will return to her owners URS in
Belgium and the Deidre will probably be laid up in Dundee. She might work alongside the Dundee
based tug Collie T. (Bron: Tugtalk)
North Star breidt Offshore uit
De Britse rederij voor stand-by schepen North Star investeert momenteel zowel in nieuwbouw als in
aankoop van schepen. De rederij, onderdeel van de Graig Group, heeft bij de Spaanse werf Astilleros
Balenciaga vier nieuwe stand-by schepen besteld. Ze worden volgend jaar opgeleverd en kosten in
totaal 36 miljoen dollar. Daarnaast heeft North Star twee stand-by schepen overgenomen van collega
rederij BUE Viking. Dit zijn de BUE Orkney en BUE Islay, die beide nog geen jaar oud zijn. Door deze
overname heeft North Star nu een vloot van 28 offshore vaartuigen waaronder 26 stand-by schepen,
een bevoorrader en een multifunctioneel offshorevaartuig. Deze vloot is voornamelijk actief op de
Noordzee. (Bron: Schuttevaer)
Leegpompen tanks Prestige begint in mei
De Spaanse oliemaatschappij Repsol begint volgende maand met het leegpompen van de gezonken
tanker Prestige voor de kust van Galicie. De berging van de naar schatting 13.000 ton resterende
zware stookolie zal waarschijnlijk de hele zomer in beslag nemen. De Spaanse scheepswerf Marin
bouwt een robot, die de olie uit de tanks zal opvangen in kunststofzakken. De zakken stijgen naar de
oppervlakte, waar de tanker Odin ze aan boord neemt. Sinds het vergaan van de Prestige in
november 2002 is naar schatting 53.000 ton zware stookloie uit de tanks gestroomd, voordat ze
provisorisch werden afgesloten met behulp van robots. De olie vervuilde duizenden kilometers kust in
Portugal, Spanje en Frankrijk en doodde honderduizenden zeevogels en dieren. (Bron: Schuttevaer)
SEMCO TAKES DELIVERY OF NEW 13,500 BHP OCEAN SALVAGE TUGS
Semco Salvage & Marine is proud to announce the delivery of their new built 13,500 bhp 166 tons bp
ocean salvage / towing tug Salvanguard which sailed out on her maiden voyage 1st week Jan 2004,
to Ulsan togther with the sister 10,000 ihp 110 tons bp ocean salvage / towing tugs Salvaliant and
Salvigour. The Salvanguard is the first of two new built ocean / towing tugs that Semco have built as
part of their fleet renewal programme. The 2nd new built vessel named Salviscount has successfully
completed it's seatrials and bollard pull tests between 11 to 12 Feb 2004. The vessel achieved a
speed of 15 knots and bollard pull of 165 tons. Salviscount now joins the stable of Semco ocean tugs
to support it's growing niche long haul towing business especially in FPSO projects. In fact,
Salviscount is on standby to rendezvou with the 3 other Semco tugs towing the FPSO "Kizomba A"
which is due to pass east of Horsburgh on / about 4 March 2004. Tug will take over from Salvigour
who in turn will be escorting the spread all the way to offshore Angola location. As ocean towing works
is one of its key revenue drivers and business portfolio, Semco had recognized the fact that with
increasing safety and quality standards towards a brand new generation of rigs and FPSOs calling for
ever stricter requirements for towing tugs, it was timely to invest in such new building tugs. These two
tugs are of course purpose design vessels for long haul ocean towage and salvage works. They have
a fuel (180 cst) capacity of over 2000 mt, which would allow tug to tow at maximum power non stop
without need for bunkering from Singapore to Cape Town. They are powered by 4 x Wartsila engines
allowing flexibility in fuel management in varying circumstances. Aside from having a FiFi 1 capacity
and dispersants, they are also equipped with a full range of salvage gears. The crew are handpicked
Semco staff with many years experienced as salvage towing crew. These two new built tugs together
with the Salvaliant & Salvigour will form a 4 tugs combination to tow one of the world's biggest FPSO
the Kizomba A from Ulsan to offshore Angola. Three tugs comprising the two new buildings and the
Salvaliant will be towing the FPSO escorted by the Salvigour. Apart from having the towage contract
Hyundai Heavy Industries (HHI), Semco is also engaged by HHI (for client Exxonmobil) to execute the
positioning works when the FPSO arrives at offshore Angola. These four Semco tugs plus another 5th
tug to be subcontracted in, will be used in the positioning works, under the instructions of a positioning
team also supplied by Semco. With the addition of these two new tugs, Semco assures it's customers
of it's commitment for top class value added turnkey services. The branching out to provide positioning
services is a testimony of the company's succesful effort to provide full turnkey and move up the value
chain in offshore marine services. (Bron: Semco)
25 Jaar Nationaal Sleepvaart Museum.
Afgelopen zaterdag hebben de deuren wijd open gestaan tijdens het 25 jarig jubileum van het
Nationaal Sleepvaart Museum te Maassluis. Man van het eerste uur en inspirator voor de vele
wisseltentoonstellingen, Nico Ouwehand, ontving uit handen van de Maassluise burgervader de
onderscheiding in de orde van Oranje Nassau. Een kroon op het werk van deze Maassluizer die door
zijn enthousiasme altijd prachtige tentoonstellingen weet samen te stellen. Ook is hij de schrijver van
het jubileumboek “Van Walegang en Berghout” hierin wordt de 25 jarige wisseltentoonstelling
geschiedenis van het museum beschreven. De eerste tien jaar wordt beknopt weergegeven, daar er
over de eerste 10 jaar al eens een boek van zijn hand is verschenen. De volgende 15 jaar worden
uitgebreid belicht. Onder andere kan men hier de tentoonstelling over de Golfoorlog, ITC 25 jaar;
Offshore, olie en gaswinning op zee, de berging van de Kursk en vele andere. Een aanrader voor de
liefhebbers, maar ook een boek voor diegene die iets meer over de sleepvaart willen weten. Het boek
kost slechts Euro 27,50. Na het officiele gedeelte volgde er een vlootschouw van diverse sleepboten
w.o. de Elbe, Smitwijs Singapore, Holland, museumschip Hudson, Furie, de Multraship tugs 5, 12 en
Commander, Havenslepers van Svitzer-Wijsmuller, Kooren, Iskes en Smit en vele andere. Een
prachtig schouwspel voor het jarige museum.
Van 17 april tot 19 september viert het nationaal Sleepvaart Museum haar 25-jarig bestaan. Dat komt
onder meer tot uitdrukking in een speciale tentoonstelling, waarvoor alle ruimten in het museum
worden gebruikt. Alle thema’s van de afgelopen kwart eeuw wisseltentoonstellingen worden nogmaals
behandeld. Nieuw fotomateriaal is te zien met betrekking tot alle onderwerpen die eerder aan de orde
kwamen. Dat is nioet gering als men bedenkt dat in de loop der jaren bijna zestig exposities werden
georganiseerd. Scheepsmodellen passend bij de thema’s, documenten en toepasselijke voorwerpen
completeren het geheel. Breng gerust eens een bezoek aan dit prachtige museum en vergeet niet
naar het boek “van Walegang en Berghout” te vragen.
De komende 2 weken is er geen Sleepvaart & Offshore Nieuws
Wegens een karwei in de Emiraten en daarna in Quatar ben ik ongeveer 14 dagen afwezig. De eerst
volgende S & O nieuws zal waarschijnlijk weer verschijnen op 9 Mei. Hoop bij terugkomst u weer
volop met nieuws te voorzien.
Groeten Hans
5e jaargang, nr. 16
dd. 09 Mei 2004
___________________________________________________________________
Magdelan Sea verkocht
De Canadese sleepboot Magdelan Sea, ex Salvor General, ex Abeille Normandie, 1977 - 1481 brt. 10000 apk, is in 2004 verkocht aan N.E. Zouros Shipping Group, Thessaloniki en herdoopt in Zouros
Hellas. (Bron Lloyd's List). (Bron: Lawrence Amboldt)
Smit Mandji - Smit International Gabon S.A. order new Damen Stan Tug 3509
Smit International have awarded a contract to Damen Shipyards Gorinchem for the
construction of a new terminal tug. Following a comprohensive tendering process the
order was placed for a Damen Stan Tug 3509 for delivery end of this year under yard
Nr. YN511606
Built as an enlarge Damen Stan Tug 2909 under standard rules of Bureau Veritas, the vessel will have
an overall length of 35.26 m, a beam o.a. of 8,85 m, a draft of 4,25 m and a displacement of 420 ton
with empty tanks. The twin screw tug will be powered by two Caterpillars 3516B TA/A main engines
driving, via Reintjes WAF 872/7.087:1 gearbox, bronze Promarin fixed pitch propellors within 2500 mm
v.d. Giessen Kort nozzles. The total ouput will be 2950 kW (3959 bhp) at 1600 rpm. A bollard pull in
excess of 52.8 tonnes is anticipated, with a free running speed of approximately 12.7 knots. The tug
will have basic functions for Mooring assistance, Supply, Anchor Handling and Ocean Towing. The
bridge will be constructed for a overall view to foreward, sides and to the aftdeck. A bow fender will be
fitted for pushing purposes and on the aft deck we will find a Mampaey quick release tow hook with a
safe working load of 65 tonnes. The Anchorhandling/Towing winch will be a double drums hydraulic
type with 40 ton at 10 m/min and 400 mtrs 38 mm steel wire on one drum and the other drum will have
a 610 mtrs 48 mm steel wire. The tug will have for anchor handling work a stern roller of 4400 x 1100
mm. Karmoy towing pins and forks will be fitted for safe working on anchor handling and towing
connecting work. Two anchors of 360 kg Pool High Holding Power with 437 mtrs studlink anchor chain
dia 20.5 mm U2. Further more the tug will be equipted with a 1200 m3/hr. Nijhuis HGT fire fighting
pump driven by a Caterpillar 3412C TA diesel engine. A Megator DP20 82 ltrs/min disperant set will
be installed. For supply purposes the tug will be provided with a SIHI ZLKD 50 m3/hr cargo fuel pump
and a cargo freshwater pump. A comfortable accommodation for crew will be fitted out to a high
standard air-conditioning living quarters for 12 persons, consisting of 2 single officers cabins, three
double crew cabins and one 4 crew cabin and dry store below deck. The nautical and communication
equipment will be from the newest generations like 2 x Furuno FR-1501 MKII and FR-7062 radars,
Plath Navigat X MK1 mod 10 Gyro compass, Plath Naviplot V HSC/GM Autopilot, Furuno GP-90 GPS,
Furuno LS6100 Echosounder, 2 x Sailor RT4822 with DSC VHF radio’s Furuno FS-1570 with DSC
SSB, 2 x Furuno Felcom 15 Inmarsat C, Furuno NX-500 Navtex and a Furuno FA100 AIS. The vessel
will be operated at the West Coast of Africa particully Gabon. The new vessel will be able to meet their
requirements. The enlarge deck dimensions together with their speed and bollard pull give the vessel
her ideally conditions for local terminal duties. (Bron: Hans van der Ster)
Abeille No.9
De Abeille No. 9 (433/76) is naar Cie. Maritime Chambon (Guy Chambon) gegaan als de Sirocco.
Ze zal vooral vanuit Cherbourg werken. In Marine News stond dat de Abeille No.10 sinds vorig jaar
de Acajou 2 zou zijn. Dit waarschijnlijk onjuist, de Acajou 2 is de voormalige Marseillais 3 en
volgens diverse bronnen is de Abeille No.10 nog steeds te Le Havre. (Bron: Lawrence Amboldt)
Rysum
De Rysum (26/71) die door ESAG aan een Nederlands sloopbedrijf was verkocht is doorverkocht aan
Dieter Ottosen en heet nu Isidora. (Bron: Lawrence Amboldt)
Schelde 12
De Schelde 12 had Schotland eind vorig week verlaten om te Antwerpen te gaan werken. Tien dagen
geleden stond in Antwerpen de Union Sapphire in het droogdok, samen met de Smit Zweden.
Omdat er tijdelijk geen reserve sleepboot in Antwerpen was, was de Gent de vervangende boot.
Europe
Na de hermotorisering van de vorig jaar aangekochte Europe (ex. Nettuno Secondo S-03) heeft
Gigilinis de Everest (ex. Hoheweg-84) dit jaar verkocht aan Gebroeders Spanopoulos en de nieuwe
naam is Christos XVIII. De Europe heeft nu een 8MG284X Niigata van 3530 apk en een paaltrek
van 50 ton. De roepsein is SY3511. (Bron: Lawrence Amboldt)
Doris
De Doris (69/69) is eerder dit jaar door SubMarine Services Ltd. te Falmouth verkocht, zonder
namenswisseling, aan Plantain Marine Ltd. eveneens te Falmouth. (Bron: Lawrence Amboldt)
Smit Anambas
De Smit Anambas heeft afgelopen week, na haar eerdere test trails, voor het eerst succesvol een
submersible lading operatie uitgevoerd. Offshore Mesaieed (Qatar) werd in 13 meter diep water de
ponton aan de grond gezet voor het laden van 2 kraanpontons, een werkeiland, pontonkistjes de
sleepboot Jijel en het werkbootje Sole Bay en boven het dek van de Smit Anambas gemanoevreerd.
De Smit Anambas werd door de Smit Luzon, tijdens het afzinken, in de juiste positie gehouden. Hierna
werd het water met de eigen compressoren uit de tanken geblazen en de lading droog op het werkdek
van de Smit Anambas gezet. De Smit Anambas met het materiaal, eigendom van Grandi Lavorni
Fincosit, wordt door de zeesleper "Hellas" – (Gigilines) ex. Nego Prince naar Italie – Brindisi gesleept.
(Bron: Hans van der Ster)
Dakota Creek finishing tug/barge and passenger cat
Inside the 300' ´100' assembly building, the crew at Dakota Creek Industries, Anacortes, Wash., was
putting the finishing touches on the 135' ´39' all-aluminum Solano in early April. Delivery to the city of
Vallejo located on San Francisco Bay had been rescheduled to mid-May, which is about a month
behind schedule. Also due for delivery from the yard in May is a new shallow-draft tug, the Avik, being
built for Crowley Maritime. The Solano was designed by AMD (Advanced Multihull Designs), Sydney,
Australia. The 300-passenger vessel will be operated by the Blue and Gold Fleet as part of Baylink
Ferries running between Vallejo and San Francisco. Main power is provided by twin MTU/Detroit
Diesel 16V4000 engines, each producing about 3,100 hp. The engines turn two Hamilton Jet HM 811
waterjets through ZF 7500 gears with 2.241:1 reduction ratios. Service speed is expected to be about
35 knots. A pair of Steuler SCR catalyst exhaust treatment units will reduce emissions. The Solano is
the third AMD-designed passenger cat built by Dakota Creek for Vallejo. The Avik is a dual-purpose
tug. Its shallow draft will allow the tug to push a fuel barge up into the rivers and estuaries of western
Alaska. In addition, the 76' ´36' tug features a bow shape that will allow limited offshore towing, for
which the boat is equipped with a small electric tow winch from Markey Machinery. The new tug was
designed for Crowley by Peter S. Hatfield Ltd., Vancouver, British Columbia. “We came to them with a
very specific set of things we wanted to do with the boat,” said Marty Johnson at Crowley. “It’s
definitely challenged them because the weight is a real issue. When you’re talking about the sort of
draft we’re trying to hit, the weight becomes a very stringent design constraint.” The target draft for the
lightest operational condition is 3'6" and the normal operational draft will be 4'10". Weight-saving
measures will include an aluminum deckhouse, which includes bunks for eight and provides enough
height for pilots to see over the barge being pushed. “The tug will be used for pushing about 50
percent of the time,” said Johnson, for which there are large push knees attached to the rounded bow.
Electric Patterson barge winches will secure the tow. Three 3406 DITA Caterpillar engines turning 41"
props in tunnels will provide a total of 1,350 hp. “The triple screws were necessary in order to cram
that much power in a very small aperture because of the depth,” said Johnson. Ship’s service power
will be provided by two Cat 3304 gensets. Dakota Creek is also building the accompanying fuel barge
that will be pushed by the Avik. The 180' ´52' ´14'6" barge will have a capacity of 517,000 gals. of
diesel fuel, gasoline or aviation fuel. Two Cat 3304 pump engines will be installed on the barge. As
these projects near completion, Dakota Creek is turning its attention to the construction of a 146' ´32'
steel and aluminum research vessel for the University of Delaware. (Bron: Jan van der Doe)
Breaux Brothers delivers crew/supplier
Loreauville, La.-based Breaux Brothers Enterprises Inc. recently delivered the Ms. Nancy, a 155' ´30'
´12'6" aluminum crew/supply boat, to Gulf Logistics, Golden Meadow, La. The 160-foot-class vessel
has a house-forward design that allows for a larger rear cargo deck. “This is our fifth new vessel since
2000,” Joey Arceneaux, Gulf Logistics’ president said at the boat’s christening. “We anticipate building
more than one next year. I’m not sure what size yet.” Two days later, after sea trials, Arceneaux
ordered a sistership to the Ms. Nancy. “These guys are really in tune,” said Vic Breaux, the yard’s vice
president, sales, engineering and purchasing. “Joey and them really cater to the customers.” The Ms.
Nancy has seating for 80 passengers (including a VIP lounge) and crew accommodations for eight.
Tankage includes 17,500 gals. of fuel; 25,900 gals. water; 250 gals. lube oil; and 900 gals. potable
water. The rear cargo deck measures 94' ´25' and can hold 260 LT of freight. Also on deck is an Ideal
G2HC winch and a luggage box designed by Arceneaux. The large aluminum luggage box is loaded
with the rig workers’ bags and the whole box is sent either to the rig or from the rig to the boat without
individual workers having to haul their own gear. “The box was Joey’s design,” said Breaux. “It’s all
about safety today, and this is another way to improve safety.” Main propulsion for the vessel comes
from four Caterpillar 3512B diesels that crank out a total of 6,000 hp at 1,800 rpm. The mains turn
Michigan 48" ´54", 4-bladed, nibral propellers through Twin Disc 6690 marine gears with 2.47:1
reduction ratios. The boat hit speeds of 30.8 knots carrying 22 tons of cargo and 25.5 knots when
loaded with 160 tons of cargo. “They called me the other night and told me they were making 24-anda-half knots carrying 200 tons in six- to eight-foot seas,” said Breaux. “I don’t know of any other
crewboat that could do that.” Vic’s brother, Brannon Breaux, the yard’s vice president, general
manager, engineering and sales, designed the passageways to be spacious and the equipment easy
to get to. “We wanted them to have functional piping, but something you can work around,” said
Brannon Breaux. “Easy access to the engines’ air filters — little things like that we use to try to make it
easier for the customer. And if there is a downtime, this is designed to make it as fast as possible.”
The Ms. Nancy was also fitted with a Wesmar DCP 200 bowthruster with counter-rotating propellers
run off the starboard Cat main engine via a flexible coupling. Twin Cat 3054 DIT, three-phase gensets
spark 72kw of electrical power each. Controls are by Mathers and the steering system the
responsibility of a Huber 7.5-hp hydraulic unit. The electronics suite features two JRC JMA2334
radars, Furuno GP1850NT GPS, Furuno LS4100 depth sounder, Furuno FS1503EM SSB, two ICOM
M45 VHFs, Raytheon 430 loudhailer, and a JRC NCR330 Navtex. Additional equipment includes a
Crane Deming 5063, 1,200-gpm off-ship fire pump, Elkhart Stingray 8393 fire monitor, Crown TS7 10hp fire pump, and a Barnes 25CCE 15-hp ballast/cargo pump. The Nancy is USCG/ABS loadline
certified and was delivered in March. “Everything I’ve seen so far about this boat is impressive,” said
Arceneaux. (Bron: Jan van der Doe)
Master Boat completes OSV for Abdon Callais
In mid-March, the 145' ´36' ´12' DP-1 steel supply boat Tina Callais left the waters of Bayou La Batre,
Ala., where she was constructed by Master Boat Builders, and headed for south Louisiana to join the
fleet of Abdon Callais Offshore Inc. She was not the first Abdon Callais boat to make the trip. “The
Tina is the 20th boat we’ve built for them and the sistership to the OP Callais [delivered in January
2004],” said Andre Dubroc, Master Boat’s general manager. “We’re building two more 166-footers for
them now.” Capacities for the new boat include 27,400 gals. of fuel; 36,000 gals. methanol; and 1,250
bbls. liquid mud. The rear cargo deck measures 88' ´30' and can carry 375 LT of freight. Twin
Caterpillar 3508B diesels, each producing 850 hp at 1,200 rpm, provide main propulsion for the Tina
Callais. The mains connect to Rolls-Royce Hung Chin 64" ´54", 4-bladed, bronze wheels through Twin
Disc MG-6690 marine gears with 3.21:1 reduction ratios. The boat hit speeds of 13 knots light during
sea trials, 11 knots loaded. The vessel was also fitted with a Schottel STT-110 bowthruster driven by a
300-hp Cat 3406. Ship’s service power is handled by a Cat 3304 genset that sparks 99kw of
electricity. The controls are by Mathers and the steering system a split-rudder Jastram from Gulf Coast
Air & Hydraulics. New World Electronics, also of Bayou La Batre, supplied the electronics suite. The
Tina has a total of 22 berths for crew and passengers and is USCG certified Subchapter L and ABS
Load Line under 100 gross tons. Master Boat is also nearing completion on a 128' ´32' ´11' steel divesupport vessel, the Ocean Inspector, for Oceaneering International Inc., Houston. For safety and
efficiency, all of the dive equipment will be stored below deck, leaving the back deck completely clear
during dive operations. Main propulsion for the Ocean Inspector will come from a pair of Caterpillar
3508B diesels, producing 850 hp at 1,200 rpm each. The engines will spin Rolls-Royce Hung Chin 62"
´58", 4-bladed, bronze propellers through Twin Disc MG-6690 marine gears with 3.21:1 reduction
ratios. The boat’s running speed will top out at 11 knots. A Cat 3406 diesel will power the vessel’s
bowthruster. Ship’s service power will be provided by twin Cat 3056 engines generating 99kw each
and one Cat 3406 diesel sparking 260kw of electricity for dive operations. Capacities include 16,000
gals. of fuel. Accommodations feature bunks for 24 crew and passengers. New World Electronics will
supply the electronics suite. The Ocean Inspector will be USCG certified Subchapter L and I, and ABS
loadline certified under 100 gross tons. Also under construction at Master Boat is a 159' ´36' ´12' steel
OSV for an unnamed customer. Tankage will include 37,800 gals. of fuel; 36,000 gals. of methanol;
and 1,850 bbls. of liquid mud. Main propulsion for the OSV will come from two Caterpillar 3508B
engines, producing 850 hp at 1,200 rpm each. The Cats will connect to Rolls-Royce Hung Chin 64"
´54", 4-bladed, bronze props through Twin Disc MG-6690 reduction gears with 1.47:1 reduction ratios.
The OSV will be fitted with a Schottel STT-110 bowthruster powered by a Cat 3406 engine. Master
Boat has plenty going on, but Dubroc said his yard is aggressively going after more business. “We’ll
have all this finished within a year,” he said. (Bron: Jan van der Doe)
LaForce OSV for Lytal
LaForce Shipyard, Bayou La Batre, Ala., has delivered a 136' ´34' ´12' steel supply boat to Lockport,
La.-based Lytal Marine Operators Inc. The Lytal James will be working in the Gulf of Mexico. Kirt
Loupe, Lytal’s vice president of operations, said his company’s niche is boats ranging from 110' to
150'. “It’s a good in-between boat for us,” Loupe said in describing the new 136-footer. “We can carry
double what the 110s can and still be competitive with them in price. If a customer doesn’t want to buy
methanol and mud like our 150s can carry, then this boat can do just about anything else the 150s can
do.” The boat’s rear cargo deck measures 78' ´27' and can haul 295 LT of freight. Twin Caterpillar
3412 diesels, producing 720 hp at 1,800 rpm each, drive 64" ´56", 4-bladed wheels through Twin Disc
MG-5202 marine gears with 5.01:1 ratios. Running speed for the Lytal James is 13 knots. For added
maneuverability, the boat was fitted with a Schottel SST-110 bowthruster. Ship’s service power comes
from two Caterpillar 3304T gensets, producing 99kw each. Capacities include 53,000 gals. of fuel;
14,000 gals. potable water; and 800 gals. lube oil. New World Electronics supplied the two Furuno
FR7112 radars, Furuno FS1503 SSB, Furuno GP1850W plotter, Furuno FCV667 color sounder, JRC
NCR330 Navtex receiver, three ICOM M502 VHF radios, two ICOM HS127 full-function remotes, and
a Simrad AP50 autopilot. “We’re real happy with what we got in this boat,” said Loupe. “The Coast
Guard said the welding is some of the best they’ve seen. It’s a quality boat.” The OSV is USCG
certified and ABS loadline certified under 100 gross tons. The James was delivered in April. LaForce
Shipyard has a number of other projects in the yard including a liftboat for CS Liftboat, a 170-foot
crew/supply boat for Southern States Offshore, and a 74' ´28' towboat for Crescent Marine Towing.
“We’ll stay busy throughout the year,” said Ray LaForce, the yard’s operations manager. (Bron: Jan
van der Doe)
Weather Blamed for Marine City Tug Crash
04/30 High winds may have been to blame in a crash involving a tug/barge on the St. Clair River near
Marine City early this morning. The tug Doug McKeil, which was pulling the barge Ocean Hauler,
crashed into the Edison Dock on the U.S. side of the river after leaving a Canadian dock and turning
south, according to preliminary news media reports from the area. No injuries were sustained, and the
vessels were not damaged. They continued on their way to Amherstburg, Ont. There was, however,
some damage to the dock. Vessel traffic in the area was not affected. (Bron: Jan van der Doe)
Algoisle Fits Out, Heads for Thunder Bay
4/30 After experiencing engine trouble in southern Lake Huron, Algoisle was towed to Sarnia's North
Slip Thursday afternoon by the tug Menasha. It is unknown how long repairs will take (Bron: Jan van
der Doe)
Crowley Returns to Oakland Market
Crowley Marine Services tugs, once a fixture in San Francisco Bay from the early
1900s to 1996, have returned home. Earlier this week Crowley re-launched its ship assist and escort
service in the Port of Oakland with two high horsepower tugs - the Tioga (Z drive - 4400 horsepower)
and the Sea Robin (twin screw - 5000 horsepower). The company's Oakland operation is located at
the 9th Avenue terminal. From there Crowley is now providing traditional ship assist services to
carriers, typically container shipping companies, as they enter and leave the port and its surrounding
areas. Crowley is no stranger to the San Francisco Bay area. The company was founded there in
1892 and provided ship assist services from the early 1900's until 1996 with its venerable "red stack"
fleet of tugs. In addition, Crowley's corporate headquarters remains in downtown Oakland. "Crowley
Maritime Corporation has had roots in San Francisco since it was founded there 112 years ago," said
Tom Crowley Jr., Chairman, President and CEO. "It is only fitting that we bring our ship assist
operations back to this port where it all started. Our customers have been asking us to bring our high
level of service back to the Bay Area; we listened and are excited to be able once again to provide
them with services". "In today's competitive ship assist market, it is important for us to be able to
provide full ship assist coverage to our customers in all of the West Coast ports in which they call,"
said Rob Grune, Vice President and General Manager, Ship Assist and Escort Services. "Our re-entry
into Oakland will enable us to do that". "All of us here at Crowley are looking forward to working with
the Bay Area maritime community in providing high quality, reliable, safe ship assist services," said
Todd Busch, Director, Ship Assist and Escort Services. Returning to Oakland would not have been
possible without the support of the company's operating unions, the International Organization of
Masters, Mates and Pilots (MMP) and the Inlandboatman's Union of the Pacific (IBU). Working with
these unions has enabled the company to ensure that that the high level of service offered in its other
ports will be provided in Oakland as well. (Bron: Marinelink)
5/7/04 9:26:04 AM
First of Three Tugs Delivered to Indian Navy
5/3/04 at 9:56:AM The first of a three-vessel order has recently been delivered to the Indian Navy by the
Tebma Shipyard located on the Indian East Coast. Each tug is to be powered by a pair of V-12
cylinder Cummins KTA38M2 main engines each developing 1200 HP continuous duty at 1800 RPM.
The 2400 HP tugs have a 25-ton bollard pull. Engines for the second vessel in the series have just
been delivered to the shipyard. The first tug is named INS Bhim. The designation INS that precedes
the name denotes the vessel as Indian Naval Service. The Tebma Shipyard (www.tebma.com) builds
a wide range of vessels from dredges to keep irrigation canals clear to larger passenger ferries and
mega yachts. (Bron: Marinelink)
CPA zegt concessie sleepbedrijf Smit International op.
Havenbedrijf CPA, een overheids-nv van het eiland Curaçao, heeft de concessie voor het wereldwijd
opererende sleepbootconcern Smit International ingetrokken. Dat houdt in dat Smit, al meer dan dertig
jaar actief op Curacao, het eiland zal verlaten. Aldus Ben Vree, chief executieve officer van Smit
International. De bedoeling is dar CPA’s dochterbedrijf, Kompania di Tou Korsou (KTK), het werk
voortaan zelf doet. KTK is dan per 1 augustus het enige sleepbootbedrijf op Curacao en krijgt dus een
monopoliepositie. Smit International (Antilles), gevestigd aan de Grote Werf te Scharloo, had tot nu
toe een doorlopende concessie voor het sleepverkeer in Bullenbaai. De maatschappij beschikt
daarvoor over twee sleepboten, de Smit Barbados en de Smit Bermuda, en biedt werk aan 25 vaste
medewerkers en een dertiental personen die regelmatig worden opgeroepen. Smit springt ook
regelmatig bij voor KTK, die verantwoordelijk is voor de haven Willemstad, Caracasbaai en
St.Michielsbaai, en omgekeerd. Voor Bullenbaai heeft Smit International een contractet Refineria Isla.
Dat contract lopt eind 2004 af. Het ziet er naar uit dat Smit ditr contract me Isla niet kan volmaken,
aangezien Curcao Ports Authority (CPA) de concessie van Smit per 1 augustus beeindigt. “We vinden
het heel vervelend dat wij, buiten onze macht om, in gebreke blijven jegens onze klant Isla”. Stelt
Vree, de hoogste baas van Smit International op het hoofdkantoor in Rotterdam. “Bovendien zegt Isla
erg tevreden te zijn over onze sleepbootdiensten en heeft Isla tegenover mij te kennen gegeven liever
door te gaan met Smit, die internationaal concurrerende prijzen biedt”. (Bron: Shippingnews)
Smit signs contracts with Damen
Dutch operator Smit and Damen Shipyards Gorinchem have signed a contract for the construction and
delivery of two Damen Azimuth Stern Drive Tugs, Type 2810. The first vessel will be delivered in only
17 weeks from contract signing, the second unit will be delivered in the spring of 2004. The
newbuildings are part of the fleet replacement programme, which is currently taking place at Smit
Aker Brattvaag to build for Ugelstad
Aket brattvaag has signed a contract with Skipsaksjeselskapet S Ugelstad, Oslofor the construction of
a PSV to be delivered in May 2005. The vessel is designed by Skipsteknisk AS, Alesund, and
designated the ST 216-L. This is a completely new design, with great emphasis on speed and
seakeeping. The vessel will be equipped according to Comf-V class, Clean class, Naut-OSV, DynPos
AUTR class and Ice C. Outfitting will be carried out by Brattvaag Skipsverft. The contract was
managed by broker R.S.Platou Offshore in Oslo.
Maine yard builds tug for Yankees owner.
He vice president of the Wasburn and Doughty boatyard in East Boothbay may be a Boston Red Sox
fan, but business is business. So when it came to building a tugboat for New York Yankees owner
George Steinbrenner, Maine’s baseball loyalities were not a factor. Wasburn and Doughty designed
and built the 5,000-horsepower state-of-the-art tug for Florida based Marine Towing, a tugboat firm
owned by Steinbrenner and his family. The boat, christened this week in Tampa, carried a price of $5
million – or $ 20 million less than the Yankees will pay Alex Rodrigues in an average year.
5e jaargang, nr. 17
dd. 16 Mei 2004
___________________________________________________________________
McKeil Renames Tug to Honor Longtime Employee
05/12 In honor of his recent retirement and dedicated years of service, McKeil Marine has renamed
their former Moran Towing Co. tug Salvager the Wilf Seymour. Capt. Seymour has been sailing the
Great Lakes for over 40 years, and retired from McKeil as the captain of the brine tanker Capt. Ralph
Tucker. Capt. Seymour continues to sail for Mckeil Marine occasionally, but is enjoying his retirement
in Newfoundland. The Seymour is now paired with the barge Lambert's Spirit, the former K-Sea
Transportation barge KTC 135. The barge was built in 1969 in Port Arthur, Texas, and has a cargo
capacity of 18,850 tons. The Lambert's Spirit is 435 feet long, 75 feet wide and 30 feet deep. The duo
will be engaged in the Manistee to Amherstburg run carrying liquid brine. They are expected to arrive
Manistee, assisted by the tug Lac Como, sometime Thursday. Meanwhile, the tug Jerry Newberry is
reported for sale. She was active for McKeil on the brine runs over the last months. (Bron: Jan van der
Doe)
10,850-HP AHTS Joins Seabulk Offshore Fleet
Posted 9/8/03 at 9:42:AM The Seabulk Offshore group of companies last week added a new UT-710
Anchor Handling Tug Supply Vessel (AHTS) to its fleet, making the 226-ft. Seabulk South Atlantic
the fifth newbuild vessel in Seabulk's 2003 fleet renewal program. Built by Brevik Construction AS in
Norway, the 10,850-hp Seabulk South Atlantic joins the Seabulk fleet on a five-year bareboat charter
agreement that includes a purchase option at the end of the contract. Larry D. Francois, president of
Seabulk Offshore, commented, "Seabulk South Atlantic is equipped with the latest technology and will
service growing markets in West Africa, working with the major oil companies who are demanding
modern, state- of-the-art equipment to support their multi-billion dollar developments in the deepwater
offshore." The Seabulk South Atlantic produces speeds up to 15.5 knots, has a certified bollard pull of
133 metric tons, and provides a hefty triple-drum anchor handling/tow winch with up to 300 tons line
pull and 450 tons brake load. The vessel also offers a large 123 by 50-ft. deck that can handle up to
800 tons of cargo. Designed by Rolls Royce Marine, the UT-710 incorporates a substantial amount of
Rolls Royce equipment, including the main engines, thruster, rudder, automation and control systems.
Fitted with high Liquid Mud and Brine capability as well as Fire Fighting FiFi 1 class notation and
Dynamic Positioning DP 1, the vessel's versatile capabilities allow her to serve in a multiple support
role assisting heavy-duty semi-submersible rigs for exploration and development drilling, as well as
fulfilling the rapidly growing demand for offshore terminal support work. Earlier this year, Seabulk
announced the addition of a newbuild Platform Supply Vessel (PSV) to its West Africa fleet -- Seabulk
Africa, two newbuild bareboat charters -- AHTS Seabulk Badamyar and PSV Seabulk Nilar -- for
Indonesia, a new line-handler for Brazil -- Seabulk Ipanema, and two newbuild PSVs for Brazil to be
delivered in 2004 and 2005. With operations in nearly two dozen countries, the Seabulk Offshore
group is Seabulk International's largest business segment, accounting for about half of total revenues.
Seabulk Offshore's global fleet of 116 vessels serves customers in North America, South America and
the Caribbean, West Africa, the Middle East, and Southeast Asia. (Bron: Jan van der Doe)
5,000-HP Z-Drive Tug Delivered
5/12/04 11:01:12 AM
Washburn & Doughty Associates, Inc. delivered the 5,000 hp Z-Drive Tug
Independent to Marine Towing of Tampa. The 92 x 32 x 13.7-ft. tug is designed for ship handling and
built to ABS Class Maltese Cross A1, Maltese Cross AMS, with notation: Towing Service and Fire
Fighting Capability. Independent admeasures 148 gt and has a Load Line based on USA flag registry
and USCG rules. Bollard pull is estimated at 135,000 lbs ahead and 130,000 lbs astern. Independent
is powered by High Displacement Caterpillar 3516 B main engines – rated at 2,500 bhp @ 1,600 rpm
– with electronic injection. The propulsion units are Rolls-Royce 1650H Z drives equipped with 2,400
mm stainless steel propellers and Kort nozzles with stainless steel liners. The vessel is equipped with
two Caterpillar 3304 DIT marine package unit generators that provide 99KW @1,800 rpm, 208V 3
phase. One generator is normally on line while the other is on standby. In event that the on line
generator fails, the switchboard and generator automatically start the standby generator, put it on line,
and shut down the other generator. Fernstrum grid coolers are used to cool the main engines and fire
pump engine. The Z Drives are keel cooled by a welded channel cooler and the generators are cooled
by circulating jacket water in the skeg void. Independent is outfitted with Schuyler 16-in. laminated
“soft loop” bow fender capped at the top of the bulwark with a 14-in. square hollow rubber fender.
Schuyler also supplied the 12-in. black rubber “D” fender on the sides and stern. The “D” fenders are
secured between two 1-in. plates about 4-in. deep with 1-in. pins on 11-in. centers. The vessel is
equipped with two 1,500 GPM SKUM Fire Monitors, with water and AFFF nozzles with local pick up,
and an Aurora model 411 centrifugal fire pump. Power is provided by a Caterpillar 3406TA pump
engine rated 440 hp @ 2,100 rpm. Deck machinery consists of a Markey model DEPC-48 electric
hawser winch forward and an Almon Johnson 18-in. diameter series 351E electric capstan aft. The
Siemens machinery alarm system consists of an integrated multi channel alarm system complete with
sensors and local/remote alarm indicators. All components are completely modular and plug into a
single dedicated backbone running fore and aft through the vessel. Navigation and communications
equipment include a Furuno GP-37 DGPS; a Simrad/Robertson AP9MK3 autopilot; a Simrad HS50
satellite compass; a Standard LH5 loud hailer; a Simrad RA53-4 radar; a Furuno 1953 C/NT radar; a
Furuno depth sounder; and three Icom M127 VHF radios. (Bron: Marinelink)
Carrickfergus
De Carrickfergus is vandaag, 13 mei 2004, door Svitzer Wijsmuller (N.I.) aan haar nieuwe eigenaar
Targe Towing overhandigd. (Bron:Lawrence Amboldt)
Gekapseisde sleepboot geborgen
De sleepboot En Avant 18, die in de nacht van donderdag op vrijdag kapseisde op de Oude Maas bij
de Develhaven, is vrijdag geborgen. Het schipis naar de Wilhelminahaven in Dordrecht gesleept. De
kapitein wordt vermist. De zoekactie naar de 24 jarige man uit Dordrecht in het water en in het schip
had vrijdagochtend nog geen resultaat opgeleverd., aldus een woordvoerder van het Korps Landelijke
Politiediensten. De politie zet de zoektocht vrijdagmiddag voort. Drie opvarenden, leden van de
reddingsbrigade Dordrecht, wisten op tijd van de sleepboot te komen. De politie heeft de twee
mannen van 24 en 43 jaar uit Dordrecht en een 28 jarige vrouw uit Barendrecht opgevangen. De
vrouw liep lichte verwondingen op In de nacht van donderdag op vrijdag deden ongeveer 60 mensen
mee aan de zoekactie die tot 05.00 uur duurde. De politie heeft vrijdagochtend de actie enkele uren
voortgezet. Zij heeft een helicopter met speciale camera ingezet. Het schip, eigendom van de rederij
Muller uit Dordrecht, sleepte een 80 meter lang Engels schip voor het evenement Dordt in Stoom, dat
zaterdag in Dordrecht wordt gehouden. Het scheepvaartverkeer lag tijdens de eerste zoekactie stil
maar is vrijdagochtend niet stil gelegd. Over de oorzaak van het ongeval is nog niets bekend. (Bron:
ShippingNews)
Seacor Laredo Collision
Lpg Berge Nice (35346 gt, built 2003), from Bahia Blanca, Arg. For Quintero, Chile, in collision with
AHTS Seacor Laredo (1376 gt, built 1982), from Atlantic Pacific, five miles north of the entrance to the
first narrowness, at 0310, may 12. Collision due alleged machinery failure on Seacor Laredo.
Damages not yet quantified. Three people on Seacor Laredo with minor injuries. (Bron:
ShippingNews)
5e jaargang, nr. 18
dd. 24 Mei 2004
___________________________________________________________________
Simoon
Expected in Montreal late on June 23rd will be the deepsea tug Simoon. It is likely she is coming here
to take Algosound to tow her overseas for breaking up. It is not known yet if she will take also the
Algocatalyst laid up at Sorel-Tracy. (Bron: Jan van der Doe)
Nominatie
www.tugspotters.com is genomineerd voor site van het jaar op
http://www.vaart.nl/sitevanhetjaar/nominatie.htm !!!!!!!! Ga naar
http://www.vaart.nl/sitevanhetjaar/nominatie.htm en vul het formulier in en help om op deze manier
jullie site ( www.tugspotters.com) als winnaar uit de bus te laten komen !!!!! Zegt het voort , zegt het
voort !!!!! Mede dankzij alle tugspotters, bijvoorbaat dank.
Making a 40-Year-Old Tug New
5/17/04 9:44:21 AM “One
of the really gratifying aspects of ship repair and conversion is the satisfaction we
get by being able to give new service life to vessels. And that’s exactly what we did with the 40 yearold Guardian, said Allen Stein, operations manager of Bollinger Quick Repair, in Harvey, Louisiana.
The 150- by 35- by 20-ft. Guardian, originally named Gale B. was built by Southern Shipyard in Slidell,
La., in 1963. It was owned by Midland Enterprises (Ohio River Company) and was part of a tug/barge
unit with the hopper barge Martha B. Midland sold the barge to Moran about three years ago and the
tug was on the market when it was acquired by Velvet Maritime, LLC, Hahnville, La. “It was in good
shape with a good purchase price,” said Andre’ Ledoux, president of Velvet Maritime. “It had
marketable power that we wanted to upgrade to meet new regulatory requirements, practically new
Lufkin gears, a good Detroit Diesel auxiliary engine package, good Markey deck equipment, a raised
pilothouse and was not undersized or oversized for blue water operations.” When asked why he chose
Bollinger to repower and make upgrades to the tug, Ledoux said, “My dad, Raymond Ledux is a 33year veteran of the marine business. He founded, owns and operates Velvet Marine Systems and
Offshore Supply Ships, Inc. He has had many vessels serviced at several of Bollinger’s repair yards
and has an excellent, long-term business relationship with Bollinger’s Dave Marmillion. That, and
Quick Repair’s location on the Harvey Canal just off the Mississippi River was very advantageous to
us.” Bollinger Quick Repair dry docked the tug and began the task of repowering first by disconnecting
all exhaust, cooling, fuel and lube piping from her two main engines. Then they cut the exhaust stacks
off and removed her two main engines. The engine foundations were modified to accommodate two
new owner-supplied Caterpillar 3606 diesels developing a total of 4640 HP that were mated to the
boat’s Lufkin gears with a ratio of 5.818:1. The port & starboard tailshafts were reconditioned and ABS
inspected. While other work was under way, Bollinger’s propeller shop reconditioned the port and
starboard propellers by fairing up all blades, welding nicks and cracks, checking and correcting pitch,
grinding, balancing and polishing all blades. Steering rudders, bulwarks and rub rails were cropped
and sections of the port and starboard ballasts were renewed as necessary. Sea valves were
removed, inspected and replaced and the sea chest screens were replaced after cleaning and
painting. The engines cooling water system was upgraded with two new Fernstrum coolers with
Bollinger built cooler guards. Installation of several owner-provided upgrades to the tug were carried
out, such as new speed log and transducer , as well as a Global Maritime Distress & Safety System
(GMDSS), provided and installed by ESI. Additional work was done on the stuffing boxes, steering
rudder trunks, rudder linkages, box vents, stern fuel vents, exhaust system, bilge, ballast and fire
system, anchor chain and locker and deck boards. Ledux said, “We are a new company and the
Guardian is our first boat and therefore our flagship. Our goal is to grow at a planned pace with similar
tugs so that we can provide first class vessels and service to our customers. And that is why we chose
Bollinger to bring this vessel up to current and expected regulatory requirements.” (Bron: Marinelink)
Damen Delivers Tug to Sea Ports Corp.
5/17/04 9:34:06 AM In March 2004 the Damen Stan Tug 4511 Al Salaam was delivered from Damen
Shipyards Galatz to the Owner’s Sea Ports Corporation (S.P.C.) Sudan. The Damen Stan Tug 4511 is
the latest member of the Damen Stan Tug series. In 2003 two shorter versions, the Stan Tugs 4011,
where delivered to an Owner in the Middle East. Al Salaam will operate at the Beshair SBM terminal
south of Port Sudan, where it’s basic functions will be towing, berthing, fire fighting and pollution
control. The tug is classified by Lloyd's Register of Shipping for Unrestricted Service. Al Salaam has a
heavily built hull with a transom stern and a round bow. The double chine is designed to afford good
water-flow to the twin screws and nozzles and incorporates a large skeg aft. The transom corners are
also well rounded and the full-height forecastle gives sufficient bow height for severe working
conditions. The hull is divided into five compartments and is of a very strong construction with side and
bottom plating of 10 mm and decks of 8 mm thickness. The aft deck is suitable for a specific weight of
5 ton per square meter. A stern roller is fitted, with a 19 mm thick deck forward of it. At the bow a
heavy rubber block fender is fitted, made of W-shaped blocks with section of 500 x 400 mm. At the
transom corners rubber D- fender of 300x300 mm section is fitted. An extensive tyre fendering is fitted
at the sides. The steel superstructure is placed on the forecastle deck and has 6 mm thick side plating
and 7 mm front plating. The deckhouse has ample space for the captain's cabin, chief engineer’s
cabin and two officers’ cabins. On main deck a galley, large mess room, stores and one crew cabin
are arranged while the other crew cabins and sanitary facilities are situated below deck. The
wheelhouse has control stands at centre forward, and the starboard aft side, which gives optimal view
on the aft deck. Al Salaam is powered by two six-cylinder MAN 6L28/32 A engines, driving fixed pitch
propellers of 2500 mm diameter, which run in Van de Giessen nozzles. The main engines have a total
output of 2940 bkW (4000 bhp) at 775 r.p.m. The reverse/reduction gearboxes are make Reintjes,
type WAF 1942. For optimal control and manoeuvring, these gearboxes are fitted with integrated shaft
brakes and trolling valves. The steering is by means of two streamlined (airfoil) double plate rudders,
which are activated by a Van de Velden double ram hydraulic steering gear. Two electrically driven
pumps are fitted, which can be used in single or double mode. To further aid manoeuvrability and
positioning capabilities a hydraulically driven bow thruster is fitted. Al Salaam is fitted with MAN D2866
LXE30 auxiliary engines, driving 150 kVA Stamford generators. A 1350 cu. m. Nijhuis fire-fighting
pump is driven by a MAN D2840 LE 401 diesel engine. On the fire fighting platform, between the
funnels, two Ajax monitors are fitted, each capable of a throw length of 120 meter. The hull and
superstructure are protected against radiant heat by means of a water spray system. For storing of
foam, a tank of 28.6 cu. m. capacity is integrated in the ship's construction. Two electrically driven
Quincy compressors supply the air for the starting and control system. A Sperre emergency
compressor with separate 30 litre air bottle is fitted. To further auxiliary equipment includes the normal
general service pumps, fuel pumps, pressure sets etc. with furthermore a Facet bilge water separator,
diesel driven emergency fire fighting pump and a Megator twin pump set for dispersant spraying. The
Damen Stan Tug 4511 has a very large wheelhouse with control positions fore and aft. Main
propulsion and bow thruster controls are available at each position. Controls for the aft winch are
located at the after control station. The nautical and communication equipment complies with the
Global Maritime Distress and Safety System (GMDSS) for Area A2 with complete Navtex coverage.
Two Sailor RT 4822 VHF radios are fitted with incorporated DSC modems/watch receivers. Further
communication equipment consist of a Furuno FS 1562-15 SSB radio telephone with DSC-60, a
Furuno NX-500 Navtex and a Furuno FA-100 Automatic Identification System. The navigation
equipment consists of a Furuno FR-7062 radar, a Litton SR-180 gyro compass, a Furuno GP-80 GPS
navigator, Furuno FE-700 recording echo sounder and a RZ Delta 130 anemometer. (Bron:
Marinelink)
Steam Tug Reiss Acquired by Northeastern Maritime Historical Foundation
05/17 The vintage steam tug Reiss was recently donated to the Northeastern Maritime Historical
Foundation by the Keewatin Maritime Museum. The Reiss is the only "G-tug" remaining in her original
configuration, complete with coal-fired boiler and original two-cylinder compound steam engine. The
Reiss was built by and for the Great Lakes Towing Company at Cleveland in 1913, and originally
named the Q.A. Gillmore. Her engine came secondhand from the wooden tug Monarch, and may
date as far back as 1873. The tug was sold in 1932 to the Reiss Steamship Company, and renamed
Reiss. She was put to work in Green Bay providing assistance to ships at the Reiss coal dock. Under
Reiss ownership she escaped the mass modernization of the Great Lakes Towing fleet in the 1950's,
and remained a steamer to the end of her career. Upon her retirement in 1969, she made her way to
the Saugatuck Marine Museum in Michigan, where she has been on display ever since, moored along
side the famous Canadian Pacific passenger steamer Keewatin. The Foundation plans on returning
the tug to her Towing Company livery and original name of Q. A. Gillmore. A full restoration to steam
is also being considered. More information, photos and history of the tug are available at
http://www.NortheasternMaritime.org/ (Bron: Jan van der Doe)
Crowley Refloats Stranded Passenger Ferry
5/18/04 12:12:41 PM Crowley Marine Services refloated the passenger ferry Le Conte, which had run
aground about 30 miles north of Sitka, Alaska on Monday, May 10. Crowley, under contract with the
Alaska Marine Highway System, floated the Le Conte off Cozian Reef. The salvage team made
internal and external surveys and the Le Conte is presently being towed to the Ketchikan Ship Yard by
the tug Chahunta with Crowley's salvage vessel, the American Salvor, escorting. The 31-year-old ferry
was transiting from Angoon to Sitka with more than 100 passengers and crewmembers onboard,
when it struck the reef located in Peril Strait. All of the passengers were successfully evacuated by the
Coast Guard and local private watercraft immediately following the grounding with only a few people
sustaining minor injuries. The vessel has an approximate 50-foot gash down each side of the keel.
After conferring with Alaska Marine Highway System officials and the operators of the LeConte,
Crowley immediately dispatched an assessment team, including a project manager and senior naval
architect, to the scene from San Diego where they had just completed the successful salvage of an F14 fighter jet that went down off of Point Loma. Crowley worked closely with Marine Response Alliance
(MRA) partner Titan Maritime, LLC, which provided the salvage master and additional support
equipment. Crowley dispatched the American Salvor, loaded with additional personnel and equipment,
to the scene last week to provide the support base for the overall salvage effort. That vessel arrived
Saturday morning. Crowley's Incident Management Team was mobilized and will remain on site at the
command center in Juneau until the project is complete. Prior to extracting the Le Conte from the reef,
all fuel, with the exception of a small reserve needed to run generators, was removed from the ferry,
as were the automobiles on its car deck. (Bron: Marinelink)
Horizon Offshore Reports Barge Blaze
5/19/04 8:25:34 AM Horizon Offshore, Inc. reported that a fire broke out on one of its barges, the LB Gulf
Horizon, while being towed approximately 400 miles off the coast of Georgia. The Horizon spokesman
said, "All of the personnel on board have been evacuated to the supporting tow tug and are accounted
for. We have no reports of injury to personnel during either the initial fire-fighting effort or the
evacuation. The tow tug, unaffected by the fire, will offload personnel onto another vessel or bring
them into port at the earliest opportunity." The cause of the fire and the extent of the damage are not
yet known. The fire continues to burn, so we cannot yet make a damage assessment. The barge was
en route to Israel to perform a job for the Israel Electric Corporation Ltd. Anticipating that the Gulf
Horizon will not be able to perform this job, Horizon is considering moving the work to other assets
within its fleet and is working with Israel Electric Company regarding the substitution. (Bron:
Marinelink)
Nicolas E. Zouros
De Griekse scheepvaart groep Nicolas E.Zouros gaat zich steeds meer sterker manifesteren in de
scheepvaartsector en zal een geduchte concurrent voor de Nederlandse bergers gaan worden. Naast
een nieuwbouwprogramma voor havenslepers is nu ook een zware zeesleper aangekocht. Deze
slepers worden wereldwijd ingezet. De Griekse rederij was tot nu toe voornamelijk actief in de eigen
thuishaven en op de Middellandse Zee en Zwarte Zee. Voor sleepreizen en bergingswerk worden
hiervoor de zeesleper Champon Z (5340 bhp; 72 bp) en de kust- en havensleper Kerveros (3000 bhp;
30 bp) ingezet. Daarnaast is de rederij ook in de offshoresector actief met de bevoorrader Virginia Star
Z (7200 bhp) een voormalige Smit-Lloydboot, en de Statos Z, een sleper met een trekkracht van 80
ton die ook voor ankerwerk kan worden ingezet. Nieuw in de sleepen bergingssector is de Zouros
Hellas, een zeesleper met een vermogen van 10.000 bhp, en een trekkracht van 110 ton. Deze
sleper, die onlangs is overgenomen van Secunda Marine Services uit Halifax in Canada, heeft
intussen al een aardige reputatie opgebouwd. (Bron:DBW 5/2004)
Nieuwbouw Kooren
In opdracht van Kooren Shipbuilding and Trading, onderdeel van de Kooren (Kotug) Groep uit
Rotterdam, worden op de ASL-werf in Singapore twee Roto Tugs gebouwd van het type RT60. Dit zijn
de kust-annex havenslepers met een trekkracht van 60 ton. Kooren heeft daarnaast een optie
genomen voor nog twee slepers van dit type. Uitvinder van het RotorTug-concept is Ton Kooren. Door
gebruik te maken van een derde voortstuwingsunit achter is dit type sleper niet alleen sterk maar ook
heel wendbaar. (Bron:DBW 5/2004)
5e jaargang, nr. 19
dd. 30 Mei 2004
___________________________________________________________________
Zoektocht
Wie weet er iets meer over een Spaanse sleepboot Picacho? Ze is of was in Valencia werkzaam. 70
tot 80 brt, mogelijk van een baggerbedrijf. (Bron: Lawrence Amboldt)
Williams Shipping
Damen heeft op 10 mei de Wilanne aan Williams Shipping te Southampton opgeleverd. Zij is een
Damen Stantug 1605 met twee Caterpillar motoren van samen 960 apk en een paaltrek van 12,8t. De
Oude Wilanne (ex. Anny B II-89, ex. 20-84) werd al in 2002 aan een onbekende scheepswerf in
Noorwegen verkocht.
Verder heeft Williams Shipping de Albatros 4 (ex. Albatros van GEM) voor zes maanden in charter
genomen met een koopoptie. Ze vaart momenteel als de Wilfreedom. (Bron: Lawrence Amboldt)
Smit-Lloyd 55
De Smit-Lloyd 55 is op 13 Mei 2004 herdoopt in Ocean Cairo. Werkzaam vanuit Egypte voor Ocean
Marine Services een Joint Venture met Seacor. (Bron: Hans van der Ster)
Atlantic Marine Completes Roehrig Overhaul
5/27/04 9:21:39 AM Atlantic Dry Dock Corp. (Atlantic), in Jacksonville, Florida, on April 16, 2004
successfully completed a 6-week overhaul on the Francis E. Roehrig, a 85 x 24 foot (25.9 x 7.3m)
tugboat owned and operated by Roehrig Maritime, Port of New York. Comprehensive refit and repairs
included changing out the two Caterpillar D-398 engines with new 3512 Caterpillar engines, a new
steering system, overhauling or replacement of shafts, propellers and rudders, installation of
Fernstrum keelcoolers, and other general life extension repairs. To complete the life extension of the
tug, the underwater hull and topside was blasted and painted. The Francis E. Roehrig was delivered
on-time and on-budget. Chris Roehrig, President of Roehrig Maritime and a first time customer said, “I
picked Atlantic because of their competitive pricing, reputation for quality workmanship and fast, ontime delivery.” Mr. Roehrig further stated, “I am very pleased with the project outcome, it met all of my
expectations and I would use Atlantic for any of my future work.” Roehrig Maritime LLC owns and
operates 6 well maintained tugs ranging from 1800 horsepower to 6000 horsepower. Their office is
located in Long Island, NY with a maintenance pier in Staten Island, NY. They are capable of towing
most anything along the entire East Coast of the U.S. and the Gulf of Mexico. (Bron: Marinelink)
Coast Guard Rescues Three from Sinking Tug
A boat crew from Coast Guard Station Port O'Connor rescued three men off the
sinking tug, Charles Alfred, May 27 in San Antonio Bay, approximately six miles south of Seadrift,
Texas.The crew of the Charles Alfred contacted the Coast Guard at 9:25 p.m. and reported that they
were sinking. Two boat crews from Station Port O'Connor, Texas, and a helicopter crew from Air
Station Corpus Christi, Texas, responded. The three crewmembers were safely rescued from the tug
and taken to Station Port O'Conner.The Charles Alfred was towing a barge, carrying 9,700 barrels of
cyclohexane, alongside when it began to sink. The barge is keeping the tug from completely sinking.
Both are in shallow water and are not blocking any ship traffic. The tug had the capacity of carrying
5,000 gallons of diesel fuel, some has leaked into the bay and created a sheen.Crews from Coast
Guard Marine Safety Satellite Office Port Lavaca, Texas, and the Texas General Land Office are on
scene overseeing the clean-up and recovery process. Miller Environmental and Carry Construction
have been hired to clean-up any pollution and recover the tug. A containment boom (floating curtain)
has been placed around the tug and barge to prevent the diesel sheen from spreading. The tug is no
longer leaking fuel and the barge remains undamaged and stable. The clean-up continues.The
crewmembers from the Charles Alfred are; Roy Pena, 46, from Rockport, Texas, Larry Krogsgaard,
32, from Rockport and Arnold Smith, 36, from Ingleside, Texas. The Charles Alfred is homeported in
Houston. (Bron: Marinelink)
5/28/04 10:00:45 AM
Hornbeck Offshore Announces Purchase of Three Vessels
Hornbeck Offshore Services, Inc. announced today that it has exercised its option to
purchase the HOS Hotshot, a newly constructed 165 foot fast supply boat that it has been operating
under a bareboat charter since it was delivered in April 2003. In addition, the Company announced
5/28/04 9:51:29 AM
that it has entered into a definitive agreement to purchase two 6,000 horsepower ocean-going tugs
that were built in 1983. Hornbeck expects to close the tug acquisitions by the end of June 2004, at
which time the vessels will be converted for service in the Company's U.S. transportation fleet. The
aggregate purchase price and conversion cost of the three vessels is expected to be $12.6 million.
Todd Hornbeck, the Company's President and Chief Executive Officer, commented, "We initially inchartered the HOS Hotshot in response to an increasing level of customer requests for a Hornbeckcrewed and operated deepwater-capable fast supply boat to complement our larger capacity new
generation offshore supply vessels. We have been operating this modern, new generation vessel for
over a year now at attractive dayrates and utilization for a variety of customers. The purchase of the
HOS Hotshot allows us to reduce costs by eliminating the bareboat rental payment. This is another
milestone in our strategic growth plan to add complementary vessel offerings to our customers in
response to their expressed needs." Carl Annessa, Vice President and Chief Operating Officer of
Hornbeck, added, "As we reported on our last conference call, we are acquiring these two higher
horsepower tugs to "power" the large double-hulled tank barges that we currently have under
construction for delivery late this year. In the interim, we will be able to lower our operating cost during
the remainder of our annual drydocking season by using these additional Hornbeck-owned tugs to
power our existing tank barge fleet, instead of in-chartering third party equipment." (Bron: Marinelink)
News: Welsh Towing Company Growth Continues
Holyhead Towing has added another boat to its diverse fleet of tugs and workboats.
Like most of the vessels in the fleet, the Afon Alaw is named after a river on the Island of Anglesey
where the company's home port is located. (Afon is Welsh for river.) This is the third vessel built for
the company by Hepworth Shipyard of Paull, Kingston Upon Hull and will be the most powerful in a
fleet that includes multicats, survey boats, fast crew boats and a large split hopper barge. The 83.6 x
29.5-ft. tug has a molded depth of 11.8 ft., which allows a shallow 7.8 ft. working draft, this is important
as a major focus of Holyhead Towing's work is dredging and marine civil engineering support in
shallow water. The company's work also includes pipelay support and cable work throughout North
West Europe and the Caspian Sea. In addition to conventional towing, the versatile vessel is suitable
for anchor handling with a winch capable of 45 tons pull at nine meters per minute and for towing, a
capacity of 400 m of 44-mm towing wire. The transom is fitted with a 3.5-m stern roller and hydraulic
guide pins. A powered storage reel is in a hold below the after deck. A deck mounted 90 t/m Heila
HLRM 90/55 hydraulic crane has a capacity of 29.7 ton at 2.89 m extension and 5.1 ton at 14.47 m.
The Afon Alaw's main engines are a pair of Cummins KTA 38M2 engines delivering a total of 2,600
bhp through ZF gearboxes to propellers in fixed Kort nozzles. Giving her a free running speed of about
11.5 knots and a bollard pull of about 35 tons. As with most of the vessels in the fleet Afon Alaw is
fitted with box coolers to allow shallow water work. The tug is also fitted with high lift rudders and a
bow thruster. Electrical service is met with a pair of Cummins-powered 50 Kva generator sets.
Hydraulics are provided for by a Cummin hydraulic power-pack. The hardwood covered working deck
can be fitted with a 30-ton A-frame. A towing hook is also fitted aft of the towing winch. Tankage
includes 100-cu.-m. for fuel, 12 cu. m. of domestic water with another 60 cu. m. for ballast or supply
water. Fuel and freshwater supply pumps facilitate support to dredges and other floating equipment.
(Bron: Marinelink)
5/12/04 8:37:24 AM
C & G Continues Tidewater Building Program
4/23/04 10:54:22 AM Numbers five and six in an eight boat order, the Masleny Tide and Mervat Tide, will
join their sisters Vickie Tide, Bonnette Tide, Lourdes Tide and Ursula Tide following their delivery
from the C&G Boat Works in Mobile this fall. The last two vessels in this order will deliver in the spring
of 2005. These 175x34-ft. vessels look like crew boats but are designed with internal tankage for liquid
mud as well as fuel and water in their 14-ft. molded depth hulls. With ample deck cargo space and
seating for 36 passengers, these are versatile boats that combine supply vessel type cargos with crew
boat speeds. Four Cummins V-16 cylinder KTA50 main engines generate 1,800 hp each at 1,900 rpm
and turn four-blade propellers through Reintjes ZWAF742 gears to push the aluminum hulls at 22
knots with 100 tons of deck cargo. Four Cummins 6CTA8.3 auxiliary engines provide electrical power,
pumping power for the mud and fire fighting as well as hydraulics for the bow thruster. C&G is building
these boats at their 12 acre Mobil yard while continuing with other build projects at their 4-acre site in
Bayou La Batre. (Bron: Marinelink)
Former CSL Vessel Saguenay Leaves Thunder Bay on Scrap Tow
UPDATE: 7 p.m. Saturday. The Saguenay tow arrived at the Algoma Export Dock this afternoon,
assisted by the tug Missouri. The vessels are expected to stay there overnight and resume their
passage early Sunday morning 05/22 Late Thursday night the one way scrap tow of the M.A.C. Gagne
left the port of Thunder Bay, Ont. M.A.C. Gagne was the former Saguenay of the Canada Steamship
Lines. Built in 1964 as a bulk carrier, she was boomed at Thunder Bay in the winter of 1971-72. She
eventually retired and laid up in Toronto, ON, Nov. 30, 1992. In 1997 she was purchased by Pierre
Gagne Contracting Ltd. and towed from Toronto on Sept 28, 1997. She was tied up at the old ore dock
beside Northern Woods Saw Mill for use in the creosote blob cleanup effort. From there she was
moved to Pascol's dry dock where rudder, prop, boom and engine were removed. Later moved up the
Kam River to Gagne's dock, she sat there slowly being cannibalized for parts. Her pilothouse was
removed and rumors of her becoming a barge never materialized. Finally, with the price of steel sky
rocketing, a deal was made to sell her for scrap. She will be towed to Montreal where it is said that her
final leg of the journey to the scrapyard will begin. The deep sea tug Simoon is expected in Montreal
May 24, and according to a port spokesman, will be used to tow the vessel to Bangladesh. (Bron: Jan
van der Doe)
UPDATE:
The tug Doug McKeil and M.A.C. Gagne, assisted by the local tugs Missouri and Adanac, departed
the Export Dock at Algoma Steel at around 6:25 a.m., headed for the Poe Lock. 05/24 The M.A.C.
Gagne, which is the former Canada Steamship Lines’ self-unloader Saguenay, which arrived at the
Sault Ste. Marie, Ont. Export Dock Saturday, was still there as of Sunday night. She had been
expected to leave Sunday morning. It is not known what the holdup is, although it could be due to the
constant severe weather that has been the norm on Lake Huron since Thursday. The 1964-built
vessel is bound from Thunder Bay to Montreal, where another tug is expected to tow her to her final
destination, a scrapyard in Bangladesh. (Bron: Jan van der Doe)
M.A.C. Gagne Scrap Tow Progresses
05/26 The tug Doug McKeil, towing the M.A.C. Gagne (former CSL's Saguenay) were downbound on
Lake Huron early Wednesday morning and expected to reach Lights 11 & 12 in lower Lake Huron
about 2:35 a.m. The Doug McKeil will meet the tug Wyoming above Port Huron and reconfigure the
tow with the Wyoming acting as trailing tug for the trip through the St. Clair and Detroit Rivers. The tow
is expected to pass Belle Isle in the Detroit River about 8:45 a.m. When the tow reaches Montreal, the
saltwater tug Simoon is expected to take over for the trip to a Bangladesh scrapyard. Meanwhile,
another saltwater tug, the Akhtiar, is enroute to Montreal and is expected to tow the former Algoma
Central bulker Algosound to Alang. The Algosound was sold last fall but the scrap tow was delayed
until winter weather had passed. (Bron: Jan van der Doe)
Bergingen bezorgen Smit Internationale hoge omzet 1e kwartaal 2004
• Geen winstverwachting over 2004
• Benoeming van drie nieuwe leden Raad van Commissarissen goedgekeurd
• Dividendvoorstel van EUR 2,00 per aandeel goedgekeurd
Tijdens de Algemene Vergadering van Aandeelhouders van hedenmiddag heeft Smit bekendgemaakt
dat in het eerste kwartaal van 2004 vooral de Divisie Salvage een uitstekende bezetting heeft gehad.
In het bijzonder in Pakistan, Zuid-Afrika en Noorwegen zijn enkele grote bergingen uitgevoerd. De
overige divisies van Smit presteerden conform verwachting in het eerste kwartaal van 2004.
Gebaseerd op het bovenstaande, verwacht Smit voor het eerste halfjaar 2004 een netto resultaat dat
minimaal gelijk zal zijn aan het netto resultaat van het eerste halfjaar 2003 (EUR 12 miljoen). Gezien
het onvorspelbare karakter van de Salvage-markt en de onzekerheid over de orderportefeulle van de
Divisie Transport & Heavy Lift over de tweede helft van dit jaar, wordt op dit moment nog geen
winstverwachting gegeven over geheel 2004. De aandeelhouders hebben de benoeming
goedgekeurd van enkele nieuwe leden van de Raad van Commissarissen, te weten de heren
H.C.P.Noten, R.H.Hendriks en W.Corda (per 1 augustus 2004). De voorzitter van de Raad, de heer
J.D.Bax, is voor een termijn van maximaal één jaar herbenoemd. Prof.Mr.P.F. van der Heijden is per
heden tussentijds teruggetreden als lid van de Raad van Commissarissen. Het voorstel tot uitkering
van een dividend van EUR 2,00 per gewoon aandeel is door de aandeelhoders goedgekeurd. (Bron:
Smit)
Barendrechts bedrijf versleept SS Rotterdam
Het Barendrechtse bedrijf MCS international Marine Services heeft de opdracht gekregen om de SS
Rotterdam voor een opknapbeurt naar Gibraltar te slepen. De Rotterdam, het voormalig
passagiersschip van de Holland-Amerika-Lijn, is door de gemeente Rotterdam gekocht en zal
uiteindelijk als topattractie op Katendrecht komen te liggen. In het schip komt ondermeer een hotel en
een casino. De SS Rotterdam moet eerst grondig worden opgeknapt en dat gebeurd dus in Gibraltar.
Het schip ligt nu nog op de Bahama's. 15 juni begint het Barendrechtse bedrijf MCS met de sleep. Het
duurt dan 3 weken voordat het schip in Gibraltar is. (Bron: Rijnmond)
Solstad Offshore ASA to receive 5-year contract for platform supply vessel
from Statoil ASA
5/26/04 The Norwegian supply vessels owner and operator Solstad Offshore ASA said on Wednesday
(26 May) that it had received a letter of intent regarding a contract for a platform supply vessel from
the Norwegian oil company Statoil ASA. The contract, valued at appr oximately NOK215m for a fixed
period of five years, covers the services of a newbuilding under construction at Flekkefjord Slipp
&Maskinfabrikk. (Bron: Stockhouse)
Twin Ports Report
The tug Miss Laura left port May 25 towing the new 70-foot fuel barge Greenstone II. The barge, the
first new vessel built at Fraser Shipyards in Superior in about 40 years, will carry fuel from Houghton,
Mich., to Isle Royale National Park. (Bron: Jan van der Doe)
Smit Mandji
De nieuwe Damen 3509 Smit Sleepboot Smit Mandji voor Smit Gabon, bouwnr. 6615, ligt momenteel
bij scheepswerf v.d.Giessen-De Noord te Alblasserdam. Zij wordt hier doormidden gezaagd om er een
stuk van 6 meter tussen te plaatsen. Zodra dat dit is gebeurd wordt zij weer teruggebracht naar
Damen Gorinchem. (Bron: Hans van der Ster)
Eerste tocht superjacht Ecstasea precisiewerkje van Broedertrouw
De sleepboten Broedertrouw XV en Broedertrouw 2 hebben het megajacht Ecstasea 18 en 19 mei
vanaf de Kaag naar Rotterdam getransporteerd. Het jacht is met 85,95 meter lengte en 11,50 meter
breedte het grootste ooit gebouwd op Koninklijke Werf van Lent en vertrekt binnenkort naar Hamillton
in Groot-Brittannie. (Bron: Schuttevaer)
Lichaam schipper En Avant 18 gevonden
Het lichaam van de schipper van de op 13 mei gezonken sleepboot En Avant 18 is afgelopen
weekeinde aangetroffen in de Oude Maas, ter hoogte van de Heinenoordtunnel. De En Avant zonk 13
mei rond middernacht op de Oude Maas, ter hoogte van de Develhaven in Zwijndrecht. De sleepboot
was bezig met het transport van een stoomsleper naar “Dordt in Stoom” en kwam tijdens het
vastmaken met het zeeschip in aanvarinf. De sleepboot zonk en de vier opvarendenspoelden
overboord. De schipper, de 24-jarige Robert van Wensen uit Dordrecht, verdronk hierbij. De overige
opvarenden konden zich in veiligheid brengen. Opvarenden van een motorjacht vonden vsn Wensen’s
stoffelijk overschot zaterdagmiddag in het riet, op acht kilometer van de plaats van het ongeval. (Bron:
Schuttevaer)
Vlaggetjesdag
Komend weekend is het weer zover, op vrijdag 4 en zaterdag 5 juni, is het weer vlaggetjesdag. De
Scheveningse haven bestaat dit jaar honderd jaar. Zaterdag wordt het startsein gegeven voor de
haringrace. In de haringrace strijden klassieke visserschepen om de haringtrofee. De traditie van
Vlaggetjesdag ontstond in de zestiende eeuw. Op de zaterdag voor pinksteren werden alle schepen
met vlaggen versierd. Op Tweede Pinksterdag kwamen de haringvissers bijeen op de kades om de
versierde schepen te bekijken, die de volgende dag zouden uitvaren. Het schip dat na een paar
weken als eerste haring aanlandde, was de winnar van de haringrace. Nog even wachten dus om de
eerste Hollandse Nieuwe te kunnen happen. (Bron: Schuttevaer)
5e jaargang, nr. 20
dd. 06 Juni 2004
___________________________________________________________________
Smit-Lloyd Fortune
De Smit-Lloyd Fortune is op 31 mei 2004 overgedragen aan de Chinese eigenaren zijnde: Huacheng
Shipping (Liberia) Inc. De nieuwe naam is mij nog niet bekend. (Bron:Hans van der Ster)
Smit Curacao
The anchor handling tug supplier Smit Curacao (Smit Bjorn J – 96, Smit-Lloyd 108 – 95) 1292/74 by
Seacor to Greeks inerests (Bron: Shipping News)
Lingue
De Lingue is door Seacor verkocht aan Nomis en herdoopt in Dea Lingue. De Lingue is de
voormalige Smit-Lloyd 41 en was al geruime tijd in contract by Ultragas in Chilie. Het eerste reisje
wat de Dea Lingue gaat maken voor Nomis, is het slepen van een bak van Peru naar Chittagong,
Bangladesh over de Pacific Ocean. (Bron:Seabreeze)
Abeille No.10, 433/76 – tug. By Les Abeilles S.A. France to Ivorienne de Remorquage et de
sauvetage, St. Vincent and the Grenadines and renamed Acajou 2
Active Prince, 2210/03 – offshore tug/supply. By Active Venture III KS, Norway to Company des
Moyens de Surface Adaptes a L’Exloitation des Oceans, Artic Terr. (France) and renamed Bourbon
Atlantide
Albatros III, (Albatros I – 92, Alianza an Pedro – 82, Serviceman – 80) 912/76 – tug. By Wijsmuller
Salvage & Towage Argentina S.A., Panama to Wijsmuller Offshore Terminal Towage (Far East) Pte.
Ltd., Singapore and renamed Albatros
Putford Acasta, (Cumbrae – 91, Ellemtor – 89) 878/72 – offshore supply. By Putford Enterprises
Ltd. UK to Mohammad Al-Mojil Group (MMG) Saudi Arabia and renamed Al Mojil 40
Putford Sea Mussel, (Sea Mussel – 93), Stirling Brig – 86), 825/74 – stand-by safety vessel. By
Putford Enterprises Ltd. UK to Mohammad Al-Mojil Group (MMG) Saudi Arabia and renamed Al Mojil
41
Putford Tern, (Victoria kent – 85, Kent Service – 84, Kent Shore – 80), 769/67 – offshore supply. By
Putford Enterprises Ltd. UK to Wilness International Network (Pte) Ltd. Panama and renamed Cape
Endurance
Valencia, (Boluda Valencia – 99, Aznar Jose Lus – 89), 338/69 – tug. Has been renamed Valencia
Pidesa by Pinturus y Desgasificaciones ls, Spain
Reports:
Aeger 385/04 – tug was renamed Asterix (Dnk) prior to 24/11/2003
Dalmatian 160/65 – tug was renamed Sandfoot Castle (Gbr) rior to 30/12/2003
Multratug 11, 243/72 – tug was renamed Serwal 2 (Pol) pror to 05/01/2004
Sandfoot Castle 231/67 – tug was renamed Pioneer (Com) prior to 21/10/2003
Stirling Esk 1504/86 was renamed Putford Terminator (Gbr) prior to 05/01/2004
Triton 199/77 – tug was renamed Uljanik Triton (Hrv) prior to 30/12/2003
Chiasson delivers crew/supplier to Abdon Callais
Larose, La.-based Chiasson Welding Service Inc. recently delivered a 187' ´32' ´13' aluminum
crew/supply boat to Abdon Callais Offshore, Cut Off, La. The Miss Danielle was designed by Picciola
& Associates, also of Cut Off, and was built using 5086 marine grade aluminum. “We built it to their
specs,” said Douglas Chiasson, the yard’s owner. “They wanted to make a quick crew/supply boat.
We did it the way they wanted it.” Chiasson said he’s certified to use aluminum to a thickness of 1.5".
“We’re good for any type of aluminum construction. The more certification you’ve got, the better the
Coast Guard likes it,” he said. “Most yards are certified to probably three-eighths inch.” Chiasson said
he is equally comfortable using steel or aluminum, but he admits that aluminum has its eccentricities.
“It takes so much more equipment to build in aluminum. It’s so much more delicate,” he said. “You
can’t pull it. You have to push it. But we’ve got the facility, the tools and the people to do it all.” The
boat has plenty of tankage space. Capacities include 40,508 gals. of fuel and 93,370 gals. rig water.
“That’s a lot of capacity for a boat this size, but she’ll still make better than 26 knots,” said Chiasson.
The rear cargo deck measures 110' ´26' and can handle 240 LT of freight. There are accommodations
for a crew of seven and seating for 92 passengers. Main propulsion comes from four Caterpillar 3512
diesels, producing 1,600 hp at 1,800 rpm each. The Cats are connected to Hawboldt 48" ´53", 4bladed nibral props through Twin Disc MG-6448 marine gears with 2.5:1 reduction ratios. A 200-hp
Schottel bowthruster helps keep the Miss Danielle on station while working around the rigs. Twin
Caterpillar 3304 gensets, striking 90kw of electricity each, provide the vessel’s service power. The
wheelhouse contains ZF Mathers ClearCommand MS568-13484 controls, and the steering system,
supplied by Gulf Coast Air & Hydraulics, features dual 7.5-hp steering units and Kobelt electronic
steering controls. The boat features a Furuno electronics suite and carries two Quincy 325 air
compressors. Miss Danielle is USCG and ABS Loadline certified and was delivered in March. (Bron:
Jan van der Doe)
Washburn & Doughty Wins Tug Contract
6/1/04 3:48:56 PM Washburn & Doughty Associates, Inc. signed a contract to build a 92 x 32-ft. Z-Drive
Tug for the Providence Steamboat Company. Providence Steamboat Company, located in
Providence, RI, operates tugboats on Narragansett Bay and adjacent southeast New England waters.
Engaged primarily in vessel assist work, the company has six tugs with two under construction. The
vessel currently being built by Washburn & Doughty is Providence Steamboat’s first Z Drive Tug.
Delivery is scheduled for December 2004. The new tug will be powered by two Caterpillar 3516HD
main engines each rated at 2,500 hp @ 1,600 rpm. The propulsion units will be Rolls-Royce
Aquamaster model US 205 Z Drives with NiBrAl 90.5-in. propellers and Kort nozzles lined with
stainless steel. Ship service power will be provided by two John Deere, Tier 2 emissions certified, 99
KW non-paralleling generator sets. A Timberland model A180-1-60-EVC electric hawser winch, with
level wind and line rendering features, will be located on the forward deck. An Almon Johnson 18”
diameter Series 351E capstan, with a 208/3/60 motor, will be located on the aft deck. Schuyler will
provide 17-in. laminated soft loop bow fender and 12-in. black rubber “D” fender for the sides and
stern. (Bron: Marinelink)
Feature: Boats We Love
3/5/04 11:15:01 AM (By
Don Sutherland) Every harbor has its share: hardworking boats that stand-out for
some provacative reason. It's probably not for their beauty. Form follows function in most maritime
architecture, and maybe there's a beauty in how functional these boats are. But such beauty resides in
the mind more than the eye. And yet they're still head-turners. Every harbor has its share. In New
York, three come to mind - aphabetically, Odin, Shelby Rose, and Twintube. You know 'em on sight.
The first two are tugs, and sort of look it. As for the third, "I was trying to build something that would do
everything," Luther Blount told us. It does. They do.
Odin
They say you'll see boats that resemble her out west. We've seen similar craft heading up the Rhine in
Europe. But on New York harbor, Odin looks unique. "Like a praying mantis," said her longtime
skipper, Capt. Royal Bailey, Jr. It seems an apt description for a boat whose push knees rise up as
they do, so close to the pilot house. And the pilot house itself completes the effect. Standing upon a
hydraulic post you may not spot at first, the house seems almost afloat midair - or perhaps is
connected by a short neck to the thorax of her deckhouse. Push knees and telescoping houses are
familiar enough. It's their size and placement that makes the difference in Odin. We thought they made
her look more like a sphinx, albeit a sphinx with forelegs drawn up to do take hold of something, and
get to work. "I call her the harbor barge taxi, she never stops," Bob Mattson told us. Capt. Mattson is
Executive Vice President of K-Sea Transportation Partners, which acquired the boat as part of the
Eklof fleet when the new company took over (see MN, "K-Sea’s OK Seas" MN November 25, 2002
issue). "Her utilization is amazing," said Capt. Matson. "I have said for years she is the hardest
working tug in New York." While a smattering of ship-assist and coastal work can be found on Odin's
resume, moving barges is her forte. And, given her relatively compact dimensions for a New York
pushboat - 73 feet long, just under 28 wide, 8-ft. draft - she's able to move barges in many of the
harbor's cramped quarters. Broad and varied to a spectacular degree, more like a sea when the
weather kicks-up, New York harbor is not known best for tight turns. But like any harbor, it has its
tributaries - the rivers and creeks that flow into it, with sites on their shores that take barges. "Our
primary mission is creek work, with single-skin oil barges," Roy Bailey told us. "You have to really
watch it in places like those." Westchester creek, Flushing creek, Newtown creek, the Gowanus, the
Hackensack River, the Raritan - some of their bridges are low indeed. That's where the retracting
house comes in handy - bringing the air draft down from 36 feet to 20. Head pulled-in, the mantis or
sphinx adopts certain virtues of the turtle. At first glance, to the untrained eye, Odin might have been
taken for similar boat, the Redwing, run by Eklof years ago. But Redwing was single-screw and, as
things turned-out, ill-fated. After Eklof sold her, Redwing sank off Florida. The story is told, in the best
tall-tale style, on the Web: http://www.wernerf.com/article/redwing.htm. As for Odin, Capt. Bob
Buschman, the relief skipper, calls here handling "mind-boggling" - this after years at the helm of the
recently retired tanker Jet Trader. "She has Kort nozzles and flanking rudders, winches and cables to
make up the tows. She's an agreeable boat for the crews. They normally don't have to handle lines.
They hand the cable eye to the bargeman and the push winches are operated from the house." It
almost sounds easy. Odin was built in 1982 by Delaware Marine with twin 930-hp Detroit 16V149s,
with Carl Mattson, Bob's brother, serving as Eklof's rep. "Delaware Marine was good at fabricating,"
Bob Mattson reports, "but not so swift at outfitting. She was run up to Eklof's yard but they had to redo
a lot and had to complete the piping, electrical and automation." The modifications took about eight
months. But once completed, they added up to a boat that doesn't stop. If you're new to New York and
see a praying mantis over here, then awhile later a sphinx over there, don't be fooled. There's only
one Odin.
Shelby Rose
The Shelby Rose is a tugboat, of this there is no doubt. She has all the parts where they belong - hull,
gunwale, caps, deckhouse, wheelhouse, stack - but in proportions distinctly their own. The
wheelhouse is the tallest single part, the only true vertical in her lines. It seems disproportionate to the
deckhouse. For the deckhouse, so low to the deck, is less a set of independent cabins than a roof
raised over hull compartments. Freeboard? Let's say the Shelby was built for gentle southern waters,
and looks it. So what's she doing, all blue and jaunty, up and down the Narrows, through the slop and
chop of the bay of good old nasty New York? It must be something serious. You don't see a push knee
on a model bow, unless a boat is very serious. According to Capt. Bob Henry of Island Marine &
Towing, the Shelby Rose is better than serious. She's perfect. "When I first saw her," Capt. Henry told
us, "I said that's exactly what I had in mind. For the longest time, I had crawled around boats, over
boats, in boats, under boats, looking and looking, and didn't find what I needed. Then, when I got to
Texas - " Texas? " - I took a look, and if you gave me a clean sheet of paper, I couldn't design a better
boat." So that's where you have to go to get a perfect New York tugboat? Trinity Bay, Texas? "With
the Shelby, I was able to step into a real niche," working the shallow creeks, canals, and rivers around
New York. Shelby Rose draws only five feet, so she goes in where other tugs wait and watch.
"Working in conjunction with construction companies," said Capt. Henry, "assisting tugs with docking
and undocking, she moves around the docking area very well, unlike a deep-draft tug. The guys in the
yards can't get over how she maneuvers." Inspection on that first day in Texas showed the boat to be
"extremely well-built, very robust. I'd wanted a floating tank - something I could put up on the beach,
and just back off when the time came. There's so much erosion going on, the waters are getting
shallower. With the Shelby I can give you hours on either side of high tide - that's a big selling point for
what I do." And what Capt. Henry does with the Shelby is just about anything. In a petro town like New
York, this includes a lot of run-of-the-mill barge handling - though a five-foot draft enables the Shelby
to add a touch of service in the smaller estuaries around the city, Long Island, New Jersey,
Connecticut. The Shelby Rose is the little tug that could. She came all the way up from Galveston
way, and she'll go wherever her package is needed. "We've been on the Erie canal, all the way to
Lake Seneca for the Navy. We brought a barge 280 miles west of Albany. We've been all up and down
Long Island and the south shore, Barnigat canal, Cape May - places where they haven't seen a
tugboat in forty years. "Not only can I tow the barge there, but I can deliver it up the thoroughfares
exactly where it needs to go. It streamlines the operation. And with twin 6-cylinder Detroits totalling
480 HP, she doesn't burn much. So I don't have to charge through the nose." But besides the routine
tows of the New York region, strong, compact tugs fill needs elsewhere. The Shelby had just spent a
week breaking ice in Bridgeport when we went to press, and escorting "fast" ferries through the floes
of February. And the 45-footer is the head office and traveling toolkit of Capt. Henry's other calling,
salvage. "When I first saw her, the engineer in me was amazed by the size of the engine room. It was
big enough for engines twice the size. I don't know why - there's no need for bigger engines, and you
couldn't use bigger wheels anyway." But in the meantime, "in the salvage business, you can't have too
much stuff - shackles, pumps, welding machines - I've got big tool boxes loaded with equipment. It
takes a lot of space on what looks like a small tug, but there's nothing you can break on a boat that I
can't fix." Because he can get where he needs to go, Capt. Henry's diving assignments often precede
the surveys, or are the surveys, amid loose cables and things that go bump, in the dark, in the mud
where a flashlight's no help. From his descriptions, you'd think it's as easy to get out of a tangle as it is
to get in. Bob Henry had started a towing company that still bears his name (see "Independence Day,"
MN August 11, 2003 issue), but that company and its vessel went into a divorce settlement. Bob
Henry spent a spell in the auto body business, while running the skimmer that cleans the surface at
the Fresh Kills landfill. And he thought-through his niche in New York. "Shelby Rose was so perfect,"
he recounts, "that a year later I went back to Texas, and bought another just like her." The Rachel
Marie (ex-R.M. Davis), like the Shelby Rose, is now named for the captain's daughters. The tugs had
been designed for the drilling business. "Brown and Root built a half dozen or so of this model in the
1960s, for towing oil rigs. There was a lot of drilling concentrated around Galveston Bay, where the
water was shallow. So they'd put 3 or 4 of these little tugs on a rig, and that's what they'd do for a few
days - move the rigs, very slowly, to the next location. I understand the small tugs would break a
channel in the bottom of Trinity Bay, then the rigs would break a deeper one." Tough little boats
indeed. "They drilled up all the oil in the shallow areas of Galveston Bay - sucked it dry," so the
builder/operator's use for the distinctive little craft ended with the operation. "An outfit in Texas called
General Supply, a clearing house for companies liquidating their assets, bought the boats from Brown
and Root." Her skipper's had time to know the Shelby, and learn what she can take. "She's seen eightfoot seas in the Gulf and up here in the east. But I know when to stop. "She's a wet boat, obviously,
and up here you've got wind and tides and vicious currents. On an eight-foot sea, you feel like the
captain of the Monitor. Or like a submarine skipper in your conning tower. Not a situation you want to
make a habit of." Still, a salver, by definition, goes places that damage vessels, sometimes with rough
water. And that's where we learn that spiffy yellow trim is no decoration. The Shelby's rail just about
clears the shins - yes, she's a southern boat indeed - and in heavy seas can submerge for awhile.
"The yellow paint on the caprails lets you know where the end of the boat is," something you should
know where the Shelby Rose goes.
Twintube
Twintube may seem like an odd name for a stick lighter, and at first sight you'd think a stick lighter is
what Twintube was born to be. And maybe she was. But boats besides harbor freighters have
Twintube's general layout - broad, open fordeck, house aft - harbor tankers being an example. And
both types of craft seem to be on the wane. Other methods of moving things have usurped boats like
Twintube, for both liquid and dry cargoes. But the layout remains eminently practical for what Twintube
does today. Indeed, it's hard to imagine a better design for bringing provisions and equipment to the
varied deepwater ships visiting New York. A containerport like Port Elizabeth may contain goods from
all over the world, but the best way to stock a containership still comes from the water. "We're the
backbone of the harbor," said the gent at the wheel, Mate Kolanomic. Mate is his given name, not his
rank. "Is like 'Matthew' in Croatian," he mentions as he steers toward the Eagle Birmingham with its
load of provisions. Capt. Kolanomic eases the broad 64-ft. craft against the Eagle Birmingham in place
at Port Liz. Deckhand Rich Koczera climbs up with the paperwork while the skipper prepares to
transfer his cargo. Twintube has its own crane, but this time a line descends from the higher boom of
the receiving vessel. Mike ties-up a stack of fresh fruits and veggies, palletized and shrink-wrapped,
and up it goes. "They used to use baskets for this," says Capt. Kolanomic, "which made problem where do you put them when they come back down empty?" Using pallets and shrinkwrap, Reynolds
has in effect containerized the delivery of chandlery goods. Everything arrives at its destination clean
and dry. The deck is cleared swiftly, and the skipper turns his boat back toward the direction of
Rosebank, Staten Island, adjacent to the Sandy Hook Pilots, where Reynolds' yard bustles with
deliveries - all the way from Canada, according to one long-haul driver. Practically in the shadow of
the Verrazano-Narrows bridge, itself midway between the New Jersey and the New England
turnpikes, with spurs up the New York Thruway and out the Long Island Expressway, the Reynolds
operation is an easy reach for anything that comes over the road. Much as Reynolds Shipyard can be
considered a transportation hub, a lot of Twin Tube's loads wouldn't fit the highway. "We're tested for
65,000 pounds," said Capt. Kolanomic, "and we've carried loads of sandblasted brick, lifeboats, eight
transformers for the Holland Tunnel, six tons each." Mike Reynolds also points out that with her broad,
open forward deck, Twintube has proved ideal for movie-makers, who need unobstructed harbor shots
from a platform with plenty of room for equipment. Capt. Kolanomic puts it flatly: "We can do anything
with Twintube." Twintube. What kind of name is that for a stick lighter? "We acquired the boat in the
late 1960s," said Mike Reynolds, "single-screw, with a 1671 Detroit. We added the A-frame and boom
in the early 70s. Before that, she'd been a tanker. The tubes were petroleum tanks." And before they
were petroleum tanks, it turns out, they were a way to reinforce a large, floating, open space that
could, 53 years later, still "do anything." "The only boats in the world like that," said Luther Blount,
"were the ones I built - five or six of them." Twintube was Blount Built hull No. 6. The tubes were Capt.
Blount's first maritime patent, in a portfolio that also includes a machine used in the manufacture of
thread, and a better way for shucking clams. One of Twin Tube's first assignments was carrying a
deckload of oysters from Bridgeport to Warren, Capt. Blount himself at the helm. Twintube and her
siblings began with the tubes, with the hull added. "It's like a catamaran," Capt. Blount told us, "with a
plate over it, a hull around it. When it came to putting the frames in, you knew from the tubes where to
put them. You didn't have to think - just go do it. You end up with two tubular compartments plus a
center compartment, and that gives you very good stability." With a tank manufacturer performing a
large part of the "yard" work, "you can build a boat very easily and quickly. He'd cut the tanks any way
I wanted, so they were cut on a bias one way to form a bow, another way for the stern. I built Twintube
in about forty days, for under thirty-thousand." Although Capt. Blount's ambition was to produce a
workboat that "would do anything," his tube concept found its way into such specialized craft as a
ferryboat."The tubes gave the boat the longitudinal strength - a tank, like a pipe, is fairly strong. "I used
to run all over with it, took it to New York to show it off. Everybody belittled it as a crazy looking thing.
But I could go right back and build them so cheap. They were major influences in getting me into the
boat building business." Twintube was launched on August 28, 1951, sponsored by Mrs. Willis Bount,
Luther's mother. After operating Twintube himself as a freight boat for about eight months, Capt.
Blount delivered the boat to John Leopold, who needed a tanker for his Staten Island Oil Company.
Piping was added, and the conversion made. That all took place early in 1952. Having gone from
freighter to tanker to freighter again, Twintube truly has "done everything." The era of the single-screw
tanker having passed, the tubes that gave the boat her name have been substantially removed, their
structural contributions substituted by other means. But Twintube she still looks like what she is - a
unique variation of a classic configuration, a sight once ubiquitous in New York. As Luther Blount put
it, "she's a piece of Americana." (Bron: Marinelink)
Tug Jacklyn M Renamed
06/02 The tug Jacklyn M was recently renamed G.L. Ostrander in honor of Gary L. Ostrander, an
executive of Lafarge Inc, who retired in March. Jacklyn M, which was built in 1976 and mated to the
cement barge Integrity in 1996, is managed by Andrie Inc. for the Lafarge corp. (Bron: Jan van der
Doe)
Torch Offshore Announces Update on Midnight Express Conversion
Torch Offshore, Inc. (NASDAQ: TORC) (the "Company") announced today that the Midnight Express
has substantially completed its DP-2 sea trials in the North Atlantic Ocean without any major
complications. The vessel has returned to the shipyard at Davie Maritime, Inc. for final rig-up and
certification before heading to Rotterdam for installation of the patented pipelay system at the
manufacturer's operation and the special-built crane. The vessel is expected to leave the shipyard
during the first week of June to begin the 12- to 14-day trip to Rotterdam based on the expected travel
speed of 11 to 12 knots. It is still the Company's intention to complete final outfitting and installation of
the pipe handling system in the Gulf of Mexico before the vessel enters the active fleet in the latter
portion of the third quarter of 2004. The vessel is scheduled to be delivered approximately two weeks
after the negotiated final delivery date of May 21, 2004. The Company does not expect this minor
delay to impact the timing of the Midnight Express entering the active fleet in 2004. Lyle G. Stockstill,
Torch Offshore, Inc. Chairman and Chief Executive Officer, commented, "We are pleased that the
vessel has almost completed its first round of sea trials and will be leaving the shipyard in the coming
days. In addition, the pipelay system and crane are ready for installation in Rotterdam. Our timing is
on track for the vessel to begin work in late 2004." To view photographs of the Midnight Express at the
shipyard in Canada as well as photographs of the patented pipelay system in Rotterdam, please visit
the Company's web site, www.torchinc.com, under Latest Presentations in the Investor Relations
section of the web site. Established in 1978, Torch Offshore, Inc. is involved in offshore pipeline
installation and subsea construction for the oil and natural gas industry. Torch Offshore, Inc. is
expanding beyond its established shallow water niche market in order to serve the industry's
worldwide growing needs in the deep waters. Any statements made in this news release, other than
those of historical fact, about an action, event or development, which the Company hopes, expects,
believes or anticipates may or will occur in the future, are forward-looking statements under the
Private Securities Litigation Act of 1995. The forward-looking statements in this news release include
statements about the departure date of the Midnight Express from Davie Maritime, Inc., the time to
travel to Rotterdam, timing of the final delivery of the Midnight Express to the active fleet, and
expectations of the negotiation of liquidated damages. Such statements are subject to various
assumptions, risks and uncertainties, which are specifically described in the Company's Annual Report
on Form 10-K for the fiscal year ended December 31, 2003 filed with the Securities and Exchange
Commission, as well as other factors that may not be within the Company's control, including,
specifically, oil and natural gas commodity prices, weather conditions and offshore construction
activity levels. Although the Company believes its expectations are based on reasonable assumptions,
it gives no assurance that the Company's assumptions and projections will prove to be correct. Actual
results may differ materially from those projected. (Bron: Jan van der Doe)
Hebron Sea
Anchor handling tug/supply Hebron Sea (1963 gt, built 1975), with 11 persons on board, reportedly
struck the Venture Offshore Gas Platform, in lat 44.02N, long 59.34,54W, in the Sable Island Gas
Fields, at 1113, UTC, May 4. No damage to Hebron Sea and minor damage to the platform
reported.(Bron: Shipping News)
5e jaargang, nr. 21
dd. 13 Juni 2004
___________________________________________________________________
Smit-Lloyd Fortune
Afgelopen week mocht ik aanvullende gegevens ontvangen over de Smit-Lloyd Fortune 9112715,
1995 opgeleverd als Smit-Lloyd Fortune door Italthai Marine Co. Ltd. (115695) aan Smit-Lloyd B.V.,
Rotterdam, 4-2004 verkocht aan kopers uit Hong Kong, ingebracht bij Huacheng Shipping (Liberia)
Inc., Monrovia-Liberia, in beheer bij Shen Hua Shipping Co. Ltd., Hong Kong, 5-2004 herdoopt
Huacheng, roepsein A8EU5. En om het geheel compleet te maken: Het schip was oorspronkelijk door
een Noorse reder besteld. Smit-Lloyd nam het schip tijdens de bouw over en paste haar aan, aan de
laatste ontwikkelingen op het gebied van de offshore bevoorrading. Op 19-12-1996 verkocht aan
Seacor Smit Offshore II, niet herdoopt. Op 11-01-2001 ondergebracht bij Seacor Offshore Europa. Op
06-04-2002 werd zij onder Engelse vlag gebracht en het management overgedragen aan Stirling.
Bedankt Teun (Bron:Teun van der Zee)
Seastructures
De laatste sleepboot van de failliet verklaarde Seastructures Ltd. uit Plymouth, de Christine (69/68),
is intussen verkocht. De nieuwe eigenaar is O'Hanlon uit het Ierse Waterford. (Bron: Lawrence
Amboldt)
Svitzer
De nieuwe Svitzer Mjølner (62 t paaltrek), zusje van de Svitzer Mars, die vanuit het Deense Fredericia
werkt, zal voorlopig naar Wales gaan om te Milford Haven te worden ingezet totdat de Svitzer Milford,
een latere sleepboot uit de serie van acht die in Litouwen werd gebouwd, klaar is. (Bron: Lawrence
Amboldt)
Ocean King sold by Pacific Carriers Offshore
Seabrokers reports that the Ocean King, a 15,000bhp anchor handler, has been sold by Pacific
Carriers Offshore to OstensjØ. The vessel has been fixed for a charter with Pemex to provide fire
fighting cover and logistic support with Pemex's numerous offshore locations. The charter period is
1,315 days, and the day rate is in the region of US$16,823.83 per day. The vessel is presently
heading her way to Mexico and is due to start this term charter in the near future. (Bron:Shipping
Online)
Bollinger Repowers, Modifies 40-Year-Old Tug
Bollinger recently gave new life to an old boat, the 150-ft. Guardian, originally named
Gale B., which was built by Southern Shipyard in 1963. It was owned by Midland Enterprises and was
part of a tug/barge unit with the hopper barge Martha B. Midland sold the barge to Moran about three
years ago and the tug was on the market when it was acquired by Velvet Maritime, LLC. "It was in
good shape with a good purchase price," said Andre Ledoux, president of Velvet Maritime. "It had
marketable power that we wanted to upgrade to meet new regulatory requirements, practically new
Lufkin gears, a good Detroit Diesel auxiliary engine package, good Markey deck equipment, a raised
pilothouse and was not undersized or oversized for blue water operations." In choosing the yard, a
long-term relationship helped seal the deal. "My dad, Raymond Ledoux is a 33-year veteran of the
marine business. He has had many vessels serviced at several of Bollinger's repair yards and has an
excellent, long-term business relationship with Bollinger's Dave Marmillion. That, and Quick Repair's
location on the Harvey Canal ... was very advantageous to us." Bollinger Quick Repair dry docked the
tug and began the task of repowering. The engine foundations were modified to accommodate two
new owner-supplied Caterpillar 3606 diesels developing a total of 4640 hp that were mated to the
boat's Lufkin gears with a ratio of 5.818:1. The port & starboard tailshafts were reconditioned and ABS
inspected. While other work was under way, Bollinger's propeller shop reconditioned the port and
starboard propellers by fairing up all blades, welding nicks and cracks, checking and correcting pitch,
grinding, balancing and polishing all blades. Steering rudders, bulwarks and rub rails were cropped
and sections of the port and starboard ballasts were renewed as necessary. Sea valves were
removed, inspected and replaced and the sea chest screens were replaced after cleaning and
painting. The engines cooling water system was upgraded with two new Fernstrum coolers with
Bollinger built cooler guards. (Bron: Jan van der Doe)
6/8/04 1:02:22 PM
Alleen handel Damen blijft in Nederland
Damen Shipyards stopt geleidelijk met de scheepsnieuwbouw in Nederland. Dat stelde topman
Kommer Damen van 's lands grootste wervengroep vorige week tijdens een bijeenkomst van de
Koninklijke Nederlandse Vereniging van Technici op Scheepvaartgebied (KNVTS) in Rotterdam. De
Damen Shipyards Group omvat dertig ondernemingen, waaronder zo'n vijftien werven in Nederland,
en heeft een jaaromzet van circa een miljard euro. Volgens Damen verdwijnt na de cascobouw ook de
afbouw grotendeels naar lage-lonenlanden. 'Er is misschien nog ruimte voor complexe militaire
schepen en materieel voor de baggerindustrie, maar ik denk dat ook voor deze schepen Nederland op
de langere termijn niet de goede plek is. Voor de jachtbouw geldt hetzelfde. Nederland heeft nog het
imago dat je voor mooie jachten hier moet zijn. Maar hoe lang dat duurt, weet ik niet. De rompen die
wij in Polen maken, zijn beter dan de Nederlandse. Ik heb een werf in de Oekraïne van 122 hectare
die ik waarschijnlijk in mootjes ga hakken. Daar kan Amels dan mooi heen. De engineering blijft
natuurlijk hier.' (Bron: Schuttevaer)
Supply Boats Auctioned off
On a gray Wednesday morning, five supply and anchor handling tug supply boats
were auctioned off on the U.S. Federal Courthouse steps in Lafayette, Louisiana. About 26 people
attended the auction with ten registered bidders signing in and showing proof of deposit. At 10:00
o’clock a.m. after the Clerk of the Court read the court orders and terms and conditions of the sale,
individual bidding started on the 180’ x 40’, 2700HP “Seacor Osprey” at $5,000. The “Osprey” had
been originally built as a straight platform supply vessel by Halter Marine in 1981, converted to an oil
recovery / emergency response vessel in 1994 and had been cold-stacked since 2001. Bids slowly
increased at $5,000 increments to $50,000, at which time she was sold to Hossain Jalabadi of
Diversified Engineering Services, Inc. of Houston, TX. Next on the block was the 190’ x 40’ “Kodiak
Island”, a 3,900BHP anchor handling tug supply boat built in 1980 by Halter Marine. Bidding also
started at $5,000, first increasing by $5,000 increments and then jumped from $15,000 to $200,000.
The vessel was finally sold for $275,000 also to Diversified Engineering Services who had purchased
the “Osprey”. The 198’ x 42’ AHTS “Seacor Rebel” built in 1983 by Moss Point Marine and powered by
a pair of EMD 16-645CE2’s totaling 3,900BHP started off bids at a low $5,000, immediately jumped up
to $500,000 and then continued at $5,000 – 45,000 increments until reaching a high of $805,000
which was bid by Jettco, LLC. The remaining two vessels, the 230’ x 42’, 3900HP “Gulf Yankee” (exSeacor Yankee) built in 1982 by Moss Point and lengthened in 1996 and the 248’ x 44’ diesel electric,
dynamically positioned “Gulf Frontier” (ex-Gulf Frontier) built in 1981 by Halter and lengthened /
converted to a “new generation” PSV for deepwater service in 1996 were both bought back by the
creditors. Once individual bidding completed, all five vessels were offered “in globo” (en-bloc) with
bidding to start at $3,580,000. No bids were received and the vessels were awarded to the individual
highest bidders “as is, where is” and free and clear of all liens, encumbrances and pre-existing claims
whether recorded or otherwise. The “Gulf Yankee” and “Gulf Frontier” are now available for negotiated
resale through Marcon International, Inc. who handled the marketing of the auction and are acting as
exclusive brokers on behalf of the Owners. Although the auction was restricted to only U.S. buyers,
the vessels are now available for sale to either foreign or domestic buyers on an “as is, where is”
basis. However, any sale to a foreign buyer will have to be contingent on MARAD approval to be
obtained by the foreign buyer. Further details on both vessels can be found on Marcon’s website
www.marcon.com and price guidance is available on request. “Seacor Osprey” and “Kodiak Island”
are expected to depart the “oil patch” and work in Caribbean cargo trade and “Seacor Rebel” is
expected to go back to work as an offshore tug supply boat for the new Owners.
6/11/04 3:03:59 PM
Offshore Supply orders new Moss design
Offshore Supply K/S has placed an order for a new design AHTS vessel based on the Moss 501-80
design. The yard receiving the contract was Aker Brevik, Norway, with deliver late December 2004.
(Bron: Offshore Shipping)
5e jaargang, nr. 22
dd. 27 Juni 2004
___________________________________________________________________
Daphne B, (Daphne – 01), 77/69 – tug. By unspecified owners to taylor & Taylor, both UK and
renamed Red Empress.
Marmex VII, (Drive Mar – 98, Keverne – 96, Groenland – 90), 579/77 – tug. By Compania Maritime
Mexicana S.A. de C.V., Mexico to Prime Vertical Ltd, Antiqua and Barbuda and renamed Thunderer.
Seacor Alcina, 1238/98 – offshore supply. By Anna Offshore Inc, USA to Maritima Mexicana SA de
CV, Mexico and renamed Isla Azteca
Seacor Valiant, 1576/99 – offshore supply. By Anna Offshore Inc, USA to Maritima Mexicana SA de
CV, Mexico and renamed Isla de Cedros.
Triton, 199/77 – tug. By Tripmare S.r.l, Italy to Uljanik – Brodogradiliste dd, Croatia and renamed
Uljanik Triton.
Zacharias, (Sea Truck – 00, Nor Truck – 88, Edda Sea – 7, Flexservice 2 – 86) 2652/79 – offshore
supply. Has been renamed Sentinal by Sea Truck (K) Ltd. Norway (NIS).
Maiden Castle
De Maiden Castle (ex. Conor-01, ex. Poblet-94) is door Portland Towage, onder bemiddeling van
makelaar Michael Vincent, verkocht aan SOMARA op Martinique. De nieuwe naam werd Massai.
M A C Gagné, Algosound Leave Montreal on Scrap Tows
M A C Gagne (former CSL vessel Saguenay), which was towed from her long-time Thunder Bay
lay-up berth late in May bound eventually for scraping overseas, left Montreal last week behind the tug
Simoon. The tug has enough fuel for 40 days and food for 60, so a fuel stop is scheduled in Saudi
Arabia. The tow to Bangladesh will take an estimated 65 days. Algosound also departed Montréal
early last Saturday morning with towing tug Akhtiar on the lead assisted by Lac Vancouver on her
stern. Akhtiar will take the tow to the Suez Canal where it will be relieved by another tug. (Bron: Jan
van der Doe)
06/14
Seabulk Ordered
6/14/04 5:13:15 PM Expanding its presence in the growing offshore West African market, Seabulk Offshore
-- a subsidiary of Seabulk International, Inc. has ordered two additional vessels for delivery in late
2004 and mid-2005, respectively. Built at a combined cost of approximately $23.4 million, the new
vessels will work under long-term contracts for a major international oil company in offshore Angola.
"West Africa is our biggest market and represents more than half of Seabulk Offshore's revenue,"
commented Larry D. Francois, President of Seabulk Offshore. "These new vessels are a response to
our customers' needs and signify our confidence in the long-term potential of this region, where we are
currently the number two operator with 40 vessels." The vessels, the Seabulk Advantage and the
Seabulk Luanda, bring to five the total number of newbuilds currently under construction for Seabulk
Offshore. Of the five, three are destined for West Africa and two for Brazil. They are part of Seabulk
Offshore's ongoing fleet renewal program, which has resulted in the delivery or construction of ten new
vessels since the beginning of 2003. The Seabulk Advantage is a 4,800-horsepower, four-pointmooring Platform Supply Vessel (PSV) being built in China for Jaya Shipbuilding & Marine, Pte. of
Singapore at a cost of approximately $8.6 million. The Seabulk Luanda is an 8,000-horsepower
anchor-handling tug/supply vessel (AHTS) being built by Singapore-based Labroy Marine Ltd. at a
cost of approximately $14.8 million. Labroy Marine is also constructing the Seabulk Angola, an 8,000horsepower, anchor-handling tug (AHT) scheduled for delivery in early 2005 at a cost of approximately
$10.8 million. (Bron: Jan van der Doe)
Maumee River Reopened
06/16 9:40 p.m. Update According to reports from WTOL News in Toledo, several tugs were able to
free the barge just after 12:00 noon. No one was hurt in the incident and no gasoline was spilled. The
Coast Guard was concerned with the risk of gasoline leaking into the river and an explosion.
Electricity was cut to the bridge and the immediate area was evacuated. "It was a double hull barge.
The probability, even if the extrication of the tug and barge hadn't gone smoothly, there was still a low
probability the inner hull would have been breached," Coast Guard Commander Chris Roberge told
WTOL. Neither the bridge nor the barge were damaged. The Coast Guard did not speculate about the
cause, but admits strong river currents may have played a role in the accident The investigation into
the exact cause will take several months. The Maumee River is running at or near flood stage. Heavy
rains in the past couple of weeks has the water level up, and the amount of debris up. CSX reported
there were about 13 trains being held up since the bridge was stuck in the open position. CSX crews
had already started to inspect the bridge Thursday afternoon to see what damage had been done. The
company says safety is its primary concern. Original Report The Maumee River was closed Thursday
morning as the inbound tug Michigan and barge Great Lakes, carrying 40,000 barrels of gasoline, hit
the CSX Rail bridge just north and east of downtown Toledo. It happened just after 9:00 Thursday
morning as the barge was fighting the currents in the Maumee River. No one was hurt. No gasoline
spilled. The barge and tug is wedged into the bridge. Just before 11:00, another tug was brought in to
free the barge. It was not successful. Train traffic is also blocked. The Coast Guard is standing by,
along with the Toledo Fire Department's fire boat. The Maumee River is running at or near flood
stage. Heavy rains in the past couple of weeks has the water level up, and the amount of debris up. A
similar incident happened on the river in October of 2001 when a swift, rain driven current, caught the
Nanticoke against the Norfolk-Southern South Railroad Bridge, holding her there for several days. At
that time only the upper river was closed. Check back for updates. (Bron: Jan van der Doe)
SmitWijs Tugs 19 Juni 2004
SmitWijs London te Zuid Korea in afwachting veertrek met sleep Erha naar Singapore. Vertrek van het
transport is al een aantal keren uitgesteld door typhoons op de route.
SmitWijs Rotterdam ligt in Dubai, wat kleine reparaties te doen. SWR is door SmitWijs aangeboden
om bulk carrier Cape Africa te verslepen van Zuid Afrika naar Singapore of Dubai. Cape Africa is
eerder dit jaar als jop gemaakt op de Zuid Atlantische Oceaan door Smit Amandla (ex-John Ross) van
Smit South Africa.
SmitWijs Singapore los onderweg naar Vera Cruz voor verslepen van accommodatie rig Bornholm
Dolphin naar Haugesund. ETA Vera Cruz 8/7.
Canadian Venture Scrap Tow Could Leave Today
The ULS Group tug Commodore Straits arrived in Toronto around 6 a.m. Saturday and berthed
at Pier 35 south. The tug is expected to tow the former ULS bulk carrier Canadian Venture out of the
Great Lakes to Bangladesh for scrapping. An exact departure time is unclear, but it could be as early
as today. The vessel, which last operated in fall, 2001, has been laid up at Toronto. She had been
sold to International Marine Salvage and was scheduled to be cut up at Port Colborne Ont. However
recent developments indicate she may have been resold to overseas scrappers. Canadian Venture
was built by Davie Shipbuilding Ltd., Lauzon, PQ and commissioned on June 5, 1965 as the
Lawrencecliffe for Halco Inc. On Nov.16, 1965, while loaded with ore from Port Cartier bound for
Conneaut, the Lawrencecliffe Hall collided with the British general cargo carrier Sunek during a
snowstorm on the St. Lawrence River 14 miles east of Quebec City. After failed attempts to beach her,
she rolled onto her starboard side and sank in 35 feet of water. All 24 crewmembers were safely
removed. She was raised and towed to Lauzon for repairs, returning to service Aug.1,1966. The
Lawrencecliffe Hall was acquired by Misener Shipping Ltd., St. Catharines, ON in 1988 when she was
renamed David K. Gardiner. From 1991 through 1994, she sailed under the management of Great
Lakes Bulk Carriers. This vessel was the subject of another name change when, in 1994, the David K.
Gardiner was bought by the Upper Lakes Group, Inc., Toronto, ON. She was renamed Canadian
Venture at that time. (Bron: Jan van der Doe)
06/21
Canadian Venture Tow Departs Toronto As Planned
06/22 Canadian
Venture left Monday morning from Toronto for Bangaladesh scrappers under tow of the
Commodore Straits. Plans call for them to meet the tug Vigilant 1 at the Cape for the tow down the
Seaway. Departure from Toronto was at 0835. At present, the ETA for Iroquois Lock is 100 Tuesday.
Canadian Trader to Join Canadian Venture on Scrap Tow
The Commodore Straits, towing the scrapyard-bound Canadian Venture and with the tug
Vigilant 1 on the stern and the tug Seahound assisting, continues her passage to Montreal. In
Montreal, the tug Haedong Star is being prepared to tow the Canadian Venture to Quebec City where
she will hook up with the retired Canadian Trader after the latter's arrival from Trois Rivieres. The
Haedong Star will also receive a new name, "Strong Deliverer," and will be flagged Panamanian
according to the Port of Montreal website. The Trader and Venture are bound for Bangladesh for
scrapping. In the interim, more parts will be removed from the Canadian Venture's engine room. The
pilot house has been cannibalized to such a large extent it looks bare. Commodore Straits will return
to Toronto after Canada Day celebrations, reportedly to pick up the Canadian Mariner and tow her to
Montreal for an eventual overseas scrap tow as well. (Bron: Jan van der Doe)
06/23
ss Rotterdam op sleeptouw
De ss Rotterdam is onderweg naar Europa. Vanmiddag zijn in de haven van Freeport op de Bahama’s
de trossen losgegooid. Op sleep bij de Poolse sleper Englishman is koers gezet naar Gibraltar. Daar
zal het voormalige vlaggenschip van de Holland Amerika Lijn (HAL) bij de werf Cammel Laird worden
opgeknapt en verbouwd. Kapitein Wojchiech Grotha van de Englishman denkt omstreeks zaterdag 10
juli in de voormalige Britse kolonie in het zuiden van Spanje aan te komen. De door hem uitgezette,
zuidelijke koers over de Atlantische Oceaan heeft een lengte van 3.857 zeemijl, ruim zevenduizend
kilometer. Grotha denkt met de Rotterdam op sleeptouw een snelheid van zo’n zeven knopen te
halen, waarmee per dag ongeveer honderzeventig mijl kan worden afgelegd. Onder leiding van
sleepbootkapitein Grotha en Rienk Koopmans als vertegenwoordiger van de Rotterdamse eigenaar
van het schip, de ss Rotterdam bv, is in korte tijd alles gereed gemaakt voor de reis. De sleper is
dinsdag in Freeport gearriveerd. De Poolse bemanning heeft samen met de Cubaanse werkploeg aan
boord van de Rotterdam snel de laatste werkzaamheden kunnen uitvoeren. In de afgelopen weken
was alles aan boord van de Rotterdam al zeevast gemaakt. Tijdens de reis naar Gibraltar is er
niemand aan boord. Aan boord van de sleper Englishman varen drie Cubanen mee die de afgelopen
maanden op de Rotterdam hebben gewerkt. Het trio kan in geval van nood op de Rotterdam worden
overgezet. De Rotterdam eeft bijna vier jaar in de haven van Freeport gelegen. Het schip was er ‘aan
de ketting’ geled na he fallissement van de Premier Cruises die het schip van de HALl had gekocht en
het de naam Rembrandt had gegeven. Die naam prijkt op dit moment nog steeds op de boeg van het
schip.(Bron: Alexander Bakker)
Shirt & Caps
Vanaf heden in de aanbieding het unieke tugspotters shirt en cap !!!. Verkrijgbaar in de volgende
maten: XL en XXL. Kosten zijn 10 euro voor elk excl. Verzendkosten. Verzendkosten zijn: 2,50 in
Nederland; 3.50 naar het buitenland. Bestellingen via public@tugspotters.com.
Tug operators stress training
Mike Tyrrell, operations director for Serco Denholm and the newly elected vice chairman of the British
Tugowners Association, has stressed the role tug operators play in the UK’s maritime cluster. “The
BTA’s members, operating in all the major UK ports, haven been investing in new vessels and
developing more efficient services. Beyond this, the BTA’s focus has been very heavily on training,
with our own bespoke training schemes linked to the UK’s wider seafaring standards. We directly
employ more than a thousand tug crew, virtually all of them British.” He added that the association’s
role in supporting the UK maritime skills base “cannot be overstated”. The new BTA chairmanis Steve
Jellis, who has held a number of senior management positions in UK towage companies – Cory
Towage, Wijsmller and, more recently, Svitzer Marne. Jellis was previously vice chairman. (Bron:
Shipping News)
VT Halter Tapped to Build Two Tugs
VT Halter Marine Inc signed a contract with Lockheed Martin to design and build two harbor
tugs. The 30-m Voith Tractor Tugs will be built at VT Halter Marine’s Jackson County, Miss., shipyards
with completion scheduled for the fourth quarter of 2005. The two tugs, valued at approximately $18
m, will have all the necessary capabilities to manage and respond to maritime distress. Voith Tractor
Tugs have propulsion systems that combine propulsion and steering into a single unit, providing 360
degrees of maneuverability. The tugs will be designed and constructed to comply with the rules and
regulations of ABS as well as all applicable international regulations. VT Halter Marine will modify
existing designs and apply construction techniques used for similar tugs previously built at VT Halter
Marine’s shipyards. “VT Halter Marine is well suited to execute this project because of our capability
and extensive experience in the construction of tractor tugs. Lockheed Martin’s selection of VT Halter
Marine is an indication of the recognition within the industry of our versatility and ability to build
vessels for a wide variety of uses and markets,” said Boyd E. King, CEO, VT Halter Marine. VT Halter
Marine Inc., based in Pascagoula, MS, is a leader in the design and construction of medium-sized
ships in the United States. VT Halter Marine designs, builds and repairs a wide variety of ocean-going
vessels such as patrol vessels, oil recovery vessels, oil cargo vessels, ferries, logistic support vessels
and research ships. It is a subsidiary of Vision Technologies Systems Inc. (VTS), a provider of
integrated engineering solutions, specializing in the fields of aerospace, electronics, land systems, and
marine. Headquartered in Alexandria, VA, VTS has locations throughout North America. VTS offers a
broad range of proven innovative services to both the commercial and government sectors. VTS is a
wholly owned subsidiary of Singapore Technologies Engineering. (Bron: Marinelink)
6/23/04
Delba takes delivery of UT722
Belda Brazil has taken delivery of the UT722 AHTS Geonisio Barrosso. The vessel has now
commenced an eight-year charter with Petrobras. The next Delba newbuild, Haroldo Ramos, is due
for delivery in July, with the final vessel in the series scheduled for delivery year end.
Wilson Sons to build five vessels.
The Brazilian-based shipping group Wlson, Sons is to receive US$19 million from the Brazilian
Merchant Marine Fund (FMM) to build five new tugs at yards in Brazil, it was announced at the
Intermodal South America conference this week. Wilson, Sons has 60 tugs already in operation, and
is the biggest tug operator in South Ameica. It also runs a shipyard in Guaruja, near Santos. Another
US$1.9 million is to be loaned by BNDES, which administers the FMM, to Wilson, Sons so that it can
upgrade its Estaleiro shipyard. It will able to construct 3,000-tonne PSV’s for the Brazilian oil industry
Brevik supplies supply ship.
Norwegian shipbuilder Aker Brevik, partner of Aker Yards, has won an order for a NOK 130m
($18,87m) platform supply ship. The hull will be built at sister yard Aker Braila in Romania and handed
over in August. The finished ship will be delivered in January 2005. The UT755L-type vessel was
ordered by the limited partnership Island Offshore VIII KS. Previous versions of the Island Offshore
series, which have ordered anchor-handlers, were part owned by Havila Supply, which was taken over
by France’s Groupe Bourbon last year.
De Hoop levert Vissolela op
Scheepswerf de Hoop heeft het offshorevaartuig Vissolela opgeleverd aan de Franse rederij SURF.
Het schip wordt ingezet bij onderhoudswerkzaamheden aan onderwaterconstructies. De Vissolela is
een robuust offshorevaartuig, met een lengte van 77,30 meter, een breedte van 18 meter, een holte
van 7,40 meter en een diepgang van vijf meter. Het schip, dat onder klasse van Bureau Veritas is
gebouwd, meet 2100 ton dwt en valt op door haar grote werkdek. Hierin is een zes bij zes meter grote
moonpool verwerkt, waardoor onderwaterrobots in zee kunnen afdalen. Bij de proefvaart van
bouwnummer 393 werd een snelheid van dertien knoen gemeten. Aan boord is accommodatie voor
maximaal 56 personen. De werf in Lobith is samen met haar zusterwerf in Houma in de Verenigde
Staten de laatste tijd heel succesvol in het bowen van offshorevaartuigen. Al eerder werd in Lobith het
offshorewerkvaartuig Caballo Andaluz opgeleverd aan de Amerikaanse rederij Otto Candies. Voor
deze rederij bouwde de zusterwerf in Houma de afgelopen tijd bevoorraders Amy Candies, Milissa
Candies en Mary Francis Candies. En dit jaar levert Houma-werf voor dezelfde rederij ook nog de
bevoorraders Keri Candies, Emily Candies en Celia Candies op. (Bron: Schuttevear)
Avik Joins Petroleum Services Fleet in Alaska
6/21/04 Crowley's petroleum services group has taken delivery of its newest tug, Avik, to serve in the
company's oil transportation and distribution fleet. The 76-foot tug was designed by Crowley's Vessel
Management Services team and built by Dakota Creek Industries in Anacortes, Wash. It was delivered
on June 3rd and has been put into service in Alaska. The purpose-built tug was designed for both
shallow water and ocean towing operations. It features a raised bridge for improved visibility, an
electric tow winch for coastal towing and fendered push knees for river or beaching operations. The
Avik is powered by three Caterpillar 3406E diesel engines generating 1,350 HP. It will handle barges
transporting fuel and general cargo to communities in Alaska where shallow water and lack of docking
facilities is common. In those cases, tugs and barges make a beach landing to load and unload cargo.
"The Avik will provide improved versatility and service reliability for Crowley's Alaska operations," said
Bruce Barto, vice president & general manager, petroleum services. "This boat is designed to operate
in moderate open-water weather conditions, and is equally suitable for river and near shore
operations." It also incorporates environmentally friendly features such as engines that meet IMO
emissions requirements, on board holding tanks to retain treated sewage, electric deck machinery
instead of hydraulic and fuel tanks surrounded by void spaces to minimize the chance of fuel spills.
Crowley's petroleum services group is also adding another vessel to its fleet. Barge 180-1, also being
built by Dakota Creek, is scheduled for delivery in July. This 180-foot combination tank and deck cargo
barge will be the first double-hull tank barge constructed specifically for Alaska service. It features a
dual anchor system, coated cargo tanks, a pedestal-mounted deck crane, portable cargo ramps and
onboard oil spill response equipment. The 180-1 will operate in either a push mode or as a
conventional towed unit. "We are excited about these new vessels and about providing improved
service levels to our customers", said Barto. "They are very visible reminders of Crowley's longstanding commitment to Alaska". Vessel Management Services, part of Crowley's corporate services
segment, designs, engineers, constructs and maintains ownership of new vessels for charter. Its
mission is to provide technologically advanced equipment to serve the needs of the industry in general
and Crowley in particular. Over the years, it has built some of the most advanced tugs and articulated
tug barges (ATBs) in the world, which are now deployed by Crowley along the West Coast from
California to Alaska.
5e jaargang, nr. 23
dd. 04 Juli 2004
___________________________________________________________________
Theseus
Coloured Fin heeft de Theseus (ex. Geronimo Two-02, ex. Britoil III-95, ex. Redoubtable-90, ex.
Chambon Alize-82, ex. Sea Husky-80) (447/75) met brandschade aan onbekende verkocht met als
nieuwe naam Jupiter 6. (Bron:Lawrence Amboldt)
Exclusive Tug Franchise Decision Delayed
6/28/04 9:24:32 AM At the request of the Administrative Law Judge, the Federal Maritime Commission
(FMC) has extended the time for rendering a decision in the matter relating to exclusive tug franchises
on the Lower Mississippi River. The deadline for issuance of an initial decision has been extended
from 1 July 2005 to 31 October 2005. 69 Fed. Reg. 35346 (Bron: HK Law)
Singaporian tug hyjacked
Published June 29, 2004 Call for urgent Indon action to curb piracy. Surge in attacks ahead of world security
conference. (SINGAPORE) Urgent action by the Indonesian Navy is needed following a surge in
violent pirate attacks in the northern Malacca Straits, the ICC International Maritime Bureau (IMB) said
ahead of its two-day piracy and maritime security conference in Kuala Lumpur this week. Eight serious
incidents have been reported within a 12-day period earlier this month with groups of pirates armed
with automatic weapons and grenades targetting ships in the northern straits off the coast of Aceh,
Indonesia. Most of the boardings took place within a 100-mile radius of Kuala Langsar, off the troubled
Aceh province where separatists are waging a bloody secessionist war against Indonesian forces. The
attacks consisted mainly of kidnappings of senior crew members - typically the master and chief
engineer - followed by a ransom demand for their safe release, the IMB said in an statement. 'This
concentration of attacks against vessels in a small area suggests that it may be the work of a few
gangs of criminals,' said IMB director Capt Pottengal Mukundan. Citing the success the navy had in
recovering the hijacked Indonesian tanker Pematang, Capt Mukundan said he was 'encouraged by
this success'. 'We are calling upon the Indonesian navy to take appropriate action in these waters to
ensure that the current gang of criminals are brought to justice without delay.' Among the incidents
highlighted by the IMB was the one involving a Singapore-owned tug towing a barge which was fired
at by pirates aboard eight small boats and armed with automatic weapons. The tug was ordered to
stop under the threat of continued gunfire and when it shut down its engines, seven armed pirates
boarded the vessel. The master and chief engineer were then kidnapped with the pirates threatening
to executive them unless the chief officer agreed not to alert the authorities for five days. The
whereabouts of the two are still not known. 'Piracy in Asia and the Far East continues to escalate both
in frequency and in brutality of the attacks,' Noel Choong, head of the IMB's Kuala Lumpur-based
Piracy Reporting Centre, said in a statement. 'The industry views the situation with increasing concern
and is seeking a reversal of the trend,' he said, highlighting the two-day closed-door conference that
will see 165 representatives from industry, law enforcement and governments from 34 countries
meeting in Kuala Lumpur from today. The keynote address, 'The Real Threat of Maritime Terrorism Separating Fact from Fiction', will be presented by US-based terrorism expert Brian Michael Jenkins.
The event will also include an anti-piracy demonstration by Malaysian Maritime Agencies. (Bron:
DonaldD Urquhart)
Chiasson delivers crew/supplier to Abdon Callais
Larose, La.-based Chiasson Welding Service Inc. recently delivered a 187' ´32' ´13' aluminum
crew/supply boat to Abdon Callais Offshore, Cut Off, La. The Miss Danielle was designed by Picciola
& Associates, also of Cut Off, and was built using 5086 marine grade aluminum. “We built it to their
specs,” said Douglas Chiasson, the yard’s owner. “They wanted to make a quick crew/supply boat.
We did it the way they wanted it.” Chiasson said he’s certified to use aluminum to a thickness of 1.5".
“We’re good for any type of aluminum construction. The more certification you’ve got, the better the
Coast Guard likes it,” he said. “Most yards are certified to probably three-eighths inch.” Chiasson said
he is equally comfortable using steel or aluminum, but he admits that aluminum has its eccentricities.
“It takes so much more equipment to build in aluminum. It’s so much more delicate,” he said. “You
can’t pull it. You have to push it. But we’ve got the facility, the tools and the people to do it all.” The
boat has plenty of tankage space. Capacities include 40,508 gals. of fuel and 93,370 gals. rig water.
“That’s a lot of capacity for a boat this size, but she’ll still make better than 26 knots,” said Chiasson.
The rear cargo deck measures 110' ´26' and can handle 240 LT of freight. There are accommodations
for a crew of seven and seating for 92 passengers. Main propulsion comes from four Caterpillar 3512
diesels, producing 1,600 hp at 1,800 rpm each. The Cats are connected to Hawboldt 48" ´53", 4bladed nibral props through Twin Disc MG-6448 marine gears with 2.5:1 reduction ratios. A 200-hp
Schottel bowthruster helps keep the Miss Danielle on station while working around the rigs. Twin
Caterpillar 3304 gensets, striking 90kw of electricity each, provide the vessel’s service power. The
wheelhouse contains ZF Mathers ClearCommand MS568-13484 controls, and the steering system,
supplied by Gulf Coast Air & Hydraulics, features dual 7.5-hp steering units and Kobelt electronic
steering controls. The boat features a Furuno electronics suite and carries two Quincy 325 air
compressors. Miss Danielle is USCG and ABS Loadline certified and was delivered in March. (Bron:
Jan van der Doe)
Tug and barge buzz is largely about LNG and ATBs
If you only looked at activity at Washburn & Doughty shipyard, you’d think that the azimuthing stern
drive tug boom was still going strong. Not only has the Maine yard continued to deliver a steady
stream of 92-foot ASDs for East Coast clients, but prospects look good. “The phone is still ringing,”
said Katie Doughty, daughter of co-founder and chief naval architect Bruce Doughty. “All we can do is
judge on inquiries, and inquiries are still strong.” Washburn & Doughty’s most recent delivery, in April,
was the 5,000-hp Independent, which went to Marine Towing in Tampa, Fla. Meanwhile, the yard is
building yet another 92-footer for Moran Towing Corp. Scheduled for delivery this summer, the James
R. Moran will be the 10th 92' ASD tug designed and built at Washburn & Doughty for Moran and the
14th of the class. When complete, the James R. will join the Kaye E. Moran, which was delivered last
December. Both new tugs will be assisting LNG tankers calling at Chesapeake Bay’s Dominion Cove
Point LNG terminal. Moran has no additional new tugs on order at this time. Besides the James R.
Moran, Washburn & Doughty is also building a 92' ASD tug for Providence Steamboat Co., a Rhode
Island-based company. Thames Towboat, a Providence Steamboat subsidiary in New London, Conn.,
just received a $5.8 million contract from the Military Sealift Command to provide exclusive tug
services at the Naval Submarine Base in Groton, Conn. Thames Towboat had shared the Navy
contract with Edison Chouest Offshore. (Bron: Bruce Buls, Technical Editor)
Island Offshore Orders PSV
7/1/04 10:26:18 AM Ulstein Verft AS has signed a contract with Island Offshore IX KS regarding the
construction of an ULSTEIN P105 platform supply vessel, with an option for a further vessel of the
same type. The vessel in order is worth around NOK 200 million. The work can start immediately and
will guarantee the shipyard work until April 2005. At an internal meeting in Ulsteinvik the Ulstein
Group's employees watched as the contract between Island Offshore IX KS and Ulstein Verft was
signed. The contract involves the construction of a platform supply vessel in the ULSTEIN P105
design series, with the option for a second one. Island Offshore IX KS is owned by the vessel
investment company Island Offshore Shipholding L.P., together with the investment companies
Naustneset, Dalseth, Bakkely and the Ulstein Loen family. All are also shareholders in Ulstein
Mekaniske Verksted Holding ASA. Earlier this year, Island Offshore Shipholding established an
operating company, Island Offshore Management AS, which until now has operated one vessel. The
company will also take over responsibility for operating the new vessel from Ulstein Verft. The Island
Offshore group is an exciting and important new partner for the shipyard. "The Island Offshore Group
has local roots and has now chosen to invest locally. Similarly the new vessel will be named "Island
Patriot", an almost symbolic name. This is very important for employment and will greatly contribute to
wealth creation, both locally and in the region," says the managing director of Ulstein Verft, Tore
Ulstein. Tore Ulstein is also the managing director of the vessel design company, Ulstein Design AS:
"Island Patriot will be the fourth vessel realized in the ULSTEIN P series (platform supply vessels) and
the ninth of our own design since the establishment of Ulstein Design in 2000. The fact that we have
managed to gain a foothold in vessel design in such a short time shows that we are competitive. We
are receiving positive feedback from the shipowners that have vessels of our design in operation,"
says Ulstein. ULSTEIN P105 The ULSTEIN P105 is a large, flexible platform for supply operations.
The design has a large load capacity and can carry almost 5,000 tons of cargo, 2,840 tons of this as
deck cargo. It has a diesel electric propulsion system, low fuel consumption and noise levels, and
good seakeeping abilities. The vessel is 86.2 meters long and 19 meters wide. "An ULSTEIN P105 is
a high quality platform supply vessel, designed to meet most of the requirements made of a modern
supply vessel. The good below deck capacity means that it is well suited for gaining long-term
contracts," confirms the managing director of Island Offshore Management, Håvard Ulstein. (Bron:
Marinelink)
5e jaargang, nr. 24
dd. 12 Juli 2004
___________________________________________________________________
Damen Delivers Three ASD Tugs to Kenya
7/6/04 8:35:40 AM The Damen ASD Tugs 3110 SIMBA III, KIBOKO II and NYANGUMI II are not the first
Damen Tugs to be used in the port of Mombasa. In 1982 DAMEN already delivered the “EL-LAMY”, a
Stan Tug 3300 with a bollard pull of 55 ton. The port of Mombasa has two main functions: § It is used
as harbour for import and exports as a gateway to East Africa. For these purposes freighters and
container vessels up to 85.000 ton visit the port. § Of even more importance is the function of the
harbour as a cruise vessel port. The largest cruise vessels like “Queen Elisabeth” visit the port
regularly. The assistance of a tug is compulsory because of safety and environmental reasons in the
port of Mombasa. The tugs SIMBA III, KIBOKO II AND NYANGUMI II have more than 2.5 times the
bollard pull of its predecessors, and on top of that all tugs are equipped with a fire fighting capacity of
600 m3/hr and the tug NYANGUMI II is fitted with buoy handling, salvage and oil pollution equipment,
she has a 44 tm meter hydraulic crane, decompression chamber, oil booms and oil skimmers. Lloyd’s
Register of Shipping classifies her for Unrestricted Service and Unmanned engine room. Hull and
superstructure The Damen ASD Tug 3110 has a round bilge hull with a transom stern and a tapered
bow. The transom corners are well rounded and the forecastle gives sufficient bow height for severe
working conditions. The hull shape is of proven design, more than 100 Damen ASD Tugs are built
based on this successful design. The hull is divided into 5 watertight compartments and is of a very
strong construction with side and bottom plating of 12 mm and decks of 8 mm thickness. The aft deck
is suitable for a specific weight of 3 ton per square meter. The tugs have a durable epoxy paint ystem.
The Damen ASD Tug 3110 also has an extensive fendering. The sides are protected with a rubber Dfender of 380 by 380 mm, and at the bow a triple cylindrical fender is fitted, with two fender of 600 mm
diameter, with a 500 mm diameter fender on top. The steel superstructure is placed on the forecastle
deck and has 6 mm thick side plating and 7 mm front plating. Two Caterpillar 3516 TA HD engines
power the SIMBA III, KIBOKO II AND NYANGUMI II. The main engines have a total output of 3450
bkW or 4626 hp at 1600 rpm. Thanks to this high output, combined with the large 2400 mm diameter
Rolls Royce US 205 rudder propellers, the "SIMBA III, KIBOKO II AND NYANGUMI II" are achieving a
bollard pull of 58 tons. The steering is by means of Rolls Royce combinator control handles. The
wheelhouse has a control stand at centre forward. The tugs are fitted with comprehensive deck
equipment, consisting of a Mampaey disc-type towing hook with a Safe Working Load of 65 tons, a
Kraaijeveld capstan of 5 ton at 15 m/min and a stern roller on the aft deck. On the fore deck a
combined hydraulic Kraaijeveld anchor winch and two-speed towing winch with a pull of 18 ton at
11m/min is fitted, with a holding power of 130 ton. It is complete with a warping head. Furthermore tug
NYANGUMI II is fitted with a hydraulic knuckle boom type deck crane. This Effer crane (type
440002S) has a capacity of 5.75 ton at 7.6 m. On NYANGUMI II a standard 20 ft container is fitted
with a decompression chamber, also diving compressors and diving equipment are fitted. On
“NYANGUMI II” also oil pollution equipment is fitted; 400 meter of Vicoma oil boom and Vikoma
Komara 20 skimmers and a dispersant system with pumps and booms. The nautical and
communication equipment is in compliance with the Global Maritime Distress and Safety System
(GMDSS) for Area A3. Two Sailor RT 4822 VHF radios are fitted, equipped with DSC. Also, a Furuno
SSB FS-1570 radiotelephone with DSC unit, a Furuno NX-500 Navtex and a Furuno Felcom 15
Inmarsat system are installed. The navigation equipment consists of a magnetic kotter compass with a
Litton LMP/STA/M autopilot, a Furuno FR-1505 Mk III radar, Furuno GP-80 GPS navigator and a
Furuno FE 700 echo sounder. (Bron: Marinelink)
Tug Avik Joins Crowley’s Alaska Fleet
7/6/04 4:13:47 PM Crowley's petroleum services group has taken delivery of its newest tug, Avik, to serve
in the company's oil transportation and distribution fleet. The 76-ft. tug was designed by Crowley's
Vessel Management Services team and built by Dakota Creek Industries in Anacortes, Wash. It was
delivered on June 3 and has been put into service in Alaska. The purpose-built tug was designed for
both shallow water and ocean towing operations. It features a raised bridge for improved visibility, an
electric tow winch for coastal towing and fendered push knees for river or beaching operations. The
Avik is powered by three Caterpillar 3406E diesel engines generating 1,350 hp. It will handle barges
transporting fuel and general cargo to communities in Alaska where shallow water and lack of docking
facilities is common. In those cases, tugs and barges make a beach landing to load and unload cargo.
"The Avik will provide improved versatility and service reliability for Crowley's Alaska operations," said
Bruce Barto, vice president & general manager, petroleum services. "This boat is designed to operate
in moderate open-water weather conditions, and is equally suitable for river and near shore
operations." It also incorporates environmentally friendly features such as engines that meet IMO
emissions requirements, on board holding tanks to retain treated sewage, electric deck machinery
instead of hydraulic and fuel tanks surrounded by void spaces to minimize the chance of fuel spills.
Crowley's petroleum services group is also adding another vessel to its fleet. Barge 180-1, also being
built by Dakota Creek, is scheduled for delivery in July. This 180-foot combination tank and deck cargo
barge will be the first double-hull tank barge constructed specifically for Alaska service. It features a
dual anchor system, coated cargo tanks, a pedestal-mounted deck crane, portable cargo ramps and
onboard oil spill response equipment. The 180-1 will operate in either a push mode or as a
conventional towed unit. "We are excited about these new vessels and about providing improved
service levels to our customers", said Barto. "They are very visible reminders of Crowley's longstanding commitment to Alaska". Vessel Management Services, part of Crowley's corporate services
segment, designs, engineers, constructs and maintains ownership of new vessels for charter. Its
mission is to provide technologically advanced equipment to serve the needs of the industry in general
and Crowley in particular. Over the years, it has built some of the most advanced tugs and articulated
tug barges (ATBs) in the world, which are now deployed by Crowley along the West Coast from
California to Alaska. (Bron: Marinelink)
Canadian Mariner Tow Departs Toronto for Trois Rivieres
07/05 The ULS group bulk carrier Canadian Mariner departed Toronto at 1400 Monday under tow of
the tug Commodore Straits and the tug Vigilant 1 on the stern. The tug Lac Vancouver was expected
join the tow at Cape Vincent Tuesday. The Canadian Mariner tow is enroute to Trois Rivieres. It is
expected the Mariner will eventually be towed overseas for scrap. (Bron: Jan van der Doe)
Tugboat Operators, Barge Co. Reach Deal
Publication date: 2004-07-04 HONOLULU - Striking tugboat workers approved a contract Sunday with
the company responsible for much of Hawaii's interisland barge traffic, ending a four-day walkout. The
Inlandboatmen's Union of the Pacific ratified the agreement with Young Brothers Ltd.-Hawaiian Tug &
Barge, said Jonathan Lono Kane, the union's regional director. The workers will now accrue six hours
off for every day worked, in addition to receiving improved medical benefits and pension plans. The
contract doesn't include a salary increase, he said. Under the previous contract, the workers got four
hours off for each day worked, Kane said. The 60 tug operators walked off the job Thursday. The
company ships everything from food to cars and appliances among Hawaii's six main islands. It kept
its ports open to deliver cargo to customers during the strike, but no new cargo was accepted for
shipping. At least four other tug-barge companies operate in Hawaii. (Source: Associated Press/AP
Online)
No Limit
De Raad voor de Transportveiligheid onderzoekt het doorbreken van het binnenvaartschip No Limit in
de Middensluis in IJmuiden. Dat heeft een woordvoerder van de Raad dinsdagmiddag meegedeeld.
Onderzoekers van de Raad waren maandagmiddag al bij het schip voor een eerste verkennend
onderzoek. De Raad verwacht dat het onderzoek over een halfjaar tot een jaar is afgerond. Het lossen
van de lading zand uit het gebroken binnenvaartschip is dinsdagmiddag voltooid. Dat heeft een
woordvoerster van Rijkswaterstaat meegedeeld. Het schip wordt woensdagochtend vroeg uit de
Middensluis in IJmuiden geborgen. Secretaris A. de Weerd van de Schippersvereniging Schuttevaer
vermoedt dat een constructiefout de oorzaak is van het ongeluk met het gloednieuwe schip. Een
verkeerde manier van beladen sluit hij uit. 'Het is een homogene lading die over het gehele schip
uitvloeit.'
Seacor sluit kantoor Rotterdam
SEACOR Marine (Europe) BV will be closing its Rotterdam office on 30th June 2004. Their new
London office from the end of July 2004 will be located at: SEACOR International Limited; Paxton
House; 30, Artillery Lane; London E1 7LS; United Kingdom
Smit-Lloyd 57
Wel ingelichte bronnen melden dat de SL57 door Seacor is verkocht aan Nomisshipping en zal
verder gaan als Dea Odyssee (zie www.nomisshipping.com) zij zal binnenkort in
Singapore verschijnen. (bron: Han van Lith)
SS Rotterdam in Gibraltar
Het passagierschip de Rotterdam is vandaag, 12 juli, in Gibraltar aangekomen. De sleepreis is goed
verlopen en onder gunstige omstandigheden is de Atlantische Oceaan overgestoken. De Rotterdam
wordt bij de werf in Gibraltar onder handen genomen. De verwachting is dat zij in april volgend jaar
naar Rotterdam komt en dan zeker met de Wereld Havendagen geopend zal zijn.
Blessey towboats from Kody and Ashton Marine
Blessey Marine Services Inc. played host to a double towboat christening in New Orleans in late May
for the 3,200-hp, 120' ´34' Jimmy Roussel, built at Kody Marine Inc., Harvey, La., and the 4,900-hp,
150' ´42' Mitch Jones, which was refurbished by Ashton Marine, also of Harvey. The Mitch Jones is
now the highest horsepower vessel in the Blessey fleet. The pushboats were docked bow to bow at
the Port of New Orleans as company owner Walter Blessey and the boats’ namesakes addressed the
guests. “When I saw these boats [earlier in the week], I thought there was no way they would be ready
for today,” Blessey said. “As you can see, the boats are here.” New Orleans-based Cummins MidSouth and Karl Senner furnished the propulsion package on the Jimmy Roussel. Marine Systems and
Brady Diesel, both of Houma, La., did the engine overhauls for the refurbished Mitch Jones. Blessey
also announced that he had signed contracts with Verret Shipyard, Plaquemine, La., for three 1,200hp towboats and two 2,400-hp towboats. In addition, Blessey awarded a contract to Orange, Texasbased Sneed Shipbuilding Inc. for construction of a 1,200-hp towboat. Blessey is also having 15
30,000-bbl. double-skinned tank barges built, 10 of which will be asphalt/black oil barges and five
clean service barges. Jeffboat, Jeffersonville, Ind., will build at least 10 of the 15 barges. Following the
delivery of the aforementioned equipment, Blessey Marine Services will own and operate 46 towboats,
55 double-skinned black oil 30,000-bbl. barges, 24 double-skinned clean 30,000-bbl. barges, and 18
10,000-bbl. barges.
First U.S.-built Damen design at Eastern Shipbuilding
On the Florida panhandle, Eastern Shipbuilding Group is near completion on the first boat to be built in
the U.S. to a Damen Shipyards design. The 85'6" ´29'10" ´11'9" Candace will be delivered in midAugust to Weeks Marine Inc., Cranford, N.J. The design, the Damen Shoal Buster 2609, was supplied
by Damen Technical Cooperation, a division of Damen Shipyards Gorinchem, The Netherlands.
Eastern is constructing the tug from a “partial material package” supplied by Damen. Eastern hopes to
build more Damen-designed vessels in the future. “It’s the first Damen boat built in the U.S.,” said Ken
Munroe, vice president at Panama City, Fla.-based Eastern. “Our agreement with Damen is to
hopefully build more of their designs.” Munroe said they worked hard with Damen to convince Weeks
to go with a non-U.S. design and build the dredge tender at Eastern. “What convinced them was when
they went over to Europe and saw these boats perform,” said Munroe. “They knew they wouldn’t get
the same thing from a U.S. design and boat.” Munroe said it is an extremely solid boat. “It’s got more
brackets in it than any other boat we’ve built. It’s a rugged boat, one built for shallow-draft operations
with towing capability.” For Weeks, they are confident that they have found a design that is “finetuned” to its dredging operations. “It’s been a successful design for them,” said Capt. Rudy Wohl,
operations manager for Weeks Marine’s towing division. “I was on one in Europe. It’s highly
maneuverable, a well thought-out design. It’s a unique boat, and I’m anxious to see what it can do. It
will be a great addition to our fleet.” Wohl also likes that the tug is packing over 2,000 hp, “which is
quite a bit for a shallow-draft boat.” Main propulsion is supplied by two Caterpillar 3508 BTA engines
producing a total of 2,100 hp at 1,600 rpm. The engines turn a pair of 72" ´36" Casuso 178/180 4bladed bronze propellers in Kort nozzles through Reintjes WAF 562L gears. The package gives the
Candace a speed of 11 knots and a bollard pull of 22 tons. A Kalkman BETA 100H bowthruster is
being installed in the push knee. On deck, the vessel is outfitted with a Heila HLRM-100-3S 10-ton
hydraulic crane. A unique design feature is the Candace’s single, center push knee that “goes down to
the lowest point on the hull,” said Wohl. “It prevents you from getting fouled up” when operating in
shallow areas. The boat has a draft of 8'10". Wohl said the vessel would be used primarily for beach
replenishment jobs, working with hydraulic dredges. “Basically, anything that will require us to use
anchors or pipe. It is designed for putting flow pipe together.” The Candace is classed ABS Maltese
Cross A1E Towing Service AMS. Eastern is also busy finishing up the fifth and final 96' ´34' ´14'9" Zdrive tug for McAllister Towing & Transportation Co., New York. Designed by Jensen Maritime
Consultants, Seattle, the 5,150-hp Shannon McAllister will be delivered in July. The tug is powered by
a pair of EMB 12-645-F7B engines that turn Schottel SRP-1215 Z-drives. The combination gives the
tug a speed of 12 knots and a bollard pull of 71.5 short tons. The tug has a FiFi 1 firefighting
classification, which is required by the Dominion Cove Point (Md.) LNG Terminal where the Shannon
will likely work upon completion. Also on the ways at Eastern is the Gay Head, a 186-foot casino
vessel for Big M Casino, Fort Myers Beach, Fla. The offshore gaming vessel will be delivered in early
October.
Evans McKeil Aground in St. Clair River
The McKeil tug Evans McKeil, with the barge Ocean Hauler, reported running aground near Light
37 in the St. Clair River at about 4:05 Saturday morning. She was apparently overtaking the upbound
tugs Annie M. Dean and Paul E. No. 1 and their tow, which was bound for Goderich. Light 37 is
07/11
located near Robert's Landing, Mich., north of Algonac State Park and south of Marine City, Mich. and
across from Port Lambton, Ont. The barge hit several private docks and it was also reported that a
new, 29-foot pleasure craft was also damaged. Unable to free herself, the McKeil called for
assistance. The tug Menasha departed Sarnia and arrived on the scene shortly after 2 p.m. The
McKeil tug Paul E. No. 1 also arrived at roughly the same time. Paul E. and the Annie M. Dean had
spudded down their tow in the inner channel east of Stag Island and the Dean took the two scows and
derrick, one at a time to the Government Dock in Sarnia. Paul E. and Menasha freed the barge Ocean
Hauler from the Evans McKeil and the Paul E. then towed the Ocean Hauler to the brine dock in
Courtright, returning to Robert's Landing at about 6:15 p.m. Evans McKeil lightered fuel into the
Menasha and shifted ballast in order to raise her stern in an attempt to free herself along with the aid
of the Menasha, all to no avail. When the Paul E. returned to the scene, both tugs again secured tow
lines to the Evans McKeil to attempt to move her. They just didn't have the oomph to break the
suction, although she moved a tiny bit. The list on the Evans McKeil is about 10-15 degrees to
starboard and she's probably no more than 75-100 ft. offshore. Police were securing water and land
access to keep gawkers and boatnerds at bay. Paul E. and Menasha both left the scene around 8 p.m
5e jaargang, nr. 25
dd. 18 Juli 2004
___________________________________________________________________
Evans McKeil Refloated
The McKeil tug Evans McKeil was freed from her grounding mishap at Roberts Landing,
Michigan at about 12:45 PM on Monday afternoon. The Evans McKeil had been aground since about
4:00 AM on Saturday morning. Her barge had been released and towed to the brine dock in
Courtright,ON. mid afternoon Saturday by the McKeil tug Paul E. No. 1. The Gordon Marine tug
Menasha from Sarnia, ON. under the command of Capt. Don Gordon, returned to the area Monday
morning with a dive team to once again assess the hull of the Evans McKeil. They were joined a short
time later by the Malcolm Marine tug Manitou from Port Huron, Michigan. under the command of Capt.
Keith Malcolm. Also on scene was the Malcolm Marine workboat Huron Lady which was carrying
additional crew and safety items including containment booms in the event of a spill. The Manitou
secured a tow line to the Evans McKeil directly astern, and was able to pull the grounded tug free at
about 12:45 PM. with the very shallow draft Huron Lady alternately pushing and pulling the bow of the
Evans McKeil. After a bevy of salutes, all four vessels proceeded upriver, with the Malcolm vessels
returning to Port Huron and the Evans McKeil rejoining her barge at Courtright. The Menasha also
accompanied the Evans McKeil to Courtright and rafted to her port side where it was expected that the
Gordon Marine divers would once again enter the water to survey the hull of the Evans McKeil. The
tug was inspected on Monday and cleared to continue sailing. The Evans McKeil and barge Ocean
Hauler are expected to depart for Amherstburg, ON. about 2 a.m. Tuesday morning. (Bron: Jan van
der Doe)
07/12
Rigdon Christens M/V Bourbon
7/15/04 10:42:13 AM Larry Rigdon, President and CEO of Rigdon Marine, said that the second vessel in its
10 vessel contract has been delivered by Bender Shipbuilding & Repair Co., Inc. of Mobile, Alabama.
The M/V Bourbon was issued a United States Coast Guard Certificate of Documentation (COD) for
coastwise trade in the United States and is fully classed by the American Bureau of Shipping for
international operations. The M/V Bourbon was immediately deployed to a major oil company for work
in the Gulf of Mexico after its christening by Mrs. Maxine Rigdon, mother of Larry Rigdon. The M/V
Bourbon like its sister vessel, the M/V Orleans, is a 210 x 54 x 19-ft. diesel-electric PSV with a
dynamic positioning class 2 (DP-2) certification and a modern, streamlined hull designed for fuel
efficiency with top speeds of 13 knots fully loaded and 15 knots in light conditions. “Yesterday’s logic
for offshore vessel design has been turned on its head,” said Larry Rigdon. “Today, operations are
often long distances offshore and far from dockside support facilities. The design improvements
incorporated in the GPA 640 PSVs include increased payloads and speed with reduced fuel
consumption. These improvements ultimately equate to reduced costs for our customers.” The Guido
Perla and Associates designed (GPA 640) vessels are equipped with two stern-mounted Steerprop
SP 20 azimuthing Z-drive units that are driven by two Alconza 2,100-hp variable-frequency AC electric
motors, which provide the main propulsion. A further enhancement to the diesel electric drives are the
technologically advanced dynamic positioning system and vessel management system from Alstom
Power Conversion that provides the total system redundancy required for the DP-2 certification.
Consequently, if a vessel system fails, it can be by-passed without loss of control during cargo
operations or while maintaining position at an offshore facility The cargo capacity of these vessels has
also been increased due to the space saving diesel electric engine room which hosts two 1,825kw
(2,500 hp) generators driven by Cummins QSK 60 engines and a third 910kw (1,200 hp) generator
driven by a Cummins KTA 38 engine. Furthermore, the fuel burn of this system has been rated at 230
gallons-per-hour (gph) at 13 knots when fully loaded, and only 88 gph at 10 knots. The diesel electric
system provides a significant fuel savings often exceeding 10 percent verses conventional direct-drive,
diesel propelled vessels. The GPA 640 vessels carry 7,133 cubic feet of bulk material and 5,150
barrels of liquid mud in self-cleaning oval tanks. The vessels’ two Mission Magnum pumps deliver mud
to a height of 196 feet above water. The two 80-PSI air compressors can also deliver 50 metric tons of
dry cement or barite per hour to the same height. (Bron: Marinelink)
Smitwijs Singapore Reports (1)
Ahoy Sleepbootvrienden, Na een uitgebreide dokking en reparatieperiode in het begin van het jaar en
een beetje rondvaren voor de 'show' op de Noordzee begon voor de SmitWijs Singapore half mei
weer het echte sleepwerk. De zware Heerema kraanbak Hermod werd met 3 zeeslepers (Husky en
President Hubert en SmitWijs Singapore) van Canada naar de Noordzee versleept. Na aflevering van
de Hermod werd kort Rotterdam aangedaan voor bunkeren, stores en bemanningswisseling.
21/6 vertrok SmitWijs Singapore met spoed naar de Golf van Mexico voor haar volgende sleep. Het
Noorse semi-submersible accommodatieplatform 'Borgholm Dolphin' moest van Campeche Bank naar
Stavanger _ Noorwegen. Voordat de sleepreis zou beginnen moest er eerst weer vol gebunkerd
worden om de reis naar Noorwegen in een keer te kunnen maken. Gezien de exorbitante hoge
bunkerprijzen in Mexico werd door SmitWijs besloten Port Everglades _ Florida _ USA aan te lopen
om daar de tanks op te toppen. De bemanning keek er naar uit om even in USA te kunnen shoppen.
De meeste kwamen bedrogen uit. Na de gebeurtenissen op 9/11 is er het een en ander veranderd in
de good old U.S of A. Kon in het verleden de bemanning zonder veel problemen van boord, nu
mochten alleen de mensen van boord die een geldig visa voor USA in hun paspoort hadden. De rest
mocht niet aan de wal en moesten aan boord blijven. Een wachtsman werd bij de gangway geplaatst
om daar op toe te zien. Slechts 5 gelukkigen waren in het bezit van een geldig visa en mochten
Amerika in. 10/7 arriveerde SmitWijs Singapore bij de Borgholm Dolphin op Campeche Bank. Deze
was nog niet helemaal klaar om te vertrekken. Manana, werd er gezegd en dat klopte nog ook.
Bijzonder accuraat voor Mexicaanse begrippen. De volgende morgen werd om 1100 vastgemaakt. Er
zou nog even een supply boot komen om wat equipment op te halen en dan konden we op pad. De
supply boot kwam pas om 1800, snel voor Mexicaanse begrippen, om 2300 was deze klaar en zetten
het transport koers naar Straat Florida. Het lijkt een aardig reisje te worden. Zomer Noord Atlantic. Bij
uitzondering eens niet de gebruikelijke route met sleep, onder de Azoren door en dan langs de
Europese Westkust naar boven kruipen. Deze langere route wordt slepend altijd gevaren om de
Noord Atlantische depressies te vermijden welke nagenoeg het hele jaar het ongunstige weerstype op
de Noord Atlantic veroorzaken. Dit keer gaan we de Golfstroom volgen, langs de Amerikaanse kust
naar boven tot aan Cape Hatteras, onder de Grand Banks (Zuid van Newfoundland) en dan boven
Schotland langs, tussen de Orkney en Shetland eilanden door naar Stavanger. Dit kan je ongeveer 1
maand per jaar doen met een redelijke kans op goed weer. Van half juli tot half augustus is dat te
doen en dat is net de tijd dat wij er langs komen. Deze route kan een aardige tijdsbesparing
opleveren, mits we niet geplaagd worden door te veel passerende depressies. Er zal dan wat eerder
dan normaal vermogen teruggenomen moeten worden om de sleepverbinding intact te houden. Het
sleepmateriaal en de bevestigingspunten van het sleepmateriaal zijn uitgelegd voor een 120 ton
Bollard Pull sleepboot. Aanmerkelijk minder dan de 180 ton BP van de SmitWijs Singapore. Wind en
weder dienende is ons ETA te Stavanger in week 33. Daarna is het weer op naar Rotterdam.
Klaarmaken voor de volgende sleepreis, Nederland _ Golf van Mexico _ West Afrika met een
Heerema ladingbak. (Bron: kapitein Smitwijs Singapore)
Keppel Singmarine delivers sophisticated anchor handlers
Keppel Singmarine (KSM) has delivered two AHTS vessels to Pacific Richfield Marine (PRM). Both
Pacific Silver and Pacific 28 were awarded to KSM in July 2002 and March 2003 respectively.
Pacific Silver has a bollard pull of 200 tonnes and 16.000 bhp. Classed under the American Bureau
of Shipping as an ice-class towing and offshore support vessel, it is outfitted with fire fighting
capabilities, and equipped with dynamic positioning capabilities that enable the vessel to remain in a
fixed position whilst work is being carried out. Pacific 28 is also classed under the American Bureau of
Shipping as a towing and anchor-handling vessel. Similar to Pacific Silver, she is equipped with fire
fighting and dynamic positioning capabilities. With the delivery of the two vessels, KSM has to date
completed a total of Five AHTS for RPM. It is expected to deliver two more such vessels in the first
quarter of 2005
Queen Supplier reported sold
Fearnleys Offshore Supply reports that the AHTS Queen Supplier (built 1976 – 7,040bhp (5,249kW)
has been sold to IMI of the Cayman Islands at a price in excess of US$ 2 million. The delivery has
already taken place, and the vessel has been renamed InterSea
SmitWijs Singapore Reports (2)
Ahoy, Sleepbootvrienden, SWS is zondagavond vertrokken van Campeche Bank. Prachtig weertje, 32
graden, zonnig, lichte koelte. Echt een mooi zomer weertje. Een regelrechte cruise en we krijgen nog
geld op de koop toe. Speed door het water 7'25 met 55 a 60 % vermogen. Zitten nu in Florida Current
9'5. Wordt morgen, als we Miami passeren ruim 10+. (Bron: kapitein Smitwijs Singapore).
Pilot Error Charged in Tug Barge Grounding
07/18 The pilot of a 284-ton tugboat that nearly destroyed three River Road boat docks and a cabin
cruiser last week has been cited for negligence, according to a report in the Port Huron Times Herald.
Officials report the the pilot could have prevented the Evans McKeil and its barge, Ocean Hauler, from
running aground about two miles north of Algonac State Park off Roberts Landing. No one was
injured. Officials said the pilot, who faces up to 92 days in jail and-or a $500 fine, thought the tugboat
was on auto pilot when he left the wheel shortly before 4 a.m. Saturday to use the bathroom. Green
returned to find the tug boat and the empty 3,781-ton barge veering toward land. The accident comes
on the heels of an April 30 incident during which heavy wind caused a different tug towing the Ocean
Hauler to hit a boathouse and two docks north of the St. Clair Power Plant in East China Township.
Both vessels are owned by McKeil Marine of Hamilton, Ontario. "It was a different pilot," said Cpl. Don
Berg, with the St. Clair County Sheriff Department marine division, which did not cite the pilot for the
previous accident. "But it was duly noted," Berg said. Linda Janiszewski was sleeping when the tug
and its barge struck a dock about 100 feet from her back door Saturday. Preliminary damage
estimates at Janiszewski's house total about $15,000, she said. The barge was freed Saturday, but
the tug was stuck aground until Monday afternoon. There were six people on board the tug at the time
of the accident. at vessel and they were all in the cabin," Berg said. "(Green) could have, in this
situation, had someone relieve him in the wheel house." Note: In dit geval is de Pilot geen loods,
maar hier is mee bedoeld de man die de wacht heeft en verantwoordelijk voor de navigatie. Dus
waarschijnlijk de stuurman. De sleepboot in dit geval is een Canadese boot en vaart een bijna vaste
dienst tussen Amherstburg en Sarnia, dus die heeft geen loods nodig. (Bron: Jan van der Doe)
Smit’s Giant’s
De Giant 4, is vandaag vertrokken vanuit Zwijdrecht naar Melkoya (Hammerfest) – Noorwegen op de
waterweg heeft de Alphonse Letzer de sleep overgenomen van de havenslepers. Op hetzelfde
moment is de Giant 2 versleept van de Waalhaven naar Zwijndrecht alwaar ook zij een lading aan
boord zal nemen voor Melkyo. Ter hoogte van Puttershoek passeerde beide pontons elkaar. De
verwachting is dat zij eind van de week de Giant 4 zal volgen. De verwachting is dat na lossing in
Hammerfest zullen beide pontons weer terug keren naar Rotterdam. Tussen beide transporten ligt
ongeveer 5 dagen. Op de website van www.tugspotters.com onder Nederland/Maasmond nieuws zijn
een paar plaatjes te vinden van de Giant 4.
5e jaargang, nr. 26
dd. 19 September 2004
___________________________________________________________________
Viking Victor
TWELVE AIRLIFTED AS STANDBY BOAT BURNS OFF ABERDEEN 09:00 - 17 September 2004
The crew of a North Sea standby vessel had to be rescued last night after fire broke out in the engineroom. The 12-strong crew of the Viking Victor, which was 20 miles north-east of Aberdeen, were
forced to abandon ship after the blaze got out of control. All were winched to safety on board an RAF
rescue helicopter and flown to Aberdeen Royal Infirmary. Last night, all 12 were said to be in a
"satisfactory" condition, although three were detained in hospital as a precaution after suffering smoke
inhalation. The mission to extinguish the fire on board the 44-metre Viking Victor and bring the vessel
safely to port was last night being hampered by 30-knot winds and four-metre waves. A chartered
firefighting vessel, Highland Endurance, reached the burning boat at 7.15pm, by which time it was
drifting on the horizon just 11 miles south-east of Peterhead. A coastguard spokesman said: "It is not
safe to do anything yet so until the weather changes, they will simply be on stand-by." The stricken
boat - operated by Montrose-based BUE Viking and built in 1969 - was making her way from
Aberdeen Harbour to an oil rig 140 miles north-east of the city when fire broke out at 3.50pm. The
crew initially attempted to contain the fire but made a mayday call just after 4pm. Aberdeen
Coastguard, who co-ordinated the rescue, launched RNLI lifeboats from Aberdeen and Peterhead,
and scrambled the RAF Rescue 137 helicopter. Commercial vessels sailing nearby were also put on
standby to assist in the rescue operation. The crew, clad in red survival suits, arrived at the helipad at
Aberdeen Royal Infirmary at around 5.45pm. They all walked off the helicopter and were driven
directly to the accident and emergency department. Chief executive of BUE Viking Graham Philip said:
"We are pleased and relieved that this incident has not resulted in serious injury. "All the indications
are that our crew dealt with the incident very professionally, and I would also like to pay tribute to the
emergency services for their rapid and expert assistance." A statement from the company said: "BUE
Viking can confirm that all 12 crew members of the Viking Victor have been returned safely to
Aberdeen by helicopter following the fire aboard the vessel this afternoon. "Three crew members are
being treated for slight smoke inhalation at Aberdeen Royal Infirmary. "The cause of the incident will
be the subject of an investigation, in which BUE Viking will liaise fully with the relevant regulatory
authorities." It took the eight-strong crew on board the RNLI Aberdeen lifeboat 55 minutes to reach the
Viking Victor but they said the thick black smoke billowing out of the ship could be seen from several
miles away. Coxwain Rod McGillivray, a full-time member of the RNLI team, said: "The 12 people on
board were really lucky that the helicopter reached them early. The vessel was well alight."
In rough seas, and with the wind reaching gale force eight, his crew reached the Viking Victor in time
to see the crew being airlifted to safety. He said: "There was thick black smoke coming from the vessel
and we could see flames on the deck. "Some of those on board were having to run through the smoke
to get to the helicopter but they all appeared to be lifted to safety." His crew returned to Aberdeen
harbour from their 24th launch of the year at around 7.30pm. Squadron leader Graham Gow, of RAF
Lossiemouth, who captained the four-strong crew of the rescue helicopter, said they originally set out
prepared to fight the fire but realised en route that it was out of control. He said: "There was talk of
abandoning ship so we had to get there fairly quickly. "The fire was in the engine-room so there was
smoke pouring out of the back of the ship. "The sea was also pretty rough and we had quite a big ship
with no engine power so she was rolling about quite a lot. "We had to be careful not to hurt anyone."
All 12 men were lifted off two at a time, within 15 minutes, after winchman Flight Sergeant Duncan
Tripp boarded the vessel. He said: "It was rough out there and the vessel was probably two-thirds
engulfed in smoke. "Where they were, at the bow of the vessel, was quite high up so we had to
deal with pendulum motion. "The front of the boat was probably 20-25ft up and the vessel was
probably rolling at a good 25 degrees to either side of the centre." He said the men, who were on the
verge of abandoning ship, were ready and waiting in survival suits by the time they arrived.
He said: "The crew had to work hard together to get the men off as quickly and as safely as possible.
"But we got a happy ending." Luckily the smoke did not get in the way of the rescue because the wind
was blowing it in the opposite direction.
Smitwijs Singapore & President Hubert
Het ligt in de bedoeling dat de Singapore samen met de P.Hubert komende maandag? met de
Hermod vanuit Rotterdam naar Sable Island gaat vertrekken. En vervolgens door richting Corpus
Christi.
Abeille No.10
Zoals reeds vermoed, en nu door 'Les Abeilles', via Michael Vincent bevestigt; de Abeille No. 10 ligt
nog steeds te Le Havre. Het bericht dat ze naar Abidjan zou zijn gegaan als Acajou 2 is onjuist. Er is
wel een Acajou 2 te Abidjan sedert 1998: zij is de voormalige Marseillas 3, echter dit is een heel wat
kleinere sleepboot en ook geen Voith. (Bron: Lawrence Amboldt)
Val d’Armor
De eerder dit jaar voor Compagnie Ligerienne de Transport te Nantes opgeleverde duwboot Val
d'Armor is naar CFT aan de Rhône overgegaan, om een door brand verwoeste duwboot te
vervangen. Er werd op hetzelfde werf in Bretagne een nieuw duwboot voor Compagnie Ligerienne de
Transport gebouwd. De Val d'Armor heeft zelf de reis langs de kust van Frankrijk, Spanje en Portugal
van de Loire naar de Rhône gemaakt. (Bron: Lawrence Amboldt)
Duwboten
Bij Socarenam te Bonen zijn vier duwboten gebouwd voor Compagnie Fluviale de Transport, twee
voor de Seine en twee voor de Rhône, de casco’s zullen vanuit Roemenië komen. (Bron: Lawrence
Amboldt)
Zoeker
Weet iemand iets over een ijsbreker/sleepboot PITEÅ? Onder de vlag van Togo varend is ze voor de
kust van Ghana eerder deze maand door de Franse Marine gearresteerd met twee ton cocoaine aan
boord. Vermoedelijk was ze tot voor kort Zweeds en is ze in de laatste jaren hernoemd. (Bron:
Lawrence Amboldt)
Sleper stopt
Rhenus Midgard A.G. te Norderham met de sleepboten MIDGARD I en MIDGARD III zijn per 01-072004 overgenomen door Unterweser Reederei GmbH., Bremen en resp. herdoopt in GEESTE en
BRAKE. (Bron: Jaap Bijl)
Another McKeil Tug Runs Aground
07/28 The McKeil Marine tug Salvor and her barge, KTC 115, have run aground in the St. Lawrence
River near Crossover Island, a point not far up from the Lake Ontario end. There is no word on spills
or damage, but traffic in the area has been suspended until the the situation has been sorted out.
(Bron: Jan v.d.Doe).
Barge Spills Calcium Chloride in St. Lawrence River Grounding
07/28 (Updated) The McKeil Marine barge, KTC 115, loaded with calcium chloride, ran aground early
Tuesday in the St. Lawrence River near Alexandria Bay, NY, and Boldt Castle, both major tourist
destinations. Early reports indicated about 12,000 gallons of cargo were spilled. Authorities say the
chemical, used to melt ice, is not a threat to people or wildlife in the area. The U.S. Coast Guard has
declared a 100-yard security zone around Frontenac Shoal, where the grounding took place. The
accident happened when a cable that attached the barge to the tug Salvor snapped. Traffic was
stopped immediately, but one-way passage past the stranding was being allowed by late Tuesday.
Among vessels delayed were Quebecois, Cedarglen, Lake Ontario, Algoeast, Algocape, Montrealais,
Irma and Algonorth. Efforts continued Tuesday night to pull the barge free. There is no word of
damage to the vessel. (Bron: Jan v.d.Doe).
Containership Horizon Aground Near Sorel; McKeil Tug Still Stranded
07/30 The container ship Horizon went hard aground Saturday morning near Sorel, Quebec. She was
seabound when she lost all power and went aground at a speed of 15 knots. Six tugs tried to free her
but were unsuccessful; lightering of containers is the next plan. The ship is out the channel – the
green channel marker # S-129 to the right (see photo) should be well to the vessel's starboard side.
The Maltese flagged Horizon was also known before as the Nedlloyd Kilindini, Irenes Horizon and
Almudena, and is owned by Tsakos Group. The bunkering tanker Alycia S 1 (ex Horizon Montreal)
sailed for Panama Wednesday to enter service for new owners. She was sighted at Contrecoeur at
1455. Meanwhile, the McKeil Marine barge, KTC 115, which ran aground early Tuesday in the St.
Lawrence River near Alexandria Bay, NY, is still stranded, with tugs continuing to work to free her.
Reports indicated about 12,000 gallons of cargo were spilled. The accident happened when a cable
that attached the barge to the tug Salvor snapped. (Bron: Jan v.d.Doe).
U.S.Army
27/04 9:27:35 AM Conrad Industries, Inc. won an $8.9 million contract by the United States Army
Corps of Engineers to design and build a 144-ft., 3,300-hp, ABS-Classed welded steel towboat. When
delivered, the vessel's primary mission will be the support of the MAT Sinking Unit revetment
operations on the Mississippi River for the Vicksburg District of the United States Army Corps of
Engineers. (Bron: Jan v.d.Doe).
Work Continues on Grounded Horizon
08/04 The grounded Salty Horizon has been offloaded of some containers to try and lighten her so the
six tugs can pull her free, as of 0700 Aug. 3, tugs were trying with no success. On July 29, it was
reported that the vessel went aground after losing power. Apparently that was not the case, and the
cause of the incident remains unknown. (Bron: Jan v.d.Doe).
Barge sinks after hitting Mississippi River bridge
Tuesday, August 3, 2004 St. Louis -- A runaway grain barge hit a busy Mississippi River crossing and
sank, forcing the Coast Guard to close a two-mile stretch of the river Monday. The barge was among
15 that broke away late Sunday from a towboat and floated down the river, with an unknown number
hitting the Poplar Street Bridge, the Coast Guard said. Highway officials later determined that the
bridge, which carries three interstates across the river, was safe, and it was never closed. Five other
towboats rounded up the remaining 14 barges, the Coast Guard said. There were no injuries. Efforts
to salvage the sunken barge were under way Monday. (Bron: Jan v.d.Doe).
Gordon C. Leitch Heads for Quebec City
8/05 The tugs Ocean Intrepide and the Ocean Jupiter successfully refloated the stranded Gordon C.
Leitch Tuesday night. The vessel ran aground earlier in the day just above the Cote St. Catherine lock.
After inspection, she was found to have a two-foot gash in her hull. Temporary repairs were underway
on Wednesday and the Leitch got underway Wednesday evening at roughly 2045. Her destination is
still Quebec City where she will unload her cargo of wheat. The grounding was reportedly caused by a
power failure. (Bron: Jan v.d.Doe).
Gordon C. Leitch Aground in Seaway
Update: The Gordon C. Leitch was released at 2200 Tuesday and towed to Cote Ste. Catherine wharf
for inspection. TV reports in the area say the grounding may have been due to loss of engine power.
(Bron: Jan v.d.Doe).
Beschadigde Zeesleper Elbe naar werf gebracht
De beschadigde historische zeesleper Elbe is gisteren van de Wiltonhaven in Schiedam naar een
scheepswerf in Vlaardingen gesleept. In Vlaardingen wordt het gat in de romp met een doorsnee van
3,5 meter gerepareerd. Het schip werd vrijdag j.l. geramd, terwijl het aan de kade lag. De schade
wordt geschat op enkele tonnen. Het herstel van de machinekamer zal veel tijd in beslag gaan nemen.
(Bron: Algemeen Dagblad)
Halifax Aground In St. Clair River
Original Report: Sarnia Traffic reported late Friday afternoon that the Canada Steamship Lines' selfunloader Halifax was aground at Fawn Island in the St. Clair River. Two unidentified tugs were
enroute to assist. The Halifax was downbound at the time of the grounding. No other details were
immediately available. Fawn Island is located just south of the Marine City, Mich.-Sombra, Ont. ferry
docks. 08/06 9 p.m. Update:: The tug Wyoming reportedly freed the Halifax Friday night. She is
unloading at the stone dock on the mainland near Fawn Island and will proceed to Sarnia for
inspection (Bron: Jan v.d.Doe)
Tug from Jensen Maritime
8/6/04 3:09:02 PM Working from an established design, the Seattle-based naval architect firm Jensen
Maritime Consultants Limited have drawn a very tidy 3400 HP docking tug. Building at Eastern
Shipbuilders in Panama City Florida the boat will be delivered to her owners, Thames Towboat
Company Inc. of New London Connecticut, this fall. The boat, to be named John A. Wronowski, will
have a 34-foot beam on a length-over-all of 96 feet and a molded depth of 14 feet 9 inches. Main
engines will be a pair of V-16-cylinder Cummins KTA50-M2 rated for 1700 HP each at 1800 RPM. The
engines will turn into Schottel 1010 Z-drives fitted with ducted 2100 mm (82.67-inch) propellers.
Electrical requirements will be met by a pair of Cummins-powered 95 kW generator sets. A Cummins
N14M fire pump engine will supply the boat’s two 2,000 gpm fire fighting monitors. Deck equipment
includes a JonRie Inter Tech hawser winch Extensive hull fendering includes below waterline fenders
as the boat will be used for docking naval craft including submarines at Groton, Connecticut.
Accommodation includes six berths. Tankage will be provided for 30,000 gallons of fuel, 6,150 gallons
of water and 550 gallons of lube oil. The boat has a design speed of 12 knots. (Bron: Jan v.d.Doe).
Guardian
According to Alan Stein, operations manager of Bollinger Quick Repair, Harvey, La., one of the most
gratifying aspects of ship repair and conversion is “the satisfaction we get by being able to give new
service life to vessels. And that’s exactly what we did with the 40-year-old Guardian.” Originally named
the Gale B., the 150' ´35' ´20' tug was built by Southern Shipyard in Slidell, La., in 1963. Now owned
by Velvet Maritime LLC, Hahnville, La., the Guardian was repowered with Caterpillar 3606 diesels that
put out a total of 4,640 hp. The Guardian is the first boat for Velvet Maritime, a new company. (Bron:
Jan v.d.Doe).
Halter Marine new building
VT Halter Marine recently announced a new contract with Lockheed Martin for the design and
construction of two 30-meter (98') Voith tractor tugs. Valued at $18 million for the pair, the harbor tugs
will “have all the necessary capabilities to manage and respond to maritime distress,” according to VT
Halter. The new tugs will be built at Halter’s Jackson County, Miss., yard. Completion is scheduled for
the fourth quarter 2005. VT Halter also announced a contract to build two articulated tug barge (ATB)
units for Vessel Management Services, a subsidiary of Crowley Maritime Corp. The total cost of the
two vessels is expected to be around $85 million at delivery, which includes the cost of ownerfurnished equipment. The contract includes an option to purchase two additional units. Each unit
consists of a 127' ´42', 9,280-hp oceangoing tug and a 180,000-bbl. barge. Delivery of the first ATB
unit is schedule for first quarter 2006 and the second unit in third quarter 2006. (Bron: Jan v.d.Doe).
Canadian Venture, Canadian Trader Scrap Tows To Depart Today
08/31 Two more obsolete lakers are scheduled to leave today on the end of a towline with their final
destination a scrapyard in India. Canadian Venture, which is at Montreal, will leave that port at 10 a.m.
with Strong Deliverer as lead tug, assisted by the tug Gerry G from Ocean McAllister. Canadian
Trader, which is at Trois Rivieres, Que., will leave at 4 p.m. under tow of the tugs Avantage and Andre
H. The two tows are expected to meet up at the Les Escoumins pilot station; the tug Strong Deliverer
will then take both vessels overseas. The tow is expected to take 3.5 months, sailing around the Cape
of South Africa. The tug Gerry G will tow the tugs Avantage and Andre H. back to Trois Rivieres after
the Canadian Venture and Canadian Trader have been delivered to Alang. The Canadian Trader was
built in 1969 as Ottercliffe Hall. She sailed for the Halco and Misener fleets before being bought by
Upper Lakes Group in 1994. The Canadian Venture was built in 1964 as Lawrencecliffe Hall, and also
sailed for Misener as David K. Gardiner prior to being bought by ULG.. Most recently, Canadian
Venture was owned by International Marine Salvage of Port Colborne, Ont. She was resold to Indian
scrappers earlier this year. Both vessels were 730-feet long, built at Davie Shipbuilding at Lauzon,
QC, and diesel-powered. (Bron: Jan v.d.Doe).
Smit maakt kans op grote berging
2-9-2004 12:07:00 De Rotterdamse berger Smit Internationale gaat mogelijk het autoschip 'Hyundai
No105' bergen. Het schip ligt op de bodem van de Straat van Singapore met vierduizend auto's aan
boord. Het gaat om één van de grootste bergingen ooit. Smit heeft al ervaring met het bergen van
autoschepen. Het bedrijf heeft ook de 'Tricolor' in het Kanaal geborgen. Dat project nam enkele
maanden in beslag. (Bron: Nieuwsblad Transport)
Newbuilding contract awarded by Solstad
Solstad Offshore ASA in Norway has confirmed that it has entered into a Letter of Intent with Merwede
Shipyard for the construction of a P105 design PSV. The vessel will be delivered in September 2005.
Including the newbuilding, Solstad has a fleet of seven large, modern PSVs, two of which are owned
through the company's Brazilian partnership. For the time being the company has no employment for
the new building
HHI delivers OSV for Saudi Aramco
Fairplay (www.fairplay.co.uk) reports that Hyundai Heavy Industries (HHI) in Korea has delivered the
Abu Safah, a new offshore support vessel, to Saudi Aramco. The vessel was one of two ordered in
July 2002, with the first, Qatif, delivered in May of this year.
Huangpu in China delivers AHTS
Fairplay (www.fairplay.co.uk) reports that Huangpu Shipyard in Guangzhou, southern China has
delivered a 6,500bhp anchor handling tug supply (AHTS) vessel to a domestic owner. The vessel,
named Hai Yang Shi You 623, is equipped for firefighting and oil recovery. Fairplay noted that
Huangpu is a relatively small yard is best known for building warships, but now mainly builds and
repairs ships of up to 5,000dwt.
Bharati Shipyard secures Great Eastern AHTS
Fairplay (www.fairplay.co.uk) reports that Bharati Shipyard, the privately owned Indian yard, has
received a repeat order for two anchor handling tug supply vessels from GE Shipping, India's largest
private sector shipping company. Fairplay said the first vessel is scheduled for delivery early next
year, and the ships will be classed by ABS and the Indian Register of Shipping.
Ulstein Design secures first contract outside Group
Ulstein Design has provided more details about the contract Merwede Shipyard has signed with
Norwegian owner Solstad Offshore for a P105 platform supply vessel. "This is Ulstein Design's first
contract outside the Ulstein Group and is very important for us," said Ulstein Design's President, Tore
Ulstein. "As Ulstein Design's first foreign contract this is a very important project. It gives us an
opportunity to demonstrate that we can carry out a project in a high-quality manner outside of
Norway", said Ulstein Design's Vice President Erik Andreassen. The first Ulstein P105 platform supply
vessel was built in 2003 and Ulstein Design has received good feedback from customers regarding
the design. Earlier this year contracts were signed for two construction projects of the same design, as
well as one option. "Among other things we are going to deliver the propulsion system, engines, cargo
system and dynamic positioning system. In addition, through the Ulstein Group's electronics company
Ulstein Elektro, we will deliver all the marine electronics, switchboards, consoles and starters," said Mr
Andreassen. "As Ulstein Design's first foreign contract this is a very important project. It gives us an
opportunity to demonstrate that we can carry out a project in a high-quality manner outside of
Norway."
Nomis acquires third Toisa ERRV
Nomis in the UK has purchased the Toisa Widgeon for an undisclosed sum, and the vessel has been
renamed Dea Sailor. The vessel is currently in an Aberdeen undergoing maintenance in preparation
for her relief standby role. The Nomis fleet now stands at a total of 25 having recently purchased the
AHTS Smit Lloyd 57 in West Africa at the AHTS Lingue in Chile.
Latest round of newbuidings
The following newbuiding orders have been reported by Offshore Shipbrokers Ltd:
• Island Offshore has ordered a PSV of the UT745E design from Kleven Maritime for delivery
April 2005.
• Portosalvo has ordered a PSV of the UT755 from Simek A/S for delivery April 2005.
• The Great Eastern Shipping Company has placed an order with Bharati Shipyard in India for
two AHTS each of 80 tonnes bollard pull. The vessels will be delivered first and second
quarters of 2006.
• Solstad is to build (see above) a PSV of the P105 design from Merwede Shipyard at a cost of
Euro’s 24,500,000. Delivery will be september 2005.
• Solstad and SBM have formed a JV to build a large construction vessel from Ulstein Verft at a
cost of about US$100,000,000 with delivery January 2006. The vessel is fixed for 200 days
per year for 8/20 years to SBM. The vessel will have DP3, 250 tonnes crane as well as a 250
tonnes ‘A’-frame.
• Simon Mokster Shipping A/S is to build a PSV of the MT6000 Mark 2 design at Aker Yards for
delivery second quarter of 2005. DOF is to build a PSV of the MT6000 design for delivery
June 2005. A further PSV of the MT6009 design has been ordered from Aker Brattvaag for
delivery second half of 2005.
• Augustea Offshore has ordered a PSV of the UT755L from Aker Promar Brazil. Delivery will
be in late 2005.
• Seaways International has ordered an AHTS of 7400 bhp from Dubai Drydocks for delivery in
the early part of 2005.
Blankenburg (2) – 1938
Tijdens mijn laatste project voor Smit Transport Europe BV in Egypte met de Smit Anambas was ik
een aantal dagen te gast aan boord van de Italiaanse zeesleper ‘Letojanni’ ( ex Biscay Star, ex
Barbara Onorato). De ‘Letojanni’ sleepte de, met een jacket beladen, ‘Smit Anambas’ naar één van de
vele gasvelden voor de kust van Egypte. Hierbij begeleide ik het transport naar, en de load off in, het
veld. Ik kwam in gesprek met de kapitein, de Hr. Cavalli Sabastiano, hij vertelde mij dat hij gedurende
bijna 6 jaar, begin 1992 tot eind 1997, waarbij hij zijn monsterboekje liet zien, kapitein was geweest op
onze oude ‘Blankenburg’. Hierop liet ik hem mijn database met de historische gegevens daarin
opgenomen en een foto van de ‘Blankenburg’ zien. De man werd wild enthousiast en kon z’n tranen
nauwelijks bedwingen. Uiteraard vroeg ik hem naar de huidige omstandigheden van de sleepboot.
Toen kwamen de verhalen los. In het boek, Smit 150 jaar , dat ik dit project bij me had, van de Hr.
Gerrit J. de Boer, stond een fout, zo vertelde hij mij, na het lezen van de gegevens. In 1986 voer de
Blankenburg voor Gestioni Pontini S.r.l., deze eigenaar zetelt niet in Pescara maar in Augusta. Het
volgende wat niet meer was vermeld in het bewuste boek, en dat kon ook niet anders omdat het in
1992 is uitgegeven, is dat zij in 1992 een andere eigenaar heeft gekregen. De vorige eigenaren,
Gestoni Pontini, bestaande uit twee personen zijn in 1992 uit elkaar gegaan. De ene is uitgekocht en
de andere heeft de sleepboot behouden. Zo luidt dus de aanvulling op de gegevens in het relaas van
kapitein Cavalli.
Aanvullende gegevens:
1992: Blankenburg, de naam is gebleven, Sicil Pontoni Patene S.r.l. – Augusta – Sicily – Italy.
Tegenwoordig opereert zij nog steeds in de haven van Augusta en behandelt daar een ponton. Eens
te meer blijkt dat de Nederlandse Scheepsbouw, uit Kinderdijk, een goed stukje kwaliteit afleverde.
Een schip van 66 jaar oud dat nog steeds in de vaart is kan als iets unieks worden beschouwd. Ook
de asgenerator is nog steeds in bedrijf en levert tot op heden de 110Volt gelijkstroom. Ook, waar
Cavelli met trots over sprak, waren de teakhouten dekken die nog in perfecte staat verkeren. Verder
beloofde hij mij, zodra hij weer thuis was, een foto van de ‘Blankenburg’ te maken en deze aan mij op
te sturen. We wachten dan ook met spanning op een mooi plaatje van dit bijzondere schip, met zijn
nog steeds, voor vele sleepbootgasten, bekende naam ‘BLANKENBURG’ (bron: Hans van der Ster)
5e jaargang, nr. 27
dd. 26 September 2004
___________________________________________________________________
Smit Panama
Op 31 augustus is de ASD- sleepboot "Smit Panama" overgedragen aan Smit in Galati (Roemenië ).
Het is een Damen ASD 2810 met een paaltrek van 55,9 ton. Sleper is bestemd voor Panama
(Cristobal). Op 2 september is de "Smit Panama" verrokken met ponton ATLAS (40x15 mtr) naar
Algiers. Zij heeft de ponton afgeleverd in Algiers op 14 september en is vervolgens onderweg naar
Sint Vincent Cape Verde ETA 23/9 18:00 h. voor bunkers en stores. (Bron: Kees Poortvliet)
Abeille 10
De Abeille No. 10, gaat nu toch naar Afrika. Niet naar de Ivoorkust maar naar Dakar in Senegal. Een
nieuw naam is er nog niet. De Abeille Antifer, die sinds de lente in Duinkerken werkt, heeft wel een
nieuw naam ze heet nu slechts Antifer. Na een lange dokbeurt hervat ze deze week weer haar
werkzaamheden. (Bron: Lawrence Amboldt).
Bar Point Light Mostly Demolished by Unidentified Vessel
09/13 The Bar Point Pier Light in the lower end of the Detroit River (near the split between the
Livingstone and Amherstburg channels) was badly damaged recently by an unidentified vessel. Only
about 10-feet of structure remains above water, with rubble strewn on the platform. The light once
stood approximately 45-feet above the water. No other details are available to Boatnerd at this time.
(Bron: Jan v.d.Doe)
Information Sketchy on Bar Point Lighthouse Accident
09/18 The damage sustained to Bar Point Light D-33, which apparently was struck by a tug and barge
at around 6:15 a.m. last Saturday. Area residents reported an initial explosive sound followed by what
was most likely the shriek of steel as the vessel backed off the light. The structure once rose 45 feet
above the water. The Canadian Coast Guard placed a temporary beacon soon after the accident and
has been surveying the area for the location of debris. Although no report has officially been issued,
reports indicate the Barge A-397, and her tug, Karen Andrie, have been at the Toledo Shipyard with
the barge undergoing repairs to bow damage ever since then. No information has been released to
the public at this time and all reports are based on waterfront speculation. (Bron: Jan v.d.Doe)
Gas tanker saved at last minute
Minutes before a fully-loaded gas tanker hit the coastal rocks off Fedje in Hordaland a tugboat
managed to attach its ropes to the drifting vessel. The tug was hauling the tanker "Marte" and its crew
of 14 out to open sea, and the emergency situation is reportedly over. "We are told that the situation is
now under control. The ship is being towed and two coast guard vessels are on their way to the site,"
said information director Erling Bø at Defense operation headquarters. HRS (Rescue Center
Headquarters) southern Norway said that operation succeeded just minutes before the tanker would
have run aground, and the situation had been classified as "imminent danger". The crew is not in
danger, according to the HRS helicopters, coast guard ships and other boats are in the vicinity. If the
ship had struck ground it would have been a potential environmental catastrophe from both bunker oil
and explosive liquid gas on board. Weather conditions in the area were difficult. (Bron: Leo Kramer)
SmitWijs Singapore
De Smitwijs Singapore vertrekt a.s. zondag met de Hermod naar Sable Island. Het hangt van de vaart
af of ze er tot Sable Island voor blijft staan, eventueel wordt ze nog vervangen door een ? Canadese ?
supplier, want er wordt verwacht dat ze rond de 20e oktober in Corpus Christi is voor de H-627. (Bron:
Kapitein Smitwijs Singapore)
Bollinger Delivers OSV for L&M Bo-Truc
9/21/04 9:43:41 AM Cheramie Botruc 38, Bollinger Shipyards latest new 191-foot platform supply boat that
meets all new regulatory requirements including DPS1 and is under 200 gross tons. Bollinger
Shipyards, Inc. delivered the first of two new design offshore supply vessels to L&M Bo-Truc Rental
Inc., of Golden Meadow, La. M/V Cheramie Botruc 38 the first of two identical offshore supply vessels
was delivered early this summer and the second vessel, Cheramie Botruc 39, will follow in late
September after builder’s trials. The vessels are the latest in a new Bollinger/L&M Bo-Truc 191-ft.
platform supply boat design that meets all new regulatory requirements including DPS1 and are under
200 gross tons. Slotted between Bollinger’s new 166-ft. and 207-ft. supply vessels, the new 191-ft.
boat can be compared to 180-ft. and 185-ft. OSVs, which were considered “standards” for Gulf of
Mexico (GOM) service in the 1980’s and 1990’s. In addition to being 191-ft. in overall length, the new
boats each have a beam of 46-ft. and a 15-ft. depth. Each is powered by two Cummins KTA50-M2
diesel engines developing 1,600 bhp each at 1,800 rpm. They drive NiBrAl propellers through Twin
Disc MG 5600 reduction gears with a ratio of approximately 6:1. Liquid Mud capacity is 2,500 barrels
and Dry Bulk capacity is 4,800 cu. ft. Accommodations are for 18 persons in seven cabins The vessels
are built in accordance with the rules of the American Bureau of Shipping (ABS) and certified Maltese
Cross A1, Maltese Cross AMS, DPS 1, Safety Of Life At Sea (SOLAS) certificated and documented by
the U. S. Coast Guard under subchaper L 0SV. (Bron: Marinelink)
CCGS Cuter Thunder Cape Heavily Damaged
09/24 The 47-foot state-of-the-art cutter Thunder Cape received serious damage when it tipped on its
side after running into the breakwater at Thunder Bay, Ont., during a rescue in Thunder Bay’s harbor
last Sunday. The CCGS Samuel Risley is reported headed for Thunder Bay to transport the damaged
vessel to Burlington, Ont. The incident is under investigation by the Canadian Coast Guard and has
left the vessel out of commission for at least part of the winter. “Certainly, no boat is indestructible,”
Gary Sidock, regional director of operational services for the coast guard, told a Thunder Bay
newspaper. It all began when two boaters needed a rescue near the mouth of the Mission River.
Thunder Cape was sent to the scene about 10 kilometres away from Keefer Terminal. An inflatable
coast guard boat was also sent. After the two boaters were taken into an inflatable rescue boat,
Thunder Cape ended up hitting the breakwater. It caused a puncture in its hull, along with damage to
a propeller and shaft. Gerry Dawson, who owns Thunder Bay Tug Services, towed the Thunder Cape.
He did not see any damage on the cutter at the time, but the boat belonging to the rescued boaters
was another story. It “was definitely damaged,” Dawson said. The smaller Coast Guard 119 is filling in
for the Thunder Cape, which was scheduled to be upgraded over the winter and used elsewhere. “It’s
unfortunate, but frankly the timing was not bad,” said Sidock. He said a new coast guard vessel, the
Cape Chaillon, will be replacing the Thunder Cape in October. (Bron: Jan v.d.Doe)
US Army Tugs
Op 16 september zijn drie voormalige US Army sleepboten, Irrua; Balali en Ogbomoso, door de Bok
Taklift 1 bij K.Damen te Hardinxveld op de kant gezet. De sleepboten zullen onder handen worden
genomen, aangepast en worden voorzien van een boegschroef. Eind oktober verwacht men met dit
karwei klaar te zijn en zullen wij weer aan het water worden toevertrouwd, waarna zij zullen vertrekken
naar Nigeria. (Bron: Shipping News- Jos Leentvaar)
Marine News Jornal of WSS
Camperduin, 163/01 – tug. By Vof Viegers & Zn to Damen Marine Services BV Netherlands and
renamed DMS Condor.
Jaberi, 524/77 – tug. By Kuwait Oil Co.. KSC, uwait to Al Mataf Shipping L.L.C. – Panama and
renamed Mataf Master
Kwintebank, 292/76 – tug. By Smit Harbour Towage Co. Netherlands to Alfons Hakans Oy Ab. –
Finland and renamed Helios.
Lamnalco Hawk, (Tinatini – 01, Tinatin – 00, Lamnalco Hawk – 00, Safir – 96), 477/78 – tug. By
Lamnalco Ltd. – Cyprus to Sri Lanka Shipping Co.Ltd, - Sri Lanka and renamed Maha Oya.
Lingue, (Smit-Lloyd 41 – 85), 743/72 – tug/supply. By Ultragas Smit-Lloyd Ltda – Chile to Nomis
Offshore Ltd. – St.Vincent and the Grenadines and renamed Dea Lingue.
Maersk Detector, 2556/99 – supply. Has been renamed Billy Joe Ramey by Tidewater Vessels Inc.
– Bermuda (British) and transferred to Vanuta Registry.
Marine Lord No.10, 138/93 – tug. By Transindo Marine Pte.Ltd – Belize to Zengo Marine Sendirian
Berhad – Malaysia and renamed Dolyi
Marmex VII, (Drive Mar – 98, Keverne – 96, Groenland – 90), 579/77 – tg. By Compania Maritima
Mexicana SA de CV. – Mexico to Prime Vertical Ltd. – Antigua and Barbuda and renamed Thunderer.
Nomade, (Nuheve – 02) 360/00 – tug. By Remolcadores Ultragas Ltda, to Petrolera ransoceanica SA
both Chile and renamed Calafate.
Puissant, (Launched as Vigilant), 292/78 – tug. Has been renamed Pitoa by Les Abeilles SAS –
France and transferred to St.Vincent and the Grenadines.
Queen Supplier, (Java Sun – 97, Pan Sun – 92, Omega 803 – 90, Active Rev – 87) 1346/76 –
tug/supply. Has been renamed Intersea by Queen Supply KS – St.Vincent and the Grenadines and
transferred to cayman Islands Registry.
Sea Pioneer, (Penyu – 91, Cherdek – 84, Star Sirius – 80) 957/75 – tug/supply. By CH Offshore
Pte.Ltd – Singapore to Perumpullykadan Shipping Co.Inc. – Panama and renamed Ahmed V.
Sealion Aquarius 1122/03 – supply. By Sealion Offshore Pte.Ltd – Singapore to Korea Offshore
Logistics Co.Ltd – South Korea and renamed Korol No.2
Seri Kenangan 801 495/93 – tug. Has been renamed Celeste by Semrental (B) SendirianBerhad
Brunei and transferred to Singapore Registry.
Seri Mutiara 803 495/93 – tug. By Semrental (B) Sendirian Berhad – Brunei to Wijsmuller Offshore
Terminal Towage (Far East) Pte.Ltd – Singapore and renamed Cecile.
Terneuzen 249/91 – tug. By URS Belgie NV to Fairplay Schleppdampfschiffs-Reederei Richard
Borchard GmbH – Antigua and Barbuda and renamed Fairplay XVI.
William L.Colnon, (Polar 2 – 5, Tara Lynn S – 84) 198/75 – tug. By Great Lakes Dredge & Docks Co.
to McAllister Towing & Transportation Co.Inc. (MT&T), both USA and renamed Christine
M.McAllister
Reports
Abeille No.9 433/75 – tug was renamed Sirroco (Fra) prior to 7/1/2004.
Cala Mancina 166/75 – tug was renamed Zumaia III (Esp) prior to 23/2/2004
Dhoce 360/02 – tug was renamed Tryton (Pol) prior to 15/3/2004
Everest 290/60 – tug was reported as Christios XVIII (Grc)
Salvager 429/61 – tug was renamed Wilf Seymour (Can) prior to 26/2/2004
Samand 295/76 – tug was renamed Tonnant (Alg) prior to 24/5/2004
Bourbon Castle, 1982 – 12.000 bhp AHTS, has been sold by Bourbon Ships to Intraoil Services
Berhad in an en-block deal with PSV Bourbon Trader, 1978 for the price reportedly just below US$ 6
mill. Vessels delivery to new owners is imminent. This deal follows the two vessel transaction between
parties in april this year.
Golfo de Viscaya, 1983 – 7.200 bhp – AHTS has been sold to Egytian buyers and renamed Misr
Gulf VI. The vessel was sold on private terms.
Northern Vking, 1976 – 2115 dwt has been sold to Sartor Shipping – Norway for NOK 26 mill. The
vessel has been converted into a stand-by vessel and renamed Sartor.
Smit-Lloyd 57, 1987 – 5.300 bhp has been sold to Nomis Shipping at private terms. The vessel has
been renamed Dea Odyssey
5e jaargang, nr. 28
dd. 17 Oktober 2004
___________________________________________________________________
Hermes
De Hermes van Bugsier is als Luna A naar het Deense J. A. Rederiet (Jens Alfasten) verkocht.
Abeille No.32
De Abeille No. 32 is in Flamboyant herdoopt, maar blijft binnen de Bourbon groep (eigenaar van Les
Abeilles) zij gaat in West Afrika werken. (Bron: Lawrence Amboldt)
Battler
De Battler, een Damen Stan tug 1906, wordt vermoedelijk volgend week aan het Schotse bedrijf
Clyde Marine Ltd. overgedragen. (Bron: Lawrence Amboldt)
Nieuwe URS-Sleper
De Antwerpse Unie van Redding- en Sleepdienst heeft in Zeebrugge de door de Spaanse Astilleros
Armonwerf gebouwde sleepboot Union Coral in de vaart genomen. Dit is de eerste van vier identieke
eenheden. De volgende worden opgeleverd als Union Pearl, Union Ruby en Union Emerald. De
vier kosten 25 miljoen euro en hebben een maximale trekkreacht van 65 ton. Ook de Union Pearl
wordt t.z.t. in Zeebrugge ingezet, de twee andere versterken de Antwerpse URS-vloot. Het bedrijf telt
zes werkmaatschappijen en wordt geleid door directeur kapitein GV Walter de Schepper. (Bron:
Schuttevear)
Naamsverandering voor Smit in Canada
Per 30 september jl. zijn de volgende naamsveranderingen bij Rivtow in Canada. Rivtow Marine Inc is
gewijzigd in Smit Marine Canada Inc. Zij zijn verantwoordelijk voor havensleepactiviteiten in Prince
Rupert en Kitimat. Tevens zijn zij verantwoordelijk voor het transport van houtsnippers, transport van
boomstammen en algemeen transport en sleepdiensten. Westminster Tugboats Inc. is gewijzigd in
Smit Harbour Towage Westminster Inc. Zij verzorgen havensleepdiensten op de Fraser River, verder
verlenen zij sleepdiensten in het algemeen. Tiger Tugz Inc. Is gewijzigd in Smit Harbour Towage
Vancouver Inc. Zij verzorgen havensleepdiensten in de haven van Vancouver, line handing en
sleepdiensten in het algemeen. (Bron: Smit)
Akar Promar delivers Austral Abrolhos
rd
On september 03 , Aker Promar in Brazil delivered newbuilding number 09 to Gulf Marine Servicos
Maritimos, the Brazilian branch of Gulf Offshore. The vessel, the multi-fuctional offshore support
vessel Austral Abrolhos, a UT719-2, is a refinement of the well-known UT719-2 type and is the ninth
vessel of the UT design built by AkerPromar. It has an overall length of 65.4 mtrs, and advanced
dynamic positioning system (DPII) According to broker Seabrokers, a great deal of emphasis has
been placed on health, safety and environment, with high comfort for the crew. The vessel is
committed to Shell Brazil for tanker assist duties with the FPSO Fluninense. (Bron: Shipping News)
Solstad AHTS to be built in Brazil
Norwegian shpowner Solstad has placed a contract to build a US$40 million anchor handling tug
supply vessel in Brazil, according to Wagner Vikter, minister responsible for energy, shipbuilding and
petroleum at Rio de Janeiro state government. Fairplay (www.fairplay.co.uk) said Vikter recently
visited Norway and made the announcement on his return to Rio. The minister has been heavily
involved in the resurgence of the Brazilian shipbuilding sector, and said the promise had been made
after talks with Lars Peder Solstad, the president of Solstad Group. The AHTS will receive funding
from the Brazilian National Development Bank (BNDES), via Solstad’s representative company in
Brazil, Norskan do Brasil. Fairplay said it has not been decided which yard will build the vessel, but it
will be built in Rio de Janeiro. (Bron: Shipping News)
Sleepboot Kentert
Een sleepboot van de werf Speyer is gezonken bij de assistentie van den Duits koppelverband, dat de
ketting van een groene ton in de schroef had gekregen. De schipper van het lege koppelverband zag
kans met behulp van de boegschroef de twee kilometer stroomafwaarts gelegen haven van Speyer te
bereiken. Maar in verband met de sterke stroom bestelde hij bij de werf twee sleepboten om te
voorkomen dat het achterschip het 185 meter lange verbandop de onderste pier zou verdagen Maar
bij het invaren van de haven maakte de sleepboot aan het hek plotseling slagzij en zonk in de
havenmond. Een opvarende kon in het water springen. De schipper kon zich pas onder water uit het
stuurhuis bevrijden en zich redden. Nog dezelfde dag werd geprobeerd de sleepboot met behulp van
een luchtkussen te bergen, wat in verband met de lage waterstand mislukte. Uiteindelijk werd een
ponton met een grote kraan ingezet om de sleepboot boven water te halen. (Bron: Schuttevear)
Vier Rotor Tugs in aantocht
Kooren Shipbuilding & Trading heeft de opties voor nog eens twee rotor Tugs omgezet in orders. Er
worden nu vier in plaats van twee van dit type slepers gebouwd. De ASL-werf in Singapore levert het
viertal volgens jaar op. In april maakteKooren Shipbuilding & Trading in Rotterdam de bestelling van
twee sterke Rotor Tugs van het type RT60 bekend. Gelijktijdig werden opties genomen op nog eens
twee van deze kust- en havenslepers, waarvan de eerste twee in april 2005 worden geleverd. De
voortstuwing van deze trekpaarden bestaat uit drie Niigata 6L25HX hoofdmotoren van elk 1350 kW,
die elk een azimuth schroefunit aandrijven. De volgende twee slepers krijgen elk drie Wartisila 6L20
hoofdmotoren van 1200 kW voor de aandrijving van drie Wartisla-Lips FS200 CP schroefunits. De
ASL-werf zal dit tweetal in december 2005 opleveren. De 28 meter lange slepers krijgen elk een
trekkracht van 65 ton. Kooren Shipbuilding & Trading, onderdeel van de Kooren Group, heeft nog
geen kopers voor de vier nieuwe slepers. De onderneming biedt de Rotor Tugs zowel te koop als voor
een langdurige bare-boat charter an. Zusterbedrijf Kotug is tot op heden de enige rederij die met vier
van deze Rotor Tugs werkt.De slepers onderscheiden zich door hun grote wendbaarheid en
trekkracht. Van dit viertal heeft Kotug de RT Magic in Rotterdam gestationeerd en de RT Innovation,
RT pirit en RT Pioneer in Bremen en Bremerhaven. E slepers worden ook voor kustreizen en het
verhalen van booreilanden ingezet. (Bron: Schuttevear)
Rubens
De duwboot Rubens (60.02217) van D.Maldrie uit Merksem is aangekocht door ebr. P. & J.de Jong
uit Rotterdam en omgedoopt in Taurus. Zij werd in 1973 onder bouwnummer 628 gebouwd bij
Scheepswerf De Biesbosch als Confiance (21.04749) voor De Waardt uit Krimpen aan de Ijssel. Ze
was toen uitgerust met tweemaal 675pk GM, deze zijn in 1977 vervangen door tweemaal 730 pk
Caterpillar. Van 1977 to 1987 voer zij als Confiance (18.20428) voor de CFNR uit Straatsburg, waarna
zij naar Belgie werd verkocht als Rubens van Nothern Shipping Co. Uit Antwerpen. (Bron:
Schuttevear)
Coast Guard Investigating Collision
Crewmembers of Coast Guard Marine Safety Office Houston-Galveston are investigating the
collision between the freight ship Napoleon and a tugboat with four barges in the Houston Ship
Channel Monday night. A Coast Guard watchstander at Vessel Traffic Service Houston received the
report of the collision via the pilot aboard the Napolean at approximately 10:40 p.m. According to the
report the collision occurred while the Napolean attempted to over take the tug Jonathan Thomas,
near buoy number 54, while heading out bound in the Houston Ship Channel near Redfish Bar in
Galveston Bay. The collision caused the Jonathan Thomas's tow line to brake; setting the barges
adrift, injuring one crewmen and damaging one barge and the tug. No visible damage was done to the
Napoleon, the Jonathan Thomas, however, began to take on water and beached on the west side of
the channel. The Napolean is a Malta flagged 620-foot freight ship owned by Atlantic Freeze Ship
Company Ltd. It was empty at the time of the collision. The Jonathan Thomas is a 66-foot tug
homeported in New Orleans. It was pushing four barges; one empty, one carrying 10,000 barrels of
octene, one carrying 10,000 barrels of hexene and one carrying 20,000 barrels of lube oil. The lube oil
barge was damaged on its starboard quarter, but no pollution has been reported. The Jonathan
Thomas has been de-watered and is no longer in danger of sinking. The barges were gathered by
assisting tugs. The channel was restricted to one way traffic at slow speed with no passing between
buoys 57 to 61 throughout the night. At 7:40 a.m. the Coast Guard Captain of the Port, Capt. Rick
Kaser lifted the restrictions, and opened the channel to normal traffic. The cause of the collision is still
under investigation. (Bron: Marinelink)
10/12/04
Aker Yards to Build Platform Supply Vessels for The Great Eastern Shipping
Co.
Aker Brattvaag, a company in the Aker Yards Group, has signed a contract with The Great Eastern
Shipping Co, Mumbai, India, for the building of two Platform Supply Vessels. The contract is worth
approximately NOK 230 million. The vessels are scheduled for delivery in June/July 2006 and
August/September 2006, or 2007. The vessels have the designation UT 755 L, an extended version of
the well-respected UT 755 design by Rolls-Royce, which will also be a major supplier of equipment to
the project. Aker Yards has in total built 52 various versions of the UT 755 design and has another 8
on order. An identical vessel was delivered from Aker Brattvaag to The Great Eastern Shipping Co. in
August this year, and three more vessels have earlier been delivered to the same owner by Aker
Yards. The vessels will measure 72 m in length and will have a maximum cargo capacity of 3316
tonnes. The hulls will be built by Aker Tulcea in Romania. . (Bron: Marinelink)
Sause Brothers Towing Repowers Ocean Tug
Based in Coos Bay Oregon, Sause Brothers Towing has been towing between Pacific Northwest and
Southern Californian ports for over 50 years. A new double-hulled 105,000-barrel oil barge, Sunset
Bay, is currently alongside at the company shipyard in Coos Bay. With the hull built at the Gunderson
yard in Portland it is being outfitted by Sause. Also at the yard, the ocean going tug Powhatan is
undergoing an extensive repower that will see a pair of 850 HP engines replaced with a pair of
Cummins KTA50 M2 mains each rated for 1500 HP at 1800 RPM. A new pair of Reintjes WAF772
marine gears with 7.45:1 ratios have also been installed in the 105x30-foot tug. The existing 9-inch
diameter shafts were replaced with new shafts of the same diameter, while the stuffing boxes were
eliminated in favor of a pair of Kobelco Eagle Marine water seals. With the old engines, the boat had
open wheels, with the new engines, modified Kort 19-A 92-in. nozzles and 91x89-inch four-blade
skewed propellers from Sound Propeller in Seattle are being added. Quad rudders, two behind each
prop, are being installed to improve maneuverability especially in tight island harbors. Built in the
1970s at Halter Marine the Powhatan has, at 1700 HP, been relatively under powered. "The old
engines were worn out," explains Mark Babcock, engineering general manager for Sause, "And at the
old horsepower the boat was an under utilized asset. With the new 3000-hp we expect the utilization
to increase by as much as 75 percent. The bollard pull will go from an estimated 40,000 pounds to
around 100,000 pounds allowing it to tow larger barges at faster speeds." The Powatan will initially be
assigned to towing general cargo barges on the inter-island Hawaiian runs. While she would not have
been considered for towing oil barges with her old power, that is now an option according to Babcock.
The Commission Authorizes a French aid scheme to promote inland waterway transport The
Commission today agreed to a French aid scheme for inland waterway transport. This scheme will be
in force during the period 2004-2007 with a budget of between €14.5 and €15 million per annum. The
aim of this new scheme is to encourage the development of inland waterway transport in France
through fleet modernisation and by promoting the occupation of inland waterway carrier. Any inland
waterway freight carrier operating in France is potentially eligible for this aid. The scheme takes over
the inland waterway transport aid plan for the period 2001-2003.[1] The new scheme also proposes
new aid designed to take better account of current market conditions. The aid plan is in two main
parts. The first part is aimed at modernising the fleet and improving its capacity for carrying specific
goods in order to meet the needs of shipping agents and industry while improving its environmental
quality. Improving the general technical features of vessels should make it possible to save energy
and reduce pollution. The aid will also cover targeted research and development projects to meet an
explicit demand and investment in new information and communication technologies. The second part
concerns the promotion and renewal of the occupation of inland waterway carrier through aid for
continuous training and aid for the transfer of French vessels to young buyers. It is proposed that
when freight vessels are sold to buyers under 35 years of age, new entrants, or wage-earners setting
up their own businesses, aid not exceeding €43/DWT[2] should be paid if the selling price does not
exceed €152/DWT. The aid will also be capped at 30% of the total price and at €46 000. The
Commission took the view that this aid is compatible with the competition rules. (Bron: Marinelink)
Farstad offloads Far Turbot
Farstad Shipping is selling its anchor handler Far Turbot (built 1980) to China’s Shanghai Offshore
Petroleum Exploration & Development Corporation for $5.6 million. The vessel, which is operated by
Fartsad subsidiary Farstad Supply, has been laid up since November2003. The Far Turbot is a 10,560
bhp UT708 design anchor handling vessel built in Ulsteinvik in Norway in 1980. Farstad said it expects
to book a profit of about NOK32m ($4.8m) from sale in the fourth quarter of 2004. Delivery to the new
owner is expected to take place in November, Farstad said. (Bron: Shipping News)
5e jaargang, nr. 29
dd. 5 December 2004
___________________________________________________________________
Mark Hannah, Barge Reported Aground at Mackinaw City.
10/20 Update: 2 p.m. The Mark Hannah and barge were freed with the help of the Mary E. Hannah at
around 1 p.m. today. The tow headed east through the Straits with the Mary E. pulling and the Mark
pushing.
Original Report: As of noon Tuesday, the tug Mark Hannah with barge Hannah 6301 (containing
calcium chloride) remained aground close to the entrance to the Mackinaw City marina. The vessels
ran aground Monday about 10 p.m. while trying to maneuver to a dock to wait out stormy weather.
Adsteam orders new tugs.
Adsteam UK has ordered three new tugs for its operations on the Humber and Medway, writes David
Osler. The vessels – to be built by Damen Shipyards – will be identical to Barunga, which is already
operational in the Australian port of Newcastle. Powered by two 2085kW (2835pk) Caterpillar engines
driving twin Rolls-Royce azimuthing thrusters, they will each have a bollard pull of 70 tonnes. Two will
have firefighting equipment. Adsteam’s chief executive Europe, Stephen Eastwood, said: “The new
tugs will increase the bollard pull capacity in the UK by 10%, and anticipate future customer demand,”
The first will be delivered in February 2005, with the next two due in January 2006. (Bron: Shipping
News)
Aker order mystery solved.
Hong-Kong based Swire Pacific has emerged as the owner that placed a NOK 1.5bn ($226.5m) order
at Aker Yards. The Norwegian yard group announced on Friday that it had received a contract of this
size, but would not reveal further details. According to the Norwegian daily Dagens Naeringsliv, Swire
has ordered three combined ice-breakers/supply ships. They are set to be employed by Shell on the
Sakhalin 2 field in Russia. Swire is co-operating with Primorsk Shipping of Russia and was competing
with the Dutch firm Smit co-operating with Semco of Russia. Director Tore Langballe of Aker declines
to comment. The ships of the UT758Ice type have been designed by Roll-Royce Commercial Marine
in Ullsteinvik and according to the paper construction work is likely to be split between the Aker Yards
firms Brattvaag, Soviknes and Langsten. (Bron: Shipping News)
Compagnie Fluviale de Transport
Van de vijf nieuwe duwboten die voor Compagnie Fluviale de Transport uit Le Havre werden gebouwd
komen de rompen uit Polen, en niet zoals eerder werd verondersteld uit Roemenië. De afbouw zal
plaats vinden Socarenam te Bonen. De eerste romp word eind december c.q. begin januari te Bonen
verwacht en met tussenposen van viet maanden zullen de rompen worden aangeleverd te Bonen. De
afbouw zal in zo'n twee maanden in beslag nemen. De hele serie word dus in 2005/06 afgeleverd.
De afmetingen zijn 22,50 x 9,50 mtrs. De eerste boot word de Obstiné en de tweede de
Résistant. De namen van de andere drie zijn nog niet bekend. (Lawrence Amboldt)
Smit wil met windkracht 6 naar top-3 positie
AMSTERDAM (FD.nl/Betten) - Windkracht zes op de schaal van Beaufort. Bestuursvoorzitter Ben
Vree van Smit Internationale is duidelijk over zijn voorkeur voor een krachtige wind. Bij windkracht zes
hebben schepen extra sleepboten nodig om de veilige haven te bereiken. En het leveren van
sleepdiensten is een van de activiteiten waarin het Rotterdamse bedrijf de komende jaren flink wil
groeien. Over tien jaar zijn er nog maximaal twee of drie wereldwijde spelers, zo verwacht hij, en Smit
moet daar zoals vanouds bijhoren. De consolidatieslag is de sector waar Smit zich in begeeft zal in de
komende periode een hoogtepunt bereiken. Naast Smit Internationale zal aan het eind van die
beweging volgens Vree ook Maersk nog van de partij zijn met het onderdeel Svitzer Wijsmuller. De
overblijvers zullen 'aanzienlijk groter' zijn dan nu. 'Zij hebben dan ongeveer de helft van de
wereldmarkt in handen, gemeten naar aantal klanten en marktaandeel.' Wie de eventuele derde
speler is, kan hij niet zeggen. Overnemen om het overnemen is er niet bij, wat Vree betreft. De
bestuursvoorzitter blijft kieskeurig. 'Een bedrijf overnemen met drieenhalve sleepboot in een haventje
heeft niet zo veel zin voor ons.' Vree is van mening dat een onderneming minimaal een marktaandeel
van 25% moet hebben om rendabel in een haven te kunnen werken. 'Het draait allemaal om
bezettingsgraad.' Smit Internationale zou volgens Vree graag willen groeien in regio's die
groeiperspectieven bieden, zoals Latijns Amerika en Azie. Al eerder werd duidelijk dat een of twee
acquisities ter grootte van enkele tientallen mlnen een reele optie vormt voor het Rotterdamse sleepen bergingsbedrijf. Voor de financiering van een overname behoort nog altijd een emissie tot de
mogelijkheden. 'Ik kan me voorstellen dat een overname deels in contanten en deels in aandelen
wordt gedaan'. Tijdens de zoektocht naar partners blijft Smit Internationale intussen ook naar de eigen
organisatie kijken. Standaardisatie is het kernbegrip en de onlangs ingezette vlootvernieuwing biedt
daarbij mogelijkheden. In de eerste plaats is dat merk en naam. Smit vervangt op het moment
schepen in Rotterdam, Panama en Singapore. 'Per regio willen wij zoveel mogelijk hetzelfde materiaal
hebben met goede lokale back-up.' Voor het financieren van de vlootvernieuwing is een emissie voor
Vree niet per se noodzakelijk. 'We zullen creatief moeten kijken naar andere financieringsvormen,
zoals een CV-constructie.' Betaling van drie tot vijf schepen via zo'n constructie moet tot de
mogelijkheden behoren, zo denkt hij. Schepen voor Harbour & Towage en Terminals, de constante
activiteiten, 'omdat je anders toch met vaste lasten zit zonder dat er continue inkomsten tegenover
staan', meent Vree. Uiteindelijk moeten uitbreiding, vlootvernieuwing en standaardisering in de
resultaten zijn terug te zien. Voor geheel 2004 verwacht Smit Internationale een nettowinst van
minimaal euro 21 mln, waarvan al euro 14 mln in het eerste halfjaar is binnengehaald. Op dit moment
keert de onderneming zo'n 40-50% van de jaarwinst uit aan de aandeelhouders. Voor de toekomst
verwacht Smit op dit vlak enige flexibiliteit van de aandeelhouders. Het bedrijf kondigde eerder dit jaar
aan het wijzigen van het dividendbeleid te overwegen. 'We beseffen dat wij als niet zo erg fluctuerend
beursfonds het met name moeten hebben van dividend. Dat betekent dus dat je niet te veel met je
dividend naar beneden kunt spelen.' Een pay-out-ratio van 40-50% moet dan ook worden gezien als
de ondergrens. 'Indien we met een echt mooie overname komen, zullen we met de aandeelhouders in
overleg moeten gaan', aldus Vree. Maar tot die tijd blijft het hopen op windkracht zes.
Pirates free two
Two seafarers kidnapped from a tug by pirates off northern Sumatra earlier this month have been
released after the ship’ s owner paid a ransom. Both men were kidnapped on 2 October after their tug,
which was towing a barge, came under attack from eight armed pirates in a fast fishing boat. The
attack was one of two that took place within a couple of days in the same area and saw the captain
and chief engineer of the tug Erna also taken hostage. The Filipino captain and chief engineer of the
Singapore-registered Erna are still being held captive. Negotiations for the men’ s release is said to be
“under way”. (Bron: shipping News)
Doha Marine Acquires new vessels
It has signed a joint venture with Singapore-based Jaya Holdings. Doha Marine Services (DMS)
recently (may this year) signed a joint venture agreement with a Singapore-based company to own
and manage two vessels, according to a top company official. The increased energy exploration and
marine transportation activities in Qatar will add to the existing demand in the marine supply and
services sector, according to analysts. Quatar’s North Dome is one of the largest energy sites in the
world and the current exploration activities are generating additional business opportunities for the
marine services and shipbuilding companies. Clement F.Misquitta, DMS general manager, said: “We
have recently signed a joint venture ownership agreement with Jaya Holdings Ltd. of Singapore for
two vessels – the DJM Fortune 3 and DJM Fortune 5 – that are going to be managed by DMS in
Quatar. The acquisition of additional vessels in the joint venture is being discussed. “We have also
secured long-term business for safety standby vessel Jaya Puffin 2, DJM Fortune 5, DJM Fortune 3
and DSM Challenger. The Jaya Puffin 2 and DJM Fortune 5 arrived in Qatar this month (may 2004)
and went into service soon after. The DJM Fortune 3 and DMS Challenger are both due to arrive in
Qatar in June and go on-hire soon after arrival.” Both vessels – mv DJM Fortune 5 and mv DJM
Fortune 3 – are 4,750 bhp anchor handling tug supply vessels. They are 57.5 metre-long, ABS class
vessel with a maximum speed of 13.5 knots and 1,300 metric dead weight tonnes. Both have a
capacity to carry 600 metric tonnes of cargo. The company has recently taken delivery of DMS
Conquest, an offshore construction maintenance diving support vessel, from China, costing $14
million. It has also invested $2.5 million in converting its 55 metre-long supply vessel, DMS Champion,
at Al Jaddaf. “As these vessels have already been committed to contracts that have been bid and
awarded in Qatar, DMS has now placed an order for two additional vessels identical to the DMS
Challenger but with more powerful engines, that are now due for delivery early in 2005,” said
Misquitta. “DMS was awarded a contract in Qatar for the construction of a supply vessel, Jaya
Fortune, which joined our fleet in Qatar in August, 2003, soon after the arrival of the DMS Conquest in
Qatar.” DMS, a subsidairy of Doha Petroleum Construction Co. Ltd. (Dopet), has on charter a fleet of
15 vessels in qatar, including a jackj-up accomodation barge. (Bron: Gulf News)
Wie weet hier meer van?
Ik heb zojuist een bericht van Bengt Sjöström uit Finland ontvangen, dat de Finse maatschappij A/B
Ö-Skog O/Y te Pargas de sleepboot Öresund (ex. Breifjord- ?) 60 brt, 1966 te Ulsteinvik voor B/B,
Oslo gebouwd, heeft aangekocht en in RÖJVIK hernoemd. De vorige eigenaar was in het Zweedse
Malmö gevestigd. Weet iemand wanneer en aan wie B/B de sleepboot had verkocht? (Lawrence
Amboldt)
Museumzeesleepboot ‘Elbe’ opnieuw door ramp getroffen
Het is buitengewoon triest dat ik u ervan in kennis moet stellen dat de Elbe-stichting vandaag opnieuw
door een ramp is getroffen. Om ca. 17.45 uur werd duidelijk dat het fraaie schip, liggend aan de
steiger bij Wartsila te Schiedam, water maakte. De oorzaak daarvan was, en is nog steeds,
onduidelijk. De afsluiters waren nog deze week gecontroleerd en in orde bevonden. De laatste man
had om 16.15 uur vandaag het schip verlaten na een extra ronde om te zien of alles in orde was. Dat
was ogenschijnlijk het geval. Onmiddellijk werd om 18.00 uur Hans Hoffmann gewaarschuwd. Samen
met hem was ik om ca. 18.10 ter plaatse. Het schip lag toen al met het achterschip diep in het water,
maar de verschansing stak nog boven het water uit. Een pompboot van Smit, de Eerland 28, was al
gewaarschuwd en in aantocht, terwijl de Smit Ierland en Smit Rusland het schip tegen de steiger
duwden. Een boot van de Havendienst was al aan het pompen. Toen de Eerlandboot een kwartier
later arriveerde, liep water al bij het achterschip over de verschansing. Het bleek dat ook de pompen
van dit schip de lekkage niet konden bijbenen. Toen de trossen op het achterschip braken zonk dat
gedeelte van het vaartuig steeds sneller weg tot het tenslotte op de bodem rustte. Er staat daar ter
plekke bij laag water (hetgeen toen het geval was) ca. 7 meter water. Het gevolg was kennelijk dat
water over het midscheepse schot naar het voorschip kon lopen, dat daardoor eveneens begon te
zinken. Het ruisen van het inlopen van het water was duidelijk hoorbaar. Het was toen zinloos
geworden om nog diezelfde avond te proberen bokken in te spannen. Die bokken zouden toch niet op
tijd kunnen arriveren om verder onheil te voorkomen. Morgen (donderdag) zal verdere actie voor het
bergen van het schip worden ondernomen. Het zinken van het schip is eens te meer tragisch omdat
op 31 juli j.l. de Elbe eveneens, maar toen in de Wiltonhaven, zonk ten gevolge van een aanvaring.
Juist deze week was men bij Wartsila bezig de motoren opnieuw te installeren en de zuigers waren
alweer gemonteerd. De rompreparatie was al voltooid. Eerst zal het schip moeten worden geborgen,
vervolgens zal de oorzaak van het zinken moeten worden vastgesteld en de omvang van de schade
moeten worden bepaald. Pas daarna zal het duidelijk zijn of de Elbe als varend museumschip nog een
toekomst heeft. De vrijwilligers, waarvan er velen hedenavond opnieuw aan de kade stonden met
andermaal tranen in de ogen (juist zij hadden de laatste weken bijzonder hard gewerkt), hebben er
een hard hoofd in. In ieder geval is duidelijk dat de initiators van, en werkers aan, een ambitieus
project als de restauratie van de Elbe opnieuw een enorme dreun te verwerken hebben gekregen.
(Bron: Nico Ouwehand)
Fairmount and Semco form towage pool
FAIRMOUNT Marine BV, of the Netherlands and Singapore-based Semco Salvage & Marine Pte. Ltd.
have formed a long haul ocean towage pool called OneAllianz and have indicted a willingness to link
with other tug owners. The companies say in statement that they will offer a fleet of tug newbuildings
specially equipped for long range, high value towage. The statement says: “This pool can be further
expanded to include other partners with similar new tugs, so further enhancing OneAllianz resources.”
It is intended that, within two years, the new pool, operating commercially from Singapore and
Rotterdam, will consist of seven powerful newbuild anchorhandling/salvage/long haul towing vessels.
In August of this year, Fairmount celebrated the keel-laying of the first of three 200 tonnes bollard pull
newbuildings, under construction at Niigata Shipbuilding & Repair, Japan. Next May, Fairmount
Sherpa will join the OneAllianz fleet of two Semco 165 tonnes bollard pull newbuilds, Salvanguard
and Salviscount. These tugs were delivered in early 2004. The second Fairmount newbuild,
Fairmount Summit, will be delivered in October 2005. The Rotterdam-based towage and heavy
transportation specialists have also confirmed an order for a third 75 m, twin-screw tug from Niigata,
for delivery in May 2006. Meanwhile, Semco is actively seeking tenders for the construction of two
more large ocean-going tugs. As all the newbuilds in the pool will have similar operational capabilities,
they will be known collectively as the OneAllianz Class. (Bron: Shipping News)
Aker Yards to build "specialized offshore vessel" for Remøy Shipping
Aker Brattvaag, part of Aker Yards Group, has won a contract from Remøy Shipping AS for the
construction of what it called "a specialized offshore vessel" based on the Aker-03R design. The
design has been developed by Aker Brattvaag, Aker Yards Project AS and Skipsteknisk AS. Delivery
is scheduled for August 2005. The vessel will be 72.4m long, with a breadth of 16me, and will have
accommodation capacity for 36. The vessel is designed for world wide operations. Remøy Shipping
already has a coastguard vessel under construction at Søviknes Verft for delivery in January '05.
(Bron: Shipping News)
PSV orders for Kleven
Kleven Verft, Ulsteinvik, Norway, has signed a contract to build two offshore vessels for a European
owner. The vessels will be delivered in September and November 2005. The vessels are PSV's
(Platform Supply Vessels) of the VS 470 MK II design and have been developed by Vik Sandvik AS, in
close cooperation with the yard and the shipowner. The vessels have large cargotank capacity and
are specially designed to provide supply services to platforms. Kleven Verft AS delivered a vessel of
the same design in January this year. The vessels have the following main particulars: Length: 73.4 m
Beam: 16.6 m Deadweight: 3,500 tons (Bron: Shipping News)
Bourbon Castle and Bourbon Trader sold
The Stewart Group reports that the AHTS Bourbon Castle (built 1982, 12,000BHP) and PSV
Bourbon Trader (built 1978, and a UT 705 PSV) have been sold to Far East owners Intra Oil
Services. The vessels were sold as a package with a price tag in the region of US$6 million, and both
vessels have now departed for the Far East. Stewart Group said Trader had been laid up in Norway
whilst the Castle had been trading spot in West Africa. (Bron: Shipping News)
Olympic Poseidon upgraded for Statoil work
Seabrokers reports that Olympic Shipping's AHTS UT722L Olympic Poseidon entered Norwegian
yard recently to under go an upgrade before the vessel commences along-term charter with Statoil.
The vessel will be performing support duties on the Snøhvit field located off the very northern tip of
Norway inside the Arctic Circle. The charter is expected to last approximately 18 months. (Bron:
Shipping News)
ITC ’s Solana renamed
The SOLANO of ITC was handed over to Bahrain Minerals Co. and renamed Karar, the tug will be
used mainly for towing barges in the Persian Gulf, the management of the vessels stays with ITC.
Seabulk Orders Four Newbuild AHTSs for Offshore Fleet
Seabulk International, Inc. (Nasdaq: SBLK) announced that it had signed contracts with Labroy
Shipbuilding and Engineering Pte Ltd. of Singapore for the construction of four sophisticated 7,000horsepower Anchor Handling Tug Supply vessels (AHTSs) for its international offshore fleet. Delivery
of the vessels is scheduled for 2006, and the contracts include an option for four additional vessels.
"These are multi-functional, high-specification vessels that can work anywhere in the world,"
commented Chairman and Chief Executive Gerhard E. Kurz. "They bring to 15 the number of new
vessels we have ordered or acquired over the last two years as part of our ongoing fleet renewal
program. Six units are already working, and we took delivery of a seventh - the Seabulk Brasil - just
last week. One more is scheduled for delivery in 2004, three in 2005, and the four announced today in
2006. All of the vessels are targeted to our international fleet, with the majority going to our expanding
West African market." AHTSs are the workhorse of the international offshore fleet. They ferry supplies
to offshore oil platforms and drilling rigs, set and move rig anchors, tow other vessels, manoeuvre
tankers at offshore oil terminals and moorings, service FPSOs (Floating Production, Storage and
Offloading vessels) and function as floating hotels. Midsize AHTSs, such as those in the 7,000horsepower range, are in high demand in areas of expanding offshore activity, such as West Africa
and Southeast Asia. With operations in more than 25 countries, Seabulk Offshore is the largest
subsidiary of Seabulk International, Inc., accounting for about half the Company's total revenue.
Seabulk Offshore's global fleet of 111 vessels serves customers in North America, South America and
the Caribbean, West Africa, the Middle East and Southeast Asia. Headquartered in Fort Lauderdale,
Florida, Seabulk International, Inc. is a leading provider of marine support and transportation services,
primarily to the energy and chemical industries. The Company has a fleet of 149 vessels in three main
businesses: Seabulk Offshore (111 vessels), Seabulk Tankers (12 vessels) and Seabulk Towing (26
vessels). (Bron: Shipping News)
Two men feared drowned as tugboat sinks off coast
Two men are missing and presumed drowned after their tugboat sank in heavy seas south of Texada
Island early yesterday. Missing are skipper Dusty Davidson, 55, and an unidentified 42-year-old
crewman. The two were aboard the tugboat Manson hauling two barges of equipment north from New
Westminster to Texada for Discovery Towing. Shortly after 3 a.m., the tug radioed that one of its
barges had broken loose and the tug was having steering problems. At that time, the crew said they
were working on the steering and didn't need help. About 15 minutes later, a satellite picked up the
tug's emergency beacon from an area south of Texada near Thormanby Island. Attempts to reach the
Manson by radio failed and commercial vessels in the area were notified of the emergency. Another
tugboat, the North Arm Champion out of Powell River, was first on the scene just before 4 a.m. and
found a life-raft, some debris and the beacon, but no sign of the men or the Manson. Seas at the time
were reported to be two to three metres, with winds blowing at 25 knots or more and very poor
visibility. Weather conditions deteriorated through the day, hampering combined air-and-sea search
efforts that included a coast guard hovercraft, ships and zodiacs and a Buffalo search plane out of the
442 Search and Rescue Squadron in Comox. Joint Rescue Co-ordination Centre spokes-man Gerry
Pash said it is believed the Manson is about 200 metres down on the seafloor, still attached by a cable
to one of the barges. The loose barge was retrieved by another tug and taken to shore. While it's not
clear what caused the Manson to sink, Paula Kaye of Discovery Towing said the trip up the Georgia
Strait and into Malaspina Strait was relatively routine for the experienced skipper. Davidson has
skippered for numerous firms along the B.C. coast for "umpteen years" and is well known as an "old
sea dog" in the maritime towing industry, Kaye said. This last job was supposed to take about three
days. "He's nothing green. He's been around for many, many years," she said. "If anybody could do
the job, Dusty could do it . . . He was very cautious, though." Kaye said officials were still trying to
reach the 42-year-old man's next of kin. The Manson is Cloverdale-based. Discovery leased the
Manson from Empire Tug Boats for about a year and there were no mechanical issues with the vessel
in that time which might explain the steering woes. "It was a great boat in rough seas, that's why
nobody knows what the heck happened," she said. "My thoughts are with the guys we can't find and
praying we can find them and they're safe." John Manly, part-owner of Empire Tug, said he built the
Manson in 1970. The 15-metre vessel was powered by two 12-cylinder engines and Manly said she
was "generally pretty reliable." The fact there were only two men aboard the Manson when she sank
highlights the need for stricter tow-boat labour regulations, said Capt. Arnold Vingsnes of the
Canadian Merchant Service Guild. "At the extreme least, there should be four people aboard,"
Vingsnes said yesterday. "We're very concerned about two-man continuous operations on this coast."
Discovery is not a member of the Guild, Vingsnes noted, adding he was not casting blame on the
company or crew. "But . . . if you only have two people on a boat, you can only do so much. In the
event should something go wrong, you really only have one crew member on deck to attend to any
disasters that are going on around you," he said (Bron: Shipping News)
Hornbeck sees OSV demand picking up
"Throughout the third quarter we have seen consistent strengthening in our OSV segment," said Todd
Hornbeck, President and CEO of Hornbeck Offshore Service, Inc., in reporting the companies third
quarter results. "As our customers devote increasingly more capital to drilling opportunities in the Gulf
of Mexico, we are seeing demand for our new generation OSVs starting to outpace supply, which has
led to full practical utilization and higher dayrates." Hornbeck Offshore Services, Inc. third quarter
results included a 16.7 percent increase in revenues to $32.9 million compared to $28.2 million for the
third quarter of 2003. Of the $4.7 million increase, $1.0 million was due to an increase in the average
number of vessels in the company's offshore supply vessel (OSV) fleet from 19.9 in the third quarter
2003 to 23 in the third quarter of 2004, and $3.7 million was due to an increase in demand for the
company's vessels. Operating income was $9.2 million, or 28.0 percent of revenues, for the quarter,
compared to $8.3 million, or 29.3 percent of revenues, for the same quarter in 2003. Higher than
expected OSV dayrates and utilization contributed to an increase in EBITDA to $15.4 million, or 17.7
percent over the third quarter of 2003, above Hornbeck's guidance range of $13.0 to $14.5 million.
Third quarter 2004 net income grew 50 percent to $3.3 million, or $0.15 per diluted share, well above
the company's diluted EPS guidance range of $0.06 to $0.11. This compares to net income of $2.2
million, or $0.15 per diluted share, for the third quarter of 2003. The average number of diluted shares
outstanding increased 46 percent to 21.4 million in the third quarter of 2004 from 14.7 million in the
third quarter of 2003, primarily as a result of the company's March 2004 initial public stock offering.
OSV Segment. Revenues from the OSV segment were $20.2 million for the third quarter of 2004, an
increase of 16.1 percent from $17.4 million for the same period in 2003. The net increase in segment
revenues is due to the quarter-over-quarter average increase of three OSVs. Hornbeck's utilization
rate was 93.2 percent for the three months ended September 30, 2004, which was higher than the
88.7 percent achieved in the same period of 2003. The average OSV dayrate in the third quarter of
2004 was $10,096 compared to $10,411 in the same period of 2003, primarily due to a portfolio mix
change in the average vessel size following the acquisition of six 220 ft class OSVs in mid-2003. On a
sequential basis, third quarter 2004 business trends showed average fleet utilization increasing 9.4
percent, from 83.8 percent to 93.2 percent, with average dayrates improving 4.7 percent, or $454 per
day, over the second quarter of 2004.
Tug and Tank Barge Segment. Tug and tank barge segment revenues for the third quarter of 2004
were up 16.6percent over the same period in 2003 to $12.7 million, although operating income
declined by $0.2 million to $1.5 million. The third quarter 2004 operating margin of 12.1 percent was
flat with the sequential quarter, and down from 15.9 percent in the year-ago quarter, primarily due to
increased costs related to insurance, training, repair and maintenance, and drydocking amortization
expense related to vessels recertified during the trailing twelve months. Utilization in the tug and tank
barge segment increased to 76.0 percent from 67.7 percent in last year's third quarter and average
dayrates grew from $10,788 to $11,151 during the same period. This was primarily driven by a boost
in gasoline and diesel movements required to restock unusually low inventory levels in the
northeastern U.S., which had been depleted by the summer driving season. Hornbeck noted:"We have
begun to see some reduction in tank barge capacity in the northeast as OPA 90 gets ready to take
effect and vessels that are scheduled to retire at the end of the year leave the market early to avoid
recertification costs. In addition, we plan to accelerate the drydocking of one tug and one tank barge
between now and the end of the year to position these vessels for the busier winter season."
Construction Program Update: "In November 2003," said Hornbeck, "we commenced our fourth
new vessel construction program, the first such program for our tug and tank barge segment. Since
then, we have contracted with shipyards for the construction of five double-hulled tank barges. These
vessels are being built based on aproprietary design developed by our in-house engineering team. In
June 2004, we purchased and retrofitted two ocean-going tugs to complement the vessels under
construction. These two tugs will be placed into service during the fourth quarter. The primary purpose
of our tank barge newbuild and retrofit program is to address our need to replace three of our existing
single-hulled tank barges that are required under OPA 90 to be retired from service prior to January 1,
2005. Prior to the allocation of construction period interest, we expect to incur construction, acquisition
and retrofit costs of approximately $105 million for the five tank barges and two tugs, of which about
$35 million has been incurred through September 30, 2004. We expect to incur the remaining balance
of $70 million as follows: $24 million during the fourth quarter of 2004 and $46 million in 2005. The
timing of the incurrence of these costs is subject to change among periods based on the achievement
of shipyard milestones. However, the amounts are not expected to change materially in the aggregate.
Not included in these figures are the costs of one or two additional higher horsepower tugs that we
anticipate possibly purchasing sometime between now and the end of 2005." "Our first two announced
double-hulled tank barges that were scheduled to be delivered by the end of 2004 are now expected
to be in service between February and April 2005. Our contractual liquidated damages under the
shipyard contracts for these two vessels are expected to allow us to receive a reduction in the cost of
the vessels. However, we anticipate that this short-term reduction in planned tank barge capacity,
coupled with year-end OPA 90 retirements, could put additional pressure on supply during already
seasonally high market demands. We expect to take delivery of the remaining three tank barges near
the end of 2005." (Bron: Shipping News)
Body of one missing tug crew member recovered
The RCMP have recovered a body from the waters off British Columbia believed to be one of two men
who went missing after a tugboat sank in the area last Saturday. The body has been identified as
Nanaimo resident Brian Albert Cusson, 40. He went missing after the tugboat Manson sank Saturday.
Derek Arthur (Dusty) Davison, 55, of Coquitlam is still missing. Recovery efforts for the men were
called off on Monday. The tugboat had been towing two barges north from New Westminster to
Texada Island, 80 kilometres northwest of Vancouver, in strong winds and choppy waves. Around 3
am., it contacted Coast Guard radio to report one of the barges it was towing had broken away and
that the tug was having trouble steering. The tug's SOS beacon signal went off 10 minutes later. When
no response was received from the tugboat's crew, rescuers were dispatched and arrived within the
hour. They found the barges on the surface, but the tugboat was gone. It was later found about 200
metres below the surface. While an empty life raft and an emergency beacon were found, there was
no trace of the crew. It's possible the men were trapped aboard the tug. The Transportation Safety
Board is now trying to figure out why the tug sank. (Bron: Shipping News)
Smit Nieuws
Jullie zullen het al wel weten maar bij deze.Deze week gelezen in Maritime Journal Oct.04 in Ahoy.
Smit int.heeft de "Maasbank" [1987] verkocht naar Las Palmas en vaart nu als "Warlock" onder
Portugese vlag. De "Vikingbank" naar een Operator in de Arabian Gulf met als nieuwe naam
"Standford Pride". DE "Smit Christobal"komt in december in de vaart en de "Smit Bilbao" in Maart
05. (Bron:Piet van Roon)
Smit Kamara, this will be the first of the 2 Anchor Handling tugs with 80 tons Bollard pull under
construction for Smit at the Keppel yard in Singapore, the Smit Kamara will be delivered during
August 2005 the second vessel will be named Smit Komodo, and will be launched during November
2005, the third vessel will be identically only with 120 ton bollard pull will be named Smit Nicobar and
will be launched April/May 2006. The vessels will be homeported Rotterdam
Smitwijs London aangevallen Het hierna volgende bericht van IMB Piracy Reporting Centre over
piratenaanval op Smitwijs London, 03.11.2004 at 1900 lt in pos: 05:02n - 099:11e, Malacca Straits.
several look alike fishing boats followed a tug towing an oil rig. one boat came close and pirates inside
started shooting causing extensive damage to navigation equipment, bridge windows and
superstructure. in response tug's crew switched on lights, activated fire hoses and fired three rocket
flares. pirates continue to fire with automatic weapons and came within 50 metres. the tug then took
evasive manoeuvres and pirates moved away. no physical injuries to
Wijsmuller krijgt nieuwe, sterke sleepboten
Wijsmuller Havensleepdiensten Amsterdam krijgt twee nieuwe sleepboten, die sterker zijn dan de
huidige exemplaren. Het gaat om de “Svitzer Muiden” en de “Svitzer Marken”. De eerste zal medio
december 2004 worden overgedragen, terwijl de tweede half februari 2005 wordt overgedragen. De
schepen zijn gebouwd op de werf van A.P. Moller in Klaipeda in Litouwen. A.P. Moller is de
moedermaatschappij van SvitzerWijsmuller. De sleepboten behoren tot de M-klasse. Hiervan zijn er 2
eerder gebouwd. M-klasse schepen zijn 30,3 meter lang en 11,5 meter breed. De bollard pul
(trekkracht) van de “Svitzer Muiden” bedraagt 60 ton en die van de “Svitzer Marken” 70 ton. Het
motorvermogen bedraagt 3600 kW. Ze zijn daarmee sterker dan de sterkste sleepboot die Wijsmuller
Havensleepdiensten nu gebruikt in het Noordzeekanaalgebied, de “Titan” en “Simson”. Deze
hebben een bollard pull van 50 ton. De grotere bollard pull van de nieuwe sleepboten stelt het
sleepbedrijf in staat om grote bulk carriers en containerschepen nog beter van dienst te kunnen zijn.
De nieuwe sleepboten
zullen niet alleen in de havens en het Noordzeekanaal worden ingezet. Ze zijn ook geschikt voor
assistentie en calamiteitenbestrijding op zee, zoals in de offshore. Ze voldoen aan de hoogste eisen
ten aanzien van brandbestrijding. Zo kunnen ze 2.400 kubieke meter bluswater per uur verpompen.
Dankzij de 360 graden draaibare schroeven en boegschroef zijn de schepen zeer wendbaar.
Wijsmuller Havensleepdiensten beschikt in het Noordzeekanaalgebied over zeven sleepboten. Dit
aantal zal vooralsnog gelijk blijven. Twee van de huidige sleepboten zullen dankzij de komst van de
“Svitzer Muiden” en de “Svitzer Marken” beschikbaar komen om elders te worden ingezet. Waar dit
zal zijn, is nog niet bekend. (Bron: Shipping News)
Bouchard fined $10M for spill
New York-based towage operator Bouchard Transportation drew the largest oil spill fine in New
England history last week as the company was ordered to pay $10M. The fine is for a 27 April 2003
incident when a barge being towed by the company’ s tug Evening Tide veered outside a channel
and onto the rocks of south-eastern Massachusetts’ Buzzard’ s Bay. About 330 tonnes of the barge’ s
cargo of 13,600 tonnes of Number 6 oil – a thick and viscous oil that readily adheres to surfaces –
spilled into the sound and eventually washed ashore in nearby watershed and migratory bird habitat
areas. Following Bouchard’ s 18 November guilty plea, federal magistrate Marianne Bowler followed
recommendations from the US Attorney and the US Fish and Wildlife Service that $7M of the fine be
used to improve the damaged wetlands. The incident occurred on a clear, sunny day and was caused
by an unqualified mate at the helm of the vessel, court documents state. Immediately following the
verdict, Bouchard handed the court a cheque for $9M, with $1M of the fine suspended provided the
company complies with the conditions of probation that includes several remedial measures designed
to prevent this type of oil spill from occurring again. (Bron: Shipping News)
Five Rescued from Norwegian Tug in Baltic Sea
Five sailors were rescued by helicopter Tuesday from a tug boat after it ran aground in the Baltic Sea.
Rescuers were still searching for a sixth crewman. The Norwegian-registered tug “Nestor” was
towing a timber barge, which was wrecked near Gotland, an island off Sweden’ s south-eastern coast,
when it ran aground in shallow waters off the island’ s coast during a heavy snowstorm. Coast guard
spokeswoman Christel Englund said that one sailor was missing and rescue divers were searching for
him. The crew, whose nationalities had not yet been disclosed, were equipped with cold weather gear.
Thick snowstorms blanked most of south-eastern Sweden late Monday and earlier Tuesday,
hampering air and road traffic and leaving more than 15,000 homes and businesses temporarily
without power. (Bron: Shipping News)
SmitWijs Rotterdam
De Smitwijs Rotterdam is ook weer bezig aan een sleepreis, en ik zal trachten om de geïnteresseerde
lezers met enige regelmaat op de hoogte te houden van de ontwikkelingen tijdens de reis. Dinsdag 23
november aan boord gekomen in De Helder, de Rotterdam had daar enige tijd de Waker afgelost.
Vroeg in de avond die dag vertrokken we vanuit Den Helder met bestemming Vlissingen alwaar de
Heerema bak H851 nagenoeg gereed lag voor vertrek. Om 04:00 in de morgen op de 24ste namen
we na een voorspoedige reis de Loods over bij het Steenbank loods station en voeren we in het
nachtelijke duister via het Oostgat naar de Sloehaven te Vlissingen, alwaar we net voor 07:30 af
meerden langszij de H851. Gedurende de dag werden bunkers en nog wat verse proviand ingenomen
voor de reis die Corpus Christi Texas als bestemming had, en na wat overleg tussen de betrokken
partijen en een evaluatie van de weerberichten werd besloten om op donderdag de 25ste te
vertrekken rond hoog water. Dat hadden we nodig omdat er aan de achterzijde van de 851 voet lange
bak die langszij de kade lag niet voldoende water stond om de assisterende havenboten vast te
maken. Om 10:00 op de 25ste ontmeerden we van langszij de H851 en stonden om 10:15 vast op de
sleepspruit. Na een uurtje dobberen voor ons gevolg om de mannen op de bak de gelegenheid te
geven om wat laatste spullen aan de wal te draaien werd de bak losgegooid van de wal, en
manoeuvreerden met assistentie van een aantal haven sleepboten en windstil, zonnig weer door de
haakse bocht die uiteindelijk leidde naar de monding van de Sloehaven. Hadden net nog het laatste
van de vloed stroom te pakken, wat de snelheid in het begin wat tegen liet vallen, maar eenmaal ter
hoogte van Vlissingen stad liepen we al snel dik over de vijf mijl in stil water, en later met de ebstroom
mee over de zeven, zodat we redelijk op tijd de achter sleepboten konden laten gaan, en zo rond
19:30 de Loods ontscheepten bij de Wandelaar. Zonder last van al te veel kruisende scheepvaart
staken we vervolgens de Noordoost gaande verkeersbaan over, en rond middernacht lagen we al
Zuidwest voor richting straat Dover. Momenteel, zondag avond de 28ste, hebben we Ile D' Ouessant
gepasseerd op een slordige 50 mijl aan bakboord en sturen we de Golf van Biscaye in. De snelheid zit
er redelijk in, maar had het weer net iets gunstiger mogen zijn voor het mooie, niet dat het direct slecht
is voor de tijd van het jaar, maar met de wind dwars in aan stuurboord waait ons gevolg, dat maar
weinig diepgang heeft, vervaarlijk naar bakboord weg zodat we behoorlijk op sturen om onze
geplande track vast te houden. Vooralsnog zien de weerberichten er redelijk uit, met voor donderdag
dan echter nog wel een 40 tot 45 knopen wind in de verwachting uit de Noordwest vandaan, maar niet
voor al te lang. Tot zo ver dan maar voor deze keer, en kom ik volgende week wel weer in de lucht
met wat nieuws. (Bron: kapitein Gerrit Verschoor)
Saltie Chios Pride Aground at Menominee (1)
11/30 Chios Pride was stuck fast Monday at the channel entrance of the Menominee River about 200300 hundred yards off the lighthouse on the red side of the channel. Selvick tugs worked all morning
to free her, then USCG ordered engines all stop until a salvage plan could be put in place. Monday
night the tugs Erika Kobasic, Jimmy L and William C. Selvick returned to dock, with plans to meet the
Chios Pride at 0700 Tuesday and attempt to move her. The pilot is confident that with the three tugs
and shifting of ballast water they will get her free. (Bron: Jan van der Doe)
Efforts to Free Chios Pride Prove Unsuccessful (2)
12/01 The saltwater vessel Chios Pride remained aground off Menominee Tuesday night. Efforts to
free the vessel began early Tuesday morning but were not successful. The Basic Marine tug Jimmy L
was standing by all night with Chios Pride, per U.S. Coast Guard order. Other tugs involved are the
William C Selvick, Jimmy L and Erika K. Basic Marine tugs will also be helping the Sen. John J Marchi
go out on trials at 0630 Wednesday at Sturgeon Bay.
Chios Pride (3)
The Chios Pride was finally freed on Wednesday morning. She is currently anchored about a mile or
two offshore in the bay of Green Bay off Menominee. I assume her hull will need to be inspected
before she goes anywhere. As for the reason she grounded - she apparently got too close to the edge
of the dredged channel near the mouth of the Menominee River and found a sandbar. -
Barge Sinks in Straits of Mackinac
12/01 The sinking of a 32-foot barge in the Straits of Mackinac has prompted an investigation by the
United States Coast Guard. The barge had been used for dock work and transporting construction
materials to a remote area in the Les Cheneaux Islands. At the time of the sinking, the vessel was en
route to St. Ignace for a routine inspection with the 26-foot Grafton, a former Isle Royale National Park
Service craft, propelling the barge. Boatswain's Mate Third Class John Sadler of the U.S. Coast Guard
said it was his understanding the high waves had simply washed over the low-sided barge causing it
to sink. There were no injuries associated with the mishap.The Sault Tribe of Chippewa Indians
assisted in the removal of the barge from the Straits of Mackinac. Reports indicate the barge is the
property of Les Cheneaux Dock and Dredge of Hessel.
Italiaanse bak zwaar beschadigd in Egypte
De Italiaanse afzinkbare ponton ‘Cargantua’ is afgelopen week zwaar beschadig nadat een zware
Noordwesterstorm 8-9 de Egyptische haven Ma’diya teisterde. Vrijdag 26 november stond er een
zware storm met hoge golven die zonder veel bescherming de haven van Ma’diya binnen liepen. De
daar aanwezige schepen en pontons werden behoorlijk op de proef gesteld. De ‘Smit Anambas’, ook
binnenliggend, is redelijk uit deze storm gekomen met behoorlijke huid schade nadat zij gedeeltelijk
was afgezonken om beter weerstand te kunnen bieden tegen de binnenlopende swell. De zware
trossen konden de ‘Smit Anambas’ goed op haar plaats houden. Minder fortuinlijk was de Italiaanse
ponton ‘Cargantua’. Ook zij werd afgezonken om haar zwaarder te maken om zodoende de storm en
golven beter te kunnen weerstaan. Echter haar minder zware trossen braken als woldraadjes af. De
ponton werd constant tegen de kade gesmakt en de huid scheurde hierbij open. Tijdens het afzinken
verloor men volledig de controle over de ponton. De golven spoelde over het dek en de ponton zakte
steeds verder weg. Slepend over de grond werd ze vast gepind in het midden van de haven. Bij mijn
e
vertrek uit Ma’diya lag ze er nog even troostloos bij. De 29 zouden de Italianen proberen haar weer
op te drijven en te verhalen naar een veiligere ligplaats. De ‘Smit Anambas’ is inmiddels onderweg
naar Rotterdam. (Bron: Hans van der Ster)
Oproep:
Ook S & O nieuws wil niet achter blijven een oproep te doen voor het behoud van de zeesleper ‘Elbe’
Het zo onfortuinlijke schip, zoals hierboven beschreven, moet met vereende krachten toch kunnen
worden behouden. S & O nieuws wil hieraan graag haar medewerking verlenen. U kunt een geldelijke
bijdrage storten op:
Red de Elbe
t.n.v. Piet Sinke – Hoek van Holland
Giro number 81 45 443
IBAN rekening nummer; NL 79 PSTB 0008 1454 43
Bank name; Postbank NV
Bank address; Postbus 1800
1000 BV Amsterdam
The Netherlands
Bank Swift code: PSTBNL 21
5e jaargang, nr. 30
dd. 12 December 2004
___________________________________________________________________
Rasta
De RASTA (ex. Birgitta-94, ex. Cindy B-93, ex. Bélier-87, ex. Lion) (6002889) is nu de ORTA van
Amber Shipping International S. A., Luxemburg (Verstraten in het Belgische Doel bij Antwerpen). Als
ik haar op 20.11.04 in Antwerpen heb gezien had ze wel de Luxemburgsche vlag, maar steeds haar
oude, Belgische, IVR nummer. (Bron: Lawrence Amboldt)
Piraten openen het vuur op Rotterdamse zeesleper
Door Alexander Bakker Het is een rustige avond, vroeg donker, goed zicht en nauwelijks golfslag.
De zeesleper SmitWijs London, met het boorplatform Ocean Sovereign op sleep, ploegt met een
snelheid van 7,5 knopen door het noordelijk deel van de Straat van Malakka. In de omgeving
dobberen wat vissersboten, zien de twee uitkijken op de brug van de Rotterdamse sleper.
De brug van de SmitWijs London is die avond, nu vier weken geleden, dubbel bemand. Zoals
afgesproken. De sleep is vanuit Singapore op weg naar Bangladesh. De reis voert door de Straat van
Malakka, één van de drukste zeestraten ter wereld. Het is een zeestraat met dubieuze reputatie: het is
de speeltuin van piraten. De bemanning is gewaarschuwd. Afgelopen maanden zijn in de Straat van
Malakka diverse sleepboten overvallen. Er zijn zelfs berichten over een ontvoering van een
sleepbootkapitein en zijn hoofdwerktuigkundige. De kapitein van de SmitWijs London weet van de
gevaren die op de loer liggen. Twee jaar geleden heeft hij voor de kust van Somalië, waar hij met twee
collega slepers met een grote sleep passeerde, de hulp van de Nederlandse marine ingeroepen. Kort
daarvoor was een Engels schip door piraten geënterd. Aan boord van zowel de zeesleper als het
boorplatform is de bemanning bedacht op piraten. Zij weten zich een gemakkelijke prooi. Met hun lage
snelheid zijn zij een eenvoudig doelwit. De sleper heeft als extra nadeel het lage scheepsdek, waarop
piraten simpel vanuit hun kleine bootjes kunnen overstappen. Preventief branden op het dek van de
SmitWijs London alle lampen. Extra schijnwerpers beschijnen vanaf het voordek de zee. Zowel aan
bakboord als aan stuurboord staan brandspuiten klaar om eventuele indringers te verdrijven. Om
ongeveer zeven uur plaatselijke tijd 'bliept' op de radar een naderend schip, op twee mijl afstand aan
bakboordzijde. Vanaf de brug is het niet te zien. De sleep bevindt zich op dat moment ter hoogte van
Atjeh, in het noordelijk deel van Sumatra. Na een half uur toont de radar het contact op één mijl
afstand. De afstand tot de SmitWijs London wordt dan snel kleiner.
Groot alarm: Als de gewaarschuwde kapitein op de brug verschijnt is het andere schip ook met het
blote oog te zien. Het stevent recht op de sleper af. Er wordt groot alarm geslagen. Gevangen in de
schijnwerpers van de SmitWijs London blijkt het te gaan om een ongeveer elf meter lang houten
vissersschip. Als de afstand tot de sleper minder dan 250 meter is openen de opvarenden van het
scheepje het vuur. De SmitWijs London wijkt uit naar stuurboord, waarop de belagers recht
achter het schip komen. Er wordt gericht geschoten, blijkt later als de schade wordt opgenomen. De
piraten hebben het gemunt op de schijnwerpers, de radar en de 'witte bol' waarin zich de antenne van
de satellietradio bevindt. Aan boord van de sleper wordt het vuur van de piraten beantwoord met
vuurpijlen. Via de radio wordt het noodsignaal 'may day' uitgezonden. Ook vanaf het boorplatform
klinkt dat radiobericht. Aan boord van de SmitWijs London is het nog net geen 'vrouwen en kinderen
eerst'. Het vuur van de piraten wordt zelfs zo hevig, dat van enige tegenactie geen sprake kan zijn.
Iedereen zoekt een veilig heenkomen. De piraten gebruiken automatische wapens. Aan de hand van
de gevonden kogels wordt later vastgesteld dat wapens van het type AK-47 zijn gebruikt. Als de
piraten op enkele tientallen meters afstand zijn, wijkt de sleper nogmaals hard naar stuurboord uit, met
kort daarna een tegengestelde beweging. Beide schepen raken elkaar nog even midscheeps en
daarna verdwijnen de piraten. Als het geweervuur stopt durven de opvarenden van de SmitWijs
London uit dekking te komen. Op de radar is zichtbaar hoe de piraten zich in een zuidelijke richting uit
de voeten maken. De aanval heeft bijna een kwartier geduurd. Als de piraten zijn verdwenen wordt
over de radio contact gezocht met de SmitWijs London door een marineschip dat zich op acht mijl
afstand blijkt te bevinden. Het schip meldt zich met de codenaam 'Caddy Lac', maar maakt niet zijn
nationaliteit bekend. Er wordt verslag gedaan van het incident en alle gegevens van de piraten, hun
koers, snelheid en positie worden doorgegeven. De ontvangst van de gegevens wordt bevestigd,
maar het marineschip onderneemt geen verdere actie. Aan boord van de SmitWijs London wordt
dan de schade opgenomen. Die is aanzienlijk. Eén van de radars, de satellietontvanger, diverse
lampen en schijnwerpers en drie ramen op de brug zijn kapotgeschoten. Op de opbouw van de sleper
worden zeker 23 kogelinslagen geteld. Eén kogel heeft zelfs de buitenwand van de hut van de radioofficier doorboord en wordt later uit de betimmering gepeuterd. Op de brug zelf zijn enkele
instrumenten door kogels beschadigd. Op de mast zijn veel kabels van antennes en verlichting door
kogels beschadigd. De kapitein van de sleper zet een paar dagen later, na gesprekken met zijn
bemanningsleden en met de opvarenden van het boorplatform, de gebeurtenissen op papier. Hij
herinnert zich radiocontact met een Maleisisch marineschip op de ochtend van de aanval. Door de
opvarenden van het marineschip werd geïnformeerd naar details van sleper, sleep en bestemming.
Diezelfde middag heeft de kapitein vanaf de brug op een afstand van ongeveer vier mijl aan
stuurboord een fregat met de sleep zien opvaren. Ver achter de SmitWijs London heeft die middag
ook het boorplatform Ocean Sovereign 'bezoek' gehad. Gedurende een minuut of tien heeft een
vissersboot op enkele honderden meters achter het platform gevaren. Uit verklaringen van de
bemanning maakt de sleepbootkapitein op dat het ging om eenzelfde soort boot als waarmee de
aanval is uitgevoerd. Die middag heeft de sleper nog een paar maal koers bijgesteld om
vissersschepen te ontwijken. Bemanningsleden van de Ocean Sovereign verklaren later dat ook zij,
tijdens de aanval op de sleepboot, vanaf een vissersschip zijn beschoten. Het gedrag van de
marineschepen op de dag van de aanval bevreemdt de sleepbootkapitein met terugwerkende kracht.
Bijvoorbeeld omdat geen actie werd ondernomen toen de piraten op de vlucht waren geslagen. ,,Ik wil
uit deze zaken geen harde conclusies trekken,'' schrijft de kapitein in zijn verslag, ,,maar het
vermoeden rijst bij mij dat de Caddy Lac een Indonesisch marineschip was dat met de piraten onder
één hoedje speelde.''
Primus christened in Cuxhaven
In Cuxhaven at the Mutzelfeldt Werft Saturday December 4th. At 11:00 hrs yard number 250 was
christened by Britta Albrecht, the daughter of Michael Albrecht chairman of Harms
Op reis met de Smitwijs Rotterdam (deel 2)
Al weer een week geleden dat ik in de lucht was met wat wetenswaardigheden rond de sleepreis die
de Smitwijs Rotterdam aan het maken is van Vlissingen naar Corpus Christi Texas. Verleden week
zondag kon ik melden dat we op de 25e november uit Vlissingen vertrokken waren met de H851, en
die zondag Ile D'Ouessant passeerden de Golf van Biskaje in. De Golf van Biskaje mag dan bekend
staan om het slechte weer, maar wij doorkruisten hem voorspoedig, en woei het nauwelijks, totdat we
ons afgelopen dinsdag avond ruim ten noordwesten van Kaap Finisterre bevonden. De barometer was
al in de loop van dinsdag gekelderd van 1017 naar 999, en die avond begon ook de wind toe te
nemen vanuit het Noordwesten tot een krachtje of 6 a 7. Gedurende de vroege woensdag morgen
nam de wind al snel verder toe, en zo rond een uur of 6, stond er een dikke 50 mijl wind op de meter
die net iets achterlijker dan dwars binnen kwam, slingeren bij dus, want stond er ook al snel behoorlijk
wat zee door. Dat was op zich nog niet zo'n ramp, maar dwars op de wind kreeg onze sleep een heel
ander idee over waar hij heen wilde dan wij en was daar niet vanaf te brengen, temeer daar we
vanwege de toenemende zeegang en een hoge oceaan deining vermogen moesten minderen. We
waren Finisterre al voorbij met ruimte genoeg om het zuiden in te kunnen gaan, draaiden dus het hele
spul maar voor de wind en zee weg, en reduceerden het vermogen om de tonnenmeter op de draad
binnen de limiet te houden. Met minimaal vermogen maakten we evengoed nog vijf mijl per uur goed,
niet dat wij er nog zo hard aan trokken, maar die, inclusief uitstekende delen, bijna driehonderd meter
lange bak lag zo'n beetje dwars achter ons en waaide meer met ons mee dan dat wij er echt wat aan
deden. We zaten net aan de rand van een stevig hoge druk gebied dat op de oceaan lag, maar
hadden de pech dat er een laag van 994 millibar langs de Portugese kust omhoog kwam zetten. Dat
laag liep snel genoeg, maar toen het boven La Coruna lag besloot het weer de zuid in te komen en
hadden we er dus twee keer plezier van. Woensdag en donderdag liepen we noodgedwongen zwaar
slingerend voor het weer weg de zuid in, maar begon het donderdag avond laat allemaal al weer wat
in te zakken, waarbij de wind snel naar het noordoosten ruimde toen dat laag bezuiden ons kwam te
liggen, naar Gibraltar bewoog, en opvulde. Vrijdag morgen zag het er allemaal weer behoorlijk uit, nog
wel een stevige deining uit het noorden, maar de meeste wind was weggewaaid en konden we weer
vermogen gaan draaien en een koers voor gaan liggen zoals we die gepland hadden. Inmiddels
bevinden we ons deze zondag avond al op 35 graden noord 20 west, en koersen we net door het
zuiden heen af op nog lagere breedten waar we verwachten de invloed van de passaat en de west
gaande stroom te kunnen gebruiken om mooie dag runnen te draaien. Over de snelheid momenteel in
ieder geval al geen klagen, we lopen tegen een redelijk verbruik regelmatig over de zeven mijl per uur
en dat schiet dan natuurlijk lekker op Naarmate dat we steeds zuidelijker komen neemt ook de
temperatuur al flink toe, en waar onze Filippijnse bemanning een paar dagen geleden nog als Pool
vorsers rond liepen, verschijnen nu steeds meer de T shirts en korte broeken, hoewel het in deze tijd
van het jaar op onze bestemming ook knap koud kan zijn, vernam zo vandaag van een kennis in
Texas dat het in Houston en Galveston niet warmer was dan 10 graden Celsius, behoorlijk fris dus.
Onze kok werd afgelopen vrijdag terloops vader van een zoon, ( nee, hij is korter dan negen maanden
aan boord). Wel een eind van huis af voor de man, maar was hij er niet minder blij mee. Hoe het
jongetje heet? Geloof het of niet, maar onze kok had in al zijn wijsheid enige tijd geleden een
bemanning lijst van het schip naar huis gestuurd met het idee aan zijn vrouw om vanaf die lijst een
naam te kiezen. Filippijnse namen zat op die lijst, maar koos mevrouw kok er voor om het jongetje
"Evert Jan" te noemen, kijk dat is stijl, daar heb je wat aan als Filippijnse burger, dat kunnen ze daar in
ieder geval lekker makkelijk uitspreken, ook al heeft onze kok er momenteel nog wat moeite mee
terwijl hij zich verbeten af vraagt wat het eigenlijk betekend, en daar helpen wij hem dus een handje
bij. Tot zover dan maar weer voor deze week, de koffie is net doorgelopen en genieten we op de brug
vleugel maar even een kwartiertje van een momenteel glasheldere sterren hemel. Een goede wacht
voor allen, en tot de volgende week. (Bron: Kapitein Gerrit Verschoor)
Triton VIII officially sold
As from the 3rd of December 2004 - 18.30 hrs lt, supply vessel 'Triton VIII' officially has been sold
from Messrs. Heerema Marine Contractors Nederland BV, Leiden to Messrs. IOEC, Teheran and as
from that moment vessel is renamed 'CASPIAN'.
K-Sea Transportation Partners L.P. Agrees to Acquire Mid-Atlantic Fleet;
Establishes Norfolk Operations Center
Publication date: 2004-12-07 K-Sea Transportation Partners L.P. (NYSE: KSP) announced today that
it has agreed to acquire ten tank barges and seven tugboats which were being operated by Bay Gulf
Trading of Norfolk, Virginia. These tank barges represent approximately 255,000 barrels of capacity,
of which 127,000 barrels are already double-hulled with the balance being eligible to operate in the
Jones Act trades until January 1, 2015. The addition of this capacity will represent a 10.6% increase in
the current barrel-carrying capacity of the K-Sea fleet. The purchase price of $21 million, which
includes a water treatment facility and leased office and terminal facilities in Norfolk, will be financed
using K-Sea's available credit lines. After certain required modifications, these vessels will begin
working in K-Sea's clean oil transportation and bunkering businesses on the east coast of the United
States. This acquisition is expected to be accretive to K-Sea's distributable cash flow. In an unrelated
transaction, the Company has agreed to bareboat charter in a 78,000 barrel double-hulled tank barge
for use in its northeast market. After the phase-out on December 31, 2004 of two single-hulled vessels
as required by the Oil Pollution Act of 1990 ("OPA 90"), and reflecting today's announcements and
other previously announced projects, the carrying capacity of K-Sea's fleet will be over 73% doublehulled, with all single-hulled vessels eligible to continue to operate until January 1, 2015. Timothy J.
Casey, President and CEO of K-Sea, said, "We believe these transactions will strengthen K-Sea's
position as a key provider of petroleum products transportation services in the U.S. We are excited
about expanding our capacity and geographical presence, as well as improving our ability to provide
safe, reliable, and efficient service to our customers. By the fall of 2005, upon delivery of our
previously announced 100,000 barrel newbuild barge, our total carrying capacity of approximately 2.7
million barrels will have increased by over 15% from the capacity existing at the time of our initial
public offering in January 2004, despite the phase-out of over 325,000 barrels under OPA 90
requirements." K-Sea Transportation Partners provides refined petroleum products marine
transportation, distribution and logistics services in the U.S. domestic marine transportation business,
and its Master Limited Partnership Units trade on the New York Stock Exchange under the symbol
KSP. For additional information about K-Sea Transportation Partners L.P., please visit K-Sea's
website, and the Investor Relations section, at www.k-sea.com. Cautionary Statements This press
release contains forward looking statements, which include any statements that are not historical
facts, such as our expectations regarding the timing of placing the acquired vessels in service,
accretion, the benefits of acquisitions, the timing of delivery of our 100,000 barrel newbuild barge, and
the percentage of our fleet which will be double-hulled as of the end of 2004 and the fall of 2005.
These statements involve risks and uncertainties, including, but not limited to, insufficient cash from
operations, a decline in demand for refined petroleum products, a decline in demand for tank vessel
capacity, intense competition in the domestic tank barge industry, the occurrence of marine accidents
or other hazards, the loss of any of our largest customers, fluctuations in charter rates, delays or cost
overruns in the construction of new vessels, failure to comply with the Jones Act, modification or
elimination of the Jones Act and adverse developments in our marine transportation business and
other factors detailed in our other filings with the Securities and Exchange Commission. If one or more
of these risks or uncertainties materialize (or the consequences of such a development changes), or
should underlying assumptions prove incorrect, actual outcomes may vary materially from those
forecasted or expected. We disclaim any intention or obligation to update publicly or revise such
statements, whether as a result of new information, future events or otherwise.
Bollinger Delivers Mega Mini Supply Boat to Seahorse Marine
12/9/04 2:04:32 PM Bollinger Shipyards, Inc. has delivered the M/V CAPT. RUDY to Seahorse Marine Inc.
of Lockport, Louisiana. The M/V CAPT. RUDY is the first of a new vessel concept that was modeled
from the success of the original Bollinger 145 ft. mini sup ply vessel design, which will provide greater
capacity, better sea-keeping and has several design improvements. The M/V CAPT. RUDY is a 163 ft.
mega mini supply boat named in honor of the captain of one of the first Bollinger 145 ft. mini supply
boats, SEAHORSE I, Capt. Rudy “Uncle Rudy” Lefort. The concept design is a collaboration of Phillip
Plaisance, president of Seahorse Marine, and Bollinger’s design and production team. “I’ve had a lot
of success with vessels from Bollinger, and I have influenced the various designs by working with
Bollinger to get exactly the vessel I need to take care of my customer's needs.”, said Phillip Plaisance.
“The CAPT. RUDY is another example of Bollinger’s dedication to working with the customer, insuring
that the operator gets the quality vessel that they spec’ed out, at the agreed price, and delivered on
time.” continued Plaisance.
SmitWijs London op sjouw met Booreilanden
1 november vertrok SmitWijs London met jack up booreiland Ocean Sovereign uit Singapore naar een
positie 20' ZZW van Chittagong - Bangladesh. Het zou een enerverende reis worden. Op 3 november
werd de SmitWijs London in het noorden van Straat Malakka vanaf een visserbootje voor ca. 15
minuten als schietschijf gebruikt door piraten. Toen de piraten aanstalten maakten om langszij te
komen werd er door ons teruggeschoten met vuurpijlen om ze hiervan af te houden. Iets wat weinig
indruk maakte op de schelmen, het schieten werd alleen maar heviger. Na enkele zeer wilde
koersveranderingen, die door het vissersbootje niet gevolg konden worden en waardoor het
vissersbootje zelf ook in de problemen kwam, besloten de piraten dat het niet lukte om aan boord van
de SmitWijs London te klimmen en hielden ze het voor gezien. De SmitWijs London beschadigd en
zijn bemanning geschokt achterlatend. De meest vervelende schade was dat de Satcom installatie
beschadigd was en we nagenoeg incommunicado waren. Het afleveren van het booreiland nabij
Chittagong was super uitgekiend door de experts. Tijdens het op locatie brengen was het springtij en
liep er een tijstroom van ruim 7 knopen. De waterdiepte op locatie was slechts 8 meter. Gedurende
die sterke tijstroom stond het booreiland op z'n poten en lagen wij er voor ten anker en met de
motoren flink doordraaiend om de kracht van de ankerketting af te houden in de zachte moddergrond.
De sterke stroom zorgde bij de Ocean Sovereign voor een boeggolf die we met volle kracht slepend
niet gezien hadden. Tijdens het kenteren van het tij kon er voor een korte tijd gevaren en
gepositioneerd worden. Daardoor duurde het 4 dagen voordat het booreiland uiteindelijk de laatste 60
mijl afgelegd had en op locatie stond. 18 november werd SmitWijs London bedankt en konden we een
haven opzoeken om de schade van de piratenaanval te herstellen. De reparatiehaven werd Galle
op Sri Lanka. 22 november liepen we Galle binnen en konden we de wonden likken. 27 november
vertrokken we naar Bombay voor de volgende sleepreis, weer een jack up booreiland. Na het
wekenlang varen in piratengebied, constant op qui vive, alle deuren gebarricadeerd, dubbele uitkijken
op de brug, twee radars bij, verlichting volop aan, brandslangen stand by, was het een plezier om
weer in veilige wateren te varen. Waarbij je zonder probleem het dek op kon stappen om een luchtje
te scheppen of van de zon te genieten. 2 december vertrokken we met het Amerikaanse booreiland
Pride West Virginia richting Perzische Golf. ETA is 11 december. Daar blijft het booreiland ongeveer 2
dagen staan op een locatie nabij Sharjah en gaat dan onder de Indiase nationaliteit en nieuwe naam
Aban V weer achter de SmitWijs London terug India. Waarom makkelijk als het moeilijk kan, schijnt
iets met geld uitvoeren uit India te maken te hebben. Goede deal voor SmitWijs, zo'n transactie. (Bron:
Kapitein Kees Pronk)
Swire Pacific subsidiary invests in US$200 million icebreakers
Prisco Swire Offshore Limited (PSO), a 50/50 joint venture held between Swire Pacific Offshore
Holdings Limited (SPO) and Nakhodka based Primorsk Shipping Company (Prisco), has signed a
Letter of Intent with Sakhalin Energy Investment Company (SEIC) on 1st October 2004. The joint
venture is to provide and manage three ice breaking supply vessels to SEIC for its oil field
development and production off the Coast of Sakhalin Island for 15 years beginning from 2006. PSO
will invest approximately US$200 million to acquire three ice breaking Platform Supply Vessels of
approximately 90m in length. Deliveries are scheduled for April, July and October of 2006. SPO's
investment will be financed internally by Swire Pacific Limited, the parent company of SPO. Prisco
owns a fleet of 43 tankers, the majority of which are ice-class, and regularly trades along the Russian
coast between Murmansk and Vladivostok. SPO owns a modern fleet of over 50 vessels, including
anchor handling tug supply boats, as well as specialised hydrographic and seismic survey vessels. It
plays a major role in supporting the offshore oil and gas industry worldwide. SEIC is a 100% foreign
owned venture in Russia; with Shell owning 55%, Mitsui; 25% and Mitsubishi; 20%. SEIC has the
concession for Sakhalin 2. The SEIC undertaking represents the largest single foreign direct
investment project in Russia, requiring an investment of approximately US$10 billion.
Aker Yards to build PSV for Olympic Shipping
Aker Brattvaag AS, part of Aker Yards, has been awarded a contract worth approximately NKr 225
million by Olympic Shipping AS to build a MT 6016 PSV. Delivery from Brattvaag Skipsverft is
scheduled for March 2006. The vessel will be approximately 93m long, with a beam of 19.70m,
deadweight of 4,700 tonnes and accommodation for 50. The vessel will also be prepared for operation
in the Barents Sea, with DnV notifications as DE-ICE C, Oil Rec and Stby. The vessel will also be
prepared for a helideck, 100 tonne crane and 150 tonne Aframe.
Tidewater's Donnelly unveiled
Tidewater Marine has taken delivery of the first example of a new class of AHTS, based on Aker
Yards' AH-03 design. Built by Søviknes Verft, part of the Aker shipyard group, the hull was built at
Aker Tulcea in Romania. A similar vessel is under construction to the same owner at Brattvaag
Skipsverft, for delivery in December.
Pacific Patriot - first example of new P Type - delivered to Swire
The first of a series of newbuildings, known as the "P" class, was delivered to Swire Pacific Offshore at
the end of September by Labroy shipyard. Pacific Patriot sailed immediately to take up a long term
contract in West Africa. A second vessel, Pacific Pilot, is due to be delivered at the end of October
with the Pacific Pioneer following in early January 05 and the Pacific Protector in late March. The
four "P" Class vessels are less than 5,000bhp, making them the first low horse power vessels to be
built for Swire Pacific Offshore since 1982. The recent fleet regeneration programme at the company
has concentrated on larger tonnage until now. Having a more economical specification and aiming at
the more cost effective part of the market the vessels are expected to be very much in demand. The
first steel was cut for the vessel on the 10th October 2003 creating a building cycle of 11 months.
Marcon concludes sale of AHTS and PSV
Broker Marcon International in the US has announced that Nico Middle East Ltd of Dubai has
purchased of the 230ft x 42ft, 3,900hp AHTS Gulf Yankee (ex-Seacor Yankee) and the 248ft x 44ft,
3,600hp diesel electric dynamically positioned supply boat Gulf Frontier (ex-Seacor Frontier, exAcadian Commander). Both vessels
Newbuildings orders
Farstad Shipping, Norway is about to contract 2 x PSV of UT 751E design after having received a
Letter of Intent from Norsk Hydro for long term charterof three supply vessels.
Olympic Master KS, Norway has placed an order for 1 x PSV of UT 755LN design at Aker Brevik,
Norway. The vessel is scheduled for delivery late June 2005.
Olympic Shipping AS, Norway has placed an order for 1 x PSV of MT 6016 design at Aker
Brattvaag, Norway. The vessel will be 93m long, 19.70m beam, 4,700dwt and will be classified for
Oilrec, standby DE-ICE C. In addition the vessel will be prepared for helideck, 100 tonne crane and a
150 tonne Aframe.
Remøy Shipping AS, Norway has entered into a contract with Aker Brattvaag for the construction of
an Aker 03R. The vessel will have a length overall of 72.4m, 16m beam and with accommodation for
36 persons.
DOF ASA, Norway, has been awarded a five year contract from Peterson Supplylink BV, and will, as a
result of this, enter into a contract for a newbuild PSV of MT 6009 S design. Delivery is expected in the
first half of 2006. DOF has also recently ordered a MT 6000 design PSV at Aker Yards for delivery in
January 2006.
Broker reviews recent secondhand sales
AHTS Seabulk Penguin II (built 1976 - 7,760bhp) has been sold to Magnum International at
undisclosed terms.
AHTS Jaya Hull 838 (AHTS - 10,880bhp) has been sold to Wise Innovations of Malaysia, at private
terms, who will take delivery upon completion of the vessel during December 2004. The vessel has
been named Nadia Adip and has been fixed to Petronas on a long term charter.
The AHTS Lady Elaine" (built 1983 - 10,560bhp) has been sold to Pertra Perdana Berhad, Malaysia
for US$6.25 million. Delivery was expected last month.
The AHTS Lewek Falcon"(built 1983 - 6,000bhp) has reportedly been sold to unknown clients for
about US$3.5 million.
The PSVs Malaviya 11 and Malaviya 14 (built 1989 - 885dwt) have been sold to Middle East clients
for an undisclosed price.
The UT 708 AHTS Far Turbot (built 1980 - 10,560bhp) has been sold to Shanghai Offshore
Petroleum Exploration & Development Corporation for US$5.6 million.
The UT 708 AHTS Maersk Trader (built 1983 - 12,240bhp) has reportedly been sold to Shanghai
Offshore Petroleum Exploration & Development Corporation forUS$5.8 million.
Seacor has exercised its option to purchase Hull 844 from Jaya and the vessel will be named Seacor
Acclaim. She is a 70m DP2/FiFi 1 AHTSV of 5,500bhp with increased accommodation. Delivery of
the vessel will take place by mid/end December 2004.
The standby vessel Toisa Plover (built 1979 - 2,250bhp) has been sold to Nomis Shipping for an
unknown price. The vessel will be renamed Dea Server.
The AHTS Jaya Marlin and Jaya Mermaid (built 2001 - 5,000bhp) have been sold to Lamnalco
Group, United Arab Emirates at a price of approximately US$5.1 million. Both vessels have long term
commitments in Equatorial Guinea.
The PSV Bourbon Reel (built 1976 - 3,100dwt) has been sold to Argo SRL, Italy for a price of about
US$3.25 million. The vessel has been renamed DP Reel.
5e jaargang, nr. 31
dd. 19 December 2004
___________________________________________________________________
Op reis met de SmitWijs Rotterdam (3)
Zondag avond 12 december, en is het al weer een week geleden dat ik de vorderingen van onze reis
tot dan toe vermelde. Momenteel bevinden we ons in positie 24.23.5 N 028.20.4 W en liggen we 250
graden voor richting het Caribische gebied waar we via de passage onder Martinique door richting het
Yucatan kanaal gaan, en via dat naar Corpus Christi. Hadden vandaag een wat briezerige dag in
verband met de passage van het kou front van een depressie die benoorden ons de oost in trekt en
ondervinden wat ongemak van de deining die rond die depressie gegenereerd wordt. Hoewel wij zelf
als sleepboot niet zo veel last ondervinden, die deining is lang genoeg om er redelijk rustig bij te
liggen, maar ons gevolg heeft er vanwege zijn lengte wat meer moeite mee. We kijken hier vanaf de
brug met regelmaat op zijn dek wanneer hij aan zijn achterkant door die deining opgetild wordt, het
effect van dat alles is dat de snelheid daardoor nadelig beïnvloed wordt, hoewel we lang niet mogen
klagen, want blijft de gemiddelde snelheid sinds vertrek nog steeds op lopen daar we bij weinig
deining snelheden van ruim boven de zeven mijl per uur goed maken. Nog een dag of negen naar
Martinique, en dan de Caribische zee in waar we dan die oceaan deining kwijt zullen zijn en we ons
richten op een ETA op bestemming in begin januari. Ongemerkt gaat de tijd snel, en zijn we al weer
achttien dagen onderweg vanaf Vlissingen en beginnen we inmiddels ook de kerstsfeer te proeven.
Een echte plastic, kerstboom staat reeds verlicht en versierd in de mess en vooral zee vast, hoewel
het warmer en zonniger wordende weer om ons heen toch ook weer iets van de kerstsfeer zoals wij
die kennen weg neemt. Daar hebben onze Filippijnse bemanningsleden dan weer minder last van, die
kennen in ieder geval geen witte kerst en is het blijkbaar juist de zon en het warmer wordende weer
die het kerstgevoel bij hun aanwakkert. We denken er hier al over om maar twee maal kerst te vieren,
en dat vanwege Vasili, onze Oekraïense tweede machinist, want loopt er naast de onze, ook nog een
tweede jaartelling in de Oekraïne die daarop achter loopt, en vallen daardoor bij hun de feestdagen
wat later, De jaarwisseling bijvoorbeeld wanneer het bij ons dertien januari is, dus plannen we alvast
maar oom ook binnenslands nog een keer oud en nieuw te vieren mocht het op zee niet haalbaar zijn
om het oliebollen beslag te laten reizen. Momenteel bevaren we qua scheepvaart een bijzonder rustig
stuk oceaan, en hebben we in de voorbije week slechts twee maal een ander schip waargenomen
waarvan er 1 op die schier oneindige plas water notabene onze koers zodanig kruiste dat het voor ons
moest uitwijken, hetgeen allemaal ruim bijtijds en duidelijk gebeurde en het zodoende op veilige
afstand passeerde. Het tweede schip was een Amerikaans fregat van de Oliver Hazard Perry klasse
dat ons op vijf mijl passeerde op een tegengestelde koers passeerde op de 8 _ 12 wacht van
afgelopen dinsdag, hij had ons dus ook gezien zo bleek toen er een onvervalst Texaans accent onze
positie via de VHF vermeldde en zichzelf US Navy warship hull number 50 noemde en verzocht de
oproep te beantwoorden. Wie we waren, waar we vandaan kwamen en de hele riedel aan standaard
vragen. Smitwijs Rotterdam ligt er blijkbaar niet lekker in om verstaan te worden door andere taal
gebruikers, en werd verzocht om het uit te spellen. Ik was nog even wat naïef, en spelde ik
S.M.I.T.W.I.J.S. gevolgd door een normaal uitgesproken Rotterdam in de gedachte dat Rotterdam
toch wel bekend was, maar blijkbaar niet in Texas, want werd ook verzocht om Rotterdam maar te
spellen. Corpus Christi, onze bestemming, werd overigens wel zonder spellen begrepen, maar goed,
dat ligt dan ook in Texas natuurlijk. Mijn vraag aan hem was natuurlijk waar hun vandaan kwamen en
waar ze naar toe gingen, de man maakte bijna oprecht zijn verontschuldigingen en "I'm not allowed to
pass you that information captain, this is US Navy warship hull number 50. Out" Top geheim zeker, of
gewoon geen zin in een praatje, dus maar gelaten voor wat het was. Verder blijft het stil om ons heen,
al beginnen we nu het zee water ook wat warmer wordt al wel vliegende vissen waar te nemen.
Degenen daarvan die onverhoopt aan dek terechtkomen, liggen daar niet lang, onze Filippijnse
bemanningsleden zijn onvervalste viseters en azen er voortdurend op. Verder niet veel te melden, dus
doe ik alle lezers vanaf onze positie de beste wensen toe komen, en tot de volgende episode dan
maar weer. (Bron: Kapitein Gerrit Verschoor)
De Smit Panama Reports
Hier wat wetenswaardigheden van de havensleepboot "Smit Panama”. Zoals bekend is de "Smit
Panama" op 2 september vetrokken met het ponton "Atlas" naar Algiers. Aldaar de sleep afgeleverd
te hebben vetrokken naar de Kaap Verdische eilanden voor bunkeren en stores. De eind bestemming
was Balboa (Panama). De koers werd op woensdag 6 oktober 2004 verlegd naar Freeport (Grand
Bahamas Island). Deze route ging via Kingston (Jamaica) voor het ophalen van de benodigde
zeekaarten en proviand. Op maandag arriveerde de "Smit Panama" in Freeport (GBI) Bahamas.
aldaar werd de Zuid-Afrikaanse ploeg afgelost en de taken werden door een Nederlandse Captain en
Ch. Eng. overgenomen aangevuld door lokale matrozen. We hebben daar dienst gedaan,
voornamelijk terminal werk voor Borco, tot 13 november 2004. We hebben daar de plaats ingenomen
van de "Smit Lucaya” welke beschadigd was door een cruise schip, wat losgeslagen was van haar
meertrossen, tijdens het passeren van hurricane Jeane. Ook de andere sleepboten "Smit Tahiti" en
"Smit Bahama" waren beschadigd door de hurricane. De "Smit Barbados" is ook ter vervanging in
Freeport van Curaçao gekomen. Wij zijn op zondag 14 november 2004 vertrokken van Freeport naar
Cristobal. De "overstoomploeg" bestond uit een Nederlandse kapitein en Hwtk, een Panamese
stuurman en 2e wtk en een Bahamanese matroos. Na 5½ dag met veel slecht weer arriveerden we in
Cristobal. Op zaterdag 20 november zijn we door het Panama Kanaal gegaan naar Balboa. Daar is de
"overstoomploeg" eraf gegaan behalve de Captain en Ch.Eng. De lokale bemanning , Captain,
Ch.Eng en 2 A/B zijn in Balboa aan boord gekomen, de Nederlands kapitein en Hwtk bleven aan
boord voor instructie. De "Smit Panama" heeft de Voithsneider sleepboot "Sandettiebank" afgelost
en deze is naar Cristobal vertrokken om daar havensleepdiensten te gaan verrichten. In de 2e helft
van januari 2005 wordt de "Smit Cristobal” in Panama verwacht. De “Smit Cristobal” Wordt a.s.
maandag 20 december in de Waalhaven voor het eigen kantoor gedoopt. Zelf ben ik op 10 december
naar huis gegaan de Nederlandse kapitein komt op 18 december naar huis. (Bron: Kees Pootvliet)
Spruceglen Aground in St. Marys River
12/13 UPDATE 11 a.m. The Spruceglen was freed late Sunday night or early Monday morning. She
was being escorted to Sault Ste. Marie for inspection by the tug Missouri.
ORIGINAL REPORT: The CSL bulker Spruceglen remained aground Sunday night in the lower St.
Marys River near Johnson's Point. The bow is reportedly grounded, with the stern swinging partially
across the narrow channel. Heavy snow squalls in the area Sunday, which sent some vessels to
anchor, may have be a factor in the grounding. No further information was available Sunday night.
Second Tug Lacked RescueGear
SEATTLE (AP) When tug captain Rob Campbell arrived at Unalaska in Alaska's Aleutian chain,
where 35-foot seas were battering the Selendang Ayu, he knew there was only a slim chance of
keeping the disabled freighter from running aground. It was 4 a.m. Wednesday and winds were
gusting at more than 60 mph. Another tug, the Sidney Foss, had a steel line attached to the
freighter's bow, but after 10 hours of pulling, the vessel's drift to shore had only been slowed, from
about 4 knots to 2 knots. The Malaysian-flagged Selendang Ayu was stuck in a trough, sideways to
the pounding waves. There was just one way Campbell's tug, the James Dunlap, could help: attach
another line to the bow so the ship could be pulled around to face the waves. Then it might be pulled
away from the rocks. But Campbell didn't have the right equipment. He had no line gun to fire a
messenger rope onto the stricken ship. A messenger line is used to pull up heavier cable, to lash the
tug to the vessel for hauling. Campbell said he's been urging the Coast Guard for years to station a
$50,000 emergency kit at nearby Dutch Harbor for use by tugs in a crisis. The kit would contain a line
gun, strong but lightweight towing rope and a special hook to snag a ship`s anchor. The James
Dunlap is a 100-foot, 4,300-horsepower tractor tug. But it's a harbor tug designed to guide container
ships, not a rescue tug equipped to salvage ships. "Nobody wants to pay for all this, but if you really
want to make sure these things don't happen pay me now or pay me later," Campbell said. "Every
time we do these kinds of things, we have to make do with what we can put together." Capt. Jack
Davin, chief of the Coast Guard's marine safety office in Alaska, said his preference would be for all
tugs to carry line guns and two cables, as the Sidney Foss did. But Coast Guard regulations don't
require it, he said. He said of Campbell's suggestion: "Normally, the United States government
doesn't buy equipment for use by private companies to make more money and do their job." Three
hours after the James Dunlap arrived, the Sidney Foss' steel cable snapped. Hours later, the
freighter ran aground and then broke in half. A Coast Guard helicopter crashed trying to rescue the
freighter's crew. Six men were lost, though the Coast Guard crew and one sailor from the freighter
were rescued. The spill area is near a wildlife refuge, home to sea lions, harbor seals, sea otters,
tanner crabs, halibut and kelp beds. The attempt to rescue the Selendang Ayu has implications in
Washington state. For years, local environmentalist Fred Felleman has been fighting to post a tractor
tug at the entrance to the Strait of Juan de Fuca at Neah Bay. Now that it's there, he scrambles
annually to keep it there. The tug could keep ships like the Selendang Ayu from going aground and
spilling oil in the a nearby marine sanctuary. Currently, there is a powerful Foss tug at Neah Bay with
all the right equipment to tackle a ship the size of the 738-foot Selendang Ayu. But it's standing in
temporarily for a smaller tug, with less power. "This really underscores the need to have the
appropriate- sized tug, and with the appropriate equipment on board, at Neah Bay," said Felleman of
Ocean Advocates. (Bron: The workboat).
Piracy on tugs continue
10.12.2004 at 2030 lt in posn: 00:5.27.00s - 103:58.43.00e, Indonesia. ten pirates armed with guns
boarded a tug towing a barge. they cut off the towing hawser, setting the barge afrift. pirates hijacked
the tug and landed ten crew members at Jambi in sumatra and sailed away. imb piracy reporting
centre coordinated with the indonesian navy and the tug was located and detained on 12.12.2004 off
Jakarta.
15.12.2004 at 2150 lt in posn 05:59n - 098:56e, malacca straits. 20 pirates armed with machine guns
in two fishing boats fired upon a tug towing a barge. they boarded onboard, kidnapped captain and
c/e, took all documents, ship's property, crew property and escaped.
SmitWijs Typhoon Reports
Hier even een meeltje van de SW Typhoon, onderweg van Kaapstad naar Spore eta 26/12 daarna
naar Australie(Dampier) met de DB 26 in Spore uitwisseling van bemanning voor Aussies alleen de
kapt. en Hwtk blijven aan boord als super in de tent. (Bron: Kapitein Wim v.d.Kort)
Aircraft carriers handling Voith Water Tractors
Aircraft carriers allow naval forces to project air power great distances without having to depend on
local bases for land-based aircrafts. Modern navys, who operate such ships, treat aircraft carriers as
the “centerpiece” of the fleet. Aircraft carriers usually travel in battle groups and can operate in
international waters without having to obtain permission for landing or overflight rights. Unescorted
aircraft carriers are considered vulnerable to missile attack and, therefore, travel as part of a carrier
battle group. Nine countries maintain aircraft carriers: United States, France, India, Russia, Spain,
Brazil, Italy, Thailand, and the United Kingdom. Such sensitive vessels, who are generally the largest
ships operated by navys, must be fully protectedwhen they are operating in international water, as well
as, during berthing or sailing operations. During this stage, the risks are obviously not the same but
they remain and tugboat assistance is necessary, especially if she is a nuclear aircraft carrier. The
Voith Water Tractor, which combines the Voith Schneider® Propeller’s features with intelligent ship
design, is the ideal tugboat for escorting, assisting, and controlling the aircraft carrier in safety
conditions when she is proceeding for berthing. The Voith Water Tractor’s concept has revolutionized
shiphandling worldwide. More than 800 VWT in more than 120 ports are the hallmark of safety.
Reliability, speed, and precision in towing and escorting service, salvaging, firefighting, oil pollution
control, and offshore supply have led to classification: “Best Available Technology” (BAT) When the
aircraft carrier is proceeding for berthing, she starts loosing control ability due to the slackening of the
ship’s speed from free running speed to around 11 knots. At that speed the aircraft carrier becomes
vulnerable due her slow speed, the proximity of the coast, the weather conditions, the current, and the
risk of main engine failure or rudder failure. Thus, it is necessary to have an escort vessel ready in
case of emergency. The VWT is especially suitable for this escorting task with high speed, ready for
making fast aft center lead for braking or steering assistance. With the aircraft carrier “Charles de
Gaulle” some trials were done with the 50 tons VWT “Lubéron” following the carrier stern to stern at 11
knots. In the same way that the best position for propeller and rudder on a convention vessel is at the
stern, the most efficient position for tug is aft, Therefore, the first VWT must be fastened aft and then
follow the carrier stern to stern and the second VWT will be fastened forward. Depending of the ship’s
speed it will be possible to adjust the length of the tow line with the towing winch. That is to say, from
around 8 to 4 or 3 knots the aircraft carrier is assisted by two VWT for steering or braking assistance.
During this stage the Voith Water Tractors are ready to control the ship’s course and the ship’s speed.
When the ship’s speed is decreased to 4 or 3 knots, the assistance by tugboats is required. At that
moment the VWT are used as shiphandling vessels, for turning the aircraft carrier and pulling or
pushing whatever the weather conditions are – even in a restricted area. Thanks to its maneuvering
capabilities the VWT is able to quickly handle the aircraft carrier in safety conditions as it is required.
The special concept of the VWT, with two Voith Schneider Propellers forward and an aft pushing point,
allows the tugboat to push the carrier under the flight deck without the wheelhouse risks stopping it
from pushing. Besides this advantage, it is possible to install a removable mast in order to reduce the
air space of VWT. The French Navy specially ordered two 50 tons Voith Water Tractors, “Lubéron”
and “Esterel” for safely handling their nuclear aircraft carrier “Charles de Gaulle” who has 40 600 tons
displacement. These two tractors are able to move the carrier with 40 knots crosswind and to assume
all shiphandling and escorting tasks as docking operation, getting under way, dry dock operation, or
escorting with high speed. To give a summary, two adapted tugboats like Voith Water Tractors can
ensure the total control and safety of an aircraft carrier, as well as, the capability of escorting vessels
when the carrier is proceeding for berthing or sailing, and the capability of ship handling vessels for
docking or getting under way operations. Depending on the great value of such a vessel it is very
important for the Navys to have appropriate tugboats in order to protect their ship during these delicate
approaches and for ship handling operations. For these reasons a number of navys in the world have
Voith Water Tractors for handling warships, for example French Navy, Turkish Navy, Spanish Navy,
Indian Navy, or British Navy. (Bron: Nato Nations)
Weekly craft planning
SmitWijs Singapore: En-route to Willemstad/Curacao, Eta: 27/12 Next: 3 days maintenance/repairs at
Curacao. L.O.I. for towage of Jack-up rig from Trinidad to Galveston. Towage of barge H-541, loaded,
from Corpus Christi to Angola, Etd: Febr. 05.
SmitWijs London: Towing jack-up rig "Aban V", ex. Pride West Virginia from Sharjah to Mumbai, Eta
22/12. As from 15/09 on charter to Saipem for towage of barge S-45, loaded with Yoho-deck from
Pasir Gudang to Nigeria, v.v., Etd.: December.
SmitWijs Rotterdam: Towing of barge "H-851" (ballast) from Rotterdam to Corpus Christi, Eta: 08/01.
Wolraad Woltemade: Presently at Singapore. Towing of Sanha FPSO, from Japan to Angola, Etd
Singapore: 20 - 26/12. (Together with De Da).
De Da: Presently at Singapore. Towing of "Sanha" FPSO, see Wolraad Woltemade.
SmitWijs Tempest: T/C Mc. Dermott Middle East.
SmitWijs Typhoon: En-route to Singapore, Eta: 25/12. Next: T/C Mc. Dermott Far East, Jan * Nov
2005.
Waker: On charter for the Dutch Government.
Commitments: Towage barge H-851, loaded and with 2 tugs, Texas * Angola, Jan./Febr. 2005.
Towage of "Erha" FPSO, with 3 tugs, Singapore * Nigeria, 2005
Svitzer Muiden
Als alles goed gaat arriveert maandag 20 december te IJmuiden de eerste nieuwe Svitzer Wijsmuller
sleper Svitzer Muiden. Hierbij geen haast geboden om te fotograferen, want deze sleepboot zal in de
IJmond regio blijven. Medio februari 2005 komt de 2e eenheid, Svitzer Marken. Als het gaat zoals bij
de TITAN en SIMSON zal de officiële indienststelling wel in februari gebeuren, als beide sleepboten er
zijn. (Bron:Jan)
Smit Mandji
Maandag 20 december wordt in de Waalhaven t.o. het nieuwe kantoor van Smit de Smit Mandji
gedoopt. De, met 6 meter verlengde Damen Stan Tug 2509, nu type Stan Tug 3509, zal dinsdag 21
december naar Gabon vertrekken om daar te worden ingezet voor terminal werkzaamheden voor
Total welke de sleper voor 5 jaar in huur heeft genomen. Het is dus zaak om dinsdag weer de camera
in de aanslag te houden voor wat plaatjes.
Sonsub Extends HOS Innovator Vessel Contract
12/16/04 11:36:48 AM In order to continue to serve ongoing client projects in the Gulf of Mexico, Sonsub
extended its long term vessel charter with Hornbeck Offshore Services, LLC for the HOS Innovator DP
II Vessel for the 2005 season. HOS Innovator -- having worked for Sonsub for almost four years -equipped with a heavy duty workclass Innovator ROV, has been utilized on several significant projects
in the Gulf with works including mattress installation, touchdown monitoring, pre and post lay survey,
pod change outs and a variety of other construction related activities. (Bron: Marinelink)
Damen
De eerste van de drie sleepboten die door Damen voor BP Thames Haven worden gebouwd word de
Stanford, met oplevering eind februari of begin maart 2005.
De State of Jersey heeft bij Damen een Shoalbuster in opdracht gegeven met oplevering voor juli
2005, die de Duke of Normandy zal vervangen. (Bron: Lawrence Amboldt)
Sales :
Abeille Champagne, (Mistral – 93, Cambone Mistral – 89) 487/79 – tug. By Les Abeilles S.A., France
to Ocean Srl, Italy and renamed Champagne
Abeille No.32, 766/81 – tug, Has been renamed Flamboyant by Les Abeilles SAS, France and
transferred to St.Vincent and Grenadines Registry.
Aquarius Matsas II, (Pu 1501 – 99, Speedy Mariner – 88), 165/83 – tug. By Aquarius Water
Transporation Maritime to Hellas Water Shipping Co., both Greece and renamed Amalia
Dogancay VI, 224/03 – tug. By Sanmar Denizcilik Makina ve Ticaret Ltd, Serketi, Turkey to Offshore
Maroc SA – Marocco and renamed Miftah El Kheir
Smit Curacao, (Smit Bjorn J – 96, Smit-Lloyd 108 – 95), 1356/74 – offshore tug/suppl. By Seacor
Smit (Aquitaine) Ltd, to Tent Finance & Investment Ltd, both Bahamas and renamed Carlos.
Smit-Lloyd Fortune, 2042/95 – offshore supply. By Smit-Lloyd BV, Bahamas to Huacheng Shipping
(Liberia) Inc, Liberia and renamed Huacheng.
Torm Heron, (Leo Bay – 99) 2556/99 – offshore tug/supply. Has been renamed Howard Hogue by
Tidewater Vessels Ltd, Bermuda (British) and transferred to Vanatu Registry.
Troms Tjeld, (Odin Viking – 97), 1345/82 – offshore tug/supply. By Nord Norges Dampskibsselskab
ASA, to K/S Offshore Tjeld, both Norway and renamed SIS Pioneer
Reports:
Bamse 370/85 – tug was renamed Bamse Tug (Dnk) prior to 17/5/2004
Daya Gemilang 155/96 – tug was renamed Sunter prior to 19/1/2004
Dilovasi V 132/98 – tug was renamed Salinas De Aveiro (Prt) prior to 13/4/2004
Goliath Ty 142/81 – tug was renamed Odin (Dnk) prior to 24/5/2004
Hermes 358/76 tug was reported as Lena A (Dnk) during 9/2004
Kimtrans Daisy 152/00 – tug was renamed Pancon 6 (Sgp) prior to 9/7/2004
Larry G.Dahl 229/54 – tug was renamed Edward M.Stowe (Bmu) prior to 26/1/2004
Plym Echo 38/83 – tug sailed from Plymouth for Coleraine in 8/2004 as Confidence (Gbr)
Casualties:
Svitzer Bidston 366/04 – tug, owned by A/S Em.Z.Svitzer (Svitzer Marine Ltd) UK. Reported
30/8/2004 to have slipped from the blocks in a drydock on the Mersey and to have damaged her
azimuthing propellers.
Vanguard (Kenry – 91, Campaigner – 88, Rathgarth – 77), 296/65 – tug, owned by Carmet Tug
Co.Ltd., UK, Beached 7/9/2004 whwn she started taking water off the island of Rona in position
57.34N, 05.57W. The crew were taken off by the Portree lifeboat.
Demolitions:
Kappa (Marambu – 84, Pullwell Victor – 81, Campaigner – 77) 248/57 – tug. By Kappa Maritime Co,
Greece, to Simsekler Ltd, Turkey and arrived Aliaga 23/8/2004.
Kappa Guard (Stylianos K – 85, Bulbider) 140/43 – tug. By Guard Maritime Co. (Kappa Group
Maritime Corp), Greece to Simsekler Ltd, Turkey and arrived Aliaga 30/8/2004.
==============================================================
Jeannette en Ik wensen jullie allen
Fijne feestdagen en een voorspoedig 2005
A merry Christmas and a very prosperous 2005
Felices Navidad y próspero año 2005
Joyeux Noël et une bonne année 2005
Frohe Weihnachten und ein glückliches neues Jahr
==============================================================
5e jaargang, nr. 32
dd. .. December 2004
___________________________________________________________________
Op reis met de SmitWijs Rotterdam (4)
Aflevering vier al weer aangaande de vorderingen van de Smitwijs Rotterdam op reis naar Corpus
Christi met de Heerema ponton H851. En zijn we inmiddels al weer drie en een halve week op zee
nadat we op 25 november uit Vlissingen vertrokken. We hebben een snelle, maar ook rustige week
achter de rug na mijn laatste verslag, Op de lagere breedtes waar we ons sinds een goede week
bevinden ondervinden we gemak van het bestendige weer en de constante windrichting die we op
onze koers richting het Caribische gebied van achteren in hebben. Ook de oceaan stroming werkt in
ons voordeel en blijven we zodoende mooie dag runnen noteren met een gemiddelde snelheid die
nog steeds in de lift zit. Momenteel. Zondagavond 19 december, zijn er nog 230 mijl te gaan naar het
volgende "way point" dat tussen Dominica en Martinique in ligt, en zullen we met de huidige snelheid
van over de zeven knopen op dinsdag ochtend de Caribische zee binnen varen met daarbij een ETA
op bestemming van net na oud en nieuw. Niet alleen de gemiddelde snelheid neemt nog steeds toe,
maar ook de temperaturen zijn aan de stijgende kant, vandaag kwam het kwik al aan de 29 graden,
en op het moment van schrijven, 22:00 uur, is het buiten nog steeds zo'n 24 graden. Dat past dan in
ieder geval mooi bij de tropisch aan doende namen van de eilanden waar we op aan koersen die de
oostkant van de Caribische zee lijken te bewaken. We profiteren dan ook maar van het mooie weer
om een kleurtje op te doen, want zijn de omstandigheden wat dat aangaat op onze bestemming wat
minder. Niet dat ze daar nou direct een witte kerst verwachten, maar dalen de temperaturen de laatste
week rond Houston in de nacht tot zelfs dicht tegen het vries punt als de bekende Noordelijke
stroming doorstaat. Corpus Christi ligt dan wel nog wat zuidelijker, maar is het ook daar momenteel
niet echt korte broeken weer. Zoals ik al schreef, een rustige week achter de rug. Niet alleen qua het
weer, maar waanden we ons ook alleen op zee bij het niet waarnemen van andere scheepvaart
binnen het bereik van de radar. Vanavond dan wel een echo op de radar, op een dikke veertien mijl
dan wel, maar was het nog een Nederlands schip ook, de "Atlasgracht" . Dat is dan het leuke van de
tegenwoordige elektronica, en in die zin de AIS waarvan de gegevens op het radar beeld getoverd
worden. De Atlasgracht was op weg naar Martinique met een ETA voor maandagavond, en net toen
die informatie vanaf het radar scherm werd geconsumeerd werd onze scheepsnaam over de VHF
uitgesproken. De mannen daar hadden dus ook onze AIS gegevens, en daar er een bekende van een
bekende daar aan boord zat werd er even een praatje gemaakt, dat is dan weer jammer van die AIS,
want hoef je niet meer te vragen of te vertellen waar de reis vandaan was en waar hij naar toe gaat,
want dat staat dus allemaal al in de AIS gegevens te lezen. Afijn, wat niet in de AIS gegevens stond
was dat de Atlasgracht een lading jachten vervoerde die in Martinique gelost zullen gaan worden, en
verwachtte men daar aan boord een aantal dagen in Martinique door te brengen, er zijn mindere
plekken op de wereld natuurlijk, en waren ze er daar dus ook niet echt rouwig over dat het lossen
aldaar niet de tijdsdruk kent zoals die elders gehanteerd wordt. Onze lading is niet echt een jacht,
nogal groot, plat en vooral zwart, en dus maar goed dat hij er 1200 meter aan een ijzeren touwtje
achter hangt, dan lijkt hij in ieder geval niet zo groot. Evengoed hebben we er niet veel last van ook
niet, eerder deze reis in mindere weersomstandigheden leed het apparaat een eigen leven, maar
momenteel in het bestendige weer volgt hij goed en recht er achter. Volgens onze Filippijnse
wachtslieden zit er iemand op de sleep die er of tijdens de reis op gekomen is, of er bij vertrek is
vergeten af te stappen, of zelfs vanuit een andere wereld zou kunnen komen. Want zien ze (wij ook
wel) met zekerheid regelmatig licht gaan branden ter hoogte van de ingang naar het binnenste van die
bak. Buiten de boordlichten om dan wel te verstaan. Eerlijk gezegd hebben wij net na vertrek ook nog
wel even onze twijfels gehad, maar moeten we er toch vanuit gaan dat wat we waarnemen de reflectie
van onze eigen dekverlichting is. Je weet maar nooit natuurlijk, dus houden we de verdenking van de
mannen dat er iets geestigs daar aan boord zit maar levend, als was het maar om de emoties in de
gelederen te stimuleren, ik hoop alleen dat de mannen die het zeker lijken te weten niet de lachende
derde worden als we mettertijd op gaan korten en er iemand daar op die bak aan dek staat te zwaaien
voor wat proviand en iets te drinken, afijn dan zou ik in ieder geval weer wat om over te schrijven
hebben. In ieder geval moet het een nachtwezen zijn heb ik de mannen maar uitgelegd, want overdag
is hij er niet. Nou is het natuurlijk wel zo dat licht s'nachts het beste werkt, maar is 1200 meter bij dag
licht nou ook weer niet zo ver weg dat je niet iets zou kunnen waarnemen. Maar goed, dingen die niet
te verklaren zijn lijken voor sommigen altijd in het nachtelijke duister te existeren en daarin in ieder
geval ook het griezeligste effect te hebben. Maar goed, je weet maar nooit, 2004 jaar geleden nam
men ook een onverklaarbaar licht aan de hemel waar hetgeen uiteindelijk verbonden werd aan ge
geboorte van, nu nog herdacht wordt en kerstmis heet, die herdenking staat al weer voor de deur, en
daar mijn volgende verslag na die dagen verstuurd zal gaan worden doe ik alle lezers hierbij de beste
wensen voor de kerst toe komen. (Bron: kapitein Gerrit Verschoor)
Pirates attack Singaporeregistered ship in Malacca Strait
2 crew missing Pirates armed with machine-guns have kidnapped two senior crew members from a
Singaporeregistered tugboat in the Malacca Strait. The rest of the crew are unharmed. On
wednesday, the tugboat 'ENA Sovereign' with 12 crew members onboard was making its way from
Singapore to the Indian port of Mumbai. It was towing a barge when it came under attack from 20
armed pirates on two fishing boats. They are believed to be Indonesians. They fired at the vessel,
damaging its communication equipment, and ordered it to stop. The pirates then boarded the tug and
seized documents and valuables before abducting the captain and the chief engineer, both
Indonesians. The rest of the 10-man crew from Myanmar and Indonesia were unharmed. The ship's
owner Eastern Navigation Group declined comment. According to industry watchers, the pirates'
modus operandi is usually to kidnap the senior crew members and take the ship's documents, and
after a few days, contact the ship's owners to demand a ransom. In most cases, the owner would try to
bargain his way out, but the final ransom amount is not publicised so as not to encourage others to
follow suit. The International Maritime Bureau has expressed concern about security in the Malacca
Strait as there has been an increase in the number of such attacks in the waterway over the past year.
To tackle this problem, Singapore, Malaysia, and Indonesia started coordinated patrols along the
Malacca Strait in July this year. And ships plying the Straits have been put on a strict anti-piracy watch
(Bron: shipping news)
Indigenously manufactured tug inducted into Indian Navy
A Rs 7.5 crore indigenously built harbour utility tug, 'Ajral', was inducted into the Indian Navy
December 17th at a formal ceremony at the Chennai port. The last of the five such tugs, the 'Ajral' has
a state-of-the-art steering rudder propulsion system and diesel engines and has been constructed by
Tebma Shipyard Ltd, a Defence press release said here. Measuring 28 metres in length, 'Ajral" is
powered by two main engines. The Tug will be used at Visakhapatnam and would give a boost to the
capability of the Naval Dockyard there, providing quick and optimal services to Naval warships, the
release said. Vice-Admiral J S Bedi, Controller of Warship Production and Acquisition at the Integrated
headquarters, was the chief guest at the induction ceremony. Naval Officer incharge, Tamil Nadu,
Commodore T Hari was also present. Meanwhile, the largest ever compliment of airmen trainees,
numbering 1364, passed out of the 22-week long training at the Indian Air Force station at suburban
Tambaram today, a separate Defence statement said. Of these, 23 were foreign trainees from Sri
Lanka and Mauritius. Nine of them passed out as direct Leading Aircraftsmen by virture of their
outstanding performance during training, it said. (Bron: shipping news)
Proposed Tug Escort Rules for San Diego
The California Office of Spill Prevention and Response (OSPR) issued a Notice of
Proposed Rulemaking that would, if adopted, make a number of minor changes to the current tug
escort requirements for tank vessels operating in San Diego Harbor. OSPR also released a document
showing the Proposed Language and another document with the Initial Statement of Reasons for the
proposal. Comments on the proposal should be submitted by January 31, 2005. (HK Law) (Bron:
marinelink)
12/20/04 10:27:50 AM
Mv. Nadine Baker Raised From Green River
The 1,200 hp., 75-foot by 26-foot Mv. Nadine Baker, which sank on the Green River near Curdsville,
Ky., while pushing four coal barges on November 16, has been raised. The Waterways Journal reports
that Aquarius Marine Inc., Ludlow, Ky., raised the boat on December 3 and brought it to Paducah, Ky.,
on December 6. There was a hole in the boat toward the stern starboard side. The condition of the
vessel is being evaluated, but Harvey Hall Jr., port captain/personnel of Tennessee Valley Towing
Inc., Paducah, told the WJ that he expects the boat to be a complete loss. Crounse Corporation owns
the vessel.
Steamtug Baltimore
Plans are underway to ready the Steam Tug BALTIMORE for service in 2011 as part of the 150th
Anniversary Observance of the American War Between the States (1861-1865) The Baltimore and
Chesapeake Steamboat Company intends to use the nearly 100 year old vessel to recreate the gas
balloons rising from the decks of barges and also will incorporate wire telegraphy and period 1860's
flag signals from the tethered basket of the re-production balloons. BALTIMORE is representative of
inland tug designs dating from the mid-19th century and is the last coal-fired steam tugboat still
operating in North American waters. The initial tour of the BALTIMORE will take it into the Potomac,
York and James Rivers during its three year tour. The Tug will represent both a Union and
Confederate vessel depending on the year and physical locale. The accompanying balloon operations
will also be set to land use as the envelop is to be placed onto flat cars and hauled out of Richmond,
Virginia by a steam locomotive in 2013.
Bisso Towboat orders tug
Bisso Towboat Co., Inc., New Orleans, has signed an agreement with Main Iron Works, Inc., Houma,
La. to begin construction on a new 4,300 HP reverse z-drive ship-assist tug. The tug will measure 100
ft x 38 ft x 13.5 ft and will be powered by a pair of EMD 16-645E6 (EPA Compliantnt) main engines,
producing 2,150 hp each at 900 RPM, driving Ulstein-Aquamaster US2001 z-drives. The z-drives will
feature 2,300 mm diameter stainless steel propellers inside Kort Nozzles. Estimated bollard pull for the
vessel will be 59 tons and the vessel will carry an ABS International Loadline. Electrical service will be
provided by a pair of 100 kW generators powered by John Deere engines. Deck equipment includes a
Markey DYSF-42 hydraulic bow winch, carrying 500 ft of 8 in circumference Plasma line, and a
Washington Chain and Supply 100 ton quick-release tow hook. Other features will include Engine
Monitor Inc. USCG-approved engine and fire/smoke alarm systems, complete electronics package
including Simrad GPS/Autopilot and Foruno Radar and AIS units, Heli-Sep USCG-approved Oil/Water
Separator, Owens Kleen Tank sewerage treatment plant and 1000 gpm firefighting capability.
Tankage includes capacity for 43,000 gallons of diesel, 1,800 gallons of lube and hydraulic oil, 11,000
gallons of potable water and 1,500 gallons of dirty/waste oil. Construction is scheduled to commence
in January 2005 with an estimated construction time of twelve months. Bisso Towboat says the tug, to
be named Alma S., "will be an almost exact carbon copy of our Cecilia B. Slatten," a 4,300 HP
reverse z-drive ship-assist tug also constructed by Main Iron Works in 1999 that was the first reverse
z-drive ship-assist tug on the Mississippi River. The new tug will feature a few minor modifications,
primarily in the areas of increased crew comfort and improved operational capabilities. The new tug
will join Bisso Towboat's fleet of 12 ship-assist tugs on the Lower Mississippi River, primarily servicing
the large bulk carriers and tankers that call in the River (Bron: Shipping News)
Simon Møkster orders at Aker
AKER Yards Group subsidiary Aker Brattvaag has won awarded a contract worth about NKr200m
(US$32.5m) by Simon Møkster Rederi AS to build a MT 6000 Mk II type platform supply vessel.
Delivery from Aker Langsten AS is scheduled for May 2006. The vessel will be approximately 86
meters long, with a beam of 19.70 meters and dead-weight shall be 4150 tons. This contract is a
repeat of a vessel under construction at Aker Langsten to the same owner for delivery mid next year
and is the latest in a string of offshore support vessel orders announced by Aker yards in recent
weeks. (Bron:L.Kramer)
Rem Offshore orders at Aker
REM Offshore has ordered a platform supply vessel from Aker Yards Group subsidiary Aker Brattvaag
for about NKr125m (US$20.4m). The Roll-Royce-design UT 755 LN vessel is scheduled for delivery
from the Norwegian yard in December 2005. Aker Brattvaag built the hull of the seismic survey vessel
Geo Angler and the factory trawler Pacific Pride" to the same owner in 1997. (Bron:L.Kramer)
Labroy inks Adsteam tugs
Singapore shipbuilder Labroy Marine has secured a newbuilding contract from Australian ports and
towage group Adsteam for two tugs in a deal worth SGD16m ($9.8m). The two tractor tugs, which will
have a full fire fighting capability, are scheduled to be delivered in January 2006, Labroy said.
Adsteam has ordered the two vessels on the back of a long term contract it recently secured to
provide towage services for a new LNG terminal in Darwin. These new contracts increase Labroy’s
shipbuilding orderbook to SGD396m and will keep the shipbuilding department busy until 2006. Earlier
this month Oslo-based Belden Shipping returned to Labroy to order a second 20,200-dwt cement
carrier in a deal worth SGD38.1m. (Bron: Shipping News)
Manta joins Alseas fleet
The compiler of the shippingnewsletter learned that ALLSEAS have chartered the MANTA with
intentions to buy the vessel The MANTA is built in 1991 at the Szczecinska yard in Poland under
number B92/222 and the present owner is Bohlen & Doyen Verwaltungs GmbH (Bron: Shipping
News)
SmitWijs London reports Salvage
SmitWijs London heeft 22/12 PM zijn sleep op Bombay High afgeleverd. Tot onze verbazing en
genoegen hoefde we niet naar binnen in Mumbai om in en uit te klaren, maar werd dat op afstand
gedaan. We leverden een 6 cm dik pak papier in aan een supply boot die naar Mumbai vertrok vanaf
Bombay High. Voordat de supply boot binnen was te Mumbai hadden we per email al de uitklaring
aan boord. Scheelde ons weer een hoop sigaretten, drank, etenswaren en ergernis. Vervolgens
gingen we onderweg naar een ankerplaatsje ongeveer 150 mijl west van Mumbai. Daar zouden we
voorlopig op station gaan, in afwachting van onze volgende reis en het houden van de kerst-BBQ.
Toen we 's middags op de ankerpositie arriveerden ging de telefoon en meldde Smit Salvage dat er
600' Zuid van ons een 40.000 tons container boot lag te drijven met een uitgebrande MK. We hebben
toen het anker maar weer geborgd en zijn als een speer vertrokken naar de LT Lloydiana, een
Italiaanse boot van de Lloyd Triestino. Daar zijn we 1e kerstmorgen aangekomen om de Italiaanse
boot, van Taiwanese eigenaar, Grieks management met een eenzame Italiaanse kapitein en een
allegaartje aan bemanning uit hun isolemento te verlossen. De machinekamer was totaal uitgebrand.
Schip had geen power meer, alleen uno emergencio generatoro. Met nog voor 12 uur gasolie. Het
weer op locatie was redelijk dus we konden in de lij langszij met behulp van onze yokohamafenders.
Eerstens de gasolietank opgevuld voor de komende 3 dagen. Daarna sleepklaar maken, wat wel
tegenviel zonder winchen van de Lloydiana. Maar met behulp van een lange tros en een winch aan
boord van de SmitWijs London werd de sleepverbinding via kluizen en rollen op het voorschip van de
Lloydiana rond en aan boord getrokken. Zes uur na aankomst waren we klaar en vertrokken we op
weg naar Colombo, waar we over een dag of 5 hopen aan te komen. Lloydiana schijnt naar Mumbai
te willen. Ze volgt haar eigen koers en die scheelt wel 40 graden van de onze. In Colombo worden de
4000 containers gelost en verder verscheept naar Europa. LT Lloydiana moet dan naar een
reparatiehaven. Of Smitwijs London dat gaat doen is nog onbekend. (Bron: kapitein Kees Pronk)
Smit Mandji
Na een moeizame start is ze dan toch eindelijk vertrokken. De gehele week is de Smit Mandji nog
bezig geweest met het wegwerken van kleine reparaties. Zo bleek b.v. de radar nog niet helemaal te
voldoen aan de eisen. Er aan een van de hoofdmotoren nog wat moest worden gesleuteld. Al met al is
zij op vrijdag 24 december uit de Rotterdamse Waalhaven vertrokken naar Port Gentil. (Bron: Hans
van der Ster)

Sleepvaart- en Offshore Nieuws

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Abstract

VLIERODAM WIRE ROPES Ltd. - Welkom bij Maasmond Maritime