posts this past week have been non-existent due to a Florida Vacation. This post will show some of the Tug Varieties that are commonly found. Due to USCG Crewing regulations, US companies prefer to use tugs and barges over similar sized ships due to the smaller required crew.
(Above) the tug Julie docked unmated from her Barge. You can see the mating pins just aft of her name. (Below) The ATB Acadia (Tug Unknown) mated and loaded.
(Above) Pusher tug with Barge
(Above and Below) Another Pusher Tug, Sea Dozer, moving crane barges for a Bridge replacement Project
(Above) A smaller tug, Bayou Teddy, on the same bridge replacement project
(Below) a SeaTow Assistance Tug. SeaTow is like CAA for your boat in the US.
Scunda Canada LP’s New Platform supply vessel Scotian Sea Arrived in halifax this morning. She is currently tied up at Woodside. Built in 1997 by Kværner Kleven Leirvik, she is a Ulstien 6065 design, orignally operating as Havila Runde.
A General Aragement Draving is Available Here (PDF)
Relais Nordik, a subsidiary of Desgagnés’s new ship arrved in Halifax today. The ship, Bella Desgagnés left Italy Friday, March 22, 2013, for Canada with an expected crossing time of 14 days to get to Halifax, where she will stop to clear customs and be restocked. The plan was then for her to proceed to Blanc-Sablon where she was planned to dock the evening of April 7, 2013. (2 days ago). the Bella Desgagnés was then to begin a familiarization trip & offer visits in all ports of the Middle and Lower North Shore as well as in Port-Menier, before heading to Sept-Iles to be christened. (Originally scheduled for April 15, 2013)
Immediately after her call in Sept-Îles, the ship will proceed to Rimouski to finalize documentation and formalities for Transport Canada approval, as is the normal procedure for a new ship destined for coasting trade in Canada, where she will then begin her regular service on April 29, 2013
Relais Nordik Inc. is a fully owned subsidiary of Groupe Desgagnés inc.; it transports passengers, general cargo and vehicles from the main terminals of Rimouski, Sept-Îles, Havre-Saint-Pierre and Natashquan, and to the eight ports of the communities it serves, i.e. Port-Menier, Kegaska, La Romaine, Harrington Harbour, Tête-à-la-Baleine, La Tabatière, Saint-Augustin and Blanc-Sablon. Each of these port agencies assures the reception, containerization, transportation and delivery of merchandise to the client.
Another Degagnes Vessel, the Dara Desgagnés Is currently undergoing rudder work in the Nova Dock at Halifax Shipyards.
The Transportation Safety Board of Canada (TSB) released its investigation report (M11N0047) into the November 2011 striking incident involving the supply vessel Maersk Detector and the mobile offshore drilling unit GSF Grand Banks in the White Rose oil field off the Grand Banks of Newfoundland. The Report Found Poor communication between the vessel’s bridge officers, as well as between the vessel and the rig, allowed the cargo operation to continue with key personnel unaware that the risk of striking was high.
On the afternoon of , the Maersk Detector was loading cargo from the drilling unit. Weather was deteriorating at the time, with increasing swells arriving from the south. During this operation, the vessel maintained its position relative to the drilling unit by means of an electronic control system called dynamic positioning. At 15:30, Newfoundland Standard Time, the Maersk Detector‘s port stern struck a column of the GSF Grand Banks, holing both the vessel and the rig. There were no injuries and no pollution resulting from the striking.
The investigation found that the relevant weather information was not provided proactively to the bridge officers, so they were unaware that the weather limits for the operation had been reached. Furthermore, the bridge officers did not work as a team, nor did they thoroughly use electronic data available to them to maintain separation distance. As well, the Master prioritized his visual assessment of distance and position over the dynamic positioning alarms and warnings, which were indicating that the vessel was not maintaining its position well. The Board also found that, without formal bridge resource management training and continued proficiency, there is an increased risk to the vessel, its complement and the environment.
The ship operator, Maersk Supply Services Canada Ltd., and Husky Oil Ltd., the oil field operator, have made important changes to their operations to mitigate the risk of a similar accident happening again. Transport Canada has also proposed amendments to the Marine Personnel Regulations regarding bridge resource management training.