May

200

4

Work on new head office is progressing 2

SMIT wastes no time with implementation of new safety code 3

‘Tricolor’ wreck removal resumed in May 4

Operation ‘Everton’ grand success 7

SMIT Panama prolongs exclusive concession 8

New pusher tugs for Keppel SMIT Towage 8

Barracuda/Caratinga FPSO project in Brazilian waters 9

SMIT Bristol assists Dutch Navy 9

Four sheerlegs place new cyclist bridge over river ‘Waal’ 11

Transport of tunnel parts for High Speed Train Tunnel 11

Dahej outfall project 12

‘John Ross’ becomes ‘Smit Amandla’ 14

SMIT webshop opens its doors 15

Helping hand 15

page 4SMIT starts construction

of two new vessels

page 10 ‘Rion Antirion’ bridge challenges ‘Taklift 7’

page 8New building tugs expected

for SMIT Panama

page 13New contracts

SMIT Terminals in Africa

page 6Successful parbuckling

operation of MV ‘Rocknes’

page 16Promising new pro-active

Fast Oil Recovery technology

More }}}

SMIT SALVAGE COMPLETES CHALLENGING JOB ON ‘TASMAN SPIRIT’

(PAGE 5)

WWW.SMIT.COM1

A few months ago, SMIT presented the 2003

annual figures, which were obviously good.

Naturally, we are delighted and proud, espe-

cially after the past few lean years.

The improved result is a direct result of the

support and trust that we have always had

from our clients and we are very grateful to

them!

Our strategy of returning to our core activities

- ‘lifting’, ‘towage’, ‘pushing’ and ‘pulling’ - has

also paid off. After a period of reorganisation

and economizing, SMIT is now back on track.

This means that we are looking to the future

with confidence. And the main focus of our

attention is our most important stakeholder

and that is you, our client.

In order to serve you even better in the future,

SMIT has started a programme of fleet renewal

and expansion. We are working to strengthen

our service offerings within the defined core

activities. In addition, we have signed contracts

for new ships. There is an article in this edition

of TUG Magazine about the new ships that

have been ordered for the Harbour Towage,

Terminals and Transport & Heavy Lift Divisions.

These vessels are part of the new standardisa-

tion process and is based on its proven tech-

nology. The construction of the new SMIT head

office currently underway at the Waalhaven in

Rotterdam is another positive sign.

SMIT and its people are looking ahead with

confidence. And the primary objective is- as

always - a healthy relationship with you, our

client.

Ben Vree

Chief Executive Officer

POSITIVE SIGNS

The relocation of the head office has been in the works for quite some

time now, and there are many more months of work ahead. Certain indi-

viduals have been appointed to lead the moving operation to ensure

that it runs smoothly once the big moment comes. In the meantime,

warehouses that used to be in Maassluis and Ridderkerk have already

been relocated. The warehouse where all kinds of SMIT equipment is

stored is now located just a stone’s throw from the new head office, next

to the harbour bay where SMIT recently began mooring its sheerlegs,

tugs and barges. SMIT Harbour Towage Rotterdam’s tugs will remain at

their current strategic position.

The new location offers SMIT several advantages. For one, the 13 loca-

tions in Rotterdam will soon be combined into a single homebase and

three secondary facilities. This is much more cost-effective and will also

help to integrate the different operational and office units, which will

generate a sense of unity and shared responsibility. This will provide

SMIT with the great advantage of having all its operations integrated at

a single location, thus creating maximum synergy.

The floor plan of the new office has been designed to improve internal

integration. Where the current office has a kind of “cell” structure where

many employees have their own office, the new building has a lot of

glass and open workspaces. Free and open communication between

colleagues is the goal for the future.

The company Multiplan of Den Bosch is responsible for the complete

development of the project, and supplied the architecture and the inte-

rior design. After being chosen as a preferred company out of the six

that were asked to submit draft plans, Multiplan provided SMIT with

an architectural design that was very much in line with the company’s

wishes. Their interior designer subsequently submitted a draft plan, and

after studying the plan SMIT was content to have Multiplan co-ordinate

and develop this part of the building process. The floor plan is designed

in co-operation with SMIT’s Facility Services department.

Waalhaven, pier 3The new location is called Pier 3 of the Waalhaven in Rotterdam. SMIT’s

initiative to set up its homebase at that location has served as a catalyst

for the development of this particular part of the Waalhaven and the

area will now be developed as an extensive office park for the maritime

industry. SMIT’s facility will be the first of at least four office buildings for

port-related organisations. Talks with the authorities on accessibility to

the site have been completed.

In future the development plans for the Waalhaven may go much further

than merely attracting new companies. Parts of the Waalhaven may be

filled in to create a site for a new football stadium. These plans, however,

are still under discussion.

SMIT expects to move into its new building at the beginning of

December 2004.

WORK ON NEW HEAD OFFICE IS PROGRESSING

Work on the new SMIT head office is well underway. With only a few months to go before the

big move, the office appears to be nearly finished. However, there is a great deal of work to do

before it is ready. Although the outside may be nearing completion, work has yet to begin on

the inside.

Colophon For any information about specific activities,

equipment and services, please apply to:

SMIT

Zalmstraat 1

P.O. Box 1042

3000 BA Rotterdam

Tel + 31 10 454 99 11

Fax + 31 10 454 97 77

E-mail company@smit.com

Editor

SMIT Public Relations

Photography

SMIT Public Relations

Ian Jackson

Edwin Otter

Roderik van Nispen

Peter Maenhoudt

Marije Soto

Hans de Jong

Illustrations

Studio Clarenburg, Schiedam

Texts

SMIT Public Relations

TRS Public Relations

Design & production

Studio Clarenburg, Schiedam

Printing

Schefferdrukkerij bv, Dordrecht

Copyright

Texts can be reproduced after

permission from the editor

SMIT’s new head office.

WWW.SMIT.COM3

TUG MAGAZINE

SMIT’s SHE-Q Department, which provides

Safety, Health, Environment and Quality

support to all SMIT’s activities, is working

on the final stage of the implementation of

the ISPS code.

The ISPS (International Ship & Port Facility

Security) code is one of the most recent devel-

opments in international legislation for the

shipping industry. The code was established

in accordance with the new international per-

spective on criteria for the security of shipping

activities. SMIT is affected by the code not only

because of its fleet, but also due to its having a

number of port facilities under its control.

The concept of having one internal service

provider for vessel management within SMIT

(Smit Vessel Management Services) has proven

its value through the efficient and timely

implementation and certification of the fleet in

compliance with the ISPS code. Although not

entirely completed yet, there is a clear indica-

tion that all the vessels exceeding 500 gross

tonnes within the SMIT fleet will be in posses-

sion of a valid certificate well before the dead-

line of 1 July 2004.

Certification means that personnel on board

and ashore have received security training, that

hardware for vessel identification is installed,

that there are security plans for each and every

vessel and security drills have been held. In

cooperation with the Port of Rotterdam author-

ities, security plans are being developed for our

new facility at the Waalhaven in Rotterdam.

Due to our role as a provider of harbour towage

services in the major ports of the world, it is

anticipated that the impact of the ISPS code

will go beyond our 500+ gross tonnage vessels

and port facilities and will affect the security

measures on harbour tugs, which no doubt play

an important role in the security structure of

ports. The same goes for the Terminals Division,

where we will tie in with the security plans of

the onshore and offshore terminals in delivering

our services to the oil industry.

SMIT WASTES NO TIME WITH IMPLEMENTATION OF NEW SAFETY CODE

‘Toolbox meeting’: before a diver descends, he and his

colleagues check the diving plan including all safety aspects.

1

2

3

54

6

1 Berthing place for barges

and sheerlegs.

2 Floating pier,

length 200 meters.

3 New warehouse.

4 Dry storage.

5 Outside storage.

6 Headquarters.

Aerial view of new location at

the Waalhaven in Rotterdam.

|

WWW.SMIT.COM3

TUG MAGAZINE

The wreck removal of the ‘Tricolor’, the vehicle

carrier that was lost in December 2002, 20

miles off the French coast in the English

Channel, resumed in the beginning of May.

Four sections from the vessel that was cut

into nine still lie on the ocean floor and will

be lifted and transported to Zeebrugge.

All the cutting work on the vessel finished

last year before the operation was halted in

November due to bad weather conditions.

The 1987-built ‘Tricolor’ was lost following a

collision with the container ship ‘Kariba’. The

‘Tricolor’ was en route to Southampton from

Antwerp, laden with nearly 3,000 luxury cars.

There were also some 2,000 tonnes of bunker

oil on board. The vessel suffered damage so

severe that she went down in less than half

an hour. Thankfully, all crewmembers were

rescued.

So far, the Combinatie Berging Tricolor, the

consortium responsible for the wreck removal

operation, has performed all eight required

cuts and has removed five of the nine sections

from the seabed. The cutting was done using

the specially designed cutting wire also used

by SMIT for removing the nose of the Russian

nuclear submarine ‘Kursk’.

CBT has sub-contracted SMIT Salvage to final-

ise the work. Besides removing the remaining

sections of the wreckage, the salvors will make

sure that all debris larger than one metre is col-

lected. This includes the cars that have slipped

out of the vessel into the sea. As there may still

be small quantities of oil trapped on board the

vessel, an anti-oil-pollution vessel will be sta-

tioned next to the ‘Tricolor’ to prevent oil from

escaping. Depending on weather conditions,

SMIT Salvage intends to complete all its activi-

ties on the ‘Tricolor’ in August this year.

‘TRICOLOR’ WRECK REMOVAL RESUMED IN MAY

SMIT Transport & Heavy Lift (a division

of SMIT) has ordered two new ships to be

built at the Keppel Singmarine shipyard in

Singapore. This order involves the construc-

tion of two Anchor Handling Tug Supply

Vessels. Both vessels have a bollard pull

capacity of 70 tonnes and will be delivered

in the second half of 2005.

In addition to the contract for the two new ves-

sels, SMIT has also taken an option on two other

vessels with a bollard pull of 120 tonnes. These

are the first vessels in SMIT´s new standardisa-

tion process. All four ships share the same basic

design. They have 450 square metres of open

deck space, underdeck supply capacity, accom-

modation capacity for more than 40 persons,

Dynamic Positioning 2 and FiFi I.

The investment will provide SMIT with vessels

capable of performing a diverse variety of tasks.

In addition to tasks such as anchor handling

and supply, the ships can be used for salvage

and maritime projects. The ships have also been

equipped to hold a deck crane and an A-frame.

The variable purposes of the vessels, and the

possibility to adapt and configure them, enables

us to meet our client´s wide-ranging require-

ments. The vessels will be used for anchor han-

dling, supply, salvage and project support in

Southeast Asia and West Africa.

SMIT has chosen Keppel Singmarine to build

these vessels due to the yard’s expertise in the

construction of this type of vessel and because

of its established reputation of delivering high-

quality work at competitive prices.

SMIT STARTS CONSTRUCTION OF TWO NEW VESSELS

Technical details70 TBP AHTS

Bollard pull: 70 tonnes

Horse power: 2 x 3300 bhp = 6600 bhp

Length overall: 70.9 m

Beam: 16.0 m

Draft: 5.6 m

Deck space: 450m2

Dynamic Positioning 2 (DP2)

Fire Fighting I (FiFi I)

Winch: 225 tonnes brake force, 150 tonnes pull force;

2 drums: 2 x 1000m x 58mm

Bow screws: 2 x 750 bhp

Stern screws: 1 x 750 bhp

Accommodation: 42 persons (18 x single

and12 x double cabins)

Option: 120 TBP AHTS

Bollard pull: 120 tonnes

Horse power: 2 x 5000 bhp = 10000 bhp

Length overall: 70.9 m

Beam: 16.0 m

Draft: 5.6 m

Deck space: 450m2

Dynamic Positioning 2 (DP2)

Fire Fighting I (FiFi I)

Winch: 400 tonnes brake force, 150 tonnes pull force;

3 drums: 1 x 1800m x 68mm and 2 x 1300m x 68mm

Bow screws: 2 x 750 bhp

Stern screws: 1 x 750 bhp

Accommodation: 42 persons (18 x single

and 12 x double cabins)

‘Taklift4’ working on site.

WWW.SMIT.COM5

TUG MAGAZINE

The ‘Tasman Spirit’ grounded in the

Channel of the port of Karachi on 27 July.

SMIT Salvage removed the remaining oil,

prior to the wreck removal operation. The

entire operation has taken several months.

SMIT Salvage was awarded the contract

to remove the wreck of the Motor Tanker

‘Tasman Spirit’ near Karachi in Pakistan in

December 2003 by The American Club, the

P&I club of the Greek-owned ‘Tasman Spirit’.

Hans van Rooij, managing Director of SMIT

Salvage said, ‘The wreck removal operation was

extremely challenging. The SMIT team not only

had strong currents, access difficulties and zero

visibility to contend with, but also the fact that

the vessel was embedded in a trench some

six metres deep and had completely fractured

into two sections. We are pleased to have fin-

ished the job with our team safe. They did a

good job.’

It was the forward section that had sustained

the most severe structural damage, with over

90% of the bottom plating damaged or miss-

ing up to a height of four meters from the

keel bottom. The aft section cargo tanks had

experienced severe damage to the bottom

plating and longitudinal bulkheads, and a large

section of the starboard side shell plating and

tank framework was destroyed.

Due to the time constraints

placed by the approaching

monsoon season, and the

previously unknown extent

of the damage sustained by

the `Tasman Spirit´, a com-

bination of patching and lift-

ing was employed to expedite

the wreck removal while allow-

ing for contingency

planning.

On 10 February salvage work on the ‘Tasman

Spirit’ was temporarily stopped whilst SMIT

Salvage awaited clarification of a demand

by Pakistan customs for extraordinarily high

duties on their equipment. This was the point

in the operation at which the forward section

of the wreck was ready to be re-floated and

taken to Gadani Beach, where a buyer awaited

delivery.

Indications were that SMIT’s spread could be

subject to customs duties of some 46% of

the value of the equipment either on site or

en route. If accurate, the total sum due would

have been approximately $14 million. It is

customary for coastal states to waive customs

requirements if, as was the case in Karachi, the

equipment is only going to be in the country

temporarily to carry out a specific operation.

But the magnitude of these poten-

tial duties and the wording of

related financial guarantees

were threatening the practi-

cal and financial basis of

the salvage operation to

remove the wreck of the

‘Tasman Spirit’.

Hans van Rooij, said at this

point, ‘I am flying to Karachi

immediately to join my team and

help them get to the bottom of these

problems. Salvage is never an easy business,

but in this case we have a great team working

successfully on a challenging job. We want to

re-float the ship and make the channel into

Karachi safe. However, now we have a bureau-

cratic mountain to move before we can do our

job.

I am hoping that common sense will prevail

and I am looking to meet the people who can

make the right decisions.’

The wreck of the ‘Tasman Spirit’ was eventually

successfully removed. The aft section was re-

floated and was delivered to buyers at Gadani

Beach in the province of Baluchistan, Pakistan.

This followed the earlier removal of the forward

section of the tanker.

Speaking in London, Brian Davies, Claims

Director of The American Club said, ‘We are

very pleased with the outcome. SMIT has

completed a difficult operation under dif-

ficult circumstances well within the required

time frame. It was very important to remove

the wreck before the onset of the South West

monsoon.’

The removal of the wreck ensures that the

channel is much safer for navigation into and

out of Karachi, the port that handles some 90%

of Pakistan’s seaboard trade.

SMIT SALVAGE COMPLETES CHALLENGING JOB ON ‘TASMAN SPIRIT’ IN PAKISTAN

The ‘Tasman Spirit’ wreck removal operation took place in the middle of a busy shipping lane.

The semi-submersible barge ‘Smit Anambas’

lies next to the ‘Tasman Spirit’.

The broken vessel was partly submersed.

WWW.SMIT.COM5

TUG MAGAZINE

We have a

great team working

successfully on a

challenging job.

When the rock-dumping vessel ‘Rocknes’ capsized and sank in the Vatlestraumen in Norway

on 19 January, the country was shocked by this terrible accident. Not since World War II had

a naval accident caused so many deaths in the country. It took the lives of eighteen seafar-

ers. Fortunately, twelve members of the crew were rescued immediately after the capsizing

due to the fast response of emergency teams.

A survey of the vessel´s condition led to the belief that it could be salvaged, repaired and put back

into use. For this reason, experts from SMIT Salvage were contracted to find a salvage approach

that would allow the ‘Rocknes’ to be recovered with the least possible damage. It was decided

that the best method would be to parbuckle the vessel using specialised techniques well known

to SMIT Salvage. The work would be difficult and hazardous, and require meticulous and detailed

planning for every stage of the salvage operation.

After weeks of careful preparations, the parbuckling operation was eventually carried out on 28

March. Wires slowly pulled the ‘Rocknes’, with her length of 166 metre and weight of approxi-

mately 9,000 tonnes, 180 degrees round to an upright position. The wires were connected to the

vessel’s bottom plates from where they passed around the hull to surface again on the other side

of the vessel and led to winches placed on two barges. The barges, which were moored in the bay,

were specially outfitted for the operation. The pulling capacity needed for the operation was a

minimum of 3,000 tonnes divided over eight winches. This entire operation was performed at the

CCB yard in Agotnes.

Before the parbuckling began, the vessel was secured at her starboard side by means of hold-back

wires connected to 12 rock anchors each drilled 12 metres down into the rock structure of the jetty.

On the portside the ‘Rocknes’ was connected to the two pull-barges. Winches that were mounted

on these barges pulled into the opposite shore. Here, strongpoints had been installed, also by

means of the rock anchor technique. The barges were pulled towards the shore and the attached

vessel was forced into a rotating movement. It was pulled into an upright position in one day.

In order to facilitate the parbuckling process, the vessel’s starboard side tanks were ballasted and

her portside tanks were pressurised with air. In accordance with the laws of physics, the starboard

side tanks lost buoyancy and sank while the portside tanks rose. In addition, the starboard tanks

were able to resist the water pressure when the tanks reached the rotating depth of approximately

20 metres.

SMIT Salvage has successfully refloated

the cruise ship ‘Pride of America’ at the

Bremerhaven in Germany. The three

flooded decks of the cruise ship were

dewatered and the vessel was towed into

a dry dock where repairs got under way.

The Norwegian Cruise Line ‘Pride of America’

has a length of over 280 metres and a pas-

senger capacity of more than 2,200. It is

owned by Norwegian Cruise Line, a subsidi-

ary of Malaysian Star Cruises, who bought

the vessel as an uncompleted hull when

American Classic Voyages went bankrupt in

2001. The Lloyd Werft Shipyard was lengthen-

ing and composing the vessel when it took

on water during a storm at Bremerhaven in

January. The storm caused the vessel to take

on water, probably as a result of a hull leak.

After the storm the vessel listed approxi-

mately 14 degrees to starboard and settled

on the bottom of the harbour, with three

decks submerged. A construction crane

crashed into a building when the ship listed,

injuring three workers on the ship. SMIT

Salvage was called in to upright the partly

flooded cruise ship.

After several weeks of preparations the pump

operation started in mid-February. Prior to this

operation, SMIT connected the submersible

barge ‘Giant 2’ to the port side of the cruise

vessel in order to stabilise it.

Within 20 hours the vessel was refloated and

placed in a nearly upright position. One day

later the cruise liner was towed to a dry dock

at Lloyd Werft where it will be completed.

SMIT Salvage looks back on a well-performed

operation.

´PRIDE OF AMERICA´

REFLOATED IN BREMERHAVEN

SUCCESSFUL PARBUCKLING OPERATION OF MV ‘ROCKNES’

The parbuckling operation was completed, the vessel was stabilised and de-watered to allow a

search party in to find the bodies of missing crewmembers. Unfortunately they only found one, and

one remains missing. In the meantime another team worked on the preservation of the engine and

other important instruments. Other parts of the vessel were sprayed with anti-corrosion material.

When the final tasks were finished the vessel was towed to a dry dock in Bergen where SMIT’s

involvement ended and repairs were started. Yet another complex and difficult salvage operation

had been completed successfully.

‘Rocknes’ during the parbuckling operation.

Heavy winches on barges

pulled ‘Rocknes’ in a upright

position.

Three decks of the ‘Pride of America’ filled with water.

WWW.SMIT.COM7

TUG MAGAZINE

On 7 April 2004, SMIT Salvage successfully

completed a major pollution prevention

operation. The tanker ‘Everton’ had col-

lided with a Taiwanese fishing vessel on the

morning of March 22, and large fires broke

out aboard the vessel. An Omani response

team managed to put out the fires, and

passing vessels picked up the crew.

The success of the operation diverted the

threat of a major ecological disaster.

During the operation, SMIT Salvage worked

closely with an Omani task force of naval units

and the Coast Guard. Together they imple-

mented a salvage plan involving temporary

repairs to the tanker, the safe discharge of

over 80,000 tonnes of crude oil at a safe loca-

tion and the towage of the casualty to Fujairah

for repairs. Access to sheltered waters was an

important factor in the successful outcome.

SMIT Salvage Managing Director Hans van Rooij

mentioned that the successful tanker salvage

and pollution prevention operation shows what

can be accomplished through close co-operation

between salvor, governments and national

response agencies. The Government of Oman

supported the salvors when they requested a

place of refuge for the ‘Everton’ and the condi-

tions set for a safe haven were fair and reason-

able. It was also said that the ‘Everton’ salvage

and cargo transfer represents a model for

future operations of this type for SMIT Salvage.

The ‘Everton’ was heading from Kharg Island to

the Egyptian Red Sea port of Ain Sukna when

the accident occurred in the Gulf of Oman.

The fishing vessel ran off immediately after the

collision, leaving the ‘Everton’ with a horizontal

split in its port side shell. All the damage was

above the waterline, but some 400 tonnes of

oil was lost. The oil ignited and most of it was

consumed in the resulting fire forward. The

crew was forced to abandon ship and all but

one were rescued. The last seafarer was never

found, despite an exhaustive search and rescue

operation. The Omani response team eventu-

ally put out the fires on 24 March.

After receiving a Lloyd’s Open Form for the

‘Everton’, SMIT salvage sent out a team of five

to Oman. Omani military personnel picked

them up on the island of Masirah and took

them to the ‘Everton’, where they arrived on

25 March.

When they arrived onsite, the salvage team

saw that the fire damage to the port side was

quite severe. The fire had reached the accom-

modation. The main collision damage con-

sisted of a 13-metre-long gash in the side shell,

some 35-40 centimetres wide. This ran horizon-

tally some 5 metres above the water line and

1.5 metres below deck level. There was minor

leakage from the gash in the side.

SMIT’s team worked with the ‘Everton’ Master,

Chief Officer and Chief Engineer on a work

programme that would prepare the ‘Everton’

for a safe ship-to-ship transfer of its cargo. One

member of the salvage team assumed the role

of Shoreside Coordinator and worked closely

with the Omani authorities. Meanwhile, the tugs

‘Hellas’ and ‘SmitWijs London’ were standing by.

The cargo transfer was initially meant to take

place at Salalah, but favourable weather per-

mitted a change of plan. After the gash in

the tanker’s side was effectively closed with

chicken wire and polyurethane foam, the

vessel was towed to a sheltered bay where

the transfer was performed under excellent

weather conditions.

SMIT Salvage was impressed at the high level

of response capability shown by the Omani

authorities. The very high level of co-ordination

was apparent from the first, when the salvage

team was met at the airfield and driven to a

boat waiting to take them out to the naval

vessel. Then the pollution control equipment

was brought up swiftly and at the initiative of

the agencies ashore. The attitude towards the

request for a safe haven was positive. Thanks

to the Omani authorities, no time was wasted

when the team arrived on scene.

After the completion of the ship-to-ship trans-

fer from the ‘Everton’, ‘SmitWijs London’ towed

the vessel to Fujairah Dry Dock for repairs and

the operation was brought to an end.

TEAMWORK BETWEEN SMIT AND OMANI GOVERNMENT MAKES OPERATION ‘EVERTON’ GRAND SUCCESS

The gash was effectively closed with

chicken wire and polyurethane foam.

The ship-to-ship transfer was performed

under excellent weather conditions.

WWW.SMIT.COM7

TUG MAGAZINE

SMIT has succeeded in renewing its exclu-

sive concession for the provision of harbour

towage service at the MIT and CCT container

terminal. The Manzanillo International

Terminal (MIT), owned by SSA, and Coco Solo

Terminal (CCT) are situated on the Cristobal

side of the Panama Canal. In 2001 SMIT

Panama was awarded an exclusive conces-

sion agreement for harbour towage services

at both terminals for a period of three years.

General Manager Capt. Ronald Neomagus says:

‘The MIT/CCT container terminals are the larg-

est container terminals we have in Panama. As

a result, the towage operations at these termi-

nals are of importance to us. Not only because

of the substantial number of tug jobs, but also

because of the fact that we can now continue

rendering assistance to many of SMIT’s global

customers, like Maersk, P&O Nedlloyd, Mitsui,

Hapag Lloyd, NYK and ZIM Lines. In order to

ensure optimal logistics combined with timely

and safe berthing and unberthing of vessels,

SMIT has set up a SMIT implant office with

MIT in 2001. The value of our companies’ past

experience was, without doubt, an important

advantage we had during the contract nego-

tiations. Over the last years we have managed

to build up a relationship of mutual trust and

understanding with both the board and the

employees of MIT/CCT. This positive relation-

ship has, of course, also contributed to the

continuation of our exclusive concession.’

Capt. Ronald Neomagus also mentions the fact

that SMIT Panama has always provided the

right tugs for the job. The ‘Smit Mersey’, ‘Smit

Mississippi’ and the ‘Smit Tobago’ are dedicated

tugs for towage at the terminals. The first two

tugs have a bollard pull of 62 tonnes. The ‘Smit

Tobago’ has 40 tonnes. The 1999 DAMEN built

tugs are particularly suited to this type of work.

With these tugs we can ensure timely and safe

berthing and unberthing to our customer at all

times. ‘We are happy to say that SMIT will con-

tinue to do this job in the next years to come!’

Joint venture company Keppel SMIT Towage

Pte Ltd has just taken delivery of two pusher

tugs, ‘Indah Tiga’ and ‘Maju Star’, from Keppel

Singmarine.

The tugs measure 27.9 metres in overall length

and 3.8 metres in draft design. Each of these

tugs is powered by two 1,800 hp Niigata

engines and has a bollard pull of 45 tonnes.

Both tugs are also equipped with fire-fight-

ing capability. Each of them is fitted with two

SKUM fire monitors (600m3 each). The tugs are

classified by Lloyd’s Register.

These two tugs are currently working in

Singapore Harbour and have increased the

fleet size of Keppel SMIT Towage Pte Ltd to 28.

SMIT PANAMA PROLONGS EXCLUSIVE CONCESSION WITH MIT/CCT TERMINAL

NEW PUSHER TUGS FOR KEPPEL SMIT TOWAGE

SMIT has ordered two new tugs for its

towage operations in Panama. The new ves-

sels will be built with DAMEN Shipyards in

Galatz (Romania). SMIT has chosen to pur-

chase two Azimuth Stern Drive Tugs with

4626 bhp and a bollard pull of 54 tonnes.

Due to the positive experience with the

‘Smit Mersey’ and Smit Mississippi’ , the

choice for ASD propulsion was obvious. Our

customers, the pilots and the terminal oper-

ators gave their full support to our choice.

Barring unforeseen circumstances, the first

new tug is expected to arrive in Panama

in the first week of September 2004. The

second tug will arrive approximately seven

months later.

The investment in new tonnage is a logi-

cal result of the positive future outlook for

the harbour towage operations in Panama.

Several investment projects are expected to

be finalised in the near future. For example,

in Cristobal (Atlantic side) both the MIT and

CCT terminals are currently investing in exten-

sion of the quay space and container yards.

As a result, more traffic is expected. In Balboa

(Pacific side) the container terminal owned by

Hutchinson Whampoa will also be extended.

Extension of the quay in Balboa will provide

space for more panamax vessels. The new

infrastructure will add an estimated 450,000

TEUs per year to the existing 360,000 TEUs

handled in 2002. The project is expected to be

completed in 2004.

With its investment in new tonnage, SMIT

acknowledges the strategic importance of its

operations in Panama. The company is confi-

dent that the investment will give a positive

incentive to the shipping community. With the

new powerful ASD tugs, SMIT will be able to

continue providing quick and safe assistance

to our customers in valued Panama.

NEW BUILDING TUGS EXPECTED FOR SMIT PANAMA

The ‘Maju Star’

The ‘Indah Tiga’

Damen ASD tug

2810

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TUG MAGAZINE

SMIT Transport & Heavy Lift has successfully completed

work on the inshore integration of the P-43 (Barracuda)

and P-48 (Caratinga) Floating Production Storage and

Offloading units (FPSOs) in Brazil.

SMIT’s involvement consisted of the project management,

engineering and provision of equipment and services, required

for the safe transportation and installation of the 24 top-

side process modules. Kellog, Brown and Root INC awarded

the contract in June 2002. They based their award on SMIT’s

proven ability to produce high-quality results coupled with

SMIT’s provision of tailor-made solutions.

To lift the modules, SMIT utilised its Brazilian based sheer-

legs, ‘Taklift 6’, with a capacity of 1,200 tonnes and a draught

of approximately 3.50 meters in combination with its 1,600

tonnes ‘Taklift 4’, which was mobilised out of Europe and has

a draught of approximately 4.00 meters. Both sheerlegs were

ideal for the performance required in very shallow waters.

Due to the weight (up to 1,600 tonnes) and required outreach,

12 modules required a tandem lift by both sheerlegs. The

remaining lifts were performed by either ‘Taklift 6’ or ‘Taklift

4’ separately. Together, the two floating sheerlegs performed

approximately 70 lifts, some of which were done under chal-

lenging conditions. One of conditions was that the lifting work

required the design and fabrication of a purpose-built lifting

frame, which was utilised for both single and tandem lifts.

While the Barracuda FPSO was moored in Niteroi, a small

town near Rio de Janeiro, the Caratinga FPSO was moored at

a yard in Angra dos Reis, about 130 kilometres south of Rio de

Janeiro. SMIT subcontracted the Brazilian company Superpesa

to transport all the modules by barge from the four different

manufacturing yards in the Rio de Janeiro area to the FPSOs.

Local partners Camorim and Wilson Sons provided the tugs for

assisting the sheerlegs and for the towage of the barges. The

last module was installed on Caratinga FPSO at the end

of February 2004 according to schedule.

BARRACUDA/CARATINGA FPSO PROJECT IN BRAZILIAN WATERS

To ensure that the officers and crew of the

Dutch frigate HNLMS ‘Willem van der Zaan’

were fully trained and ready for their front-

line role in the war against drug smugglers

in the Caribbean, they needed to practice

intercepting, stopping and searching a

‘gofast’ type of craft. SMIT Bristol was asked

to assist the navy and deployed one of its

high powered patrol craft in the English

Channel to act as the gofast.

The Netherlands Antilles and Aruba, in the

Caribbean, are devolved territories of the

Kingdom of the Netherlands. This means that

they handle all their own governmental affairs

apart from defence and foreign affairs. One

frigate with a helicopter, two maritime patrol

aircraft and part of the third battalion of the

Marine Corps are permanently stationed in the

Caribbean at Parera Navel base on Curacao.

The Flag Officer Caribbean of the Royal

Netherlands Navy is the sub-commander of

the Joint Inter-Agency Task Force East (JIATFE),

an American organisation that combats drug

smuggling.

Due to the close proximity of the northern

coast of South America, the Netherlands

Antilles and Aruba are favoured targets of the

drug smugglers, who use small but high pow-

ered craft, ‘gofasts’, to transport drugs into the

territories, hopping from island to island and

using their speed to evade capture by JIATFE.

This year the current Netherlands West Indian

Guard Ship is handing over her role to her

replacement, HNLMS ‘Willem van der Zaan’.

Captain Trevor Shaw of SMIT Bristol reports:

‘Just over the horizon HNLMS ‘Willem van der

Zaan’ detects the movement of a high speed

gofast and quickly gathers speed to intercept.

Radio contact is established with the gofast and

questions are asked. Within minutes the frigate’s

helicopter is launched and is quickly circling the

gofast. Clearly the gofast is not responding to

the polite and reasoned requests to stop and

be searched. In fact it seems to be going faster,

approaching 40 knots, and trying to escape from

the helicopter and frigate.

‘Armed intervention is authorised and the

helicopter takes up position very close astern

of the gofast. The idea of this manoeuvre is

to put the front wheel of the helicopter onto

the top of the engines of the gofast and apply

pressure. This makes the gofast come off the

plane to become a displacement vessel and

reduces its speed. In the practice operations it

is not physically done but the helicopter pilot

does practice coming up very, very close to the

gofast and very low to the sea at speed.

‘With this manoeuvre not stopping the gofast

the frigate decides to open fire, the helicopter

withdraws and two shots are fired just ahead

of the gofast. When the gun is turret-mounted

on a frigate moving at speed in a seaway and

the target is also moving in a seaway at close

to 40 knots you will appreciate the skill needed

to place a shot just ahead of the gofast but

close enough to intimidate the crew to stop.

The SMIT crew onboard certainly appreciated

that they deliberately missed!

‘The gofast crew decide that things are getting

a little hot and eventually agree to stop and be

searched. The frigate comes in close to provide

protection and observation, to check if anything

is being thrown overboard, and sends two boats

laden with armed marines to search the gofast

and her crew. One set of marines board to

search while the other marines lay close along-

side with their guns trained on the crew. The

‘drugs’ are quickly found and the gofast and

crew are arrested.

‘For us an exciting and exhilarating ‘game’ comes

to an end. But it is not a game. The exercise trains

young men and women of the Royal Netherlands

Navy to find drugs in a hostile environment and

help stop the influx of drugs into our civilised

society. They learn from their ‘mistakes’ in a safe

training environment, it makes them safer for the

real dangerous operations, when the gofast crew

will fight back with real weapons, and it makes

them more effective.’

SMIT BRISTOL ASSISTS DUTCH NAVY

A letter of thanks

from the the Royal

Netherlands Navy

Dear Captain Shaw,

As with all good things, our training

period has come to an end. We are

back in the Netherlands and preparing

for our next deployment (to the West

Indies). I would like to thank you for the

excellent support you provided during

the work-up serials. Your comments

have been noted and our plans have

been adapted accordingly.

Many thanks and with regards.

Hugo Ammerlaan

CDR H L J Ammerlaan RNLN

CO HNLMS ‘Willem van der Zaan’

‘Taklift 4’ and ‘Taklift 6’ performing a tandem lift.

A SMIT Bristol patrol vessel assisting a rescue operation.

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The Rion-Antirion Bridge that is currently

under construction in Greece will connect

the Peloponnese with the western mainland

of the country. Once finished, it will be the

world’s longest cable-stayed bridge, with a

length of approximately 2.3 km. After win-

ning the contract for the tow-out and instal-

lation of the bridge’s four pierheads in 2000,

SMIT is now involved in the second phase of

the project, comprising heavy lift work for

the installation of the pylonleg covers, the

pylonhead sections from which the bridge

is stayed and in total 184 bridge girders.

For this task ‘Taklift 7’ was mobilised into

Greece, together with the anchor-handling tug

‘Zeeleeuw’. Support pontoon ‘Tak 5’ is used for

transport and storage of the 175-metre-long

longboom of ‘Taklift 7’. The floating sheerlegs

has performed some major lifts, one of them to

a height of no less than 162 metres with a load

of 185 tonnes. The lift was performed at the

maximum capabilities that this sheerlegs has

to offer. The lifting work is even more challeng-

ing due to the conditions onsite. The crew of

‘Taklift 7’ has to deal with fierce winds, strong

currents and heavy shipping traffic.

The Rion-Antirion Bridge consists of five spans,

with the larger spans reaching 560-metres in

length. In addition to being the world’s largest

cable-stayed bridge, its foundations are also

the largest ever built for a bridge. The construc-

tion involves the use of the most advanced

technologies in the construction of offshore

concrete platforms and long cable-stayed

bridges. The completed bridge will allow traffic

to cross the Corinth Gulf Strait in only five min-

utes, whereas it now takes 45 minutes by ferry.

Due to the fact that the bridge project leaders

have discovered the ease of having a floating

sheerlegs onsite with the flexible capabilities

and lifting speed of the ‘Taklift 7’, the sheerlegs

performs far more lifts than initially planned.

After completion of the bridge, ‘Taklift 7’ will

assist in disassembly of the 175 metre-high

tower cranes installed on each pylon. SMIT’s

work on the project is anticipated to end in

July 2004.

WORLD’S LONGEST CABLE-STAYED BRIDGE CHALLENGES SMIT’S ‘TAKLIFT 7’

‘Taklift 7’ installs a bridge segment using its 175-metre-long longboom.

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A large crowd gathered near the river Waal

when four sheerlegs placed a cyclist bridge

across the river on 20 March 2004. The con-

tract for this project was awarded to SMIT

Heavy Lift at the beginning of 2003 and

involved the planning and execution of the

lifting work.

For this project four floating sheerlegs were

mobilised, including the SMIT sheerlegs

‘Ajax’ and ‘Taklift 3’. Barges and tugs were also

present onsite to assist the sheerlegs during

the lifting and transport of the newly built

bridge.

Before the operation started, the bridge was

positioned on the north bank of the river. The

sheerlegs, held apart at a stable distance by

barges that were secured between them, were

brought into position along the length of the

bridge and were attached to it.

Because the operation would utilise the entire

river breadth, shipping traffic was halted that

day. The sheerlegs formation lifted the bridge,

aided by an anchored winch barge and tugs

to keep them in their proper positions during

the bridge’s transport from the riverbank to

its cross-river position. First, the weight was

built up in steps of 50 tonnes, in order to allow

interim checks. When the weight had been

fully transferred to the sheerlegs the bridge

was lifted up.

The formation was then warped to its end

position and the bridge was lowered to a

five-centimetre distance from its supports.

Couplings were installed to secure it to the

existing railway bridge next to it. The sheerlegs

then lowered and released the bridge onto

the supports. The weight was transferred suc-

cessfully and the operation was concluded.

The bridge has provided the inhabitants of

Nijmegen with a fast connection between the

two riverbanks.

The HSL (High Speed Line) Tunnel Project

that is being carried out by the Dutch

‘Bouwcombinatie Drechtse Steden’ has

contracted SMIT Heavy Lift - Marine

Projects to transport tunnel elements from

Barendrecht to sink-down trenches in the

Oude Maas and the Dordtsche Kil. The HSL

Tunnels are important parts of the new HSL

line between Amsterdam and Brussels.

Every tunnel consists of seven tunnel elements

built at a construction dock in Barendrecht.

Upon arrival at the site, the tunnel elements

were sunk down in custom-made trenches and

secured together by the BDS combination.

The transports from Barendrecht to the two

end locations were performed by four 1,800

BHP tugs, a pusher tug and support vessels.

The 14 elements would take one trip each. The

formation had to wait until an hour before

high tide to leave the construction dock

because of the currents. A current-measuring

vessel signalled when the vessels could leave

the dock. Once the formation reached the river,

it had to maintain a pre-set speed that would

ensure that it arrived exactly on schedule.

The timing was important because waiting in

the middle of the river with the elements was

intolerable. With their length of 150 metres

and a beam of 17.7 metres, they would have

blocked the entire river.

The formation moved along at a speed of 2.5

knots (4.5 km/h), carrying a structure that

would allow trains to run at a steady speed of

300 km/h. After the successful and unevent-

ful transport of all 14 tunnel elements the HSL

Tunnel Project was brought one important

step closer to completion. Once completed it

will provide the Netherlands with an economi-

cally vital railway connection.

FOUR SHEERLEGS PLACE NEW CYCLIST BRIDGE OVER RIVER ‘WAAL’

TRANSPORT OF TUNNEL PARTS FOR HIGH SPEED TRAIN TUNNEL

The bridge slowly being transported to its final destination.

Manoeuvring with one of the tunnel parts.

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In Dahej, on the Golf of Cambay in Gujarat province in northwest India, industry is expanding

and diversifying. An LNG terminal built by Ballast Nedam was recently put into operation there.

GIDC (Gujarat Industrial Development Cooperation), which is financing and supervising the

expansion, had a 40-km-long pipeline laid inland to be used by the factories in the area to drain

their cooling water and other wastewater. The pipeline

emerges at the coast near Dahej, where the final section

was laid in the sea.

Last year SMIT Marine Projects in Singapore was contracted

to lay the final section. For that purpose, the ‘Container

Aquarius’ was converted into a pulling barge with a capacity

of 550 tonnes and moved to India. Because GIDC incurred

technical difficulties onshore, however, the pipe was not laid

and with the monsoon approaching the pull was cancelled.

After the monsoon, improvements resumed on the equip-

ment onshore and SMIT Marine Projects in Singapore was

contracted again for the bottom pull of the pipe, which has

a diameter of one metre. The ‘Smit Asiangi’ was converted

into a pulling barge for the project and equipped with three

lucker winches (one in reserve) on board with a total pulling

capacity of 850 tonnes. The container ship was also equipped

with two crawler cranes with lift capacities of 250 tonnes and

150 tonnes respectively, plus eight point mooring and con-

siderable space for accommodating the 44 crew members.

The vessel had a recreation room and several offices for GIDC

and SMIT. In addition, there was a communication room with

a telephone and e-mail service that was operated via the

Mini-M or Iridium set for communicating with the rest of the

world. There was also a local mobile telephone onboard for

reaching the onshore co-ordinator, Mike Smith.

Cosmopolitan crew

The crew aboard the ‘Smit Asiangi’ was a cosmopolitan group, originating from the Netherlands,

the Philippines, Malaysia, Indonesia, India, Thailand and Singapore. They worked well together as

a team. A catering company prepared the meals on board, which were generally thought to be

good. Unfortunately, though, they forgot to load the ice cream in Singapore…

The pipeline was to be laid from the beach, which under normal circumstances would not have

been a problem. However, at that particular location the current is strong. During the spring tide,

6-7 knots and a drop of 8 metres were measured, which means that at low tide the beach is over

1.5 kilometres wide and at high tide the water rises to the dunes. Consequently, the ‘Smit Asiangi’

could not get too close to shore and had to secure the pipe at a distance of 525 metres by pull-

ing a thin line across, followed by a thicker floating line after

which the team was able to draw the pull pennants (98

mm in diameter) over that distance with the on-deck 60-

tonnes winch. Oil drums were attached to the line to keep it

afloat, which meant that the team had to begin at a tactical

moment, or else the current would have been too strong and

would have shifted the line, making it impossible to maintain

its position.

All these factors significantly influenced the operation and

added to the difficulty. Once the vessel had been secured in

the right position the two drawing lines were put under light

tension while the team waited for the green light from shore

to begin the pull. The deck crew worked in 12-hour shifts to

allow operations to continue round the clock.

All the winches were operated locally while the pipe was

being pulled and a large crew was needed, seeing that the

vessel was moving out to sea during the pull. As the vessel

was secured by a line between itself and the pipe with a fixed

length of 550 metres, the anchors on the ‘Smit Asiangi’ were

shifted simultaneously during the pull. Two anchor handlers,

the ‘Smitwijs Tempest’ and the ‘Smit Sumatera’, were on hand

for this purpose.

In total, the pipe had to be pulled 2,700 metres to lay the end

in the sea at CH 4450 from the dune edge. Once the pipe was

in place, divers unfastened the pull lines on the pull head of

the pipe and after a number of valves had been replaced on the pipe the demobilisation of the

‘Smit Asiangi’ could begin. The ‘Smitwijs Tempest’ towed the ‘Smit Asiangi’ to Singapore, where it

was stripped of the project material.

The project was completed successfully.

DAHEJ OUTFALL PROJECT

The pipeline in Dahej

Crew working on the pulling wires.

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Following a highly successful fourth quarter

in 2003, SMIT Terminals West Africa started

off operations in Africa in 2004 with the

award of a new two year SPM Operation and

Maintenance contract in Takoradi, Ghana,

by Volta River Authority (VRA).

Having first secured the contract in 1997, this

extension was as a result of SMIT’s continued

and uninterrupted professional service at the

terminal, which plays a crucial role in VRA’s and

Ghana’s electricity supply commitments. The

operation involves the importation of Light

Crude Oil through the buoy and pipeline for

use in VRA’s combined cycle thermal power

station located on the beach in Aboadze. The

operation is supported by the MV ‘Sea Reliance’

and on-site SMIT Representatives.

One of the highlights of the end of 2003 was

SMIT’s I-Tube installation contract at the Jade

Platform offshore Equatorial Guinea. The func-

tion of the I-Tube is to act as a splash zone

protection sleeve for an umbilical that will be

installed at a later date. SMIT’s responsibilities,

under the overall review of clients MEGI (Mobil

Equatorial Guinea Inc), included installation

engineering, installation operations and project

management.

The 13 tonne I-Tube was installed in two 10-

metre lengths, which were connected below

the water by SMIT divers. The Jade platform’s

crane was used to lift each I-Tube length from

the deck of the support vessel into the water

where the load would be transferred to a spe-

cially installed winch positioned on the plat-

form cellar deck. The stability of the transfer

was maintained through the use of soft ropes

and a 10-tonne hold back winch positioned on

the vessel aft deck. With diver assistance and

monitoring, the platform winch then pulled the

I-tube up into position where it was secured to

the platform legs using pre-installed clamps.

Thanks to a thorough preparation process and

a number of site visits, the operation went off

exceptionally well and the actual installation

work was completed within 24 hours.

Further SMIT works undertaken in the

Equatorial Guinea region in the last quarter

included floating hose support services on

the FSO ‘Magnolia’ and FPSO ‘Zafiro Producer’

for client MEGI and the UWILD (Underwater

Inspection in lieu of Dry Docking) inspection

of the MODU (Mobile Offshore Drilling Unit)

Sedco 700 for client Transocean Sedco Forex.

In Angola, joint venture company SMIT

Octomar recently completed diving support

services for the installation of the Kizomba, a

four-legged Tension Leg Platform (TLP) posi-

tioned in 1,250 metres of water depth in Esso

Exploration Angola Limited’s (Esso) Block 15

offshore Angola. Part of the SMIT dive team

was based on SMIT Transport Africa’s ‘SMIT

Lloyd 33’, enhancing SMIT’s ability to provide

the client with a comprehensive service.

SMIT Octomar’s client for this development

was Heerema Marine Contractors which, in a

joint venture with ABB, were responsible for

the engineering, fabrication, integration, instal-

lation and commissioning of the surface well-

head platform.

SMIT Octomar’s scope of Diving Support

Services included the:

} connection of the 8 TLP anchor tendons;

} installation of hydraulic actuation tools for

the clamping process;

} connection of all submersible pumps for

the TLP ballasting;

} corrosion cap removal;

} removal of actuation tools and all hydrau-

lic connectors.

This three-week, 24-hour-a-day diving operation

was undertaken from the TLP platform with a 20-

strong SMIT dive team. The dive equipment was

positioned on the TLP platform, 25 metres above

the water and a Diver Launch and Recovery

system was used to transfer divers between the

platform and the work location.

SMIT Terminals’ most recent success has been

the award in early April of a Saturation Dive

Intervention contract offshore Saudi Arabia,

where the STWA 9 Man Saturation Dive system,

‘OCTOSAT2’, will be installed on the Client’s DPII

Dive Support Vessel, ‘Aquanaut’, for pipeline

support works in a 55-metre water depth.

NEW CONTRACTS SMIT TERMINALS IN AFRICA

Assistance of a tanker in ‘Mosselbay’, South Africa.

SMIT Terminals also provides maintenance services to SPM’s.

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SMIT participates in

Asia Pacific Maritime

Exhibition

SMIT Singapore, together with joint venture

partners Asian Lift and Keppel SMIT Towage,

took part in the Asia Pacific Maritime held at

the Singapore Expo on 24, 25 and 26 March

2004.

Singapore’s Minister for Transport, Mr Yeo

Cheow Tong, officially opened the exhibition.

During those three days, several thousand

trade visitors attended the exhibition, some

stopping at SMIT’s booth to obtain informa-

tion and brochures on SMIT and to inquire

about services.

During the exhibition, videos such as the

‘Raising of the Kursk’ and the salvage of the

‘Herald of Free Enterprise’, amongst others,

were played for public viewing. These videos

attracted considerable interest, with many

viewers watching the screening from start

to finish.

‘JOHN ROSS’ BECOMES ‘SMIT AMANDLA’To an African drum beat and with majestic

Table Mountain as a backdrop, SMIT rep-

resentatives and invited guests gathered

to witness the signing of the South African

National Pollution Prevention and Response

contract between SMIT and the National

Department of Transport a couple of months

ago. A traditional choral group livened up

the proceedings, which was also a celebra-

tion of the rechristening of the tug ‘John

Ross’ to ‘Smit Amandla’, following her acquisi-

tion by joint venture company SMIT Dudula

Marine and a celebration of her return to the

South African ship’s registry.

The National Pollution Prevention and

Response contract is the backbone of SMIT’s

operation in South Africa. Over its 27-year

history, it is those working aboard the tug

and supporting her from the office who have

helped fulfil the National Department of

Transport’s wish to safeguard the South

African marine environment.

SMIT CEO, Ben Vree, who travelled to South

Africa to join in the celebrations, noted in his

speech that: ‘This contract is not just about the

fine tug you see berthed alongside this hall.

While her capabilities are important, it is the

whole package that comes with her - the infra-

structure, the networks and most importantly,

the SMIT people - that enables us to offer the

level of service excellence that we have been

able to provide over the course of the nearly

three decades that this contract has been in

operation.’

The weather was perfect, the music distinct

and vibey and the celebrations began after

the formal proceedings were concluded. SMIT

Salvage’s General Manager in Africa, Captain

Dave Main, rang the ‘John Ross’ bell for the last

time and 20 year-old SMIT Deck Cadet Ryan

Smith rang the ‘Smit Amandla’ bell for the

first time as the South African flag was raised

aboard the tug. SMIT employees and guests

enjoyed sumptuous luncheon snacks and were

given guided tours of the ‘Smit Amandla’, hosted

by Captain Danny Betts, his Officers and Crew.

During the ceremony, Ben Vree concluded by

paying tribute to the people of SMIT who bring

life to the contract saying:

‘I would like to pay tribute to the many Masters,

Officers and Crew who have lived and worked

aboard this tug over the years, for without their

dedication to the job, their commitment to

the tug, their professionalism, experience and

pride she would not boast such a golden repu-

tation within our global industry and in the

minds of the South African public.”

South African officials and SMIT employees at the

‘Smit Amandla’ rechristening ceremony.

The ‘Smit Amandla’.

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TUG MAGAZINE

The SMIT website has been upgraded with

a webshop. As of January 2004 visitors can

choose from a large selection SMIT articles.

At the start site visitors could only buy books

and DVD’s about the salvage of the Kursk online.

But when the PR department was inundated

with requests for more items, it was decided

that something needed to be done to improve

the situation. Shortly afterwards, the SMIT

clothing line was introduced in the webshop,

together with a variety of other products such

as multitools, lighters and more. And for those

who do not care for the fancy stuff, we still offer

the very interesting Kursk book and DVD.

The prices in the shop are very reasonable;

most of the top-quality products are sold at

cost price. The SMIT logo is modestly incorpo-

rated in the products, but is large enough to

show off with. The logo can be regarded as a

quality emblem, because SMIT strives to deliver

only the best quality products and services to

its customers.

We have carefully selected a reputable Dutch

bank to handle the webshop orders. The

Rabobank Internet Banking System

guarantees safe credit card orders for

any kind of card worldwide.

After your order is placed it will be

delivered to your home within

just a few days. It doesn´t come

any easier than that. So make

your way to www.smit.com

and have a look at our

webshop!

The closets and garages of many SMIT

employees in the Netherlands were recently

subjected to some serious spring cleaning.

Together, these folks managed to fill an

entire container with items intended for a

SMIT project in South Africa. Shoes, coats,

walking sticks, pots and pans, go-carts, high-

chairs - you name it, they probably got it!

Joe Slovo Formal Settlement is located 7 km

from SMIT’s office in Cape Town. Within this

vibrant community, previously of Marconi

Beam Informal Settlement, unemployment is

rife and Poverty Relief a real need. SMIT was

fortunate to cross paths with Stan Isaacs of

Blaauwberg Development Forum (BDF) and

together BDF and SMIT are working with a

team of dedicated women from Joe Slovo who

form the Khulanathi Project Committee.

The SMIT employees

assist in contribut-

ing to the ‘Kulanathi’ (a

Xhosa word meaning ‘grow

with us’) project. In the township, which has

20,000 residents, they started a small shop sell-

ing second-hand items collected by SMIT. The

proceeds go to a soup kitchen set up next to

the container. Here, the impoverished residents

of the township can enjoy a complete meal for

a nominal price.

A large-scale collection drive was launched in

Rotterdam to help our Cape Town colleagues.

SMIT Salvage donated a container and the col-

lection got underway. At first the donations

trickled in, but by the end of the drive full bags

were arriving. Due to the success of this project,

SMIT intends to organise another drive next year.

SMIT WEBSHOP OPENS ITS DOORS

HELPING HAND

A full container was sent to South Africa.

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TUG MAGAZINE

SMIT Salvage has recently been work-

ing closely with the developer of the

new JLMD system, Jean-Luc Dabi. The

French inventor devised a new pro-

active Fast Oil Recovery system that

is meant to aid in the quick transfer

of cargo from sunken vessels on the

seabed. The system has received much

positive media attention in and outside

France and the first orders for its instal-

ment have already been received.

The JLMD system is pre-installed on

tankers. The system is based on the

Archimedes principle, which predicts

that cargo oil, chemicals and bunker oil

will drift on water. The system consists of

pipes in the hold connected to on-deck

easy-access points that allow salvors to

connect hoses to pump water in and the

cargo and/or chemicals out. The existence

of these access points removes the need

to drill holes in the hull, which under

normal circumstances is a time-consum-

ing activity during a salvage operation.

By reducing the time necessary for the

recovery of the cargo, a great deal of

spillage can be prevented.

By pumping water into the compart-

ments of the vessel the oil is driven up

and can consequently be collected by a

supporting vessel, using pumps to remove the cargo from the compartment’s highest point.

Because the JLMD system offers multiple connection points across the vessel, the highest

and lowest points can always be reached, regardless of the angle at which the vessel rests

on the sea floor.

Another advantage of the JLMD system is that every access point is stand-alone. The advan-

tage of this is that when one compartment is lost, for example when a vessel is torn apart,

the remaining compartments can still safely be emptied. These situations occurred with the

‘Erika’ and ‘Prestige’ tanker accidents. Furthermore, when a vessel has sustained collision

damage and one or more of the access points can no longer be used, the remaining ones

still allow the system to be used.

Whatever the position and condition of the vessel, the JLMD system always helps salvors to

transfer a tanker’s cargo much faster than normal. Costs are reduced significantly because

the spillage of pollutants is minimised and salvors can work faster. And due to the positive

effect of JLMD on the preservation of the environment, the LPO and Bird Life International

have decided to back the system.

The success story continues: the JLMD system is relatively inexpensive to install on new built

vessels, and existing vessels can be retrofitted at a limited cost. The system comes with full

support from JLMD and SMIT, which offer ship owners and underwriters 24-hour service

and feedback. Moreover, SMIT is well versed in the system and together with their unrivalled

ability to offer fast salvage services worldwide, they are an excellent partner for the salvage

of vessels that have the JLMD system installed.

JLMD and SMIT recommend adding the system to all tankers in the future. This will greatly

enhance the safety of international transport of oil and chemical cargo, which is beneficial

to everyone involved.

Seawater

Oil/cargo

Three different ways ships can sink;

the system always delivers a ‘ no need

to drill solution’ to get the cargo out.

SMIT BACKS PROMISING NEW PRO-ACTIVE FAST OIL RECOVERY TECHNOLOGY