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Unlocking the Power of ASD Tug Vessels: Key Features Infographic 1. Azimuth Thrusters: • 360-degree maneuverability for precise navigation. • Enables quick response to changing conditions. 2. Bollard Pull Capacity: • High pulling power for assisting large vessels. • Ensures efficient docking and undocking operations. 3. Dynamic Positioning System: • Advanced technology for maintaining vessel position. • Enhances stability during operations in challenging environments. 4. Robust Design: • Built for durability and reliability. • Withstands tough maritime conditions. 5. Multi-Functional Capabilities: • Versatile operations including towing, pushing, and escorting. • Adaptable to various tasks in port and harbor operations. 6. Crew Safety Features: • Incorporates safety measures for crew protection. • Ensures a secure working environment during operations. 7. Environmental Efficiency: • Reduced emissions and fuel consumption. • Supports sustainable maritime practices. 8. Advanced Control Systems: • Integrated systems for efficient vessel control. • Enhances maneuverability and operational effectiveness. 9. Integrated Communication Systems: • Seamless communication between crew members and port authorities. • Ensures smooth coordination during operations. 10. Industry Compliance: • Meets international maritime regulations and standards. • Ensures compliance with safety and environmental guidelines. Unlock the full potential of ASD Tug vessels with these key features, designed to optimize performance and safety in port and harbor operations. #ASDTug #MaritimeInnovation #Infographic 🚢⚓🌊 to Crewing Manager's.. I'm interested working on ASD Tug vessel in your company. I have a weakness, which is that I have no experience working on an ASD Tug ship. My last experience as Master on Towing Tug & Barge with ship operation in South East Asia, I hold COC IV license (STCW 2010 II/3.5). However, I can ensure to adapt immediately on board ASD Tug if the Crewing Manager can give me the opportunity. THANK YOU!

In the maritime industry, quality welding is crucial for the safety of naval vessels. But how do you select the right NAVSEA welder? Our latest blog post breaks it down into 5 key steps: 1️⃣ Understand NAVSEA's welding standards and requirements. 2️⃣ Look for relevant certifications and qualifications. 3️⃣ Consider experience and expertise in maritime welding. 4️⃣ Review welding equipment and facilities for compliance. 5️⃣ Prioritize quality control and testing techniques. By following these steps, you can confidently choose a NAVSEA welder who will deliver exceptional results for reliable and structurally sound welds. ⚓️🔧 Navigating the Process of Selecting a NAVSEA Welder https://hubs.li/Q02h3Bgs0 #NavalSafety #WeldingStandards #navseawelding #lynnwelding #fusionwelding #resistancewelding #fabrication #machining #ctmanufacturing #ctwelding #certifications #qualification #navseawelder #maritimewelding

Hiring for Tug Boat (UAE) Master (3200$), Chief Officer (2500$), 2nd Officer (1900$), Chief Engineer (3000$), 2nd Engineer (2500$), 3rd Engineer (1600$), AB (500$), Oiler (500$), Cook (600$). https://lnkd.in/ecEqSXiQ Apply 🟢 #jobvacancies #industry #maritime #vessel #maritimeindustry #jobatsea #Crew #Vessel #JobVacancies #Vacancies #offshore #ab #fitter #offshorevessel This picture doesn't relevant to this job offer

Lessons Learned: Uncontrolled Rotation After Tugger Line Loss 🚢🛠️ In my previous post I published a video of the nice performance of the rail-system which was used for overboarding templates. The rail system gave passive and "automatic" yaw control over the template while the template was on deck. However, once the template was overboarded, challenges arose as one of the tuggers for outboard control had come undone. What do we see in the video? - The template is overboarded and yaw control is secured by the rail system on deck. The rail system itself worked according to spec and performed as expected. - During the "on deck" phase one of the tuggers which was needed for the later phase came apart. This might have happened either due to overloading or due to faulty installation of rigging (wire clamps). The motion of the template was higher than on the previous lifts and potentially efforts were made to calm the swinging motion with the tuggers. - Once the last "sled" from the rail system (see previous post) left the rail, yaw control was lost - The crane operator kept his calm. He dipped the lower parts of the suction anchors into the water to arrest swinging motion. He adjusted the crane position to maximize the clearance between trawl deflector and vessel side. Once he saw an opening for lowering he went for it and did not hesitate and didn't stop until the template was at a safe depth of 50m where we could regroup. Compared to the previous video there are some differences which can be highlighted: 🌊 The wave height was approximately the same, but the wave period was considerably larger, causing more motion on the vessel (and the template) 🌃 This was the first lift performed at night 🛠️This was the first lift performed with a template with tall suction anchors 💡From an analysis point of view all forces in the rail system were acceptable, and the rail system itself performed as expected BUT: 💡 If I were to rerun analysis for this lift I would to a much larger degree also report the first order motions of the lift, to make the crew aware of how much the template potentially can swing and to let them know that this is expected. I would likely also initiate to set up a system which continuously recalculates the motion of the template based on input from the MRUs of the vessel.

JUST REALIZED ENGINE SIDE IS MUCH BETTER IN TERMS OF JOBS ON SHIPS. AS ENGINEERS CAN EASILY JOIN ANY VESSEL OTHER THEN STEAM VESSELS. WHERE AS ON DECK SIDE YOU CAN'T JUST JOIN ANY VESSEL SPECIALLY AT CHIEF MATE LEVEL AS THERE ARE DIFFERENT TYPES OF CARGOES WITH DIFFERENT CHARACTERISTICS AND LOADING TECHNIQUES.

Hiring for Tug Boat (UAE) Master (3200$), Chief Officer (2500$), 2nd Officer (1900$), Chief Engineer (3000$), 2nd Engineer (2500$), 3rd Engineer (1600$), AB (500$), Oiler (500$), Cook (600$). https://lnkd.in/eBq88bpx Apply 🟢 #jobvacancies #industry #maritime #vessel #maritimeindustry #jobatsea #Crew #Vessel #JobVacancies #Vacancies #offshore #ab #fitter #offshorevessel This picture doesn't relevant to this job offer

Offshore Support & Seismic Vessels 👇👇👇👇👇 https://lnkd.in/eSjc7QNS ❗️❗️APPLY Here❗️ ❗️ 2X2nd Off 2X3rd Off 2X3rd Eng 4XAB 4XOiler Medic 4XDeck Cadet 4XEngine Cadet 2XAsst. ETO / ETO Medic 2nd Cook #offshorejob #jobatsea #seismic This picture doesn't relevant to this job.

 × 33 Candidates for Tug Boat https://lnkd.in/dTtC3NGS APPLY Here ×4 Master ×4 Chief Officer × 4 2nd Officer ×4 Chief Engineer × 4 2nd Engineer × 4 3rd Engineer × 5 AB Rating × 4 Cook Rating #jobsearch #cv #offshorevessels  #offshorejob #tugboat  This picture doesn't relevant to this job.

IMCA (International Marine Contractors Association) SF 18/24 Near miss: lift bag released unintentionally from crane hook (Diving) Nitrogen cylinder ruptured (Drilling rig) SUPER HIPO Offshore platform decommissioning near miss heavy lift of monopod section NTSB: Fire on vessel - stray electrical current during welding extremely interesting event MAIB: vessel collision caused by mismatch between bridge and engine room control lack of interlocks and human error from ship engineer #offshoreoilandgas #commercialdiving #offshoreoilandgas #drillingcontractor #marine #humanfactors #welding #liftingoperations

Job alert from Seamariner 1. Chief Engineer - Tug operating within UK waters. Initial 14 day trip, which could lead to perm rotation 2. AB / Cook - Working on client's new Maintenance Support Vessels. Requires flexibility (to visit the vessel, and perform tests) until rotations start in January (4 weeks on/off). For more info click the link on the comment section below