Tugs...

[j.sabourn]

#10.. Tidewater although an American company seems to get around. On the Australian side I was on the , Master Tide, Mighty Tide, and the Dickerson Tide , the first two anchor handling tugs, the last one converted to shallow water seismic survey. Cheers JS.
Nearly forgot also the Canning Tide. JS

[j.sabourn]

#5 whenever I see or hear that word Jaunty it always brings back memory’s of a character I sailed with . He was the chief engineer ex navy he reckoned he was the oldest serving commissioned officer in the RN . He started his career as a stoker on submarines during the war , and in his cups the word jaunty was always there , they were his enemy and was the term he gave to the naval police who also comprised the shore patrols. I assumed that was the term that the whole of the RN referred to them as Jaunties ? JS

[Doc Vernon]

You forgot the Shallow and High Tides JS

[j.sabourn]

Who knows Vernon they may also exist. I rather think Tidewater bought out Seaboard offshore of Aberdeen who had a fleet of offshore auxiliary vessels ,after I left Seaboard . Seaboard not to be confused with Seaforth who were one of the better company’s. And different type of vessels. JS

[Doc Vernon]

Those Tugs you were on JS who owned them? Was it Seaboard Marine
Or another Company!
Cheers Just interested.

[j.sabourn]

The ones with Tide as the final word were owned by Tidewater marine originally an American Company and assume still are. Their main office in Australia was in NSW and probably still is.
Seaboard Offshore were mainly safety ships and oil recovery vessels and were a Scottish Company in Aberdeen.
Seaforth maritime offshore Ltd. were also a Scottish Company and apart from a fleet of supply boats tugs and anchor handlers had a fleet of lorries. They also ran some of the latest technology in the likes of the Stadive a self propelled offshore vehicle similar to the Uncle John and a few others which by now are probably all been updated .
Some of the shipping company’s like Maersk and Harrison’s of Glasgow , apart from them being known as deep sea ships also had their fingers in the pie of offshore vessels also. Offshore routines and customs are definetley different than a life on the rollicking deep, but a ship is a ship is a ship. Just different ships different rigging is the way I always looked at it. Cheers JS.

The politics of the time I worked out here was any vessel working offshore had to be manned by Australian seamen . So all foreign vessels were on bareboat charter JS

[j.sabourn]

#16 Plus The vessels I was master on as regards towing capabilities were the Seaforth Victor BHP 7300, Seaforth Commander BHP 7040, in the North Sea.
Pacific Dart BHP 4200, Smitt Lloyd 105 BHP cant remember, Australia Tide BHP 7040. in Australia. Was mate on other tug vessels. Although was master on another 30 offshore vessels they were not of the towing type required for towing large structures. However as said was mate on many more tugs. JS

[Bill Morrison]

Posts #13 & 14. Vernon not a bad guess. No Shallow Tide But Low Tide ('56) High Tide 2 ('74) Flood Tide ('74) & Rip Tide ('74)
John S Smit Lloyd 105 ('73) 1292grt. 8000 bhp. From my book Offshore Supply and Support Vessels - Worldwide (1981). My last Seaforth Vessel was the Seaforth Victor 2 Charlie Sheales and my first supply ship was the Lady Brigid 677grt. 1520 bhp. (I.O.S. - P&O) 1970

[j.sabourn]

#18, Bill was also on the Smitt Lioyd 107 out here. she must have been a similar a horse power. If I remember when I left the North Sea about 1990 the oil companies wouldn’t look at anything under 12000 BHP. Today is even much higher I believe. We used to struggle with 5000 BHP and usually had to tow in tandem. Think the lower HP ships only had a bollard pull of about 80 tons.Cheers JS

[j.sabourn]

#19 For those with no towing experience towing in tandem as regards the towing of an oil rig If due to inclement weather or the heaviness of the tow ,and it was considered that more horse power would be needed , then two tugs would be designated for the actual tow, Oil rigs usually have only one towing bridle for the lead tug .So the second tug had to be towed from usually a single wire from a position in the area of number 1 or number 2 or 3 anchor points usually from a permanent point on the pontoon. The lead tug given the courses to steer to the second tug .They were never identical courses and were usually kept 5 degrees apart to prevent the two vessels coming together. The lead tug always being about half a ships length ahead of the second tug. The anchor points on a rig were usually 8 in number but have seen 12 and today there may be more . But the numbering of the rigs anchors started at number 1 on the ford port leg leading right ahead , and going clockwise 2 3 4 5 6 7 and 8 finishing upback on the port ford leg going out usually at 45 degrees. These same 2 tugs after the rig had laid his first anchor himself the no.2 tug would be released to commence laying his other anchors whilst tug 1 would hold the rig in a loosely correct position .When safe to do so the lead tug would be released assist in laying the other anchors . Could be a long labourious job depending on weather as once started didnt stop .when 8 anchors laid the rig used to manoeuvre itself over its well head . Just a quick short summary for those who have never worked in that part of the industry. JS