Pacific Maritime Magazine - Marine Business for the Operations Sector

Deck Gear Survey 2016

 

Along with towing winches, the three Foss Arctic-class boats received Markey WEWD-22 bow winches with a single hawser drum, anchor windlass, and warping heads port and starboard. Photo by Peter Marsh.

There are several components to a successful workboat, including the vessel itself, its suitability for the project and a well trained crew. One key component is the deck machinery, which will determine how well the vessel and crew can complete the assignment, and whether they can do so safely and without incident. The vessels operating in the Pacific are often subjected to severe weather and extreme temperatures, which explains why most of the winches, cranes and line handling equipment that will be used in extreme conditions are produced on the West Coast.

Markey Winches for Australian Iron Port

Markey Machinery was founded in Seattle in 1907 and continues to be distinguished by their custom-built escort and tow winches, supplying the majority of new ship-handling tugs in North America. The company recently announced an order for Markey's DESF-48-400HP electric escort winch for six RAstar 35-meter by 14.5-meter Escort Tugs with 85 metric tons of bollard pull that are under construction at the ASL Shipyard PTE Ltd in Singapore. The design is the Advanced Rotor Tug (ART) class from Robert Allan Ltd. and will join a large fleet of tugs already working in Port Hedland in Western Australia. The port is managed by BHP Billiton Iron Ore and is the highest tonnage port in Australia loading ore carriers up to 230 meters length, arriving at a rate of more than one ship per hour. It presents unique challenges because of its narrow channel, harsh weather conditions and remote location.

The hot dusty conditions and marine environment can be detrimental to machinery and gearing, so the winches will be protected by an enclosed gear box and oil-bath covers that keep all electrical and pneumatic elements protected and enclosed, noted Blaine Dempke, president of Markey Machinery. "These types of custom winch builds are what we do best, working hand in hand with the customer, shipyard and naval architects. They are powered by specially designed 400-HP, water cooled, continuous duty, electric driven motors – all above deck and in watertight enclosures."

These two-speed winches have an impressive performance rating of 191 tons at 8m/min in 1st gear (barrel layer) and 44 tons at 35 m/min in second gear (barrel layer) with a braking capacity of 250 tons. The water-cooled slip-brakes are designed to prevent shock-load damage to the winch and its gearing. The under-spooled single drum is sized for 200 meters of 72mm diameter synthetic line on the main part. The winch's fairlead diamond-screw is also totally enclosed to protect it from the elements.

The winches also feature the Markey Machinery Render/Recover® option that allows the operator to automatically pay out and haul in line to a set line tension, negating a slack line scenario and mitigating shock loads.

The system increases crew safety, as the winch can be operated hands-free from the pilothouse, where there is also a screen that displays line tension and scope. The data logging circuit stores tension and scope readings, and job specific data such as ton-hours and time under load. Each tug will also be outfitted with two vertical capstan/windlasses with a maximum bitt rating of 5 ½ tons, powered by a 10-HP underdeck motor with auto brake and anti-condensation heaters. The on-deck controls are also housed in a NEMA-4X box to protect them from the environment.

Markey also supplied the 75-HP towing winch to the 101-foot ASD tug Gretchen Dunlap, for service in Dutch Harbor, Alaska (see Pacific Maritime Magazine, June 2016), four Robert Allan-designed ship-docking tugs launched recently at Diversified Marine for Harley and Brusco, and the special winches supplied to the three 132-foot Foss Arctic-class tugs.

Markey has also made its first sale to the People's Republic of China with an order from the Ocean University of China to outfit a new 350-foot research vessel. The decision to include Markey's equipment was in part due to Chinese scientists observing first-hand the effectiveness and suitability of Markey's deck machinery while conducting research onboard vessels of the US Academic Fleet. The scope of supply for the R/V Dong Fang Hong 3 includes development of a new traction winch system working 21 or 22mm synthetic rope to perform coring operations, as well as a pair of Markey Model CAST6 Motion-Compensating Hydrographic Winches and a newly designed biological winch.

The university's project's director, Mr. Jun, emphatically stated, "We're proud that the best winches manufactured in the world by Markey Machinery will be operating on our new research vessel Dong Fang Hong 3 of OUC. We are committed to building the most advanced research vessel in China and in the world."

Baydelta Chooses Rapp Tow Winch

Rapp Marine (formerly Rapp Hydema) is the North American arm of a Norwegian company with branches worldwide that has recently moved into new premises near Fishermen's Terminal in Seattle. Rapp has been a global supplier of deck machinery for shipping, oil industry, fishing and tug customers for more than a century. Rapp also has more than a decade of experience designing and delivering hydraulic towing winches for the workboat market. These winches are installed on the seven 120-foot Titan tugs built by Western Towboat for its Alaska barge routes, and on offshore tugs operated by Sause Bros. along the Pacific Coast.

Having delivered electric winches to commercial vessels for years, Rapp has now developed a 100-HP electric-drive, double-drum tow winch for a new 110-foot by 40-foot tractor tug for Vessel Chartering LLC, a wholly owned division of Baydelta Navigation Ltd. The multi-purpose 6,700-HP tug is designed by Jensen Maritime, and construction is underway at JT Marine Shipyard in Vancouver, Washington. The winch can exert more than 75 tons of bollard pull at the first layer and utilizes pneumatic cylinders in place of hydraulics, eliminating the chance of fluid on the deck. The sturdy brakes offer a force of 250 tons on the barrel layer.

The main drum can store 2,500 feet of 2.5-inch steel wire, and the storage drum can store 2,200 feet of 2.25-inch steel wire. Both drums are equipped with level winds, and can spool 90 feet of 3-inch chain on top of the steel wire. Another feature is an electric 'come home' drive, which will serve as a back up to the main drivetrain. The winch's main control station is in the wheelhouse, employing Rapp Marine's Pentagon Tow Control System that provides more efficient and safer operation, and features a touchscreen with tension and wire length readouts, auto-tension capability, and automated haul-in and pay-out settings. A secondary control panel is located on the winch.

"We view this project as a big step forward," says Johann Sigurjonsson, President of Rapp Marine US. "Working closely with Baydelta has resulted in us developing an ideal tow winch for this market."

Rapp Marine also builds specialty winches for deep-sea research vessels has provided a full suite of deck equipment to NOAA's series of five Fisheries Survey Vessels. The latest vessel in the series is the R/V Reuben Lasker, fitted with advanced electric trawl and oceanographic deck equipment to survey fish, mammal marine, and turtles in the US West Coast and eastern tropical Pacific Ocean.

Burrard Iron Works

Burrard Iron Works Ltd. of Vancouver, BC has also been in business for more than 100 years, and today offers a standard range including an electric headline winch with 24,000 lbs. of line pull and a double-drum tow winch with mid-drum pull of 45,000 lbs. All products can be customized to suit the customers' needs. Many of its legacy/vintage products have a reputation for durability and are still in service.

Sause Bros.' Coos Bay, Oregon shipyard recently completed a three-year rebuild from a bare hull of the 122-foot Black Hawk, built 1968 at Halter Marine. Practically every system on the vessel was replaced, except the single-drum towing winch, built in Vancouver in 1967 according to the nameplate. The Canadian company sent a pair of technicians to Coos Bay to service the winch, which holds 2,200 feet of 2.25-inch wire and is powered by a six-cylinder 265-hp John Deere via a hydraulic pump.

21 Patterson Winches

Tidewater Transportation's three new Columbia River tugs are each fitted with an impressive seven Patterson deck winches when they leave Vigor Industrial's Portland, Oregon shipyard. This 102-foot by 38-foot by 11-foot design is by CT Marine, Edgecomb, Maine, who selected the Patterson WWP 65E-7.5, 65-ton electric deck winches, with pilothouse remote operation and local push-button control stations on the main deck. The Patterson Company dates back to 1858 in Pittsburgh, Pennsylvania and produces a range of deck gear for barge towing. Tidewater's winches are wound with Samson 1 3/8-inch Turbo 75 synthetic line. These winches are also specified for harbor tugs that also need to yard barges occasionally.

Another Portland shipyard, Diversified Marine delivered the 150-foot ramp barge Catalina Provider to Avalon Freight Service fitted with heavy-duty winches to operate the 24' X 35' bow ramp weighting 55,000 lbs. Two of TWG's DP 55 hydraulic winches, each with a 55,000 lbs capacity, were shipped from the Tulsa, Oklahoma factory. TWG also produces Pullmaster planetary winches for marine cranes and fishing vessels.

Towing Pins

Smith Berger is another Seattle company with a long maritime history where the tradition is maintained by the employees, who now own this company. They manufacture vital heavy deck gear for tug and barge operation and continue to develop custom-engineered solutions for the towing industry as it evolves. Hydraulic towing pins are an important safety item, allowing remote control of the tow wire over the stern, eliminating danger to crews. Each set of pins is custom made to conform to the deck and bulwarks of the tug, to ensure a flush fit with no projections to snag the wire. The units typically incorporate stern rollers and are easily combined with Shark Jaws weighing up to 12 tons to lock anchor chain in place when handling heavy anchors or moorings.

Smith Berger furnishes Tow Pins and Shark Jaws to firms such as Crowley, Foss, Harley, Baydelta and Signet Maritime, Harvey Gulf, and McAllister Towing.

Complementing their Towing Pins and Shark Jaws, Smith Berger designs and manufactures Towing Staples used on harbor and escort tugs. The highly polished stainless steel faying surfaces provide an excellent running surface for the high performance synthetic ropes used during escort operations. Another line of products incorporates swiveling sheaves in various types of guides and fairleads. The sheaves can be as much as 7 feet in diameter to handle up to 4-inch wire and 6-inch chain. Smith Berger has furnished fairleads to customers around the globe including SMIT Maritime, McDermott International, Mammoet, Great Lakes Dredge & Dock and Seattle Tunnel Partners.

Allied Marine Cranes

Allied Marine Crane's redesigned A-Frame crane was selected for installation aboard the 261-foot R/V Sikuliaq, operated by the University of Alaska Fairbanks School of Fisheries and Ocean Sciences. The design aims to improve the safety and capability of the marine research industry with proprietary technology in an A-Frame whose cross beam rotates freely as it deploys, guaranteeing the load and lighting are properly oriented throughout the entire range of motion.

Built at Allied Systems' 250,000 square-foot manufacturing facility in Sherwood, Oregon, the A-Frame also has a unique ability to lay down close to the deck for easy maintenance, simply by removing a locking pin. The R/V Sikuliaq was built by Marinette Marine Corporation in Marinette, Wisconsin, at a cost of $200 million, and officially commissioned in 2015 at her homeport of Seward.

Allied was also chosen to design and manufacture two cranes, one A-frame, one davit, two handling systems and two hydraulic power units for the Research Vessels Neil Armstrong (AGOR-27) and Sally Ride (AGOR-28), which are equipped with a modern array of oceanographic research equipment. Allied was chosen based on their history with research equipment handling, their proven design and build capabilities, and strong working relationship with marine winch supplier Markey Machinery. Allied is also supplying a crane to the new Chinese Research Vessel Dong Fang Hong 3.

Rapp Cranes for Fireboats

One of the latest examples of Rapp's US crane division is a highly customized new crane design developed for a pair of sophisticated 108-foot fireboats Foss is building for the Port of Long Beach. They are among the world's most powerful fireboats and can pump more than 40,000 gallons of water per minute. The crane features a personnel basket that is self-leveling via a master-slave cylinder system and can also be manually tilted and slewed. To enable it to fit into the small aft deck area available, Rapp's team decided to make it a double-telescoping boom. The crane can be controlled via wireless remote, basket controls, or from the platform.

The safe working load at maximum radius of 50 feet is 3,000 lbs. In addition, a telescopic ladder is mounted to the booms of the crane and the underside is outfitted with LED floodlights, a camera and a wireless weigh scale. The crane can also be remotely controlled.

Rapp cranes with lift capacities of up to 100 tons are fabricated in-house in the Seattle, Washington production facility.

Palfinger Crane on Wind Farm Boat

Tidewater Transportation selected seven Patterson WWP 65E-7.5, 65-ton electric deck winches for each of their three new Columbia River pushboats. Photo by Peter Marsh.

The first US-built offshore wind service vessel is a 21-meter high-speed catamaran launched by Rhode Island shipyard Blount Boats earlier this year, based on a proven design from South Boats IOW in the UK. The $4 million crew vessel was slated to go into service with Deepwater Wind's 30-mW Block Island wind project off Rhode Island. The vessel is equipped with MAN engines from Germany driving HamiltonJet waterjets from New Zealand, and a crane supplied by Palfinger, based in Austria.

Palfinger Marine is a global manufacturer of customized marine, offshore and wind cranes as well as launch and recovery systems and boats. The crane on the foredeck of the wind-farm catamaran is required to hoist a crew up onto the lower deck of a wind-turbine tower where they can access the ladder to the power head. It is a compact PK6500M Palfinger Marine foldable knuckle-boom crane that has a maximum lifting capacity of 1,350 pounds and a maximum hydraulic outreach of about 25 feet. The vessel can carry 15 tons of deadweight cargo.

 
 

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