Pacific Maritime Magazine - Marine Business for the Operations Sector

Deck Gear Survey 2018

 

August 1, 2018

The Jensen maritime-designed 10-foot Rosemary McAllister boasts a Markey Model DESF-48-100-hp class III asymmetric render-recover winch and is certified with 82.75 tons of bollard pull. Photo by Colton Goss courtesy of Markey Machinery.

The manufacturers of all types of deck gear are reliant on the tug business for the bulk of their orders, and in 2018 many tug fleets remain reluctant to order new vessels because the EPA's Tier 4 standard now applies to all engines of more than 805 hp (600 kW). That requires a significant change in the layout of engine rooms and the operational procedure. One gear supplier is Markey Machinery of Seattle. Markey has been in business for more than 110 years, and has supplied many of the leading tug companies with high quality winches for many years, including McAllister Towing and Transportation who are building the nation's biggest class of Tier 4 tugs.

The Rosemary McAllister is the second in a series of four 100-foot by 40-foot tugs designed by another Seattle company, Jensen Maritime. She was delivered from Eastern Shipbuilding Group in Panama City, Florida to Norfolk, Virginia in June, 2018. Power comes from a pair of Caterpillar 3561E Tier 4 engines with a total output of 6,770 hp turning twin Schottel SRP4000FP drive units and was certified with 82.75 tons of bollard pull by the American Bureau of Shipping.

Markey supplied a Model DESF-48-100-hp class III Markey's trademark asymmetric Render/Recover winch for the bow and a Markey Model TES-40A-75-hp tow winch with a spool capacity of 2,500 feet of 2.25-inch wire at the stern. These tugs will provide enhanced ship docking as well as direct and indirect escorting for new post-Panamax and ultra-large vessels calling at New York and Norfolk.

LaConner, Washington-based Dunlap Towing recently completed sea trials of the new Tier 3, 5,350-hp Sigrid Dunlap, the second 121-foot ocean towing tug built for them by Hansen Boat Company in Marysville, Washington to a design by Hockema Whalen Myers Associates. The tow winch is a Markey Double Drum model TDSDS-36 powered by a John Deere-Clark 200-hp diesel located inside the deckhouse and connected by a short shaft that passes through the aft cabin wall. The drums have an increased capacity over the original Phyllis Dunlap, holding 3,100 feet of 2.25-inch wire and 2,400 feet of 2.25 wire. The winch has an electric motor come-home drive system as backup for the diesel winch engine. The control panel is on the upper deck above the winch. The tow pins were built by McEvoy Machine works. On the bow is a Markey DESW 32-20 electric drive with an anchor chain windlass.

The Teresa Brusco is the seventh and latest Brusco tug built at Portland's Diversified Marine to a standard Robert Allan design based on the original Cates Class ASD prototype developed in the late 1980's. The bow winch is a Markey Machinery DEPC-48-50-hp. This is Markey's class II electric hawser winch and is the same model that has gone on the past six Brusco tugs, said Markey's Scott Kreis. It's a single-drum winch with Markey's Render/Recover mode and a maximum line pull of 27,820 lbs. and maximum speed of 268 feet per minute, which makes it ideal for escort and ship-assist work. Bollard pull on the new tugs is 60 tons ahead and 55 tons astern. Soon after launching, the Teresa was chartered by AmNav, a division of Foss, and is now based in Tacoma.

Rapp Equipping More Tugs

Freeland, Washington's Nichols Brothers Boat Builders has signed a contract with Baydelta Maritime LLC of San Francisco for a new 100-foot by 40-foot Delta Class Tractor Tug from Jensen Marine design with a hybrid propulsion system. This will be the first hybrid project for Nichols and the seventh Valor-class harbor tugs they have delivered for Baydelta. Rapp Marine will be supplying a pair of electric winches to this vessel: a 75-hp hawser winch forward holding more than 850 feet of 8-inch hawser will apply up to 16 tons and has a brake holding strength of 300 tons at the barrel layer. It will incorporate Rapp Marine's proprietary fluid cooled electric motor, commonly used on its advanced winches for fisheries and research applications. It permits continuous, high torque operation on the electric motor and has a high power density for its size.

The tow winch aft has a single drum storing 1,200 feet of 2-inch inch synthetic rope. The winch can pull more than 75 tons at the first layer, and utilizes pneumatic cylinders in place of hydraulics. The robust brake offers a force of 205 metric tons on the barrel layer. Both winches are equipped with level winds, and multi-disc clutches that allow the planetary gearbox to be disengaged in the event of an emergency freewheel/release situation.

The main control stations for both winches will be situated in the wheelhouse, with secondary controls located on the winch. The bridge station will employ Rapp Marine's advanced Pentagon Tug PLC Pentagon Control System that features a touchscreen with tension and wire length readouts, auto-tension capability, and automated haul-in and payout settings, as well as capacity for logging data from both winches.

Rapp Marine has a long-standing relationship with Sause Bros of Coos Bay, Oregon providing them with durable hydraulic deck equipment for their tugs and barges. The 123-foot long-haul tugs Mikiona and Cochise were launched more than a decade ago with tow winches featuring a direct drive via a John Deere 250-hp engine with 2,600 feet of 2.25-inch towing wire on the primary drum, and 800 feet of 2.25-inch wire on the pendant drum. A 60-hp electric motor provides emergency back-up. Rapp will be equipping a third Sause tug under construction at Diversified Marine with these proven hydraulic winches.

Shaver Transportation of Portland is also having a tug built at Diversified and fitted with two Rapp hydraulic winches. The hawser winch is for ship assist and escort duty on the Columbia River and across the Columbia bar, with the sturdy design capable of fully paying out and retrieving up to 100 Metric Tons. It will be powered by one C32 Caterpillar auxiliary engine or an additional small generator for lighter jobs. Two multiple motor gearboxes provide the speed and torque necessary for the active payout and retrieval operation, and the winch features sturdy band brakes that are designed to hold up to 250 metric tons of tension. It also features an electrically driven level-wind that will allow for easy, on-the-fly adjustment of the fairlead during operations.

The double drum tow winch aft will hold either wire or synthetic rope, depending on the job, and is designed to handle multiple demands, including emergency and long-haul towing. Each drum is independently driven by a separate gearbox with multiple hydraulic motors and a capacity of 74.5 metric tons on the first layer. The sturdy band brakes for each drum will be able to hold up to 165 metric tons on the first layer. The level winds for each of the drums are underwound for improved hull stability, and are also independently driven by VFD electric motors.

Both winches' main control stations will be situated in the wheelhouse, one facing the bow and the other the stern, with secondary controls located on the winch. They will also use Rapp Marine's advanced Pentagon Tug PLC Control System. "This is the biggest set of winches that Rapp Marine has delivered for a US tugboat" says Johann Sigurjonsson, CEO of Rapp Marine US. "We are proud to be working with all these well-respected companies on these innovative new tugboats," he added.

ECO's Valdez Escort Tugs

Edison Chouest Offshore (ECO) took over the Alyeska Pipeline Service Company's (Alyeska) ship-assist contract in Valdez, Alaska on July 1 from Crowley Marine Services. ECO won the 10-year Ship Escort-Response Vessel System (SERVS) contract on the strength of its plan to build nine powerful new tugs with the latest Caterpillar Tier 4 engines and Rolls-Royce ASD's and winches for this environmentally-sensitive project. The designs are modifications of proven Damen tugs specifically re-designed for response needs in the challenging winter conditions in Prince William Sound.

"Chouest was pleased to have this opportunity to take Damen's proven hull design and helped create a new, state-of-the-art escort tug," said Gary Chouest, President/CEO of Edison Chouest Offshore. ECO operates a growing fleet of well over 200 vessels, ranging from 87 to more than 525 feet in length. All nine new tugs were built at Chouest-affiliated shipyards on the Gulf Coast. The fleet consists of four 102.5-foot ASD 3212 tugs with 6,000 hp a bollard pull of 65.8 metric tons, and five of the 140-foot ASD 4517 boats with a power of 12,336 hp and a bollard pull of 136 metric tons, making them the most powerful ASD tugs ever built.

The tugs will have Rolls-Royce towing and auxiliary winches, all based on low-pressure hydraulics. Winches on the five large Damen ASD 4517 tugs will have dynamic towing capability with constant tension and the ability to haul in and pay out in the full bollard pull range on the bigger tugs. Rolls-Royce stated that the dynamic towing capability of the low-pressure hydraulics reduces risk during a towing operation, and reduces wear and tear on tow gear.

Two Seattle manufacturers supplied vital equipment to the nine Alyeska tugs. Smith Berger Marine designed and manufactured the tow pin stern roller units for all nine tugs. The tow pin unit on the 140 footers has the capacity to sustain 250 tons of line tension and features three individually raised and lowered towing pins, one hold down hook, and a 14-inch diameter stern roller. The tow pins have a dedicated 5-hp electro-hydraulic power unit and are operated by a remote-control panel located in the wheelhouse.

North Pacific Crane supplied the port and starboard deck cranes and operator's cab on the ECO 140-foot tugs. They are used for the offshore lifting of loads under sea state levels. The model number of the crane is MCK-1030 (marine crane knuckle boom) with a 10-ton capacity.

The number of tankers leaving Valdez with crude oil has fallen sharply since 1989, when North Slope oil production was triple the recent output of 540,000 barrels of oil daily in the pipeline, but an oil tanker still leaves Valdez about every 1 1/2 days.

Another large tug with a modern deck crane is the 120-foot Sigrid Dunlap with a SOLAS-approved rescue boat. This high-visibility orange craft is an aluminum double-walled design from Palfinger that is launched by a straight-boom 2,500-lbs. crane that came from Allied Industries of Tualatin, Oregon.

Equipment on Small Tugboats

Modutech Marine, of Tacoma, Washington is delivering an order of 25 tugs, designated Work Boat Medium, to the US Navy to perform tug and utility work on naval bases. Naval architects Hockema Whalen Myers Associates has developed a 30-foot by 15-foot tug, with a pair of Cummins QSL 9 diesels each delivering 285 hp continuous duty. The combined power of 570 hp will give the tugs a 17,500-lbs. (8 long ton) bollard pull. A pair of Bloom deck winches are mounted forward, port and starboard, to secure a barge to the push knees. Wide side decks provide a safe workspace for the deckhand. A towing bitt is mounted on the after deck. The Bloom company of Iowa manufactures a wide range of galvanized marine-grade winches from 8,000 to 65,000 pounds capacity.

In British Columbia, Bracewell Marine Group produced its first production BMG 1.5-inch by 2,400-foot towing winch for installation on a 59-foot tug owned by Mercury Transport and ready for launch at the Sylte Shipyard on the Fraser River south of Vancouver. The boat will be based in Horseshoe Bay in West Vancouver for work on Howe Sound – North America's southernmost fjord.

 
 

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