Deck Machinery Review
July 1, 2017
Deck equipment delivered recently has included gear for tank barges, two brand new towing winch designs making their first appearance, a full domestic order book for Seattle-based tug winch builders Markey, and new Pacific Rim contracts for Rapp Marine's research vessel gear.
Baydelta Chooses Rapp
Rapp Marine has developed a new double drum electric tow winch for the Caden Foss, a 110-foot by 40-foot multi-purpose tractor tug for Vessel Chartering LLC, a wholly owned division of Baydelta Navigation Ltd. of San Francisco. The 6,770-HP boat is designed by Jensen Maritime and built at JT Marine Shipyard, in Vancouver, Washington. The winch is driven by a single 100-HP motor that produces about 70 tons on the first layer pull and a maximum pull of around 90 tons, with an auxiliary electric 'come home' drive as a back up to the main drive train.
The sturdy brakes offer a force of 250 tons on the barrel layer, and utilize pneumatic cylinders in place of hydraulics, to prevent any fluid spilling on the deck. 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. The main control station is in the wheelhouse, using Rapp's Pentagon Tow Control System, with a touchscreen for tension and wire length readouts, auto-tension capability, and automated haul-in and pay-out settings.
"We view this project a big step forward," says Johann Sigurjonsson, President of Rapp Marine US. "Working closely with Baydelta has resulted in the development of an ideal tow winch for the market."
Rapp for Harley Barges, Too
Rapp Marine was also selected to provide a complete deck machinery solution for two ATB tank barges under construction at Gunderson Marine in Portland, Oregon for Harley Marine Services. The OneDREAM and the All Aboard For A Cure are 430 feet in length, 77 feet wide and 27 feet deep, and have an 81,900 BBL capacity. Rapp Marine equipment on each barge includes a 75-foot crane used for hose handling, six mooring winches with a braking force of more than 25 tons on the first layer and a central hydraulic power unit to supply the hydraulic users.
The anchor winch is designed to fit 1,200 feet of 1-3/4-inch steel wire rope and 60 feet of 2-1/8-inch chain, and rated to hold more than 90 tons at first layer brake holding force, and pull more than 11 tons at first layer.
"This project for Harley Marine Services is a great example that display our capabilities of providing a completely integrated deck machinery solution for the customer." says Fin Moore, Sales & Marketing Manager. The barges were designed by Elliott Bay Design Group and are fitted with nitrogen gas generators. They will be coupled with Articouple pins to 116-foot tugs being built at Conrad Shipyard of Morgan City, Louisiana and will work the west coast transporting petroleum for Harley Marine's customers.
Zidell's Final Barge
Harley also operates several tank barges built by Zidell Marine in SW Portland. After building a total of 238 barges at this location, the company is closing its barge division in June after its final launch ceremony. The last barge is named Zidell Marine 277 and is also for Harley. It is one of the builder's largest-ever hulls at 421 feet long, 76 feet, 8 inches wide and 27 feet deep. The deck gear includes the standard four double-drum mooring winches, plus two single-drum spring line winches. There is also an anchor and winch, plus JK Fab's Emergency Tow Wire Storage Reel and a 75-foot-radius crane from North Pacific Crane Co. of Seattle.
The detailed specifications for this vessel reveal the complexity of modern double-hull oil barges since OPA 90, with inert gas generators from Maritime Protection AS that are supplied by two compressors powered by Volvo air-cooled engines. There are also a hydraulic power unit and two generators driven by three smaller John Deere engines. The barge also has a 20-HP Quincy air compressor for utility work. Emergency oil-spill materials are standard equipment on deck.
The Zidell barge is also fitted with the Articouple ATB connection system, as are two ATB tugs that Canada's ITB Marine Group Ltd., is building in British Columbia. The tugs are being built at ITB's Annacis Island Shipyard near Vancouver with ASD propulsion. Design is by Robert Allan Ltd. Two existing double-hulled oil barges ITB Reliant and ITB Resolution are being retrofitted with pin ladders and stern notches.
Maxum's Global Provider
The Global Provider is Maxum Petroleum's newest self-propelled bunkering vessel, currently under construction at the Jesse Company dock in Tacoma, Washington, and expected to enter service in the summer in Seattle. The 150,000-gallon capacity hull measures 126 feet in length, with a 32-foot beam, 10 feet of draft, and a 13-foot depth of hull. The design is by Elliott Bay Design Group and measures below 100 Gross Tons.
The fuel is transferred from six pairs of tanks at up to 1,200 GPM by Blackmer pumps; a Rapp Marine HP20-2K 30-foot crane is fitted to handle heavy hoses. The cargo handling system allows the vessel to move segregated products, lube and fuel oil without cross-contamination. Power is provided by a pair of Cummins QSK-19M, 660 HP Tier 3 propulsion engines.
Markey Busy With Winch Orders
In the last year, Seattle-based Markey Machinery has delivered a significant number of their high-quality products to operators on the West, East and Gulf Coasts. Harley Marine continued its nationwide expansion and fitted Markey products to a pair of 111-foot ATBs: Barry Silverton (CEW-60 electric capstan) and Jake Shearer (CEW-60 Electric Capstan) from Conrad Industries and the 91-foot ATB Dale R. Lindsey (TYS-32 hydraulic tow winch) built by Vigor Fab-Seattle.
Diversified Marine in Portland delivered the 120-foot Titan tug Earl W Redd with a DEPC-48 electric hawser winch. This model features Markey's proprietary render/recover feature at up to full rated line-speeds and line-tension and NexGen controls. The vessel also boasts a TESD-34B-100HP electric tow winch. Close to completion at Diversified is a pair of Robert Allen 80-foot ASD's with DEPC-48-50HP electric hawser winches and DEPC-32A electric deck winches.
Nichols Brothers Boat Builders is completing an order for two 120-foot by 35-foot by 19-foot twin-screw tugs for Kirby Offshore Marine. They are of a Jensen Maritime design and are fully ABS classed, including UWILD notation, and compliant with USCG Sub-chapter C. The Mount Baker and the sister-ship Mount Drum are each equipped with one TESD-34 Markey tow winch, one CEW-60 Markey electric capstan, and one M&S Marine Solutions Tow Pin.
Moran Towing, the oldest supplier of tugs on the US East and Gulf Coasts, with operations in 16 US ports stretching from New Hampshire to Mexico, has fitted Markey winches to many of its new 6,000-HP James A- Class Z-drive tractor tugs, built by the Washburn & Doughty Associates Shipyard in East Boothbay, Maine.
Each tug is 93 feet overall, with a beam of 38 feet and is powered by twin EMD 12-710G7C-T3 Tier 3 engines, producing a bollard pull of better than 80 tons. The Cooper Moran, Maxwell Paul Moran and Clayton Moran, based in Norfolk, Virginia and Savannah, Georgia are fitted with Markey DEPCF-48 or 52 electric hawser winches and CEW-60 Electric capstan winches.
EN Bisso purchased a new 80-foot ASD tug from Signet Marine and renamed it Gladys Bisso. This RAL design was fitted with a Markey DEPGF-42S electric hawser winch and a Markey DEPC-32 electric deck winch. Dunlap Towing of Everett, Washington is building a new tug, Phyllis II, which will be fitted with Markey's DESW-32-20 electric bow winch/windlass and a Model TDSDS-36 diesel tow winch.
Named for the chairman, and president of McAllister Towing and Transportation, the Brian A. McAllister will be the twelfth tug designed by Jensen Maritime Consultants of Seattle and the thirty-third tractor tug to enter service for McAllister. Power is a pair of Tier IV complaint, Caterpillar 3516E diesel engines for a rated 6,770 horsepower. The towing equipment will consist of a Markey asymmetric, render-recover 100 HP electric winches on the bow, and, a Markey TES-40A-75HP Electric towing winch outfitted with 2,500 feet of 2.25-inch wire on the stern.
Western Towboat Produces a Winch
Western Towboat is known and respected in the Northwest towing community for building and repowering its own tugs since 1967. The Western fleet now numbers 22, and the newest launch, the 5,000 HP, 120-foot Bering Titan – the company's seventh Titan design – adds to the company's reputation for continuous upgrades/refinement with the installation of a hydraulic double-drum towing winch designed and assembled in-house.
"The guys that build the boats and the winches also do all the maintenance on them, so it makes it easier for everybody if they have a hand in the design, rather than have something from a naval architect," owner Bob Shrewsbury Jr. explained.
This isn't his first shot at winch design: all the Titans have been fitted with Western's own version of the basic headline winch, built in their well-equipped machine shop and fitted with 150 feet of 2.5-inch Spectra line.
However, for the towing winch, Ed McEvoy, Western's port engineer since 1984, relied on several specialist engineering shops/outfits in the Seattle area who had previously done work for the company. Argonaut Marine provided CAD lofting, Rapp Marine had supplied towing winches for the six previous Titans, and agreed to supply their four-motor hydraulic drive with three speeds, from 30m/min up to 124m/min, and the level wind. Harbor Island Machinery turned the main/warp drum and Everett Engineering made the pennant drum. CETS wired the winch and built the control panel.
The winch frame was designed and constructed in Western's shop with easy access to the interior as the prime consideration. Cutaways and access openings allow the shore crew to reach the interior bearings and pennant drum motor with relative ease. The offset level-wind and electric drive fitted to all the other Titans, was also supplied by Rapp. It accommodates the large chain links on top of the 3,200 feet of 2.25-inch wire rope. An additional 2,000 feet of two-inch cable is stored on the smaller drum.
The result is a machine that meets all Western's goals: superior performance, safety, reliability and a clean appearance. "Our new winch has lived up to all our expectations and made the effort the entire team put in worthwhile," Shrewsbury says. "It had a good test this winter and the crew reported it worked well in the tough conditions on the Alaska runs."
Yukon River Tugs
Two specialized tugs launched in Oregon this year are examples of the shallow-draft pushboats used on the Yukon River in Alaska. Fred Wahl in Reedsport on the south coast launched the 72-foot Tanana for Ruby Marine, fitted with a pair of Nabrico DF 656 electric chain-drive winches on the square bow, and a Rapp HP 24-2F crane on the aft deck. WCT Marine on the lower Columbia River launched the 57-foot Bill B fitted with a pair of Wintech Spur Gear LM-Series 2-ton hand-crank winches and a used crane from a log truck. WCT also fabricated four large bitts from 18-inch and 24-inch-diameter tubing and a staple for the second of two ABS-classed 139-foot by 44-foot ATB tugs at Nichols Brothers Boat Builders. Such sub-contracts are becoming common for busy Northwest yards with full order books.
Rapp to Equip Research Vessels
Right at the end of 2016, Rapp Marine secured its largest single contract in China to China Ocean Mineral Resources Association (COMRA). In the last three years Rapp Marine has secured 9 orders to equip Chinese research vessels and the company is also involved in several marine science vessels being built in South Korea. Rapp's scientific and research winches are all designed in Bodo, Norway and manufactured in a new plant in Serbia.
Rapp Marine Group has also been awarded the deck machinery and handling systems contract for Australia's new Antarctic Icebreaker. The company will deliver an advanced package of electric deck machinery and handling systems for the 156-meter vessel designed and built by the Damen Schelde Naval Shipbuilding. It is due to arrive at its homeport of Hobart, in mid-2020.