July 1, 2019
The last year has seen several new tugs launched in the Pacific Northwest by Nichols Brothers Boat Builders of Whidbey Island and Diversified Marine of Portland. All are fitted with new or updated versions of towing winches to meet the increasing demand for "multi-purpose" vessels that can handle a wide variety tasks ranging from barge moving to ship docking.
Shaver's Samantha S Has Power to Spare
The best example of this in North America is the 112-foot Samantha S – the 8,000 hp tug for Shaver Transportation of Portland who operate a fleet of grain barges on the Columbia-Snake River system and also dock ships on the lower Columbia. With a pair of GE 12V 250 Tier 3 diesels producing a total 8,448 HP at 900 rpm, this is the most powerful tug of its size on the west coast. To harness all this power, the tug is equipped with Rapp's largest tow winch, a bow hawser winch, plus six Wintech wire winches on the back of the aft deck and another pair on the foredeck.
In addition to this unique deck layout, the engine room is notable for mounting a 1,333 HP Caterpillar C32 auxiliary engine on the centerline to meet all the tug's fire-pumping and hydraulic winch demands. The FiFi 1 water pump on the forward end of the C32 supplies the twin 6,000-gpm remote-control FFS monitors on both sides of the wheel house. A Veljan pump drive with four PTO's on the aft end of the engine powers the boat's hydraulic systems.
The hawser winch on the foredeck is a Rapp HA-149H-250 for ship assist and escort duty that is capable of fully paying out and retrieving with a pull of 100 tons. On the aft deck is a new design from Rapp – a double drum AHTW-75H-165 model with a bollard pull of more than 100 metric tons. Each drum is under-wound and independently driven by the C32, which provides the speed and torque of 74.5 metric tons on the first layer, necessary for the active payout and retrieval operation.
The band brakes are designed to hold up to 250 metric tons of tension, with both level-winds independently driven by VFD electric motors that will allow for on-the-fly adjustment of the fairlead during operations. The main winch control stations are situated in the wheelhouse, facing fore and aft, with secondary controls located on the winch. They are equipped with Rapp's advanced Pentagon Tug PLC Control System.
"This is the biggest set of winches that Rapp Marine has delivered for an American tugboat," Johann Sigurjonsson, CEO of Rapp Marine US stated. (Note that Rapp is now owned by McGregor, part of Cargotec.)
The tow winch is equipped to handle multiple demands, including emergency and long-haul towing. The two drums hold 3,000 feet of 2 1/2-inch wire and a Samson hawser for emergency ship-towing. This is backed up by an Emergency Vessel Attachment & Towing System (EVATS) from Glosten. This consists of a warp with floats, a bridle, and a retrieval line stowed in a package that allows for faster deployments, safer retrieval of the towing hawser, and a more secure connection to the disabled vessel, overcoming some of the most dangerous aspects of emergency towing.
For barge work and dead-ship moves between the Pacific Ocean and Portland, the Samantha S is fitted with a total of eight Wintech electric winches – six on the aft deck with a capacity of 120 tons (SWL) and two smaller units on the foredeck. All eight of these can be used to rig the tug to one or more barges on the river, or on the stern of a deep draft vessel that has lost power or steerage. They are powered by a pair of Tier 3 John Deere Magnaplus 6090A 200 kW generators that also supply the vessel's other power requirements. One of the gen-sets has a single hydraulic PTO as a back-up to the C3. "As far as the additional horsepower and bollard pull, ships are getting bigger all the time and we wanted to pioneer the next class of tug to meet that demand," the company president Steve Shaver explained.
Conrad Delivers Four Tugs to Young Bros
On May 4, Conrad Shipyard in Amelia, Louisiana christened the 123-foot oceangoing tug Kāpena Bob Purdy for Young Brothers Ltd., of Honolulu, Hawaii, a subsidiary of Foss Maritime Company.
Kāpena means "captain" in Hawaiian, and the Kāpena Bob Purdy is the fourth in a series of Conrad-built tugs, all named for legendary Captains in Young Brothers' 100-year history of operation. The design is by Damen of the Netherlands and features a long cargo deck engineered to receive towing equipment from two of Seattle's best-known tug suppliers – Markey electric winches and Smith Berger deck gear.
The towing winch is a 100-hp Markey TESD-34AUL – an all-electric double-drum tow winch with 2,500 feet of 2-1/4-inch diameter rope in 10 layers. It includes two chain-driven automatic level winds, two warping heads with rope guides, manual air-controlled drum brakes and clutches – one for each drum, an AC-variable frequency drive panel with dynamic braking resistors, a wheel house winch-control panel and a line monitor display panel for open ocean towing applications. The anchor winch is a Markey WESD-16-16-26 with a windlass and two wildcats. Smith Berger Marine supplied the combined tow pin/stern roller (flush-deck type) and 200MTS shark jaws.
Foss Increases Fleet Capacity
Nichols Brothers is building four 100-foot by 40-foot ASD-90 multi-functional tugs for Foss with ship assist and escort capabilities as well as towing. This is part of a fleet-expansion program with a Jensen design using some of the most advanced safety features in the industry, including two Tier 4 MTU series 4000 main engines, Markey winches and 900-GPM fire pumps and monitors.
Markey was chosen to provide a type DEPGF-52R Class II Hawser Winch for the bow of each vessel to handle ship assist and escort duties. The 75-hp AC-variable frequency drive machine works 10 inch circumference HMPE rope with mid drum line pulls to 15,000 lbs. or 377,000 lbs. with the brake engaged. Markey NexGen Class II winch controls built around the Markey Render/Recover system to further enhance safer tug operations – available with the touch of a single pushbutton. Once the line is made fast to the ship, all remaining tug operations including stretching out to position, working the ship, maneuvering and running up the line to retrieve it from the ship, can be done with the pushbutton.
The design features of the NexGen winch controls go one step further to incorporate a revolutionary new Automatic Power Assisted Freewheel mode. This mode automatically dampens drum motion while freewheeling and operates the clutch automatically by reacting to drum speed. Tethered higher speed tug maneuvers are accommodated hands free. Without the need of an operator manually clutching the drive train out and in, tug maneuvering safety dramatically improves.
On the aft deck will be an innovative new towing winch designated the Markey type TESS-34AS. At first glance this machine might look like any other single drum towing winch, says Markey. It spools 2,600 feet of 2-1/4-inch wire rope with vertical roller level wind powered by a 75-horsepower inverter duty motor.
Only after closer inspection does it become clear the TESS-34AS is no ordinary towing machine. Foss specified features and functions to improve operational safety. To facilitate slipping the tow and making up to the backup bridle, Markey engineers designed a drive train incorporating an air operated disc clutch and failsafe band type brake used under normal tow conditions. Control air is applied releasing the brake and clutch in an emergency to escape the tow.
The drum itself integrates a third flange splitting it into two separate compartments. This second compartment is where Foss carries 600 feet of 2-inch diameter HMPE at the ready as a secondary or backup tow line. After hookup, the barrel layer can exert 56,000 lbs. pull at 59 feet per minute speed to keep the tow under control. If primary and secondary tow hawsers were not multifunction enough, the TESS-34AS has a second drum termed, a Suitcase Drum.
The Suitcase Drum packs 150 feet of 1-inch diameter wire rope at the ready for making up tows. It's 28,150 lbs. line pull at 81 feet per minute speed allows the rope to be quickly tensioned once the line is made fast on the tow. The Suitcase Drum functions best with towing alongside making best use of the tugs' ASD's to control tows in heavily-trafficked restricted waters.
Dakota Creek Wins Six-Tug US Navy Contract
The new generation of Shipyard tugs for the US Navy is under construction at Dakota Creek in Anacortes, Washington. These tugs are 90 feet long and are designated YT-808-class by the Navy; the design is the successful Robert Allan Z-Tech 4500. They will have a total power of 2,690 kW and will be used for maneuvering naval ships into port and docks. JonRie InterTech, headquartered in New Jersey, was selected to supply machinery.
On the bow of each tug will be a JonRie Series 210 Heavy Duty Hawser Winch complete with JonRie's standard render block. The winch will have the capacity to spool 600 feet of 7-inch Hawser, a line pull of 20,000 lbs., a line speed of 175 feet per minute and a brake capacity of 300,000 lbs. On the stern of the tug will be a Series 421 Heavy Duty Capstan with a 100,000 lb. bollard capacity. The capstan boasts a line pull of 15,000 lbs. and a line speed of 30 feet per minute. All JonRie designs use a direct-drive Hagglunds hydraulic motor.
In the engine room, a 56-kW JonRie InterTech hydraulic power unit, with a soft start and load sense system, will power the winches. JonRie will also include a standard foot control system to allow the master to operate the winch with hands free operation.
Hybrid Tug's Gen-Sets Power Winches and Z-Drives
The Delta Teresa, the first hybrid diesel-electric tug designed by Jensen Maritime Consultants, and built by Nichols Brothers Boat Builders is now in service with Baydelta Maritime in San Francisco Bay (see related story on page 12 of this issue). It is a sister ship to the Baydelta fleet of six conventional 100-foot by 40-foot Valor-class tugs all designed by Jensen and built by Nichols that assist large container ships and tankers that visit Bay Area ports. The bow hawser winch is a Rapp HAW-75E that can pull 16 tons and has a brake holding strength of 300 tons at barrel layer. The winch's drum is designed to store over 850 feet of 8-inch circumference hawser rope. This hawser winch incorporates the Rapp proprietary fluid-cooled electric motor, commonly used on the company's advanced winches for deepwater fisheries and research applications, that allows continuous, high torque operation on the electric motor without overheating, while maintaining a compact footprint.
The electric tow winch on the aft deck is a Rapp AHTW-50E single drum, which is set up for softline towing and offshore rescue work and will hold approximately 1,200 feet of 2-inch synthetic rope. The winch can pull more than 75 tons at 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 will disengage the drum from the drive line for either routine operations or in the event of an emergency freewheel/release situation.
The main control stations for both winches are situated in the wheel house facing fore and aft with secondary controls located on the winch. The main control station will employ the company's advanced Pentagon Tug PLC Control System that provides more efficient and safer operations for towing vessels. It features a touchscreen with tension and wire length readouts, auto-tension capability, and automated haul-in and pay-out settings, as well as capacity for logging data.
Lindblad's Modern Boat Handling Systems
The new Lindblad Bureau Veritas-classed cruise vessels National Geographic Venture and Quest are equipped with the latest boat-handling equipment sourced from European manufacturers.
The Toimil 12500 excursion boat cranes with independent extension cylinders come from Pontevedra, Spain. Vestdavit of Bergen, Norway supplied two TSB-2500 telescopic davit systems on the stern that deploy and recover Zodiacs and kayaks. This ship will explore remote areas in the arctic and, when it comes to the wonders of nature, the rescue boats will be instrumental in bringing guests closer to the action. Vestdavit has recently opened a sales office in Washington state.
Custom Winch for Western Towboat
DMT is Dutch-owned with corporate offices, manufacturing and engineering facilities in Romania. It has been serving a variety of companies around the world with project-based assignments for almost 20 years. The company's references include tugs, towboats, barges, offshore support vessels and cable-laying vessels. Their escort towing winches can be built in any desired configuration using single, double, triple, waterfall or in-line drum arrangements. They can have an open or closed foundation, as well as a grooved or LeBus drum with advanced control features like constant tension available.
DMT has the ability to deliver over 200 different winch types, and 80 percent of orders are tailor-made to suit the customer's preferences, according to the company's account manager, Sander van der Gulik. Seattle's Western Towboat is a family-owned company that is well-known for building all twenty of the tugs they currently operate at their base on the Lake Washington Ship Canal. Their capable maintenance team performs all the mechanical work and has also built their own basic design of hawser winch.
When Western Towboat vice-president Russell Shrewsbury learned that DMT could build a towing winch to his specific requirements, powered by hydraulic or electric drives, he decided to order a new hawser winch that incorporated ideas from his crews who regularly tow large container barges to Alaska year-round and provide short-haul tug services in the busy Seattle area. The new winch was fitted to a ship-handling tug that the company launched in the first week of June. It is now in the fitting-out phase and first impressions of the winch have been very positive, according to Shrewsbury.
DMT also supplied the custom explosion proof winch package to SAAM Towage of British Columbia for the Tsimshian Warrior, built for service at the Ridley Island Propane Export Terminal (LPG) on the northern BC coast. The vessel has a gas detection monitoring systems explosion-proof deck equipment for safe operation in ATEX zone II , a FiFi1 fire-fighting system and an "escort" class classification. There is one high performance 300 hp escort winch at the bow with active haul-in/pay-out. It's a split drum spooled with 2x 250m of 72mm synthetic rope.
The aft winch is spooled with 750m of steel wire rope. This equipment and capacity enables the SST Tsimshian Warrior to safely perform vessel handling functions, including berthing, de-berthing and escorting under any weather conditions. The Tsimshian Warrior is a Robert Allan RAstar 3200W design, built by Turkey's Uzmar Shipyard. It is powered with Tier 4 Cat 3516E 2,525 kW engines with Selective Catalytic Reduction (SCR) systems. They drive Rolls Royce US255 CP azimuth thrusters providing 83.5 tons of bollard pull. It is estimated that the new terminal will export up to 1.2 million tons of propane each year in 20 to 30 ship visits.
Crane for New Catamaran Crew Boat
Passenger catamarans are the leading product for Pacific Northwest boatyards, but the 85-foot by 26-foot Aurora is the first modern catamaran for commercial launch service on the west coast. It is a sleek Incat Crowther design built by Canadian Maritime Engineering of Port Alberni on the west side of Vancouver Island. It was built for the Prince Rupert operator west coast Launch to carry workers between Prince Rupert and Kitimat. Power is two 750 horsepower Volvo engines driving propellers. The aft deck can carry 15 tons of cargo and is equipped with a Palfinger PK 4501M hydraulic crane with a 1900-lb load limit.
American Anchor Windlass for Icebreaking Tug on St. Lawrence Seaway
In February 2019, the St Louis, Missouri-based Schoellhorn-Albrecht company completed a contract to design, manufacture and supply deck machinery for an ice class, Z-drive tug that will work in the St Lawrence Seaway. This includes a windlass and capstans with variable frequency drive (VFD). Schoellhorn-Albrecht supplied a vertical anchor windlass and through-deck capstan with a VFD control package, a right-angle drive gearbox, 15-kW marine duty motor and 45-cm diameter barrel. The windlass was designed to ABS standards for a minimum design temperature of -32˚C. Testing and certification was witnessed by ABS. The controls to the deck equipment were enclosed in Nema 4 stainless steel units to protect them from ice during low-temperature operations.
WCT Installs Double-Winch Power Pack on Crane Barge Beaver
The spud barge DB Beaver was built by Ridell in Portland in the 1930's –a time when steam engines were standard equipment. It has been upgraded over its long life with a diesel-powered 100-ton fixed crane to continue supporting marine construction work on the lower Columbia River. Over the winter, the 90-foot spuds were removed and rebuilt at the WCT Shipyard at Tongue Point, Astoria and a new deck winch package assembled in the shop. This consists of two Wintech 20-ton electric winches on a skid base with a 70-kW generator in the center. One winch handles the anchor line, the other is used for fleeting. The machine shop also renovated WCT's Manitowoc 3900 100-ton crawler crane.
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 over 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.
Apache, scheduled for delivery June 1, and Geronimo, due about five months later, represent a fleet expansion for Sause Bros., which has operations across the west coast and Hawaii. Sause said both are being built specifically for Chevron, and will haul fuel barges from the oil giant's Richmond, Calif., refinery to distribution points along the west coast.
All four Mikiona tugs will be fitted with the same standard Rapp 22031 towing winch with level wind, pendant drum, capstan, and tugger drum. The primary drum is loaded with 2,600 feet of 2.25-inch towing wire on the primary drum and 800 feet on the pendant drum. The brake can exert up to 119 metric tons. Hydraulic power is supplied by a 266-hp John Deere PowerTech 6058 AFM 85 with a 60-hp electric motor for back-up.
Both new tugs have Rapp TOW-22031 winches on the stern with a heavy duty multiple motor gearbox with four hydraulic motors designed to handle more than 56 tons of pull tension on the barrel layer, Rapp President Johann Sigurjonsson said. The main drum holds up to 2,800 feel of 2 1/4-inch steel wire rope, and the brake handling capacity is about 120 tons on the barrel layer.
"The pendant winch, Rapp PW- 4002-B, features a multiple motor gearbox with three motors, designed to handle up to 17 tons of pull tension on the first layer, and a brake handling load of about 50 tons, while storing over 900 feet of 2 1/4-inch steel wire rope," Sigurjonsson said. "Also incorporated into the same winch frame is a tugger winch and horizontal capstan."
The Rapp TOW-4002-BB hawser has 13 tons of pull tension and a brake holding capacity of 60 tons, both at the barrel layer. It can hold up to 300 feet of 2-inch soft line, and likely will be used when making up on the hip of a barge. A 266-hp John Deere engine supplies power to the winches with a 60-hp electric motor as backup. SOMAR fabricated the four-pin tow pin system with 16-inch diameter pins.
Rapp's Pentagon System in the wheelhouse features a touchscreen with tension and wire length readouts, auto-tension capability, and automated haul-in and pay-out settings, as well as capacity for logging data, Sigurjonsson said.