• November 27, 2015
• Coastal

Rhine vessel results confirm effectivess of Flex tunnel

Tunnels ensure optimal water flow to the propellers at shallow drafts, but the downside of conventional tunnels is an increase in hull resistance, lower efficiency and increased fuel consumption.

Inland vessels are loaded, and therefore sail in deeper water conditions, for about 85 percent of the time, during which a tunnel is superfluous. The Flex tunnel is deployed when sailing in shallow waters to ensure sufficient water flow to the propellers and maintain their efficiency.

The first Flex tunnel installation is in the push-barge combination Rhenus Duisburg, developed by DST (Development Center for Ship Technology and Transport Systems) for Rhenus PartnerShip.

The vessel carries coal from Rotterdam to Lünen, Germany. The vessel not only has to sail with a barge linked in front, but also often has to convey two additional barges attached alongside during its passage along the Rhine.

The entire convoy makes a laden outward journey and then proceeds unladen along the Wesel-Datteln Canal. A sailing profile which is applied both while loaded and unloaded with ballast, and in deep and shallow water.The Van der Velden FlexTunnel has proven its functionality with this sailing profile.

Measurements were taken both during a trial voyage and in regular service. The vessel sailed in a range of circumstances, both loaded and unloaded, and at various speeds.

“The functionality was subjected to extensive trials at all speeds, and the measurements taken invariably remained within the design margins, which implies that there are no restrictions on the use of Van der Velden Flex tunnels at any speed whatsoever,” says Van der Velden. “As expected, the results confirm that extremely high vacuum levels are achieved with a deployed tunnel, which implies that the Van der Velden Flex tunnel is ideally suited for use with unladen vessels. The airtight seals on the thrusters and the hull ensure that there is sufficient water surrounding the propellers, thus avoiding any loss of output due to propellers breaching the surface of the water.”

The Flex tunnel enables the fitting of large, 2,000 mm propellers, improving propulsion and reducing fuel consumption as a direct result.

The initial findings, based on analysis of the measured data and comparison with vessels with conventional tunnels, suggest that the Rhenus Duisburg achieved around 27% lower energy consumption.

This high output is linked to application of the Van der Velden Flex tunnel, which in turn enables optimum stern design for the vessel’s operating area.

DST not only designed the underwater hull, but also subjected it to extensive tests. The model test reports predicted the actual circumstances almost exactly, which underscores the quality of the development institute’s model tests.

Van der Velden Marine Systems had initially expressed a cautious estimate of energy savings between 10 and 20%, but says the provisional results “actually proved surprisingly high. “

• November 22, 2015
• Coastal

Shearer Group to support LNG towboat conversion

NOVEMBER 22, 2015—Naval architectural and marine engineering firm The Shearer Group, Inc. (TSGI), Seabrook, TX, will join with Pittsburgh Region Clean Cities (PRCC) and Clean Fuels Clean Rivers (CFCR) to conduct a

• November 20, 2015
• Coastal

Rolls-Royce wins thruster order from Turkish tug builder

NOVEMBER 20, 2015 — Rolls-Royce has signed a contract for the delivery of 12 azimuthing thrusters to Sanmar Shipyard in Turkey during 2016, with an option for an additional 30 units. The

• November 19, 2015
• Coastal

Chesapeake Shipbuilding to build three more tugs for Vane

They will be the 15th, 16th and 17th tugboats built for Vane Brothers by Chesapeake Shipbuilding since 2008.

Construction on the first new tug has already begun in one of Chesapeake Shipbuilding’s hull fabrication buildings.

The design of the new tugboats will be nearly identical to previous tugboats built for Vane Brothers. Each will be equipped with twin Caterpillar 3512 main engines, producing a combined 3,000 horsepower, and will have a single drum hydraulic winch from JonRie of New Jersey.

The tugs will measure 94′ long with a 32′ beam, and a 13′ depth.

All Chesapeake Shipbuilding tugs are built in a controlled indoor environment prior to being moved and launched into Maryland’s Wicomico River.

Chesapeake Shipbuilding has recently made significant upgrades to its shipyard to increase its production capacity and efficiency, including acquiring additional land, building two new hull fabrication buildings and investing in additional automated equipment.
The yard is located on 14 acres of level land, with more than 2,400 ft of deepwater bulkhead, along the protected waters of the Wicomico River. It has two large outfitting basins, three side launch systems, plus a ground transfer system and various hull fabrication buildings and shops.

• November 13, 2015
• Coastal

ACL completes acquisition of AEP River Operations

ACL purchased all the stock of AEP Resources, the parent company of AEP River Operations.

AEP, which acquired the business, formerly known as MEMCO, in 2001, netted approximately $400 million in cash after taxes, debt retirement and transaction fees.

AEP River Operations is a commercial inland barge company delivering about 45 million tons of products annually, including 10 million tons of coal. It has 56 towboats, 2,301 barges and 1,090 employees. The company is based in Chesterfield, MO, with operations in Paducah, KY, and Convent, Algiers and Belle Chasse, LA.

AEP is retaining ownership of its captive barge fleet. It has 12 towboats, 498 barges and 229 employees and delivers about 19 million tons of coal annually to AEP’s regulated coal-fueled power plants owned by Appalachian Power, Kentucky Power and Indiana Michigan Power.

AEP has signed a contract with ACL to dispatch and operate AEP’s captive barge fleet through the end of 2016.

ACL, a portfolio company of Platinum Equity, has a fleet of approximately 2,000 barges and over 115 towboats. It is one of America’s largest liquid cargo and dry cargo barge lines. Its operating companies use the American Commercial Barge Line (ACBL) name.

Its top leaders are hardly strangers to AEP River Operations.

ACL President and CEO Mark Knoy ran AEP River Operations for a decade before joining ACL in 2011. Paul Tobin, ACL’s Chief Operating Officer, and Robert Blocker, ACL’s head of sales and customer service, also spent 10 years at AEP River Operations before joining ACL in 2011 along with Knoy. All three were previously at the company in its MEMCO Barge Line days.

“I have a great deal of respect for AEP River Operations, I know the business very well, and I’m excited about what we will achieve together,” said Mark Knoy. “These are two highly complementary businesses, each with its own strengths, yet unified in their commitment to safety and customer service. This is an exciting day for our employees, our customers and for the future of our company.”

“Mark and his team know both businesses first-hand and are uniquely equipped to bring them together and maximize the potential of the combined enterprise,” said Platinum Equity Partner Louis Samson. “With the additional operational support Platinum Equity provides, they are moving quickly to create substantial value.”

Bank of America Merrill Lynch advised ACL and led the transaction financing. Latham & Watkins served as legal counsel to ACL.

In a letter addressed to AEP River Operations customers today, ACL head of sales and customer service Robert Blocker wrote, “AEP River Operations LLC will join the ACBL group of companies and will continue to operate as ACBL River Operations LLC. Over the next several months, we will likely be transitioning much of the business into the ACBL operating structure, but we are going to do that in an orderly fashion to be sure we maintain a level of service that reflects the ACBL standards.”

• November 11, 2015
• Coastal

New Z-drive tug for Suderman & Young

Designed by Robert Allan Ltd., Vancouver, BC, Canada, the Triton is the result of the successful operation of the first two Z-Tech 2400 tugs, Chloe K and Zeus, which were built for G & H Towing. The Triton also incorporates the lessons learned during 5 years of operation of eight previously built larger Z-Tech 7500 class tugs, starting with Thor in 2007. Those tugs are all operate by G&H Towing. The Triton is expected to be delivered before the end of 2015.

Joseph D’Isernia, Eastern Shipbuilding’s President, hosted the launching ceremony. Lisa Nigro, wife of Mike Nigro, VP of G & H Towing, christened the vessel, breaking the traditional bottle of champagne on the tug’s hull.

 

The Triton has an overall length of 80 feet, beam of 38 feet 3 in., depth of 15 feet 9 in., and operating draft of 16 feet 10 in. The propulsion power for the tug is supplied by two Caterpillar 3516C Tier 3-compliant diesel engines, each rated at 2,575 hp at 1,600 rev/min. The Triton has two Schottel SRP 1215 fixed pitch Z-drives for propulsion, with an expected bollard pull of 66 tonnes. Other equipment includes a Markey Machinery Fairleader 50-hp electric hawser winch. The tug is classed ABS +A1, Towing Vessel, AMS and Escort Service ABS Loadline (SoC), Statement of Compliance.

 

G&H Towing Company is the owners’ onsite representative and agent during the engineering, construction and delivery of the eight tugs for both Suderman & Young and Bay Houston. G&H Towing Company will operate the vessels after delivery.

• November 11, 2015
• Coastal

Robert Allan designs new RAmparts tug for Chile’s SAAM

 

The first two boats, named Chincha and Tupac, are now under construction at the Wuxi Shipyard in China, for SAAM’s Peruvian affiliate Tramarsa, with others soon to follow.

In addition to the design, Robert Allan Ltd. also provided a complete structural steel parts package developed from the design drawings prepared for this project. Parts were defined and nested using ShipConstructor software, complete with part identification code, suitable as input to the shipbuilder’s NC burning code.

The 24.4 m long x 11.25 m beam RAmparts 2400-W Class tugboat is a twin Z-drive, diesel-powered tug, designed for maximum efficiency in the performance of ship-assist and terminal support operations. The hull form and layout have evolved through the extensive experience of the designers. Ship-handling is performed over the bow using a high-performance, split drum hawser winch.

The tugs will also provide firefighting capability and have up to date accommodations for a crew of six in two single and two double cabins.

The design complies with ABS requirements for the following notations: ✠A1, , ✠ AMS, Towing Vessel, UWILD, Fire-fighting Vessel Class 1 Particulars of the RAmparts 2400-W design are as follows: Length overall

• November 11, 2015
• Coastal

New Argentine-built ASD tug nears delivery

NOVEMBER 11, 2015—Built to an Argentine design in an Argentine yard, a new 28.8m x 10m azimuthing stern drive (ASD) tug will soon be at work handling ships in her home country.

• November 11, 2015
• Coastal

Clyde Marine Services takes delivery of first Damen ASD tug

The Damen ASD 2310 has been named CMS Warrior and joins a 12-strong fleet of tugs and crew tenders at the company.  It has a 52-tonne bollard pull ahead. Classed by Bureau Veritas, the new tug has modern and spacious accommodations for six crew.

“Warrior is a highly versatile vessel, suitable for all kinds of jobs, with proven quality. This means the overall total cost of ownership is very reasonable,” says Hamish Munro, Director Clyde Marine Services.

Established in 1913, Clyde Marine Services has a long history of working with Damen vessels that dates back to the mid eighties, when the company bought a Damen Pushy Cat. The fleet includes Damen Stan Tugs 1906 and 1907, as well as two Stan Tug 1’s.

“We have continually invested in modern tugs. After the Damen Pushy Cat, more Damen vessels followed based on our positive experience,” says Mr. Munro.

The company’s five harbor tugs service all ports on the River and Firth of Clyde, including Campbeltown. It also has a coastal tug, Bruiser, operating in the Clyde/Belfast/Liverpool area.

Mr. Munro comments that since 1913, four generations of his family have steadily directed and expanded the business into tugs, ferries, passenger tenders, charter cruise vessels, and to provide the vital harbor services of boatmen and riggers.

“Our fleet of vessels provide mooring, boarding and towing services around the clock, assisting ship movements within the Clyde area,” he says.

Clyde Marine services’ fleet includes six passenger/crew tenders ranging in capacity from 20 to 250 persons. Tendering operations include cruise liners, Royal Navy and Royal Fleet Auxiliary vessels, shipbuilding trials and shiprepair parties.

The company has been providing harbor service boatmen and mooring gangs since its beginnings in 1913. All of the boatmen are fully licensed skippers, examined and certificated to MCA Boatmaster License standard, who assist ships in the most exposed and difficult situations, and during all kinds of weather conditions.

• November 11, 2015
• Coastal

Clyde Marine Services gets its first Damen ASD tug

 

The Damen ASD 2310 has been named CMS Warrior and joins a 12-strong fleet of tugs and crew tenders at the company.  It has a 52-tonne bollard pull ahead. Classed by Bureau Veritas, the new tug has modern and spacious accommodations for six crew.

“Warrior is a highly versatile vessel, suitable for all kinds of jobs, with proven quality. This means the overall total cost of ownership is very reasonable,” says Hamish Munro, Director Clyde Marine Services.

Established in 1913, Clyde Marine Services has a long history of working with Damen vessels that dates back to the mid eighties, when the company bought a Damen Pushy Cat. The fleet includes Damen Stan Tugs 1906 and 1907, as well as two Stan Tug 1’s.

“We have continually invested in modern tugs. After the Damen Pushy Cat, more Damen vessels followed based on our positive experience,” says Mr. Munro.

The company’s five harbor tugs service all ports on the River and Firth of Clyde, including Campbeltown. It also has a coastal tug, Bruiser, operating in the Clyde/Belfast/Liverpool area.

Mr. Munro comments that since 1913, four generations of his family have steadily directed and expanded the business into tugs, ferries, passenger tenders, charter cruise vessels, and to provide the vital harbor services of boatmen and riggers.

“Our fleet of vessels provide mooring, boarding and towing services around the clock, assisting ship movements within the Clyde area,” he says.

Clyde Marine services’ fleet includes six passenger/crew tenders ranging in capacity from 20 to 250 persons. Tendering operations include cruise liners, Royal Navy and Royal Fleet Auxiliary vessels, shipbuilding trials and shiprepair parties.

The company has been providing harbor service boatmen and mooring gangs since its beginnings in 1913. All of the boatmen are fully licensed skippers, examined and certificated to MCA Boatmaster License standard, who assist ships in the most exposed and difficult situations, and during all kinds of weather conditions.