Silver Ships delivers survey boat to USACE

The Corps will use the all-welded aluminum vessel for surveying the waters in both the Gulf of Mexico and rivers of the New Orleans District. Designed and engineered by naval architect Lou Codega, PE of Smithfield, VA, the vessel’s hull form is designed to handle the short choppy seas of the Gulf Coast regions.  

The survey boat can achieve a top speed of 28+ knots with a range of 300+ miles and operates at a cruising speed of approximately 25 knots. Power is provided by twin Caterpillar C18 diesels rated at 803 hp each and coupled to Twin Disc v-drive gears.

The pilothouse has full, unobstructed 360° visibility from the operator’s station at all vessel speeds. All interior spaces on the vessel are climate controlled by two 18 kBTU and one 12 kBTU air conditioning systems. Pilothouse accommodations include Mylar shades, hydraulic/suspension seating for a crew of two plus a dinette settee for four. Forward cabin accommodations include an enclosed berthing area for four, Magna Germ Type 2 marine sanitation system with private head, shower, full galley and hanging storage locker.

Navigation and communications equipment includes two Raymarine E165 radar/chartplotters and two ICOM M506 VHF radios and Carlisle & Finch 12″ searchlight.  Onboard electrical service is supplied by 12/24 volt DC power. A 21.5kW Caterpillar C2.2 diesel generator and 60 amp shore power are provided, supplying 120 and 240 volt auxiliary power to the boat.

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Pulling plug on China yard, Algoma turns to Uljanik

These contracts with Uljanik are contingent upon delivery by the shipyard of acceptable security for the construction instalments required under the contracts. The contracts with Nantong Minde were canceled earlier this year.

“Our experience with the Uljanik Group on the Equinox 650 Class project has given us confidence in the shipyard’s ability to deliver high quality vessels on the agreed timelines,” said Ken Bloch Soerensen, President and CEO of Algoma. “Our Equinox project has faced significant delays as a result of the financial problems encountered by Nantong Mingde shipyard. Working closely with Uljanik, we are confident in the continuation of Algoma’s fleet renewal project.”

These new Equinox Class ships will feature a boom forward configuration designed to provide greater flexibility in certain delivery situations. The vessels will have an overall length of 225.55 m (740 ft) and a beam of 23.77 m (78 ft), qualifying as Seaway Max size ships. The vessels will carry 29,300 tonnes at maximum Seaway draft.

The new Equinox vessels will have all of the features of the existing Equinox design, including the exhaust gas scrubber technology pioneered by Algoma on the Great Lakes in its first Equinox Class gearless bulk carriers. The first vessel is scheduled for delivery in early 2018 with the balance of the ships set for deliveryby the end of that year.

Algoma says it is “continuing with other parties on further fleet renewal opportunities.”

Second “enhanced” RAmparts tug joins Harley Marine

The Lela Franco, named in honor of the  wife of HMS founder Harley Franco, is a sister ship to the Michelle Sloan delivered earlier this year. Designed by Robert Allan Ltd., both tugs were built at shipbuilder Diversified Marine Inc.’s Portland, OR, shipyard.

The Lela Franco is the sixth tractor tug HMS has added to its fleet in under two years, improving its ship assist and tanker escort capability and bringing more horsepower to the U.S. West Coast. Like its twin sister the Michelle Sloan, it is an enhancement of HMS tugs the Tim Quigg and John Quigg, built in 2004 also by DMI. These enhanced designs developed by Robert Allan Ltd. feature a wider hull, increased bollard pull performance, improved crew accommodations, and a modified skeg.

Particulars of the Lela Franco are as follows:

The tug was designed and constructed to satisfy all applicable USCG rules and regulations and meets or exceed classification society minimum scantling requirements. Tank capacities are as follows:Fuel Oil:          32,800

On trials, the vessel achieved an average bollard pull, ahead, of 69.0 short tons and a maximum of 71.3 short tons, Astern, average bollard pull was 65.4 short tons and maxium was 67.4 short tons.  Free running speed, ahead, was 12.5 knots   

The vessel has been outfitted to the highest standards for a normal operating crew of two, with accommodations for up to six persons. The Master’s cabin is located on the main deck, with two additional double crew cabins located on the lower accommodation deck. There is also a galley and mess room located on the main deck.

The deck machinery comprises a Markey DEPC-48 render-recover type ship assist hawser winch on the bow, spooled with 500′ of 9″ line, and a Markey DEPC-32 towing winch aft with a capacity of 250′ of 6-1/2″ line. In addition, a capstan is installed on the fore deck to facilitate line handling operations.

The raised forecastle and elevated wheelhouse ensure good all-round visibility of the working decks and when handling large barges with high freeboard. The higher freeboard feature also provides a high standard of seakeeping when working in exposed waters, but is configured so as not to impede the ability of the tug to work closely under the flare of the newer generation of large ships.

Main propulsion power for each tug is provided by a pair of CAT 3516C diesel engines, each rated 2,575 bhp at 1,600 rpm, and each driving a Rolls-Royce US 205 Z-drive unit, with a 94.5″ diameter fixed pitch propeller.

The electrical plant consists of two (2) identical CAT C6.6 diesel gen-sets, each with a power output of 125 ekW, 60 Hz.

Ship-handling fenders at the bow consist of one tier of 36″ OD x 18″ ID cylindrical fender at the main deck level, with 12″ loop type Schuyler fenders between the main deck and the knuckle, 11″ laminated bow fenders below, and 12″ hollow D style fenders along the stem and skeg. Tires and 8″ hollow “D” fender provide protection at the main and forecastle sides and sheer lines, and 12″ loop type fendering is used at the stern.

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