Blount Boats building Chicago tour boat
DECEMBER 14, 2016—This past summer, Blount Boats, Inc., Warren, RI, signed a contract to build a 100 ft x 35 ft steel passenger tour boat for Shoreline Sightseeing Co., Chicago, IL. The
DECEMBER 14, 2016—This past summer, Blount Boats, Inc., Warren, RI, signed a contract to build a 100 ft x 35 ft steel passenger tour boat for Shoreline Sightseeing Co., Chicago, IL. The
The RHIB 1050 was developed at Damen Shipyards Hardinxveld, a long time RHIB supplier to the Royal Netherlands Navy.
“This is not your average RHIB,” says Roel Foolen, the shipyard’s Newbuild Project Manager. “For starters, it’s Lloyds approved. The hull is made of glass reinforced epoxy as opposed to polyester and provided with Lloyd’s approved closed cell, foam core.”
“Further to this, we are also able to provide training in its use,” adds Mr. Foolen. “Damen has many years’ experience in building boats for navies and other defence and security bodies.”
Damen’s use of epoxy for the hull will see the RHIB 1050 produced at the group’s specialist composites yard in Antalya, Turkey.
The RHIB will be produced in series with a standard hull, open to flexible, client-specified outfitting requirements.
Ergonomics are a strong theme running throughout the design. Damen developed the layout using a mock-up console, constantly tweaking the positioning of instrumentation, seating and controls until completely satisfied with comfort levels. Consequently, the wheel and throttle are perfectly aligned with the suspension seating and handles and grips are located strategically throughout the RHIB.
“We’ve aimed to cover every detail – for example including steps to facilitate easy, fast exit of the RHIB in boarding ops and integration of hoisting eyes into the bollards, simultaneously removing a trip hazard and taking advantage of every available bit of space,” says Mr. Foolen.
The RHIB uses D-shaped tubing, rather than the conventional cylindrical tubing.
“Doing this allows us to combine the console and the engines into a single, space saving unit,” says Mr. Foolen.” Usually this would not be possible as such a unit would impede access to the fore of the vessel. However, with a section of tubing removed, there is still space for on board personnel to pass safely and comfortably fore to aft.”
The vessel is easy to maintain. For example, its two 350 liter fuel tanks are located beneath the ten deck-based seats which are fitted to a dedicated hatch so that, in the event the tanks require removing, the seating is simply lifted clear.
Similarly, the entire console unit is hinged at the aft so that it can be very easily moved clear when access is necessary to the RHIB’s two 370 hp Volvo Penta engines. The mast is also hinged so that it can be quickly folded away for transport height.
“As well as easy maintenance, the RHIB 1050 is also low maintenance,” says Mr Foolen. “We’ve used high-end materials and taken every step to ensure components are protected. Console instrumentation is located behind a heated, watertight window for example. And all electrics are housed in a dedicated, heated and ventilated compartment inside the dry storage area.”
The stern platform, as well as being ideally situated for diving and man overboard operations, works in combination with the tube ends to form a protective barrier for the stern drives.
At the front of the vessel, the nose is flattened to serve as a fender during boarding operations and the tubing is fitted to the vessel with aluminum extrusions, not glue. This not only offers a better grip, but also makes it easier to remove and replace when necessary.
How about performance?
“During seatrials, the handling, maneuverability and balance have proven to be excellent,” says Mr. Foolen. “It’s very safe also, very forgiving and perfect in rough, harsh water. She’s quick too – able to sail at speeds of over 50 knots.”
Damen is currently building a second RHIB 1050, which will feature two 400 hp outboard engines.
The 52.7-ft, 28-knot pilot boat, designed by C. Raymond Hunt Associates, is powered by twin Volvo Penta D11 six-cylinder 503 hp diesel engines with IPS2 drives and Volvo Penta EVC electronic steering and control system.
Each of the IPS pods has two counter-rotating forward-facing props that pull the boat through the water rather than pushing it. The EVC control system and three-axis joystick will increase the boat’s overall maneuverability alongside a ship and when docking.
The system complies with EPA Tier 3 emission standards.
“We selected the Volvo Penta IPS2 for our next-generation Chesapeake-class boats to improve the performance and the arrangement of planing hulls like our pilot boats,” said Peter Duclos, president of Gladding-Hearn. “IPS2 provides what pilots have been asking for – higher speeds, lower fuel consumption and more comfort.” The boat is also fitted with an interceptor trim-control system supplied by Humphree.
“The combination of the Volvo Penta IPS and the Humphree interceptors gives the pilots higher speeds and improved comfort,” said Mr. Duclos. “Initial sea trials revealed a 25 percent improvement in fuel consumption over comparable Chesapeake-class vessels, as predicted.”
Last year, Volvo Penta and Gladding-Hearn teamed to produce the first commercial craft in North America to be powered by triple IPS drives and dynamic positioning for automatic hands-off station keeping. The 64-ft. Fort Ripley was delivered to Southeast Ocean Response Services in Charleston, S.C.
“Volvo Penta IPS is the perfect solution for modern pilot boats, consistently providing 20 percent faster speed, 30 percent lower fuel consumption, 15 percent faster acceleration and 50 percent lower noise and vibration levels when compared to a traditional shaft installation,” said Marcia Kull, vice president, marine sales, Volvo Penta of the Americas. “It is a true transformative technology that we believe will become the new standard in pilot boat propulsion moving forward.”
This year, Volvo Penta is celebrating the tenth anniversary of the IPS product. The first IPS was unveiled at the Miami International Boat Show in 2005. Since then, Volvo Penta has sold over 17,000 IPS units. Today, the Volvo Penta IPS comes in a range of ten models, from 350 to 1200 hp, in twin, triple or quadruple configurations.
Available in power ratings from 368 to 551 kW, the D16 is the largest marine diesel engine in Volvo Penta’s product portfolio, but remains a compact and flexible choice for a complete power package, a multi-engine application, diesel electric or hybrid solution.
Originally launched by the Volvo Group in 2004, Volvo Penta released the D16 for marine use in 2005 and, since then, more than 95,000 heavy duty D16 units have been produced. Now, Volvo Penta is updating its original unit to offer more features that include the ability for operators to use either of Volvo Penta’s proprietary monitoring and control systems (EVC or MCC) or the system of the operator’s choice — in which case the engine is delivered with an open CAN solution.
Open CAN interface enables integration with any ship automation system and any user interface. The benefit is an easier installation process for the shipyard, while customers will appreciate being able to customize the control system — a feature previously unavailable. By opening up and sharing data about the engine, OEMs can customize the auxiliary or genset engine’s interface, while still benefiting from all the features of a Volvo Penta engine.
To increase uptime, a 1,000-hour oil service interval is available — without the need for additional oil or extra filter arrangements.
The original D16 engine contained an 80 amp compact alternator, but the updated 110 amp alternator in the latest unit offers 40% increased capacity — even at low revs. The new alternator enables increased charge capacity and more onboard power.
Type-approved by DNV, the engine rubber mounts in the new D16 engine are designed to withstand a higher load. The new characteristics will increase onboard comfort — especially important in crew transfer vessels. In addition, other changes, such as a new exhaust clamp at the turbo outlet and new stud joints, are part of a wider package of design improvements intended to the engine even more robust.
The updated engine also includes a redesigned oil sump, which will make it easier for boat builders to fit a single or dual installation, ensuring the complete overall system takes up less room and is easier to install.
For those customers who want to order an engine with Volvo Penta’s electronic vessel control, the type-approved EVC system features defined control stations with priority settings and “transfer underway” procedures according to DNV requirements. To fulfill monitoring requirements, a seven-inch color screen display is complemented by an alarm-handling display, including an extended alarm log.
The EVC system also features manual engine sync to support complex maneuvers where full control of both engines is needed. For customers wanting to integrate with a ship system, for example, the Volvo Penta Information Gateway (IGW) is available.
The EVC’s top mount controls and display have all been updated to exceed the DNV location class for deck mounting, fulfilling IP67. This protects vessels with an exposed helm from water intrusion.
The 28 knot vessel is the association’s second Chesapeake Class launch and the first in a new generation of the popular, mid-size pilot boats.
The Somerset, MA, shipyard introduced the Chesapeake Class pilot boat in 2003.Since then, 15 have been delivered to pilot associations throughout the U.S.
The latest improvements incorporate the performance benefits of Volvo Penta’s IPS2 inboard propulsion system.
“The IPS2 system was created to improve the performance and the arrangement of planning hulls like our pilot boats,” said Peter Duclos, the shipyard’s president. “This new generation of Chesapeake launches, named Chesapeake Class MKII, is equipped with the IPS2 pods, which provide what pilots have been asking for: higher speeds, lower fuel consumption, and more comfort.”
With a deep-V hull designed by C. Raymond Hunt & Associates, the all-aluminum pilot boat measures 52.7 ft overall, with a 16.8-ft beam and a 4.5-ft draft.
It is powered by twin Volvo Penta D11, six cylinder, EPA Tier 3 diesel engines, each producing 503 bhp at 2,250 rpm. Each engine is connected to a Volvo Penta IPS propulsion pod, which is fitted with dual forward-facing, counter-rotating propellers and integrated exhaust system, and Volvo Penta’s integrated EPS electronic steering and control system.
The EPS control system and three-axis joystick increases the boat’s overall maneuverability alongside a ship and when docking, says Mr. Duclos.
The financial incentive for the Tampa Bay pilots to optimize fuel economy, vessel handling and comfort led the shipyard to install a Humphree Interceptor automatic trim- optimization system.
“The combination of the Volvo Penta IPS system and the Humphree interceptors gives the pilots higher speeds and improved comfort, while burning 25 percent less fuel than similar Chesapeake Class launches,” says Mr. Duclos.
Electrical requirements are met by a 9 kW Northern Lights generator.
Key design changes to the Chesapeake Class MKII include positioning the wheelhouse aft of amidships to improve comfort and provide for a larger foredeck.
With the pods close-coupled to the engines, the engine room is located well aft of the wheelhouse with easy access to machinery through a deck hatch.
This new generation of pilot boats is also designed to accept a gyro-stabilization system, designed to reduce vessel roll.
The wheelhouse, with forward-leaning windows, is outfitted with five Stidd seats and a settee and cooled by two 16,000 Btu air-conditioning units.
The forecastle, with a 12,000 Btu AC unit, has one berth and an enclosed head.Outside of the wheelhouse are wide side-decks and boarding platforms, port and starboard, on the foredeck.
At the transom is a winch-operated, rotating davit over a recessed platform for pilot rescues operations.
OCTOBER 8, 2015 – Volvo Penta has announced a new extended service interval for its commercial marine diesel engines. “We recognize that minimizing downtime is a critical requirement for commercial marine operators,”
FEBRUARY 13, 2014 — Kvichak Marine, Seattle, WA, recently delivered two all-aluminum 36.6 ft crew/pilot boats to Prince Rupert, B.C., Canada, based West Coast Launch, Ltd. West Coast Launch is a water
OCTOBER 7, 2014—The first commercial vessel in North America to be powered by triple Volvo Penta IPS drives was christened today in Charleston, SC. A new offshore emergency response craft, the Fort