JANUARY 16, 2019 — Jensen Maritime, Crowley Maritime Corp.’s Seattle-based naval architecture and marine engineering company, has provided the detailed design for Shaver Transportation Company’s new, Z-drive tug – Samantha S. Built
MAY 25, 2017 — Barbour JB Shipyard in St. Louis, MO, has laid the keel for a new harbor tug that will be powered by Veth Z-drives. Designed by Sterling Marine, the
DECEMBER 29, 2016 — Master Marine, Inc., Bayou La Batre, AL, has delivered another 2,000 hp Z-drive towboat to Marquette Transportation Co.’s River Division, based in Paducah, KY. Designed by Entech Designs,
JULY 8, 2016 — Panama City, FL, based Eastern Shipbuilding Group, Inc.’s Nelson Street shipyard recently delivered the escort tug DAVID B for Bay-Houston Towing Co. The vessel is the third of
MAY 4, 2016 — Harley Marine Services, Seattle, WA, has announced the start of construction of two new “enhanced” RAmparts 2400 Z-drive tractor tugs at the Diversified Marine shipyard in Portland, OR.
FEBRUARY 16, 2016—With more and more towboat operators seriously considering incorporating Z-drive propulsion, Thrustmaster of Texas, Houston, TX, has signed a service agreement with McGinnis Inc. – National Maintenance & Repair that
JANUARY 22, 2016—The 5,150 hp Neptune, the second in a series of four Z-Tech 2400 class escort tugs for Suderman & Young, was recently launched at the Nelson Street facility of the Eastern Shipbuilding Group,
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
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:
- Length overall: 80′-0″
- Beam, molded, extreme:36′-0″
- Depth, molded (hull):16′-8″
- Maximum draft:17′-5″
- Gross Tonnage: <200 GRT (US Tonnage)
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.
OCTOBER 28, 2014 — Houma, LA, based Enterprise Marine Services, a subsidiary of Enterprise Products Partners L.P., is making a major commitment to Z-drives for the U.S. inland waterways. It currently has