By Kathy A. Smith
Deck lifting and handling equipment continues to evolve, with plenty of unique, purpose-built customization being developed for applications across the commercial maritime spectrum.
An in-house hybrid tow winch design was developed by Western Towboat’s port engineer Ed McEvoy for the company’s new tug Mariner. The specifications include 2,200 feet of 1-3/4-inch galvanized tow wire, 200 feet of 2.5-inch plasma synthetic line, and a Hägglunds hydraulic drive with an estimated 35 tons of line pull. The winch can be run with one or both 75-kw John Deere generators working in line depending on the pulling power needed, while the auxiliary winch is a 25-ton Pullmaster seated below the level wind.
The 78.9-foot, steel-hulled Z-drive Mariner was designed by Captain Russ Shrewsbury. “I sat down and drew out the tug I wanted to build,” he says, referencing the fact that the company hasn’t developed a new harbor tug design since 1995. Shrewsbury says the hybrid tow winch, which was built in modules, is easy to maintain.
“We’re anticipating we’ll get into escorting in the north sound, with the new law coming into effect in September,” he says, referring to an amended law requiring the use of escort tugs for oil tankers and oil barges carrying more than 5,000 deadweight tons through Rosario Strait, the route taken from Seattle and Tacoma to refineries in the north Puget Sound region.
Mariner is nearly double the horsepower of the company’s other tugs. She entered service at the end of February this year. “The tow winch is not unusual for us,” says Shrewsbury. “It’s a simplistic approach. We were the first tug company in the US to use a DMT marine escort bow winch.”
Vessel Launching Equipment
A pair of new Polar Class 6-compliant cruise expedition vessels are getting an extensive package of lifting and handling solutions from Palfinger Marine. The scope of delivery includes shell doors, mooring observation platforms, equipment and waste lifts, launch and recovery systems for submarines and rigid inflatable boats (RIBs), transport systems for submarines, slipway systems for RIBs and a side-loading system.
The Viking Octantis and Viking Polaris will be equipped with an innovative enclosed, in-ship marina, called “The Hangar”, which will allow guests to embark on inflatable boats from a stable surface inside the ship. On each side of The Hangar, a Palfinger launch and recovery system for both submarines and RIBs will be installed. These systems will be accompanied by a main winch with a safe working load (SWL) of 13 tons as well as a telescopic crane section with a SWL of one ton. Additionally, a new internal transport system will be used for moving submarines from their berths to the launch and recovery area.
“We started working on this project in 2018, said Sverre Mowinckel-Nilsen, Sales Director for Offshore Lifting and Handling Solutions for Palfinger. “It has been a great pleasure to cooperate closely with the skilled staff from both Viking Cruises and VARD Group. Together, we are able to meet the demanding requirements and supply tailor-made equipment that will give future passengers a once-in-a-lifetime experience.”
Both vessels will have capacity for 378 guests in 189 staterooms and be equipped with a unique 26-meter-long slipway system that will allow passengers to embark and disembark by boat. The ships are being built by VARD Group, and both are expected to launch in 2022.
Polar Security Gear
The US Coast Guard’s Polar Security Cutter (PSC) program initiative will see a new fleet replace the existing icebreakers and allow the USCG to perform missions in the Arctic region, including defense and readiness operations, research assignments, search, rescue and logistic support and vessel escort.
MacGregor received an order from VT Halter Marine, to supply deck machinery and cargo handling equipment, with delivery expected in the fall of 2021. The contract also provides for two further options for delivery to a second PSC in 2025, and the third vessel in late 2027.
The package includes anchor windlass, mooring winches and capstans, main towing winch, offshore cranes, oceanographic winch, hangar overhead crane and cargo access equipment.
“We are delighted to have been selected to supply the deck machinery and cargo handling solution for the Polar Security Cutter program, with this important contract being testimony to MacGregor’s extensive experience in supplying polar icebreakers globally and our leading position in the supply and support of such solutions for naval logistic vessels,” said Leif Byström, Head of Offshore Solutions Division, MacGregor.
DMT Equipment recently provided deck machinery for the SAAM Valparaiso, including an electric control station and local control which powers a forward double drum towing winch E-250kN. The vessel, previously named Bogacay XXXI, is a RAmparts 2400-SX Class ASD Tug that was delivered earlier this year to SAAM’s Towage fleet in Panama. Built by Sanmar Shipyards, the vessel can achieve 70 tons of bollard pull by means of two CAT 3516C engines developing a total of 4,200 kW coupled to a pair of Kongsberg (ex Rolls-Royce) US 255 FP thrusters.
“This deal, we trust, will be a start of a new and successful partnership for many years to come” says Ruchan Civgin, Commercial Director of Sanmar Shipyards. “The Bogacay series is our Flagship class ASD tug design, having built and delivered more than 40 units in the last 5 years, to 21 clients in over 12 countries worldwide. She will be the first tug delivered to SAAM Towage and will be the first Sanmar tug operating in Panama, Central America.” The SAAM Valparaiso will operate in the Colon and Manzanillo Port areas in Panama.
Naust Marine is currently working on supplying B&N’s Bristol Explorer fishing vessel, owned by B&N Fisheries in Seattle. The deck machinery package includes two cod end winches, each driven by 55-kW motors, delivering 15 tons pull from each winch. The new winches are scheduled to be installed this fall or in early 2021.
In 2006, the Bristol Explorer became the first in the US fleet to use Naust Marine electrical tawling winches and the Automatic Trawl Winch (ATW) control system, according to Brittany Tassano, the US Regional Manager. “The third cable winch is currently under production at Naust Marine Spain, with all materials accounted for and ready to assemble,” she says. The winch is an ENSW.0014.0030 model, 30 kW winch with capacity of 3,500 meters for 11mm cable at 1.7 tons pull capacity.
Additionally, in late August and September of last year, Naust Marine delivered, from its workshops in Spain and Iceland, complete electrical winch systems to American Seafoods based in Seattle. Installation of the winches is tentatively scheduled for this fall, prior to the A-Season start in Alaska.
For American Seafoods’ Ocean Rover, Naust is supplying a full hydraulic system replacement with new electrical winch solutions including two trawling winches driven by 380kW DC motors, two net drums with 230 kW AC motors, two Gilsons with 160 kW AC motors, and two cod end winches with 90kW motors. Additionally, there are three 3rd wire winches (net sounder cable) with 37kW AC motors with newly designed Pneumatic band brakes on the drum replacing the magnetic brakes, one out hauling winch with 45 kW motors, two Capstans with 22 kW motors and two Retrievers with 5.5 kW motors included.
Auxiliary winches have also been supplied to American Seafoods’ Northern Eagle. Equipment includes two Gilsons with 160 kW AC motors, two cod end winches with 90kW motors, two capstans with 22 kW motors, and two retrievers with 5.5 kW motors.
In 2010, the Northern Eagle was the first factory trawler in the US to install and sea trial in January of 2011, Naust Marine’s electrical trawling winches and automatic trawl winch (ATW) control system. Later, net drums and 3rd wire winches were also selected and installed.
Once the new systems are installed, every American Seafoods big factory trawler will have been updated; all hydraulic winch systems removed and new custom electrical winches installed in their place.