Big two answer need for powerful tugs

The orders for the Lloyd?s Register-classed, 75 metre long twin screw Fairmount Sherpa and Fairmount Summit were placed with Niigata Shipbuilding & Repair in Japan. The Sherpa will be commissioned in May 2005, followed three months later by Summit. Discussions are being held for a third vessel in response to market requests for modern long distance towing vessels to replace the ageing tonnage which is now serving the oil- and gas industry.

Both newbuildings will be powered by a complete Wärtsilä propulsion system, comprising Wärtsilä engines, Wärtsilä gearboxes, Lips controllable pitch propellers, Lips high efficiency nozzles and a Lipstronic integrated control and manoeuvring system.

The four Wärtsilä 6L32 medium-speed diesel engines in each tug deliver a combined maximum output of 12,000kW at 750 rpm. The engines are connected to a pair of twin-in/single-out gearboxes with a secondary driven 1,200 kW power take-off for electricity generation at sea.

The two Lips CP propellers run in special high-performance HR nozzles, which generate up to 8% greater thrust than conventional nozzles, in both bollard pull and free-running conditions. This means that they will have a maximum bollard pull as high as 200 tonnes, and still maintain a free-running speed of 16.5 knots. The Lipstronic control system ties together the control and monitoring of the machinery installation and includes a Lipsstick joystick system for simultaneous control of propellers, rudders and thrusters.

Long haul towage and heavy transportation specialist Fairmount is now in its 25th year and the newbuilds will join the managed Chinese tugs De Hong (185 tbp) and Hua An (120 tbp), together with the 50,000 dwt superbarge Zhong Ren 3 (the world?s largest semi-submersible barge) and Fukada?s 24,000 dwt semi-submersible barge Ocean Seal.

Fairmount President, Henk van den Berg says: “When the newbuildings enter service, they will join De Hong in concentrating on the long haul towage market. In particular, they will focus on movements of FPSOs, FSOs and MODUs. Hua An will concentrate on heavy transportation assignments, working with the big barges and when appropriate, with other tugs in the fleet.”

Commenting on the strategy behind the newbuilding orders, van den Berg added: “We operate in a small, niche market with little room for newbuild projects. Nevertheless, the world fleet of ocean-going tugs is elderly. Our Chinese chartered tugs are modern and have found favour in the marketplace. At the same time, some of the bollard pulls quoted in the market must raise eyebrows. Even a well maintained tug will lose bollard pull at the rate of around one per cent annually. This can make quite a difference after 20 years in service!”

He went on to say: “The market needs a modest degree of fresh tonnage. At present, some assignments are handled by AHTSVs. These vessels have some disadvantages. They are more expensive, due to higher fuel consumption, and they have a relatively limited range. Furthermore, AHTSVs tend to have full work programmes and availability for long-haul assignments can be a problem. I am sure that the new vessels will find ready acceptance in the market, especially for complex and challenging high value tows requiring powerful tugs and special expertise.”