November 2, 2007
In October 2007, the first of a pair of RAmparts 3000 Class ship-handling tugs, the Harry Evans was delivered to Svitzer Australasia by Cheoy Lee Shipbuilders of Hong Kong. These tugs are another in the successful series of RAmparts 3000 Class designs developed by Robert Allan Ltd., Naval Architects of Vancouver, B.C., for worldwide construction and service, but are the first of this popular Series built in China.
The Harry Evans and a sister tug, scheduled to follow in a few months, will be used in the bulk terminal port of Weipa, Queensland, for ship berthing and escort work, and is also fitted for offshore towing duties.
The vessel was built and classed to Lloyd’s Register of Shipping notation: ✠ 100 A1 Tug, Fire-fighting Ship 1 with waterspray, ✠ LMC, UMS.
Particulars of the RAmparts 3000 Class tugs are as follows:
|– 30.25 metres
– 11.00 metres
– 5.28 metres
– 4.85 metres
This version of the RAmparts 3000 tug design incorporates a fairly large “escort skeg” to enhance the indirect towing capability of the tug. Although this design is not considered as an aggressive escort tug the skeg will enable the execution of very effective indirect manoeuvres and also provide enhanced seakeeping and directional stability.
The capacities of this tug were tailored to the unique Client requirements, as follows:
Oily Bilge Water
|– 78 cu. metres
– 26 cu. metres
– 3.75 cu. metres
– 7.0 cu. metres
Propulsion comprises a pair of CAT 3516 B diesel engines, each rated 1,685 kW at 1,600 rpm, driving a Rolls-Royce model US 205 Z-drive with a 2,400 mm diameter propeller through a twin disc slipping clutch and a straight line shafting system. This combination, on acceptance trials delivered a Bollard Pull of 56 tonnes ahead, 53 tonnes astern, and a free running speed of 12 knots.
The Harry Evans is outfitted for a crew of six persons in very comfortable quarters. In addition to a very spacious mess/lounge area the tug has a large combination switchboard room and office on the main deck, enabling the engineers to maintain watch without being subjected to the continuous noise of the engine room. On entry into the deckhouse through the aft bulkhead, there is a generous “wet room” which includes wash-up and laundry facilities, as well as wet-gear storage. From the same lobby area one can access the engine room, thus the arrangement provides a useful noise barrier between the machinery space and the accommodation.
The main winch forward, supplied by Kraaijeveld is a divided drum, hydraulic type, each with a capacity for 110 metres of 80 mm synthetic hawser. There is also an aft towing winch, fitted with 220 metres of steel wire. This feeds through a large aft bitt which in turn supports a 55 tonne SWL radial-arm tow-hook. The towing suite is completed by a set of hydraulic tow-pins built into the aft bulwarks.
Fendering comprises a fairly typical array of 800 mm diameter cylindrical upper fender, above a row of “W” fenders. The sheer line aft is protected by “D” rubber and the fo’c’sle sides forward by a row of aircraft tires.
The tug is rated for a full Fi-Fi 1 notation, with two main-engine driven pumps rated 1,200 cu. metres/hr each, supplying water to a pair of remote-controlled monitors forward. There is also a Fi-Fi foam capability, carried in a 5,000 litre, independent stainless steel tank.
The overall configuration and finish of the Harry Evans is illustrated in the accompanying General Arrangement drawing and photographs.
For more information on the RAmparts 3000 Class tugs or other high-performance tug designs, please contact us.