-   Bugsier 9

Bugsier- Reederei- und Bergungsgesellschaft mbH & Co. KG, short Bugsier, ordered their first tugs with 80t+t bollard pull in May 2006. These were the Rotor tugs BUGSIER 4, 5, and 6 (see report). This way Bugsier found a way to adhere to tractor tugs with even larger bollard pulls without having to accept increasingly larger draughts. End of May 2007 it got public that Bugsier had ordered two more tugs, this time from Sanmar Demizilik Ltd. at Tuzla, Turkey. These tugs were to be ASD tugs with rudder propellers beneath the stern. Since purchasing their first Schottel tractor tugs in the 1970s these are actually the first stern drive tugs ordered by Bugsier. They were to have bollard pulls in excess of 80t with less draught than the 63t tugs BUGSIER 2 and 3. They will be named:

Bugsier 9
Bugsier 10

-   Project development

The Robert Allen Ltd (RAL) RAmparts 3200 design was a large success worldwide. 60 tugs of this design were operating, under construction or under final design development at the end of November 2007, some of them for Kotug (see report of SD SHARK). For several years Sanmar Denizcilik have been building a successful line of this class of tugs under the name Sanmar Escort. Early in 2007 the Norwegian tug owners Østensjø, a loyal customer of RAL, approached Sanmar looking for an escort tug based on the successfull Ramparts 3200 with at least 80t bollard pull for operations at the Nyhamna Terminal in Aukra, Norway. In close co-operation between Østensjø, RAL, and shipyard Sanmar the tug VIVAX was designed, called type Ramparts 3200B by RAL and Sanmar Escort 80 by Sanmar. The Ramparts 3200B design has a hull length of 32.00m. With a moulded breadth of 12.00m it is 40cm wider than the Ramparts 3200 to accommodate larger engines and rudder propellers. The draught of the hull got mere 9cm larger with the same depth, the draught at the propulsion units 57cm. Sanmar started with a series of four tugs which was enlarged to eight tugs later. Two of the tugs were bought by Bugsier, the fourth by the Norwegian tug owners Stadt Sjotransport AS. The remaining four are still for sale. VIVAX, the first tug of the series, was handed over to Østensjø at the end of November 2008. The second tug, BUGSIER 9, was delivered to Bugsier in the mid of April 2009. BUGSIER 10 will follow most likely in August 2009. With exception of VIVAX the Sanmar Escort 80 tugs were started without having orders. They are kind of catalogue models. So only minor changes were possible. The Bugsier tugs differ from VIVAX mainly by a changed room layout, a smaller crane, a foldable mast, and the missing oil recovery equipment. The tugs are built to the rules of American Bureau of Shipping (ABS). BUGSIER 9 and BUGSIER 10 are classified as Tug, Escort Tug, and Fire Fighting Vessel to FiFi1 standard for unrestricted service. BUGSIER 9 left Turkey on 09.05.2009 with in tow the casco of the SJOBORG a PSV for Supply Service Pf of Faeroe Islands. The Havyard 832CD Design with a length 78.60m and a breadth of 17.60m was delivered to Fjellstrand AS shipyard in Omastrand near Bergen, Norway, for finishing. BUGSIER 10 was handed over to her owners at the end of August 2009. As first job she takes the casco of an offshore construction vessel, the NORTH SEA GIANT, for finishing from Turkey to a shipyard in Santander, Spain. This casco is 153.60m long, 30.00m wide, and has a draught of 7.00m. On her way from Bergen to Hamburg BUGSIER 9 made a stopover at Cuxhaven on 03.06.2009 to wait for the rising tide to sail to Hamburg fuel efficiently. The photographs of BUGSIER 9 were taken at this occasion directly after her first towing job.


-   Description

General: Both tugs are typical ASD tugs with rudder propellers beneath the stern. The hull form reflects a double chine form with the chines proceeding into the stern. The hull is built on transverse frames 500mm apart and divided into six watertight compartments. Bilge keels are fitted between the two chines. The rudder propellers are mounted approx. 4.5m from the stern and are tilted approx. 5° to the aft to minimize the angles of the universal joints and provide better performance. The two Rolls Royce rudder propellers type US 255-CP are equipped with controllable pitch propellers of 2.80m diameter running in nozzles. The propulsion units protrude approx. 1.60m beneath the hull. A box keel runs from the bow to a point approx. 12m from the stern going as deep as the propulsion units. It gives some kind of protection against grounding, better directional stability and larger brake and steering forces during indirect towing. Two Wärtsilä type 8L26 diesel engines with an output of 2,400kW (3,264bhp) each at 1,000rpm drive the rudder propellers by means of cardan shafts. In yard trials BUGSIER 9 reach a free running speed of 15kts and bollard pulls of 84.5t ahead and 81t astern. For indirect towing at 10kts brake forces of 100t and steering forces of 80t are calculated. The bunker capacities are: 195m3 diesel fuel oil, 37.8m3 fresh water, 18.1m3 foaming agent and 34m3 ballast water. The tugs are equipped according to FiFi1 standard. Two different Kumera step-up gears are flanged to the front side of the main engines and power the pumps delivered by Fire Fighting Systems (FFS). The pumps deliver 2x 1,200m3/h to the two FFS monitors and 300m3/h for the deluge system. The starboard gear has an additional PTO providing power for the hydraulic pump of the bow thrusters. The Mjosundet S-150-250-V250 bow thrusters is fitted in the box keel. It is powered by a high pressure hydraulic motor, has a propeller diameter of 700mm and provides a thrust of 2.5t. The tugs are fully air-conditioned.


Tank top deck:

The hull is divided into the following watertight compartments. Starting at the bow these are fore peak, fuel and freshwater tanks with accommodation above, engine room, store, rudder propeller room, and aft peak. The engine room contains in addition to the two main engines the following equipment: two generator sets consisting of MAN D2866 LXE diesel engines with 245kW output with Lindenberg (LIAG) generators with 120kVA electrical output flanged to the aft end and hydraulic pumps (125kW) for the winches mounted at the front end, a Perkins 4GM diesel engine with Stamford generator providing 40kVA as harbour generator set, a starting air compressor for the main engines, and a freshwater treatment plant (reverse osmosis) with a capacity of 2m3/day. The store is used for towing gear like pennants, chains, and ‘springs’. A hatch near the crane foundation provides access from the aft deck.


Mezzanine deck:

The mezzanine is located at approx. half height of the engine room above fuel and freshwater tanks. This accommodation deck is approx. 7m long beginning approx. 3.5m from the bow. It is located completely beneath the raised foredeck. The layout contains three twin-berth cabins. One has its own sanitary module the other two share a common one. Additionally there are a laundry and a provisions store. At the end of the deck, behind a watertight bulkhead and inside the engine room, the engine control room overlooks the underlying engine room.


Main deck:


Afterdeck: DThe hydraulic aft towing winch is fitted between the funnels. It was provided by Rolls Royce and is a type TW 2500/400. The winch has two drums, which currently carry 950m steel wire of 52mm diameter. The drums have pulling powers of 40t at 12m/min and 8t at 64m/min and a brake power of 250t. Springs and pennants are kept in the underlying store. A towing fairlead assembled from two horseshoe shaped pipe constructions is fitted directly behind the winch. The fairlead is lined with stainless steel. A Karmoy tugger winch with one warping head is mounted at the port side of the fairlead. It has 10t pulling power. A Palfinger Marine knuckle boom crane type PK 15500 MC has its foundation on the opposite side of the fairlead. It has a safe working load (swl) of 0.9t at 12.20m maximum reach. A 3.00m long and 1.00m diameter stern roller is fitted in the open stern and has a swl of 131t. In front of it two Karmoy pins are mounted. The currently missing fork could be supplemented later. The area between pins and fairlead is wood covered and is bordered at each side with load rails. The swl for this area is 5t/m2. The deck layout allows for three 20’ containers to be carried.

Foredeck: Approx. midships five steps lead from the aft deck to the raised foredeck. A Rolls Royce combined anchor, towing, and escort winch is mounted on the forecastle in front of the superstructure. The hydraulic type TW 2000/500 AW24UCH winch has one drum, one warping head and two chain lifters. The drum carries 150m synthetic rope of 56mm diameter. The corresponding 52mm steel wire is too heavy for use in harbour or escort service. The winch has pulling powers of 50t at 17m/min and 8t at 64m/min. The brake power is 200t. In escort service the winch is able to hold 80t at a rendering speed of 19m/min. The maximum rendering speed is 64m/min while holding up to 8t. According to classification rules the winch is equipped with a load damping system and dynamic self tensioning capability. A high towing fairlead is integrated into the bow bulwark. It is lined with stainless steel.

Superstructure: The accommodation deck is on the height of the foredeck. At starboard the single-berth cabins with en-suite sanitary module of captain and chief are located. Mess, galley and a toilet are at port. A transverse aisle behind these rooms allows access from outside into the superstructure. The funnels are placed behind the superstructure with in-between ventilation shafts and a wet gear room. At port the CO2 room and a locker follow. At starboard is only a wall supporting the deck above. The aft towing winch is mounted in the resulting room.


Bridge deck:

The aft two thirds of the deck are occupied by the wheelhouse. Its forward part is raised about 1.2m above the bridge deck. The air-conditioning unit and the switchboards for the bridge electronics are fitted into the resulting room. A Viking 16-person inflatable life raft is mounted on each side of the deck but outside the rails approx. at the front bulkhead of the wheelhouse. The central control position consists of two longitudinal consoles, one on either side of a tracked helmsman seat. Controls for the propulsion system, winches, main machinery monitoring panels, navigational and communications equipment are arranged in easy reach on the consoles. The aft part of the wheelhouse is lowered approx. 1.2m to allow a good overview of the after deck. At the same time the lowered part is the landing of the companionway and accommodates a navigation and communication work station with a chart table. The navigation equipment consists among others of magnet compass, satellite compass, autopilot, two radar systems (1x Simrad, 1x Raytheon), electronic chart system, GPS, echo sounder, speed log and AIS. The communication equipment complies with GMDSS-A2 standard and consists among others of VHF, Navtex, Epirp, SART, Inmersat C, radio telephone (MF/HF), satellite telephone as well as mobile phone and fax.


Boat deck:

The deck lies above the aft towing winch and begins at the aft end of the bridge deck. It is lowered approx. 60 cm and carries a life boat type RB400 with 15hp outboard motor provided by company Ernst Hatecke. Port aft a boat crane from Gürdesan Gemi Makina is mounted.

Top deck:

This deck carries the magnet compass, a searchlight, antennas and the mast. Additionally there are battery boxes in the forward part. The aft part is raised approx. 80cm and is supported by the mast and the two fire mains. It carries the two FFS fire monitors. Additionally a searchlight is suspended from this platform. The mast carries two radar antennas and the navigation lights. The mast can be tilted back approx. half way between the two radars to reduce the air draught.

Crew:

the tugs have a crew of three in harbour service and a crew of six in deep sea towage and offshore service.


-   Particulars

Length of hull: 32,00m
Length over all: 33,10m
Length between perpendiculars: 30,10m
Breadth over all: 12,60m
Breadth moulded: 12,00m
Depth moulded: 05,36m (without skeg and propulsion units)
Draught of hull, moulded: 04,28m on summer load line (ex skeg and propulsion)
Draught, bottom propulsion unit: 06,11m on summer load line
Survey: 485 BRZ,146 NRZ
Main engines: 2x Wärtsilä 8L26 diesel engines
Output: 2x 2,400kW /3,264bhp (total 4,800kW/ 6,528bhp) at 1,000 rpm
max. free running speed: ca. 15kts
Bollard pull, ahead/astern: 84,5t / 81t

Sources:
Bugsier- Reederei- und Bergungsgesellschaft mbH & Co. KG Bugsier
Østensjø Rederi AS Østensjø
Sanmar Demizilik Ltd. Sanmar
Maritime Journal Maritime Journal
Robert Allen Ltd. Robert Allen Ltd.

Stadt Sjøtransport AS Stadt Sjøtransport AS


For photos in higher resolution please click the thumbnails!
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Bugsier 9 Bugsier 9
Port view View from port aft
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Leaving Cuxhaven Leaving Cuxhaven
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Bow view Stern view
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Port view of superstructure Port view of wheelhouse
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Bow view of superstructure Bow view of wheelhouse
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Starboard view of superstructure Starboard view of wheelhouse
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Stern view of superstructure Stern view of wheelhouse
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Mast from starboard Fire fighting monitors
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After deck Double towing fairlead
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Port view of aft towing winch Starboard view of aft towing winch
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High-pressure motor of aft towing winch Tugger winch
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Forecastle with escort winch Port view of escort winch
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Starboard companionway to foredeck Knuckle boom crane
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Boat crane Life boat
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Main control console Navigational- and communication console
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Swichboard in engine control room Starboard main engines
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Starboard main engines Port step-up gear
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Starboard step-up gear with additional PTO Starboard rudder propeller
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Diesel generator set Harbour generator set
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Starting air compressor Fuel distribution
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