The two tugs are conventional deep sea and anchor handling tugs with two propellers in
fixed Kort nozzles. A high-performance Becker Marine Systems flap rudder is mounted behind each nozzle. The hull is built on
frames spaced at 600mm. The tugs are powered by two MAN STX type 6L32/40 diesel engines with Jet-Assist system. The Jet-Assist
system squeezes compressed air into the compressor of the turbocharger when the engine revolutions accelerate. The STX in the
name shows that the engines were manufactured by STX Engines in MAN licence in Korea. The engines are able to burn Heavy Fuel
Oil. They have an output of 2x 3,000kW (2x 4,080bhp) at 750rpm. The fuel consumption is given with 183g/kWh at 100% maximum
continuous rating (MCR). Fairplay gives daily fuel consumptions in their data sheets of approx. 10t at an economical speed of
10kts and 20t when fully towing. The engines are coupled through Flender gears to the Lips-Wartsila controllable pitch
propellers of 3.20m diameter. The tugs have a maximum speed of approx. 16kts. FAIRPLAY 32 and FAIRPLAY 33
delivered a continuous bollard pull of approx. 103 metric tons (t) at 100% MCR and a maximum bollard pull of approx. 108t at
110% MCR during the tests in Stavanger. The tank capacities are: 108m3 Marine Gas Oil (MGO), 560m3
Heavy Fuel Oil (HFO380), 150m3 fresh water, 145m3 ballast water, 15m3 foaming agent,
and 17m3 sludge. Each tug is equipped with one Schottel 400kW bow traverse thruster type STT001FP with fixed pitch
propellers of 1.24m diameter. The tugs are equipped with a fire fighting system according to FiFi1 standard with deluge system.
Each tug has two fire fighting pump delivering 1,500 m³ per hour which are fitted to the bow ends of the MAN STX engines. The pumps deliver water for two fire fighting monitors by Seaplus Co Ltd of Korea and the deluge system. Each main engine drives one Hyundai 640 kVA shaft generator through the gear box. Additionally there are two STX Cummins KTA19 DM1GA diesel generator sets providing 390 kW each. As emergency diesel generator a STX Cummins 6BT5.90MGE with 90 kW is fitted.
Both tugs are fully air-conditioned. Lloyd’s Register classified FAIRPLAY 32 and FAIRPLAY 33 as +100 A1 Tug
Fire-Fighting Ship 1 LMC UMS with water spray.
Tank top deck:
The bow thruster room is fitted in the bow. Separated by a bulkhead follows a room
with cooling water and bilge water pumps. Next are the two 390kW generator sets followed by the two main engines. They drive
the fire fighting pumps through step-up gears at their front end and propeller shaft as well as shaft generator through an
additional PTO on the Flender gears at the aft end. Additionally there is a sewage treatment plant on this deck. The aft 12m
contain fuel and ballast water tanks. Additional tanks are inside the double bottom and along the complete shell plating.
In the bow is the access to the bow thruster room. The next room houses the
air-conditioning equipment. Both are accessible from the main deck only. The next compartment contains the engine control room
accessible from the main deck too. The first equipment you see when leaving the engine control room towards the engine room is
the Heavy Fuel Oil preparation module. Behind the engine control room the deck is a tween deck in the two decks high engine
room with large openings for the main engines. A work shop is located behind the starboard main engine followed by approx. 7m
of fuel tanks. An alleyway leads through these tanks to the steering gear room with the two rudder engines which were delivered
by Hatlapa. Inside this room is an extra compartment with the hydraulics for the Karm forks and towing pins. Behind into the
stern are ballast water tanks. Additional fuel, lube oil, and fresh water tanks are fitted along the complete shell plating.
The deck is divided in the open aft deck/ work deck and the accommodation area.
The Hatlapa waterfall type AH-1000 towing winch is electrically driven and mounted in a winch house which is two decks high
and partially integrated into the superstructure. The winch has two drums with a brake power of 250t and pulling powers of 100t
at 15m/min and 5t at 60m/min for each drum. The frequency inverter controlled asynchronous electric motors allow stepless
speed changes between the above limits. Both drums are designed with a capacity of 1,200m steel wire of 70mm diameter. The
main wire on the upper drum has these dimensions. The lower drum got partitioned later. Anchor handling seldom needs more
than 300m of working wire and that left room for the additional spare wire of 950m length and 64mm diameter as required by
the classification society. This way the storage winch on top of the winch house got dispensable and Fairplay was able to
remove it. The towing winch is fitted with a spooling device. The back wall of the winch house is divided by a heavy crucifix.
The port part of the wall carries anchor handling gear like two chain hooks, a triangle plate with a breaking load of 450t,
and a heavy duty pelican sliphook. The following two thirds of the aft deck are wood clad. Two tugger winches are mounted
behind the winch house. They are offset to port and starboard behind the cargo rails and have a pulling power of 10t at
15m/min. Next to the port tugger winch a spare high holding power D’Hone anchor is attached to the cargo rail. It weighs
1,200kg. A J-hook with 150t safe working load (SWL) is attached to the port back wall of the superstructure. The typical deck
equipment is fitted between cargo rails and bulwarks. The aft third of the deck misses the wood cladding. In this area two
Karmoy towing pins with 160t SWL and two Karm forks with 300 t SWL are mounted. In the stern a roll is fitted with a length
of 3.00m, a diameter of 1.80m, and a SWL of 250t. In the out-most aft corners of the bulwark hydraulically lowered towing
pins are fitted to limit the transverse travel of the towing wire. The free deck space of approx. 155m2 is
calculated for a 10t/m2 deck load while the crossbeams are strengthened by 50% to allow for higher loads
directly on these beams. On the aft deck fixed twistlocks mark the positions for two 20’-containers.
A bond store is fitted in the bow followed on both sides by a chain locker, a single-berth crew cabin and a twin-berth crew
cabin. Next are the crew mess at starboard and a laundry midships as well as officer’s mess and galley at port. The crew cabins
share separate sanitary facilities. A towing and salvage store is located on the port side beside the winch house followed
towards the bow by a change room. On starboard there are a CO2 room, a fire fighting store, a paint store, and the Emergency
Diesel Generator (E.D.G) room with emergency generator set and emergency switchboard.
The boatswain’s store is located in the bow followed on starboard by two single-berth
crew cabins, the cabin of the 3rd engineer, and the hospital. At port you find from bow to stern two single-berth crew cabins,
the cabin of the 3rd officer, the owner’s cabin, and the 1st officer’s en-suite cabin with own sanitary unit and separable
bed room. Dry, cool, and frozen provision stores are located midships. A 150t SWL Grapnel is mounted at the port aft end of
the deck. At the port side of the winch house a HS. Marine S.r.l. type AKC 100 SE3 hydraulic telescoping knuckle boom crane
is fitted. HS. Marine S.r.l. is an Italian company. The crane has 4.4t SWL at 12.08m reach. With block and tackle (gun tackle)
the SWL is 4.49t at 11.86m reach with a maximum SWL of 9t at 6.53m reach.
Open deck area:
The forecastle carries the Hatlapa anchor windlass with two gypsies and two warping heads along with two chain stoppers. The
two D’Hone HHP anchors weigh 1,200kg each and are connected to grade U2 stud-link anchor chains of 34 mm diameter. A 100t SWL
Smit bracket is mounted midships. It is suitable for a fast and safe towing connection at the bow. At the starboard aft end
of the deck a Hatecke RB430 work and rescue boat with a 50hp outboard engine is fitted. A Global Davit GmbH boat crane launches
the work boat.
The two cabins for captain and chief engineer are located at the front bulkhead. Both have their own sanitary units and
separable bed rooms. Behind are stores and a locker. The cabins of the 2nd officer and 2nd engineer are located in the aft
of the superstructure. They share a sanitary unit but have their own separable bed rooms.
Cradles with two Viking inflatable life rafts are located at port and starboard aft.
The largest part of the deck is used by the wheelhouse. The main control console is spread along the whole forward bulkhead with
a tracked helm chair running widthways. Twin consoles are located aft overlooking the aft deck. Another tracked chair is
running lengthwise between the consoles. In-between are at port the communication console and the companionway and at starboard
the chart table. The navigation and communication equipment is state-of-the-art. As bridge equipment there are: A Lips joystick
position control system, two Sperry ARPA radar systems with ECDIS, magnet compass, Sperry gyro compass, echo sounder,
Differential GPS (DGPS), Saab AIS, speed log, and DEBEG Satlog. The communication equipment is according to Global Maritime
Distress and Safety System (GMDSS) area A1 to A3 standard, covering all seas between 70° north and 70° south. Practically it
works between 76° north and south. It contains among others Navtex radio telex; VHF-, MF-, HF-equipment for voice radio and
Digital Selective Calling (DSC); Inmersat C terminal; fax and weather fax; Inmarsat Fleet Broadband terminal; Search and
Rescue Radar Transponder (SART); and Emergency Position-Indicating Radio Beacon (EPIRB). The installed Iridium satellite
telephone expands the area in which the crew is able to communicate, as it is usable beyond 70° (76°) north/ south.
The magnet compass and three search lights are fitted on the top deck. The search lights
were supplied by Daeyang Electric Co. of Korea. One is facing forward, two are facing aft.
The platform is supported by the two funnels and bridges the top deck. The deck
carries the mast, a radar antenna and two fire fighting monitors. The mast carries the second radar antenna, navigation
lights, antennas, and a typhon.
FAIRPLAY 32 and FAIRPLAY 33 have a regular crew of 10 persons. Totally there are accommodations
for 20 in case personnel of the client boards the tugs.