-   Fairplay 32 and 33

Fairplay Schleppdampfschiffs-Reederei Richard Borchard GmbH, short Fairplay, announced the sale of their deep sea tug FAIRPLAY IX to Greek interests in January 2011 after 40 years of service. It looked like the era of conventional deep sea tugs finally came to an end for Fairplay. Only a few days later, on 28th January 2011, Harms Bergung Transport & Heavylift GmbH & Co KG, short Harms, announced the cancellation of the ship management contract for two 100t bp tugs being built in Romania at that time. Three days later the German newspaper THP (means Daily Harbour News) reported that these two tugs will commence service for Fairplay as:

FAIRPLAY 32 and FAIRPLAY 33

-   Project phase

The history of the two tugs started shortly after the turn of the millennium already. Ferrostaal AG in Essen, Germany, looked for a proven design for a 100t bp tug for the Suez Canal Authority and approached WorldWise Marine (ex. Wijsmuller Engineering, now Offshore Ship Designers) in The Netherlands. WorldWise Marine provided a conceptual design based on the tugs TEMPEST and TYPHOON built for Wijsmuller in 1977. At first glance the new design is approx. one meter longer and misses the bulbous bow. The PORT SAID was built to this design and commenced operations in 2007 according to internet databases. The Harms tug AHT PRIMUS is another interpretation of the same design. She commenced service in January 2005 after a construction period of roughly one year. I think it was in 2007 when Triton Shipholding GmbH & Co KG, short Triton, in Hamburg offered one-ship funds for four 100t bp tugs. The side view on their specification sheet very much resembled the PORT SAID. Triton bought the engineering drawings from Ferrostaal AG. According to the above mentioned specification the tugs were to be named TRITON COMMANDER, TRITON RESPONDER, TRITON DEFENDER, and TRITON WARRIOR. The tugs were ordered under these names at Daewoo Mangalia Heavy Industries S.A. in Mangalia, Romania in 2008. The order for the two last mentioned tugs was cancelled later. In the meantime Triton and Harms agreed on a ship management contract and the two remaining tugs were renamed AEOLUS and OCEANUS. The PORT SAID drawings were reworked accounting for the different range of operations, different components, and customer requirements. Differences are visible: the reworked back wall of the winch housing allows for a storage winch on-top and a different position of the rescue/ work boat. AEOLUS and OCEANUS were launched on 7th August 2010 and 11th November 2010 respectively and renamed later. FAIRPLAY 33 was accepted on 17th June 2011 and the identical sister FAIRPLAY 32 was named on 15th November 2011 and taken over shortly after. Both tugs made their maiden voyage towing a hull from the Black Sea to Norway. After delivery of the hulls both tugs went to Stavanger, Norway for bollard pull tests. Afterwards they entered Rickmers-Lloyd shipyard in Bremerhaven, Germany for final works. Among other work the storage winch with a weight of approx. 25t was removed to enhance the stability and hydraulic towing pins were fitted in the aft corners of the bulwarks. FAIRPLAIY 33 is now owned by Fairplay. FAIRPLAY 32 is still owned by the family from Hamburg which owns Triton. Fairplay provides full management for both tugs.


-   Description

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.


Platform deck:

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.


Main deck:

The deck is divided in the open aft deck/ work deck and the accommodation area.

Aft deck:

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.

Superstructure:

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.


Tween deck:

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.


Forecastle deck:



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.

Superstructure:

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.


Bridge deck:

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.


Top deck:

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.


Radar platform:

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.


Crew:

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.


-   Specification

Length over all: 48.80m
Breadth moulded: 13.80m
Maximum draught: 05.20m
Depth at half length: 07,00m
Main engine: 2x MAN STX 6L32/40 with Jet-Assist System
Main engine output: 2x 3,000kW (2x 4,080PS) at 750rpm
Maximum continuous bollard pull: 103t
Maximum speed: 16kts
Tonnage (volumes): 1,350GT / 380NT

Sources:
  • Triton Shipholding GmbH: Data sheet for four AHT
  • Fairplay-Towage.com: Data sheets of FAIRPLAY 32 und 33
  • Lekko International Nr.190: Fairplay’s old and new deep sea tugs
  • International Tug & OSV 7/8 2011: Most powerful tug joins Fairplay fleet
  • Maritime Journal: Fairplay deepsea fleet gets a massive boost!



For photos in higher resolution please click the thumbnails!
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Fairplay 32 und 33 Fairplay 32 und 33
FAIRPLAY 32 at the shipyard in Romania FAIRPLAY 33 arriving in Bremerhaven
Fairplay 32 und 33 Fairplay 32 und 33
FAIRPLAY 33 towing a floating dock Bow view of FAIRPLAY 32
Fairplay 32 und 33 Fairplay 32 und 33
Port view of superstructure Stern view of superstructure
Fairplay 32 und 33 Fairplay 32 und 33
Stern view of mast and wheelhouse Bow view of superstructure
Fairplay 32 und 33 Fairplay 32 und 33
Mast details Starboard view of superstructure
Fairplay 32 und 33 Fairplay 32 und 33
Aft deck Front Karm forks, aft Karmoy towing pins
Fairplay 32 und 33 Fairplay 32 und 33
Deck equipment between cargo rail and bulwark. Towing pin extended Towing pin retracted
Fairplay 32 und 33 Fairplay 32 und 33
Grapnel, chain hooks, triangle plate Cruzifix
Fairplay 32 und 33 Fairplay 32 und 33
Heavy duty Pelican-sliphook J-Hook
Fairplay 32 und 33 Fairplay 32 und 33
Port tugger winch and spare anchor Starboard tugger winch
Fairplay 32 und 33 Fairplay 32 und 33
Towing winch, lower drum Towing winsch. Both drums
Fairplay 32 und 33 Fairplay 32 und 33
Forecastle Anchor windlass
Fairplay 32 und 33 Fairplay 32 und 33
Boat crane and work boat Work boat
Fairplay 32 und 33 Fairplay 32 und 33
Crane foundation Crane
Fairplay 32 und 33 Fairplay 32 und 33
Life rafts Jason’s Cradle man-overboard rescue systems
Fairplay 32 und 33 Fairplay 32 und 33
Main control console Aft control console
Fairplay 32 und 33 Fairplay 32 und 33
Communication console Chart table
Fairplay 32 und 33 Fairplay 32 und 33
Galley Engine control room
Fairplay 32 und 33 Fairplay 32 und 33
Heavy Fuel Oil preparation plant Port steering gear
Fairplay 32 und 33 Fairplay 32 und 33
Cooling water pumps Engine room, looking at generator fronts
Fairplay 32 und 33 Fairplay 32 und 33
Main diesel generator Main diesel generator
Fairplay 32 und 33 Fairplay 32 und 33
Side view main engine Top view main engine
Fairplay 32 und 33 Fairplay 32 und 33
Flender gears Shaft generator
Fairplay 32 und 33 Fairplay 32 und 33
Motor starter Sewage tratment plant
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