-   Janus

Reederei Harms Bergung Transport & Heavylift GmbH & Co. KG (Harms) is further strengthening their fleet. After ordering two deep sea tugs with a bollard pull of 200t in January 2005 Harms announced the order for two more tugs. According to press publications the tugs will have a bollard pull of 220t and shall be delivered in September and December 2007. Equipped with similar bollard pulls the new tugs follow another concept than the predecessors. They are designed for long sea duration and economic operation. The names of the newbuildings are

Janus und Ursus

-   Construction phase

Owner of the tugs are again two one-ship investment fonds. The tugs are managed by Harms but not chartered. A consortium of MAN-Ferrostaal in Essen and Mützelfeldtwerft in Cuxhaven was commissioned with the whole project. Within this consortium MAN-Ferrostaal AG takes over the project management including the design and engineering, the material procurement, the supervision of deliveries and the co-ordination during the construction phase. The Mützelfeldtwerft carries out the construction of the tugs. The corporate identity established with PRIMUS, MAGNUS, and TAURUS can be found in JANUS and URSUS too. Hitzler Shipyard in Lauenburg/River Elbe carried out the design and engineering. The hull was completely new designed and underwent extensive tank tests at the Schiffbau-Versuchsanstalt Potsdam to check and optimize the design. Keel laying of JANUS took place in Cuxhaven at the end of the year 2006. The Bugsier-sheerleg ENAK transferred the prefabricated hull sections from the quay to the floating dry dock on two different dates in March 2007. There the sections were welded together. Mützelfeldt shipyard left the normal procedure to lower the completed hull directly from the quay into the water because the suitable Smit-sheerlegs were working overseas. This left MATADOR 3 of Bonn & Mees as the only sheerlegs with sufficient lifting power. Therefore the availability could not be guarantied. The yard trials commenced on 6.October 2007 and the bollard pull tests were carried out in Stavanger on 11. and 12.October 2007. The delays resulted from problems in the drive train. The daily newspaper "Cuxhavener Nachrichten" reported on 10.10.2007 (translated quotation):"To achieve the optimum performance in daily operations all engines......., the gears, and the propellers have to be fine tuned and matched perfectly. The fine tuning of the drive trains caused all concerned parties headaches, as Mr.Malle, chief officer of the shipyard, informed yesterday. The newbuilding was even towed for dry docking to the Norderwerft in Hamburg to carry out adjustments to the propellers." Christening and handing over took place in Cuxhaven on 21.10. and 24.10.2007 respectively. The first hull sections of URSUS were transferred from quay to floating dry dock again by ENAK on 3. and 4.September 2007. Delivery is expected for the first quarter 2008.

-   Description

General: JANUS and URSUS are two conventional deep sea tugs / AHT's with two propellers in fixed Kort nozzles. Timon flap rudders supplied by van der Velden Barkemeyer are placed behind each nozzle. They are driven by Rolls-Royce rudder steering gears and can be moved independently. The tugs are classified according to Germanischer Lloyd ice class E2. This corresponds to finnish-swedish ice class 1B (thickness of level brash ice of up to 60cm). According to the class requirements the hull is built with a frame spacing of 600mm. The hull plating varies from 12 to 16mm with up to 30mm locally in the ice belt area. The tugs are powered by four MaK main engines. Each propeller is driven by two engines, one 6M32 with 3,000kW (4,080bhp) and one 8M32 with 4,000kW (5,440bhp) at 600 pm. This so-called father & son configuration allows a more economic operation at the often in offshore work occuring partial loads. At 3,000kW or 4,000kW a 6M32 or a 8M32 uses less fuel than a 7,000kW 7M43 at the complying partial loads. The MaK engines can use Heavy Fuel Oil (HFO) allowing savings of approx. US$220 (Nov. 2007) compared to Marine Diesel Fuel (MFO), but at higher initial costs caused by the HFO heating system. The Renk AG supplied the two type NDSL 2800 gearbox with a ratio of 1:4.286. The gears weigh approx. 30t each. The gears have a second power-take-off for a shaft generator with an output of 1,200kVA. The controllabe pitch propellers came from Schottel GmbH, have a diameter of 4.40m and turn at 140rpm. JANUS reached a maximum speed of 16.5kts on trials. Running only on two 6M32 (3,000kW) a speed of more than 12kts was achieved. The maximum continous bollard pull was measured at 220t and 234t at 110%MCR (Maximum Continous Rating). The higher bollard pull at identical engine outputs of JANUS compared to MAGNUS results from the larger propeller diameter (4.40m compared to 3.80m) made possible by the larger draft of JANUS. The larger breadth and displacement don't matter here as the bollard pull is measured at a stationary ship. The bunker capacities are: 190m3 MDO, 2,440m3 HFO, 130m3 drinking water, and 500m3 ballast water. Two bow thrusters, one stern thrustern, the two cp propellers, and the two independent rudders make up a dynamic positioning system according to DP2. The three type 330T LK thrusters were supplied by Schottel. Their controllable pitch propellers of 1,29m diameter are driven by 400kW electric motors. The tugs are equipped with a fire fighting system according to FiFi1 standard. Two Kumera fire fighting pumps a coupled to the front end of the 8M32 engines. The pumps deliver 1,200m3/h with 14bar pressure to two fire fighting monitors and the self-protection deluge system. The complete system was supplied by FFS (Fire Fighting Systems) from Norway. The self-protection system is installed inside the handrails of bulwarks and railings where possible.

Tank top deck:

From bow to stern there are the following compartments: bow thruster, sewage plant, and generator compartment with two Caterpillar type 3412C gen sets with 625kVA each and the HFO heating plant. HFO tanks are located an both sides of these rooms. Next is the engine compartment with the chain lockers for rig anchors, the four main engines, the gears with shaft generators and the fire fighting pumps. Between the main engine sets a sea water desalination plant for the supply of drinking water is placed.

Platform deck:

The Platform deck has two large openings for the main engines in the engine room. In front of the engines are their silencers, and between the silencers the chain lockers and the storage winch room. The Hatlapa storage winch carries the 1,200m spare towing wire according to the classification rules. At the stern end of the engine room are workshops at starboard and port. In the stern area are the stern thruster access, two rudder engine rooms, and the room beneath the Karmoy pins and forks. The access from the engine room is via a tunnel through the HFO tanks behind the engine room. At the bow end of the engine room the engine control room is located. In front of it follow a compartment containing HVAC and refrigeration units and the bow thruster room. Beginning at the silencers HFO tanks are placed on each side of these rooms.

Main deck:

The deck consists of the open work / after deck and the accommodation area. A Hatlapa type SWI 3000/4000 towing winch of the waterfall type is installed in a recess of the superstructure. The winch is electrically driven. The drums are designed for 86mm wire but carry 76mm throughout on JANUS. The upper drum carries the main towing wire of 1,600m length and 76mm diameter and provides a pulling power of 150t in the first layer at a speed of 10m/min and braking force of 320t. The lower anchor handling drum has the same capacity but the wire length varies with the requirement of the job at hand. This way the crew tries to get high pulling power by keeping the number of layers low. The lower drum provides a pulling power of 150/300t in the first layer at speeds of 10/5m/min and a braking force of 400t. The frequency inverter controlled asynchronous electric motors allow stepless operation of the winch. The maximum speed of the winch is 30m/min with accordingly smaller pulling power. Instead of warping heads the winch got two chain lifters which allow anchor chains to be moved from the towing deck into chain lockers located on the platform deck. The starboard chain lifter is for a chain diameter of 76mm (3"), the other one for 127mm (5") chains. All drums can be disengaged under load through friction clutches. The chain lifters are coupled permanently to the drum axles. An emergency release is possible by special motor circuitry. The winch is surrounded by a steel frame structure with connectors for 20' containers. It allows to carry a container or a storage reel above the winch. A spare anchor is fastenend to the superstructure at the port side of the winch. The work area of the deck of approx. 297m2 is flanked by offshore-type cargo rails. Protected by these rails two Hatlapa tugger winches with a pulling power of 10t at 15m/min are installed at starbord and port sides in front of the towing winch. Directly behind the towing winch a large towing fairlead is fitted. The forward half of the work deck is wood cladded. The typical deck equipment, like bollards and a hydraulically operated vertical Hatlapa spill with 5t pulling power, is installed between cargo rails and bulwarks on either side. A stern roller of 5.00m length and 2.15m diameter with a safe working load (s.w.l.) of 450t is installed for anchor-handling purposes. In front of the roller Karmoy forks and pins are mounted. They have a s.w.l. of 650t and 300t respectively. The tugs can be equipped with an A-frame which has an external power pack. The A-frame has a reach of 13m over deck and 9m behind the stern with SWL's of 200t and 250t respectively. Inside the superstructure a number of rooms are located at both sides of the towing winch: These are at port the towing and salvage store, a paint store, and a garbage room. At starboard these rooms are the fire fighting store, the emergency generator room with a Caterpillar type 3056 gen set with 105kVA, and the CO2 room. In the bow area are stores. Between stores and towing winch are rooms for cooled, freezed, and dry provisions, the galley, mess, changing room, hospital, office, and one single-berth cabin.

Tween deck:

Two Palfinger Marine PTM 850 telescopic boom cranes with an SWL of 5.2t at 14m reach are mounted on both sides at the aft end of the deck. At starbord a fast rescue boat/ workboat type FRB600-S and the accompanying davit type DFR 600S II / MOR are installed. Both were supplied by Bootswerf Ernst Hatecke. The rescue boat is equipped with a 60hp Yamaha outboard motor. The accommodation area is within the hull. Five officer's single-berth cabins with sanitary space, two single berth crew cabins, four two-berth crew cabins, and one four-berth crew cabin are arranged arround the outer walls of the deck. The center area is occupied by stores, laundry, and sanitary rooms. In front of the accommodation a large store is located in the bow.

Forecastle deck:

The suites of captain and chief are located in the front of the superstructure. They consist of a day room, separate sleeping room, and sanitary space. At the aft end are two single-berth cabins sharing a sanitary room. In-between are stores and lockers and the staircase. A Hatlapa anchor winch with two chain lifters and two warping heads is mounted outside on the forecastle together with the chain stoppers. A Smit-brackett is provided for a fast towing connection. The tug carries two type AC-14 high holding power anchors weighing at least 1,710kg. Each anchor is connected to 275m class k3 stud-link chain of 36mm diameter.

Bridge deck:

Racks with three inflatable 15-person life-rafts are mounted on either side at the aft end of the deck. The rafts were supplied by Samsong. The largest area of the deck is occupied by the wheelhouse. It is set back from the deck's fore-edge. The main control console is arranged over approx. 60 per cent of the width against the foreward bulkhead. Two small control consoles are placed in the bridge wings. Between main and wing consoles settees are placed. Additionally a divided control station is placed at the aft of the wheelhouse overlooking the work deck. The towing winch and the forecastle deck are monitored by camera. The communications desk and the companionway are located in-between on the port side, the chart table and a tea kitchen on the starbord side. Two settees and a table are arranged beside the companionway. The navigational and communicational equipment is state of the art. As navigational equipment are available among others: Two Automatic Radar Plotting Aid (ARPA)-Radar systems, two Electronic Chart Display and Information Systems (ECDIS), magnetic compass, three gyro compasses, echo sounder, and Differential GPS (DGPS). The communicational equipment meets the Global Maritime Distress and Safety System for worldwide travel (GMDSS A1 to A4) and contains Navigational Warning by Telex (NavTex), VHF / HF radio-telephone systems with Digital Selective Calling (DSC) ability, Inmersat telephone, fax, e-mail, as well as Search and Rescue Radar Transponder (SART), and Emergency Position Indicating Radio Beacon (EPIRB). The navigational and communicational equipment was largely provided by SAM Electronics. JANUS and URSUS are a equipped with a Dynamic Positioning System from Nautronix to DP2-standard.

Top deck:

It carries the magnet compass and three remote-controlled Ibak search lights.

Radar platform:

The platform bridges the wheelhouse and connects the two funnels. The mast, one radar antenna, and two fire fighting monitors are fitted here. A second radar antenna is mounted on the mast.


The tugs have a crew of 18 officers and crew. The accommodation provides berths for 24 persons. This allows personnel of the client to travel with the tugs. The accommodation is fully air-conditioned.

-   Operations

The first job for JANUS will be the towing and positioning of the FPSO SEVAN HUMMINGBIRD in November 2007. JANUS will assist two tugs of the FAIRMOUNT class. The journey goes to the Chestnut field in the british sector of the North Sea.

-   Spezification

Length o.a.: 65,00 m (incl. 30 cm Fender)
Length between perpendiculars: 58,85 m
Breadth moulded: 18,50 m
Design draft (Td): 06,80 m
Max. draft: 07,50 m
Depth midships: 08,50 m
Main engines: 2x Mak 6M32 + 2x MaK 8M32
Main engine output: 2x 3,000 + 2x 4,000kW (2x 5,440 +2x 4,080bhp) bei 600U/min
Max continous bollard pull: 220t
Max. speed: 16,5kts
Volume (survey): 2,789BRZ
Displacement at Td: approx. 5,800t

Harms Bergung Transport & Heavylift GmbH & Co. KG,
MAN Ferrostaal AG,
Caterpillar Marine Power Systems,
Schottel GmbH,
Renk AG

For photos in higher resolution please click the thumbnails!
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Janus Janus
bow view bow view
Ursus Ursus
hull section of URSUS on the quay hull section of URSUS
Janus Janus
hull of JANUS in floating dry dock port view
Janus Janus
bow view of superstructure fast rescue boat / work boat
Janus Janus
starboard view of superstructure stern view of superstructure
Janus Janus
port view of superstructure stern view of wheelhouse and radar platform
Janus Janus
bow view of the wheelhouse bell and builder's plate
Janus Janus
bow view of mast Stern view of mast
Janus Janus
fire fighting monitor and exhaust pipes work deck
Janus Janus
between load rails and bulwark Karmoy Pins
Janus Janus
towing fairlead and Hatlapa towing winch towing winch and starboard chain lifter
Janus Janus
upper towing drum Hatlapa tugger winch at port
Janus Janus
Type AC-14 spare anchor Grapnel
Janus Janus
Palfinger Marine teleskopic boom crane Forecastle
Janus Janus
Hatlapa anchor winch chain stopper and Smit-brackett
Janus Janus
starting air compressor port MaK main engines
Janus Janus
MAK 8M32 Renk-gearbox
Janus Janus
Kumera fire fighting pump engine control panel
Janus Janus
Rolls-Royce rudder steering gear Caterpillar diesel generator set
Janus Janus
main control console in wheelhouse port wing console in Wheelhouse
Janus Janus
Aft starboard control console Aft port control console
Janus Janus
Communucation desk Chart desk
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