General: The AHT MAGNUS and AHT TAURUS are two conventional deep sea tugs/AHT's
with two propellers in Kort nozzles. A TIMON flap rudder with open linkage, provided by Van Der Velden, is located behind each
nozzle. The hull is built with a frame spacing of 600mm. Hull plating varies from 12mm to 16mm with up to 30mm in some areas.
Propulsion for the two tugs is provided by two MAN B&W type 14V32/40 diesel engines. The engines can use heavy fuel oil and
deliver 2x 7,000kW (2x 9,520bhp) at 750rpm. The engines have a fuel consumption of 181g/kWh according to the manufacturer,
thus consuming approx. 61t per day. The gearbox is from Renk AG, controllable pitch propellers, propeller shaft and HR-nozzle
are from Alpha Diesel, all subsidiaries of MAN. The controllable pitch propellers are type VSB with 3.80m diameter.
The tugs have a maximum speed of 18,5kts. With the confirmation of all performance data in tank tests, a guarantee by supplier
Alpha Diesel for a bollard pull 210t for the propeller the dissapointment was immense when MAGNUS failed to reach the contractully
required bollard pull of 200t. She reached a maximum continous bollard pull of 192t and 196t at 110% engine output. The reasons
for the failure are already under evaluation at HSVA. The tugs will be modified on basis of the results from HSVA.
The bunker capacities are: 100m3 diesel fuel, 1,060m3 heavy fuel oil, 54m3 fresh water, and
150m3 ballast water. MAGNUS and TAURUS are equipped with two bow thrusters and one stern thruster
enabling a dynamic positioning system. All three thrusters per tug were supplied by Schottel. They are of type STT330T LK CP
and are driven by electric motors of 400kW each. They are equipped with controllable pitch propellers of 1.29m diameter. The
tugs are equipped to FiFi1 standard. Two Kumera fire-fighting pumps delivering 1,200m3/h each at 14bar are coupled
to the front end of the main engines. They supply water to the two fire monitors and the drenching system. Both are provided
by Fire Fighting Systems of Norway. The drenching system is installed inside the handrails of bulwarks and railings where possible.
The propeller shafts drive two shaft generator sets of 1,500kVA each. Two MAN generator sets of 625kVA each are installed additionally.
On top of the double bottom tanks among others the main engines with their auxiliary and
supporting systems, the generator sets, and the three thrusters are installed.
This deck is a maintenance deck inside the engine room. Outside it carries the rudder
engine room, two workshops, the engine control room, the air-conditioning equipment, and a storage reel with a capacity of 1,600m x 76mm
steelwire supplied by Hatlapa. The reel carries the spare wire requested by the classification societies.
This deck is devided in the open work-/ towing deck and the superstructure area. The
Hatlapa type SWI 2000/3000 towing winch is of the waterfall type and installed in a recess of the superstructure. The winch is
electrically driven and has a brake force of 320t. The upper drum carries the main towing wire of 1,600m length and 76mm diameter
and provides a pulling power of 100t at a speed of 15m/min. The nominal capacity of the upper drum is just 1,200m so stretchers
and pennants are carried in the salvage store. The lower drum has the same capacity but carries just 300m x 76mm wire for anchor
handling work for the current charter. The relativly small number of layers allows for maximum pulling forces. The lower drum
provides a pulling power of 100/200t at speeds of 15/7.5m/min. The frequency inverter controlled asynchronous electric motors
allow stepless operation of the winch. The maximum speed of the winch is 31m/min. 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. One
chain lifter is for a chain diameter of 76mm, the other one for 127mm. The winch is surrounded by a steel frame structure which
allows to carry a container or a future storage reel above the winch. A spare anchor is fastenend to the superstructure at the
side of the winch. The work area of the deck of approx. 205m2 is flanked by offshore-type cargo rails. Protected by
these rails two Hatlapa tugger winches wih 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 located. The forward half of the work deck is
cladded with wood. The typical deck equipment (bollards etc.) is installed between cargo rails and bulwarks. A stern roller of
approx. 3.00m length and 2.15m diameter with a safe working load (s.w.l.) is installed for anchor-handling purposes. In front
of the roller Karmoy forks and pins are mounted. They have a s.w.l. of 300t. Inside the superstructure the salvage- and towing
store, cold-storage rooms, galley, mess room, changing room, hospital and three crew cabins (two single-berth and 1 double-berth)
At the port end a hydraulically driven Palfinger Marine crane type PK60000MC with 2.6t s.w.l.
at 14.00m reach is mounted. At starbord a fast rescue boat 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.
Inside the superstructure three single-berth officers cabins, four single-berth crew cabins, one double-berth crew cabin, one
four-berth crew cabin, stores, and laundry are located.
Two single-berth officers cabins and the single-berth cabins of master and chief are
located here. Outside the Hatlapa anchor winch with two chain lifters and two warping heads and two chain stoppers are installed.
The NAF-HHP-1440 anchors are of the high holding power type and have to weigh at least 1,440kg. The anchors are fixed to grade
k2 anchor chains of 30mm diameter and 550m length. A Smit-brackett is mounted to allow for a fast towing connection.
Two cradles, each with three inflatable life rafts, are mounted at the aft end of the
bridge deck on both sides. The life rafts have a capacity of 10 persons each. Most of the deck is occupied by the wheelhouse.
The main control console is arranged over the full width against the foreward bulkhead. A second, divided control station is
placed at the aft of the wheelhouse overlooking the work deck and the towing winch. The communications desk and the companionway
are located in-between on the port side, the chart table 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) both from
SAM Electronics, 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 contain 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 equipment was provided
largely by SAM Electronics and Sailor. MAGNUS and TAURUS are a equipped with a Dynamic Positioning System from
Nautronix to DP2-standard. The standard (DP0 to DP3) determines the grade of redundancy of the system and thus the safety against
failure. Dependent on this grade of safety and the possible injuries and damages caused by failure the standard defines the
area a tug can work in.
: It carries the magnet compass and three remote-controlled searchlights make Ibak.
The platform bridges the top deck and connects the two funnels. It carries the mast,
one radar scanner and two fire-fighting monitors.
MAGNUS has a regular crew of 14 persons. There is accomodation for 21 persons in case
the customer sends personnel on board. The superstruture is fully air-conditioned.