-   Magnus and Taurus

The Mützelfeldtwerft (shipyard) in Cuxhaven delivered the 100t- tug (metric tonnes) PRIMUS to the towing company Harms Bergung Transport & Heavylift GmbH & Co. KG (Harms) in Hamburg on 31. December 2004. The order of PRIMUS was a great surprise as it was the first order for a real deep sea tug for German owners in more than 25 years. When the maritime newspaper "Tägliche Hafen-Bericht THB" announced that Harms had ordered two more deep sea tugs, the astonishment wasn't much smaller. These tugs were to be designed for a bollard pull 200t, being the strongest tugs ever ordered for a German interest. Delivery was planned for August and November 2006 according to THB. When the news was published the names were already chosen:


-   Construction phase

Owners of the two tugs are investment companies. Harms will manage them. A consortium of MAN-Ferrostaal in Essen and Mützelfeldtwerft in Cuxhaven was commisioned 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. Instead of a proven Norwegian design Harms wanted a Corporate Identity, kind of detectebility, for the newbuilt fleet. So a tug larger than PRIMUS was designed with a similar appearance above the waterline. Design and engineering were sub-contracted to Hitzler-Shipyard in Lauenburg. The hull was completely new designed and underwent extensive tank tests at the Hamburgische Schiffbau-Versuchsanstalt (HSVA) to check and optimize the design. HSVA confirmed that with the choosen hull form and motorisation the contractual performance data will be achieved. Keel laying of MAGNUS took place in Cuxhaven in early January 2006. The Smit-sheerlegs TAKLIFT 7 lowered the hull of MAGNUS, then weighing 1010t including crossbeams, into the water on 19.April 2006. MAGNUS got christened on 4. August 2006 and started the yard trials on 26.August 2006. MAGNUS arrived in Stavanger ( Norway ) for bollard pull tests and fine tuning of the dynamic positioning system on 6.September 2006. The tug was handed over to Harms the following week. The delivery dates given by THB were published before the contracts were signed and were wrong. The delivery took place in September in correspondance with the contract. On 16.September 2006 MAGNUS showed up in Aberdeen to start her charter. The hull of TAURUS, the sister ship, was lowered into the water by TAKLIFT 7 on 25.09.2006. TAURUS shall be finished to the end of 2006.

-   Description

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.

Tank top:

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.

Platform deck:

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) are arranged.


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.

Bridge deck:

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.

Top deck:

: It carries the magnet compass and three remote-controlled searchlights make Ibak.

Radar platform:

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.

-   Operation

MAGNUS arrived in Aberdeen on 16.09.2006 after beeing handed over to the owners the same week. She starts a one year charter with Shell with options for prolongations. She'll work out of Aberdeen in the North Sea.

-   Supplement

TAURUS went through her yard trials sucessfully in March 2007. The bollard pull tests took place in Stavanger on 23.March 2007. TAURUS achieved a continous bollard pull of 207 t and a maximum pull of 219 t at 110 % engine output. TAURUS will be handed over to her owners on 11.April 2007. The evaluations following the bollard pull tests of MAGNUS lead to structural modifications. The propeller nozzles of TAURUS were made 30 cm longer. The delay compared to the date named in "construction phase" was caused mainly by these modifications. If MAGNUS will be modified too is not decided yet by Harms, as MAGNUS is in a charter and the client is content with her performance.

-   Particulars

Owner: Harms Offshore - Hamburg
Shipyard: Mützelfeldtwerft, Cuxhaven
Classification: Germanischer Lloyd + 100 A5 E2 Deep Sea Tug Boat (Nav-A4) + MC E2 AUT, FF1, DP 2
Crew: 11
Length o.a.: 58,475m (incl. 30cm Fender)
Length betw. Perpendiculars (Lbp): 52,29m
Breadth moulded: 14,80m
Design draught: 05,80m
Maximum draught: 06,60m
Depth at Lbp: 07,65m
Main engines: 2x MAN B&W 14V32/40
Output main engine: 2x 7.000kW (2x 9.520bhp) bei 750U/min
Continous bollard pull: MAGNUS: 192t, TAURUS: 207t
max. speed: 18kts
Propeller: 2x CP-propeller diameter 3.800mm
Rudder: 2x TIMON - rudder
Volume: 1.767BRZ

Harms Bergung Transport & Heavylift GmbH & Co. KG,
Hatlapa (Press Release "A 84,5 tons Heavyweight is leaving Uetersen"),

MAN Ferrostaal AG
    New seagoing tugs
    MAN Ferrostaal AG achieves synergistic effects with MAN B&W Diesel and Renk AG

For photos in higher resolution please click the thumbnails!
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Magnus Taurus
Hull modell for tank tests Upper bow segment of TAURUS
Taurus Taurus
Lower bow segment of TAURUS Hull segment of Taurus
Taurus Taurus
launch of Taurus launch of Taurus
Magnus Magnus
Starbord side of MAGNUS Aft view in floating dry dock
Magnus Magnus
Magnus during photo trials Magnus during photo trials
Magnus Magnus
Stern view of MAGNUS Stern view of superstructure
Magnus Magnus
Fast rescue boat from Hatecke Starboard view of superstructure
Magnus Magnus
Bow view of superstructure Port view of superstructure
Magnus Magnus
Stern view of wheelhouse and radar platform Bow view of radar platform and mast
Magnus Magnus
Fire fighting monitor Working deck, winding towing wire onto upper drum
Magnus Magnus
Towing fairlead and towing winch Hatlapa towing winch, weight 84,5t
Magnus Magnus
Towing winch Hatlapa tugger winch
Magnus Magnus
Palfinger hydraulic crane Forecastle deck
Magnus Magnus
Hatlapa anchor winch and bow mast Hatlapa anchor winch
Magnus Magnus
MAN B&W Main engine MAN generator set
Magnus Magnus
Fire fighting pump Engine control room
Magnus Magnus
Mess room Galley
Magnus Magnus
Forward control panel Aft control panel on port side
Magnus Magnus
Aft control panel on starboard side Communication desk
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