The time of salvage tugs stationed in harbours around the German Bight was gone at the end of the year 1992.
Bugsier-, Reederei- und Bergungsgesellschaft mbH & Co. KG (Bugsier) had sold or mothballed their deep sea tugs. In 1993 the
crew’s work council of Bugsier started a discussion about the shipping safety in the German Bight following the beaching of
BREAR near the Scottish coast, the almost-beaching of HUDSON BAY I near Helgoland and other related incidents. This discussion
led to the decision of the German federal government to invite tenders for charter of an Emergency Towing Vessel (ETV) for
the German Bight (North Sea) for the first time in September 1995. Bugsier reactivated her OCEANIC (mothballed since 1989)
early enough in summer of 1995 hoping for the charter. But the German Federal Government awarded the charter to the shipping
company Buss in a single handed tender. Buss made her AHTS MANTA (80 t bollard pull) available. The first real tender had the
same result. Buss again provided AHTS MANTA which was not unconditionally appropriate for towing because of a large crane
fitted at the port side of the stern. Following the SEA EMPRESS disaster in Milford Haven in February 1996 and the decisions
by the then Minister of Transport, Building and Urban Development, Mr. Wissmann, that a tug with at least 160 t bollard pull
is needed, the ETV got newly tendered. Bugsier won this tender and OCEANIC (179 t bollard pull) got chartered for four month
starting on 25th March with the option to renew for short period of times until the government owned new building NEUWERK got
ready for action. The beaching of PALLAS on the beach of the isle of Amrum on 29th October 1998 restarted the discussion about
the safety concept for the North Sea and kept OCEANIC in charter. A reworked concept was presented in November 2001 which
started long lasting discussions about the necessary specifications of an ETV. Eventually the final tender got published on
23rd June 2007. The offering of the ARGE Kuestenschutz (work group for coast protection), a consortium of the three largest
German towing companies Bugsier, Fairplay and URAG as well as the helicopter owners Wiking Helicopterservice, to provide ETVs
for the North and Baltic Seas for ten years was accepted on 15th August 2008. Here I will report about the ETV North Sea. The
total budget for both ETVs is approx. 200 million Euros. The charter for the ETV North Sea began on 1st January 2011.
The ETV North Sea is named:
Bugsier, associate in the ARGE Kuestenschutz, started at the end of the 1990s to think about a successor
for the OCEANIC. Already in 2001/2002 Bugsier developed a then state-of-the-art ETV under the provisional name “Safety Ship”
with a minimum speed of 19.5kts, a bollard pull well in excess of 200t, a between 5m and 7m adjustable draft, and
suitability for use in hazardous atmospheres. The first model tank tests for a new ETV were conducted in 2006 at a time
when the discussions about the final specifications of the new ETV were not finished yet. Not until the third series of
tests in 2008 the design got approved a being able to fulfil all requirements of the specifications which partly
influenced each other negatively. All tank tests were conducted at the Hamburgische Schiffbau-Versuchsanstalt on behalf
of the ARGE Küstenschutz. The preliminary draft of the NORDIC came from the ARGE Kuestenschutz, the basic design was
developed by Skipskonsulent AS, now part of Wartsila Ship Design. The ARGE Kuestenschutz commissioned the Peene Werft
shipyard in Wolgast in May 2008 to build the ETV. The Peene Shipyard and Volkswerft Shipyard in Stralsund carried out
the detailed design. Both shipyards were then part of the Heegemann-Group, now P & S Shipyards. They are experienced in
tug building and building of specialized vessels for use in hazardous atmospheres. Peene Werft shipyard built tugs
(BUGSIER 17 and 18) and the gas- protected multipurpose vessel ARKONA, the Volkswerft shipyard built the gas-protected
multipurpose vessel NEUWERK and for Maersk Supply Service twelve AHTS (e.g. MAERSK LEADER). The biggest challenges that
had to be solved by the above mentioned allies and the respective suppliers were the minimum bollard pull of 200t, the
required trial speed of 19.5kts (both at 6.00m draught), the suitability for use in hazardous atmospheres, and the high
reliability/ low downtimes. After delivery by the shipyard NORDIC will be owned by NORTUG Bereederungs GmbH & Co. KG, in
which Bugsier, Fairplay, and URAG are joint owners. Bugsier will manage the NORDIC. The first steel plate was cut on the
Peene Werft on 14th August 2008; the keel laying took place in July 2009, and the launching in June 2010. The yard trials
started on 29th September 2010. Additional tests including bollard pull tests were executed in Flekkefjord in Norway
between 7th and 15th November 2010. NORDIC was delivered to her owners on 15th November 2010 giving the crews a training
period of approx. one and a half month.
General: At first glance NORDIC is a conventional deep sea tug with two propellers in
fixed Kort nozzles. A high-performance Becker flap rudder of 8.5m2 is attached behind each nozzle. The rudders can be
controlled synchronously or separately. Upon closer examination we find a lot of details that differentiate NORDIC from
other deep sea tugs. I’ll describe these differences later. The hull was build with a frame spacing of 700mm and got a
bulbous bow. The NORDIC is powered by two MTU diesel engines type 20V8000 M71L (GPO) with 8,600kW (11,690PS) each at
1,050rpm. Their power is transmitted through clutches and Flender gears to the propellers. The gears have a ratio of
1:6.663 so that the 4.00m diameter controllable-pitch propellers turn at a maximum of 172.6rpm. The drive trains and
propellers were provided by Berg Propulsion. Each gear has a clutch-equipped PTO for one Leroy-Somer shaft generators
of 2,000kVA (1,600kW). With a draft of 6.00m NORDIC achieved a maximum trial speed of 19.9kts and a bollard pull
of 201t at 100% MCR. Thus NORDIC met the demands of the contract. NORDIC is equipped with two bow and one stern thruster
of 800kW each. The thrusters were provided again by Berg Propulsion. They are type BFTT, electrically driven with fixed
propellers of 1.75m diameter and AFE (Active Front End)-frequency controlled. Becker rudders, twin propellers, and
transverse thrusters give the tug a very good manoeuvrability. NORDIC is fitted with a fire fighting system according to
FiFi1-standard. Both Jason Engineering monitors deliver 1,200m3/h. Each is connected to Kvaerner Eureka fire pumps which
provide water to the deluge system too. The pumps are driven by the main engines and are coupled with clutches to PTOs of
the Flender gears. NORDIC has the following tank capacities: 1,050m3 marine gas oil, 15m3 lube oil, 125m3 drinking
water, and 1,650m3 ballast water. The latter allows adjusting the draught within limits according to the requirements
of the operation area.
Use in hazardous atmospheres:
NORDIC has also to be deployed to shipping accidents where inflammable
and health hazardous substances are discharged into the atmosphere. To allow this assignment the complete superstructure and
the engine room can be closed gas-tight. The main engines and a number of generators must stay operational even if they suck
in hazardous inflammable combustion air. MTU diesel engines were chosen as only MTU out of the group of manufacturers of
large diesel engines had experience with diesel engines in gas protected operation (GPO) and was able to promise the
certification of a new engine in the short available time frame. MTU made its GPO experience among others with engines type
4000 aboard the 23m-class rescue cruisers of DGzRS and the federal multipurpose vessels ARKONA and NEUWERK. Two generator
sets are powered by MTU diesel engines type 12V4000. The sets provide 1,425kVA (1,140kW) at 1,500rpm. In GPO the output
is reduced to 525kVA (420kW). These engines were already GPO certified. For the 20V8000 M71L engine the GPO ability had
to be developed by MTU and certified by Germanischer Lloyd. As first result the engine output was reduced from 9,100kW
to 8,600kW in normal operations because of additional components needed for GPO operations. The following measures were
GL certified the engine for GPO operations in 2009.
- Temperature control in air intake duct to keep the temperature beneath 135°C to avoid a self-ignition. When going
into the GPO-mode the output of the 20V8000 gets reduced to keep the combustion air temperature below this allowed 135°C.
The output in GPO is reduced to approx. 4,000kW.
- Flame explosion retarder in the intake ducting to avoid ignition of the atmosphere by the engine.
- Pressure and explosion resistant air-intake ducting between flame retarder and engine.
- Silencer with spark arrestor and sea water injection in the exhaust ducts to keep the exhaust gas temperature below 135°C.
- Extensive adjustments of engine electronics, especially monitoring of engine while breathing inflammable gases to avoid
engine overspeed and reducing engine output according to combustion air temperature.
- Emergency air-shutoff flaps to avoid eventual engine damaging conditions.
The complete superstructure and engine room are closed gas-tight in GPO. By feeding clean air into this area, the
so-called citadel, an overpressure is created which keeps harmful substances out. The overpressure is adjusted to 4mbar.
Inside the citadel the crew can work without any other protective measures. If there is suspicion of a hazardous
atmosphere in the area of operation the over pressure of 4mbar is created with highly efficient air-blowers using
still fresh air from the outside. The crew establishes and checks the closure conditions manually. When this has
taken place the over pressure is maintained by air from pressure reservoirs which are independent from the outer
atmosphere. With this kind of air supply NORDIC can sail into a hazardous area without knowledge of the hazardous
substances on-board of a disabled vessel or without an analysis of the hazardous atmosphere. This kind of air supply,
independent from the outside air, is a first on a ship and a large difference to warships with ABC-protection or the
gas-protected multipurpose vessels owned be the German government where the over pressure is maintained by filtered
air from the outside of the ship. But filters don’t hold back all hazardous substances that can occur during an ETV’s
operation. That means that knowledge of the hazardous substances is necessary when using filtered air systems. Bugsier
and the shipyard developed this system in co-operation with the company Dräger. The pressure reservoir consists of nine
air supply modules each with twelve high-pressure (300bar) 50litres air bottles. The pressure is mechanically reduced
to 4mbar. As slight air leaks are unavoidable a maximum leakage rate was fixed in the building contract.
The crew has to wear chemical protective suits (CPS) with compressed air breathing apparatus when working on the aft
deck in a hazardous atmosphere. The lock out occurs into the winch room and from there onto the aft deck. On the aft
deck are connections to the ship’s air supply so that the air supply in the crew’s breathing apparatuses can be saved
during waiting periods. The outer entrances of winch room and gas lock are equipped with air-curtain installations as
used in compartment stores to keep cold air out. They reduce the inflow of hazardous substances. The CPS-bearer gets
the first decontamination in the winch room. The final decontamination takes place inside the gas lock. On the A-deck
is a second gas lock leading to the medical treatment room which is large enough to allow the use of stretchers.
NORDIC is designed for a minimum of eight hours length of stay in a hazardous atmosphere. In a fire fighting operation
without lock out of personnel the length of stay rises to more than 18 hours. At the end of the length of stay NORDIC
has to leave the hazardous area. The pressure reservoirs are then refilled with two breathing air compressors in less
than 12 hours. Additional filled air supply modules can be stored on the main deck and connected to the ship’s protective
air system. The remaining length of stay is permanently shown on the bridge.
Speed and bollard pull:
NORDIC is required to reach a trial speed of more than 19.5kts and a
bollard pull of at least 200t at 100% MCR. Each value by itself is no problem but together in one ship they represent a
major challenge. Making it even worse these values had to be reached with draught of only 6.00m limiting the propeller’s
diameter and the effectiveness of the propulsion system. An additional limitation was the 8,600kW of the MTU diesel
engines as MTU has no more powerful engines in its portfolio. Usually a tug is designed for a required bollard pull
and the necessary engine power gets installed. One of the design elements is the Kort nozzle. The nozzle increases the
propeller thrust and thus the bollard pull. On the other hand the nozzle increases the ship’s resistance and the speed
is reduced. The additional resistance is speed-dependent. At approx. 10kts this additional resistance gets that large
that the increase of propeller thrust is nullified. With even higher speeds the effect is inverted. With a “normal”
tug this is no problem as the maximum speed is of limited importance. With NORDIC this is totally different as the
requirements of the specifications demonstrate. To reach 19.5kts the hull speed must exceed this value. For it a length in
the waterline of at least 65.5m is necessary. Therefore the relatively great overall length of 78.00m was chosen. To
reduce the wave resistance NORDIC received a bulbous bow. Under these circumstances the hull can reach a speed of 19.5kts.
The propeller calculations were executed by the supplier Berg Propulsion. The results showed that 19.5kts were not
achievable with a standard nozzle and the available engine power. Additionally the calculation showed cavitations in the
nozzle. Because of the required bollard pull some kind of nozzle had to be installed anyway. Solutions were a special kind
of nozzle, a so-called wing-nozzle (see sketch), an enlarged propeller diameter – from 3.80m to 4.00m - and a strengthened
propeller hub. The nozzle has a smaller resistance and a smaller thrust increase which still enough for 200+ t bollard pull.
A larger engine power – as said before – was impossible as none of the other manufacturers with more powerful diesel
engines in their portfolio was able to guarantee an on-schedule delivery of GPO-certified diesel engines.
High reliability / low downtimes:
As ordered NORDIC has to sail in the worst weather and sea
conditions and provide her crew a safe working platform. The hull form of NORDIC was designed accordingly to give her
excellent sea keeping characteristics with minimised ship motions like pitching and rolling. To achieve this NORDIC is
equipped et al. with roll reduction tanks in the stern and bilge keels in the aft half of the hull. The aft deck guarantees
maximum protection for the crew with a freeboard of 2.00m at 6.00m draught and a high surrounding bulwark. The operational
experience with OCEANIC showed, that with relatively low operating times and low speeds in this sea area the sea-chests
and box-coolers show a high degree of fouling. The box-coolers avoid sea water in the engine room and thus help to minimize
downtimes. But there is still the fouling which endangers the reliability. HEAT Nord GmbH, a German company, developed a
thermal protective method. In times when the main engines are shut down shutters can be closed to separate the sea-chests
from the surrounding sea. The water that remains inside the sea-chests is then heated by the cooling water of the auxiliary
engines (generators) to a temperature where the fouling dies. The system is called TAS-Thermal Antifouling System and was
patented for HEAT Nord in 2000. Into this category falls the decennial maintenance contract with MTU with 24-hour-service.
Within this contract NORDIC’s engines can be remotely monitored.
Tank top deck:
The bow thruster room with two thrusters is located in the bow. The following
approx. 33m are occupied by fuel tanks followed by the engine room. The engine room contains the two main engines with
their respective gears, fire fighting pumps, and shaft generators. Two generator sets are mounted between the main engines.
They were built up of MTU diesel engines type 12V 4000 and Leroy-Somer generators by SDT-Kiel. Behind the gen-sets the
Hatlapa hydraulic unit is fitted. It supplies all winches on the tug. The last approx. 20m are occupied by ballast water
tanks which are divided by the corridor-like stern thruster room. Additional ballast water tanks are place along the
hull’s complete shell plating.
The bow contains the bow thruster room with stairs to the main deck above.
Behind is the changing room for the engine personnel. On both sides are fuel tanks and at the shell plating ballast water
tanks. A gas lock leads into the engine control room on the second floor of the engine room. The Hatlapa starting-air plant
is mounted between the two main engines. The plant consists of two compressors and two pressure reservoirs. The air supply
has to be greater-than-average, as the starting sequence for the restart of the main engines in GPO needs additional air to
flush the engines. At the aft end of the engine room the engine workshop is located at port and the apprentice’s workshop
at starboard. Fuel tanks and two roll-reduction tanks follow. In the stern the rudder engine room with Hatlapa steering gear
is located. It is accessible from the bow thruster room below. Between the steering gear is the hydraulic room for the
Karmoy deck equipment.
The bow contains a stairway flanked by a laundry and a store. At port follow the
officer’s dayroom and mess as well as the installation shaft containing et al. exhaust pipes, ventilation ducts, and cable
ducts. Between installation shaft and shell plating the pressure cylinder room is fitted. It contains two breathing-air
compressors and nine modules with each twelve 50 litres pressure bottles (300bars) for the air supply of the citadel.
At starboard are the crew’s dayroom and mess, the galley and a changing room, where the crew dons the CPS. Captains,
officers and crew decided to jointly use the crew mess and dayroom so that the officer’s mess and dayroom will be used
otherwise. The corridor that separates the starboard and port accommodation leads through the gas lock into the winch
room. The winch room houses the Hatlapa towing winch and protects it from weather and sea. The winch is a hydraulic
waterfall winch with two drums. Each drum is equipped with a low-pressure hydraulic motor and has a capacity of 1,400m
steel wire of 80mm diameter. Currently the drums carry 1,200m. The brake power of each drum is 3,800kN (380t). The
pulling power is 2,500kN (250t) at 5m/min and 1,000kN (100t) at 10m/min. Behind the winch a manually controlled
spooling device is mounted. The two drums will not be used simultaneously. The second drum guarantees that the reserve
wire is immediately ready for use in case the towing wire fails. The massive crucifix confines the winch room to the open
deck. It leaves just two slits for the towing wires open. A provisions store and a garbage room are at the starboard
side of the winch room. On the opposite side is a workshop with a welding point. The open aft deck begins with a wide
floor channel with steel grating covers dewatering the aft deck through openings in the shell plating. Behind is a deck
house with a store which also houses the harbour/ roads diesel generator. It is a MTU 8V2000 diesel engine with a
Leroy-Somer generator providing 350kVA (280kW). Again SDT-Kiel built it and delivered it in a soundproof casing.
Behind the store two Hatlapa tugger winches are mounted. They have low-pressure hydraulic motors and provide a pulling
power of 100kN (10t) at 30m/min. Directly above these winches the middle one of three tow beams is fitted. They
prevent the towline from fouling fittings or deck equipment. The foremost tow beam is fitted above the leading edge
of the deck store; the aft tow beam is approx. 7m behind the middle one. In-between is a clear space marked for
helicopter winching operations. Two Hatlapa vertical spills are mounted aft of the last tow beam, one at port and
the other at starboard. Both are equipped with low-pressure hydraulic motors providing a pulling power of 100kN (10t)
at up to 25 m/min. The closed aft bulwark carries one Karmoy fork and two Karmoy pins in the ship’s centreline.
This equipment has a safe working load of 300t. Norman pins are additionally fitted approx. 5.70m from the
centreline to limit the sideways movement of the towline when towing. All are retractable.
In front of the staircase a boatswain store is fitted in the bow. At port four twin-berth
cabins (two with extra bed) for apprentices follow. At starboard is one twin-berth cabin with extra bed for apprentices,
one on-suite single-berth cabin for the instructing officer and a conference-/ training rom. Usually two rooms share a
bathroom. At port a technical space is fitted between accommodation and winch room. It contains a switchboard room, the
emergency generator room, ventilation ducts, cable ducts, and exhaust pipes. At starboard the hospital with bed and
treatment rooms and a HVAC room are located between accommodation and winch room. A large gas lock connects the hospital
with the open deck. In the winch room we find a steel grating catwalk around the winch. At both sides of the winch room
are cradles with three 16 person DSB inflatable life rafts. At starboard a Hatecke MOB-boat type RB 430 APM with outboard
engine is mounted on a pedestal at the side of the winch room together with its Global Davit type Rhs 11-3,7 davit. At
port the Hatecke workboat type FRB 700SUBS is laid down. It is powered by a 120kW (163PS) diesel engine and a water
jet. The boat is launched by the deck crane. It is equipped with a special mounting for the Pendulum low Load Handling
device of the crane.
Two Hatlapa anchor winches with one chain lifter, a mooring drum and a horizontal spill
are mounted on the forecastle. The winches are designed for 40mm grade K3 chains. Hatlapa provided the chain stoppers too.
In the superstructure you find two officer’s single-berth cabins (approx. 20m2), seven crew single-berth cabins
(approx. 14m2) and a spare twin-berth cabin. The officer’s cabins have their one bathroom. Otherwise two cabins share
a bathroom. Additionally there are two stores and at port the installation shafts with ventilation ducts and exhaust
pipes. A paint store and the radiator of the emergency generator are fitted behind the superstructure. A Hatlapa storage
winch is mounted above the towing winch. The winch has three independent drums and is powered by a low-pressure hydraulic
motor. It is used for Dyneema pennants. At the aft edge of the winch house a deck crane is mounted at the port side.
HMB Lintec Marine GmbH delivered the crane. It is a knuckle boom crane with a Pendulum low Load Handling device. This
device allows a secure launch and recovery of the workboat even in adverse conditions. The crane has a safe working
load in harbour of 6.5t at a reach of 16m. Offshore the SWL is reduced to 3.6t. The operation is possible up to a
significant wave height of 2m.
In the forward part are the single-berth cabins of captain and chief (approx. 30m2).
They have their own bathroom and separate bedroom. All four single-berth officer’s cabins (approx. 23m2) have
a bathroom. A pantry and a bonded store are fitted at port behind the ventilation ducts and exhaust pipes.
The forward mast is fitted at the leading edge of the open deck space. Approx. 5.6m to
the back begins an approx. 2m high tween deck. It contains technical equipment e.g. electrical devices for the bridge
electronics, and HVAC of bridge and citadel.
The main control consol takes up approx. half the bridge‘s width. It is set back
from the forward bulkhead. The steering wheel is in the ship’s centreline. The part to the right is horseshoe-shaped
with a chair on tracks parallel to the centreline. This is the position of the nautical officer of the watch. To the
left is a stretched straight console parallel to the forward bulkhead where parts of the readouts are duplicated.
This arrangement was chosen to have room enough for the apprentices. Its chair runs on tracks parallel to console.
Additional control consoles are fitted in each bridge wing carrying the controls for main engines, transverse thrusters,
and two rotary knobs for the Becker rudders. Another control position is fitted aft in the bridge. It has a nautical
position as well as a technical position including controls for winches, fire fighting system and GPO system. The
nautical position is equipped like the bridge wing positions. All work positions are equipped with a conning display
showing et al. information about speed, water depth, course, GPS-data, and weather data. Additionally it displays
status data for propellers (rpm and pitch), transverse thrusters (output in %) and winches.
In the middle of the port half the exhaust pipes go up to the funnel. Alongside toward the centreline a companionway
leads downstairs. To starboard of the centreline are a chart table and a communication work place. Farther to starboard
is a settee with table, corner seating and chairs as well as a further work place. The navigation and communication
equipment is state-of-art. The navigation equipment contains amongst others two ARPAR radar systems with ESDIC
function (electronic chart), Differential GPS (DGPS), magnet compass, gyro compasses, echo sounder, speed log, and
anemometer. The communication equipment is according to Global Maritime Distress and Safety System Area 1+2+3 (GMDSS A3).
It consists of Navtex; MF-, HF-, and VHF-radios with digital selective calling (DSC) function, Inmarsat C and F satellite
telephone with e-mail and fax, aircraft radio communication as well as Search and Rescue Transponder (SART) and Emergency
Position Indicating Radio Beacons (EPIRB). NORDIC is equipped with a Voyage Data Recorder (VDR). A large part of this
equipment was supplied by Furuno.
It carries the two funnels, the magnet compass, miscellaneous communication antennas,
and a combined laser distance measuring equipment and direction finder. The port funnel contains the exhaust pipes of
all diesel engines. This way the shipyard was able to concentrate the seawater injection system for the gas-protected
operation in one funnel. Additionally the port funnel contains the standpipe of the fire fighting monitor. The starboard
funnel houses a battery room at its bottom and the standpipe for the second monitor. The not-under-command lights are
mounted on the respective sides of both funnels.
The platform is put on top of the funnels. It carries the mast with navigational
lights, two radar antennas, two fire fighting monitors, and two twin head search lights provided by Color Light AB.
The monitors can be moved up to 30m above the waterline. The mast carries a small platform with antennas at its top.
|Length between perpendiculars:
|Draught, design (Te):
|Depth to main deck:
||2x MTU 20V8000 M71L (GSB)
||2x 8,600kW (2x 11,690PSe) at 1,050rpm
|Output gas-protected operation:
||2x 4,000kW (2x 5,440PSe)
|Continous bollard pull:
||201t at 6.00 m draught
||19.9kts at 6.00 m draught
||GL + 100 A5 IW „TUG“ + MC AUT Suitable for use in hazardous atmosphere
- Carsten Wibel, Bugsier, „Konzept Notschlepper Nordsee“ in Hansa Heft 11/2009
- Carsten Wibel, Bugsier, „Notschlepper Nordsee, innovative Schiffstechnik für die Sicherheit der Deutschen Küste“, Vortrag bei der STG
- Jan Mordhorst „Schlepper, Einsatz im Hafen und auf hoher See“
- Peter Andryszak, „NORDIC: Notschlepper Nordsee, Damit eine Havarie nicht zur Katastrophe wird“
- Maritime Journal, 14.03.2009, “German ETV projects gather speed”
- Maritme Journal “The new ETV Nordic enters service”
- HEAT Nord Gmbh, heat-nord
- Becker Marine News No.14, Becker Marine
- Tognum, press release 12.06.2008, MTU-Power für Nordsee-Notschlepper“
- Eckhart Osterloff, MTU Friedrichshafen GmbH, Hamburg, „MTU 20V8000, der Weg zum Gasschutzmotor für den Notschlepper“ summery of a speech at STG
- MTU Katalog Commercial Marine
- Press release of Arge Küstenschutz of 14.08.2009, „Brennbeginn für Nordsee-Notschlepper“
- Announcement of call for tenders by German authorities of 23.06.2007
For photos in higher resolution please click the thumbnails!
|On River Elbe 21.11.2010
||On River Elbe 21.11.2010
|Naming ceremony on 8.12.2010
||„Reverse parking Cuxhaven 11.05.2011
|Bulbous bow with considerable flare
||Bow view of superstructure
|Port view of superstructure
||Stern view of superstructure
|Starboard view of superstructure
||Starboard view of superstructure
||Fire fighting monitor
||Soundproof harbour/ roads generator
||Port tugger winch
|Deck equipment on starboard half of aft deck
||Upper drum of towing winch
|Towing winch in HATLAPA work shop
||Storage winch with Dyneema pennants
|Forward control console
||Aft control console
|control console in port bridge wing
|Engine control room
||Switchboard behind engine control room
|Main engine from above
||Side view of main engine
|Full beauty of MTU 20V8000 M71L
||Starting air compressors with air tanks
||Fire fighting pump
|Winch hydraulic unit
|Changing room for donning CPS
||Breathing-air compressor for filling 50litres pressure bottles