General: URANUS and ORCUS are conventional deep sea tugs/AHT with two propellers
in fixed HR-nozzles provided by Lips-Wärtsilä. One TIMON flap-rudder is mounted behind each nozzle. The rudders were supplied by
van der Velden Barkemeyer. The rudders are independently controlled by Rolls Royce rudder machines. The tugs are strengthened
according to Germanischer Lloyd ice class E. The tugs are designed to withstand drift ice in estuaries and coastal areas.
The hull is built on frames spaced at 600mm. The hull plating varies from 12 to 16mm.
The tugs are powered by four MaK main engines. Each propeller is driven by two type 9M32 engines with
4,500kW (6,120bhp) each at 600rpm. A so-called father & son configuration as on JANUS and URSUS was not possible
with the available engines and the requirement of 9,000kW per propeller. Nevertheless this configuration allows a more economic
operation than with just two large engines during the partial loads often occurring in offshore work. At 100% MCR a 9M32 uses
less fuel than a 9,000kW type 9M43 engine at 4,500kW. The MaK engines can use Heavy Fuel Oil (HFO) allowing savings of approx.
US$ 140 per tonne (February 2010) compared to Marine Diesel Fuel (MFO), but at higher initial costs caused by the necessary HFO
pre-heating system. The difference was up to US$ 400 per tonne in July 2008. Wärtsilä supplied two type TCH270-S58 gearboxes
with a ratio of 1:4.918. The engines are coupled via clutches to the gears. The gears have a second power-take-off with its own
clutch for shaft generators with an output of 2,000kW each. These generators too were supplied by Zeppelin Power Gmbh, the
German exclusive dealer for Caterpillar and MaK products. The Wärtsilä (formerly Lips) 4-blade controllable pitch propellers (cpp)
types 4D1300 have a hub diameter of 1.30m and a propeller diameter of 5.00m. They turn at 122rpm. URANUS reached a maximum
speed of 17kts on trials. Running only on two engines at 80% MCR an economical speed of approx. 12kts can be achieved. The maximum continuous
bollard pull was measured with 285t at 100% MCR and 301t at 110% MCR (Maximum Continuous Rating). On just two engines the bollard
pull is 176t. In the aftermath of the capsizing of BOURBON DOLPHIN in 2007 an additional bollard pull measurement is required.
The measurement is taken in Dynamic Positioning Mode with shaft generators running for the power supply of the thrusters. URANUS
reached 230t bollard pull in DP-Mode with only 14,000kW available for propulsion. ORCUS reached a maximum continuous bollard
pull at 100% MCR of 297t and a maximum bollard pull of 306t at 110% MCR. The bunker capacities are: 172m3 MGO, 3,420m3 HFO,
83m3 drinking water, and 316m3 ballast water. Two bow thrusters, one stern thruster, the two cpp propellers, and the two independent
rudders make up a dynamic positioning system according to DP2. The three thrusters were supplied by Schottel. The stern thruster
is a type STT1 CP driven by a 400kW electric motor with a 1.29m dia. controllable pitch propeller. The two type STT4 CP bow
thrusters have 1,200kW electric motors with 1.99m dia. controllable pitch propellers. The tugs are equipped with a fire fighting
system according to FiFi1 standard. Two Kumera fire fighting pumps are coupled to the front end of the outer 9M32 engines. The
pumps deliver 1,400m3/h of water at 14bar pressure to two 1,200m3/h fire fighting monitors and the self-protection deluge system.
The complete system was supplied by Fire Fighting Systems from Norway. The self-protection system is installed inside the handrails
of bulwarks and railings where ever possible.
Sponsons were attached to both sides of the hull. They are 2 x 1.20m wide, begin approx. 14m
from the bow and end approx. 12m from the stern. The top is adjusted to the open decks like main deck, tween deck, and forecastle deck.
The bottom edge is approx. 3.50m above the keel to maintain a free water inlet to the sea chests. There were additional adjustments
necessary at e.g. the portholes, the life raft racks, and the life boat davit.
Tank top deck:
Viewing from bow to stern you find the following compartments: bow thruster room,
sewage plant room, generator room with two Caterpillar generators type 3412 with an output of 625kVA/ 500kW, and the HFO pre-heating
plant. These rooms are embedded in fuel tanks which are a both sides. They are followed by the engine room with chain lockers
for rig chains to both sides of the central passageway, the four main engines, two gears with shaft generators, and the fire
fighting pumps. Last is the stern thruster room which is embedded in fuel tanks and accessible only from above.
The deck has two large openings in the engine room for the main engines. Aft of it are
two workshops followed by fuel tanks. In the stern are two steering gear rooms with the hydraulic room for Karm forks and towing
pins in-between. They are accessible by a central passageway through fuel tanks. The stern thruster room beneath can be reached
from this passageway. In front of the main engines the exhaust ducts and silencers are fitted followed by a storage winch. This
winch carries the reserve towing wire required by the classification societies. The winch was supplied by Hatlapa and has a capacity
of 83mm x 1,600m towing wire. Here too every free space is used for fuel tanks. In front of the engine room is the engine control
room located. This room provides access to the bow thruster room.
The deck consists of the open aft/work deck and the accommodation area. The Hatlapa waterfall
towing winch type SWI 5000/6000 is mounted behind the accommodation and is flanked by stores and bulwarks. The winch is electrically
driven and has three drums. It consists of five main assemblies. The sternmost assembly is the spooling device which is built into
a separate frame because of the high forces. The owner ordered it manually controlled not computerized. The next two assemblies
are the two lower anchor handling drums with a capacity of 83mm x 2,000m steel wire. They are mounted side by side. The brake
powers are 600t and the pulling powers are 500t/ 250t at 3.5/ 7.0m/min. The upper towing drum is mounted in an additional assembly.
The drum has a capacity of 83mm x 2,000m too, a brake power of 400t, and pulling powers of 250t/ 125t at 7.5/ 15m/min. The drive-train
assembly is mounted between the lower and upper drums. It carries two asynchronous motors on each side. Jaw clutches in the main
shaft are shiftable only at zero speed. They allow user-defined combinations of two of the three drums to be used independently
and simultaneously at the same speeds but only half the powers. The asynchronous motors allow continuously adjustable speeds of
up to 30m/min at lower forces. Instead of warping heads there are chain lifters for 76mm (3’’) chains on the shafts of the lower
drums to feed rig chains into the lockers on the tank top deck. All drums can be disengaged under load through multi-disc clutches
which are mounted between motors and gears inside the frame. A preset dedicated brake power avoids wooldings that might occur when
a chain runs out freely. The chain lifters are mounted rigidly on the drum shafts. An emergency release is possible by a special
motor circuitry. The work area of 315m2 on the aft deck is bordered by cargo rails on both sides. Protected by the cargo
rails two HATLAPA tugger winches are mounted on port and starboard sides near the towing winch. They are electrically driven and
develop a pulling power of 10t at 15m/min. A large high crucifix is fitted behind the towing winch. It serves the higher mounted
storage winch too. A number of its panels are clad with sheet metal. Heavy columns for the offshore cranes are built-in on both
sides a short distance forward of the tugger winches. The forward half of the aft deck is protected by a timber covering. The
usual deck equipment like e.g. bollards is fitted between cargo rails and bulwarks. Approx. 11.50m from the stern hydraulic Hatlapa
capstans with 5t pull are mounted on each side. A Palfinger Marine knuckle boom crane type PK65002 MD is fitted approx. 2.50m
further forward within the port cargo rail. Toward the work area it is protected by an additional cargo rail whose upper half can
be removed in case of need. The crane has a safe working load (SWL) of 2.8t at 14m outreach. This SWL is reduced to 1.4t at a
significant wave height Hs of 2m. The significant wave height is the means of that third of waves with the greatest height during
the observation period. Reserve anchor, grapnel, and J-hook are fitted to the starboard cargo rail outside the work area. A tripartite
roller of 5.00m width and 2.00m diameter with 500t SWL is fitted in the stern. There are two sets of one Karm fork with 650t SWL
and two towing pins with 300t SWL in front of the stern roller, one set for each anchor handling drum. ORCUS got equipped
with an A-frame after the sponsons were attached. The A-frame has an external hydraulic power station provided by Rexroth which
is mounted on columns between port bulwark and cargo rail. The A-frame has a reach of 13 m over the deck and 9 m behind the stern with a
SWL of 180t. URANUS will get their sponsons now but the A-frame may be mounted later. The accommodation area of the deck
contains a towing and salvage store, a paint store and a garbage room at the port side of the towing winch. At
starboard is the fire fighting store and the Emergency generator room. The last houses a Caterpillar type C9 genset with an output
of 208kVA/167kW. In the bow area you find stores. Behind up to the towing winch are cool and frozen provision stores, galley,
crew mess, guest mess, changing room, hospital and the cook’s single-berth cabin.
The fast rescue boat (FRB)/ workboat type FRB600-IB with its respective davit DFR 600S
II/MOR are fitted at starboard. Both were supplied by shipyard Ernst Hatecke. The boat is equipped with a 130hp inboard diesel
engine and Vosper water jets. The accommodation area is located inside the hull and totally dedicated to guests. There are four
double-berth cabins and eight double-berth cabins with two reserve beds. In the core area stores, laundry and sanitary spaces
are located. In the bow a large store is fitted.
Two Hatlapa windlasses with chain lifter, warping head, mooring drum and respective
chain stopper are mounted on the forecastle. The windlasses are strengthened for water depths up to 160m. The tugs carry high
holding power anchors type AC-14 with a guaranteed weight of 2,250kg. Each anchor is attached to 275m of 42mm diameter grade U3
anchor chain. A 200t Smit-bracket is mounted directly behind the Panama fairlead. The accommodation contains guest rooms and an
air-conditioning room. In detail these are a reception, a day room, seven double-berth cabins (three of them for crew), the
respective separate sanitary rooms and a store. Two Hatlapa storage winches with a capacity of 2,000m of 203 diameter synthetic
rope each are mounted on a platform behind the superstructure. They are equipped with spooling devices, again manually operated.
The platform is raised approx. 1.20m above the forecastle deck. Two Palfinger Marine telescopic cranes type PTM 850 are mounted
on their columns besides the crucifix at platform level. The cranes have a SWL of 5.2t at 14m outreach. At significant wave
heights of 2.00m the SWL is reduced to 2.4t.
Accommodation deck 1:
Here are five single-berth officer cabins and two double-berth crew cabins located.
The former have en-suite sanitary facilities and three of them have separate bedrooms. Additionally there are an office and two
stores. Three self-righting inflatable life rafts for 37 persons each are mounted at the side of the superstructure at the railings.
They are types ZMEC 32 TOSR from Zodiac.
Accommodation deck 2:
The forward bulkhead is occupied by the single-berth cabins with separate bedrooms
of captain and chief engineer. Behind you find a double-berth crew cabin and a locker room. Looking to the aft is a towing inspector’s
single-berth cabin and a day room. All cabins have en-suite sanitary facilities.
Most of the deck is occupied by the wheelhouse. It is surrounded by a service alleyway.
The room layout is very similar to JANUS and TAURUS. About 60% of the forward width is occupied by the main control console which
is recessed from the bulkhead. In both bridge wings are additional small control consoles. Settees are placed between the consoles.
The aft of the wheelhouse is fitted between the funnels and therefore smaller. Here is a second control stand located overlooking
the aft deck. It consists of three consoles with two tracked chairs in-between. In easy reach of the starboard chair are the
vessel controls, from the port chair the winches are controlled. Among others, the towing winch and the forecastle can be observed
by cameras. The port bulkhead is occupied by the communication console and a settee between forward and aft control consoles.
To the inside of the settee is the companionway and to the companionway’s starboard side are a table and two benches. At the
starboard bulkhead you find a chart table with Navtex receiver and printer as well as echo sounder and DGPS. A kitchenette is
fitted to the back of the chart table. 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,
three gyro compasses, echo sounder, speed log, and anemometer. The communication equipment is according to Global Maritime Distress
and Safety System Area 3 (GMDSS A3) and is functioning within 70° northern and southern latitude. 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, Iridium
satellite telephone as well as Search And Rescue Transponder (SART) and Emergency Position Indicating Radio Beacons (EPIRB). The
Iridium satellite telephone covers additionally the northern and southern Polar Regions. Most of the equipment was supplied by SAM
Electronics, a subsidiary of L3 Communications Corporation. The tugs are equipped with a dynamic positioning system according to DP2
standard. It was provided by L3 Dynamic Positioning & Control Systems, formerly Nautronix.
It carries the magnet compass and three search lights which are remote-controlled from the
wheelhouse. The search lights were supplied by Ibak.
The platform rests on the two funnels and bridges the top deck. It carries the mast,
one radar antenna and two fire fighting monitors. A second radar antenna is on the mast.
The tugs have a crew of 15 persons. They can accommodate up to 59 persons, when personnel of
the clients wants to come along. The accommodation is fully air-conditioned.