The parent group SvitzerWijsmuller continues to have a rolling programme of new construction for tugs and offshore support vessels, intended for fleet replacements and to service new business. At the time of writing, the programme comprises some 40 new vessels, planned or under construction in shipyards around the world, taking maximum advantage of favourable regional labour rates and economies of scale.

Svitzer Stanlow has joined the Svitzer tug fleet based in Liverpool to serve the River Mersey, the Manchester Ship Canal and the North West UK. The tug complements the existing Liverpool fleet and serves primarily tankers, escorting them safely to and from Shell’s Tranmere oil terminal, enabling the company to continue routine towage and more complex marine operations in a safe and cost effective manner.

The new vessel was officially named in a ceremony held at Ellesmere Port on the 7th of September by Mrs Carole Rivers, wife of the Shell refinery manager. Its name has been chosen to emphasise the links between Svitzer Marine and the local area of operation, and Shell’s local headquarter at Stanlow. 

In his speech at the naming ceremony, the general manager of Svitzer Marine, Mr Stuart McNiven said, ‘The provision of safety and support at sea is the prime focus of the SvitzerWijsmuller Group’s global marine operations and both Svitzer Marine Limited and Shell UK consider safety to be paramount. The deployment of a tug to actively escort tankers in the River Mersey will enhance the already stringent safety measures in place for towing tankers. The tug represents an investment of more than £5m by the SvitzerWijsmuller Group and is part of a large programme of newbuilding for the UK.  This substantial total investment of over £40m has facilitated the introduction of new tugs into the Svitzer Marine UK ports of Milford Haven, Avonmouth, Liverpool, Clyde and Tees during the last two years.’

Svitzer Stanlow is a ‘fin-first’ Voith tractor built to a SvitzerWijsmuller ‘inhouse’ design. Construction and fitting out by ASL was carried out to meet the standards of Lloyds Register class; +100 A1, Escort Tug (140/150/10/30), LMC, UMS, IWS, FiFi1 w/water spray, Ice Class 1C. The tug is a large one, measuring 37.60m in length overall with a moulded beam of 13.50m, depth to be bottom of the skeg of 8.05m and draft of 6.05m. An underwater hull form has been chosen to afford good stability and powerful steering forces when operating in the indirect, escort, mode exceed 140 tons at 10 knots.

The engine room is impressive, with main engines, auxiliary generators and propulsion units in a large, single, undivided space. Two MAK 8M25 diesels, running at 750 rpm, generate a total of 7,174 brake horsepower (5280 kW) to power a pair of Voith Schneider 32 RS/265-2 cycloidal propellers, each with a blade orbit of 3.2m. This gives the tug a static bollard pull of 70 tons and free running speed of 15 knots.

Main engines and auxiliaries are cooled by means of easily accessible GEA Ecoflex plate coolers.  Fuel consumption at 100% MCR is quoted as 10.43 tons per 10 hour day. Internal tanks accommodate 211.91 tons of fuel oil, 226.17 tons of water ballast, 25.74 tons of foam compound and 20.88 tons of fresh water.

Electrical power is supplied by two Volvo Penta TAMD 103A KC/HCM434E generator sets, each rated at 225kW, 400v 3 phase, 50 Hz. A small engine control room is located adjacent to the engine room/ accommodation access and houses the main electrical switchboards and the alarm and monitoring systems, both supplied and installed by Total Automation Singapore Ltd

The main FiFi 1 fire fighting system is supplied by Fire Fighting Systems (FFS). SFP250x350 pumps delivering 1,524 m3/h and 1,240 m3/h are coupled to the front end of each main engine via Kumara/Norgear step up gearboxes. An FFS foam liquid proportioner and foam pump are also incorporated in the system to serve two FFS 1200 short barrelled monitors fitted above the wheelhouse roof. The latter are remotely controlled from inside the wheelhouse and the usual FiFi1  water spray is intended to protect the wheelhouse and superstructure from heat damage.

One of the most important pieces of equipment aboard any modern escort tug is the towing winch. In this case the winch is a sophisticated, hydraulically powered machine from Karmoy with a single split drum designed to accommodate 1,000m of 64mm diameter steel wire rope or two 180m towlines of 72mm diameter Dyneema. The winch is powered by a massive electrically driven hydraulic powerpack housed beneath the foredeck and controlled from the wheelhouse by means of a ‘touch screen’ display. Various parameters may be preset by the tugmaster including the force at which the winch will render and recover and the length of towline required during a tethered escort operation. As Svitzer Stanlow is a ‘fin-first’ tractor, the towing winch is mounted on the foredeck, with the towing ‘staple’ (fairlead) precisely located above the skeg.

Also positioned on the portside of the foredeck is a tugger winch with a five ton line pull and for emergency or secondary use a Mampaey quick release tow hook. Other deck equipment includes a hydraulically operated anchor windlass on the after deck, powered by its own powerpack below deck in the aft peak store. The windlass incorporates a ‘gypsy’ head on each end of the main shaft to assist with mooring. The vessel’s anchors are stowed in pockets, side by side in the transom stern. A Fassi F110A.22 knuckleboom deck crane is mounted at boat deck level on the port side just above the winch. The crane is rated  5,280kg at 2m reach or 1,325kg at 7.9m. A Valiant RB 400 MOB rescue boat is carried and launched by means of an NEC SCM 10-5.2R davit.

Svitzer Stanlow has a compact, well glazed wheelhouse with exceptional vision fore and aft. The tugmaster’s chair is on rails between the two main units of the control console, with the normal Voith steering wheel on the port side and the pitch control levers to starboard. Neatly arranged around the console are the winch and fire fighting controls and displays for the alarm systems, radars and electronic charts. A further ‘wrap-round’ console is positioned just above the sight line for other essential indicators. Included in the navigational and communications outfit are two Furuno  FR-1510 Mk3 radars, a Furuno GP-90 GPS, a Furuno FE-700 echo sounder and two Furuno FM-8800S 25W semi-duplex VHF radios. The gyro compass and autopilot are from Anshultz.

Heated and air conditioned accommodation is provided for a maximum of five persons, each in single en-suite cabins. A well fitted mess room and galley is complemented by facilities for laundry, stowage of working clothes and adequate storage for dry and frozen stores. The tug will normally operate with a crew of three or four depending on operational circumstances.

Svitzer Stanlow had already proved its seaworthiness and reliability prior to its arrival in the Mersey. The tug was delivered from Singapore to the UK in the hands of a Redwise delivery crew in less that ideal weather conditions and for much of the journey towing a barge to the Middle East. With the vessel now in place, considerable effort is being expended in carrying out escort trials in conjunction with local pilots and tanker operators. Prior to the tug’s arrival, tug masters and pilots have been working together in the local simulator to evaluate the methods likely to be used.

By JACK GASTON