Giessenstroom certainly fits the description of a ‘seagoing anchor handling tug’. The vessel’s basic configuration is very similar to the earlier Amstelstroom but the additional length, deck, and wheelhouse layout emphasise the seagoing qualities that are particularly important to Van Wijngaarden. The new tug is 30.08m in length overall, with a beam of 9.35 and depth of 4.40m. An increase in depth and propeller/nozzle size has resulted in a slightly deeper draft, with figures of 2.60m–3.30m dependent on loading and ballast, leaving its ability to operate in shallow water ‘on-site’ virtually undiminished. Giessenstroom is classed by BV; 1+HULL*MASCH, Tug Unrestricted navigation *AUT-UMS.

The hull and all major steelwork was constructed in Poland and towed to Gorinchem to be fitted out in the large assembly hall, using labour from Hardinxveld. A vessel of that size cannot be accommodated undercover at Hardinxveld. The hull features a raised, heavily fendered forecastle and a deep ‘push knee’ structure on the bow that also houses a hydraulically powered bow thruster. The most significant difference between this version and the Shoalbuster 2609 is a centre section, lengthened by approximately 4m, resulting in a significantly larger engine room, greater fuel capacity, and a much improved deck layout. 

Two Caterpillar 3512B TA/C main engines each rated at 1,670 bhp (1,230kW) at 1,600 rev/min provide the main propulsion power, driving twin fixed pitch Promarin propellers via Reintjes WAF 772 gearboxes with a ratio of 6.44:1. Fixed Van der Giessen ‘Optima’ nozzles are fitted to produce a bollard pull on trials of 45.9 tons and maximum speed of 11.6 knots.

Electrical power onboard Giessenstroom is supplied by two 105kVA generators powered by Caterpillar 3056 DIT diesels. Both generator sets can be cooled via the box cooler system as per the main engines but one set can also be cooled via an air cooled radiator when required if the vessel is grounded or lying in extremely shallow water.

A third Caterpillar diesel, a C18 TA/B of 485bhp, drives two hydraulic pumps supplying hydraulic systems for the deck machinery and bow thruster. The later is located on the centreline adjacent to a large hydraulic reservoir for the deck machinery system. An electrically driven pump is also provided for emergency use.

Internal tanks enable 175cu/m of fuel to be accommodated, 40cu/m of fresh water, 7cu/m of lubricating oil and 3cu/m of hydraulic oil. A 3cu/m sewage tank and 4cu/m sludge tank are also provided. High capacity electrically driven transfer pumps allow fuel oil and fresh water to be delivered to other vessels and floating plant at a rate of 50cu/m per hour. Hose reels for the purpose are mounted on the crane pedestal.

It is on deck that the benefits of the extra length are most obvious. The additional space created between the superstructure and the crane pedestal has been put to good use with the installation of a Ridderinkhof  ‘waterfall style’ towing and anchor handling winch. This has enabled both winch drums to be located on the vessel’s centreline thus avoiding the problems created by a twin drum winch arrangement where one drum or both drums are off centre, a situation exacerbated in most Shoalbusters by the large crane pedestal. The towing drum is mounted above and slightly astern of the anchor handling drum and has maximum brake capacity of 100 tons, with a maximum line pull of 50 tons at a hauling speed of 10m/min.or 27m/min (with a slack rope). A 900m towline of 40mm diameter steel wire rope (SWR) can be accommodated. The anchor handling drum, located close to the deck, has a maximum brake capacity of 125 tons and a maximum line pull of 100 tons at 5m/min and 13.5m/min with a slack rope. For anchor handling this drum carries a 600m work-wire of 51mm diameter SWR. A single common spooling gear operates on both drums.

Deck equipment provided on the after deck includes an 8 ton Brevini tugger winch, located on the starboard side, a 45 ton Mampaey tow hook, a stern roller and a set of three hydraulically operated towing pins. Two of the latter can be rotated to trap the wire and all three incorporate a roller. The work deck is protected by a heavy steel plate, around the area of the stern roller and towing pins, and the remainder by a wooden cladding in the usual way.

In keeping with all Shoalbusters, Giessenstroom has a powerful hydraulic deck crane, in this case a Heila HLRM 170/14-35L. Rated at 170 tons/m, the crane can lift 10 tons with a jib extension of 14.08m and 12.5 tons at 12m. Also incorporated in the design are the usual cut away bulwarks amidships to enable dredge pipes and similar pieces of equipment to be taken aboard for assembly/disassembly and repair. In this case the deck layout and the high performance crane will enable the tug to service the largest dredge pipes currently in use.

Externally, Giessenstroom is an impressive vessel and improvements made to enhance visibility from the wheelhouse are evident. The wheelhouse is mounted high and is ‘T’ shaped in planform to enable a second control position to be positioned further aft, giving an excellent view of the winches, crane and deck. Virtually all of the wheelhouse windows slope outwards and the sills are considerably lower than in earlier vessels, improving the view of the bulwarks when operating close alongside other vessels. Tall slender exhaust stacks are positioned for minimal intrusion in the line of sight.

The size and internal layout of the wheelhouse is equally impressive and incorporates many features normally only found in much larger vessels. A single main control position is arranged in a ‘U’ configuration with desk style consoles on three sides, with other instrumentation on overhead displays. From the comfortable ‘captain’s’ chair the tug master has all of the propulsion, steering, winch, navigational and communications equipment close at hand. This includes panels to start and stop the main engines, generators and the engine driven hydraulic system.

Navigational equipment includes two Furuno FR-16505 Mk III radars, one with ARPA, a Furuno GP-150 GPS, a Tokimec Gyro compass, a Cassens & Plath Reflecta magnetic compass and a Sea Pilot-75 autopilot. Also fitted are a Furuno NX-700 Navtex, an FE-700 echosounder and FA-150 AIS transponder. A navigation computer system and NEC monitor enable the Transas electronic charting system to be integrated on a single screen overlaying charts, radar targets, GPS and AIS information. The communications outfit incorporates Inmarsat-C and Inmarsat Mini M satellite radio systems, and two RT-5022 VHF radios by SP-radio, a Furuno FAX-410 Weatherfax and a Marble 412 watch alarm.

An aft control station located centrally at a very large window overlooking the work deck is provided with another ‘captain’s’ chair and is provided with duplicate propulsion and winch controls, a duplicate NEC integrated display monitor and basic navigational and communications repeaters. The layout of the aft control station closely resembles that found in much larger offshore anchor handlers.

Also incorporated in the extremely spacious wheelhouse is a large table and seating for about 8 people. A communications desk and chart table are provided and extensive standard racking for additional survey equipment.

Well finished, fully air conditioned accommodation is available for up to eight persons in two single and three double berth cabins. All six, including an en-suite captain’s cabin, are located at main deck level, along with a laundry and WCs. A large mess room, a comprehensive galley and store are situated on the deck above.

Within a few days of delivery Giessenstroom sailed on its maiden tow, delivering a link span from Rotterdam to Flushing. On completion of that operation the tug left Rotterdam with a similar but larger tow on route to Heysham in the UK. Both tows were fixed through Netherlands based brokers IMC (International Marine Consultancy).

By JACK GASTON