Canada’s Most Powerful Tug Enters Service
On December 13, 2013 the 6,000 kW ASD tug Ocean Tundra was commissioned into service for its Owners, Ocean Group Inc. (Ocean) of Quebec City, Canada. This icebreaking escort tug becomes the most powerful tug in Canadian registry, and heralds a new generation of extremely capable tugs which will provide the highest degree of year-round escort towing capability to Canada’s east coast and the St. Lawrence River and Seaway system.
The Ocean Tundrais the latest addition to the TundRA 100 series(with a nominal 100 metric tons Bollard Pull) of icebreaking tugs designed by Robert Allan Ltd., Naval Architects of Vancouver B.C.. This tug was built to the highest standards at Ocean’s own shipyard, Ocean Industries, on Iles aux Coudres, Quebec. The launching of this heavy tug was a major challenge for the shipyard, due to its high weight and draft. The tug was therefore launched with additional flotation provided by inflatable bags surrounding the hull, as shown in Fig. 1.
This powerful tug has been designed to provide a wide range of services, including tanker escort, terminal support, general ship-docking operations and icebreaking/ice-management services in various ports along the St. Lawrence River. The vessel is also equipped for coastal and rescue towing and is equipped with a major fire-fighting capability. In addition the vessel is equipped to carry lube oil as cargo, for transfer to transiting ships.
The tug was built under the inspection of and classed by Lloyd’s Register of Shipping, with the following notation:
- 100 A1 Escort Tug, Fire-Fighting 1 with water spray
- LMC, UMS
- Ice Class 1AS FS
Particulars of the Ocean Tundra are as follows:
Length overall: 36.0 m
Beam, molded, extreme: 13.0 m
Depth, molded (hull): 6.85m
Maximum draft (DWL): 6.80 m
Tank capacities are:
Fuel Oil: 294 m³
Fresh Water: 18 m³
Foam: 11 m³
Z-drive Oil: 1.7 m³
Sludge: 5.4 m³
Oily Water: 5.4 m³
Main engine lube oil: 6.0 m³
Sewage: 7.6 m³
Cargo Lube Oil 130 m³
The trials of this powerful tug were completed in early January 2014, with the following impressive results:
Bollard Pull, ahead 110.3 metric tons
Free Running speed, ahead 15.13 knots, calm water
Escort Steering Force (Predicted) 122 metric tons at 10 knots
Range at 12 knots 3700 nautical miles
This icebreaking hull form has been extensively model-tested to ensure superior performance in ice, as well as to provide the best possible open water and escort performance, bearing in mind the contradictory hull geometry requirements of those functions. The ice capabilities have been well demonstrated in similar slightly smaller tugs working in Sakhalin, Russia.
As indicated on the accompanying General Arrangement drawing, the vessel has been outfitted to the highest standards for a crew of up to 10 people, although the normal operating crew for short runs is four, and for longer voyages with up to seven people.
The deckhouse is entered via a generous transverse corridor/wet lobby which also serves to isolate engine room and exhaust noise from the accommodations spaces. On the main deck are located the galley, a generous mess room/lounge, and the spacious cabins for the Master and Chief Engineer, with a shared en-suite lavatory. In common with all the cabins, the bunks are located inboard to be isolated from cold exterior bulkheads and to minimize the motions experienced by crew members when resting. The lower deck contains four two person crew cabins, separate toilet and shower rooms, a laundry and galley stores.
The wheelhouse has a split-level design, providing excellent all-round visibility. The forward control station, of typical split parallel console type, affords the Master maximum visibility to both fore and aft deck working areas.
The main propulsion for Ocean Tundra consists of a pair of MAK 9M25C diesel engines, each rated 3,000 kW at 750 rpm, and each driving a Rolls-Royce US 305 CPP, 3,000mm. diameter Z-drive unit, in ASD configuration. The main engines, auxiliary engines are resiliently mounted for maximum noise and vibration isolation.
The electrical plant comprises three identical diesel gen-sets, Caterpillar C9, each with a power output of 250ekW, designed for independent or parallel operation.
The deck machinery is dominated by a very high-performance all-electric, escort rated, hawser winch on the fore deck, Markey model DESDF-48-200HP and aft an electric towing winch, Markey model TES-40UL-125HP. The latter is fully enclosed in a deckhouse/shelter. A Palfinger model 15500 hydraulic knuckle boom crane, with 14 t•m maximum capacity and a 14.4 meter reach serves the aft deck and over-side operations.
The off-ship fire-fighting system is rated to about twice the Fire-Fighting 1 standard, with two pumps, each rated 2,978 cubic meters/hour at 11 bar, and driven from front end PTO’s off the main engines. The pumps feed a trio of high capacity monitors; two foam/water monitors each rated at 1,200 m³/hr. and one large water-only monitor rated at 2,400 m³/hr., all mounted on a large header above the wheelhouse top.
Ship-handling fenders at the bow comprise a set of extruded 300 mm thick ‘W’ fenders and large heavy duty rubber tires. This system has been proven to be the most effective and durable in the cold climate of eastern Canada. A 300 x 300 hollow “D” fender, along with hard type rubber tires, provides protection at the main and foc’sle deck sheer lines, and 350 x 350 hollow “D” type fendering is used at the stern.