Page 40: of Maritime Reporter Magazine (October 1999)

Propulsion Performance Products

Vera Bisso: Cutting an Imposing Figure

Why is a story on a new 105-ft. tug leading off the propulsion performance products section?

Because the Vera Bisso, a new 32- m multi-purpose, double-hull tug, being built at Bollinger Ship- yards' Lockport, La. yard for E.N.

Bisso & Son, Inc.— offers some interesting propulsion system enhancements to improve and broaden its capabilities. — by

Chris Palermo, managing editor,

MarineNews

Similar to other tugs built by E.N.

Bisso & Son during the 1990s, Vera

Bisso is designed for dual applications.

Its initial focus will be on ship assist work along the Mississippi River, for which the vessel possesses exceptional maneuverability. However, with its stur- dy build, Vera Bisso is also capable of performing offshore work.

According to Walter Kristiansen, president of E.N. Bisso & Son, the ves- sel's design resulted from comments solicited from company workers, as well as colleagues. "We started with a blank piece of paper for this tug," said Kris- tiansen. "We asked customers, ship mas- ters, pilots, our captains, engineers, deckhands and shoreside employees what characteristics they needed. We then attempted to identify ports world- wide with similar conditions as the Mis- sissippi River, and visited with compa- nies that had overcome those conditions.

We considered every available technolo- gy, and the result of that input and effort was Vera Bisso."

For example, one common request was for a quicker response for the propulsion system. Kristiansen says the company installed propeller shaft brak- ing, so when the captain shifts to neu- tral, the brakes inflate, stopping the pro- peller immediately. Since each shaft is equipped with these shaft brakes, the response time between ahead and astern has been greatly improved.

Another concern for captains involved visibility. Vera Bisso was designed with glass surrounding the pilothouse all the way to the deck. In the pilothouse itself, a seven-ft. void was created and all machinery placed within the air-condi- tioned area. The only machinery required in the pilothouse, are repeaters.

The one blind area on the vessel — near the deckhouse on the stern — has been remedied through the use of a closed circuit television in the pilot-

Main Particulars

Builder Bollinger Shipyards, Inc.

Owner E. N. Bisso & Son, Inc. Metairie, La.

Concept design Design Associates

Length, o.a 105 ft. (32 m)

Molded beam 40 ft. (12.1 m)

Depth midship 17ft. (5.1m)

Deep loaded draft 16 ft.

Main engines EMD

Reduction gear Haley

Deck Winches Marke

Radars Furuno

Fuel capacity (port ops) 36,400 gallons

Fuel capacity (offshore ops) .. .120,000 gallons

Potable water ... .12,000 gallons

Wash water capacity ... .25,200 gallons

Lube oil capacity 750 gallons

Hydraulic oil capacity 800 gallons

Gear oil capacity 700 gallons

Salt water ballast capacity ... .41,700 gallons

Oil water retention capacity .... 2,100 gallons

Fuel overflow tank capacity .... 2,000 gallons

Sewage retention capacity 1,500 gallons

Fire fighting foam capacity ... .12,200 gallons

Gray water retention capacity 2,000 gallons house, allowing the captain full visibili- ty of the vessel. "While E. N. Bisso &

Son is an established customer at our dry-docks for regular inspections, con- versions and repairs — with 16 dry- dockings in the last 18 months — this is our first new construction contract with the company," said Scott Theriot,

Bollinger executive vice-president/new construction. "This tug will showcase

Bollinger quality and Bisso innovation.

Because of built-in design features she will be equally effective in port and off- shore operations. She is environmentally friendly, has a high bollard pull to hp ratio, is responsive, maneuverable and maintenance- and crew-friendly. I think she will set new standards which will be incorporated into work boats yet-to-be designed."

Among the other features included on the vessel is a wide clearance between the side shell of the tug and any structure on the tug that might come in contact with a ship, during assist work. In fact, even the tug's stacks are angled inward, permitting the tug to get very close to the bow of any ship.

The engineroom is laid out with main- tenance in mind, with both generators in separate spaces, which also helps with noise control, said Kristiansen. For deckhands, safety was the prominent concern. To that end, the company has installed high strength, inherently safe plasma lines on the two Markey deck winches, which have a breaking capaci- ty of at least 560,000-lbs. Also, except for emergency stop switches, controls of the deck winches are located only in the pilothouse, removing the necessity of requiring personnel to be near operating equipment, thereby reducing the possi- bility of injury.

Overall, Vera Bisso is 105 ft. (32 m) in length, with a 40 ft. (12.1 m) beam and deep loaded draft of 16 ft. (4.8 m). Main propulsion is provided by two EMD 16- 645 E6 diesel engines developing a total of 3,900-hp at 900 rpm. They drive two

Kaplan four-blade, 138-in. diameter, 111-in. pitch, stainless steel propellers through Haley reverse/reduction gears with a ratio of 6.1:1. The propellers are set in Kort nozzles and steering is pro- vided by six rudders-two main and four flanking. Bollard pull is expected to be more than 66 tons.

Hydraulics for the steering system has been purposely "over designed" to ensure excellent response in all operat-

Vera Bisso is under construction at

Bollinger's Lockport yard. ing conditions and orientation. Rudders will turn through 90-degree arcs instead of the usual 70 degrees, greatly improv- ing maneuvering characteristics. Each rudder will also have two hydraulic cylinders to improve steering response.

The rudders can be operated in either a "combined" or traditional mode in which they turn together, or in a "split" mode in which all rudders can be posi- tioned independently improving the tug's maneuverability.

Although not required by law or regu- lation, "gray water" such as from show- ers and sinks, is retained aboard for dis- charge ashore and there is no overboard discharge of any cooling water. Addi- tionally, each fuel tank "vents" to a fuel overflow tank, rather than to the deck, eliminating spills from overfilling any fuel tank.

The tug's double hull reduces the pos- sibility of flooding and its wide beam will reduce its chances of "tripping."

The bulwarks are 39-in. high providing for greater crew safety from falling over- board and there is a minimum of seven feet clearance between the deckhouse side and the bulwarks — providing a much wider and clearer area for work on the main deck. All but one of the tug's ladders is inclined, not vertical. The lad- der between the engine room and the deckhouse is enclosed and insulated, providing an effective airlock between these spaces, an important feature for fire fighting and noise control. 40 Maritime Reporter/Engineering News

The new vessel is named in honor of

Vera Bisso, wife of Joseph A. Bisso, one of the company's co-founders, and mother of three of the company's pre- stockholders. Delivery is planned for November 1999.