Page 50: of Maritime Reporter Magazine (May 2016)

WORKBOAT DESIGN & CONSTRUCTION

Workboat Design & Construction

Tech & Design Solutions for Modern Workboats

BY KATHY A. SMITH

Tier 4 regulations (for engines of 804

EPA hp and higher) and propulsion advancements have many manufacturers and vessel designers changing course to adapt to new require- ments and customer demands.

Jensen Maritime is designing a new 110-ft. harbor class ship assist docking tug with 6,770 horsepower. “It’s a little larger than most. The extra length allows for towing which is secondary use,” says

Vice President Johan Sperling. “There will be Tier 4 equipment in it. It’s new territory and we believe this will become the minimum size vessel that you’ll see on the West Coast going forward.”

Bryan Nichols, Director of Jensen’s business development, observes that

Jensen’s customers want to map out mul- tipurpose vessels they can build and still operate within the ship assist and escort sector. “A single tug can be more ef? - cient,” he says. “We’ve maximized this vessel under the rules so it can be oper- ated ef? ciently under the 500 ITC regu-

Image: Mike Zelt lations.”

Robert Allan Limited’s (RAL) Presi- “There is a cost implication for owners to comply with IMO Tier 3 and EPA Tier 4 requirements, dent Mike Fitzpatrick reports RAL has been working with most of the engine which is causing an increase in engine prices of about 30 percent regarding Tier 4, manufacturers and owners in the U.S. to which probably results in a ? ve percent increase in total construction costs for U.S.-built tugs. make sure that tugs they’re going to build for next year will be capable of taking

In some countries such as Asia, with low labor costs, total costs can increase by 10 percent.” the extra equipment on board. “It’s caus- ing us a few redesign efforts but for most of our tugs, it’s not a major problem,” he says. “There is a cost implication for

Mike Fitzpatrick, President, Robert Allan Limited’s (RAL) owners to comply with IMO Tier 3 and pose tugs currently under construction Rosemary McAllister will be the ? rst ready to go for customers who don’t

EPA Tier 4 requirements, which is caus- ing an increase in engine prices of about for New York-headquartered McAl- in the ? eet to utilize high-ef? ciency want to live with Tier 4 requirements,” lister Towing. The two 100-foot-long, catalytic after-treatment technology to says Sperling, who notes Jensen’s parent 30 percent regarding Tier 4, which prob- ably results in a ? ve percent increase in 40-foot-wide escort vessels, each with reduce emissions and will have an ap- company Crowley has spent a consider- total construction costs for U.S.-built 6,770-horsepower, are powered by proximate bollard pull of 90 short tons. able amount of investment in LNG. tugs. In some countries such as Asia, 3516E Tier 4 Caterpillar engines and While Tier 4 is a current hot topic, RAL’s Fitzpatrick explains, “The aver-

Schottel SRP4000FP Z-drive propulsion LNG is still in the of? ng despite slump- age cost differential to build a small tug with low labor costs, total costs can in- units. They are scheduled for delivery in ing oil prices. “We have different LNG with LNG burning fuel capability might crease by 10 percent.” 2017. The Brian A. McAllister and the harbor tugs and various other designs be as high as 40 percent.” For the most

Jensen designed two Tier 4 multipur- 50 Maritime Reporter & Engineering News • MAY 2016

MR #5 (50-57).indd 50 5/2/2016 10:46:29 AM