April 1983 - Maritime Reporter and Engineering News

Halter Marine To Deliver Largest Tug/Supply Boats Ever Built In U.S.

The largest, most powerful, diesel-electric, anchor / handling, tug/supply boats ever built in the United States are now nearing completion at Halter Marine, Inc., New Orleans, La.

The two new 225-foot, 12,280- hp vessels, the Kodiak I and Kodiak II being built for the Penrod Drilling Corporation of Dallas, Texas, are the first of Halter's new Sea Titan class.

They are designed to work anywhere in the world from the stormy seas of the Arctic to the placid waters of the tropics.

"The Penrod people came to us with a long shopping list," said R.J. Shopf, president of Halter Marine. "They wanted a versatile multipurpose boat with higher bollard pull, higher horsepower and kilowattage, increased cargo and pumping capacities, long range, rig anchor chain stowage, higher speed, fire-fighting and rescue capabilities, excellent seakeeping ability, and all under 500 gross tons.

"The new Kodiak sister ships are the result," he said. "Since Penrod had obviously requested something entirely new and different, we started with brand new thinking without the influence of past conventions. We designed a molded hull because it is more fuel efficient and because it can operate in hostile rough waters where the ability to hold station and d i s c h a r g e cargo quickly is of paramount importance.

The molded hull gives less pounding and is more gentle and seakindly. Her high tapered bow also helps to reduce pounding because of its reduced flare which gives her a smoother entry into the sea without slamming and with a subsequent easy recovery.

The reduction in slamming reduces the amount of spray and this in turn helps to avoid heavy ice build-up. The molded hull is also better in ice conditions because the rounded hull has fewer surfaces which are vulnerable to ice and debris in the water.

"However," said Mr. Shopf, "we wanted to be certain before we laid their keels so we had the design tested at the Maritime Research Institute in the Netherlands.

These tests, just as recent similar scientific tests on our new Sea Master and Sea Shuttle classes were very positive, so we proceeded with construction on the Sea Titans." Overall dimensions of the new vessels are: 225-foot length; 52- foot beam; and 24-foot depth.

Some capacities are: 262,000 gallons fuel oil: 251,000 trallons ballast drill water; 8,000 cubic feet bulk mud; 1,440 barrels liquid mud: 4,300 gallons lube oil; and 72,000 gallons of fresh water.

A special compartment has 3,480 cubic feet of net space for rig anchor chain.

Displacement at full load capacity is 4,100 long tons and cargo deadweight capacity is approximately 2,100 long tons. Deck cargo capacity is 800 long tons.

Power in each of the vessels is produced by four EMD 16-645- E7B diesel engines driving four 2,100-kw EMD generators. They produce 12,280 hp at 900 rpm or 8,400 kw. Reduction gears are Philadelphia 5.85:1.

The generators feed AC power into a prefabricated modularized Ross-Hill silicon controlled rectifier (SCR) unit which converts the AC power into DC power.

The power pool created is similar to an electrical power plant for a small community, from which can be drawn as much power as is put in, and it can be distributed wherever needed.

As the new vessels were designed for long voyage towing of semisubmersible rigs and other equipment, each is fitted with a full complement of Smatco/ Norwich deck machinery including: an electrohydraulic doubledrum waterfall type tow winch with a combined pull of 500 tons; two tuggers; two double cable storage reels; two electrohydraulic capstans; and an anchor wind - lass.

Mr. Shopf said that while Penrod wanted the winch, windlass and anchor-handling equipment on the main deck, other Sea Titan designs feature this equipment enclosed within the superstructure.

The high towing capacity is complemented by the boats' 16- knot speed and extended range at full towing horsepower.

The maneuverability and station keeping of each boat is aided by two Schottel bow thrusters driven by Reliance 750-hp, DC motors and a Schottel stern thruster also driven by a Reliance 750-hp, DC motor. Two 144-inch Kort nozzles surround 142-inchdiameter five-bladed stainlesssteel propellers.

The Kodiak I and Kodiak II are also equipped with a passive stabilization system which uses the controlled movement of water in partially filled tanks to modify the vessels' stability. Designed by Flume Stabilization Systems, Inc., the units make the boats ride more comfortably by reducing the roll, and improve fuel efficiency by decreasing motion induced drag.

The Penrod boats also have several improved hydraulic features including: a fuel transfer rate of 800 gpm through 6-inch lines; an automatic greasing system that greases bearings on the rudder and stern roller as well as the pins on the tiller; low pressure high volume hydraulics that decrease wear on motor parts by reducing friction; and remote hydraulically operated fuel valves.

The two fuel oil separators are Westfalia model OTA-7-00066.

Since the boats have been de- signed for long voyages, accommodations for 27 have been upgraded to improve the quality of life at sea. Staterooms which have been located closer to midships for reduced pitching and greater comfort, are larger than usual and conform to Australian standards. There are 11 single staterooms plus many with day and night rooms as well as private heads. All are served by 35 tons of Carrier heating and airconditioning permitting the crew to live and work comfortably anywhere in the world.

Both vessels are also equipped with Orca Type II marine sanitation devices which can macerate, treat, and discharge more than 1,000 gallons of sewage per day.

The Kodiak I and Kodiak II are being built at Halter's New Orleans, La., division, one of six shipyards owned and operated by Halter in the Southeastern United States. Halter is the world's largest builder of supply boats for the offshore oil and gas industry. The company has designed and built nearly 500 such vessels since 1962.

Other stories from April 1983 issue


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