Chapter 50

Small Workboats

Robert G. Allan, Ken D. Harford and Paul S. Smith

NOMENCLATURE 50.1 DESCRIPTION

ABS American Bureau of Shipping 50.1.1 General
AFFF aqueous film forming foam To attempt to define and describe concisely what is a work-
ASD azimuthing stern drive boat is akin to describing, what is a house? Just as the lat-
B beam, molded ter can be reduced to its elementary functional definition as
Class classification society a building with walls and a roof meant to provide shelter
CPP controllable pitch propeller for its occupants, so could a workboat be defined simply as
Cu-Ni copper-nickel a hull with propulsion machinery and other equipment
D depth, molded suitable for providing or supporting a particular harbour
Disp displacement or coastal service or function. The reader is however none
DPS dynamic positioning system the wiser, and nothing would be conveyed of the myriad of
DWT deadweight fascinating vessels which keep the world’s ports and wa-
GRP glass-reinforced plastic terways functioning, which support marine construction
GRT gross registered tonnage works, which respond to marine emergencies of all types,
IACS International Association of Classification and which cannot be neatly categorized in any other way!
Societies This chapter will, therefore, attempt through illustration
IMO International Maritime Organization and example to provide some insight into the unique realm
LOA length overall of small workboat design, where there are no prescriptive
LWL length waterline solutions and the configuration options are as limitless as
lpm liters per minute the designer’s imagination.
NFPA National Fire Protection Association Workboats may be very mission-specific in their roles,
NPSH net positive suction head or just as frequently may be described as multi-purpose.
OSRV oil spill response vessel The owner of the vessel and the demands of the local mar-
OSV offshore supply vessel itime communities it serves will determine the choice. In
ppm parts per million many circumstances it makes great economic sense to
PTO power takeoff combine some functions, especially where the vessel is in-
RIB rigid inflatable boat tended to provide a public service such as fire-fighting,
SAR search and rescue policing or pollution response, where the vessel perfor-
T draft mance requirements for each function are very similar or
VSP Voith Schiffstenik Cycloidal Propeller complementary. Obviously, however, it is not practical to

50-1
50-2 Ship Design & Construction, Volume 2
combine functions which demand very different capabili-
ties of the vessel, for example high speed for one function
and a large payload for another.
Being of diverse function, workboats are similarly di-
verse in their features, where in nearly every case form
truly does follow function. However there are some gener-
alizations, which can be made concerning this class of ves-
sel, particularly in comparison to larger, oceangoing ships.
50.1.1.1 Hull form
With the exception of those craft where it is paramount to
obtaining the speed requirements, the hull form of most
workboats is not necessarily a distinguishing feature. Many
functions can be carried out equally well on a barge-like
hull, a catamaran, or a conventional displacement mono-
hull. In fact it is not uncommon for many workboats to have
extended careers performing a variety of different func-
tions.
50.1.1.2 Maneuverability
In virtually every class of workboat, maneuvering is of
paramount importance. Being generally smaller craft,
which often have to work in close proximity to shore-
works, obstacles, or other craft, the workboat must above
all be very maneuverable. Twin-screw/twin rudder config-
urations are most common, with total rudder/lateral hull
area ratios of 3% to 4% common. Often rudders are con-
trolled individually. Some larger types of workboats, par-
ticularly nav-aids vessels, will be fitted with transverse
thrusters or even Z-drive or cycloidal propeller propulsion
to enable more precise positioning.
50.1.1.3 Stability
Because their function frequently demands the use of
cranes or similar equipment, many workboats have stabil-
ity characteristics, which are dictated by limiting heel or
trim to a manageable level, typically 5° or less under max-
imum heeling moment. Frequently characterized by high
B/D and B/T ratios, the resulting vessel will in most cases
have a very high GM, inevitably greater than required for
most minimum regulatory requirements, and often higher
than conventional wisdom would dictate for comfortable
motions at sea. Similarly, the function of many vessels will
demand low freeboard, for example to facilitate handling
of navigation buoys or diving support, and hence the range
of positive stability may be less than that of vessels of more
conventional form.
50.1.1.4 Regulatory requirements
Workboats must comply with whatever regulations govern
their functional operations or their jurisdictions, generally
according to size and power. If the vessels are to be classed
with an IACS member, these bodies may have particular de-
sign requirements for some of these vessel types, particu-
larly fireboats, vessels with cranes, and pollution response
boats. In North America these boat designs are also fre-
quently mired in the requirements to minimize gross ton-
nage to suit particular manning or other regulatory hurdles.
This can have a significant and always a detrimental effect
on the design. The requirement for minimizing GRT
through large web frames, deep floors and tonnage open-
ings adds redundant weight (hence reducing speed or de-
manding more power), causes excessive cost, and impairs
the overall safety of the boat. Nevertheless the presence of
GRT hurdles is so ingrained in the regulatory framework for
small craft that it is unlikely that there will be enough suf-
ficiently enlightened or sufficiently motivated politicians
willing to have these regulations stricken from the laws of
the country, as they rightfully should be. Unfortunately the
naval architect dealing in this field must master the more de-
vious tricks of reducing GRT, which is a waste of time and
energy. These talents would be put to use far better to en-
sure that all designs are the most energy-efficient possible.
All of the afore-mentioned characteristics mean that the
naval architect must be creative and extremely thorough in
all aspects of the design, to ensure that not only are the func-
tional requirements of the workboat met, but that all the
more traditional aspects of ship performance such as sta-
bility and seakeeping are well considered in concert with
the functions. It is a true art, and the ultimate challenge to
the naval architect is to meld all of these functions together
in a package which meets the desired requirements in an
economic and hopefully aesthetically attractive package.
A selection of some of the most typical types of work-
boat have been chosen to illustrate the variety of designs in
this field, and the design challenges associated with them.
The selected types include:
• fireboats,
• patrol and rescue boats,
• pollution response vessels,
• navigation aids vessels,
• construction support vessels, and
• a miscellany of others.
50.2 FIREBOATS
50.2.1 Description
50.2.1.1 Mission
Fireboats are waterborne fire trucks with a very similar
duty cycle long periods of no service with random and iso-
 Chapter 50: Small Workboats 50-3

lated periods of intense duty. Thus typical annual operat-
ing hours are very low, but the vessel must be fully opera-
tional and ready for reliable service at a moment’s notice.
Fireboats are required to provide water-borne fire pro-
tection to foreshore facilities such as docks and piers, pro-
tection for ships using the harbor, and frequently as back-
up pumping stations for civic water-main service in the
event of disruption to the latter. In ports with oil terminal
facilities a fireboat generally must have the capacity to
fight a prolonged oil fire with both water and foam. A fire-
boat also will be called upon quite frequently to support
other patrol and police functions within a port, as well as
provide a distinctive water-spray welcome to visiting
cruise ships, warships, and other floating dignitaries!
50.2.1.2 Features and capabilities
The features and capabilities of any fireboat will be deter-
mined by the established local fire-fighting strategy. The
fireboat will typically be but one of an arsenal of compo-
nents available, and will be configured to perform func-
tions determined by the geography of the port, the types of
ships and terminals within it, and the availability of adja-
cent land-based services. The fireboat may thus be any-
thing from a fast, first-response vehicle with limited pump-
ing capacity, designed to quickly get to the scene of a fire
until shore-support can takeover prime responsibility, to a
much larger vessel with a significant pumping capacity in-
tended to perform extended high-capacity fire-fighting. It
may also be required to act as a fire-fighting or emergency
response command center, or to act as a back-up source of
water to shore-based services. The most distinguishing
feature of any fireboat is its pumping capacity. Currently,
this is generally related to the standards of fire-fighting ca-
pability established by the various classification societies,
which are basically as follows (using the terminology of
ABS):
• Fi-Fi I –2400 cu.m/hour
• Fi-Fi II –7200 cu.m/hour
• Fi-Fi III –9600 cu.m/hour
Lesser capacities are frequently expressed as fractions
of a Fi-Fi I standard.
Table 50.I defines the full range of requirements for
these designations.
In addition to the above major pumping capacities
which define fireboat capability, NFPA 1925, Standard of
Marine Fire-Fighting Vessels (1) sets out three classes of
smaller fire-fighting vessel as shown in Table 50.II. This
standard defines a fairly complete specification for fire-
boats, largely by invoking other USCG, ABS or NFPA
standards or regulations.
50.2.1.3 Typical fireboat arrangements
The size and arrangement of any fireboat will be dictated
by its pumping capacity, speed requirement, complement
of personnel to be carried, physical limitations of the port,
visiting ship types and sizes, cargoes handled, and by the

TABLE 50.I Classification Society Fire Boat Rating Particulars

Fi-Fi Class Notation I II III

Number of water monitors 2 3 4 4

Discharge rate per monitor (m3/hr) 1200 2400 1800 2400
Number of pumps 1 to 2 2 to 4 2 to 4
Total capacity (m3/hr) 2400 7200 9600
Monitor range (meters) 120 150 150
Number of hose connections 4 8 10
Approximately pump power (each) (kW) 570 1700 1135 to 2300
Foam system None Mobile Mobile and fixed
Suction inlet size* minimum (mm) 460 800 920
Discharge outlet size* minimum (mm) 330 800 650

* Typical pipe diameter, based on a two-pump system, with a suction inlet and discharge outlet for each pump.
50-4 Ship Design & Construction, Volume 2

TABLE 50.II NFPA Classes for Small Fireboats

Description Class A Class B Class C

Waterline length 20 m + 12 m to 20 m 6 m to 12 m
Minimum pumping capacity 20 000 lpm 10 000 lpm 2000 lpm
Minimum pump pressure 10 bar 10 bar 10 bar
Minimum number of pumps 2 1 1
Minimum number of generators 2 1 —
Minimum number of monitors 4 2 1
Minimum crew 3 2 2
Minimum number of hose 6 at 38 mm 4 at 38 mm 2 at 38 mm
connections 10 at 65 mm 8 at 65 mm 1 at 65 mm
Fuel capacity 8 hours 8 hours 4 hours

budgetary constraints on the port or adjacent municipali-
ties, among other factors. Thus fireboats can range in size
from small fast response boats typically with a speed in ex-
cess of 25 knots, to large but lightweight fast boats, to
larger moderate or even low speed fireboats. Figure 50.1 is
a montage of some recent examples of all these types, and
indicative of what might be considered conventional fire-
boats.
The arrangements generally are built around the pump-
ing and the fire-fighting monitor systems. The placement
of these components must be given highest priority to en-
sure maximum efficiency of pumping systems, and ease of
controlling the direction and heading of the boat itself dur-
ing the fire-fighting mission. Thereafter, the deck layout
must be designed to provide a safe and efficient layout for
the fire-fighting deck crew and for the effective control of
the vessel. Larger vessels are frequently configured to act
as a fire-fighting command center and thus may be
equipped with conference/meeting room facilities, and ex-
tensive ship-to-ship, ship-to-shore, and air-sea communi-
cations. Figures 50.2–50.4 present a number of typical
fireboat arrangements.
50.2.2 System Design
50.2.2.1 Hull form
There is no typical fireboat hull form. The hull form will
depend on the overall fire-fighting strategy, as well as all
other fundamental boat design parameters, including capi-
tal budget. The hull form has to be developed to satisfy the
following requirements:
• have adequate volume and deck area for all the fire-
fighting equipment and the efficient storage, deploy-
ment and active use thereof,
• have adequate volume and deck space for crew accom-
modation,
• have adequate volume and deck space for any auxiliary
functions the vessel has to perform,
• have sufficient displacement to support all equipment,
stores, and consumables required,
• have stability suitable for normal seakeeping as well as
for resisting monitor reactions,
• suit the required speed and seakeeping,
• suit station-keeping and maneuvering requirements,
• operate within the applicable draft and air-draft restric-
tions, and
• ideally have an attractive form and style appropriate for
its application, without undue complexity or cost.
50.2.2.2 Propulsion and performance
The propulsion system chosen for a fireboat cannot be ra-
tionally selected without at the same time considering the
method of driving the main fire pumps. Power require-
ments for the fire pumps can equal or even exceed the
power required for propulsion, depending upon the fire-
boat’s speed and displacement. Thus it is common to use
main propulsion engines to also drive fire pumps. (See
Section 50.2.2.5 for further discussion of this issue.)
Any form of propulsion can be used to drive a fireboat,
however priority must be given to reliability, ease of ma-
neuverability, and efficient achievement of speed require-
ments.
 Chapter 50: Small Workboats
Figure 50.1 Typical Fireboats of Various Sizes
It is unlikely that a single-screw configuration, even
with thrusters, would be considered to provide sufficient
maneuverability or redundancy to perform effective fire-
fighting today, although such vessels were common in the
past.
Twin-screw arrangements are most common, either
with PTOs or with separately driven pumps. Twin pro-
pellers and twin rudders offer good maneuverability, but a
bow thruster may be required for best position and heading
control. Triple-screw or even quadruple-screw arrange-
ments are not uncommon, and offer the capability of using
the center engine(s) solely for driving a fire pump while the
outboard ones are used for station-keeping during an ac-
tion. In transit, all engines are used for propulsion, leaving
no idle engines. This is a very viable system particularly if
the transit speed requirement is high, as total installed
power will be reduced when compared to a system with
dedicated pump engines.
Azimuthing propellers (Z drives), or even Voith cy-
cloidal propellers (VSP) are popular in workboats of all
types, particularly tugs, and make a very attractive choice
50-5
in a fireboat where directional control is a high design pri-
ority. These have found favor in several fireboats, as illus-
trated in Figures 50.4, 50.5–50.6. Maneuverability and sta-
tion keeping are excellent with both these devices. The
VSP drives are inherently a controllable-pitch device, and
Z-drives are also available with controllable pitch pro-
pellers, so both devices are well suited to driving fire
pumps from the front end of the propulsion engines.
Z-drives with fixed-pitch propellers are also viable drives
in a fireboat if a slipping clutch is fitted in the propulsion
driveline.
Water jet propulsion also deserves serious considera-
tion for a high-speed fireboat. Provided the speed is at least
25 knots the efficiency is reasonable, and maneuverability
and control are excellent. The jet can be de-powered by
ventilating the casing on the suction side of the impeller,
thus making a front power takeoff (PTO) on the propulsion
engine possible. For some fire-fighting applications a non-
self-propelled vessel may be a viable solution. A simple
barge can be an excellent and very economical fire-fight-
ing platform, with ample deck area, stability, and low draft.
50-6 Ship Design & Construction, Volume 2

Figure 50.2 Small Fast Response Fireboats: General Arrangement

Almost any available tug could then be used to move it
and hold it in position. When not in use the maintenance
cost of the barge is low and the tugs can go about their nor-
mal business. The downside is the consequent lack of im-
mediate response capability, however such a platform in
combination with a number of small fast response boats
represents a very cost-effective system.
50.2.2.3 Fire-fighting systems
50.2.2.3.1 Fi-Fi class requirements
There are some variations between the classification soci-
eties in the detail of their requirements, but generally fire-
fighting ships fall into three categories:
Class I: Applies to vessels intended to operate close to
fires for early stage fire-fighting and rescue operations. As
a result, Fi-Fi I vessels are usually fitted with water spray
protection for cooling the fire-fighting vessel’s surfaces.
Under some class rules the water spray system is optional.
This class of Fi-Fi vessel has the lowest pumping capacity
and shortest throw capability of the three designations.
These vessels must be capable of fire fighting for an unin-
terrupted period of 24 hours.
Classes II and III: Vessels built to Class II or III re-
quirements are intended for continuous fighting of large
fires and cooling structures on fire, and thus have higher
capacity monitors and pumps capable of standing back
from, while pumping large volumes of water on a fire from
a greater distance. These vessels must be capable of con-
tinuous fire fighting for 96 hours. In some instances, Class
II or III vessels may be fitted with water spray systems and
thus comply with Class I requirements in addition to the
higher class requirements. The specific requirements for
these ratings were defined in Table 50.I.
 Chapter 50: Small Workboats 50-7

Figure 50.3 Large Semi-Displacement Fireboat: General Arrangement

50.2.2.3.2 Foam systems
Foam Characteristics: Fire-fighting foam is intended to
extinguish smaller local fires and to prevent oil slicks on
the sea surface or exposed structures from igniting. In
many cases foam is the only effective solution to a major
liquid fire or un-ignited spill incident. Foam quells a fire by
floating on the fuel surface, thereby separating the flam-
mable liquid fuel from oxygen. Because foam is in large
part water, it also works to cool the fuel surface and any hot
objects in the vicinity. There are many types of foams with
varying properties including stability, cohesion, rapid-fire
knockdown, heat-resistance, and vapor suppression. The
most common foam for fire-fighting vessels is aqueous
film forming foam (AFFF). This foam is synthetic-based,
originally developed by the U.S. Navy to provide ex-
tremely rapid-fire knockdown in rescue situations. The
type of foam best suited to the expected type of fire hazard
must be carefully selected.
Foam is generated by first mixing a concentrate with
water in the correct ratio (called proportioning) and then
air is mixed with the foam/water solution to produce bub-
bles of foam or finished foam. The proportioning part of
the foam system is its most essential component. If the
foam concentrate is proportioned at too low a percentage,
the foam solution will be too weak, and will not be able to
form stable bubbles. If the percentage is too high, the foam
50-8 Ship Design & Construction, Volume 2

Figure 50.4 High Capacity Displacement Fireboat; General Arrangement

will be very stiff and may fail to flow across the fuel sur-
face.
Foam Delivery Systems: Foam fire-fighting monitors
are only a regulatory requirement for a Class III notation,
however a mobile high expansion foam generator with a
capacity not less than 100 m3/min is required for both
Class II and III notations. Class I notation does not require
a foam fire-fighting capability, however many vessels with
Class I notation are so equipped, particularly where they
are intended to support an oil terminal or refinery.
For the mobile foam generator (Classes II and III), the
foam-forming liquid is typically stored in 20 liter contain-
ers suitable for mobile use. A total storage capacity for 30
minutes continuous usage is required.
Class III requires two foam monitors each with a ca-
pacity of 5000 lpm, with a foam expansion ratio up to a
maximum of 15:1. The foam concentrate is typically
stored in tanks having a capacity for 30 minutes foam gen-
eration from both monitors based on a 5% foam admixture.
The materials and/or coating system for the concentrate
tanks must be carefully selected, as the foam concentrate
can be corrosive.
Normally, for fire monitors, the quantity of concentrate
is approximately 3% to 6% of the seawater capacity, and
these foams are considered to be medium expansion
 Chapter 50: Small Workboats 50-9

Portable foam generators typically use in-line inductors

or self-inducing nozzles that induce the foam concentrate
into the line by a venturi action. As the pressure drop of in-
line inductors can be very high (approximately 35%) the
high pumping power required to pump all the flow through
the inductor may be impractical for large systems. There-
fore, foam monitor systems frequently use around-the-
pump inductor systems as shown in Figure 50.7, similar to
the in-line inductor, but with the inductor positioned in a
secondary line around the pump rather than in the direct
line. This type of proportioner does not add the pressure
loss of the proportioner to the pump capacity. Rather the
pump flow required is increased slightly. This results in a
lower pumping power required, but does result in all the
downstream flow from the pump being foam solution. In
order to have a system where some parts of the system (for
example, water spray for self-protection) can be water only
and other parts operate with a foam solution, direct pump-
ing can be used to supply foam concentrate directly to one
or more monitors on demand.
Figure 50.5 Fireboat with Voith Propulsion
50.2.2.3.3 Fire pumps
Fire-fighting pumps typically operate at 10 to 15 bar, de-
pending on the requirements of the fire monitors and the
pressure losses in the piping system. Centrifugal pumps are
normally used, operating at speeds from 1000 to 2000 rpm.
Higher speed pumps are generally lighter than low speed
pumps, and this can be very important for high speed, fast
response fireboats. The smaller higher speed pumps are
also generally less expensive than the lower speed pumps.
However, care must be taken to ensure that the pumps can
provide the required flow at the available net positive suc-
tion head (NPSH) without cavitation. Higher speed pumps
require higher NPSH in order to prevent cavitation. If the
pump can be located below the vessel’s waterline, the avail-
able NPSH increases, and a higher speed pump may be
used. Class rules require strums or gratings in the fire-fight-
ing sea chests, but not strainers. Dedicated fire-fighting ves-
sels operated by fire-fighting agencies often require strain-
ers on the pump suctions, particularly where operating in

Figure 50.6 Fire-Fighting Tug with Z-Drive Propulsion

foams. For the Class III Fi-Fi notation, to provide 5000

lpm from two monitors for 30 minutes at an admixture rate
of 5% foam (expansion ratio 20:1), the minimum storage
tank capacity required is 15 000 liters. High expansion
foams with expansion ratios over 200:1 are available, and
are more often used with portable equipment. Figure 50.7 Foam Induction System
50-10 Ship Design & Construction, Volume 2
polluted harbors. The added pressure loss of these strainers
must be carefully considered in the system NPSH calcula-
tions to avoid pump cavitation. Very generously sized
strainers are typically necessary to provide some fouling al-
lowance and still meet the pump’s NPSH requirements.
50.2.2.3.4 Fire monitors
Monitors are the devices which both control and direct the
water or water/foam stream. These are typically designed
to adjust the flow from a stream to a fine spray. Depending
upon the capacity, monitors may be manually or remote-
controlled. Monitors are also frequently mounted on fixed
towers or telescoping masts or cranes in order to achieve
heights from which the flow can be directed downwards.
Figure 50.8 illustrates several typical Fi-Fi monitors.
50.2.2.3.5 Flushing and draining of Fi-Fi systems
Because saltwater and particularly foam solutions are cor-
rosive, the entire fire-fighting system must be designed to
allow the piping to be flushed with freshwater soon after
use. This can be done by connecting one of the deck hy-
Figure 50.8 Typical Fire Monitors
drants to a shore-based fire hydrant, or other special fresh-
water flushing connection. After flushing, the entire sys-
tem, including the pump casing and sea strainer should be
drained. This can be performed quite simply if the system
drains are connected to the bilge or ballast system for di-
rect pumping overboard. Draining the system is also par-
ticularly important in regions where the piping systems
may be subject to freezing.
50.2.2.3.6 Piping
Piping materials should be chosen for maximum corrosion
resistance, and in most cases, minimum weight. Stainless
steel piping, even 316L is not suitable as most stainless
steels are susceptible to crevice corrosion. Special stainless
alloys are available that offer better corrosion resistance,
but their cost approaches that of titanium. As titanium is
lighter, this may be a better choice, as is Cu-Ni piping.
However, there are many plastic and composite materials
that could be considered for lower cost and lightweight con-
siderations; however, their reliability and strength in high-
 Chapter 50: Small Workboats
pressure systems must be carefully researched. If weight is
not a significant design factor, then hot dipped galvanized
steel pipe is often the most typical choice. The abrasion re-
sistance of the pipe and fittings materials must be assessed
against the projected flow velocities.
50.2.2.3.7 Fi-Fi system schematic
Figure 50.9 illustrates a large capacity water and foam
system.
50.2.2.4 Fireboat construction
Fireboats normally are built in steel except where there are
compelling reasons to choose aluminum. If the vessel is to
be approved with a class society, steel may be the only op-
tion. Some classes will accept the use of other than steel
superstructures, provided adequate insulation and water
spray protection is fitted.
If the fireboat does not require class approval, alu-
minum is likely to be a more economical solution where
lightweight is required for high speed, shallow draft, or
portability. However, owners and operators need to under-
stand the limitations of this material in a high-temperature
Figure 50.9 Typical Large Capacity Water and Foam System Diagram
50-11
environment, and some form of self-protection spray sys-
tem is strongly recommended
50.2.2.5 Machinery arrangements/pump drives
Fire pumps are most commonly driven either by a front
PTO on a propulsion engine or by an independent diesel
engine. If a main engine PTO is chosen, consideration
must be given to how the vessel will be propelled and ma-
neuvered at the same time as the fire pump is driven. Also,
the power demand of the propeller plus that of the pump
must not exceed the engine’s overall capability. Some form
of partially unloading the propulsion system power de-
mand and also regulating total power demand is required.
This can be achieved either by a controllable pitch pro-
peller or a slip clutch arrangement. Both systems are
widely available and well proven. Slip clutches are avail-
able in both a wet friction plate type or a hydraulic type. In
either case a considerable amount of heat is generated and
has to be dissipated by a heat exchanger system. For boats
expected to have a prolonged operation cycle, this system
can be large and expensive, particularly as a fireboat is usu-
ally stationary when fighting fire.
50-12 Ship Design & Construction, Volume 2
As a typical example of powering options, consider the
use of a 1800 rpm diesel main engine driving a propeller
through a 3:1 reduction gear. At the front of the engine a
PTO system is fitted to drive the fire pump, consisting of a
flexible coupling, a universal shaft to a speed-up gear with
clutch, another short shaft, and flexible coupling to the fire
pump, which is designed to turn at 2300 rpm. To get full
performance from the fire pump the engine has to be run at
1800 rpm. However, at this speed the propeller demands
full engine power and there is no power left to also drive
the pump.
One option is to select a controllable pitch propeller
(Figure 50.10). The logic system that controls the pitch
also senses engine power. It will automatically reduce the
pitch so that propeller power plus pump power is within
the engine’s capability. Within the limits of the reduced
power available for propulsion the vessel can easily be
controlled in ahead or astern by pitch control.
Alternatively, a slip clutch can be fitted between the en-
gine and the reduction gear (Figure 50.11). If a wet friction
clutch is used, it can sometimes be located within the re-
duction gear. With a hydraulic slip clutch, the amount of
slip is controlled by the amount of oil pumped into the
chamber. Thus the power transmitted to the propeller is re-
Figure 50.10 Fire Pump Drive: Front PTO with CPP
Figure 50.11 Fire Pump Drive: Front PTO with Slip Clutch
duced according to the amount of power used to drive the
pump.
The propulsion system is greatly simplified if the
pumps are separately driven (Figure 50.12). The cost,
weight, and space demands of the separate drive system
have to be weighed against the power takeoff alternatives.
Each vessel is unique and the best solution has to be deter-
mined by careful analysis of everything affected, particu-
larly space, weight, and serviceability implications, not
just a few component costs.
50.2.3 Design Issues
50.2.3.1 Stability and subdivision
There are few specific rules governing the stability or sub-
division of fireboats, other than the usual SOLAS or load
line regulations, which will influence the design of larger
boats. It is wise to design vessels of this type with a one-
compartment standard of subdivision, even if not strictly
required, as their rigorous service may frequently require
working in close quarters to other boats or ships, docks,
wharves, or similar structures where damage can easily
occur. The intact stability should meet normal IMO stan-
dards, but also needs to withstand the monitor heel effect
when all monitors are trained athwartships. The usual
practice is a maximum sustained heel angle of about 5°
(Figure 50.13).
DNV rules require that the heeling moment due to mon-
itor reaction be related to maximum GZ as follows:
F×a
 ≤ (0.5× GZmax)
Disp
where
F = heeling force from monitors in transverse direction
(tonnes)
Figure 50.12 Independent Fire Pump Drive
 Chapter 50: Small Workboats
Figure 50.13 Monitor Reactions Can Cause Significant Heeling Moment
a = monitor heeling arm, taken as the distance between
centerline of monitors and center of side thrusters (me-
ters)
However, excessive GM should be avoided, especially
if the vessel is expected to operate in rough seas, as the
high accelerations associated with a high GM will cause
crew comfort problems and degrade their ability to per-
form effectively. It could also make accurate training of the
monitors difficult.
50.2.3.2 Noise and vibration control
Particular care and attention should be taken to ensure that
noise and vibration levels at the command and control sta-
tions and the fire-fighting stations are as low as possible.
High noise and vibration levels add significantly to fatigue
in an already stressful fire-fighting environment. High
noise levels also impair speech communication both be-
tween crewmembers in the vessel and on deck, and for
radio communications between vessels and shore support
facilities. To achieve low noise and vibration levels, the
main engines and pump engines should be resiliently
mounted on vibration isolators and the exhaust system
should be vibration isolated from the structure. Engine ex-
hausts should be fitted with both absorptive and reactive
type exhaust silencers in series to effectively mitigate the
engine exhaust noise. Machinery space ventilation systems
should be fitted with ventilation duct silencers to attenuate
the noise from the fans and engine room propagating
onto the deck areas. Spaces where radio communication
is important should have sound absorbing treatments in
50-13
order to control the reverberation in the space for better
intelligibility.
50.2.3.3 Communications
Communications is a critical aspect of any fireboat design.
This entails all aspects of the design, from maximum visi-
bility from the wheelhouse to the working deck areas and
to the monitors, to extended radio communications with all
other fire-fighting vessels and land and air-based opera-
tions. Due to the high ambient noise levels associated with
multiple diesel engines running, pump and monitor noise,
and the overriding sound of water spray all over the vessel,
it is critically important that the on-board intercom and
loudhailer systems be designed for clear operation in that
environment. Radios should be grouped closely around the
command/control centers, according to the selected con-
trol function arrangements for the vessel.
50.2.4 Typical Fireboat Characteristics
Table 50.III presents the characteristics of a number of fire-
boats.
50.3 PATROL AND RESCUE VESSELS
50.3.1 Description
50.3.1.1 Typical missions
As for fireboats, parallels can be drawn between the patrol
boat and its shore-based counterpart, the police car. The
vessel’s function is principally to transport and support of-
ficials of a public office in the execution of their duties.
This could include everything from routine harbour patrol,
inspection of vessels in port, customs inspections, coastal
patrol to counteract smuggling, pursuit of criminals at sea,
air-sea rescue services, supervision of fisheries operations,
and a myriad of other possibilities.
Typically this class of vessel is a high-speed craft, but
with a need to spend extended hours at loitering speeds.
The area of operation will dictate the seakeeping require-
ments. The endurance requirements and crewing levels
will determine the extent and standard of accommodation.
These boats can also have a wide range of ancillary func-
tions to perform, including diver support, search and res-
cue, pollution response, hosting visiting dignitaries, and
general emergency services. Typical vessels of this type
are shown in Figure 50.14.
50.3.1.2 Features and capabilities
The most common characteristic of patrol vessels is high-
speed, although this is not universally so for all functions.
50-14 Ship Design & Construction, Volume 2

TABLE 50.III Typical Fireboat Characteristics

Length Beam, Depth, Max No. of Pump

O.A. mld mld Draft Disp’t Power Propulsion Fire Capacity
Vessel Name Operator (m) (m) (m) (m) (tonnes) (kW) Type Speed Pumps (lpm)

Northwind 30 — 9.20 2.89 — — — 299 twin screw 38 2 11 430

Fire Boats 1 – 5 Port of Vancouver 12.10 4.10 1.50 0.60 13.8 672 twin waterjet 30 2 11 356
(BC)
YFB 562 Dept. Nat’l. 23.20 6.30 3.70 2.20 — 544 twin Z-drive 12 2 18 927
Defense, Canada
Chief Seattle Port of Seattle 27.60 7.00 3.20 — — 2148 twin screw 28 3 28 391
Fire Boat No.3 Hong Kong 28.50 6.00 3.20 1.80 142 1455 twin screw 20 2 3170
Marine Dept. (12 000)
Gen. Roy S. New Orleans, 29.00 7.90 3.40 1.20 — 671 twin screw 20 2 10 000
Kelley Louisiana (378 954)
Fireboat 2 Los Angeles 32.00 8.83 3.6 4.26 450 2686 twin Voith 12.5 6 30 000
Fire Dept. drives (114 300)
CMT Martinano Sao Paolo 32.60 — — — 215 2088 twin screw 13 2 10 000
Munic. (378 954)
Port of Corpus Port of Corpus 33.50 9.10 2.70 1.70 — — non-propelled — 2 8 000
Christi Christi (30 283)
Fireboat 5 Hong Kong 35.30 12.00 — 1.80 — 2910 twin screw 16 2 4227
Marine Dept. (16 000)
Tuen Mun Port of Tuen 35.50 7.4 4 2 249 2155 twin screw 15 3 7925
Mun, China (30 000)
Shen Xiao Er Port of Shen 36.00 7.80 4.00 2.00 281 2155 twin screw 15 2 10 566
Hao Zhen, China (40 000)

The top speed required will vary widely according to the
boat’s mission. Speeds of 30 to 35 knots are common for
most local patrol and police functions, but for boats en-
gaged in specific tasks such as anti-smuggling operations
boats with speeds of up to 70 knots are being built. In order
to achieve any of these speeds, weight control is essential,
and every effort must be made at every stage of design and
construction to utilize the lightest possible structures, out-
fit, and equipment which can meet the demands of this ar-
duous service, within reasonable limits of cost and avail-
ability.
A high standard of seakeeping is another common re-
quirement for many patrol and rescue craft. Almost by def-
inition, their work often starts when other vessels are head-
ing for refuge. The boat must deliver its crew to the area of
patrol activity or rescue without excessive discomfort or
fatigue. It is a major design challenge to design a fast boat,
which is also inherently sea-kindly. The hull form associ-
ated with high-speed is not the best to achieve low accel-
erations in pitch or roll, and the speed requirements will in-
duce high vertical and longitudinal accelerations in a sea-
way.
As patrol and rescue boats frequently need to come
alongside other craft, excellent maneuvering, control, and
station keeping are required. Similarly, extensive fender-
ing is also necessary.
Many patrol boats, particularly larger ones with moder-
ate to high-speed capability will be equipped with a daugh-
ter boat, such as shown in Figures 50.15 and 50.16, usually
a rigid-hulled inflatable with a very high-speed capability,
which can be used for direct waterborne rescue, beaching,
or boarding parties. The carriage of these support craft de-
mands a method of launch and recovery, which can be per-
formed in all conditions. There are numerous alternate de-
signs for such devices, dependent upon the size and
configuration of the mother ship, ranging from elaborate
trawler-style stern ramps to simple davit systems.
A common requirement in patrol boats is the ability to
provide support for divers engaged in rescue or search op-
erations. This typically requires a low-freeboard platform
 Chapter 50: Small Workboats
Figure 50.14 Typical Small Patrol and Rescue Craft
from which divers can enter and leave the water, space for
storage of dive gear, and a compressor to recharge SCUBA
tanks. Larger vessels also may have a decompression
chamber for divers.
50.3.1.3 Typical arrangements
There are no typicals in patrol craft design, other than
those features, which distinguish all high-speed craft
(where high-speed is in fact a requirement of the particular
craft). However, patrol and rescue boats can be reasonably
categorized according to their size and speed, as follows:
Small monohulls: Typically lightweight, small high-
speed vessels, with minimal accommodations, equipped
for day or short duration patrols. Hull forms are typically
classical monohedron forms, although as speeds reach
above 40 to 50 knots there are a number of more unique
hull-forms available, including stepped hulls and those
with air-induction features.
Large monohulls: Large patrol or search and rescue
(SAR) craft are generally of moderate speed (15 to 20
50-15
knots), and are designed for extended coastal patrols (Fig-
ures 50.17 and 50.18). This function frequently demands a
propulsion system with the ability to operate for extended
periods at low cruising power levels, and then have a full
power sprint capability. Multi-engine/multi-shaft systems
are common, as are some systems with combined pro-
peller/waterjet propulsion systems.
Multi-hulls: There are many areas of the world where
multi-hulls are in widespread use as patrol craft of all
types. In Australia in particular, where multi-hulls are a
way of life, catamarans are used for police, fishery, and
harbor patrol among others.
In Canada the RCMP have a fleet of 18 meter patrol
catamarans which function extensively on both the Pacific
and Atlantic coasts (Figure 50.19 and 50.20). The multi-
hull offers many advantages as a patrol craft (2) and it is
anticipated that these will become increasingly prevalent
as the technology of multi-hulls becomes more widely ac-
cepted (see Chapter 44 – Catamarans and Chapter 45 –
SWATH and Trimarans).
50-16 Ship Design & Construction, Volume 2

Figure 50.15 Small Monohull FPV

Figure 50.16 General Arrangement 25 Meter Fast Patrol Vessel

 Chapter 50: Small Workboats
Figure 50.17 Large SAR Vessels
50.3.2 System Design
50.3.2.1 Hull form
Limiting this discussion to high-speed craft only, the basic
hull forms employed in patrol craft are planing or semi-
planing (or semi-displacement). There are a number of
now classical hull forms, which are commonly used, and
for which there is ample useful published data from which
accurate performance predictions can be made. These in-
clude:
• Semi-displacement hull forms (Figure 50.21):
– NPL standard round bilge series (3)
– Series 63 and 64
• Planing hulls (Figure 50.22):
– Series 62 and 65
There are also numerous examples in the SNAME
small craft data sheets that are useful references, although
the majority are now somewhat dated.
The selection of the most appropriate hull form is pri-
marily a function of the size, weight, and required speed of
the boat. The type of hull series selected is a function of
Froude Number and displacement (see Chapter 43 – Ad-
vanced Marine Surface Craft).
50-17
50.3.2.2 Propulsion and performance
The principal types of propulsion in use in patrol craft are:
• Conventional screw propulsion, in either straight-line
or V-drive configuration (Figures 50.23a and b),
• Waterjets (Figure 50.24),
• Surface-piercing propellers, of which there are a num-
ber of patented types with differing features for thrust
direction control and thrust trim control (Figure 50.25),
• Stern-drives (or inboard/outboard drives), in which the
engine is located just inboard of the transom, and thrust
is delivered through a steerable drive leg mounted aft of
the transom (Figure 50.26), and
• Outboard motors, as the power of these units continues
to escalate, they have become increasingly attractive as
propulsion plants, particularly in small light patrol craft
under 10 meters length (Figure 50.27).
The choice of propulsion system is largely dictated by
required speed and economics. At moderate speeds, typi-
cally up to 25 to 30 knots, conventional propulsion is usu-
ally quite efficient and cost-effective. At these same speeds
the stern drive system is also often favored as a very cost
50-18 Ship Design & Construction, Volume 2

Figure 50.18 General Arrangement 50 Meter Coastal SAR Vessel

 Chapter 50: Small Workboats
Figure 50.19 Multi-Hull Patrol and Rescue Craft
effective and efficient installation, although historically the
drive legs have not proven particularly robust in commer-
cial service.
Once speeds pass 30 knots however, the drag associated
with shafting and rudder systems becomes significant, and
the waterjet or surface-piercing propeller becomes a more
efficient choice. These systems also then offer a lower draft
on the same hull, often a distinct advantage in a patrol
craft. These systems offer increasing efficiencies with in-
creasing speed.
Outboard motors are not used widely, but are found on
small coastal patrol craft, often in multiples of three or
four, and can offer very a high-speed capability in light
craft.
Speed prediction consists of estimating hull resistance
and propulsion system thrust. The hull resistance for semi-
displacement forms is usually determined from published
model test results, such as NPL (3). Planing hull resistance
is usually calculated as per Savitsky (4) but can also be
based on published model series tests. The work of Blount
(5) is also a useful reference. Of course any hull can be
tank tested, which is much preferred, but often the budget
and time for this is not available. The critical aspect of this
50-19
is the realistic estimation of resistance components other
than bare hull resistance. These include appendage drag of
shafts, struts, bossings, rudders, anodes, sea chests, trans-
ducers, etc., roughness allowance, windage, and wave aug-
ment. These can amount to a substantial percentage of the
bare hull resistance. The propulsion system thrust is ob-
tained from direct calculations if propellers are used, or
from the manufacturers in the case of water jets. It is pru-
dent to discount the calculated or published thrust by a
small amount to improve confidence in the trial predic-
tions. It is also important to base the calculations on a re-
alistic trial displacement.
Propulsion machinery ratings are often an issue with
patrol craft. Since a high priority is usually placed on the
boat’s top speed ability, continuously rated engines in the
traditional sense are seldom feasible. The maximum capa-
bility of the engine must be available on demand, even if
for a short time, for a pursuit or emergency response situ-
ation. Often maximum continuous rating (MCR) or even
85% MCR is seen in specifications, which is completely
unrealistic in patrol craft and tends to encourage a redefin-
ition of the term continuous. Continuous for a patrol boat
may mean the amount of time (hours) an engine can be op-
50-20 Ship Design & Construction, Volume 2

Figure 50.20 General Arrangement 21 Meter Catamaran Patrol Vessel

Figure 50.21 Typical Semi-Displacement Hull Form

Figure 50.22 Typical Planing Hull Form
 Chapter 50: Small Workboats
Figure 50.23a Conventional Screw Propulsion Straight-Line Configuration
Figure 50.23b Conventional Screw Propulsion V-Drive Configuration
Figure 50.24 Waterjets
Figure 50.25 Surface-Piercing Propellers
erated at a particular power output before a significant en-
gine maintenance milestone is reached. For example an en-
gine manufacturer may define a power rating approved and
supported by warranty for 2000 hours of operation before
a major overhaul of the engine is required. A lower power
rating for the same engine would significantly increase the
operating hours before the same overhaul has to be done.
50-21
Figure 50.26 Stern Drives
Figure 50.27 Outboard Motors
It then becomes a matter of balancing the priorities placed
on economics and speed for the particular service when
choosing the appropriate continuous rating. Engines are
also sold with intermittent or maximum ratings, with limi-
tations placed on the operating time at these ratings after
which speed has to be reduced in order that the engine war-
ranty remains valid.
50.3.2.3 Payload systems
Payload on patrol and rescue craft obviously vary ac-
cording to the mission of the boat. The most typical pay-
load, other than the officials/operators themselves is:
Armaments: On smaller craft usually limited to sidearm or
small caliber machine guns.
Fast rescue craft: Usually a RIB or similar which can be
used as a boarding or beaching vehicle.
Rescue/retrieval systems: On a SAR or Air-Sea Rescue
vessel there are numerous devices available to lift sur-
vivors from the sea, or allow rescuers more direct ac-
cess to sea level.
Survivor treatment facilities: Larger rescue vessels will
typically have facilities adjacent to rescue/boarding
areas in which survivors can be treated for hypothermia
or receive medical treatment.
Figure 50.28 illustrates a recent catamaran-hulled air-
port rescue vessel which features many of these compo-
50-22 Ship Design & Construction, Volume 2
Figure 50.28 Catamaran Airport Rescue Vessels
nents, including side well-decks for accessing the water
level, inflatable beaches which can be deployed from this
level for easy recovery of survivors, medical treatment
space for major injuries, holding space for survivors, in-
cluding hypothermia treatment facilities, and a helicopter
hovering station for removal of the most seriously injured.
50.3.2.4 Hull construction
The hulls of most patrol craft must be both light and
strong. These designs are generally much more refined
than in most other workboats, as there is simply no margin
for redundant structure in a vessel where speed is the pri-
mary prerequisite.
The most common hull construction materials in patrol
and rescue craft are:
• aluminum,
• glass reinforced plastic (GRP),
• composites; typically GRP with core materials such as
foam, balsa, honeycomb resin, or aluminum, and
• exotic composites; GRP reinforced with carbon fiber,
etc.
Each of these materials has their place. GRP is most
commonly associated with high production volumes
which can offset the cost of initial tooling and moulds, etc.;
composites are better suited to one-off construction, but
can be quite expensive depending on the reinforcing com-
ponents and core materials selected; aluminum is very
commonly used in patrol craft, and has the advantage of
relatively simple methods of construction, readily calcula-
ble mechanical properties, and relative ease of repair.
Classification societies have standards for the structural
design of high-speed craft although often it is necessary to
revert to a first principles analysis. References 6 and 7 pro-
vide useful guidance.
Typical construction sections are shown for patrol craft
built in aluminum (Figure 50.29) and GRP (Figure
50.30(8)) respectively.
50.3.2.5 Outfitting
The majority of patrol craft can be described as utilitarian
in their outfit, principally because it is necessary to limit
the extent of outfit in order to control weight. Fortunately
the aircraft industry, and more recently the fast ferry in-
dustry have led to the development and widespread use of
many composite materials which are now finding their way
into other craft, particularly where light weight is critical
as in patrol vessels. Examples of such composite materials,
which can be used for linings, partitions and furniture con-
struction include:
 Chapter 50: Small Workboats
Figure 50.29 Typical Hull Section; Aluminum Construction
• aluminum sheet face/aluminum honeycomb core,
• epoxy face/aluminum honeycomb core,
• epoxy face/epoxy core, and
• balsa core/epoxy or balsa face.
Table 50.IV indicates the relative weight and properties
of some commonly available materials of this type, and
compares them to the plywood/plastic laminate systems,
which are more common in other workboats. The weights
given include all grounds, fasteners, etc., required for in-
stallation.
50.3.2.6 Machinery arrangements
In other than the smallest craft where single-screw systems
are used, the vast majority of patrol craft are twin-screw.
This provides both redundancy and better maneuverability.
Larger vessels may employ triple-screw configurations
where the center screw may be used either as a loitering
drive or a boost for sprint operations. In faster craft this
50-23
center drive may be a waterjet. This has the advantage of
not adding as much drag in the lower speed operations
where it is not in service, as would another shaft and pro-
peller system. In the majority of cases, machinery spaces
in patrol craft are unmanned. Particularly in fast craft it is
unsafe for personnel to be moving about in the machinery
space during service. Space is always at a premium in pa-
trol craft, particularly smaller boats, so access to engines
for service can often be difficult. Large hatches in the main
deck can be a great asset in providing this access, and fa-
cilitating quick removal of machinery, something that hap-
pens fairly frequently with highly rated machinery.
50.3.3 Design Issues
50.3.3.1 Stability
The stability of high-performance craft needs a quite dif-
ferent treatment than that of most displacement craft,
50-24 Ship Design & Construction, Volume 2

Figure 50.30 Typical Hull Section; GRP Construction

largely because the hull characteristics are so different and
their performance depends more on dynamic forces than
on hydrostatics. It can be stated with reasonable accuracy
that any semi-planing or planing craft will easily meet con-
ventional intact criteria for GM and GZ, when assessed
against the typical IMO stability criteria (or derivatives
thereof) for conventional static and dynamic criteria.
As the beam/draft ratios for these craft are generally
much higher than for displacement craft, and with weight
typically concentrated in the propulsion machinery, static
GM values tend to be high. In fact this trend should be en-
couraged, and GM values of 1.5 to 2 meters in fast vessels
less than 30 meters in length have proven to offer very
comfortable ride characteristics.
More critical in terms of assessing performance is the
stability of planing vessels when at full speed, where due
to the hydrodynamic lift there is less immersed waterplane
and an associated upward vertical force on the hull, all of
 Chapter 50: Small Workboats
TABLE 50.IV Comparative Properties (Installed Weight) of Various Lining and Partition Systems
Type Description
Linings Rockwool Core/Steel Face Prefab Panels
13 mm Plywood with Plastic Laminate, Over Wood Grounds
Balsa Wood Core with Plastic Laminate Face
Honeycomb Core with Plastic Laminate Face
Partitions Rockwool Core/Steel Face Prefab Panels
2 Sheets of 13 mm Plywood with 50 × 50 mm Framing and Plastic
Laminate Face
Balsa Wood Core with Plastic Laminate Face
Honeycomb Core with Plastic Laminate
which reduce the stability of the craft. This becomes criti-
cal in determining that the boat stays reasonably upright
when maneuvering, and particularly when operating in
waves, where even more stability can be lost in intersec-
tions with wave troughs. Reference 9 provides useful de-
sign criteria for this topic.
Damaged stability is usually not a regulatory require-
ment in vessels of this type, unless they are engaged in
passenger service, such as crew boats, etc. However, re-
gardless of boat size, designing for a one-compartment
standard of subdivision is always a desirable objective. In
some craft with large engines and associated drive systems
where the engine room must become disproportionately
large this can be very difficult or impossible. However, if
the objective is set at the commencement of the design then
it is not so difficult to achieve, and greatly improves the
overall safety of the boat.
50.3.3.2 Seakeeping
Seakeeping is always a challenge in a small fast craft. Most
conventional wisdom about sea-kindliness does not apply
to planing or semi-planing craft. Due to their typically
light draft and wide beam, roll motions will be faster, and
propensity for slamming will be much higher than for
slower craft. These features are inherent in the design, and
the hull shape must be developed to mitigate adverse be-
havior, particularly slamming. Typically this is accom-
plished by varying degrees of deadrise, particularly for-
ward where deep Vee sections will generally provide a
comfortable, well-damped ride.
Ultimately the criteria for seakeeping in a patrol craft
design will be set by the limitations of the personnel on
board more than by the structural limits of the vessel.
However, the latter also becomes a factor and most class
societies set structural design criteria as a function of
50-25
Thickness (mm) Weight (kg/m2)
25.0 13.7
12.7 24.0
10.0 10.1
12.7 10.3
50.0 16.5
76.2 69.6
70.8 22.7
30.8 7.7
the expected operating sea-state. The human factor how-
ever will govern the limits of speed and particularly ac-
celerations, which can be tolerated, by various types of
personnel. Obviously, police or military crews in a fast
patrol craft will likely be able to tolerate more than pas-
sengers on a crew boat. It also depends upon where in the
boat people are located, and whether they are seated or
standing.
This is a subject not yet well understood, and deserving
of more research. However, the following information de-
fines some of the criteria which exist for establishing ac-
celeration limits for personnel aboard fast craft:
• ISO 2631
– describes recommended limits for motion sickness
• US Navy:
– 1 to 2 hours maximum exposure to 1/10 highest ac-
celerations < 1.5 g
– 4 hours maximum exposure to accelerations < 1.0 g
50.3.3.3 Range and endurance
As speed is almost inversely proportional to weight, the
amount of fuel carried on any patrol or rescue craft is crit-
ical to achieving the specified speed. However, the ability
of a vessel to execute an effective patrol is also dependent
on it being able to cover a sensible amount of territory or
stay at sea sufficiently long to accomplish its task. Thus the
designer must ensure that there is sufficient fuel to accom-
plish the mission, including what might be extended peri-
ods of loitering at low speeds, and an ability to operate at
maximum speed in a pursuit or sprint operation. This re-
quires a careful analysis of the specific fuel consumption
of the selected engines over the full speed range. It is there-
fore important to develop a speed profile for the intended
operations.
50-26 Ship Design & Construction, Volume 2

50.3.4 Vessel Characteristics ther respond with pollution containment systems, spray
Table 50.V gives a listing of the characteristics for a range dispersants on a spill, recover spilled oil, or frequently all
of patrol boats. three. There are a myriad of proprietary systems available
to perform these functions, and often the vessel itself is
simply a platform on which this equipment is carried. In
other cases the vessel is uniquely configured to perform the
50.4 POLLUTION RESPONSE VESSELS particular function, especially in the case of oil recovery
operations.
50.4.1 Description
50.4.1.1 Typical missions 50.4.1.2 Description
This class of vessel was almost unheard of two decades The most widely recognized of pollution response vessels
ago, but has proliferated in recent years with an increased are Oil Spill Response Vessels (OSRVs). Other forms in-
public sensitivity to coastal and harbour pollution. Many clude debris boats designed to remove nuisance flotsam
specialized vessels now exist which have capability to ei- from waterways. Typically, OSRVs will provide mission

TABLE 50.V Typical Patrol Boat General Particulars

Length Beam, Max Fuel

O.A. mld. Draft Disp’t. Power Propulsion Speed Capacity
Vessel Name Operator Hull Type (m) (m) (m) (tonnes) (kW) Type (knots) (liters)

— Brazilian Coast Guard Monohull 8.1 3.4 0.4 3.5 172 Stern Drive 30 345
Rapier 01 Phillipines Police Force Monohull 10.1 3.0 0.4 3.2 154 Waterjet 32 400
Alucraft — Monohull 10.5 3.5 — 5.8 600 Waterjet 38 750
— Brazilian Coast Guard Monohull 11.1 3.6 0.6 7.4 343 Stern Drive 30 690
PX1 Singapore Marine Monohull 11.2 4.0 1.1 — 573 Propeller 32 1137
Police
Enforcer Netherlands Customs Monohull 12.2 2.7 0.8 5.5 522 Surface 43 —
40Mk3 Piercing
Dauntless Peruvian Coast Guard Monohull 12.2 4.3 1.3 12.2 648 Propeller — 1892
Takaya Vancouver Port Monohull 15.2 5.0 1.3 23.2 642 Propeller 20 120
Authority
Nadon Royal Canadian Catamaran 17.8 6.7 0.7 27.9 772 Surface 40 454
Mounted Police Piercing
Lindsay Royal Canadian Catamaran 19.8 6.7 0.7 29.5 1203 Surface 32 3480
Mounted Police Piercing
K I Ross Dept. of Primary Monohull 23.0 6.5 1.7 50.0 — Propeller 25 15 260
Industry, Queensland
Guardian Guardian Marine Monohull 25.9 7.0 1.7 — 3475 Propeller 40 13 041
International LLC
Barracuda U.S. Coast Guard Monohull 26.5 5.8 1.8 — 2237 Propeller 25 9464
W3 Lower Saxony Water Monohull 30.1 6.6 2.1 112.0 1135 Propeller 20 11 700
Police
81 Royal Thai Navy Monohull 31.0 6.5 1.8 105.0 1323 Propeller 27 26 000
Customs 8 Hong Kong Customs Monohull 32.2 6.8 1.9 160.0 4640 Propeller 25 25 000
and Excise
 Chapter 50: Small Workboats
support to oil spill clean-up operations in one or more of
the following operational areas:
• oil recovery,
• boom deployment,
• dispersant application, and
• general support.
50.4.1.3 Missions
Oil recovery vessels can be dedicated, purpose-built oil
skimmers, or vessels-of-opportunity fitted with portable
recovery equipment. Boom deployment vessels are
charged with controlling spilled oil by installing floating
barriers (booms) to either contain or exclude it. They fre-
quently feature reels or large areas of open deck for
stowage of boom. Dispersant application vessels are fitted
with pumps and distribution systems necessary to deliver
dispersant in the proper amounts with sufficient energy to
induce proper mixing. The general support vessels provide
the logistical links necessary to sustain an offshore opera-
tion by moving material and personnel.
50.4.1.4 Desired vessel characteristics
The most effective OSRVs demonstrate high free-running
speeds to get to the spill as quickly as possible. These same
vessels frequently must then perform their mission at very
slow speeds of advance. Boom-laying, dispersant spraying
and, in particular, skimming operations frequently require
speeds of 1 knot or less, and good maneuverability. Sea-
keeping is also a potential issue, since OSRVs may be
called upon to respond in protected waters, coastal areas,
or open ocean.
Figures 50.31–50.33 illustrate typical OSRVs.
50.4.1.5 System design for oil recovery vessels
Dedicated oil recovery vessels: Unlike vessels of opportu-
nity, dedicated skimming vessels (or oil recovery vessels)
may be married to a particular oil recovery system, and its
support systems (Figure 50.33). At a minimum, dedicated
skimming vessels would be outfitted with recovered oil
tanks, or the ability to transfer directly to a towed con-
tainer, and any permanently installed equipage necessary
to operate the skimming system. Despite their principal
duties, recovery vessels are frequently designed for multi-
mission capability. It is not uncommon for a dispersant
spray system or boom reels to be installed on skimming
vessels.
Effect of recovery system selection on vessel design: On
dedicated skimming vessels, selection of the oil recovery
technology to be used will frequently dictate hull form,
propulsion, and general arrangement. ASTM (10) has pub-
50-27
lished guidance that describes the skimming technologies
available and their expected performance depending on
properties of the spilled oil and the environment. Skim-
ming technologies fall into two main categories, namely:
selective (gravity separation and oleophilic type) skim-
mers, and non-selective (weir and pump type) skimmers.
Selective skimmers provide a first stage separation of
oil from water. Some selective skimmers are active sys-
tems, using oleophilic discs, belts, or brushes to recover oil
and limit water pickup. Others are more passive, providing
a still environment for natural gravity separation and accu-
mulation to occur. Non-selective skimmers usually rely on
weirs or carefully positioned pump inlets to limit the
amount of water ingested.
Skimmers are also classified as advancing, stationary,
or both. This means that they rely on relative forward mo-
tion (or the lack thereof) as part of the oil recovery mech-
anism. Examples of stationary skimmers are oleophilic
disc or drum devices. Examples of advancing skimmers
are inclined plane and brush skimmers.
Lastly, skimmers will be either integral or over-the-side
(Figure 50.34). Vessels with integral skimmers generally
have the advantage of being able to deploy recovery equip-
ment and commence recovery operations more quickly
than over-the-side systems. Integral systems frequently
dictate less traditional hull forms or openings in the hull
to allow flow of oil and water to the skimmer. Catama-
rans have been used with the recovery system ready to
deploy between the hulls. Pickle-fork hulls have been used
in reversible skimmers, skimmers that transit in one direc-
tion and skim the other (effectively while going astern).
Bow or side doors that can be closed for transit and open
for skimming have been installed in more traditional hull
forms to accommodate integral recovery systems (Figure
50.35).
50.4.1.6 Design issues – major subsystems
Gas hazards: Critical in the design of OSRVs is consider-
ation of gas hazards. Unlike a crude carrier or product
tanker, where a hazardous zone around the tank sections
and vent stacks is localized and well defined, an entire
OSRV can conceivably be inside the hazardous zone be-
cause of the presence of petroleum on the surface of the
water. Designers should consider extending the hazardous
zone to include any place on the weather deck within 3 me-
ters of the waterline. Air intakes for accommodations and
engine spaces and potential sources of ignition must be ex-
cluded from the zone. Even with such design features in-
stalled, most operators of OSRVs seek to avoid operating
in hazardous atmospheres. They rely on gas monitoring
Figure 50.31 15 Meter Coastal OSRV (Marco)
 Chapter 50: Small Workboats
Figure 50.32 Small High Speed Skimmers and Support Boats (Kvichak)
equipment to warn them of elevated levels of combustible
vapors, and to allow them to move out of harm’s way.
Secondary Separation and Decanting: The most com-
mon shortfall in an oil spill clean-up operation is having
enough storage space available for the recovered oil. Most
OSRV’s have limited tankage onboard, and even if towable
containers are available, space must be used wisely. Stor-
ing and disposing of water is wasteful. An installed sec-
ondary system for oil/water separation should be consid-
ered. Bilge water discharge regulations dictate acceptable
contamination of discharged water (usually less than 15
ppm), but frequently these regulations are relaxed for oil
spill response operations. When allowed, simple decant
systems for drawing water from the bottom of recovered
oil tanks can be very effective at reducing storage volumes
required.
Decontamination: There is a high likelihood that the
vessel and crew will become contaminated while working
an oil spill. A crew decontamination station should be
50-29
available on larger OSRVs to allow decon before entering
the accommodations for rest periods or meals. At a mini-
mum, it must have a place for doffing and storing soiled
protective equipment, and have running water. Decontam-
inating the vessel itself comes in stages. Normally a vessel
is left dirty until its portion of the clean up is complete.
OSRVs will be cleaned and gas-freed following each spill
response and design features should be incorporated to fa-
cilitate this. Reduced structural complexity and improved
access inside tanks are examples of such features.
Recovered Oil Transfer Systems and Viscous Oils: The
most persistent spills are those involving heavy distillate
fuels and crude oils. Over a relatively short time, spilled oil
will weather, losing the volatile light ends to evaporation
and, when mixing energy in the form of waves is present,
forming very stable water-in-oil emulsions. Sometimes re-
ferred to as mousse these emulsions are very viscous and
therefore difficult to pump. This creates problems for in-
ternal transfer or offloading of the recovery vessel.
50-30 Ship Design & Construction, Volume 2

Figure 50.33 MSRC Dedicated Coastal OSRV

 Chapter 50: Small Workboats
Figure 50.34 Dedicated OSRV with Boom Reel and Over-the-Side Skimming
Systems Deployed
Figure 50.35 Conventional Hull, Dedicated Recovery Vessel Equipped with
Side Doors
Vessel and system design must take into account that
recovered oil may not flow. Heating systems installed in
recovered oil tanks have been used with limited success.
Heat transfer is inefficient at best. Positive displacement
pumps, such as submersible screw pumps, represent a
more effective alternative, when used in conjunction with
large diameter piping or hoses. As with decontamination
issues, good access into the recovered oil tanks through
large, clear hatches can help. The ability to use air convey-
ors or to drop submersible pumps directly into the recov-
ered oil tanks can facilitate offloading or transfer.
50.4.1.7 Representative OSRV characteristics
Table 50.VI presents characteristics of typical OSRVs.
50-31
50.5 NAVIGATION AIDS VESSELS
50.5.1 Description
50.5.1.1 Typical missions
The nav-aids vessel’s role is to deploy and maintain aids to
navigation in near-coastal and inland waterways. Obvi-
ously this is a critical role to the safety of all navigation, for
without the accurate placement of these aids, and the main-
tenance of them in a fully operational state, there would be
a greatly increased risk of accidents causing injury or death
to ship crews or pollution to the nearby shores. The nav-
aids vessel mission is dependent largely upon the operat-
ing season in the waterway. For example, in many parts of
the Great Lakes and in northern rivers, navigation aids
have to be deployed and recovered every season as ice dis-
sipates and then forms again. The nav-aids vessel is thus
the first and last vessel of the navigation season on many
waterways.
50.5.1.2 Feature and capabilities
Nav-Aids vessels are characterized by their buoy-handling
equipment and generally by the large open working decks
around them. Traditional nav-aids vessels such as the
USCG WLM and WLB class have cranes or conventional
buoy-lifting derricks and working decks forward (Figures
50.36 and 50.37), but others like the Canadian Coast Guard
(CCG) Type 1050 class of icebreaking nav-aids ships are
based on an OSV style layout (Figure 50.38), with a large
crane located on the working deck aft. Smaller, shallow
draft nav-aids tenders such as the CCG Type 800 tenders
(Figure 50.39) typically operate in rivers and sheltered
coastal waters.
The cranes must be capable of quickly connecting to
and retrieving the navigation buoys, and in some cases the
anchors as well. Other configurations use winches or
windlasses to retrieve the mooring chain and anchors. The
vessel must have a large working deck, usually covered
with heavy timber to take the abuse of the heavy gear han-
dling, and in addition large hold spaces and adjacent work-
shops where the buoys can be stored in transit and worked
on for repairs. There must be suitably large and rugged
hatches to enable the buoys to be shipped in a seaway.
Because the placement of navigation buoys is critical to
safe navigation, it is obvious that the nav-aids vessel must
have the capability to very accurately define its own posi-
tion and the placement of the buoys. This accurate posi-
tioning capability must often be done in conditions of ex-
treme sea states, high winds, strong currents, or shallow
water. Therefore modern nav-aids vessels are frequently
equipped with omni-directional propulsion systems (Z-
drives or Voith propellers), and at the very least transverse
50-32 Ship Design & Construction, Volume 2

TABLE 50.VI Characteristics of Typical OSRVs

MSRC William NRC Burrard Cleaner Harbor 28 Clean Sound

Particulars Park Responder Lynn Frink No. 9 Skimmer Shearwater CGA-57

Length overall 208 6ⴖ 96 0ⴖ 75 0ⴖ 28 8ⴖ 123 0ⴖ 37 3ⴖ

Beam 44 0ⴖ 24 0ⴖ 21 6ⴖ 8 0ⴖ 31 0ⴖ 14 3ⴖ
Depth, molded 16 6ⴖ 11 6ⴖ 9 7ⴖ 3 0ⴖ 13 6ⴖ 4 6ⴖ
Draft, navigation 13 0ⴖ 9 0ⴖ 12 0ⴖ 1 2ⴖ 10 0ⴖ 3 0ⴖ
Recovered oil 4000 bbl 260 bbl 500 bbl 30 bbl 1360 bbl 46 bbl
capacity
Propulsion Conventional Conventional One Z-drive Two outboard Conventional Twin outdrives
configuration twin screw twin screw forward twin screw
Propulsion hp 3000 hp 680 hp 600 hp 230 hp 1930 hp 660 hp
Oil recovery Over-the-side Over-the-side Integral sorbent Integral sorbent Integral dynamic Integral sorbent
system weir weir, belt, or lifting belt lifting belt inclined plane brush
rope mop
Speed, light 12 kts 10 kts 10 kts 28 kts 10.5 kts 25 kts
Operating crew* 6 2 3 2 4 3
Operating Open ocean Open ocean Open ocean Protected water Open ocean Coastal water
environment
Hull form Conventional Conventional Pickle-fork, Pickle-fork, Monohull with Monohull with
monohull monohull reversible planing bow doors side doors

* For the larger vessels, the crew size listed is the navigating crew only. Additional spill equipment operators may be required.

Figure 50.36 USCG WLM Class

Figure 50.37 USCG WLB Class

thrusters. Modern fully integrated propulsion control sys-

tems enable single joystick control of these vessels, with
the precise positioning capability needed. Dynamic posi-
tioning systems (DPS) are common. Once the vessel is in
position, the deck gear must be capable of rapidly deploy-
ing the anchors and cable and ultimately the buoy in the
correct position.
50.5.1.3 Typical arrangements
The following are recent standard classes of buoy ten-
ders (or nav-aids vessels), which are also very representa-
tive of the type worldwide.
USCG Coastal Buoy Tender (WLM) Keeper Class: The
53 meter Keeper Class (Figure 50.40) are part of a fleet re-
 Chapter 50: Small Workboats
Figure 50.38 CCG Type 1050
Figure 50.39 CCG Type 800
placement program of coastal buoy tenders introduced in
the mid 1990s. These are the first U.S. Coast Guard vessels
equipped with Z-drive propulsion, and incorporate a bow
thruster and DPS for a very high standard of maneuver-
ability and station keeping. They operate with a crew of 18
persons. Buoy handling is performed forward with a 10
tonne, hydraulic slewing/luffing crane, with a 12.8 meter
boom.
USCG Seagoing Buoy Tender (WLB) Juniper Class:
The 68.6 m Juniper class vessels (Figure 50.41) were in-
troduced beginning in 1996 with a projected number of 16
ships, for coastal and offshore buoy-tending service. These
vessels are twin-engine with a single CP propeller, bow
thruster, and DPS. They operate with a crew of 40 persons.
The buoy handling is forward, served by an extending
boom, slewing/luffing crane.
Canadian Coast Guard Type 1050 Nav-Aids Vessels:
The 70 meter Type 1050 design (Figure 50.42) was created
50-33
in response to a demand for a more economical class of
vessel for servicing nav-aids in the St. Lawrence River/
Great Lakes system. The concept utilized a typical OSV
configuration with a large working deck aft, anchor han-
dling over the stern, and with a large luffing crane on the
aft deck. In addition to performing nav-aids work, these
vessels are used as regular icebreakers, able to break con-
tinuously through 90 cm of ice at 3 knots minimum.
The main feature of these vessels is the large fully mo-
tion-compensated crane aft, with the following capacities:
• Lifting capacity of 15 tonnes at 13.5 meters
• Maximum lift of 25 tonnes
• Maximum hoist speed of 20 m/min
Propulsion is by a four engine/twin-screw configura-
tion, with CP propellers in Kort nozzles. Maneuverability
is provided by waterjet type thruster forward and a tunnel
thruster aft. Shaft generators provide power to the large
consumers.
Canadian Coast Guard Type 800 Nav-Aids Vessel: The
23 meter, Type 800 vessels (Figure 50.43) are a class of
small nav-aids vessels intended for service in near-coastal
waters, harbors, and rivers. A very shallow draft capability
enables them to work in very restricted areas.
The crane is a standard marine hydraulic knuckle-boom
crane, rated 30 tonne meters, with a maximum reach of 8
meters.
Propulsion is twin-screw, with a pair of 175 kW high-
speed diesel engines driving controllable pitch propellers
in nozzles.
Shallow Draft Coastal Buoy Tender: Figure 50.44 il-
lustrates a shallow draft vessel built for Germany,
equipped with VSP propulsion.
This vessel also uses an aft/central buoy deck with crew
accommodation and wheelhouse forward. The VSP pro-
pellers are situated at the extreme aft end, with a tunnel
thruster forward, which in combination provide excellent
heading control and station keeping. Buoy handling is ac-
complished with a fixed length jib crane.
50.5.2 System Design
50.5.2.1 Hull forms
Once again, there is no formulaic approach to the hull de-
sign for nav-aids vessels. The hull size and shape will be
determined by
a) the fundamental requirements of speed and deadweight
capacity,
b) any operational limitations such as draft, and
50-34 Ship Design & Construction, Volume 2

Figure 50.40 USCG Keeper Class Buoy Tender

 Chapter 50: Small Workboats 50-35

Figure 50.41 USCG Juniper Class Buoy Tender

c) by any secondary tasks required of the vessel such as
icebreaking or search and rescue.
The WLM and WLB class are conventional full dis-
placement hull forms with icebreaking bows. The Type
1050 is a single-chine, icebreaking form with a buttock-
flow stern, similar to a typical OSV.
50.5.2.2 Propulsion and performance
The propulsion system configuration of nav-aids vessels is
generally determined by the need to hold precise position
for extended periods. This demands either CP propellers or
some similar precise means of control such as Z-drives or
VSP drives.
These vessels are also frequently characterized by mod-
est speed capability, high deadweight capacities, and ex-
tended range and endurance.
50.5.2.3 Buoy handling and associated systems
Buoy handling: The dominant feature of the nav-aids ves-
sel is the cranage and associated deck gear designed to de-
ploy and retrieve the navigation buoys and their anchoring
systems. These will vary in size and weight according to
50-36 Ship Design & Construction, Volume 2
Figure 50.42 CCG Type 1050 Nav-Aids Vessel
the area and sea-states in which they are located. Buoys
typically range in size from 1.5 to 3.5 meters high ×
approximately 0.9 meters diameter, weighing from less
than 100 kg to approximately 2.5 tonnes for small un-
lighted buoys, and up to 10 meters high × 2.8 meters di-
ameter weighing almost 10 tonnes for deep-sea shipping
route buoys. The anchors for these buoys will weigh from
200 kg to 6 tonnes, again according to the size and
weight of the buoy and the environment in which it is
placed. The cranes to handle such components must
be designed to secure and lift these buoys very quickly.
Because the operations are frequently taking place in
rough seas, the cranes must have motion-compensation
features to avoid the risk of snatch loads to the buoy or to
the crane. Once secured the hoisting speed must be very
rapid to lift the buoy clear of the water surface as quickly
as possible.
Buoy-handling cranes on larger vessels are very spe-
cialized devices, such as that shown on Figure 50.42. On
smaller vessels, the crane is more typically a standard ma-
rine type deck crane, with either an extending boom or less
frequently a knuckle-boom design as per Figures 50.40
and 50.41.
Chain handling: Once a buoy has been retrieved, it is
necessary to flake and secure the chain which has anchored
it. It may be necessary to simply secure this for the time it
takes to disconnect or to inspect the buoy, or it may be nec-
essary to retrieve the entire cable. Thus, some form or
combination of winch or windlass is required. The work-
ing deck in way of this operation is typically sheathed with
heavy timber to take the wear and tear of chain movement
and the buoy handling.
50.5.2 System Design
50.5.2.1 Hull construction
Hull structure is generally conventional, in accordance
with class rules. If the vessel also has an ice class then ob-
 Chapter 50: Small Workboats 50-37

Figure 50.43 CCG Type 800 Nav-Aids Vessel

viously these requirements will dominate. Typically the
scantlings in way of the buoy handling areas will be heav-
ily strengthened and fendered, as will the buoy-handling
deck.
50.5.2.2 Outfitting
Many nav-aids vessels, in common with other govern-
ment-owned craft will be equipped with large accommo-
dations. For those vessels fitted for extended voyages,
these facilities might include extensive recreation spaces,
gymnasiums, and even saunas or swimming pools.
Visibility from the control station to the working
decks and particularly to the buoy-handling positions is
critical. This necessitates extended bridge wings, fre-
quently extending beyond the vessel’s beam, and large
clear viewing windows. Multiple control stations are
common.
50.5.2.3 Machinery arrangements
The larger nav-aids vessels are characterized by moderate
powering requirements with large intermittent auxiliary
power demands from deck machinery and thrusters, and a
relatively high domestic service power demand, particu-
larly in vessels with an ice-capable mission. Thus the most
common propulsion configurations are:
Geared diesel/CPP
• multiple identical engine or father-son configurations
with CP propellers,
• shaft generators for thruster or crane loads, and
• shaft generators for domestic loads
Diesel electric
• multiple diesel generators with DC or AC propulsion
motors and motor-driven thrusters and hydraulic sys-
tems.
50-38 Ship Design & Construction, Volume 2
Figure 50.44 Shallow Draft Coastal Buoy Tender
Maneuvering systems
• Maneuverability and station keeping are critical to
buoy tending service, thus bow and stern thrusters are
necessary, unless the vessel is fitted with Z-drive or
VSP propulsion. Where vessels are smaller or budget
limited, devices such as high-lift rudders can be effec-
tive in combination with a bow thruster.
50.5.3 Design Issues
50.5.3.1 Stability
The stability required to maintain low heel angles during
heavy over-side lifting operations may be excessive for
good at sea performance. Ballast tanks, which counter the
heeling moment, can be used to overcome this problem,
however high-capacity transfer pumps are then necessary
to bring the ship upright quickly once the loads are dis-
charged or shifted.
50.5.3.2 Seakeeping and station keeping
Good seakeeping is of paramount importance in a buoy
tender for both crew comfort during extended periods at
sea, and for safety during buoy handling. Passive or active
stabilization systems are common, although flume tanks
are not advisable, as they would exaggerate heel during
buoy handling. This problem can be overcome by use of a
dump tank for the stabilizer tank contents during lifting op-
erations.
For best station-keeping performance, the vessel
arrangement should present as little windage as possible,
and the fore and aft distribution of windage should be as
well balanced as possible. This has the result of the lowest
possible power consumption in station keeping, and easi-
est control of position.
50.5.3.3 Control systems
As noted in the vessel descriptions, it is common in mod-
ern buoy tenders to fit dynamic positioning DP systems.
Coupled with satellite-based navigation this enables more
accurate placement of navigation aids than previously.
It is also vitally important that good visual and audible
communications be arranged between the navigating
bridge and the working deck and crane operator.
50.5.4 Vessel Particulars
Vessel particulars of nav-aids tenders are as shown in Table
50.VII.
50.6 CONSTRUCTION SUPPORT VESSELS
50.6.1 Descriptions
This broad class of vessel fills a vital need in the support of
many and diverse civil engineering works such as bridge
building, dock and terminal construction, dredging work,
 Chapter 50: Small Workboats 50-39

TABLE 50.VII Characteristics of NAV-Aid Vessels

LOA Breadth Draft Displ. BHP Speed
Vessel Name (Class) Operator (m) (m) (m) (MT) (kW) Propulsion knots

Juniper (WLB Class) USCG 68.6 14.0 4.0 1814 2312 Single Screw – CPP —
Ida Lewis (WLM Class) USCG 53.3 11.0 2.4 762 760 Twin Z-drive 12
Partridge Isle (Type 800) CCG 23.0 6.0 1.4 135 475 Twin Screw – CPP 9
Earl Grey (Type 1050) CCG 69.7 13.7 5.3 2600 6500 Twin-screw, 11
nozzles – CPP
Ann Harvey (Type 1100) CCG 83.0 16.2 6.2 — 5250 Twin Screw – FP: 12
diesel electric
Simon Fraser CCG 62.3 12.8 4.27 — 2162 Twin Screw – FP: 10
diesel electric
Provence SPBN – France 38.0 9.0 2.5 375 660 Twin Voith Propellers 12
Norden WMB – Germany 39.2 8.90 1.6 300 634 Twin Voith Propellers 11
CCGS Dumit CCG 49.8 12.2 1.64 — 1679 Twin Screw – FPP 13.6
Slieve Ban CLC – Scotland 21.34 7.32 1.98 — 328 Twin Screw – FPP —
Sinaran Laut Sarawak Marine Dept. 52.6 13.0 3.0 1547 2611 Twin Z-drive 14.1

or pipeline or cable laying operations. These vessels can

again be customized for the operation, or adapted to the
service from previous uses. They are generally character-
ized by their ruggedness and simplicity, and most fre-
quently have large cranes or similar lifting devices.
Figures 50.45 and 50.46 illustrate a small sample of the
vessels engaged in this work worldwide. There is little that
can be stated concerning their design other than the need
for high stability, rugged and simple construction, and
good maneuverability. Concepts range from simple self-
propelled barges to mini tugs used to tend barges, dredge
pipelines, etc.

Figure 50.46 Harbor Workboat/Construction Support Vessel

Figure 50.45 Harbor Workboat
50.7 MISCELLANEOUS
50.7.1 Description
As diverse as the examples in the preceding sections, there
are multitude of other vessel types which can also be cate-
gorized as workboats. These are frequently unique to spe-
cific geographic areas or to specific industries. For exam-
ple, in the coastal fjords of Norway there is a flotilla of
ambulance boats serving the isolated communities along
the west coast; along the west coast of Canada there were
for many years mission boats carrying ministers of various
religious disciplines to remote towns and villages, and sup-
porting the operation of offshore oil platforms are dedi-
cated offshore standby vessels whose function is to evacu-
50-40 Ship Design & Construction, Volume 2

ate all the platform’s crew in the event of an emergency. have many of their hulls built in the lowest cost centers of
Also included in the genre are pilot boats, water taxis, and Eastern Europe or Asia, and then outfit them in Western
crew boats. All of these are examples of the kinds of di- Europe where outfitting skills are of a higher standard. Ex-
verse functions to be performed by small workboats. amples of the products of both these organizations are
Many manufacturers have responded to the demand for shown in Figures 50.47 (Damen) and 50.48 (SeaArk).
robust small workboats by creating a portfolio of standard
vessel types. In the U.S., the most recognizable example of
this is SeaArk Marine of Arkansas, who produces a wide
range of simple, rugged aluminum boats from 5 meters to
20 meters in length. On the world stage, the Dutch com-
pany, Damen Shipyards has established itself as world
leader in the workboat industry by creating a comprehen-
sive portfolio of workboat designs, and building them on a
mass-production basis. In order to minimize construction
costs and delivery times, Damen stock standard hull, deck-
house, and machinery components, and assemble them ac-
cording to their customers requirements. Currently Damen

Figure 50.47 Examples of Damen Shipyards Standard Workboats Figure 50.48 Examples of SeaArk Standard Workboats
 Chapter 50: Small Workboats
50.8 REFERENCES
1. NFPA 1925, Standard of Marine Fire-Fighting Vessels.
2. Allan, R. G., “Application and Advantages of Catamarans
for Coastal Patrol Vessels,” SNAME, Marine Technology,
April 1996
3. Marwood, W. J., and Bailey, D., “Design Data for High-
Speed Displacement Hulls of Round Bilge Form,” National
Physical Laboratory, UK, 1969
4. Savitsky, “Hydrodynamic Design of Planing Hulls,”
SNAME, Marine Technology, October 1964
50-41
5. Blount, D. L., “Small Craft Power Prediction,” SNAME,
Marine Technology, January 1976
6. Koelbel, J. G. Jr., “Comments of the Structural Design of
High Speed Craft,” SNAME, Marine Technology, April
1995
7. Heller, S. R. Jr. and Jasper, N. H., “On the Structural Design
of Planing Craft,” RINA Transactions, 1961
8. Scott, R. J., Fibreglass Boat Design and Construction (Sec-
ond Edition), SNAME, 1996
9. Seakeeping of Hard Chine Planing Hulls, SNAME, T&R
Report R-42, 1992