12 minute read
Pusher tugs
KOTUG HEADS INLAND
Kotug International has established Kotug CityBarge BV an inland shipping division involving electrically powered pusher tugs along with its OptiPort automated dispatching system
As the drive to make shiphandling tugs more environmentally friendly gathers pace, in parallel is work by ports such as Rotterdam to move freight away from increasingly congested road networks to other forms of transshipment such as inland waterways and rail, a process known as modal shift. Moving inland barges from fossil fuel to battery power offers an intriguing opportunity to avoid harmful emissions being simply transferred to other communities. Pusher tugs also offer enhanced utilisation swapping between barges rather than waiting for cargo operations as with conventional barges.
Kotug International is well-placed to develop this concept, experienced in a range of towing from inland to deepsea and based in Rotterdam with connections to Europe’s inland waterway system. The project involves three modular and scalable electric E-Pusher tugs between 5.5m and 22m in length with draughts 40% less than conventional pushers. They are powered by swappable energy containers offering various fuel sources including stage V diesel, biogas, hydrogen and battery. Kotug’s OptiPort AI-driven dispatch and route planning application uses historical and real-time
Credit:Kotug
information to optimise expected arrival and departure times, routing and speed controls and will be used by Kotug. OptiPort has been available since 2017 and currently in use in Australia, Japan, US, Canada, Belgium and the Netherlands.
Kotug CityBarge BV is a partnership between Kotug and Circle Line Logistics BV and started activities recently with a 5.5m E-Pusher in the municipality of Leiden providing a ‘zeroemission alternative for heavy truck transport in inner-cities ... restoring inner-city waterways by using them to transport garbage, construction materials and retail products.’
Regional Inland Shipping Minister, Jeannette Baljeu said: “The Province of South Holland is involved since the start of the project around reinstating waterways as a means of transport with the development of the CityBarge, the smallest version of the E-pusher. Clean transport is one of our priorities, by bringing together business and government to solve mutual challenges, solutions like the E-Pusher are no longer just paper ideas but market-ready products. I strongly believe in the concept; it improves the liveability in cities and boosts the growth of tech industries in the province of South Holland and beyond.”
8 Kotug’s
electrically powered pusher tugs offer three modular size options
Lessons learned from tug accident
Transport Malta has identified lessons after a tug crew member was seriously injured in a fall from his vessel to the quay.
The tug was alongside a wharf with two crew tasked with changing the cover of its rescue boat located on the accommodation forward of the wheelhouse. One crewmember stepped on the unprotected outboard side of the rescue boat, using the drenching curtain pipe as his footing to ease the hoisting arrangement tension, release the hook and pass the lifting slings through the new cover’s opening. There then followed a sequence including where various controls for the lifting arrangement were operated but the crewmember involved activated the crane’s slewing mechanism which dragged the boat
TM copyright
outboard pushing the crewmember horizontally where he fell on to the wharf. His injuries included several broken bones and lacerations requiring surgery and he was discharged from hospital 13 days later.
The investigation by Transport Malta’s
8 The position of each crewman during the
operation is illustrated here
Marine Safety Investigation Unit included a detailed technical examination of the crane’s hydraulic and operating system and concluded the slewing mechanism was activated accidentally leading to the fall. It established that a risk assessment was not considered necessary for the task and identified that the crewman moved outboard where no guard rails were fitted and was not wearing a safety harness or helmet. It concluded the crew members were not entirely familiar with the davit operation and that during drills only the engineers actuated the davit’s controls and was always carried out from the local control station.
News of the recent tug order for HaiSea Marine with Sanmar Shipyards also marks introduction of the ElectRA, Robert Allan Ltd’s (RAL) new range of battery electric tugs.
There is clearly no turning back now with development of alternative fuel tugs with RAL progressing the concept of battery power head-on and offering a range of five vessels between 21m and 28m in length and up to 70tbp.
The attraction is to significantly reduce or even eliminate exhaust emissions in ports and the HaiSea/LNG Canada order will see three ElectRA 2800 variant tugs ‘fuelled’ by clean hydroelectric power from the local grid, each vessel’s battery capacity of up to 6,102kWh allowing them ‘to perform a majority or even all missions on battery power alone’ realising the near complete elimination of CO2 and other potentially harmful exhaust emissions.
The range includes ElectRA 2100, 2300, 2500 and 2600-T variants, each offering a distinctly different take on battery electric propulsion. The 70tbp 2500 marque includes backup diesel gensets for fire-fighting and extended endurance but in a compact hullform with approximately 3,200kWh of battery power, RAL stating ‘these are still formidable battery electric tugs capable of a
ROBERT ALLAN INTRODUCES THE ELECTRA SERIES
Credit: RAL
8 RAL’s ElectRA fleet marks a significant
development in battery electric tugs
wide range of missions including escort.’
The ElectRA 2300 meanwhile recognises that battery tug operations will mostly take place in harbours with reduced requirements for overnight accommodation. By sacrificing some of this space, over 3,500kWh of battery capacity will be accommodated while maintaining some backup diesel generator capacity and a very capable bollard pull in excess of 60t.
The ElectRA 2100 is different again by eliminating the main gensets entirely along with associated space consuming diesel, exhaust, ventilation and cooling systems but retaining a small get-home generator in the deckhouse. This pure battery tug therefore allows a maximum installation in excess of 5,000kWh ‘designed to reduce costs associated with battery electric tugs to a minimum’ the 2100 model offers a bollard pull of 50t.
As the designation suggests, the ElectRA 2600-T is a tractor configuration compared to the previous ASD variants with nearly 4,000kWh batteries providing 70tbp and capable of fire-fighting and escort duties. The series can be customised to client’s requirements, described as critical to ensure the battery capacity meets the required energy needs while avoiding excessive investment compared to what is needed.
With recent deliveries to Svitzer and Alfons Håkans, Robert Allan Ltd (RAL) reflects on the detail of its TundRA class tug/icebreaker.
Shiphandling tug operators have a multitude of choices when it comes to selecting a suitable design to meet their requirements. As well as satisfying the obvious towing requirements some may need additional capabilities, for example pollution response, anchor-handling and navigation aid maintenance. A particular challenge for designers however is to produce a tug able to qualify as multipurpose but also to work in and manage ice conditions at ports affected by such and the TundRA is RAL’s answer.
In the northern Europe scenario, the TundRA hull structure meets Finnish-Swedish Ice Class Rules capable of continuously breaking ice up to 1m to 1.2m thickness at up to three knots. They are described as ‘multi-functional tools’ with open sea capabilities, also capable of escort duties and within a range of sizes including what is described as ‘compact designs.’
Tsavliris Salvage has reported another active period responding to a collision leaving two vessels locked together and assisting disabled vessels.
Tsavliris Salvage is known for its global emergency response activities, particularly involving Lloyd’s Open Form (LOF) contracts and the first incident to report followed a classic ‘T-Bone’ collision around 10 miles NW of Kythira Island Greece between the bulk carrier Kiveli while underway from Morocco to Bulgaria laden with 36,100t of Khouribga rock phosphate and another bulk carrier Afina I also laden, with 12,069t of hot briquetted iron on passage from Russia to Spain.
A LOF was agreed with Tsavliris and a fleet of tugs assembled along with associated equipment and divers. Kiveli’s bow was embedded into the port side of Afina I forward of the accommodation and as common in such situations the two ships were not immediately separated. The following day the two vessels, still in the locked position were moved by tugs to Vatika Island, Elafonisos where they were separated without any environmental impact. Six weeks of salvage work followed including during spells of bad weather involving moving the vessels within the anchorage, diving operations, offloading of
TUG OPERATIONS IN ICE
Such tugs break ice with their acceleration, weight, hull shape and power, their proven spoon-shape bow and round bilge hull form developed following extensive model testing. RAL explains further: “This hull shape merges into a modern ship-docking style bow, providing low fender contact pressures for shiphandling duties.” Ice-knives under the stern prevent large ice blocks contacting the propulsion units, the hull shape allowing dynamic clearing of a channel with a width twice the tug’s beam. More specifically the design has to be capable of ice breaking, ice management and channel clearing with covered foredeck winches and heated decks combating the elements.
The range varies from 19m to 36m in length with single-screw to Z-drive options and bollard pulls between 6t and 100t, RAL stating
8 The TundRA class tug is built to cope with and
manage ice conditions
that the slightly less efficient open water performance resultant from a design optimised for the most onerous ice performance criteria can be minimised by using diesel mechanical electric hybrid power configurations designed to match the operational profile accompanied by the usual emissions and maintenance gains with such choices.
The recent deliveries of the TundRA marques mentioned above and reported in this column recently are the 65tbp Svitzer Edda and Svitzer Embla TundRA 3000 versions built by Eregli Gemi for Svitzer’s Scandinavian operations and the slightly larger Sanmar-built 3200 variants Selene and a second reportedly to carry the name Helios for Finland’s Alfons Håkans.
TSAVLIRIS SALVAGE IN ACTION
Credit: Tsavliris
8 Activities for Tsavliris include responding to a
collision between two loaded bulkers
cargo and vessel towage to Piraeus.
When the 76,619dwt bulk carrier Navios Sun became disabled in ballast condition SE of Kuril Islands, Asia, Tsavliris mobilised the 132tbp tug Koyo Maru to assist along with three salvage personnel. Within two days a towing connection was established but the passage to a safe port was hampered by spells of bad weather along with a fishing net entangled in the towing wire. With the assistance of local tugs, Navios Sun was safely berthed at Fujian Huadong Shipyard, China three weeks after the initial breakdown.
A calmer operation for Tsavliris saw the tug
Six weeks of salvage work followed including during spells of bad weather involving moving the vessels within the anchorage, diving operations, offloading of cargo and vessel towage to Piraeus
AH Liguria tasked from Malta to assist the MV Solstice N immobilised in Genoa, Italy with rudder problems, the ship was safely delivered to Piraeus Roads. An unusual call for assistance resulted when the bulk carrier Master reportedly ran low on fuel due to bad weather during a westbound transpacific crossing. Koyo Maru was again tasked and after escorting the vessel towards Muroran, Japan established a towing connection when it did run of fuel. The operation was completed when Koyo Maru delivered the bulker to Muroran anchorage to replenish its bunkers.
8 Dutch Marine Contractors (DMC) has been
selected by HST Marine to handle the commercial management of its newbuild Multi Cat due later this year.
The Damen Multi Cat 2309, reportedly to be named HST Hazel is currently under construction at the Damen Shipyards facility at Kozle in Poland with delivery scheduled for Q4 2021. DMC state the cooperation with HST Marine will strengthen the position of both companies in the workboat and offshore market, providing the opportunity to increase its client base and service level. Hinting at further ambitions DMC adds that this agreement underlines its joint ambition to build further on this cooperation.
8 Tug and workboat operator Seacontractors
has announced an expansion in its global presence with the establishment of a new operation in Australia.
Seacontractors has offices in Dubai and Mozambique and the Middelburg, Netherlands-based company plans to serve current and new clients in the region and reports ‘to get the dynamics right, we have teamed up with experienced professionals in Darwin, Australia with extensive knowledge of
Credit: HST Marine - Damen
8 Dutch Marine Contractors will manage HST Hazel when delivered later this year
the maritime industry specialised in the Australian market.’ Seacontractors’ current fleet disposition indicates an already global presence with its vessels operating in northern Europe, the Mediterranean, the Persian Gulf and Taiwan.
8 More expansion to report this time from
Greece sees Athens-based Five Oceans Salvage teaming up with Piraeus-based Antipollution SA.
This expansion of capabilities for Five Oceans will provide ‘high standard’ pollution response, abatement and clean-up services at short notice globally during salvage operations. Antipollution SA will have a team of experts and specialised equipment on standby 24/7 on Five Oceans instructions for services including the provision of reception and treatment facilities for ship-generated waste, cargo residues and other pollutants resultant of marine casualties.
8 Towage service provider Svitzer has
changed the name of its Argentine operation from Madero Amarres S.A. to Svitzer Argentina S.A.U.
The name change is intended to ‘solidify and strengthen’ its position in Argentina and to further integrate the Svitzer brand name. It follows the recent securing of a four-year contract with Oiltanking which sees the 2010, Chinese-built, 60tbp tug Svitzer Honour attending and servicing the Oiltanking Ebytem SA mono-buoys Punta Ancla and Punta Aigüeña in Puerto Rosales. The terminal provides two single points of mooring for crude oil movements at a depth of approximately 18m.
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