2nd Quarter 2019
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Contents 2nd Quarter 2019 volume 6 issue 2
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16
Regulars
5 COMMENT 6 ORDERBOOK ANALYSIS 8 CONTRACTS AND COMPLETIONS
Newbuild profile
11 Powerful tug is introduced for Mediterranean escort duties 12 Ice-breaking tugs allow year-round inland towage 14 Lima enhances Peruvian towage capabilities
20
Operator profile
16 Kotug plans international growth and innovations 19 Investment in remote control and drone technology
Special focus: Northern Europe
20 European tugboat owners have political, operational, commercial and technical challenges ahead 22 Svitzer tackles the European towage challenges by keeping high fleet utilisation
Terminal operations
28
25 Alfons HĂĽkans orders a pair of ice-breaking tugs for northern Baltic ship escort and ice management 26 A Port of Cork harbour master explains the terminal tug requirements and procedures
Propulsion
28 Tug operators appreciate the adaptability of hybrid propulsion configurations 29 MOL takes delivery of dual-fuel tug 30 Longer engine life boosts retrofit case for US workboats
OEM technology
50
32 Research demonstrates significant operating cost and maintenance savings for tugboat owners
Salvage operations
34 How salvors manage container ship fires and disposal 36 Salvors save 3.2M tonnes of pollutants through their swift actions
Navigation and communications
39 New generation of radar can detect smaller navigation hazards 40 Integrated bridge systems upgrades and high definition displays 42 4G wireless connectivity keeps costs down for tug communications
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Tug Technology & Business | 2nd Quarter 2019
Contents 2nd Quarter 2019 volume 6 issue 2
North America
44 Fleets of tugs are being built to EPA Tier 4 emissions requirements and with higher bollard pull for US terminals
Fire-fighting & pollution control
46 How remote control technology aids FiFi and pollution control 47 Yards see increased demand for FiFi1 vessels; a FiFi classification guide
Fenders
48 More independent laboratories are needed to verify fender performance and quality for tug owners 49 Designers select tug fender types and shapes
Autonomous and digital
50 Singapore becomes a hub for autonomous, remote control and smart tug technology testing 51 PSA Marine is at the forefront of intelligent tug technology 52 Tug and port connectivity improves situational awareness
Next issue
Main features: special focus – Middle East and Mediterranean; propulsion – thrusters & propellers; harbour towage; automation & control systems; training & simulation; deck machinery
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Editor: Martyn Wingrove t: +44 20 8370 1736 e: martyn.wingrove@rivieramm.com Brand Manager: Indrit Kruja t: +44 20 8370 7792 e: indrit.kruja@rivieramm.com Head of Sales – Asia: Kym Tan t: +65 6809 1278 e: kym.tan@rivieramm.com Sales – Asia & Middle East: Rigzin Angdu t: +65 6809 3198 e: rigzin.angdu@rivieramm.com Sales – Australasia: Kaara Barbour t: +61 414 436 808 e: kaara.barbour@rivieramm.com Creative Manager: Ram Mahbubani t: +44 20 8370 7010 e: ram.mahbubani@rivieramm.com Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Head of Content: Edwin Lampert Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK
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COMMENT | 5
Lessons I learnt from a day with a tug crew
B Martyn Wingrove, Editor
IT WAS AN EXHILARATING EXPERIENCE AND DEMONSTRATED THE SKILLS THAT TUG CREWS NEED”
ritish Tugowners Association (BTA) chairman Nick Dorman recommended that shipping company executives should spend a day with a tug crew to gain a better understanding of the safety issues these seafarers face. So, I took his advice and witnessed a towage and berthing job on a tug on the Thames, near London, UK. Thanks to the welcoming people at Svitzer ’s facilities in Gravesend, I followed the activities of a tugboat crew for a day, on 1 May. I watched highly experienced and welltrained seafarers on 2003-built, azimuthing tractor tug Svitzer Brunel tow a 2015-built Grimaldi roro and container carrying vessel and berth it at a dock near Tilbury, Essex. I certainly gained a greater understanding of the safety risks and challenges the master, chief engineer and senior officer encounter on a regular basis. They demonstrated how ready they were to react swiftly to any situation they encountered, including while interacting with the crew of the assisted ship. During this experience, I was told how seafarers on assisted ships do not always follow advice on how to transfer a heaving line from the vessel to the tug. It is one of Svitzer’s main safety messages to all shipowners. Crews should use a recommended coloured weight on a heaving line to ensure it is transferred from the ship to the deck of the tug, where a deck hand will tie it to the towing line. This line is then heaved up to the ship ready for the tow. However, tug crews worldwide face different types of sometimes dangerous weights that are flung at the crew putting seafarers on the tug’s deck in danger of a serious accident. As an analogy, it would be like a person throwing a padlock off a fivestory building at a person below.
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Or crew will throw a heaving line without any weight on it, which means the tug needs to stay in the controlled position just metres from the ship’s bow for longer than necessary, increasing the risk of a collision. I witnessed this activity as the master controlled Svitzer Brunel not more than a few metres from the bulbous bow of Grimaldi’s roro Grande Cotonou before towing it to its Tilbury berth. It towed the roro ship with the assistance of 2003-built tug Svitzer Bootle positioned on the aft of the ship. Following this tow, 60-tonne bollard pull Svitzer Brunel manoeuvred around the assisted ship to gently push the roro to its berth. It was an exhilarating experience and demonstrated the skills that tug crews need. There were good communications between the masters on Svitzer Brunel, Svitzer Bootle and the pilot on 71,543 gt Grande Cotonou, which ensured the tow and docking went smoothly. But this is not always the case in ports worldwide. It was highlighted as a safety issue during April’s BTA conference in Liverpool, UK. Another safety issue is preventing slips, trips and falls. This is a continuous key focus area to Svitzer and was emphasised at the company’s annual safety seminars. One solution is having standardised deck coverings that reduce the risk and severity of injuries if there is a fall. Keeping a tidy deck, such as the one on Svitzer Brunel, will also reduce the risk. Spending a day with a tug crew definitely gave me a wider understanding of the operations and challenges these seafarers face and the experience they rely on. Shipping executives would gain a better understanding if they did the same. Perhaps that should become a mandatory expectation of any executive’s role in the future. TTB
Tug Technology & Business | 2nd Quarter 2019
6 | ORDERBOOK ANALYSIS
Starting-gun fired on tug newbuilding campaigns Large fleet construction contracts in China, Ukraine, the Middle East and for Australian projects boost the global tug newbuilding orderbook
T
ug newbuilding contracting and construction was dominated in the first four months of this year by orders for multiple vessels. Shipyards in the Middle East and Asia were contracted to build fleets of tugboats and workboats between January-April 2019 as owners secured port service licences and project concessions. The largest contract by the number of vessels ordered was awarded by COSCO Shipping Bulk Transportation. This Chinese group requires 11 pusher vessels from Jiangsu Zhenjiang Shipyard to support a bauxite mine project in Guinea. These tugs will each have 2,685 kW of power for pushing full and empty barges along rivers in Guinea, which has the world’s largest bauxite reserves. Constructing these pusher vessels is part of China’s One Belt One Road initiative, said COSCO Shipping. Zhenjiang Shipyard started constructing the first seven of these pusher tugs in March this year after holding a steel-cutting ceremony in the shipyard. Zhenjiang Shipyard was also the recipient of another tug fleet order in April. Chinese tug operator Liaoning Longyun Shunze Tug contracted the yard to construct a fleet of azimuth stern drive (ASD) tugs. Each of these tugs will have maximum power of 4,475 kW once completed, which is expected in 2020. Construction of these four ASD tugboats began with a steel-cutting ceremony at Zhenjiang Shipyard on 19 April.
Tug Technology & Business | 2nd Quarter 2019
Sanmar is building Bogacay series tugs for European and Middle East owners
Liaoning Longyun Shunze is responsible for assisting vessels entering and leaving berths of Liaoning Haihang Industry Co, which is wholly owned by Liaoning Baolai Corp. These four ASD tugs will be used for escorting, pushing and towing ships and berthing operations. Zhenjiang Shipyard was also building tugs for domestic operators, including Guangxi Beibuwan Port Tugboat Co, Shanghai Dayu Shipping, Baoshan Iron & Steel Co and Caofeidian Tugging Services Co, in Q1 2019. On the other side of Asia, Ukrainian tugboat operator, builder and commodities shipping group Nibulon announced plans to boost its fleet with new tugs and non-self-propelled barges to 100 vessels overall. It intends to construct new fleets of
harbour tugs and pusher tugs in its own shipyard as it increases operations in Ukraine. Nibulon also intends to build non-self-propelled vessels of 10,000 tonnes, non-self-propelled vessels of open type, inshore boats and a nonself-propelled oil tanker. Construction on these vessels and tugs is expected to start in May this year. Nibulon has finished three out of four POSS-115 project tugs and is building a self-propelled P-140 floating crane in its shipyard. Two POSS-115 tugs are already in service, while the third, Nibulon 10, completed sea trials in late April. A fourth vessel was being outfitted ready for delivery in Q2 2019. Svitzer contracted Sanmar Shipyards to construct five ASD tugs for its operations in Oman in Q1 2019. These were ordered after Svitzer
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ORDERBOOK ANALYSIS | 7
secured a 15-year extension to its contract to provide marine services to Sohar Industrial Port Co. To meet this requirement, Svitzer ordered three of Sanmar’s Bigacay-class tugs and two Sirapinar-class vessels. Bigacay vessels are based on Robert Allan’s RAstar 2900 SX design and will have 80 tonnes of bollard pull. The Sirapinar-class tugs will be based on RAmparts 2200 design with 50 tonnes of bollard pull. As of 15 April, Sanmar had an orderbook of 16 tugboats. These are: • Five terminal tugs for Svitzer Sohar Oman. • Two icebreakers for Alfons Håkans. • Two tractor tugs for Bukser og Berging. • Two ASD tugs for Orkney Islands. • Two ASD tugs for UK operators (Ineos and Targe Towing). • Two tugs for Italian operators (Rimorchiatori Riuniti and Rimorchiatori Napoletani). • One ASD tug for PKL Flote. Svitzer was in the market for two tug newbuildings for Egyptian operations after signing a 10-year agreement with the Suez Canal Port Authority on 28 March. It requires ASD tugs with 70 tonnes of bollard pull to assist ships for terminal operations in Port Said and in the Suez Canal. These will boost
Svitzer’s fleet in Egypt to nine vessels, including four other ASD tugs. These newbuildings will need to be completed swiftly as the Suez Canal contract commences in July this year. Elsewhere in Turkey, Uzmar secured a contract in March to build a 60-m multipurpose towage and oil spill recovery vessel for Kuwait Oil Co. This will be an ASD-type vessel, equipped for towing, area surveillance, offshore fire-fighting, logistics support duties and search and rescue around Kuwait. TOR Group in Turkey is building three ship-docking tugs for the Ghana Ports and Harbour Authority for delivery by the end of this year. These were ordered, each with a pair of Cummins QSK 95 engines, to support increasing volumes of shipping traffic in the west African nation. These ASD tugs are being built to a RAstar 3300 design and Bureau Veritas class, with bollard pull of 80 tonnes and speeds up to 13 knots. Med Marine in Turkey secured a contract from Briggs Marine and Environmental Services for a linehandling vessel for operations in the Humber Estuary, UK. This 14 m vessel is scheduled for delivery in October 2019. Svitzer also ordered a fleet of tugs from Singapore-headquartered ASL Shipyard in March, according
TUG ORDERS TO 30 APRIL 2019
to BRL Shipping Consultants. These will be built with a pair of Caterpillar medium-speed 3516C main engines, each developing 2,584 kW of power, for Svitzer Australasia’s operations in Port of Geraldton, Australia. These 30 m and 499 gt tugs will be built for delivery in May-July 2020. Svitzer ordered these tugs after securing a five-year extension to a towage services licence from Mid West Ports. In Vietnam, shipyards are constructing six Rotortugs for Pilbara Marine’s towage requirements in Port Headland. It is also building three 499 gt tugs for Fortescue Metals Group for deliveries in Q2 2019. In the United Arab Emirates, Drydocks World Dubai shipyard secured an order in Q1 2019 for a 27 m harbour tug from P&O Reyser. This asymmetric tractor tug will be built to a Cintranaval design for supporting ship operations in the Port of Barcelona, Spain, from June 2020. In North America, Gunderson Marine gained a contract from Overseas Shipholding Group for two articulated tug-barge units for delivery in 2020. Washburn & Doughty secured an order from McAllister Towage for an ASD coastal towage and escort tug. This will have a pair of Caterpillar 3516 Tier 4 engines and Schottel SRP 490 rudder propellers. TTB
• 25 harbour tugs • 2 ATBs • 1 salvage tug • 28 in total
ORDERBOOK ON 30 APRIL 2019 • 236 harbour tugs
• 12 tractor tugs • 9 ATBs • 9 conventional tugs • 4 pusher tugs • 6 salvage tugs 276 in total
Source: BRL Shipping Consultants
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Tug Technology & Business | 2nd Quarter 2019
8 | CONTRACTS AND COMPLETIONS
Rising port services’ demand drives 2019 tugboat deliveries Turkish and east Asian shipyards dominate tugboat deliveries
Uzmar built Svitzer Redhead for Svitzer’s port operations in Australia
T
urkish and Chinese shipyards supplied a large slice of the tug newbuildings during the first four months of 2019. These deliveries were for owners enhancing their towage capabilities to meet port towage requirements worldwide. In Turkey, shipyards are producing tugboats for domestic operators and for export markets. One of Sanmar Shipyards’ latest deliveries was a 24 m azimuth stern drive (ASD) tug for Marintug. This vessel was built to ABS-class and a Robert Allan RAmparts 2400SX design as part of Sanmar’s Bogacay series with 60 tonnes of bollard pull,to provide towage services in Tekirdağ Ceyport harbour. The Turkish Directorate General of Coastal Safety received two tugs with 75 tonnes of bollard pull from Yutek in March and April. These were built at a shipyard in Ereğli to provide emergency response in the Bosphorus Strait. During Q1 2019, Med Marine sold two of its Robert Allandesigned tugs to Yılport Holdings subsidiary, Gemport. Med XXVI, a 23 m ASD tug, was renamed Uludağ Y and Altıntel M, an 18 m harbour tug, was renamed İznik Y following their sale. For operators outside Turkey, Med Marine delivered 32 m ASD tug Caño Cristales to Coltugs for port services in Colombia. The shipyard also completed 30 m, ASD escort tug Vittoriosa for Rimorchiatori Riuniti group subsidiary Tug Malta, in April, at its Ereğli Shipyard. Uzmar Shipyard supplied two 32 m escort tugs to Svitzer’s
Tug Technology & Business | 2nd Quarter 2019
services in Australia. Svitzer Redhead, with 80 tonnes of bollard pull, will be deployed in Port Kembla and 85-tonne bollard pull Svitzer Ruby in Fremantle. These RAstar 3200 design tugs have LNG operational protection packages and a rear winch for over the stern towing operations. Also in Australia, Svitzer intends to mobilise three tug newbuildings to the Port of Geraldton as part of a licence for towage services with Mid West Ports, which was extended in Q1 2019 for another five years. Svitzer also added two 32 m tugs in Brazil at the start of this year. Svitzer Elias D and Svitzer Joaquim R were deployed in Vittoria after construction in the Detroit shipyard in 2018. This is part of a second phase of growth for Svitzer in Brazil, where it operates 14 other tugs.
Chinese deliveries
In China, Jiangsu Zhenjiang Shipyard continued its impressive run of building tugs for domestic operators. It gained orders during Q1 2019 for a series of harbour and pusher tugs to keep its construction capacity and yard utilisation high. As new orders came in, tugs were launched and delivered. On 18 April, Zhenjiang Shipyard delivered an ASD tugboat to Baoshan Iron & Steel Co. Bao Gang Tuo 19 has 3,236 kW of propulsion power: more than the 2,660 kW of towing tug Cao Port 28, launched in April for Caofeidian Tugging Services Co. Zhenjiang Shipyard successfully launched two ASD
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CONTRACTS AND COMPLETIONS | 9
towing tugs for another Chinese port vessel operator on 8 March. It completed the hulls of Xin Beibuwangang 5 and Xin Beibuwangang 6 for Guangxi Beibuwan Port Tugboat Co. These are scheduled to be delivered, each with total power of 3,824 kW, in Q2 2019. Zhenjiang Shipyard delivered Hu Tuo 8, with two 1,471 kW engines, to Shanghai Dayu Shipping for operations in the Yangtze River in February. Rival Chinese shipyard Jiangsu Wuxi Shipyard built shipassist tug Lima for Peruvian operator Tramarsa in Q1 2019. This 24.4 m tug was built to a Robert Allan RAmparts 2400W design and ABS class with 77 tonnes of bollard pull and a top speed of 13 knots. In Japan, a Kowa shipyard in Kobe delivered harbour tug Dolphin 26 to Adani Vizhinjam Port (AVPPL) in India. This is the first of four tugs ordered to Indian Register of Shippingclass by AVPPL after it secured a long-term concession agreement to provide harbour services in Vizhinjam. In India, Hindustan Shipyard in Visakhaptnam completed 10-tonne bollard pull tug, Bahadur, for the Indian Navy in March. In Russia, the Federal Marine and River Transport Agency, Rosmorrechflot, gained technical acceptance of Bakhtemir. This is the first of four multipurpose salvage tugs being built by Big Port St Petersburg for emergency response, fire-fighting, oil spill response, assisting distressed ships and oilfield standby duties. In January, Fortuna joined Rosmoport’s fleet after delivery by Onezhsky Shipbuilding.
European operators add new tugboats
Damen Shipyards has delivered tugs to the Netherlands and UK-based operators. It sold an azimuth stern drive (ASD) tug to EMAR Offshore Services for its harbour operations and project towage fleet. E-Two was built to an ASD 2811 design with a modular marine NOx reduction system and the Damen digital platform for performance monitoring. Its first job was to tow new 75 m E-Barge 1 from China to the Middle East, where both will be based in the long term. Damen also sold an ASD 2411 tug to UK-headquartered SMS Towage in March. Manxman boosted SMS’ Humber fleet to 10 tugs, where the company services Associated British Ports’ facilities and terminals. SMS managing director Gareth Escreet told Tug Technology & Business this investment was required after it took over operations at another key port in the area. In the Netherlands, Neptune Marine completed multipurpose tug Nora B for Zumaia Offshore. This is a dieselelectric hybrid tug built to a Eurotug 3515 design. Boluda Corporación Marítima expanded its fleet in the Canary Islands to 19 vessels due to rising demand for its towage and salvage operations. Azimuth tractor tug VB Tamaran joined the fleet in Las Palmas, Gran Canaria, in March. This 29.5 m tug has 77 tonnes of bollard pull, oil recovery systems and fire-fighting capabilities. TTB
TUG DELIVERIES Q1 2019 (OUTSIDE NORTH AMERICA) tug name
owner
delivery
type
builder
country of operation
Binzhou Port Group Co
January
Harbour
Jiangsu Zhenjiang
China
Fortuna
Rosmoport
January
Harbour
Onezhsky Shipbuilding
Russia
Hinewai
PrimePort Timaru
January
Harbour
Cheoy Lee
New Zealand
Svitzer Elias D
Svitzer
January
Harbour
Detroit
Brazil
Svitzer Joaquim R
Svitzer
January
Harbour
Detroit
Brazil
Shanghai Dayu
February
Harbour
Jiangsu Zhenjiang
China
Nibulon
February
Inland Towage
Nibulon
Ukraine
Indian Navy
March
Naval
Hindustan Shipyard
India
Coltugs
March
Harbour
Med Marine
Colombia
Caofeidian Tugging Services
March
Harbour
Jiangsu Zhenjiang
China
Adani Vizhinjam Port
March
Harbour
MS Kowa Japan
India
EMAR Offshore
March
Multipurpose
Damen
UAE
Ishin
Mitsui Nihon Tugboat
March
Inland Towage
Kanagawa Dockyard
Japan
Lima
Tramarsa
March
Harbour
Jiangsu Wuxi
Peru
Svitzer Redhead
Svitzer
March
Escort
Uzmar
Australia
Svitzer Ruby
Svitzer
March
Escort
Uzmar
Australia
Turkish DG of Coastal Safety
March
Emergency
Yutek
Turkey
Boluda
March
Escort
Piriou
Canary Islands
Bingang Towing 8
Hu Tuo 8 Nibulon-8 Bahadur Caño Cristales Cao Port 27 Dolphin 26 E-Two
TDGCS 1 VB Tamaran
Source: Tug Technology & Business/various news sites
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Tug Technology & Business | 2nd Quarter 2019
10
NEWBUILD PROFILE | 11
Powerful tug ready for Mediterranean escort duties Completed escort tug Vittoriosa will boost ship manoeuvring capabilities in a key Mediterranean port
S
hipping will get a manoeuvring boost in a strategically important port in the Mediterranean Sea in Q2 2019 when an escort tug newbuilding is delivered to a regional tug-owning powerhouse. Med Marine’s shipyard in Turkey has completed one of the most powerful tugs to be brought into service in the Mediterranean Sea. It has built Vittoriosa at its Ereğli Shipyard in Turkey for Rimorchiatori Riuniti group subsidiary Tug Malta. Vittoriosa will be used for handling, escorting and manoeuvring ships using Maltese ports from early May. This azimuth stern drive (ASD) tug was launched from Med Marine’s shipyard on 30 January 2019. It was then fully outfitted and commissioned, and completed sea trials in early April, ready for delivery at the end of that month. Med Marine built Vittoriosa to a wide Robert Allan design and to RINA class. It is a RAstar 3000-W design tug with an overall length of 30 m, a beam of 13.3 m and hull depth of 5.45 m. During sea trials, Vittoriosa achieved a bollard pull of up to 80 tonnes and a free sailing speed of 13.0 knots. The hullform
VITTORIOSA PARTICULARS Type
Escort/ship-handling
Owner
Tug Malta
Shipbuilder
Med Marine
Designer
Robert Allan
Design
RAstar 3000-W
Bollard pull
80 tonnes
Length, oa
30 m
Breadth, oa
13.3 m
Hull depth
5.45 m
Maximum speed
13 knots
Classification
RINA
Main engines
2 x MTU 16V 4000M65L
Power rating Propulsion
2 x 2,560 kW 2 x Rolls-Royce US255 P30 FP
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Vittoriosa has 80 tonnes of bollard pull and top speed of 13 knots
was designed for high seakeeping performance. The wider beam, compared to 11-12 m of other tug designs, improves its stability during escort and port operations. Vittoriosa’s engineroom systems and deck machinery were designed for enhanced escort towing. This ASD tug has twin MTU 4000 series M65L engines with 16 valves, each developing a power output of 2,560 kW. These drive two Rolls-Royce US 255 P30 fixed pitch thrusters with 280 cm diameter and carbon fibre shafts. Rolls-Royce has also supplied the heavy-duty escort towing winch and mooring capstan, while Data Hidrolik is supplying the electric-driven capstan and towing hook. Vittoriosa is classed for unrestricted navigation and for crew comfort. Its tanks will hold 203.4 m3 of fuel oil and 18.4 m3 of fresh water. Vittoriosa has accommodation for eight crew members and the ability to conduct inland water surveys. It has been equipped to provide emergency response and salvage operations. Vittoriosa has a FiFi1 fire-fighting system. Also in Q1, Med Marine sold escort-rated ASD tug Caño Cristales to Colombian towage and salvage company, Coltugs. This was built in 2018 for Med Marine’s own fleet to a Robert Allan Ramparts 3200 design and RINA class as an escort and salvage vessel. It left Turkey en route to Colombia on 24 March. Caño Cristales is a 32 m tug, RAmparts 3200-design tug with a bollard pull of 75 tonnes and free sailing speed of 12 knots. Inside the engineroom is a pair of CAT 3516C D-rated diesel engines that develop a total output of 4,200 kW and two Caterpillar CAT C9 gensets and one CAT C4.4 harbour generator. ASD propulsion comes from two Schottel SRP1515 azimuthing thrusters with controllable pitch propellers of 260 cm diameter. THR Marine supplied the electric-driven, frequency controlled, escort winch with an integrated anchor windlass. TTB
Tug Technology & Business | 2nd Quarter 2019
12 | NEWBUILD PROFILE
Ice-breaking tugs allow yearround inland towage T3500 tugs have been built in Ukraine for ice breaking and towing non-selfpropelled vessels along the Dnipro River and the Buh-Dnipro-Lyman Canal
N
ew T3500 ice-breaking tugs enable commodities on Ukraine’s inland waterways to be transported year-round. Ukrainian industrial and shipping group Nibulon built two of these tugs at its shipyard in 2018 and brought them into service during Q1 2019. They were designed by the Asaba Design Centre and built to comply with KM Register ’s Ice4 R2 and AUT1 tug requirements. Nibulon operates the icebreakers to transport non-self-propelled vessels with a displacement of 50,000-70,000 tonnes, in caravans of two to four units
in all conditions. T3500 tugs can break ice up to 60 cm thick while escorting these caravans and they are also used for manoeuvring vessels at docks and terminals in Ukraine. The 30.1 m tugs have fire-fighting systems of FiFi1 with two monitors for emergency response. Their propulsion gives these tugs a top speed of 13 knots and high manoeuvrability. Rolls-Royce supplied the main engines and propulsors including a pair of MTU 4000 series M53 diesel engines with 12 cylinders in a V formation that develop 1,380 kW
A T3500 series tug is equipped with Fluidmecanica-supplied towage and lifting machinery in Ukraine (source: Dmitro Udovitsky)
Tug Technology & Business | 2nd Quarter 2019
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NEWBUILD PROFILE | 13
T3500 PARTICULARS Type
Icebreaker/inland towage
Owner/builder
Nibulon
Icebreaking
up to 60 cm thick ice
Designer
Asaba Design Centre
Length oa
30.1 m
Width
11.4 m
Draught
3.4 m
Speed
13 knots
Main engines Propulsors
2 x MTU 12 V4000 M53 2 x Rolls-Royce US 205 Z-drives
Crew
11
of power at 1,800 rpm. They were designed for 30,000 working hours without requiring repairs or overhaul, even when operating in winter conditions. These engines drive two Rolls-Royce US 205 controllable-pitch Z-drives with ring nozzles with an input power of 1,500 kW and nominal speed of rotation of 407 rpm, managed by an Aquapilot control system. In the engineroom there is a D9MG auxiliary diesel generator and a D5MG emergency generator, supplied by Volvo-Penta. These produce electricity to power onboard systems and deck machinery. Fluidmecanica-supplied winches, tow hooks and a crane on the T3500 tugs including a feed hydraulic winch with a nominal drag force on the cable drum of 150 kN with 700 m of cable. Machinery also includes an HLM-250-2S hydraulic crane with 3.4 tonnes capacity and an 8.3 m maximum radius of operation. Fluidmecanica supplied a hydraulic anchor-tow winch with a drag force on the cable drum of 100 kN and drag force on the chain drum of 27 kN with capacity to hold 150 m of cable. The FiFi systems were supplied by Fire Fighting Systems and have a capacity of 375 m 3/hr for supplying water up to 100 m to extinguish fire on other vessels and onshore. These T3500 tugboats were the first ships built after a large-scale reconstruction of Nibulon’s shipyard in 2017-2018. Since their delivery, Nibulon has built four POSS-115 series tugs for escorting non-self-propelled vessels along the Dnipro River and the Buh-Dnipro-Lyman Canal. The first of this series, Nibulon-8, was tested and completed in February 2019. Three others were under construction in Q1 and Q2 2019. The fourth of these tugs, Nibulon-11, was launched in March 2019. Their main engines, supplied by Mitsubishi, have a total power capacity of 1,880 kW. They produce a top speed of 11 knots by driving Rolls-Roycesupplied rudder-propellers. TTB
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A T3500 tug is docked after completion in Ukraine (top) It has the latest navigation electronics and propulsion controls in the wheelhouse (middle) and radio systems (bottom)
Tug Technology & Business | 2nd Quarter 2019
14 | NEWBUILD PROFILE
Lima enhances Peruvian towage capabilities Operator Tramarsa has taken delivery of a new Chinese-built harbour and towage tug
P
eruvian operator Tramarsa has enhanced its capacity for berthing and manoeuvring ships with a new harbour tug in Peru. Ship-assist tug Lima was built by Jiangsu Wuxi Shipyard in China to a Robert Allan RAmparts 2400 W design. This 24 m tug joins sister vessels Chincha and Tupaq which were delivered by the same builder in 2016. Lima was built to ABS class with an overall length of 24.4 m, moulded beam of 11.25 m and maximum draught of 5.95 m. It has a bollard pull of 77 tonnes and a free running speed ahead of 13 knots. This comes from propulsion including a pair of Caterpillar 3516C diesel engines, each able to generate 2,240 kW of power at 1,800 rpm, driving two Schottel SRP 490 fixed pitch rudderpropeller Z-drives with 280-cm diameter propellers. Lima is fitted with a fire-fighting FiFi1 system with a 2,760 m3/hr capacity FFS pump driven by the port main engine’s front-end power take-off
via a gearbox and clutch. The electrical plant consists of two Caterpillar diesel generator sets, each with a power output of 76 kW. It has ship-handling protection around the vessel. At the bow, this consists of a tier of cylindrical fenders at the forecastle deck level, with 900 mm outer diameter and 500 mm inside diameter, and W-block fenders, measuring 480 mm x 300 mm, below the main deck level. There are W-block fenders at the stern and D-fenders, of 300 mm wide and 300 mm deep along the sheer lines of the main deck. The deck machinery comprises a W-Rig hydraulic hawser winch and windlass on the bow spooled with two 110-m lines on each drum. There is a towing hook and a knuckle-boom deck crane on the aft deck. Lima can carry 107 m3 of fuel and 25 3 m of fresh water. It has accommodation for up to 10 people. This includes cabins for the master and the chief engineer on the main deck with two four-man cabins and a utility area on the lower accommodation deck.
Operator profile
Lima was built by Jiangsu Wuxi Shipyard in China with 77 tonnes of bollard pull
Tug Technology & Business | 2nd Quarter 2019
Tramarsa provides pilotage, towage, cargo operations, ship agency and other maritime services. It operates a liquids terminal and a container terminal, plus it handles maritime logistics and operates launches in Peru. Tramarsa operates the largest tugboat fleet in Peru and deploys it along the coast for mooring and deepsea towage. This includes 2016-built, 24-m tug sister vessels Chincha and Tupaq, with 77 tonnes of bollard pull, 2015-built azimuth stern drive (ASD) tug Pomac and 2013-built
LIMA PARTICULARS Type
Harbour
Owner
Tramarsa
Builder
Jiangsu Wuxi Shipyard
Design
Robert Allan RAmparts 2400W
Class
ABS
Length, oa Beam, moulded Maximum draught Speed Bollard
24 m 11.25 m 5.95 13 knots 77 tonnes
Fuel capacity
107 m3
Fresh water
25 m3
Engine Propulsion
2 x Caterpillar 3516C 2 x Schottel SRP 490 FP
ASD Marcahuasi, both with 72 tonnes of bollard pull. In 2011, Tramarsa took delivery of three ASD tugs – Vichama, Pakatnamu and Naylamp – each with 57.3 tonnes of bollard pull. This is similar to 2009-built ASD tug, Pisac. The rest of the fleet includes three azimuthal-propulsion vessels and one conventional vessel, delivered between 2000-2005 with bollard pulls of 32-52 tonnes. There are also five conventional-propulsion tugs and one azimuthal vessel built between 1981-1984, which have bollard pulls ranging 13-34 tonnes. TTB
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16 | OPERATOR PROFILE
Kotug plans international growth and innovations Kotug International chief executive ArdJan Kooren explains the rationale for selling joint venture Kotug Smit Towage to focus on international operations and investing in future innovations
T
he northwest European harbour towage activities of Kotug International have a long history and, in recent years, the European portfolio underwent structural changes. By partnering with Boskalis’ subsidiary Smit in 2016, Kotug strengthened its presence in 11 ports in four European countries. The integration of businesses led to further growth, synergies and smarter towage operations.
However, in Q1 2019, both Kotug and Smit announced the intention to sell Kotug Smit Towage to Boluda Group and to concentrate on growth outside north European harbour operations. Kotug International chief executive Ard-Jan Kooren explains to Tug Technology & Business the reasons for this sale and the future of Kotug’s operations. “As shareholders we unanimously believed that further consolidation of harbour towage businesses in Europe
A Kotug Rotortug tows a large container ship into a European port
OPERATOR PROFILE | 17
was needed sooner rather than later,” says Mr Kooren. “It was a logical step to ensure the continuity of the business.” Part of the reason was the recent consolidation of shipping lines and how this led to these alliances seeking a single towage service provider in all European ports. “When we set up the joint venture we looked for opportunities to enlarge the portfolio with more European ports, to meet this demand,” says Mr Kooren. “Discussions with Boluda were initiated, but Boluda presented itself as a buyer. We then decided to form a rock-solid combination of companies with a complementary network that could thrive in the years to come.” This deal only relates to harbour towage activities in north European ports, leaving Kotug to concentrate on growing international business and developing towage technology. Kotug retains its head office in Rotterdam and will continue to focus on offshore, harbour and terminal towage operations, chartering and its Maritime Excellence Centre, run by Tug Training & Consultancy. “Kotug in Europe will focus on the spot market in the North Sea in oil, gas decommissioning and renewables,” says Mr Kooren. Outside Europe, it has a large presence in towage, offshore and terminal operations, as Kotug operates tugs in Australia, Malaysia, Brunei, Cameroon, Mozambique, the Bahamas, Russia and Egypt. “There is a strong belief within the company that our innovative concepts will bring economic, technical and environmental benefits to our operations,” says Mr Kooren. This should ensure Kotug retains the service-minded and innovative attitude of its founders. “My father, Ton Kooren, has been a role model for me when it comes to competing by doing things differently,” he explains. In the late 1980s, Kotug assisted vessels in the Netherlands with two Rotortugs instead of four conventional tugs. “This gave us a unique position in Rotterdam,” says Mr Kooren. “The innovative approach is still very much
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Snapshot CV Ard-Jan Kooren
(Kotug International) Ard-Jan Kooren has worked in the family-run company since 1990 after studying at universities in Antwerp, Belgium, and Phoenix, USA. He worked his way up with time as manager for marketing and operations, vice president and commercial director, before becoming the president and chief executive in 2002.
KOTUG OPERATIONS Australia – offshore, chartering, bulk terminal operations Bahamas – port towage Brunei – oil terminal operations Cameroon – oil terminal operations Egypt – oil terminal operations Malaysia – port operations Mozambique – bulk terminal operations Netherlands – Maritime Excellence Center Russia – oil terminal operations North Sea – offshore, renewables, decommissioning
alive in our daily business approach.” In Australia, Kotug operates a fleet of Rotortugs to support Shell’s offshore Prelude project, servicing tankers loaded with LNG from the world’s first floating LNG production project. Kotug won this project by developing and implementing a unique Rotoring method that enhanced safety during operations. “This project illustrates how our approach is valued by clients like Shell, but also by captains who travel to Rotterdam to attend training sessions organised by our Maritime
Excellence Centre,” says Mr Kooren. Also in Australia, Kotug charters out tugboats to mining group BHP to support bulk carrier loadings at Port Hedland. From Q3 2019, Kotug will collaborate with Westug to operate nine Rotortugs servicing Fortescue Metals Group. These tugs are being built by Damen Shipyards at the Song Cam yard in Vietnam, with deliveries commencing from May this year, according to BRL Shipping Consultants. “We have three more Rotortugs operating for Shell Brunei and seven tugs in Malaysia,” says Mr Kooren.
Tug Technology & Business | 2nd Quarter 2019
18 | OPERATOR PROFILE
Kotug also operates two Rotortugs at the SUMED oil tanker terminal in the Red Sea, Egypt. “We are also supporting Vale’s bulk terminal in Mozambique with Rotortugs and we have activities with two Rotortugs at an oil terminal in Limbe, Cameroon,” he says. All of these operations are enhanced by Kotug’s innovation drives, which has delivered manoeuvrability of Rotortugs, hybrid E-Kotugs and zero-emissions heat recycling systems. More recently, Kotug developed digital solutions for cutting fuel consumption and developing remote control technology. “The innovative spirit is something we inherited. In fact, innovation is in Kotug’s DNA,” Mr Kooren explains. Kotug is harnessing OnBoard’s fuel management application on vessels in the fleet to reduce fuel consumption. This application enables tug operators
KOTUG’S INNOVATIONS Hybrid E-Kotug for reduced emissions in port OnBoard Fuel monitoring means 16% fuel savings PortX OptiPort optimises in-port vessel operations Remote control technology for fire-fighting tugs Drones for mooring line connectivity Onboard gas fume detection
to effectively analyse how the tugs perform in any given situation. “This is a great example of how to achieve a reduction of operational costs and the potential environmental benefits through innovation,” says Mr Kooren. “By adopting emissions reductions early we hope to make way for a cleaner maritime industry in the near future.”
He says OnBoard’s application means Kotug could guarantee more than 16% of fuel savings worldwide from continuous monitoring and logging tug performance digitally. Another Kotug project expected to help reduce carbon emissions, is the collaboration with PortX. By using OptiPort software to optimise in-port vessel operations for towing, tug
Fresh Perspectives on Ship Design
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OPERATOR PROFILE | 19
operators will achieve a significant reduction in mobilisation miles and subsequent fuel reductions. “It all comes down to the smarter dispatching of tugs,” Mr Kooren explains. This applies big-data analytics, which seamlessly integrates available data sources, such as port management data, agency information and actual vessel positions. “This integration allows us to provide the most optimal schedule for any given situation in the port,” he explains.
operating the training tug. Kotug also recently patented a procedure for using a drone to connect a towline to an assisted vessel. Mr Smoor thinks this method could drastically improve the safety margin of tug operations. “The ultimate goal is to completely eliminate the need for tug operators to manoeuvre the tug close to the fore section of the assisted vessel, which is a potentially
dangerous area,” Mr Smoor says. Instead of crew members on the tug catching the heaving line of the assisted ship, which could be dangerous to a tug crew, a drone is used to deliver a messenger line from the tug to a predetermined location on the assisted vessel. This will allow the tug to safely sail beside the assisted ship and the crew to stay out of harm’s way. TTB
Kotug invests in unmanned vessels and drones
Kotug International’s management can see the benefits of using unmanned surface and aerial units for tug operations. In 2018, Kotug demonstrated the ability to control 16-m training Rotortug, Borkum, in the Netherlands, using a 360˚ bridge simulator in Marseille, France, as a remote-control hub. “The purpose of this project is to gain knowledge in creating situational awareness on a remote bridge,” says Kotug manager for fleet performance and innovation Koos Smoor. “Development and testing are ongoing with our focus on being able to remotely control a fire-fighting tug.” Kotug uses real-time sensor technology to monitor the position and surroundings, which provides the remote-control captain with the situational awareness needed for safely
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20 | SPECIAL FOCUS Northern Europe
Tug operators face challenges on several fronts European tugboat owners have political, operational, commercial and technical challenges ahead Tugs manoeuvre a tanker in Antwerp, Belgium, where competition is high for towage services (source: Antwerp Towing)
T
ug owners in northern Europe are tackling challenges in a highly competitive market for harbour towage services that has driven operators to merge into larger organisations that can manoeuvre their fleets to meet demand. On the political side, European tug owners face the potential threat to commercial operations from global shipping alliances and uncertainty over the UK’s planned exit from the European Union (EU). Technical and operational challenges include ensuring available tugs have the right credentials and seafarers for the work they are tasked to deliver. This has changed across the region with the introduction of ultra-large container ships to more ports and the opening of new multimodal terminals, such as London Gateway in the UK, in recent years. These issues were discussed at the British Tugowners Association conference, which was held in April near Liverpool, UK. At this event, tug owners discussed the potential threat to commercial harbour towage from container shipping alliances. These were a driving force in the joint venture Kotug Smit Towage in the last three years. Consolidation in shipping lines is also a key factor in this year’s decision by the venture’s owners, Boskalis and Kotug International, to sell this to rival Boluda group. If this sale is
Tug Technology & Business | 2nd Quarter 2019
completed, Boluda will have large towage interests in ports around the Iberian Peninsula, France, the Benelux countries and the UK. European Tugowners Association (ETA) secretary general Anna Maria Darmanin explained how container shipping lines secured exemption from the EU’s Lisbon Treaty rules that prohibit forming consortia that restrict competition. This block exemption enables shipowners to form consortia for EU economic progress and to share shipping capacity to operate more effectively. Ms Darmanin said this block exemption was reviewed in 2014 and is again under review this year. She said the European Commission intends to complete this review before the EU elections on 23-26 May. The ETA will lobby for guidelines to prevent shipping consortia from jointly negotiating and block-purchasing towage services. However, tug owners worry that more shipping groups will form consortia and jointly negotiate harbour and terminal marine services in the future. Kotug Smit Towage chief executive Rene Raaijmakers thinks if container lines’ alliances are approved for another five years, other shipping sectors, such as car carriers, will seek similar EU rule exemptions. “It is a ticking time bomb in our sector,” he said at the BTA conference. “If block exemption is continued, then alliances
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Northern Europe SPECIAL FOCUS | 21
will dictate terms. There will be implications and independent tug owners will fail,” he said. BTA chairman Nick Dorman said owners want assurances that there would be no block negotiations as these “will drive towage down to the lowest common denominator”, adding that more clarity on “what alliances will be allowed to do” needs to come from the EU. Mr Dorman highlighted the uncertainty of Brexit on European towage and UK tug owners. Anxiety among owners remains despite April’s decision to delay Brexit again, this time until the end of October. Brexit will affect tug operators on either side of the Channel in different ways. Serco Marine, which provides towage for the Royal Navy, would be affected if Brexit prevented it recruiting welltrained seafarers. Serco Marine marine contracts manager Duncan Foster expressed worries about access to talent to replace an ageing workforce.
IT IS A TICKING TIME BOMB IN OUR SECTOR” Svitzer and Kotug Smit Towage, being European-based and with considerable UK operations, were worried about the free flow of trade, tugs and seafarers between the EU and UK. Tug operators said at the BTA event they wanted swift answers on what to expect from, and after, Brexit.
Operational challenges
Training and safety remain key operational challenges for European tug owners. Mr Dorman, who is also a director of Targe Towing, said towage companies had made progress in improving safety through training. However, there are too many line breakages during towing and not enough mastercaptain-pilot communications. “Safety goes to the top,” he said. “We should get chief executives to the coal-face [on board tugs] to see what needs to be changed. They could see the issues that seafarers face.” Chief executives would learn a lot about safety practices from spending a day with tug crews, he added. Training should include more simulator time to enable tug masters to practise their skills, said Maritime & Coastguard Agency assistant director of seafarer services and chief examiner Ajit Jacob. “Simulator training works, but it needs more sensory effects to improve training,” he said. Mr Jacob thinks training syllabuses need to be modernised to include the latest technology and marine experience. “Training needs to be fit for purpose and progressive. Modern syllabuses need to include simulator training that is made more accurate by including sensory effects.”
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Training should also prepare tug seafarers for more autonomous operations. “Seafarers’ skillsets should make them ready for autonomous vessels,” said Mr Jacob. He also warned of potential consequences of Brexit, such as issues with sharing maritime safety information and work permits for UK seafarers. “We may not be able to share information on incidents with the European Maritime Safety Authority and we would not want any disruption in working arrangements,” he said. “We want to ensure UK seafarers will be accepted in the EU and there would be no changes for European seafarers on UK vessels.”
Tug-pilot communications
Mr Dorman said communications between tug masters, ship captains, pilots and port operators are vital for safety. “These interfaces need to be right,” he said. Alfons Håkans HSEQ manager Kimmo Lehto also highlighted the importance of communications: “Pilot-master co-operation is vital.” He said the ETA was creating a training programme to demonstrate reasons for pilot-captain-master communications. It will include communications with mooring teams, instructions for planning and communicating with all parties. “Common systems in Europe will mean that advice is similar on communications between masters, pilots and captains,” he said. Alfons Håkans is expanding its tug fleet with ice-breaking capabilities for Baltic winter operations. It ordered two ice-breaking escort tugs from Sanmar Shipyards for ship assistance and ice-management in the northern Baltic Sea and Gulf of Bothnia. These will be built to Robert Allan TundRA 3200 design for year-round operations and to Bureau Veritas class. Sanmar is building a series of tugs for Svitzer’s operations in the Middle East and in Q4 2018 supplied a new tug for Svitzer Europe’s UK operations. Svitzer Meridian was christened at Greenwich, London, in March 2019. TTB
Kotug Smit operates tug Buffalo in Southampton (credit: Andrew Sassoli Walker)
Tug Technology & Business | 2nd Quarter 2019
22 | SPECIAL FOCUS Northern Europe
Svitzer tackles European towage challenges
Svitzer Meridian was built by Sanmar Shipyards with 70 tonnes of bollard pull
Svitzer’s key to overcoming market pressures is maintaining high fleet utilisation and flexibility
S
vitzer uses its scale and regional connections to surmount the commercial challenges of the northern Europe harbour towage market. As part of this strategy, it invested in the UK fleet, adding Svitzer Meridian in November 2018. During the naming ceremony held on the river Thames, UK, in March 2019, Svitzer Europe managing director Kasper Friis Nilaus told Tug Technology & Business its fleet in London has grown to 10 tugs, making it the largest single port fleet across the group. Svitzer Meridian was ordered to “keep our fleet updated as we have seen a significant increase in activity and volumes in the Port of London, making it one of our busiest operations in Europe,” said Mr Nilaus. When Svitzer Meridian arrived a similar tug, Svitzer Vale, went from London to operating in Bremerhaven, Germany. This is an example of Svitzer’s strategy to cascade tugs between ports in Europe. “The main factor is to keep commercial, so we use tugs throughout their lifetime of 20-30 years,” said Mr Nilaus. “We will cascade tugs, so that when we add a new tug, we will move a tug out to another port.” The London fleet of 10 tugs covers all harbours from Harwich, in Suffolk, to London Bridge and out to Ramsgate, Kent. Svitzer has bases in Sheerness and Gravesend, in Kent, and moorings at London Gateway, Essex, for its tugs. In the UK, Svitzer also operates in: • Bristol Channel, England
Tug Technology & Business | 2nd Quarter 2019
• Belfast, Northern Ireland • Grangemouth, Scotland • Glasgow, Scotland • Liverpool, England • Milford Haven, Wales • Southampton, England • Tees-Tyne, England Elsewhere in Europe, Svitzer has a Scandinavian branch that includes Sweden, Denmark and Germany, and operates in the Netherlands, Belgium, Portugal and Georgia. In Scandinavia, Svitzer mobilises tugs around multiple harbours as there are not many ports large enough to accommodate a stable fleet. “We operate two to three tugs in Copenhagen, Denmark, covering the Sound and tugs in Gothenburg, Sweden, while most of our other assets serve multiple ports without permanent bases,” said Mr Nilaus. “We have a fully flexible fleet that covers a large geographical area because this is what is required in the market.” Svitzer also has operations in Amsterdam and Rotterdam in the Netherlands and in Antwerp, Belgium, where it competes with other operators. Mr Nilaus said the northern Europe market remains highly competitive with low towage rates driven by consolidation in shipping lines. “Towage operators are fighting for work and rates seems to have bottomed out – at least they cannot fall much further,” he said. “The key to staying profitable is to keep fleet utilisation high.” Part of this is rapid turnaround of tug dockings
by conducting as much maintenance as possible outside of shipyards and docking tugs in local shipyards if there is capacity. For example, Svitzer docks tugs operating in Milford Haven, Wales, for inspections and maintenance in the area. “It is about money and time in the dock,” said Mr Nilaus. “When a tug is in dock, it is not in service making money and we may need to transfer another tug to cover its absence. We need to be cost-effective and fast-acting.” Mr Nilaus said new tugs with higher bollard pull will be added in the future for fleet renewal and to support ultra-large container ships in European terminals. “Container ships of up to 22,000 TEU require tugs with power and manoeuvrability because there are big wind forces on these ships,” said Mr Nilaus. “They need to be handled in all conditions, including in bad weather, so high bollard pull is an important requirement of tugs.”Tugs built to handle these container ships need bollard pulls of at least 70 tonnes. Technology development is also important for Svitzer’s global operations, which is why Svitzer remains at the forefront of developing technology to assist tug crews such as testing remote tug control technology in Denmark. Mr Nilaus said these trials continue with further developments in sensors and navigation support systems to increase safety, especially in adverse conditions. TTB
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TERMINAL OPERATIONS | 25
Alfons Håkans orders ice-breaking tugs for northern Baltic A pair of new tugs will be built to TundRA 3200 design and Ice Class 1A for ship escort, ice breaking and ice management
F
inland-headquartered tug owner Alfons Håkans has ordered a series of ice-breaking escort tugs from a Turkish shipyard for ship assistance and ice management in the northern Baltic Sea and Gulf of Bothnia. Sanmar Shipyards will build at least two tugboats to a Robert Allan TundRA 3200 design for year-round operations in terminals and ports in Finland. Sanmar managing director Cem Seven says these were custom-designed for Alfons Håkans’ ice operations. These 31.5-m tugs will be classed by Bureau Veritas as escort tugs with Ice Class 1A hull for Baltic service and a green passport from the EU. They will have maximum speed of 13 knots and bollard pull of 67 tonnes. Alfons Håkans managing director Joakim Håkans says these tugs need to be designed and built for more than just ice operations. “This was a challenging task as just compliance with ice class does not provide the required strength and performance,” he says. “Combining good ice breaking and true escort performance is like mixing ice and fire, but with cooperation with designers and operators these requirements were met.” Their hulls will be strengthened above class requirements to ensure safety during ice-breaking operations, eliminating the possibility of structural damage and shell plate deformation. They will have Arctic-condition features, such as ice-resistant coatings, a heat recovery system for the sevenman accommodation and main engine heating. Alfons Håkans’ newbuildings will have deck machinery for ship
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assistance, escort and open-sea towing. There will be fendering and equipment for bi-directional assistance, including bow and astern pushing and pulling, for ship berthing and unberthing. They will be ready for salvage operations and emergency response, for firefighting and oil spill recovery. On the deck there will be a Palfinger hydraulic telescopic knuckle-boom crane. The structure will be reinforced for future installation of a 60-tonne crane. There will also be deck space for a 20 ft container and other small cargo transfers. Sanmar will install a pair of Caterpillar 3512C main engines, each developing 2,000 kW of power at 1,600 rpm. These will be coupled to RollsRoyce Z-drive thrusters type US 255P30, fitted with 260 cm diameter controllablepitch propellers in nozzles. Both tugs will have two Caterpillar C7.1 generator sets each rated at 118 kW. In the wheelhouse, there will be ice-navigation equipment and Aqua pilot control levers with a special crawling mode. In Q1 2019, Sanmar secured contracts from Svitzer to build a fleet of tugs to support terminal operations in Oman. Sanmar will build five azimuth stern drive tugs after Svitzer secured a 15 year contract renewal for marine services to Sohar Industrial Port Co, Oman. Svitzer ordered three of Sanmar’s Bigacay-class tugs and two Sirapinarclass vessels to cover this contract. Bigacay vessels are based on Robert Allan’s RAstar 2900 SX design and will have 80 tonnes of bollard pull. Sirapinar-class tugs will be based on RAmparts 2200 design with 50 tonnes of bollard pull. TTB
Robert Allan TundRA 3200 design tug will have ice-strengthened hulls and 67 tonnes of bollard pull
ALFONS HÅKONS NEWBUILD PARTICULARS Builder
Sanmar Shipyards
Design
TundRA 3200
Operating
northern Baltic Sea
Length
31.5 m
Breadth, moulded
12.0 m
Hull depth, moulded
5.8 m
Draught
5.6 m
Installed power Speed Bollard pull Main engines Propulsion
2 x 2,000 kW 13 knots 67 tonnes 2 x Cat 3512C 2 x US 255P30
Tug Technology & Business | 2nd Quarter 2019
26 | TERMINAL OPERATIONS
Port of Cork explains terminal tug requirements A harbour master explains the tug requirements and procedures for ship escort and terminal operations in the Port of Cork
A
combination of azimuth stern drive (ASD) and Voith Schneider propulsion tugs are used for manoeuvring ships to terminals and in harbours in the Port of Cork. Both types of tug can be used in terminal operations when ships need to be escorted into ports and handled in restricted areas. Other types of tug with various design and propulsion systems, such as Rotortugs, tractor and Z-drives are also suitable for ship-handling in restricted harbours and for terminal operations. In the Port of Cork, there is a combination of ASD and tractor tugs for tight manoeuvring of ships, particularly tankers, cruise ships and Panamax container ships. These need to be turned within a very small radius, says Port of Cork chief operations officer and harbour master Paul O’Regan. Other types of tug are used in different terminals throughout Europe, including Rotortugs and reverse stern drive tugs. Mr O’Regan tells Tug Technology & Business that from his experience, “ASD tugs work effectively for escort, and
1996-built tug Gerry O’Sullivan tows a US-registered ship into the Port of Cork
Tug Technology & Business | 2nd Quarter 2019
Voith Schneider for tight manoeuvring.” Other types of tugs, especially double-ended tugs such as Rotortugs, RAve and Eddy tugs, would also be suitable for these operations and for ship escort operations. “Both ASD and tractor tugs are perfectly capable of undertaking all necessary jobs,” says Mr O’Regan from his port experience. In the Port of Cork, there is a minimum towage requirement for each berth and area of the port that is assessed, based upon the specific dimensions and characteristics of each vessel. The master or the port authority is free to increase the number or size of tugs as they deem necessary over and above the minimum requirements. “Certain parts of the regulation require individual risk assessment,” says Mr O’Regan. “These will be decided by the harbour master in consultation with the ship’s pilot and master.” For example, a tug is required to escort tankers berthing at the Whitegate refinery. For loaded crude tankers, the tug will proceed to the pilot boarding area outside the harbour and follow the instructions of the pilot with regards to escort duties. For other ships, escort tugs meet the vessel 1 nautical mile south of Roches Point, unless this distance is increased by the pilot or master. When in escort mode, the tugs’ line will be connected to the vessel from the start of that job until either the vessel is securely berthed, when tugs may slip lines to reposition for berthing, or when the vessel is clear of Roches Point on the outbound voyage. In the Port of Cork, tugs are involved in all aspects of vessel towage and manoeuvring around the harbour. “This can include providing the necessary thrust to enable very close quarters manoeuvring,” says Mr O’Regan. “Or applying force to assist making turns, helping in reducing speed, and providing propulsion and docking.” Towage is provided commercially by Lee Towage, Doyle Shipping Group and the Port’s own operating company. “The allocation of tugs is subject to order by the shipping agent to the senior berthing master under normal circumstances and based on the minimum towage matrix guidelines,” says Mr O’Regan. The harbour master or the deputy harbour master can override this. “They may at any time allocate specific tugs to any vessel that requires special attention based on vessel design, weather
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TERMINAL OPERATIONS | 27
or tidal conditions that are expected or prevailing within the harbour,” says Mr O’Regan.
Requirements and planning
These requirements state the minimum towage for each berth or harbour area and are based on specific vessel dimensions and characteristics. These are minimum requirements and should not prevent the master of a vessel or the port authorities from increasing the number or size of tugs as they see necessary. Where requirements state ‘individually risk assessed’, the harbour master in consultation with the ship’s pilot and master will decide upon the necessary towage required. Before starting towing operations, a comprehensive plan is produced as part of the ship’s port passage plan and the pilot’s own plan. It is discussed and agreed by both the master and pilot and should take account of all relevant factors: • Tide. • Wind. • Visibility. • Ship size. • Type and characteristics of the towed vessel. • Specific berth requirements. “A good knowledge of the type and capabilities of the tugs allocated to the job is important, in order that the master and pilot can ensure tugs are suitable for the task ahead,” says Mr O’Regan. Tugs are positioned on the vessel in the most effective method to facilitate a safe operation. Any conflict or mismatch between the required manoeuvre and the tugs allocated must be resolved prior to starting the towage operation. Responsibility for co-ordinating a towage operation lies with the master in consultation with the pilot. Safe speeds for tugs need to be taken into consideration when making fast and letting go. Speeds of 5-6 knots are accepted in port operations; however, this may be altered with general agreement between the tug skipper and pilot. During low visibility, the pilot, ship captain and tug master will discuss the situation and agree upon a course of action to ensure the safety of all personnel and vessels, says Mr O’Regan. They can seek advice from port operations and keep authorities informed. If necessary, towing operations may be aborted as soon as it is safe to do so. Whatever the conditions, bridge-to-bridge communications between the tug and vessel being assisted are established on VHF channel 12. Other working channels could be selected by the pilot or master of the vessel being assisted for subsequent tug and berthing communications.
Requirements from towage providers
The Port of Cork requires all towage service providers operating in the harbour to comply with the following minimum standards: • All tugs need to be classed by Lloyd’s Register or another classification society approved by the harbour authority, as
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Paul O’Regan (Port of Cork): “Both ASD and tractor tugs are perfectly capable of undertaking all necessary jobs”
tug class +100A1 hull. • Tugs will be equipped with VHF radio channels 6, 8, 11, 12, 13, 14 and 16. • Vessels have a safety equipment record of inspection, a radio station licence and a set of up-to-date Admiralty charts that are corrected for the port area. • Suitable towing equipment is maintained and regularly inspected. • An emergency quick release system that can be activated independently from the bridge and the deck. • Bollard pull certified every five years. • Captain possesses a certificate of competency as master for near coastal areas or a valid STCW A-II/3. • Sufficient personnel experienced in tug work and handling lines.
Towage safety improved through quick release hooks
Quick release towing hooks significantly increase safety and reduce the risk of incidents during towing operations. Strainstall developed towing hooks that enable vessels to be towed safely under severe working conditions. They allow towing lines to be released, whether slack or under full safe working load. Its quick release mechanism enables the towing line to be disengaged instantly to ensure the safety of the tug and personnel. Towing hooks can be released manually or remotely with either a hydraulic or pneumatic release mechanism. An accurate towing load monitoring system can be included into the towing hooks to provide further insight to the tug’s master during operations to increase efficiency. These towing hooks help tugs tow vessels under severe working conditions. Strainstall’s quick release hooks range from 5-150 tonnes, are class-approved and have full environmental sealing. TTB
Tug Technology & Business | 2nd Quarter 2019
28 | PROPULSION
Owners lured by prospect of mix and match propulsion From reducing engine installations to adding an ice-breaking boost of power, tug operators continue to appreciate the adaptability of hybrid propulsion configurations
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harbour tug with a new hydraulic hybrid propulsion system is to be built by Sanmar Shipyards to a Robert Allan design. The tug will be fitted with Caterpillar Marine’s advanced variable drive (AVD) system. First developed in 2017 but yet to be applied in the tugboat sector, this allows operators to optimise propeller speed independently of engine speed while controlling distribution of power among propulsion components. The new tug design is based on the proven RAmparts 2400SX design, with modifications for the AVD system. Boğaçay 38 has been optimised for harbour tug operations with 70 tonnes of bollard pull and FiFi1 fire-fighting capability. Propulsion equipment includes Caterpillar 3512C main engines, Caterpillar MTA627 azimuthing thrusters, and a C32 auxiliary engine powering the hybrid hydraulics as well as the Fi-Fi pump. Robert Allan was retained by Caterpillar Marine to support and advise on applying the new AVD technology for hybrid tug applications. This led to the debut tugboat project. Construction is currently under way with delivery scheduled for later in 2019. The AVD system differs from a typical power take-in solution by incorporating a planetary gear set which allows seamless clutch engagement of main engines, auxiliary engines, or both. This allows propeller speed independent of
engine speed, so optimal engine efficiency can be achieved. Caterpillar claims this can lead to fuel savings of 15-20%, offering the benefits of diesel-electric propulsion at a lower cost and smaller footprint. As a direct result of the AVD system, main engines can be downsized in most applications, with supplemental power provided by auxiliary engines. The system also provides inherently high levels of propulsion redundancy.
Removable bow
A Finnish project is set to offer the capability for almost any tug to be used as an icebreaker thanks to a removable bow. The Finnish Transport Infrastructure Agency is launching a new ice-breaker concept equipped with the motorised bow. As an initial trial, an ice-breaker ferry will be moored in Mustola harbour, in Lappeenranta, and will operate in the Lake Saimaa area from late 2020. The removable bow, designed by ILS Ship Design & Engineering and built by Turku Repair Yard, is part of the Winter Navigation Motorways of the Sea II project – a €7.6M (US$8.6M) scheme, co-funded by EU Connecting Europe Facility programme which aims to develop and improve the safety of winter navigation. One of its key targets is creating a motorised ice-breaking removable bow concept, which will
LEFT: Planetary gearing allows users of Caterpillar's AVD to optimise propeller speed independently of engine speed
Tug Technology & Business | 2nd Quarter 2019
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PROPULSION | 29
Finnish authorities hope a motorised removable bow will add ice-breaking capability to any tug
enable ice-strengthened vessels to be used as icebreakers. “Lake Saimaa’s ice is more solid than sea ice and can reach up to 80 cm thick,” says Finnish Transport Infrastructure Agency project operator Jukka Väisänen. “Developing this innovative design concept for the removable bow and equipping it with its own propulsion
MOL takes delivery of gas-fuelled tug Mitusi OSK Lines (MOL) took delivery of its first dualfuelled tugboat, Ishin, on 27 February. The 43.6-m, 250gt vessel was built by Kanagawa Dockyard Co. It will be operated by MOL group company Nihon Tug-Boat Co. The LNG fuel was supplied by Osaka Gas Co using truck bunkering in Sakai Senboku port. Leveraging its high-speed performance, with capability in excess of 16 knots, Ishin will escort large freighters during port calls. The tug is powered by two 6EY26DF dual-fuel engines manufactured by Yanmar. It features a removable LNG fuel tank mounted on the exposed deck at the stern of the ship, which offers simplicity for bunkering, maintenance and inspection. MOL has worked closely with the Osaka prefecture’s port and harbour bureau and Osaka Gas to develop an LNG fuel supply system for ships in Sakai Senboku Port. This is the first LNG supply infrastructure in Osaka Bay. MOL established a bunker business division in 2017 to accelerate LNG initiatives. It aims to widen the use of LNG fuel for ships and workboats.
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system means we will achieve savings in capital costs, as we will charter the pusher for only part of the year. We are also expecting to see savings in fuel consumption thanks to the hybrid propulsion system.” Danfoss Editron’s hybrid-electric system will power the removable bow with two generators configured as a DC system and two propulsion systems. A front supercapacitor will allow peak power demands to be controlled, while Editron software cuts fuel consumption by enabling diesel generators to be driven at variable speeds. The power plant and propulsion can be operated from the pusher tug wheelhouse and the machinery can operate unmanned. “This new kind of removable bow will make the whole industry more efficient and sustainable, as it enables virtually any kind of tug to become an ice-breaking ship,” says Danfoss Editron project manager Kari Savolainen. Ice service is unlikely to be a consideration for a new environmental tugboat set to become the first IMO Tier III compliant tugboat in the Mediterranean. P&O Reyser has ordered a 27-m harbour tug from Drydocks World Dubai shipyard in the UAE. It will be built to Lloyd’s Register class and will be the first tugboat reference for MAN Energy Solutions’ MAN 175D engine. The asymmetric tractor tug (ATT) will provide 75 tonnes of bollard pull, with propulsion provided by fixed pitch propeller azimuth thrusters. It will be built to a Cintranaval CND-17009 Eco Silent design. P&O Reyser, which provides towing, mooring and auxiliary services in 11 Spanish ports with a fleet of more than 100 vessels in service – expects the ATT to enter service in the Port of Barcelona from mid-2020. MAN Energy Solutions will supply two MAN 12V175D MM engines, each rated at 2,220 kW, with selective catalytic reduction (SCR) after-treatment systems. According to MAN Energy Solutions head of four-stroke marine sales Lex Nijsen,
Tug Technology & Business | 2nd Quarter 2019
30 | PROPULSION
the engines were selected because of their “compact footprint, fuel-efficient performance and the flexible design approach taken with the SCR layout.” Over the past 30 years MAN has supplied 592 engines for tugs covering a range of different engine types, with the most frequent being the MAN 27/38 engine. Meanwhile Finnish thruster specialist Steerprop has also found a debut application for what it describes as a new ‘workboat series’. The SP 25 W D unit’s lower housing is made of cast steel, compared to the standard SP 25 D housing of separate moulded and welded steel parts. Other structures including nozzles also feature improved designs compared to the company’s previous range. Two new multipurpose vessels being built by Remontowa Shipbuilding under contract from Szczecin Maritime Authority will be the first to deploy Steerprop’s W-series propulsion units. Steerprop will supply two propulsion unit ship sets, each including a pair of Steerprop SP 25 WD propulsion units with a control system. A flexible diesel-electric propulsion system will give the 60 m vessels good manoeuvrability and dynamic positioning performance. They will offer a deadweight capacity of 350 tonnes and a bollard pull of 40 tonnes at 15 knots, suited to the workboats’ emergency towing requirements. The new vessels will be used for key statutory tasks for Poland’s maritime authorities in the ports of Szczecin and Gdynia, replacing two ageing buoy tenders in use since 1982. Their service will mainly include inspection, maintenance, transportation and replacing navigational buoys. The
vessels will also be fitted for hydrographic tasks. In case of emergencies at sea, they will be capable of emergency response, including towing operations, oil spill recovery, firefighting and other search-and-rescue tasks. Both vessels will feature high ice-breaking power. These will be the first Steerprop products to receive Polish Register of Shipping (PRC) classification. With PRS L1 ice class, the vessel will be a new category for the class society. Both vessels are expected to be ready for service by June. Design enhancements to Schottel’s azimuth thrusters will receive their first reference on a newbuild escort and harbour tug being built for US tug operator McAllister Towing at Washburn & Doughty shipyard in Maine. It will be equipped with two SRP 490 rudderpropeller azimuth thrusters with an input power of 2,525 kW each (at 1,800 rpm), delivering an expected bollard pull of about 82 tonnes. Schottel’s rudderpropellers have undergone several technical updates. Recently added features include enhanced corrosion protection anodes, high-torque gear technology and high-performance nozzles. More than 1,000 units of types 490 and 460 have been sold since the first thrusters were delivered in 1999, and the company has delivered more than 70 azimuth thrusters to McAllister alone. Main propulsion consists of two Caterpillar CAT 3516 engines, each driving an SRP 490 azimuthing stern drive unit with fixed pitch propellers 2,800 mm in diameter. The configuration enables a free running speed of more than 14 knots. The ASD-type tug is designed for harbour and terminal operations as well as for coastal towing. TTB
Longer engine life boosts retrofit case for US workboats US workboat engines are used for more than twice as long as previously estimated, enhancing the benefits of retrofitting engines, according to new research. The study, for enginebuilder consortium Diesel Technology Forum (DTF) and ecological lobby group Environmental Defense Fund, found that workboat engines have a service life of around 50 years, compared to the 23 years used by the US Environmental Protection Agency (EPA) to set its emissions reduction targets. A longer service life means that older engines are replaced more slowly, resulting in 57% lower NOx reductions each year than those forecast by EPA. But it also increases the potential impact of installing new technology, DTF said, as upgraded engines will have a longer period in which to reduce emissions. The groups are urging US states to repower vessels with more modern, cleaner engine technology. States can receive funding for repowering commercial workboats to reduce NOx under the US$2.9Bn environmental mitigation
Tug Technology & Business | 2nd Quarter 2019
trust established by Volkswagen Group in the wake of the emissions test fixing scandal in 2015. “Large engine repowers are more cost effective on a dollar-per-tonne-of-emissions-reduced basis than other projects, which should make for an easy and compelling choice for states,” said DTF executive director Allen Schaeffer. “The incentive funds give operators a brand new, more efficient, fuel-saving and lower-emitting engine at a fraction the cost. Even better, the emission benefits associated with these projects will accrue quickly and persist for many years.” The study, conducted by Ramboll Environ, looks at engines with a cylinder displacement of 5-30 litres – loosely equivalent to a maximum power output of around 8 MW – classed as ‘category two’ engines by EPA. New marine diesel engines used have been required to meet EPA Tier 4 emissions standards since 2015. But DTF said that the cost and downtime required to upgrade to new engines have likely delayed investments in the newest technologies.
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32 | OEM TECHNOLOGY
Now is the time to expedite hybrid propulsion development Research demonstrated significant operating cost and maintenance savings for tugboat owners while capex in energy storage systems is decreasing
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lthough marine hybrid propulsion was in its infancy just a decade ago, today’s hybrid propulsion trains are proving to offer lower operating expenditures than traditional tug propulsion systems. Nevertheless, hybrid propulsion systems still make up only a small percentage of propulsion systems in the market. So, what is holding owners back from ordering hybrid systems? In a report titled, Hybrid power workboats: a holistic approach for better capex, MAN Energy Solutions’ Mark Watson – sales manager in the tug and workboat division of MAN’s fourstroke marine engines business – said there are two big hurdles: higher upfront capital expenditure and perceived risks around certification, installation and operation of hybrid propulsion technology. Tug Technology & Business caught up with Mr Watson to discuss how he and his co-authors* sought to battle misconceptions regarding cost differentials and push forward the uptake and development of hybrid technologies. First, the group defined the fundamental approach: working with known partners to achieve cost efficiencies and build expertise that could lead to further innovation. Secondly, Mr Watson says he felt the project needed an external benchmark against which to compare development of hybrid technologies within maritime. To his mind, the answer was clear. “I took a broader-based view and said let’s look at other industries and this is why we looked at the automotive industry,” Mr Watson explains. “The technology is clearly more advanced than it is in other sectors because they have just been doing it for longer, so that was a good place to say ok, here is a starting point, look where they have gotten in 30 years of development [and] using that as a benchmark, as a target,” he says. With a benchmark defined, the next challenge to overcome was developing a viable system on a vessel type that made sense. Mr Watson leveraged MAN’s partnership with Aspin Kemp and Associates to design the hybrid propulsion system and arranged to use hybrid thrusters that Schottel had developed independently. In terms of the vessel, focusing on tugboats made sense in that both firms had experience in the sector.
Tug Technology & Business | 2nd Quarter 2019
Mark Watson (MAN Energy Solutions): “The technology is clearly more advanced than it is in other sectors”
On this basis, the group managed to show that they could pare back the increases in initial capital expenditures while retaining – and in some areas improving on – expected operational expenditure savings and safety considerations. For the propulsion plant itself, the project found an increase in investment of less than 10% was needed for their hybrid concept, rising to 12.5% with the use of an energy storage system (ESS). Overall, that added up to somewhere between 2.5-4% extra initial capital expenditure to install a hybrid system, without including an estimate for shipyard costs including foundations, wiring, installation and component tests.
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OEM TECHNOLOGY | 33
Typical cost increases and cost savings
As the report notes, although the overall percentage increase in spend on their hybrid propulsion solution ran between 10-12.5%, significant changes in cost distribution and structure bear mentioning. Depending on use of an ESS, the larger gensets needed for a hybrid propulsion train are 10-20% more expensive than their traditional counterparts. “As power provision is shifted from the main engines to the electrical system, the size of the generators needs to be increased accordingly and consideration of IMO Tier III compliance also has to be factored in here,” the report said. Further equipment costs involve PTI/PTO electric motors to convert the electric battery power into mechanical power, which “should not be underestimated” in spite of a general downward trend in the cost of electrical components. In terms of savings, the report cites the largest potential cost savings coming from the main engine selection. “The reduction from 16 to 12 cylinders decreases initial expenditure of the drivetrain by more than 10 per cent,” the findings revealed. Owners can find other cost reductions in the exhaust gas after-treatment selective catalytic reduction (SCR) system.“The application of a modular after-treatment system allows for a 12V engine, the usage of an optimised, scaled-down system, with an overall reduction of the number of components utilised,” the report said. The other major cost reduction factor relates to the rudder propellers, their auxiliary equipment and the shaft line.“Even though most components remain the same, as the total torque on the shaft does not change significantly, there are savings of about 7%. This is predominantly due to the substitution of the slipping clutch by the secondary power input and a conventional disengaging clutch where additional costs are overcompensated,” the report detailed. The report’s authors also made note of the relevance of savings over the lifetime of the vessel, including reduction of operational expenditures, better amortisation and value preservation of the investment. “As experience shows, a realistic share of full electric operation can achieve 50%, as long as loitering and transit can
BORGøY SANMAR SHIPYARD LNG TUG HULL: 15
be covered in such a way that operational procedures are not affected,” the report said. Using an average annual operation time of 3,000 hours for the propulsion plant, a savings of 50% (1,500 hours per year) could add 10 years between main engine overhaul works. Ultimately, although he would not be drawn on a prediction for exactly when, due to the complexities involved with the price of battery technology, Mr Watson said it was only a matter of time before the difference in capex outlay between traditional propulsion and hybrid was non-existent. “All these things over time will come down so our view is, ‘Ok, if there is a 10-12% higher capex today, maybe in 10 years’ time or 5 years’ time that is going to be virtually zero in any case.’ “So, longer term the view is we will get there with a hybrid system that can completely replace a conventional system for no additional capital expenditure. That is obviously the goal and is what needs to be achieved to make it competitive and most interesting to operators and shipyards,” he says For the time being, Mr Watson explains, the kind of holistic cost savings investigated in his project were an obvious choice for many operators facing a race to reduce emissions and fuel consumption. “Of course, there is going to be a strong push to reduce emissions, particularly in this case you think about the harbour tug, it is operating close to shore, it is very visible and to see a harbour tug belching out black smoke … is not a pretty sight for anybody,” he says. “I think the environmental factor is one thing that will drive hybrid propulsion and I think operators generally accept that is the way it is going to go … This is why we focused on the capex, because they want to see something competitive that they can use,” Mr Watson concludes. TTB *Co-authors of Hybrid power workboats: a holistic approach for better capex included representatives from Germany’s University of Applied Science in Munich and the University of Augsburg and industry partners, such as Canadian engineering firm Aspin Kemp and Associates and German propulsion specialists Schottel.
34 | SALVAGE OPERATIONS
Container ship cargo blazes challenge salvors
Fire can engulf container ships if they are not tackled earlier enough by crew and salvors (source: MAIB)
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ontainer ships pose a risk to salvors because of their size, cargo complexity and misdeclared cargo. There was a worrying trend of rising box ship fires and lost cargo in the past year, which salvors found challenging to deal with. Cargo insurers estimate US$130M of cargo was damaged in four container ship fires underwritten in London. These were on ER Kobe, APL Vancouver, Maersk Honam and Yantian Express. Cargo insurer RSA’s global marine claims leader, Peter de Boissiere, said risks and salvage complexity are increasing: “It can [take] months to extinguish fires and we are looking at salvage services on longer periods.” He said the risk to life and the marine environment has risen, adding, “We are looking at increases
Tug Technology & Business | 2nd Quarter 2019
Five major container fires in the last 12 months highlight the risks and challenges faced extinguishing fires and cleaning up the aftermath
in the percentage of salvage costs and accumulation of risk.” At the International Salvage Union’s Associates Members Day, in London, in March, salvors explained how they were tackling more extensive fires on container ships amid concerns that operations were hampered by a lack of
manifest information. The latest casualty, Grimaldi’s roro container ship Grande America, was ravaged by fire before sinking in the Bay of Biscay on 12 March. Salvage group Ardent attended that casualty. It also assisted container ship APL Vancouver when it suffered a fire in one of its cargo holds on 31 January on a passage to Singapore. Ardent is still clearing up the seas off Belgium, Germany and the Netherlands after MSC Zoe lost containers over board on 2 January. Ardent director for Europe, Middle East and Africa Jason Bennett said a huge part of a container ship fire is clearing up the aftermath. “There has been an increase in these casualties, with three already this year,” said Mr Bennett. To tackle container ship fires, “we need to have a turnkey solution that includes waste removal and bringing the vessel into a yard for clean-up, this can be a huge undertaking,” he said. Smit Salvage provided clean-up services on Maersk Honam, which caught fire on 6 March 2018. Once the fire was extinguished, the damaged vessel was towed to Dubai Drydocks, UAE, where the damaged fore section was separated from the aft segment, said Smit Salvage managing director Richard Janssen. He explained that the aft section was towed to South Korea to be attached to a new fore hull, while all fire waste had to be disposed of in Dubai. This included 7,000 tonnes of scrap metal, 16,000 tonnes of non-metallic debris and 4,000 tonnes of contaminated waste. Smit Salvage used two heavylift crane jack-ups, JB-114 and BAM International’s IB 909, one on the bow
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SALVAGE OPERATIONS | 35
of Maersk Honam, the other alongside. “We looked at the structural integrity of the hull and did site-specific surveys for positioning the jack-ups,” said Mr Janssen. The jack-ups were positioned in September 2018 and the aft section was towed away in November. One challenge was “the fore segment, which is designed for speed, had to remain stable while the aft section was towed away,” he said. Another challenge was “the continuous movement of damaged cargo and chemicals” on the damaged fore section, said Mr Janssen. Smit leased capacity at Port Khalid in nearby Sharjah from Albwardy Damen to store the waste. “We transported the debris – steel, ash, cargo remains and contaminated liquids – to Sharjah where it was processed and analysed,” said Mr Janssen. Salvors often bring in fire-fighting
STEPS TO TACKLE A CONTAINER SHIP FIRE • Turn vessel and ensure crew/ salvor safety. • Contain the fire. • Save the marine environment. • Save the marine environment • Save the ship from further damage. • Save the cargo from damage. • Extinguish onboard fires. • Tow ship to port to unload cargo.
MAJOR CONTAINER SHIP FIRES (2018-19) Maersk Honam
March 2018, Arabian Sea
Yantian Express
January 2019, North Atlantic
ER Kobe
February 2019, South China Sea
APL Vancouver
January 2019, off Singapore
Grande America
March 2019, Bay of Biscay
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specialists to assist container ship casualties. RelyOn Nutec, previously named Falck Safety Services, marine fire-fighting expert Gert-Jan Langerak presented the conditions and operations involved in fighting container fires. “Once on the scene we make it safe for crew and salvors,” he explained. “We change the vessel's position by using high-power tugs to turn the ship to prevent fumes from entering the accommodation.” Salvors then conduct risk assessments and contain the fire by using fire-fighting tugs and with teams on board the casualty. “We use tugs to prevent the fire spreading by cooling deck hatches and ship structures,” Mr Langerak said. They use thermal cameras to identify hot containers and monitor fire spreading. “We cool containers in the hold with water spray and can put fire hoses into containers to reduce the heat and smoke,” said Mr Langerak. His company prevents water running off the ship into the sea as it becomes a pollutant. There are also issues with towing the damaged ship. “No port will accept smoking containers, therefore, we need to extinguish the fires before entering the port,” said Mr Langerak. This is done by cutting holes and spraying water into the containers. His knowledge comes from experience in fire-fighting on container ships, such as Hyundai Fortune that caught fire in the Gulf of Aden in March 2006.
Container fire solution
Resolve Marine Group director of Europe, Middle East and Africa Nick Sloane explained some of the growing risks and salvage issues with ultralarge container ships. These are 400 m long, have 60 m beams, 20,000 tonnes of bunkers and thousands of containers on board. “Ships are becoming larger, but the crew is smaller, with just 14 on board,” Capt Sloane said. “Manifests can be problematic, cargo can be misdeclared and it is challenging not understanding what could ignite.” He said fires could become uncontrollable and would continue until there is no cargo left to burn.
US$130M
cargo damaged in four container ship fires
Capt Sloane suggested a way to prevent fire from spreading across the rest of the ship and cargo was to use a layer of sacrificial containers as a barrier. “Containers would be filled with fire retardant and be used to protect the engineroom, accommodation and could surround hazardous cargo,” said Capt Sloane. “These portable fire breaks would slow down the fire and protect crew and machinery.” Capt Sloane said another method of reducing fire risk is to stop misdeclared cargo from being loaded onto ships. “People are not all responsible and reliable. Cargo can be badly stowed and misdeclared, which can cause damage,” he explained.
Oil spill challenges
Also at the conference, ITOPF senior technical advisor Nicky Cariglia highlighted how the size of oil spills in maritime accidents had fallen over the last five decades. “The volume of oil has declined, but even a minor incident can cause headaches,” she said. “Even a spill of 2,000 litres of oil can have political ramifications.” She said environmental issues have become more complicated and insurance claim negotiations from casualties can be extensive and prolonged. Shipping companies “can be involved in claims for several years,” Ms Cariglia said. “There are blurred lines for low long and how much insurers are responsible [for] – there are grey areas,” she said. TTB
Tug Technology & Business | 2nd Quarter 2019
36 | SALVAGE OPERATIONS
Salvors save 3.2M tonnes of pollutants Emergency towage tugs and salvors helped 224 ships in 2018, with a 40% rise in crude and refined oil and 31% hike in container pollution prevented
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alvors prevented around 3.2M tonnes of pollutants from entering the marine environment from 224 salvage operations in 2018. This was a 6% reduction from pollutants recovered in 2017, which was 3.4M tonnes from 252 operations. This is according to a survey carried out by the International Salvage Union (ISU) and is an indicator of the sector's success. There was a sharp rise in tonnage of crude oil and containers, 59% of the total, prevented from polluting the maritime environment in 2018. This indicates the types of distressed ships salvors were required to save, including
a rise in container ship incidents. “We aim to save life, to save property and mitigate loss but our members’ operations also protect the environment from great harm,” says ISU president Charo Coll. ISU members salvaged tankers carrying 1.3M tonnes of crude oil and refined oil products, up almost 40% from 933,198 tonnes in 2017 reflecting a rise in the number and cargo volume of distressed tankers requiring salvage towage in 2018. Another growing trend is the number of distressed container ships and the amount of cargo they carry. ISU’s survey revealed an increase in
CONTRACTS USED (TOTAL 224 SERVICES) Other: 13%
Wreck: 12%
LOF: 15% Commercial: 17%
IT IS ESSENTIAL THERE CONTINUES TO BE GLOBAL PROVISION OF PROFESSIONAL SALVAGE SERVICES”
Tug Technology & Business | 2nd Quarter 2019
Japan: 15%
Tow: 28%
Only 15% of ISU member salvage contracts involved LOF in 2018
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SALVAGE OPERATIONS | 37
containers involved in salvage cases, rising from 45,655 TEU in 2017 to 59,874 TEU in 2018. This increased the tonnage of prevented container pollutants by 31%, from 684,825 tonnes in 2017 up to 898,100 tonnes in 2018 based on a nominal 15 tonnes per TEU. Ms Coll explains that swift action by tug operators has improved salvage operations and prevented ships carrying potential pollutants from causing harm to the maritime environment. “Some cases will have been with limited peril, but many others will have carried a real danger of substantial environmental damage,” she says. “One major incident can cause an environmental catastrophe with huge financial and reputational consequences.” She stressed the importance of salvors to international shipping. “It is essential there continues to be global provision of professional salvage services to respond professionally to maritime emergencies and that needs appropriate compensation,” she says. The volume of bulk cargoes salvaged by ISU members declined 47% from 1,418,344 in 2017 to 743,100 tonnes
THERE IS SUFFICIENT REWARD TO SALVORS TO SUSTAIN THEIR BUSINESS FOR ESSENTIAL EMERGENCY RESPONSE SERVICES”
in 2018. This category includes coal, scrap steel, grains, soya and cement. ISU members also provided services to bulkers carrying 497,973 tonnes of nonhazardous dry bulk – mainly metal ores – in 2018, but these are not included as potential pollutants. There was an 18% fall in salvaged bunker fuel in 2018 – at 111,796 tonnes this was down from 135,995 tonnes the previous year. ISU says this fall could be because the quantity of bunkers on the vessel, or the cargo type, was not always noted within the total recorded. 2018 salvage has boosted the
PERCENTAGES OF POLLUTANTS (TOTAL: 3.2M TONNES Oil (products): 10%
Bunkers: 4%
Containers: 28%
Bulk: 23%
59% of prevented pollution was crude oil and containers
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tonnage of potential pollutants ISU members have prevented through their swift intervention to more than 31.4M tonnes since 1994, when the survey was first conducted by the ISU.
Downturn in LOF
Lloyd’s Open Form (LOF) was used in 33 salvage operations of the 224 services provided by ISU members in 2018. Towage contracts accounted for 61 services, the Japanese salvage form was used 38 times, day rate contracts 33 times and variants of wreck removal contracts were used in 26 services. Separately, Lloyd’s of London reported LOFs were used in 53 salvage projects in 2018. LOF salvage contracts provide the appropriate compensation ISU members ideally require to cover costs for attending maritime emergencies, but shipping and insurance industries seldom use them now. Ms Coll does not anticipate a return to the wider use of LOF. She stresses the need for ensuring “there is sufficient reward to salvors to sustain their business for essential emergency response services,” adding that salvors “need to invest in people, vessels and equipment”.
Five-year trends
Since 2014, there has been a rise in container tonnage salvaged from below 400,000 tonnes in 2014-2016 to almost 900,000 tonnes in 2018. This year's total is likely to be higher because of the recent spate of container ship fires. Another trend is last year's leap in Oil (crude): 31% crude oil pollutants prevented from entering the marine environment at 978,000 tonnes compared with less than 800,000 tonnes in 2017, around 400,000 tonnes in 2015 and less than 200,000 tonnes in 2014. The amount of bunkers and chemicals salvaged by ISU members has remained relatively constant during the last five years. Bulk products, which include coal, scrap steel, grains, soya Chemical: 4% and cement, have remained steady at around 600,000-800,000 tonnes apart from a sharp rise in 2017 to more than 1.4M tonnes. TTB
Tug Technology & Business | 2nd Quarter 2019
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NAVIGATION AND COMMUNICATIONS | 39
New radar detects smaller navigation hazards Kirby installs new radar systems on inland waterway tugboats and manufacturers introduce new bridge electronics for workboats
JRC introduced Mark 2 of JMA 5200/5300 dome and S-band radar
W
hen Kirby Corp ordered new towboats for its US inland marine operations, it selected Furuno Electric to supply wheelhouse electronics for navigation and communications. Kirby will take delivery of three tugs this year, the first of these, Bailey, is scheduled to enter service in Q2 2019. These 26.8-m tugs will be equipped by Texasheadquartered Inland Gulf Marine with Furuno radar depth sensors, GPS and automatic identification system (AIS) devices. They are under construction at the Main Iron Works facility in Houma, Louisiana. Each tug will have two 12-kW Furuno Far 2117BB radar with target detection and advanced signal processing techniques fitted. Furuno also supplied FA170 AIS and GP33 GPS devices to transfer position and AIS information to the tug’s navigation systems, 235DT depth sensors and RD33 navigation data organisers for information display on tug bridges. As part of these tugs’ safety measures, Furuno is delivering BR500 bridge navigational watch alarm systems (BNWAS) to detect if a watchkeeper becomes incapacitated, particularly during night operations. BNWAS also monitor the pilot’s presence in the wheelhouse and notifies the crew if the
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watchkeeper or pilot is unable to interact with the alarm in a preset timeframe. In 2018, Furuno introduced new versions of its DRS X-class of radar antenna it says has improved short-range detection of objects while keeping its long-range capabilities. These radars have a minimum detection distance of 20 m and can range out to 95 nautical miles. They have fast target tracking, which means they can display up to 30 targets simultaneously and show heading and speed information for each. DRS X-class also have new gearbox pedestal units which are 20% lighter than previous radar series, and low-noise motors.
Advanced radar
Furuno added more functionality to target tracking. For example, the DRS6A X-class can disseminate bird echoes from other nautical targets up to 5 nautical miles. This is because vessels show a straight and clear echo trail, while bird echoes are identifiable by their random motion. DRS6A X-class has a power rating of 6 kW from a power supply of 24 V of direct current and 4 A, and comes with antennas of 1,016 mm, 1,255 mm, or 1,795 mm. Furuno has
Tug Technology & Business | 2nd Quarter 2019
40 | NAVIGATION AND COMMUNICATIONS
added two more classes of radar that are more powerful and provide better target definition at longer ranges to this series. DRS12A X-class emits 12 kW of power and needs a power feed of 24 V and 4.5 A, while DRS24A X-class emits 24 kW from a feed of 24 V and 5.6 A. These come with 1,255 mm and 1,795 mm antennas. JRC and Alphatron Marine have introduced a Mark 2 version of the JMA-5200/5300 radar series for its ProLine range of integrated bridge systems for workboats and vessels. The company discontinued the first version of this product range two years ago, but has reintroduced it following requests from vessel operators. JMA 5200/5300 Mk2 was adapted to the latest IMO rules for performance and human-machine interfaces. It has an updated graphical user interface and a high-resolution Eizo DuraVision monitor. The 5300 radar series is IMO typeapproved for vessels up to 10,000 gt, while the 5200 radar series is available for non-SOLAS vessels ranging from a dome radar up to an S-band version. These radar series have a longer life than previous versions because of brushless antenna motors. JRC included advanced features that enable running both radars’ images quickly and more efficiently than before. Radar images are fully processed within a few milliseconds before display, which JRC says generates a smooth image rotation when sailing in head-up mode. When changing to a North-up mode, the new radar image is displayed without any delay caused by the scanner rotation. JMA 5200/5300 Mk2 display AIS data and can act as automatic radar plotting aids. Their images can also include wind and echosounder information on a dedicated segment on the screen.
the eGlobe ECDIS. It claims that eGlobe G2+ is the world’s first ECDIS with 4K resolution for displaying electronic navigational charts (ENCs) in ultra-high definition. ChartWorld chief executive Steven Schootbrugge says the higher definition should improve visibility of ENCs on ECDIS and enhance route planning capabilities. “ENCs and ECDIS are at the heart of modern navigation,” he says. “One of the great advantages is our ability to navigate more accurately and update charts quickly as more detailed information becomes available.” ECDIS displays become less effective as more information becomes available, which is why higher definition displays are required. eGlobe G2+ has a 32in touchscreen for chart presentation and navigation functionality. This means ECDIS is ready for future vessel navigational requirements, says Mr Schootbrugge.
Ultra-high definition
Changing wheelhouse requirements led display manufacturers to introduce new ultra-high definition displays to their ranges. Hatteland Technology has released a 43-in version of its Series X MVD product family. This is a 4K panel computer and display with 3840 × 2160 pixels compared to 1920 × 1080 on full high definition displays.
Integrated bridge upgrade
Sperry Marine released a major upgrade to its VisionMaster FT bridge software in Q1 2019 to improve ECDIS and radar alarm management. VMFT11 enhances bridge cyber security and simplifies user interface data exchange. Sperry Marine technical manager Simon Cooke says this upgrade decreases the mariner’s workload in alert management. “Managing alerts on radar and ECDIS has been a problem for years, because too many alarms were categorised as high priority,” he says. “Owners found their officers spent too much time managing alerts when they should have been focusing on navigation.” VMFT11 aligns wheelhouse alert management with the ability to temporarily silence alerts and refine prioritisation. Alerts are presented visually using standardised icons designed using colour and shape to differentiate the messages. VMFT11 integrates Sperry Marine’s latest type-approved cyber security tool, Secure Maritime Gateway. This uses multiple firewalls and a demilitarised zone to control traffic flows in the wheelhouse. As more tugs have ECDIS installed for oceangoing operations, new models are introduced to improve navigation. For this reason, ChartWorld introduced its next generation of
Tug Technology & Business | 2nd Quarter 2019
Hatteland Technology Series X MVD has a 4K panel computer and display with 3840x2160 pixels
These displays can be used in all light conditions and visual angles. They can display real-time information and multiple navigation tools, such as ECDIS, chart radar, automatic radar plotting aids and sonar for propulsion and thruster control. It can also be used for operational specific applications, such as dynamic positioning, crane and deck machinery controls. Navico has introduced new information displays for its Simrad, Lowrance and B&G ranges of wheelhouse electronics. These have pre-defined and custom modes for transit and passage planning. Multiple displays on the bridge can be integrated together in a centralised hub using wifi, Bluetooth and Ethernet connectivity with CAN and NMEA 2000 ports on all onboard systems. Simrad information displays were introduced in Q4 2018, while Lowrance and B&G displays will debut this year. TTB
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42 | NAVIGATION AND COMMUNICATIONS
4G wifi connectivity keeps costs down Borinken Marine Group demonstrates how tug owners can improve short-range communications across the fleet using 4G wifi technology
T
ugboat owner Borinken Marine Group (BMG) has extended wifi technology for its shortrange communications requirements in the Caribbean. Its tugs provide port operations and salvage services in Puerto Rico and the US Virgin Islands. BMG needed cellular communications to manage these tugs and for crew requirements. It wanted to equip its vessels with high-speed, cost-effective and reliable wifi that would cover coastal areas even in weak mobile phone coverage. It turned to Microwave Vision Group (MVG)’s NeptuLink wireless communications for
Extended wifi technology explained NeptuLink has two antenna transmitterreceivers that connect directly to distant 4G networks, or 3G and Edge networks where 4G is not available. It provides wireless access to everyone on board and maintains connections regardless of humidity, sea salt and spray, or rolling and pitching motion. It includes a SIM card and a modem for 4G connectivity. This modem is connected to a gateway computer and a wifi router via an Ethernet cable.
Tug Technology & Business | 2nd Quarter 2019
wifi connectivity to its eight tugs and two barges. BMG’s first experience with NeptuLink was in September 2017 when Hurricane Maria struck Puerto Rico, causing massive destruction and power outages. BMG moved offices and needed to upgrade its mobile phone communications, says BMG IT manager Victor Iglesias. “NeptuLink cellular connectivity was a significant factor in our ability to communicate with the tugs,” he explains. Two units were used to restore wifi and manage tug operations including mobilising tug
Storm to assist drillships to safety during Hurricane Maria. This success led to BMG installing NeptuLink on a vessel when it expanded the fleet in October 2018, acquiring tug Helen. “Since we were satisfied with NeptuLink’s performance, we decided to install it on all our tugs in Puerto Rico and the US Virgin Islands,” says Mr Iglesias. This has been achieved and enables BMG to use cloud-based fleet management software Helm Connect to manage the vessels’ regulatory compliance. “NeptuLink provides a secure, reliable and easy-to-use internet connection for all our tugboats,” Mr Iglesias explains. “Reliable wifi connectivity on every tug is critical from an operations standpoint since BMG depends on Helm Connect to manage and access remotely compliance certifications, maintenance records and inventory.” BMG uses NeptuLink to monitor usage history and provide connectivity to crew, which Mr Iglesias thinks is essential to the company’s operations. “Employees are the biggest asset we have,” he says. BMG would have four crew on a tug for emergency response, salvage operations or offshore work. Mr Iglesias says these jobs can be strenuous and, at times, dangerous, which means crew need recreation time. “During off-watch and relaxation periods, crew members have access to streaming TV, films and can use the wifi on their mobile phones to stay connected to loved ones while they are away,” he says. NeptuLink delivers continuous high-speed internet connectivity of up to 100 Mbps over a range of 20 nautical miles offshore. SIM cards can be used for crew connectivity and there are no service fees. End-users have their own data plan and can decide how much allowance to purchase. MVG also supplied NeptuLink to Bourbon Group to equip national salvage tugs in France with 4G connectivity. These are Abeille Bourbon
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NAVIGATION AND COMMUNICATIONS | 43
Tugs have VSAT installed for communications outside 4G coverage
in Brest, Abeille Languedoc in Boulogne, Abeille Liberté in Cherbourg and Abeille Flandre in Toulon. A second NeptuLink was installed on Abeille Bourbon in 2016 dedicated to crew communications, enabling the first to be linked to the onboard computer network for operational data, video and voice communications. MVG also installed NeptuLink on France’s first floating wind turbine, Floatgen, to provide backup communications in case there was a breakdown in its link to shore. Floatgen was towed into position in
BORINKEN MARINE GROUP SUMMARY Operations: Puerto Rico and the US Virgin Islands Formed: 2006 by Ruben Iglesias and Carlos Acosta Services: assisting ship docking and unberthing, dry bulk transportation, salvage, emergency towage, offshore assistance Fleet: eight tugs, two barges Latest addition: tug Helen purchased October 2018 Communications: seven NeptuLinks Fleet management software: Helm Connect
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October 2017 by Boluda France tugs VB Croisic and VB Ouragan, which Boluda said at the time was a technical and maritime challenge. Before the 5,000-tonne floating turbine was operational and a cable laid to shore, NeptuLink was the only communications link with the turbine. NeptuLink is also used on vessels operated by Louis Dreyfus Travocean during subsea cable laying and has been installed on a vessel that shuttles crew to offshore oil and gas production platforms in West Africa.
Dual-SIM alternative
Buzz Wireless also provides wireless 4G connectivity to tugs and other vessels. Its latest technology is Hubba X4 Global, a global dual-SIM mobile broadband router. It is a multiband, multi-protocol LTE data router designed to operate in a maritime environment. Hubba X4 Global has a range of 20 nautical miles offshore and links to onboard computers and wifi routers. It can deliver up to 100 Mbps of connectivity to a vessel. Hubba X4 Global can interoperate with an onboard VSAT system to switch seamlessly when a vessel is out of range of shore based networks. Buzz also offers Hubba X4 Duo with two SIM slots and interoperation with VSAT and Hubba X4 Go with a single SIM card. TTB
Owners consider satcoms for deepsea operations When tugs sail beyond the limits of coastal 4G networks, they need higher bandwidth satellite communications. This can be delivered over L-band with Inmarsat’s FleetBroadband or Fleet One, Iridium’s Certus and Thuraya’s services. Their distribution providers have encountered increasing interest for satellite communications equipment and connectivity. Tug operators are also installing very small aperture terminal (VSAT) technology on their vessels to provide more bandwidth for operational data transmissions, voice over IP and crew welfare services. VSAT can be provided in Ku-band or Ka-band radio frequencies on a regional or worldwide basis. This demand for VSAT was something of a surprise for Telenor Satellite, which has seen greater numbers of tugs and workboats connecting to its Ka-band coverage in the European region from the Thor 7 satellite. “We were surprised to see VSAT demand from relatively small tugs and workboats as they usually operate close to shore,” says Telenor Satellite director of data services Jan Hetland. “We originally thought they would not really consider VSAT.” In the last 12 months, Telenor Satellite has added small fleets of oceangoing and coastal tugs to its VSAT services. Inmarsat provides Ka-band connectivity worldwide using its Global Xpress I-5 satellites. Inmarsat vice president Eric Griffin says tugs can use 60-cm diameter antennas with a below-deck modem and network service device for connectivity, for monitoring onboard equipment, sending reports to clients, for crew welfare and downloading operational information, such as weather reports and navigational charts.
Tug Technology & Business | 2nd Quarter 2019
44 | NORTH AMERICA
Abundance of orders for US tugs Fleets of tugs are being built to EPA Tier 4 emissions requirements and with higher bollard pull for US terminals and barge pusher work
Ted C Litton was built by Gulf Island Shipyard for Suderman & Young to a Robert Allan design (credit: Mihovil)
N
orth American tug owners have boosted their fleets with new tugboats for ship escort and inland waterway towage. Several US-headquartered owners have either taken delivery or ordered new tugs during the first four months of this year for either Jones Act trade or assisting ships at coastal terminals. Demand is rising for more powerful escort and ship-handling tugs at US ports and for stronger tugboats in the nation’s waterways. Terminals are being built on east, west and Gulf coasts to handle larger container ships and LNG carrier loading.
Tug Technology & Business | 2md Quarter 2019
These require modern tugs with higher bollard pulls, better stability and manoeuvring performance. Because of tightening environmental regulations, these tugs are equipped with engine systems that comply with the US Environmental Protection Agency (EPA)’s Tier 4 requirements. Gulf Island Shipyards is in the middle of a 10-tug newbuilding campaign for two owners, Bay Houston Towing Co and Suderman & Young Towing. It delivered the first of these escort tugs, Mark E Kuebler, to Bay Houston Towing Co in January and completed the first, Ted C Litton, for
Suderman & Young in March. The whole series is being built to Z-Tech 30-80 design, which incorporates the best operational characteristics of Z-drive tractor tugs, azimuthing stern drive tugs and the RAstar series hullform. They are built to ABS class for escorting larger ships using terminals on the US Gulf coast. These tugs will have a pair of Caterpillar 3516E diesel engines certified to comply with EPA Tier 4 emission requirements, driving Schottel SRP 510 fixed-pitch rudderpropeller Z-drive units. Z-Tech 30-80 tugs can operate in push
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NORTH AMERICA | 45
or pull mode under the flared ends of large container ships and car carriers as they have a relatively low forward sheer and a wide, heavily fendered bow. Electrical plant on a Z-Tech 30-80 tug consists of two John Deere 6068AFM85 diesel generator sets, each with a threephase power output of 125 kW of 480 V and 60 Hz.
ATB deliveries
Louisiana-based Conrad Shipyard delivered articulated tug-barge (ATB) unit, tug Wachapreague and barge Double Skin 803 to Vane Brothers in March. This ATB will be used to transport oil products along US inland waterways at a time when product demand is rising and emissions controls are tightening. Wachapreague is the last of a series of three ATB units Conrad built with Assateague-class tugs, all linked to 80,000-barrel capacity petroleum barges. These tugs were designed by Castleman Maritime with 3,300 kW of power. Double Skin 803 is 122 m long and has a 22.5 m beam. It is equipped with bow thrusters and thermal heaters for its cargo of asphalt. Wachapreague is 33.5 m long with a 11.5 m breadth and 4.7 m draught. It is powered by two Cummins engines each able to generate 1,650 kW of power and linked to Double Skin
803 using a Beacon Finland JAK 700 coupling system. Bouchard Transportation Co took delivery of an ATB unit from shipbuilders VT Halter Marine Inc and Bollinger Shipyards. This is part of the owners’ fleet modernisation of oceangoing ATBs with propulsion that complies with EPA Tier 4 requirements. VT Halter Marine’s Pascagoula Shipyard built tug Evening Breeze as the first tug in Bouchard’s fleet with EPA Tier 4 engines that have combined power of 2,980 kW. Evening Breeze has an overall length of 34.5 m and breadth of 10.6 m. It is linked to 96-m petroleum transportation Barge No 252, which holds 55,000 barrels, via an Intercon coupler system. Bouchard Transportation president and chief executive Morton Bouchard III says Evening Breeze is at the cutting edge of ATB construction. The ATB is “a strong representative of [the shipyards’] ability to help advance our fleet with the most innovative technologies,” says Mr Bouchard. “Continuously maintaining and advancing our equipment has always been our top priority. Our safety first philosophy remains at the forefront of our operation.” McAllister Towing is expanding its US east coast escort tug fleet with EPA Tier
4-compliant tugs. It was preparing to take delivery of the latest in this series from Eastern Shipbuilding Group in Q2 2019. Ava M McAllister was in final outfitting during Q1 2019 at the Allanton shipbuilding facility. Also at that shipyard is Capt Jim McAllister, which was launched on 19 March. These are similar in design and performance to Rosemary McAllister, which was delivered in June 2018. This series for McAllister Towing is designed by Jensen Maritime Consultants as Z-drive tugs to support ship manoeuvring and berthing at terminals. They will each have total power of 5,050 kW and have two EPA Tier 4 Caterpillar 3516E diesel main engines driving two Schottel Rudderpropeller SRP-4000 Z-drives. Schottel has supplied Rudderpropellers to another escort and terminal tug being built for McAllister Towing at Washburn & Doughty shipyard. This ASD tug will be for terminal support, escort duties and for coastal towing and emergency response. It will have a pair of Caterpillar CAT 3516 engines, which will develop 2,525 kW of power at a speed of 1,800 rpm. These will each drive Schottel SRP 490 propulsors, giving this ASD tug a maximum speed of 14 knots and a bollard pull of around 82 tonnes. TTB
NORTH AMERICA TUGBOAT DELIVERIES 2019 TUG NAME
OWNER
TYPE
BUILDER
DESIGNER
Bay Houston Towing Co
Escort
Gulf Island
Robert Allan
Kirby Corp
ATB
Fincantieri Bay
-
Shaver Transportation
Harbour
Diversified Marine
Jensen
Island Tug & Barge
ATB
ITB's Annacis yard
Robert Allan
Wachapreague
Vane Brothers
ATB
Conrad
Castleman Marine
Evening Breeze
Bouchard Transportation
ATB
VT Halter
-
Suderman & Young
Escort
Gulf Island
Robert Allan
McAllister Towing
Escort
Eastern Shipbuilding
Jensen
SAAM Smit
Terminal
Uzmar
Robert Allan
Mark E Kuebler Ronnie Murph Samantha S Island Regent
Ted C Litton Ava M McAllister Tsimshian Warrior
Source: Tug Technology & Business
www.tugtechnologyandbusiness.com
Tug Technology & Business | 2nd Quarter 2019
46 | FIRE-FIGHTING AND POLLUTION CONTROL
How remote control technology aids FiFi and pollution control Remotely operated and unmanned vessels are able to operate in hazardous conditions making them well-placed for use in fire-fighting and pollution control
Dedicated pollution-control tug delivered
Suri took to the water on 6 October 2018 in Istanbul (credit: Bogazici)
Ocean SRL has taken delivery of Suri, a specialised anti-oil pollution tug. Built by Turkish yard Bogazici, Suri measures 36.5 m in length by 9.2 m in breadth, with a maximum draught of 3.5 m. It has a bollard pull of 35 tonnes. Propulsion comes in the form of a twin-screw fixedpitch propeller and one 110 kW bow-mounted thruster. The main engine comprises two 1,007 kW units, with a speed of 10 knots. Deck machinery comprises a single-drum towing winch with 600 m of 40 mm wire and a hook and windlass setup. There is berthing for six people, comprising two single and two double berths, and the vessel has capacity for 120 m3 of recovered oil. It holds notations from RINA for oil recovery, supply vessel, tug, coastal area and AUT-UMS. The vessel took to the water on 6 October 2018 at Tuzla in Istanbul.
Tug Technology & Business | 2nd Quarter 2019
U
nmanned technology means craft can operate in closer proximity to dangers such as flames, heat, fumes and explosive hazards that would put human crews on board at an unacceptable level of risk. This was demonstrated in October 2018, when a joint industry project showcased the remotely operated fire-fighting capabilities of tug Borkum in the Netherlands. The Netherlands’ minister of water management Cora Van Nieuwenhuizen visited the tug and observed its remote operation extinguishing a simulated fire on a nearby jetty as part of the Innovation Expo 2018 in Rotterdam. Stakeholders in the project include Kotug (project management), Alphatron (camera visualisation and system integration), KPN (data SIM cards for 4G connectivity), M2M Blue Onboard (data connection via combined 4G and local area network and virtual private network tunnel), and Veth (steering and engine control systems). Elsewhere, Kongsberg Maritime and Robert Allan are co-operating on the RALamander project, designing an uncrewed fireboat targeted at port and offshore fire-fighting applications. The first vessel to be developed, 20 m long RALamander 2000, will have a FiFi1 capability and carry three monitors. It will have a pumping capacity of 2,400 m3/ hr with optional foam and will be fitted with a retractable mast to allow a high point of attack for shipboard or dock fires. Automated functions such as dynamic positioning, water spray target holding and ‘line protection’, where the vessel operates back and forth on a set line while directing spray cover on structures or vessels at risk of fire, will also be incorporated. The vessel will be equipped with a grapnel emergency towing system to allow it to tow burning vessels to a safe distance to reduce risk of fire spreading. As well as fire-fighting, unmanned technology can aid in monitoring and controlling pollution in ports. To this end, an unmanned pollution control boat has been launched as a demonstration of the capabilities of 5G connectivity technology. Developed by telecoms companies Ericsson and China Mobile with unmanned surface vehicle (USV) specialist OceanAlpha, the ESM 30 boat can be used to address water pollution issues by collecting and monitoring data on water quality, using HD cameras to identify the cause of the pollution and taking measures to address the pollution.
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FIRE-FIGHTING AND POLLUTION CONTROL | 47
Commenting at the launch of the USV at the Mobile World Congress 2019 in Barcelona in February, OceanAlpha general manager Ran Zhang said: “Relying on 5G communication technology, OceanAlpha’s unmanned boat can conduct water area monitoring, VR back-end demonstration, water quality monitoring, remote application control, and autopilot. “This will completely change the traditional operation of the hydrological survey, water quality sampling and monitoring, environmental law enforcement and other water ecological environment monitoring and supervision by effectively [enhancing] data accuracy, [reducing] costs and
[improving] work efficiency.” The ESM30 measures 1.15 m x 0.75 m x 0.43 m, weighs 31 kg and is composed of fibreglass composite with Kevlar and carbon-fibre. It has an autopilot range of 5 km, a remotecontrol range of 2 km, and can operate at a maximum speed of 1.5 m per second for up to 3 hours. It can gather up to four 1.8 litre water samples at depths between 0.3-0.5 m. Ultrasound sensors allow the USV to detect obstacles within a 10 m radius depending on sensor configuration. It can monitor water quality based on temperature, pH levels, conductivity and turbidity. TTB
Yards see increased demand for FiFi 1 vessels
FiFi CLASSIFICATION GUIDE CLASS NOTATION
FiFi 1
FiFi 2
FiFi 3
1-2
2-4
2-4
2,400
7.200
9,600
2
2-4*
4
1,200
1,8003,600**
3,2002,400**
Throw height (m)
45
110/70***
70
Throw length (m)
120
180/150***
180
Pumps
Recent years have seen a trend across the tug construction sector for increased demand for FiFi1 type fire-fighting systems, compared with just FiFi half or quarter. This is demonstrated in data from leading tug builder Sanmar Shipyards. Along with a steep increase in the yard’s construction capabilities in 2014, there has been a general trend toward FiFi 1 and FiFi half equipment, displacing the stronger demand for FiFi quarter seen in previous years. While there are some variations by class society for FiFi notations, the broad requirements for FiFi 1, FiFi 2 and FiFi 3 are outlined below. This information is not exhaustive and the respective classification societies can provide further details on their own requirements.
Pump capacity (m /hour) 3
Monitors Monitor capacity (m3/hour)
*Number of monitors required for FiFi 2 notation varies depending on class society **Monitor capacity depends on the number of monitors mounted ***DNV GL rules regarding throw height and length are dependent on monitors and respective capacities
FiFi COMPARISON (2005-2018) 25
FiFi EVOLUTION FiFi 1
FiFi 1/2
FiFi 1/4
N/A 2
20
2 4 1
1
15
1 1
8
7
5
3
11
7 6
10 6
1 4
5 5
0
1
5
6
9
6 5
2
2
1
6
4
5
10
10
9
5 2
1
1 1
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
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Tug Technology & Business | 2nd Quarter 2019
48 | FENDERS
Independent testing will guarantee fender performance
F
enders play a vital role in harbour operations, preventing damage to both tugs and the assisted ships. It is therefore crucial the quality of fenders is verified through independent testing. However, fender manufacturers can self-test in their own factories and with their own choice of witness. Performance verification analysis is usually performed in a large press or test frame with either load cells or pressure transducers. Outside manufacturers’ facilities, these test frames are extremely rare, meaning performance testing usually occurs in manufacturers’ factories. Results are not always fully objective, says Trelleborg president for marine and infrastructure operations Richard Hepworth.“Effective and reliable fender systems are mission-critical equipment,” he explains to Tug Technology & Business. “Testing procedures need to keep pace to ensure fender performance standards are maintained.” He says new manufacturing factories have opened and different materials were developed,
More independent laboratories are needed to verify fender performance and quality for tug owners
leading to questionable performance and quality. Mr Hepworth questions whether a test certificate is enough to guarantee performance. “The fender industry involves big contracts and vast sums of money. There is too much at stake to allow manufacturers to serve as their own regulators,” he warns. “Our industry must move towards true independent testing, rather than just witnessed testing,” he adds. If independent laboratories are unavailable, manufacturers could have testing at their own facilities but with independently recorded results. “This will remove any uncertainty
Cylindrical fenders on the bow of a harbour tug absorb energy during berthing operations
from the results and enable endusers to have confidence that the lifecycle and performance of fenders meets specification, and that fenders are therefore fit for purpose,” says Mr Hepworth. He thinks a deeper understanding of the testing procedures and their impact on fender performance will help tug owners and other stakeholders make the right decisions. “This will ensure designers, operators and owners of port infrastructure invest in equipment that guarantees quality and reliable performance over the long-term,” Mr Hepworth says. However, there are flaws in manufacturer fender testing. For example, there are claims that manufacturers select specific fenders for testing, instead of taking random samples. Or fenders could be built to pass performance tests. “But, when it comes to creating the products that actually go to market, some manufacturers may use low-cost, substandard materials in production,” Mr Hepworth claims. If there are not enough external testing laboratories, the industry should introduce independent witnessing to verify the authenticity of results.
Berthing angle, velocity and temperature
Performance verification should include testing the velocity factor (VF). While it is impossible to replicate the actual berthing velocity of vessels in testing, which is up to 500 mm/sec, it is possible to conduct rigorous testing to simulate berthing conditions. The type of raw rubber used in compound formulation significantly influences VF, says Mr Hepworth. VF is highly dependent on the blend and ratio of natural rubber (NR) and synthetic
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Cylindrical and double loop soft fenders were fixed to Z-Tech escort tug Mark E Kuebler
Designers select tug fender types and shapes Naval architects consider the vessel's operational requirements when selecting the fender shape and type. Chartwell Marine managing director Andy Page explains to Tug Technology & Business which type of fender is used in workboat designs. Initially D-shaped fenders were incorporated in vessels designed to operate in offshore renewables projects. “We also looked at W-profile fenders with forward facing grooves for more grip,” he says. A solid strip of rubber block, around 600 mm deep, was effective, but heavy. “We looked at foam-filled fenders with a polyurethane rubber skin,” says Mr Page. These have less weight, but “They tend to split after a period of time,” he explains. “Then the foam gets impregnated with water.” Robert Allan included cylindrical fenders of 915 mm outer diameter and 457 mm inner diameter on Z-Tech tug designs for a series of 10 tugs Gulf Island Shipyards
based rubber (SBR) used in the overall rubber compound formulation. “Fender manufacturers should always provide commentary in relation to the application of VF in their rubber compounds and fender designs,” he says. Testing VF enables fender suppliers and manufacturers to improve standards across the industry. “Robust chemical and physical material testing is also required to ensure that reclaimed rubber and non-reinforcing fillers are not used in fender production,” Mr Hepworth says. These substitutions can negatively impact the fender’s ability to absorb the designated berthing energy of a vessel and therefore protect berthing vessels and port infrastructure. Temperature factor (TF) is also important in understanding changes to reaction force and energy absorption of fenders in operating conditions. The stiffness (modulus) of the rubber compound changes dramatically with temperature which, in turn, impacts how the fender performs in situ.
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is building for Bay Houston Towing and Suderman & Young. These ship-handling fenders are on the bow at the main deck level with double loop soft fenders 405 mm thick between the main deck and the knuckle at the bow and along the sheer lines of main deck. On the stern there will be cylindrical fendering of 405-mm outer diameter and 203-mm inner diameter on each of these 10 tugs. The first two of these Z-Tech 7500 design escort tugs, Mark E Kuebler for Bay Houston Towing and Ted C Litton for Suderman & Young, were delivered in Q1 2019. The main types of tug fenders are: • Cylindrical tug fenders • D-shaped fenders • Block fenders • M-shaped fenders • W-shaped fenders
“Ideally, rubber elements for fender systems should be tested on a caseby-case basis in accordance with the temperatures they will be subjected to in the field,” explains Mr Hepworth. TF is highly sensitive to the type of rubber used – NR or SBR, or a blend of the two, and inclusion of recycled rubber. TF varies with fender type and manufacturer, meaning test results are unique to each individual fender. Fender performance will also vary depending on the angle of contact that results from a vessel’s berthing approach. A fender system should be designed to have enough energy absorption capacity to accommodate the appropriate berthing patterns. Capacity of a fender system designed to accommodate parallel berthing will differ significantly from one with an acute angle of approach. “Understanding how well a fender is able to absorb energy at different angles is critical to its performance at the quayside,” says Mr Hepworth.
To meet active standard ASTM F2192 and PIANC 2002 guidelines requirements, fender rated performance data (RPD) must include testing at a zero-degree angle of approach. “By zeroing the angle factor, this should allow for easier comparison of fender performance data using other testing parameters (temperature, velocity, deflection),” says Mr Hepworth. Manufacturers should also provide adjustment factor information for contact angles at 3°, 5°, 8°, 10°, 15° and 20° for each fender type. “This makes it possible to determine if there is a reduction in energy absorption at larger berthing angles,” says Mr Hepworth. RPD needs to be indicated if chain restraints are factored in, as this will impact results data. Similarly, manufacturers should show angle factor testing data in relation to both transverse and longitudinal angular berthing to illustrate performance under different berthing conditions. TTB
Tug Technology & Business | 2nd Quarter 2019
50 | AUTONOMOUS AND DIGITAL
First autonomous tug in 2020 PSA Polaris will be retrofitted with Wärtsilä smart navigation technology (source: Robert Allan)
Singapore: a hub of autonomous, remote control and smart tug technology testing
S
ingapore has fired the starting gun on developing the first autonomous tug by Q4 2020. With funding from the Maritime and Port Authority (MPA)* of Singapore, Keppel Offshore & Marine (O&M)’s subsidiary Keppel Singmarine will produce an autonomous tug, to be operated by Keppel Smit Towage. This is part of a wider programme to develop autonomous vessels for harbour operations such as channelling, berthing, mooring and towing. Keppel O&M is working with the Technology Centre for Offshore and Marine, Singapore (TCOMS), on this project. Keppel O&M will upgrade an existing tug, which has 52 tonnes of bollard pull, by retrofitting bridge systems with collision detection and avoidance, digital pilot vision and position manoeuvring devices. An onshore command centre will be built to remotely
Tug Technology & Business | 2nd Quarter 2019
control the tug through integration and connectivity with onboard positioning and manoeuvring systems. Keppel O&M’s technology arm, Keppel Marine and Deepwater Technology, will co-operate with MPA and TCOMS to develop technologies and system integration for the autonomous solutions. It will produce a digital twin of the tug to simulate vessel behaviour in diverse scenarios and optimise its operations. Data analytics tools will be used to improve the control and response of the tug. Classification society ABS will provide approvals-in-principle for the technical features, such as remote navigation control and autonomous control systems. This is one of five autonomous vessel projects MPA is supporting as part of a Marine Autonomous Surface Ship (MASS) testing programme, says MPA chief executive Quah Ley Hoon. “Autonomous vessels are the next exciting phase of development in the maritime industry,” she says. “We are constantly looking out for the next new technology to pilot and testbed in an effort to develop Maritime Singapore to be more efficient, productive and technologically advanced.” Keppel O&M will use M1’s low latency 4.5 G network connectivity to transfer data between the test tug and the shore centre. M1’s network can be used for internet of things maritime applications and mission-critical data transmissions.
Intelligent tug technology
Singapore’s MPA is working with Lloyd's Register, Wärtsilä, PSA Marine and TCOMS on developing intelligent tug technology. They are all working on the IntelliTug to test technical systems that can assist masters in collision detection and avoidance and virtual anchoring with enhanced situational awareness at night and in complex conditions. IntelliTug is the first project launched by the Wärtsilä Acceleration Centre in Singapore. It involves retrofitting 2018-built tug PSA Polaris with a sensor and smart navigation package. This project is part of Singapore’s Sea Transport Industry Transformation Map, which promotes the development of autonomous systems, robotics, data analytics and artificial intelligence. PSA Polaris is a Robert Allan-designed harbour tug, built by Cheoy Lee Shipyard to operate in the Pasir Panjang container terminals. It is a Z-Tech 5000 design tug with 52 tonnes of bollard pull and a free running speed of 12.5 knots. Wärtsilä Voyage Solutions is creating a digital simulation of PSA Polaris in Singapore, which will be used
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AUTONOMOUS AND DIGITAL | 51
to test capabilities in both real-life recorded situations and imagined scenarios. Wärtsilä’s dynamic positioning team will install an advanced marine-grade sensor suite and joystick manoeuvring system on the tug. These are integrated in a human-centric smart navigation module that provides collision avoidance advice and navigation support during tugboat transit and when at anchorage. Teams on the digital simulator will access this information and control the joystick. Smart navigation information is intended to assist tug masters in daily operations around busy terminals and the crowded waters around Singapore’s ports. The project is a testbed of these technologies, combining Wärtsilä’s systems with PSA masters’ tug operating experience. PSA Marine head of fleet management Bernard Wong says tug masters will maintain control, with additional information and advice from IntelliTug. “There are many instances in towage operations where we feel the tug master is still very much needed,” he says. “They rely a lot on their skills and the training provided, and even their instincts. But we believe more can be done to aid tug masters in their day-to-day work.” This will include the ability to “fuse sensor data and incorporate it into a human-centric interface that will allow tug masters to digest and make sense of all the information more easily.” IntelliTug is also a testbed for smart navigation regulations with the MPA, using data and lessons from the project for
PSA POLARIS PARTICULARS Owner
PSA Marine
Builder
Cheoy Lee Shipyards
Type
Terminal tug
Designer
Robert Allan
Design
Z-tech 5000
Year built
2018
developing the appropriate regulatory framework. Lloyd's Register is providing expertise and insights to ensure potential technology risks are identified, managed and mitigated. It classed PSA Polaris and is using experience with a RollsRoyce/Svitzer remote control tug project that Tug Technology & Business witnessed in action in Copenhagen, Denmark, in November 2017. Tug Technology & Business has also tested the capabilities of Wärtsilä 360˚ 3D tug simulators in the past. Once installations are completed, the next step in IntelliTug is to test the technology with the tug’s capabilities in a virtual environment before it is released into the testbed. Wärtsilä is conducting user-tests during Q2 2019 with a tug simulator before implementing the third stage of IntelliTug, testing on PSA Polaris in Singapore. PSA Polaris’ power comes from a pair of Yanmar 6EY26W diesel engines, each rated at 1,530 kW of power at 750 rpm. These drive Schottel SRP 360 fixed pitch rudderpropeller Z-drive units. Electrical plant on board these tugs consists of two Perkins E70TAG1M diesel generator sets, each generating three-phase power output of 96 kW at 415 V and 50 Hz. PSA Marine operates a fleet of 40 tugs, mostly Z-Tech design, carrying out more than 90,000 towage jobs per year in the Singapore port. It has worked with naval architects at Robert Allan on the Z-Tech tug design since 2003. PSA Marine is at the forefront of gas-fuelled tug operations with LNGpowered vessels ordered for delivery in 2020. MPA expects Singapore’s port capacity and traffic to double in the next 20 years as the final construction phase of the Tuas mega port complex is completed. TTB *S$2M (US$1.48M) from MPA’s Maritime Innovation and Technology Fund
SINGAPORE TECHNOLOGY DEVELOPMENTS • Digital twins
Length, oa
27.40 m
• Tug simulation
Beam, moulded
11.50 m
• Remote navigation control
Depth, moulded
5.03 m
• Autonomous control systems
Maximum draught
5.25 m
• Data analytics tools
Gross tonnage
333 gt
• 4.5G connectivity
52.00 tonnes
• Internet of things
Bollard pull Free running speed Main propulsion Propellers Class
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12.53 knots Yanmar 6EY26W Schottel SRP Z-drives Lloyd's Register
• Intelligent tugs • Collision detection and avoidance • Virtual anchoring • Smart navigation
Tug Technology & Business | 2nd Quarter 2019
52 | AUTONOMOUS AND DIGITAL
Tug and port connectivity improves situational awareness Open access to digital information on weather and sea conditions, vessel positions and ship movements reduces the risk of accidents in ports
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uture port operations will require high levels of open access to digital information for port users, which is why one port authority has introduced a cloud-based portal for handling and displaying environmental and operational digital data. Rotterdam Port Authority has implemented an online platform and internet of things (IoT) to provide hydrological and meteorological data to ship operators, tug operators and pilots. This system obtains tide height, tidal stream, salinity, wind speed, wind direction and visibility data from 44 sensors in the port. It displays real-time information on an open cloud-based platform. This is the first of several applications the port authority will host on a new IoT facility developed in partnership with IBM, Cisco, Esri and Axians. Each day, the platform processes some 1.2M data points for models, systems and users of the hydro/meteo system include the Pilotage Service, Rijkswaterstaat and various port authority departments. Rotterdam Port Authority digital and IT consultant Vincent Campfens tells Tug Technology & Business pilots and tug operators “have access to real-time data and predictions about water and weather conditions in the port area through static dashboards on our public websites”. This improves operations especially in adverse weather conditions. “This information is crucial for a lot of the operational decisions they make,” says Mr Campfens. “The new platform in the cloud also enables us to give third parties authorised access to that data through international standardised interfaces,” he adds. This enables these organisations to build their own applications using validated data, “giving them the potential to integrate the data into their own systems and processes way better than before,” he says. Adopting IoT and tug-port connectivity technology reduces safety risks and enhances port manoeuvre efficiency. Collaboration between the tug skipper, bridge team, pilot
Tug Technology & Business | 2nd Quarter 2019
and port authority increases situational awareness for all harbour operations. “Which results in enhanced safety and fewer accidents and thus, more efficient port manoeuvres,” says Trelleborg president Richard Hepworth. His company introduced an advanced navigation and piloting software, SafeTug, in Q4 2018. This delivers real-time data sharing that helps tugboat operators and ports to optimise safety and efficiency in daily operations. SafeTug uses dynamic data to give tugboat masters accurate, real-time information on the movement of the ship they are manoeuvring. This includes the ship’s direction and speed, rate of turn, trajectory, heading and course over the sea. The software also shows the position of other tugboats using the system. “Piloting requires the safest, most efficient and reliable technology,” says Mr Hepworth. “It demands exceptional performance, ease of operation and high position accuracy to facilitate optimum approach, berthing and departure. “SafeTug improves the range and accuracy of navigational measurements, offering 360° visibility and enhancing situational awareness in real-time.” Mr Hepworth says Trelleborg completed test deployments on Teesside in the UK, in Norway and the Port of Aarhus in Denmark. “This helps the pilot to know exactly where the tugs are located and for the tug master to know exactly what the movement of assisted vessel is, creating a safer and more effective pilotage experience,” he says. Position data from the Global Navigation Satellite System is received on portable devices carried by the pilots and in the tug wheelhouses. Smart navigation information is displayed on iPads for the pilots, on a mounted display on board tugs and on computers using Microsoft Windows operating systems in port control centres. SafeTug integrates with SmartPort Cloud, exchanging data to provide an overview of port and piloting operations. TTB
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