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This issue of Tug Technology & Business is sponsored by

4th Quarter 2017

Tug of the Year Østensjø’s trio of LNG-fuelled escort tugs share the podium

Hurricanes affected US inland and coastal towage market Robert Allan CEO: Innovations in tug design and propulsion

(credit: Astilleros Gondan)

Asian Tug Technology & Salvage Conference review

“We need to focus on the future and embrace change as technology will drive the future of this industry” Mohamed Juma Al Shamisi, chief executive, Abu Dhabi Ports, see page 16

Image courtesy of Robert Allan Ltd

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Newbuild profile 11 An exclusive guide to Damen’s latest ASD tug at its shipyard in UAE

Operator profile 15 Safeen expands Abu Dhabi tug fleet with three new orders

Area report: Americas 19 Svitzer steps up its Argentinian presence 20 SAAM Smit expands with new tugs in South America 22 Hurricanes helped the US towage sector but it still remains a challenging market for ATB operators

Tug of the Year 24 LNG-fuelled trio shine a light on the future for escort tugs 26 Runners up: US operated tugs are a cut above the rest

Terminal operations 29 Powering up tugs to meet the needs of new container terminals 32 Uzmar invests in bespoke design variants

Designer profile 34 Robert Allan: Innovations in tug design and propulsion

Propulsion 36 Hybrid propulsion will change tug operations for the better 37 Tug design, batteries approval and variable transmission

Inland towage

contents 4th Quarter 2017 volume 4 issue 4 Editor: Martyn Wingrove t: +44 20 8370 1736 e: Sales Manager: Indrit Kruja t: +44 20 8370 7792 e: Head of Sales – Asia: Kym Tan t: +65 6809 3098 e: Sales – Asia & Middle East: Rigzin Angdu t: +65 6809 3198 e: Sales – Australasia: Kaara Barbour t: +61 414 436 808 e: Group Production Manager: Mark Lukmanji t: +44 20 8370 7019 e: Subscriptions: Sally Church t: +44 20 8370 7018 e: Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Head of Content: Edwin Lampert Executive Editor: Paul Gunton Head of Production: Hamish Dickie Business Development Manager: Steve Edwards

39 A powerhouse tug and barge design offers capital cost and safety advantages

Salvage 40 Kea Trader has become one of the longest running salvage projects this year

Bridge systems 42 Bridges designed to optimise the wheelhouse view 43 Portable pilot devices improve ship towage safety

Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

Conference review 44 Harmonised standards and autonomous ships will change tug operations 45 Tug industry has faith in hybrid solutions 46 Indonesia has 20% of the global tug fleet

Next issue Main features include: special focus – Asia; propulsion – engines and power plant; ocean-going tugs and project towage; tug designers; classification; deck machinery

Subscribe from just £199 Subscribe now and receive four issues of Tug Technology & Business every year and get even more: • access the latest issue content via your digital device • access to and its searchable archive. Subscribe online: ISSN 2056-709X (Print) ISSN 2056-7103 (Online) ©2017 Riviera Maritime Media Ltd

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Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

Tug Technology & Business | 4th Quarter 2017

Tugboat Construction



Emergency Response

MED MARINE Pilotage & Towage Services Thanks to its high-quality tugboats and experienced marine pilots, Med Marine is Turkey’s leading towage and pilotage operator since 1995. Construction Industry and Trade Inc

HEAD OFFICE: T.+90 (212) 311 18 00/01 line F.+90 (212) 252 16 80

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W Martyn Wingrove, Editor


e can expect 2018 to be a strong year again for tug construction and contract awards as owners react to rising demands for more powerful tugboats. There will be further requirements for tugs with higher bollard pulls as mega-sized container ships are delivered. Opening of new gas terminals is also driving demand for higher performance and reliable tugs to escort and manoeuvre liquefied natural gas carriers. This will lead to tug owners renewing and expanding their fleets well into 2018. In reaction to this bullish trend, shipyards expect to continue to build fleets of tugs speculatively, in anticipation of the opportunities to sell them to hungry owners. According to BRL Shipping Consultants, there are at least 211 tugs, of more than 20 m in length, on order worldwide, after more than 60 were ordered this year (see page 4). However, several tug orders go unreported as some yards and owners do not disclose contracts. At the Europort exhibition in Rotterdam, the Netherlands, in early November, tug builders explained how they were keeping their yards full into 2018. For example, Uzmar senior contract and project manager Ural Kavaklioğlu told Tug Technology & Business that the Turkish shipyard intends to build at least 20 tugs on spec using new variants of Robert Allan designs. He has a positive outlook for the tug construction sector and expects tugs of between 60 and 90 tonnes bollard pull will be in demand. Rival builder Sanmar is also building its own Robert Allan variants on spec in anticipation that tug owners will be lining up to purchase them. That has been the case in 2017. For example, Safeen chief marine services officer Maktoum Al Houqani told me that his company intends to purchase at least two tugs of up to 85 tonnes

bollard pull and two of 65 tonnes in 2018 (see page 15). This was after it purchased two tugs from Sanmar in September this year. Spanish shipyards are also doing well from rising tug demand. Astilleros Armon is building fleets of tugs, with an orderbook of more than 25 vessels, including some for the Panama Canal, according to commercial director Ricardo Garcia. Gondán Shipyard is also busy as it won a contract to build an icebreaking tug for the Port of Luleå in Sweden in October. Damen Shipyards is a leading builder of tugs on spec and it transfers them from yards around the world on heavy lift ships to meet market demand. At Europort, Damen signed contracts to provide four tugs to Smit Lamnalco and mooring vessels for Multraship Towage & Salvage. More powerful tugs are also needed for the salvage of the world’s largest ships. Shipowners have found some 20,000-plus TEU container ships difficult to handle, leading them to becoming grounded in busy sea lanes and outside terminals. In October, Orient Overseas Container Line’s OOCL Japan became stuck in the Suez Canal and in August, China Shipping Line’s CSCL Jupiter grounded outside Antwerp. Both needed fleets of tugs to refloat them and tow them out of harm’s way. As more of these mega-sized container ships are ordered, with CMA CGM the latest to unveil building plans, there will be greater need for powerful and high-performance tugs, which I expect will continue to drive this bullish industry well into 2018. This is good news for shipbuilders that have faced tough market conditions in merchant shipping sectors. And with at least two engines, propellers and gensets on each tug, this is also good news for the marine propulsion and deck machinery vendors. TTB

Tug Technology & Business | 4th Quarter 2017

World Tug Newbuilding Orderbook

North America


As of the end of October 2017, there are 211 tugs on order worldwide, including 61 ordered so far this year. The majority are being built in North America (21%), South East Asia, eastern Asia (combined 27%) and the Middle East (17%).

Northern Europe


South America


119 76 16 2017





Southern Europe





5 2

South America









Northern Europe


Eastern Europe

Southern Europe



2017 2018

North America












East Asia

South East Asia



Middle East

East Asia

Eastern Europe


9.5% Middle East

17.1% Africa


SE Asia

14.2% Data from BRL Shipping Consultants: October 2017


Orderbook boosted by future tug demand C

Shipbuilders are benefiting from a bullish industry with 61 tugs ordered so far this year and more hulls being built for future sales, writes Barry Luthwaite

onfidence in future global Damen has acquired more shipyard capacity tug demand had attracted 61 and Turkish yards have new licensing newbuilding contracts by the end agreements with Robert Allan. of October, boosting the total orderbook Middle East owners are among those to levels not seen for several years. The who are updating their fleets by taking strength of the current global orderbook builder’s account tonnage from Turkey is underlined by a total of 211 towing units: and negotiating towing units with other tugs of more than 20 m in length that builders. This has helped boost the are specifically for shortsea and harbour orderbook in Turkey to 25 units and 11 work and not offshore-related. in the UAE. More orders for Middle East The majority of these were operators, such as for Safeen, are likely to contracted within the last be confirmed in 2018 (see page 15). two-year period. Russia continues to build powerful tugs From this order This includes some tugs contracted and mainly for naval support, with 10 so far backlog, 119 vessels are due to be delivered within this year that are on order. However, at least one Russian 2018 due for commissioning from stocks of hulls already built on-spec. order has gone overseas: Italy’s Cantiere DELIVERIES this year but there will Around 75 tugs were ordered in 2016 Navale Vittoria shipyard entered the undoubtedly be slippage of and the evidence so far indicates that, international market in April by clinching deliveries with some builders. although the total may fall slightly with two orders for two tugs for the first time in this A further 76 are due in 2018 and months left in 2017, the firm momentum of sector, one of which will be deployed in 16 so far in 2019. ordering has continued. However, Russia to tow decommissioned nuclear There is little doubt that confidence the chances are that there will submarines for demolition. and momentum is continuing globally, be a correction in 2018. The second order was for even if the pace of ordering has slackened Some shipyards are a 26 m tug for towing and somewhat in 2017. The driving force is the capitalising on the market pushing duties valued at €7M. development of ports for accommodating by building for their own It will be operated by the TOTAL GLOBAL much larger ships, such as 22,000 TEU account in the expectation Algerian Transport Ministry in ORDERBOOK container vessels, necessitating more of selling at a profit later. the port of Skikda. The Italian powerful tugs. More 90-tonne bollard This has led to a lot of builder is hopeful of more tug pull, or higher, capacity tugs are being speculative contracting: for business having previously only contracted, even if 80-tonne bollard pull example, Damen Shipyards has tackled boats and small naval craft. units remain popular with owners. built several azimuth stern drive (ASD) Brazil has entered pure tug New designs are surfacing almost tugs to its own designs and kept them construction again with 10 tugs of more every month and the handful of designers in stock. These are offered to customers than 20 m on order. The offshore slump are capitalising on the run of long-term with fast fitting-out, sometimes in as little meant many shipyards building offshore confidence. For shipbuilders – even as eight weeks. vessels in the nation faced bankruptcy. previously smaller non established yards Turkish shipyards are successfully Survivors are turning attention to more – the fruits of business in a bullish industry exploiting this strategy by building tugs powerful port tugs for domestic accounts are being consumed with relish. However, under licence with Robert Allan designs. For for salvation. In September, Detroit Brasil there are some fears that the tug example, Sanmar recently completed secured orders for three 70-tonne bollard sector could become overits 150th Robert Allan designed pull units for delivery in 2018 to domestic tonnaged and needs older units tug. Med Marine is building owner Alianca. to be decommissioned. for its own account and Other movements of interest in the In the three months to earmarking vessels for sale market include plans by Indonesia and the end of October, a further if the right offer is received. Malaysia to construct tugs to support a NEWBUILDING CONTRACTS 20 tugs were added to the Demand for speculative cabotage fleet renewal programme. This IN 2017 orderbook increasing it to the newbuilding is unlikely to has helped increase the orderbook for figure of 61 mentioned above. slacken in the months ahead as South East Asian yards to 30. TTB




Tug Technology & Business | 4th Quarter 2017


TUGS CONTRACTED IN 2017 OVER 20 m Country/Shipbuilder


Beneficial Owner


Bollard Pull (tonnes)



Tuong Aik Shipyard

Harbour Tug



National Coal Supply Co.

Harbour Tug




Harbour Tug




Harbour Tug



Russia Govt.

Harbour Tug

Damen Hardinxveld


De Boer Remorquage



Damen Shipyards





De Hoop*


Caspian Offshore

Harbour Tug

De Hoop*


Caspian Offshore




Damen Shipyards

Harbour Tug



Russia Govt.

Salvage Tug



Lulua Port

Harbour Tug



Eregli Shipyard*


Med Marine Towage

Harbour Tug



Sanmar Denizcilik*


Svitzer AS

Harbour Tug



Sanmar Denizcilik


Svitzer AS

Harbour Tug



Uzmar Shipyard*



Harbour Tug




Svitzer AS

Harbour Tug




Mitsui O.S.K.

Harbour Tug



Damen Song Cam


Pilbara Harbour Serv


Damen Song Cam


Port Autonome de Papeete

Harbour Tug


Piriou Vietnam


Caraibes Remorquage



Albwardy Damen


Saqr Port


Damen Sharjah



Harbour Tug

ASIA Malaysia Tuong Aik Shipyard Singapore ASL Shipyard*

EUROPE Bulgaria MTG Dolphin OLG*



Italy 2019 60





Romania Damen Galatz Russian Federation Nevsky* Spain Gondรกn* Turkey

EAST ASIA Hong Kong Cheoy Lee Shipyards Japan Kanagawa Zosen Vietnam 2018-2019

MIDDLE EAST United Arab Emirates

* indicates orders added in Q3 2017 Excludes orders at yards in Americas (see page 22)


2018 2018

Data from BRL Shipping Consultants

Tug Technology & Business | 4th Quarter 2017


Svitzer adds workboat to Welsh fleet

Svitzer has taken delivery of a 20.5 m multipurpose harbour workboat, Svitzer Merlin, from UK shipbuilder Southampton Marine Services. It is now conducting general port operations in Milford Haven, in southwest Wales. Svitzer Merlin is the first of Southampton Marine Services’ new Bulldog workboats range, which was designed by Argyll Maritime Design Services. It is a twin screw, pontoon style, shallow draught workboat and is propelled by twin Doosan diesels engines, each driving contra-rotating propellers.

Harley takes charge of new ocean-going ATB

Five Chinese tugs delivered in October

Harley Marine Services has taken delivery of its new tug OneCure and ocean-going barge, Edward Itta, following successful sea trials. This articulated tug and barge (ATB) unit was constructed by Conrad Shipyard in Louisiana with a liquid carrying capacity of 80,000 barrels. Sea trials were conducted 10 miles south of Port Fourchon. They included crash stops at various speeds, basic and highspeed manoeuvring, systems monitoring and tests of the main engines and steering. The ATB picked up its first cargo on the US Gulf coast and sailed through the Panama Canal to a port on the West Coast, after which it headed to its permanent base in Alaska.

Jiangsu Zhenjiang Shipyard delivered five tugs and launched another in October to meet Chinese demand for more powerful ship-manoeuvring vessels. On 30 October, the shipyard delivered a seventh 3300 AVIC class azimuthing stern drive (ASD) tugboat for a joint venture between Zhenjiang Shipyard and AVIC International Offshore. This delivery followed on from the acceptance of two other ASD type tugs by the Xiamen Port Co in China. Zhenjiang Shipyard successfully delivered Xia Gang Tuo 24 and Xia Gang Tuo 25 tugboats on 26 October. These are 3,676 kW ASD tugs for handling ships in harbours and terminals. On 15 October, Nantong Cosco KHI Ship Engineering Co took delivery of Zhong Yuan Chuan Qi 3 Hao from Zhenjiang Shipyard. This is an ASD tug with 2,942 kW of installed power. This followed the delivery of ASD tug Qing Gang 26 to Qinhuangdao Port Co on 14 October. More tugs are on the production line at the Chinese shipyard. On 23 October, another 3,676 kW tug with ASD propulsion was launched from the shipyard for a domestic tug operator.

Multipurpose tug ordered for St Lawrence ice management Louisiana’s Gulf Island Shipyards has clinched a US$18.1M contract to construct an ice class, Z-drive tug for the St Lawrence Seaway Development Corp (SLSDC). It will be designed to provide icebreaking and ice-management services on the shipping seaway between the Great Lakes and Atlantic. This ABS-classed multipurpose tug will also handle buoys and push SLSDC’s two buoy and gate-lifter barges and will be capable of secondary roles in fire-fighting, pollution response and ship handling. This tug will have two high-speed diesel engines driving two controllable-pitch Z-drive propulsion units. Deck machinery will include a heavy-duty deck crane, a stern roller and shark jaws to allow the tug to handle buoys on its aft working deck. Gulf Island Shipyards expects to deliver this multipurpose tug in Q2 or Q3 2019.

Tug Technology & Business | 4th Quarter 2017

New Italian harbour tug unveiled Rimorchiatori Reuniti has started operating its newbuild Sirapinar V tug in Italy following its delivery by Sanmar, in Turkey. It is a RAmparts 2400-SX Bogacay series 22 m tug with 50 tonnes of bollard pull, powered by a pair of 1,500 kW Caterpillar engines that drive Schottel azimuthing Rudderpropellers. TTB

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DAMEN’S ASD 92 Designer/Builder: Damen Design: ASD 2411 Bollard pull: 70 tonnes Total power: 4,200 kW Length: 24.4 m Beam: 11.3 m Engines: 2xCat 3516C Thrusters: 2xRolls-Royce US 255 Winch: DMT, 68 tonnes Automation: Praxis Switchboard: Alewijnse Marine

ON THE BRIDGE Search light (FiFi 1): 2x Pesch, 450 W, Xenon Radar system: Furuno FAR-2117 Propulsion controls: Rolls-Royce Winch controls: Schneider Electric Autopilot: Robertson AP-70 DGPS: Furuno GP-170D Echosounder: Furuno FE-800 VHF: 2x Sailor Compact 6222 VHF (hand-held): 2x Jotron TRON TR-20 Compass: 2x Magnetic, Kotter type Speed log: Furuno DS-80 Navtex: Furuno NX-700 AIS: Furuno FA-150 EPIRB: Jotron Tron-60S SART: Jotron Tronsart20 Anemometer: Observator Windsonic OMC 115

ASD TUG TAKES SHIP MANOEUVRING TO NEW LEVELS Tug Technology & Business gained exclusive access to the above- and below-deck technology on one of Damen Shipyards Group’s latest azimuth stern drive tugs


amen Shipyards Group has designed its latest batch of azimuth stern drive (ASD) tugs to be crammed full of powerful engines and generators. These drive two Rolls-Royce propulsors to generate 70 tonnes of bollard pull for escort and harbour operations. These were some of the systems that were highlighted to Tug Technology & Business during an exclusive tour of the latest of these tugs to come off the Damen production line. The tug tour was conducted during a visit to Albwardy Damen’s shipyard in Sharjah Hamriyah Freezone, in the United Arab Emirates. This ASD 2411 design, ASD 92 tug incorporates the latest hull and skeg designs and the most recent developments in propulsion, wheelhouse and winch design. It is one of a series

of tugs built as stock vessels and available to purchase. Albwardy Damen project manager Sajan Karolkuni explained that the ASD 2411 design tug is 24.4 m long and 11.3 m wide and has been designed for manoeuvring ships in terminals and harbours and for vessel escort work. He said one of the key elements in the design and construction was to generate as much bollard pull as possible without jeopardising the tug’s size or manoeuvrability. Its power comes from two Caterpillar 3516C engines that have a total power of 4,200 kW at 1,600 rpm. These drive two Rolls-Royce US 255 azimuthing thrusters with fixed pitch propellers of 2,600 mm diameter. Auxiliary equipment on the ASD tug includes two Caterpillar C4.4 TA main generator sets that each produce 86 kVA, with 230/400

V at a frequency of 50 Hz. Other equipment includes two general service pumps, two fuel oil header pumps, three bilge water pumps, a water separator and a Rickmeier lubricant oil pump. Mr Karolkuni also pointed out that the fire-fighting (FiFi) pump for the tug’s FiFi 1 system was located centrally in the engineroom. This diesel-driven pump can deliver 2,700 m3/h to two electrically controlled monitors, which can deliver 1,200 m3/h each and to two waterspray units that each have a 150 m3/h capacity. This system was delivered by Fire Fighting Systems. While the FiFi 1 system should only be needed in an emergency, another part of the deck equipment is designed for daily tug operations. Mr Karolkuni explained that the DMT-supplied double-drum winch near the bow of the vessel has 68 tonnes capacity and can be used with a tie-bit for harbour operations. There is also an electrically-driven capstan and 100-tonne towing hooks fore and aft. Around the deck is a set of fenders. At the bow there is a combination of cylinder and block fenders, while there are

Tug Technology & Business | 4th Quarter 2017


D-shaped fenders on the side and aft of the tug and cylinder fendering at transom corners. The whole of the tug is controlled by an automation system supplied by Praxis, which also provided a digital display and controls on the switchboard and outside the master’s cabin. The rest of the switchboard was supplied by Alewijnse Marine. Automation data can also be displayed on an integrated bridge in the wheelhouse. This has 360˚ of view for the master with a swivel chair that provides access to tug controls and workstations. Furuno Electric supplied most of the bridge equipment in ASD 92. The Japanese company supplied radar,

echosounder, speed log, automatic identification system and a differential satellitebased positioning unit. “The displays can be configured for different information requirements, such as conning, tug alarms, fuel consumption, electric generators and diagnostics,” Mr Karolkuni said. It can also display information about the tug’s pumps, ventilation, lighting and fuel levels. “There are two displays for redundancy and overhead dials that include compass and propulsion information,” he explained. Communications equipment on the tug includes two Sailor Compact 6222 VHF radios from Cobham Satcom and two Tron TR-20 handheld

Tug Technology & Business | 4th Quarter 2017

VHF radios from Jotron. This company also supplied the emergency radio beacon and search and rescue transponder. Propulsion controls were supplied by Rolls-Royce, while Schneider Electric provided the winch controls. This ASD 2411 is a similar design to two tugs that are to be built by Wilson Sons Estaleiros yard in Brazil for Saam Smit Towage. These are scheduled to be delivered in the middle of 2018. It is also similar to tug Columbia, which was delivered to Italian owner Rimorchiatori Riuniti in May this year for harbour operations in the Mediterranean region. This also had 70 tonnes of bollard pull ahead. TTB

TOP LEFT: ASD 92 has two FiFi 1 monitors and a wheelhouse with a 360˚ view TOP RIGHT: There are two workstations within easy reach of the master in the wheelhouse BOTTOM LEFT: Rolls-Royce supplied two azimuthing thrusters on ASD 92 BOTTOM RIGHT: Electrical power comes from two Caterpillar C4.4 TA gensets



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Safeen expands tug fleet

with three new orders The marine services subsidiary of Abu Dhabi Ports has ordered three tugs this year to increase its overall fleet to 26 vessels and expects to require more powerful tugs in 2018, writes Martyn Wingrove


bu Dhabi Marine Services (Safeen) is in the middle of expanding its fleet to meet the growing requirements of all port and terminal operators in the Emirate of Abu Dhabi. Safeen provides marine services both to its parent company Abu Dhabi Ports and to independent operators of jetties and port infrastructure in the UAE. Safeen chief marine services officer Maktoum Al Houqani explained to Tug Technology & Business in Abu Dhabi the rationale behind the fleet growth strategy, which will expand to 12 tugs, of up to 75 tonnes bollard pull, and 14 other marine service vessels of different sizes, by the end of this year. These will include two azimuth stern drive (ASD) tugs Safeen ordered from Turkish shipyard Sanmar and one from Damen Shipyards in September this year. Next year, Safeen is highly likely to order more tugs to provide marine services to Abu Dhabi Ports’ expansion of the Khalifa container terminal as larger ships, up to Newcastlemax in size, will be calling at this port. “We are considering acquiring tugs with up to 85 tonnes of bollard pull and we will also be adding two more ASD tugs with 65 tonnes of bollard pull,” Capt Al Houqani said. He said being part of Abu Dhabi Ports “is a great advantage for us” as this provides growth opportunities for the vessel owner, especially as Abu Dhabi Ports takes on

more responsibilities in other areas of the Middle East. “We continue diversifying our business with new services and contribute to major projects abroad,” he said. However, the increase in ports business has not grown as fast as initially expected in the UAE and there are economic challenges that Safeen faces, including competition from other tug operators. “In the current economic environment where there are many players in the market, we reviewed our strategy for sustainable business and for continuing growth,” said Capt Al Houqani. Part of this strategy was to diversify the fleet with purchases of three tugs this year for different types of port work. On 27 September, Safeen ordered two Yenicayclass 18.7 m ASD tugs from Sanmar, each with 32 tonnes bollard pull. They are based on Robert Allan’s RAscal 1800 design of harbour tugs and will each have two Caterpillar C32 main engines that each generate 969 kW at 1,800 rpm. These will drive Veth VZ-900 azimuthing stern thrusters, pushing these tugs to a top speed of 12 knots. On the same day, Safeen signed a contract with Damen for a new 19 m conventional twin screw vessel. This Damen Stan Tug design will have a bollard pull of 28 tonnes. Capt Al Houqani said these three tugboats are due to be delivered before the end of 2017 and should go into service in the Mussafah and Zayed port areas early

in 2018. “These tugboats allow us more flexibility and engagement thanks to their different sizes and different designs,” he said. “They have an advantage due to their length and shallow draught, as they can get into tight spaces to support private owners of piers and jetties in different locations.” Safeen conducted a competitive tender for these tugs. “We asked many shipbuilders from around the world to tender,” he said, and Sanmar and Damen were chosen because Safeen had experience in operating tugs that were built by these shipbuilders in the past. Its existing fleet is mostly composed of 24-25 m ASD tugs with bollard pulls of between 55 and 75 tonnes because of their manoeuvrability in ports. However, Safeen also has one tug with Voith propulsion and three with conventional screw propulsion. “We also have a Shoalbuster for multipurpose activities such as pushing, towing and anchor handling as well as for shallow water

Safeen signed a contract for the delivery of two tugs from Sanmar and one from Damen Shipyards (credit: Martyn Wingrove)

Tug Technology & Business | 4th Quarter 2017


intervention,” said Capt Al Houqani. Along with fleet expansion, Safeen is also extending the capabilities of its crew through training and simulation. It operates a training division and specialised learning centre that it also offers to other vessel operators in the Middle East. This centre is being expanded with the latest full-mission bridge and engineroom simulators. The bridge simulator will have 360º of view and the facility will have four tug simulators. “This will be the most advanced training centre across the Middle East,” said Capt Al Houqani, who added that it will also be used for research and development of technology and marine services.


Technology is an increasingly important aspect of Safeen’s operations, just as it is for its parent company. Abu Dhabi Ports has introduced a digital platform for exchanging information and improving transparency of port operations. Its customers, including

Mohamed Juma Al Shamisi (Abu Dhabi Ports): Maqta Gateway is a port community service

cargo owners and shipping companies, can use the Maqta Gateway’s port community system for managing shipments, export and import operations. Abu Dhabi Ports chief executive Mohamed Juma Al Shamisi said the Maqta Gateway’s port community system had “developed more than 100 efficient and easy-to-use services, which has further encouraged 100% adoption from our customers”. He added that this “new system has also succeeded in creating fully intelligent maritime services designed in Abu Dhabi”. During the Seatrade Offshore Marine & Workboats Middle East conference in Abu Dhabi in September, Capt Al Shamisi urged the UAE maritime sector to invest in digitalisation technology. This could result in operational efficiencies, improved business and better recruitment of future generations of seafarers in the UAE, he explained. “We need to lead these developments, to focus on the future and embrace change as technology will drive the future of this industry,” he said. More than 35 international shipping partners joined the Maqta Gateway system this year. Maqta general manager Dr Noura Al Dhaheri said the gateway logged 37,000 voyages entries and 3.6M digital transactions, “showing there is an insatiable appetite for online services that provide seamless connections across the industry”. Safeen has introduced an in-house application system that connects with the Maqta Gateway. Capt Al Houqani said this is a scheduling and operating management system for tracking and monitoring operations, maintenance and quality management. “We are coming into the age of the automation of services,” he said. Overall, he expects growth in Safeen’s operations as Abu Dhabi Ports expands its businesses. This will mean more tugs will be needed with various towage and ship manoeuvring capabilities he concluded. TTB

SAFEEN MARINE SERVICES ⊲ Harbour towage ⊲ Vessel mooring ⊲ Terminal marine services ⊲ Vessel traffic services ⊲ Bunkering ⊲S  eafarer training

⊲ Fresh water delivery ⊲ Garbage disposal ⊲ Permit issuing ⊲ Diving services ⊲P  ilotage

Tug Technology & Business | 4th Quarter 2017

Captain Maktoum Al Houqani Since graduating in 2009 at an Australian university, Maktoum Al Houqani has assumed different roles aboard seagoing vessels and managed petroleum ports. He obtained a masters degree in maritime studies from the Australian National Centre for Ocean Resources and Security at the University of Wollongong. He worked on tankers and gas carriers, then became a tug master and pilot. Capt Al Houqani supervised reclamation projects to create artificial islands and became a manager of offshore petroleum ports in Abu Dhabi. In 2011, he was appointed as senior vice president for operations at vessel operator IRSHAD. In September 2015, he joined Abu Dhabi Ports as the chief marine services officer of the newly formed subsidiary, Safeen.


. g u t r o t o R y B

Americas AREA REPORT | 19


Svitzer is now operating a fleet of nine tugs in the Argentinian ports and terminals sector

Since Q4 2016, Svitzer has deployed nine azimuthing stern drive tugs in the Argentinian towage market, writes Clive Woodbridge


vitzer expanded its presence in South America with the deployment of nine azimuthing stern drive tugs in Argentina through a joint venture with the Meridian Group. Since Q4 2016, it has been active in the ports of Bahia Blanca and Necochea. In October this year, Svitzer also entered the Buenos Aires port market. Svitzer Americas managing director Marc Niederer said Argentina was an important market as “it is a country where most of our large clients were asking for us to provide a service.” This has translated into a prosperous start for Svitzer as it has

increased market share. In Bahia Blanca, for example, by the end of October, Svitzer had 40% of the harbour towage business in the port. “The commitment from clients in Buenos Aires is also strong, as they are positively embracing a newcomer that can offer competition to established players,” he said. Svitzer has been active in Brazil since 2015, when it acquired local operator Transmar Servicos Maritimos. In Q1 2017, it started a new service in Paranagua, where it deployed two newbuild tugs. They have bollard pull ratings of 77 and 75 tonnes and were built to a Robert Allan design at the Cheoy

Lee Shipyard in Hong Kong. These added to its existing business in the ports of São Francisco do Sul and Itapo and further investment is ongoing to consolidate the group’s Brazilian market position. Svitzer has a series of four RAL-designed RApport 2400 type tugs on order at the Inace shipyard, three of which, Svitzer Zoe, Svitzer Setimo and Svitzer Jamil Darian, were delivered this year, while the fourth is due to be completed before the end of this year. There are also plans to enter the Santos port market before the end of this year, Mr Niederer said. “By expanding in this way in the Brazilian market, we are following in the footsteps of some of our global clients. It is our intention to cover the needs of the market in Brazil with newbuild tugs, and this significant investment reflects how much potential we see here.”

Brazil’s long coastline and numerous ports and terminals present clear opportunities and are a source of challenges. “Clients expect multi-port coverage, so the operational footprint is important and it is necessary to be able to offer a service of some scale from the outset,” Mr Niederer pointed out. Currently, Svitzer is the only towage operator that can offer services in both Argentina and Brazil. “In order to achieve this, we have to operate around 25 tugs in these two countries. For Svitzer it was an important strategic decision to be active in these growth markets.” Svitzer also has a smaller presence in Peru, Chile, Mexico and Panama, creating a South and Central American operation of growing significance within its global fleet. The company is also the largest towage operator in the Caribbean, with operations in Trinidad and Tobago, the Bahamas, Dutch Antilles and Dominican Republic. TTB

Tug Technology & Business | 4th Quarter 2017

20 | AREA REPORT Americas

SST Portobelo is a Damen ASD 2411 tug operating with SST in Panama

SAAM Smit expands with new tugs in South America


AAM Smit Towage (SST), a partnership between the Chilean SAAM group and Boskalis, continues to strengthen its position as one of the leading tug operators in Central and South America. The company currently operates a fleet of 84 tugs in Brazil, Panama and Mexico but also maintains a presence in Canadian ports. Since July this year, two more new 24 m long azimuth stern drive (ASD) tugs have been taken into service by SAAM Smit Towage Brasil, with the delivery of the 70 tonnes bollard pull, Damen-designed SST Aimoré and SST Arua, both built locally at the Wilson Sons Shipyard in Guarujá, near São Paulo. The two tugs are now operating in the key gateway port of Santos. In addition, the 70 tonnes bollard pull SST Portobelo was handed over to SST in Panama in May this year by Damen, which had completed the 80 tonnes bollard pull tug SST Rambala for the same operation in 2016. According to SST commercial director Robert Bosman, the joint venture operates 46 tugs in Brazil. These vessels now cover 14 Brazilian ports after SST entered two new ports in Pecem and Vila de Conde/Barcarena earlier this year. The company has deployed two tugs to each of the new ports, following requests from clients to provide a service in these locations. Mr Bosman told Tug Technology & Business that SST is monitoring existing and new market demands. “Our fleet is currently sufficient to operate where we are active but, in the event that we identify an opportunity to expand our operations, we may consider purchasing more new or second hand tugs,” he said. SST anticipates further expansion of its Brazilian operations

Tug Technology & Business | 4th Quarter 2017

SAAM Smit has taken delivery of four new tugs over the past 18 months and has more on order for deployment in 2018, writes Clive Woodbridge

as it placed orders with Wilson Sons Shipyard for two more 70 tonnes bollard pull ASD tugs with an option for an additional two of the same design. The two confirmed tugs are expected to be delivered towards the end of 2018. SST Panama operates a total of 15 tugs in eight ports and terminals on both the Atlantic and Pacific coasts. Mr Bosman said SST Mexico operates 23 tugs, providing harbour towage and offshore services in five different ports. In May, SST secured a long-term contract at Petroterminal de Panama on the Pacific side of Panama and this required deploying two tugs. The additional demand in this case has been met by redeploying assets from both its Panamanian and Mexican businesses, following some fleet rationalisation. Further investment for the Central and South American ports and terminals sector is under review. Mr Bosman said there are ongoing requirements for tugs with an even higher bollard pull. “The trend in opening larger container terminals leads to requirements for tugs with 70 tonnes or even 80 tonnes bollard pull,” he said. They are needed to move larger ships in challenging weather conditions. “However, our workhorse tugs, with 65 tonnes of bollard pull, also serve these markets perfectly well.” Container lines, and thus tug operators, are coming under “tremendous” commercial pressures to lower costs in the region, said Mr Bosman. But this should not affect safety, he said, adding: “Across the industry we should have tariff levels that mean we are able to continue to operate safely and to invest in new equipment, maintenance and staff training.” TTB





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22 | AREA REPORT Americas

Hurricanes impacted US towage market Storms helped the US towage sector, but it still remains a challenging market where operators are modernising their tug and ATB fleets


urricanes and inland waterway delays have impacted North American towage companies, this year, initially leading to transportation issues, followed by improvements in demand and utilisation. This is seen as a temporary improvement for US tug operators as the sector is otherwise affected by too many tugs and barges with not enough demand. According to BRL Shipping Consultants, around 5,500 tugs and towage craft move 763M tonnes of cargo annually on US waterways. Articulated tug barge (ATB) units make up a large part of the domestic fleet, which serves the US mainland, Hawaii, Alaska, Puerto Rico and the US Virgin Islands. The current river fleet of barges pushed by tugs numbers 31,000. The tug and barge industry adds US$33Bn to US gross domestic product annually and the industry is protected by the Jones Act for US domestic trade. Growth is expected in

North American towage over the next five years, according to the consultant Global Market Insights. It forecasts annual growth of around 5% until 2024, mainly due to rising demand for petrochemical shipments in the region although the sector is not doing well at present. Kirby Corp is one of the largest US towage companies, with around 215 tugboats and 915 tank barges and, thus is a fair barometer for the whole of the industry. In July, Kirby president and chief executive David Grzebinski described US inland and coastal towage as being in “one of the most severe downturns the market has seen in the past 30 years”. On 2 November, he said the market had improved – partially due to the impacts of hurricanes Harvey and Irma. These resulted in more barge movements, especially those filled with liquid cargoes, helping to improve Kirby’s tug and barge utilisation and financial results since July.

Tug Technology & Business | 4th Quarter 2017

Kirby’s tugboat operations were affected by storms and delays on US inland waterways (credit: William Alden)

The tug operator reported Q3 revenues of US$541.3M this year, compared with US$434.7M in Q3 2016. “Although this increase in utilisation may be temporary, it has remained firm into Q4,” Mr Grzebinski said at the results presentation. Utilisation of Kirby’s inland tug and barges was in the mid-80% to mid-90% range in Q3. The operating conditions were physically challenging during the hurricanes. For Kirby, demand for inland tank barge transportation of petrochemicals and oil was higher compared to Q3 2016. However, demand for refined petroleum products transportation and term and spot contract pricing was lower. Kirby has also faced worsening market conditions in the coastal towage market, with utilisation between 62% and 66% in Q3 2017. Kirby said tug and barges continued to move from term contracts into the spot market and revenues from the transportation of refined

petroleum products and oil were lower than in Q3 2016. Mr Grzebinski said there was increased idle time in the coastal market as more barges operated in the spot market. “We remain focused on managing costs and optimising the equipment available for commercial use,” he added. It is therefore surprising that operators, including Kirby, continue to invest in tugs, barges and ATBs. BRL Consultants said ordering continued this year because tug and barge operators need to modernise their fleets to remain competitive and compliant with tightening environmental regulations from the US authorities and IMO. There are 40 tugs of more than 20 m long under construction in the US and five in Canada, according to BRL. In July, Kirby took delivery of a second ATB from Fincantieri Bay Shipbuilding. This consisted of Paul McLernan tug and the 155,000-barrel barge 155-

Americas AREA REPORT | 23

TUGS CONTRACTED IN 2017 OVER 20 M IN LENGTH Country/ Shipbuilder


Beneficial owner



North America: USA Conrad Industries


Harley Marine Services

Harbour Tug


Halter Marine



Harbour Tug


JB Marine Service


Southern Illinois Transfer

Harbour Tug


Detroit Brasil Ltda



Harbour Tug




Harbour Tug


Wilson Sons


Wilson Sons


South America: Brazil

Camorim Servicos Maritimos Damen Shipyards SAAM Smit Towage

Harbour Tug Harbour Tug

2018 2019

Data from BRL Shipping Consultants

02 to carry petroleum and chemical cargoes. During Q3, Kirby spent US$133.5M, including US$84M on upgrading existing inland and coastal fleets and US$41M on construction of a new coastal ATB unit, two coastal tugboats that are rated at 3,650 kW and six 3,730 kW coastal ATB tugboats. It also included US8.5M on new inland tank barge and towboat construction. Additionally, Kirby has ordered five new inland tank barges. Foss Maritime affiliate Young Brothers is also expanding its fleet. It is preparing to take delivery of the first of four tugs that were ordered for inter-island cargo transit in Hawaii. Damen

Shipyards is scheduled to deliver the first of these 4,475 kW and 11 m wide tugs in Q1 2018. The other three tugs are due to be delivered in sequence and in three-month intervals, with the fourth tug in Q4 2018 or early in 2019. These tugs will serve Young Brothers’ fleet of seven barges that have a combined capacity of more than 60,000 tonnes. They will also be more powerful than Young Brothers’ existing fleet of six tugs, which range from 2,460 kW to 3,050 kW. Young Brothers serves several ports in Hawaii with most routes serviced at least twice a week by overnight sailings. Bisso Towboat Co took delivery of a new azimuthing


stern drive tug in October for towage in the Mississippi River in Louisiana. Liz Healy is a tractor tug with 60 tonnes of bollard pull that comes from two Caterpillar 3156C engines. This new addition is the final tug in a series of three identical 3,340 kW vessels built by Main Iron Works of Houma, Louisiana. It completed sea trials on 6 October and entered service, increasing Bisso Towboat’s fleet to 12. It has two Rolls-Royce US 205 fixed pitch Z-drives and two 99 kW Marathon generators powered by two John Deere engines. It is also equipped with a JonRie Series 230 hydraulic bow winch and Simrad navigation and bridge electronics. Waterfront Services Co started to renew its fleet of tugboats with the delivery of the first tug of a four newbuilding series in October. US shipbuilder Master Marine delivered 20 m tug Miss Deborah to the owner, which

provides towing services in Illinois. Each of these four tugs will have a pair of Laborde Products-supplied Mitsubishi diesel marine engines that meet the US’s emissions standard Tier 3. Harley Marine Services ordered two powerful tugs for ocean services from Conrad Shipyard in Morgan City, Louisiana. These 2,240 kW, 33 m tugs are designed by Entech Designs and scheduled to enter service during Q4 2018 and Q1 2019. They will each be powered by Caterpillar 3512C Tier 4 diesel marine engines and have two Caterpillar C4.4 99 kW generators that operate at 1,800 rpm. Harley Marine Services provides marine transportation services in every major US West Coast port as well as in Alaska, New York and the Gulf of Mexico. Conrad has previously delivered 19 vessels to Harley Marine and currently has three under construction at its shipyard for the operator. TTB

Tug Technology & Business | 4th Quarter 2017


TUG OF THE YEAR LNG-fuelled trio shine light on the future Østensjø Rederi’s new LNG-fuelled escort tugs operating at Statoil’s Melkøya LNG production terminal near Hammerfest, Norway, are jointly Tug Technology & Business’ Tug of the Year 2017


Dux, Pax and Audax are RAstar 4000-DF design escort tugs

Tug Technology & Business | 4th Quarter 2017

trio of gas-fuelled vessels has been selected as Tug Technology & Business’ Tug of the Year 2017. Østensjø Rederi’s three tugs, powered by liquefied natural gas (LNG) – named Dux, Pax and Audax – have several innovations that single them out for the accolade. Not only are they some of the first tugs to be built with Wärtsilä dual-fuel engines, but they also operate in extreme weather and sea conditions within the Arctic Circle in temperatures down to -20˚C. Østensjø’s tugs provide escort services to LNG carriers that are used for exporting LNG from Statoil’s production terminal at Melkøya, near Hammerfest. They will also be maintained in readiness for emergency services such as long-line towing, firefighting and oil spill response. These 40.2 m escort tugs were designed by Robert Allan as RAstar 4000-DF class tugs. They comply with IMO Tier III emissions standards. They can achieve a maximum free-running speed of 15 knots and can produce up to 107 tonnes of bollard pull. They were built by Astilleros Gondán in Spain, classed by Bureau Veritas and officially christened in Hammerfest in


Dux, Pax and Audax particulars Owner: Østensjø Rederi Type: Escort tugs Builder: Astilleros Gondán Designer: Robert Allan Design: RAstar 4000-DF Operating: Statoil’s Melkøya LNG terminal: Norway Length, oa: 40.2 m Beam, mld: 16 m Draught: 6.7 m Max speed: 15 knots Bollard pull: 107 tonnes Engine: 2x Wärtsilä 6L34DF Propulsion: 2x Schottel SRP 3030CP Bow thruster: Schottel STT 170 T-FP Winches: Karmøy

August. Gondán commercial manager Daniel Scavuzzo told Tug Technology & Business that their construction was challenging because of the lack of rules and regulations concerning LNG-fuelled tugs, especially for their venting systems and location of their LNG bunkers. “It was a steep learning curve for us,” he said. It was also a steep learning curve for Robert Allan and Bureau Veritas, not only because of the same lack of rules to guide the tug design but also because of a shortage in relevant experience. Robert Allan project manager Mike Phillips explained that a refined RAstar tug hullform was chosen after extensive hydrodynamic simulations, hours of computational fluid dynamics and model testing. He said the biggest challenge was fitting the LNG systems into a 40 m tug design. “The LNG tank is orientated in the longitudinal direction to minimise any risk of a pressure breakdown in the tank due to excessive sloshing and mixing of the liquid and gas,” he explained. The design had to follow specific code and class requirements for safety and gas systems that cover the ventilation of the LNG system’s fuel tank, its connection spaces, gas regulation units, engines,

Audax has a bollard pull of 107 tonnes and steering force of 167 tonnes at 10 knots

double walled piping systems, bunker stations and airlocks. Those codes define the inlets and outlets of the ventilation systems for all these components as hazardous zones, which “must be kept clear of potential sources of ignition, entrances to accommodation, control spaces, ventilation inlets to non-hazardous spaces and even some other hazardous zones,” said Mr Phillips. “Complicating matters even more, this project required the tugs to have an oil recovery ship class notation with tankage for recovered oil, storage locations for containment booms and a skimmer,” Mr Philips said. Each of these features has associated hazardous zones of their own that need to be considered in conjunction with the LNG system operation. The IMO Type C insulated LNG tank and regasification system is located below deck, with the dual-fuel main engines in a gas-safe (non-hazardous) engineroom. Østensjø’s tugs each have two Wärtsilä 6L34DF main engines with a power rating of 3,000 kW each, which drive transverse thrusters. Schottel developed a specific type of thruster for these three dual-fuel tugs and six units with the new VarioDuct SDV45

nozzle were supplied to their Spanish builder. On each tug, Gondán installed two Schottel SRP 630 CP azimuthing propellers and an STT 170 fixed pitch thruster rated at 250 kW in the bow. According to the shipbuilder, these tugs are able to obtain an indirect steering force of 167 tonnes at 10 knots and a braking force exceeding 200 tonnes. These tugs also have FiFi 1 fire-fighting systems that can deliver streams of water at rates of 2,400 m3/hr to a range in excess of 120 m. Karmøy supplied fore and aft winches and hydraulic towing pins. These escort tugs are heavily fendered to protect them and the gas carriers even in extreme weather and sea conditions. They have bow fendering consisting of a 1,000 mm diameter cylindrical fender extending well aft along with a lower course of 400 mm thick W-shaped fender, which was specially designed to limit fender contact pressures to 20 t/m2. These innovative tugs have been working at the Melkøya LNG production terminal since the end of August. Østensjø expects they will become essential parts of the terminal’s operations for years to come and will conduct around 300 LNG ship escorts annually. TTB

Tug Technology & Business | 4th Quarter 2017





Particulars: Owner: Great Lakes Towing Type: Coastal & harbour towage Builder: Great Lakes Shipyard Designer: Damen Operating: Great Lakes Length: 19.5 m Beam: 7.3 m Draught: 3.1 m Bollard Pull: 27.3 tonnes Engine: 2x MTU 8V4000 Propulsion: 3-bladed 1.8 m propeller

Particulars: Owner: McAllister Towing Type: Escort & Harbour Towage Builder: Horizon Shipbuilding Design: Tractor tug Operating: US East Coast Length: 30.5 m Beam: 12.2 m Hull depth: 6.7 m Bollard Pull: 80 tonnes Engine: 2x Caterpillar 3516E Tier 4 Propulsion: Schottel SRP4000 drives

Great Lakes Towing Co’s new tugboat Cleveland was the first to be built to the US Coast Guard’s (USCG’s) new Subchapter M of Title 46 of the US Code of Federal Regulations that sets new standards on the inspection, auditing, and safety policies of towing vessels. In July it started providing harbour towage and ship mooring on Lake Erie. Its first project was assisting the 34,167 dwt dry bulk carrier Federal Saguenay in the port city of Cleveland, Ohio. It was sailing from Ebsjerg, Denmark, to Milwaukee in Wisconsin and its docking was conducted in collaboration with Cleveland’s fleet-mate Illinois during the brief port stay. Cleveland was launched from Great Lakes Shipyard on 25 May and delivered to the towing company on 30 June for coastal and harbour towage. The 19.5 m long tug was designed by Damen Shipyards group and classed by ABS. It has a draught of 3.1 m and a beam of 7.3 m. Cleveland’s bollard pull of 27.3 tonnes comes from two MTU 8V4000 diesel engines rated at 735 kW each at 1,600 rpm. These meet the US Environmental Protection Agency (EPA) Tier 3 requirements and power a three-bladed, 1.8 m diameter, Kaplan-style propeller. On board there are Twin Disc MGX-5321 reduction gears with 5.46:1 ratio and MTU engine controls. There are also two John Deere Diesel generator sets with Marathon 65 kW generators.

McAllister Towing and Transportation’s tug Capt Brian McAllister was the first to operate on the US East Coast that met the US Environmental Protection Agency (EPA) Tier 4 requirements. It was designed and built for escort operations and harbour towage by Horizon Shipbuilding in Alabama. Capt Brian McAllister started operations in New York in August 2017 as the first of a series of EPA Tier 4-compliant tug newbuildings. McAllister said this tractor tug will improve the environmental footprint of tugs and enhance ship docking on the US East Coast. With a bollard pull of 80 tonnes, Capt Brian McAllister is the most powerful tractor tug in McAllister’s fleet. It has a 12.2 m beam and depth of 6.7 m and is powered by two Caterpillar 3516E Tier 4 diesel engines with Lufkin MV1600S gears at a ratio of 2:1. The 30.5 m long tug has twin Schottel SRP4000 fixed propulsion Z-drive units. Capt Brian McAllister has three, 118 kW generator sets, each driven by a Tier 3-compliant Caterpillar C7.1 diesel engine. On deck, Capt Brian McAllister has a Markey class III escort winch on the bow and a Markey 57 mm wire winch on the stern. The tug also has fire monitors and deluge systems with an ABS FiFi certificate. This unit, from Fire-Fighting Systems, includes two fire monitors, with adjustable fog tips and foam capabilities, plus two fire pumps. This means the tug can also be used for emergency response and rescue operations.

Tug Technology & Business | 4th Quarter 2017


Photo courtesy of McAllister Towing

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Powering up to meet the needs of the container terminal market


Tugs with as much as 90 tonnes bollard pull are now being specified to ensure the requirements of the container terminal sector can be fully catered for, writes Clive Woodbridge


erminal tugs need to be larger and more powerful because of the delivery of extremely large container ships, some capable of carrying more than 20,000 TEU. This has clearly had a major impact on the design and specification of harbour tugs over the past few years, and continues to do so. The need for tug operators to handle such large vessels safely and in all weather conditions has necessitated an increase in the bollard pull of tugs that may be called upon to work in container terminal environments. Indeed, a significant proportion of the tugs being built and ordered today are over 60 tonnes bollard pull with a growing number rated at 80 tonnes and above. The main reason for this market trend is the increased average size of new generation container vessels along with the cascade-effect, which has pushed older but still substantial vessels of 10,000 TEU and upwards onto all trades. It is a simple fact that ports in all regions of the world are handling much bigger container ships than they were five years ago and they need the appropriate harbour towage assets to support them. Container terminal demand is largely driving the market for new tugs as a result. As projects director of Turkish tug builder Sanmar, Ali Gurun observed, “Most of our newbuilding deliveries over the past few years were either for dedicated container terminals or for multipurpose terminals that handle containers.” Recent orders reported by Sanmar have included a 60 tonnes azimuthing stern drive (ASD) tug for Rimorchiatori Riuniti and a 70 tonnes Voith Tractor tug for Rimorchiatori Tripmare of Italy, both of which are expected to serve Italian container terminals. It is the weight and height of the latest generation behemoths of the seas, such as 2017-delivered 21,413 TEU OOCL Hong Kong, that have required tug operators to build new and more powerful tugs to service them. Without a substantial amount of investment, towage companies would simply not have been able to safely and efficiently meet the needs of their container shipping and terminal operating clients in berthing these ships. Having more power at their disposal is the key requirement of

Kotug Smit‘s ASD tug Rotterdam with container ship UASC Am Murabba

most tug newbuild contracts as a result. As Mr Gurun pointed out, “all our container terminal deliveries in recent times have been in excess of 60 tonnes, mostly over 70 tonnes, and some up to 80 tonnes.” There have also been requests for ASD tugs with more than 80 tonnes of bollard pull, “which can [also] deliver this level of power astern, when pulling over the bow of the tug.” It is not just additional power that is being required of the latest generation tugs that will be used to handle container vessels, said Robert Allan design supervisor Lawren Best. He said the structures of modern and large ships are optimised for operational efficiency in service and “as a result is less capable of withstanding the high direct pushing forces that the tugs are capable of.” The consequence of this is that tug fendering needs to be designed “to ensure that contact pressure within the container ship’s hull structure is within limitations.” As an alternative to pushing directly on the ship’s hull, the Rotortug configuration on a new generation of tugs allows the ship to be pushed and pulled into its berth without any contact from the tug. There are some other specific features of contemporary container vessels that also influence tug design, explained Mr Gurun. “We are being asked for tug designs where the wheelhouse and deckhouse are optimised to minimise any risk of hitting the flare of [new] container vessels, which tend to have

Tug Technology & Business | 4th Quarter 2017

Container ship, OOCL Hong Kong was berthed at Felixstowe, UK, with the assistance of powerful Svitzer tugs

rather high flare angles,” he explained. Sanmar also receives requirements for tractor tugs that can offer better performance on heavily flared vessels and are a good solution as a ‘bow tug’, “for operations where the attended vessel is being handled by one bow and one stern tug in a channel.” Tug designers and builders are continuing to respond to the container ship market’s specific needs through new designs and design enhancements. Naval architects at Canada’s Robert Allan have designed RAstar 2900-SX as a tug that has been optimised for handling container ships – specifically at the APM Tangier-Med 2 terminal in Morocco. Sanmar is building four of these new tugs in Turkey for Svitzer, with delivery scheduled for the last three months of 2018. The 90 tonnes bollard pull tugs will probably be the highest power-rated yet for a dedicated container terminal tug. They will incorporate escort winches, engineered fenders, plus a hull and superstructure arrangement that has been designed for container terminal applications. The new ASD design is 29.4 m in length, with a moulded beam of 13.4 m and an overall draught of 6 m. The four new tugs will each be powered by a pair of MTU 16V4000 M73L engines, delivering a combined 2,700 kW to the Schottel SRP 560 azimuth drive’s 3 m diameter propellers.


One of the world’s leading container terminal operators, PSA in Singapore, commissioned Robert Allan to design a tug specifically for its container terminal operations. This resulted in the Z-Tech class, of which another two tugs have recently been ordered from Cheoy Lee Shipyard in Hong Kong. PSA has also recently ordered two new RAmparts 3200-W type tugs from Pax Ocean. Another South East Asian terminal, Pelindo III (PT Pelabuhan Indonesia – Persero) now has a total of 15 new RAzer class vessels under construction for service at its ports in Surabaya. These will be used to handle a wide range of vessel types, including container ships. All of Robert Allan’s designed harbour and terminal tugs can assist large container vessels, when they are properly configured. This is equally true of a versatile new 25 m harbour tug design that Sanmar has developed so that its hulls can be outfitted as either a tractor tug with an aft working deck or as a Rotortug with

Tug Technology & Business | 4th Quarter 2017


both fore and aft working decks. Tractor tug versions of this new design, with the designation TRAktor 2500-SX, are available with various bollard pulls up to 70 tonnes, while the ART 60-25SX Rotortug versions are available with up to 60 tonnes bollard pull. Sanmar has secured an initial order for a 60 tonnes bollard pull tractor version of this design from the Port of Taranaki in New Zealand, and is now building a trio of 70 tonne bollard pull tractor versions of the so-called Deliçay series. The first of the three is in an advanced stage of construction with delivery scheduled for February 2018. Robert Allan has also been collaborating with Cheoy Lee Shipyards on a new tug series that will be designated the RAmparts 2500-CL and which could also find employment in container terminals. This is an evolution of the successful RAmparts 2500-W design, which has been enhanced to provide improved manoeuvring and side stepping capabilities. The new 25.4 m tug type will be available with various propulsion packages to achieve 50 tonnes, 60 tonnes and 70 tonnes bollard pull ratings.


Spanish tug operator Boluda Towage and Salvage has selected a Robert Allan design to enhance its capabilities in the key container transhipment port of Algeciras. The company took delivery, in the middle of this year, of VB Juangonzalez, the third in a series of 10 new generation tugs ordered from Astilleros Zamakona that are designed to provide excellent manoeuvrability both in port and at sea. It follows into service sisterships, VB Xaloc and VB Xerea, which were deployed in the port of Valencia at the end of 2016 and early 2017 respectively. Before the end of 2017, the fourth tug in the powerful new series, VB Cebalos, will also enter service in Algeciras. These 31.8 m long, 12.8 m beam tugs are powered by Caterpillar MAK main engines and have a bollard pull of 80 tonnes. Damen Shipyards continues to build many designs of tugs that are well-suited for container operations. This was recently exemplified by two Damen-built sister tugs, the ASD 2913 type Rotterdam and Southampton, which were taken into service by Kotug Smit within ports in Belgium and the Netherlands. Each of these 29 m tugs has a bollard pull in excess of 80 tonnes, allowing Kotug Smit to provide assistance to the largest container vessels calling into these Northern European ports. TTB

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Uzmar invests in bespoke design variants Turkish shipyard Uzmar has developed its own bespoke variants of Robert Allan designs for harbour and terminal tugs. It has also invested in shipyard operations and supporting software to improve the quality and production management, writes Martyn Wingrove


Hasan Ata: First RAmparts 3000-W/UZM design tug is due for delivery

zmar proposals and project manager Hasan Ata told Tug Technology & Business that these variations form a range of tugs that it will build on-spec in order to sell them on before completion. The contract that enables Uzmar to develop design variants was signed in November 2016. This year, for example, the yard has developed the RAstar 3000-W/UZM, RAmpart 2300/ UZM and Rampart 2500/UZM designs “where the length and beams are unique,” Mr Ata explained. The first tugs to be built under this arrangement will be of a RAmparts 3000-W/ UZM design. This tug will have a bollard pull of up to 90 tonnes while remaining under 500 gt. It

Tug Technology & Business | 4th Quarter 2017

will have an overall length of 30 m, beam of 13.2 m, maximum draught of 5.7 m and accommodation for up to 10 people. It is designed for escort and terminal operations to handle some of the largest container ships and gas carriers. At present, Uzmar is building two tugs and a pilot vessel for a liquefied natural gas (LNG) import terminal in Port Qasim, Pakistan. These specially adapted tugs are due to begin operating in Q3 2018 and will be powered by Caterpillar engines driving two Rolls-Royce propellers, delivering up to 80 tonnes of bollard pull. They are designed and built to operate in an LNG environment where there is the possibility of gas emissions. “The electrical and lighting systems are explosion proof,” said Mr Ata, “and the HVAC has integrated gas detection and vents that can be closed off if gas is around.” They have a FiFi 1 capacity fire-fighting system with a dedicated diesel engine. In order to gain contracts and produce powerful tugs, Uzmar has invested in shipyard

technology and a software platform that have improved its design, engineering and construction management. This has raised the quality of the tugs it builds and improved its delivery schedules without making sacrifices on price. Mr Ata said how important this is, explaining that Turkish shipyards have to compete with lower prices in Asia and high quality in Europe. “We are in the middle, so we have to provide quality at reasonable prices,” he said. Meeting delivery times is vital, he added. “If shipyards cannot deliver on time, then vessel operators can fail,” making rapid and on-time deliveries vital, but without sacrificing quality. To support this approach, the yard has implemented technology and software to improve its delivery management and quality control, he explained. Uzmar uses Aveva Marine software for 3D modelling of its tug designs and for detailed engineering, creating graphics that are fed through the shipyard to its construction teams to ensure every element is positioned correctly.


Med Yarımca has a bollard pull of 73 tonnes and top speed of 12 knots

Med Marine adds 20th tug to its fleet

Turkish shipbuilder and vessel operator Med Marine has delivered its 20th tugboat to its own harbour fleet. Med Yarımca is a RAmparts 2500W series model designed by Robert Allan. This 25.2 m azimuthing stern drive tug has started working in Turkey’s Izmit Bay. Med Yarımca has a beam of 12 m, a depth of 4.6 m, a centrally located engineroom and a top speed of 12 knots. Inside, it has two Caterpillar CAT 3516C diesel engines that have a total output of 4,200 kW and two Caterpillar C4.4 ship service gensets that provide 172 kW of electrical power for vessel service. Two Schottel SRP1515 azimuthing thrusters with controllable pitch propellers of 2,600 mm diameter, drive Med Yarımca and help deliver 73 tonnes of bollard pull. The tug also has a firefighting FiFi 1 system, which includes a dieseldriven pump that can deliver 2,600 m3/h of water to two electrically controlled monitors, which can throw 1,200 m3/h each. SEC Groningen supplied an electric frequency-controlled anchor and towing winch and an electric frequency-controlled aft towing winch with one towing drum. TTB

Innovation Design Engineering Analysis Safety


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Innovations in tug design and propulsion

R Mike Fitzpatrick (Robert Allan) Mike Fitzpatrick has worked for Robert Allan for 14 years in many roles, reaching vice president of projects in 2007 and chief executive in 2015. He graduated with a bachelor of engineering in naval architecture from the University of New South Wales, Australia, in 1995, and then worked as a naval architect at InCat Designs in Sydney, Australia, until he joined Robert Allan in 2003. Mike is responsible for corporate direction, business development, management of senior project managers, and project priorities, schedules and profitability.

Tug Technology & Business | 4th Quarter 2017

obert Allan is at the forefront of new tugboat naval architecture with variants of its escort and harbour tug designs incorporating the latest in marine innovations. The Vancouver, Canadabased marine engineering group has designed some of the more enterprising and innovative tugs to be built this year. In an exclusive interview, Robert Allan president and chief executive Mike Fitzpatrick described some of the latest trends in design to Tug Technology & Business. He identified the key technology trends by pointing to new configurations of azimuthing thrusters, the use of liquefied natural gas (LNG) and energy storage systems on tugs, changes in power/ displacement ratios and the ongoing development of remote control and autonomous vessels. Robert Allan’s innovative work has been focused on developing new concepts, such as the Carrousel Rave tug design. This has a low-drag hull, Voith propulsion in an in-line configuration and Novatug’s carrousel towing system that can freely rotate around the tug’s superstructure. Mr Fitzpatrick said this would be ideal for harbour and canal towage where there is limited manoeuvring space. Two tugs to this design were ordered by Multraship Towage and Salvage and built in Germany. The first of these, Multratug 32, was delivered in June and went on sea trials in September this year. At the time of writing, in early October, it was due to enter service in November. A second, Multratug 33, is due to enter

Robert Allan president and chief executive Mike Fitzpatrick identified the latest design trends as new propulsion configurations, fuel choices and autonomous control, writes Martyn Wingrove

service in February 2018. This design maximises the manoeuvrability of the tug and its bollard pull without jeopardising its safety, Mr Fitzpatrick said, comparing it with Robert Allan’s RAmparts design tug, which was also designed for harbour and terminal operations where the highest bollard pull is required from small tugs. He said developments in bollard pull capabilities can only go so far before stability becomes a safety issue. “We needed to look at what was safe, so we developed our own internal guidelines for what is too much bollard pull in a small tug.” He explained that 70 tonnes of bollard pull from a 24 m tug would be a good and safe power/size ratio, but not all tug operators want a 70 tonne bollard pull vessel, which is why there are around 30 distinct versions of the RAmparts design. Variants in fuel and power components are also becoming more influential in tug design, as demonstrated by the Robert Allan-designed RAstar 40 m LNGfuelled escort tugs for Østensjø Rederi for operations in Hammerfest in northern Norway. Mr Fitzpatrick expects more LNGfuelled tugs to be brought into service – at least one is being built in China and another in the United Arab Emirates – but he said there were technical and financial reasons why another energy innovation is more likely to take off. “It is much more difficult for LNG fuel systems to be designed for smaller vessels,” he said, explaining that these could increase construction costs by US$4M per ship. This may not be a great change for large commercial vessels, but


INVESTMENT IN COMPUTER PROGRAMS FOR DESIGN MODELLING Robert Allan has invested around US$700,000 in computers and software to extend its design modelling capabilities. President and chief executive Mike Fitzpatrick said investment in finite element modelling and computational fluid dynamics (CFD) had minimised the need for physical model testing. “We have four guys working on CFD studies,” he said. “We can look at the seakeeping, motions and tug stability. We trust the CFD more than we trust model tests.” He added that CFD studies on the design hull ensure that tugs will perform as clients expect. Robert Allan is using CD Adaptco’s CFD software. “It is good for finding solutions to problems in motion and stabilisation and it pushes the boundaries of what is possible,” said Mr Fitzpatrick. “We can model Voith drives in CFD, which no one else has done except Voith itself. We also do finite element modelling to optimise vessel structures.” Robert Allan concentrates modelling of heavilyloaded equipment, such as seatings for winches, Z-drives and towing points.

Robert Allan designed 70-tonne bollard pull tractor tugs for Sanmar

makes a big difference to the price of building a new tug. “Hybrid is much better for tugs,” he said. “It is less costly in capital and there is not much variation in [machinery] arrangements.” He added that it would cost from US$500,000 to US$1M extra to install energy storage for hybrid propulsion. There are other benefits for tug operators: “Hybrid systems could mean tugs operate up to 80% of their time on one engine, leading to fuel savings and less engine run-time,” he explained. “It is easier to build an economic case to add batteries with no effect on the size of the tug.” Robert Allan has also taken the lead in developing autonomous tugs, with its RAmora design concept for a remote control vessel. “We are making progress with our design and we are working with a prominent tug owner on RAmora,” said

Mr Fitzpatrick. A model has been tested on Transas simulators at the Pacific Maritime Institute. He expects faster progress will be made on developing autonomous fireboats, of which Robert Allan is a leading designer. “There is enough interest that we expect to build an unmanned fireboat for real service before a remote-controlled tug,” he added. Mr Fitzpatrick admitted that there had been a slowdown in tug newbuilding orders this year, which reduced the company’s work on designs for shipyards. “We are now working at around 80% capacity compared to a year ago when we were working at 125%,” he said. However, this has enabled Robert Allan to review existing designs and innovate. This is shown in its designs for Carrousel-Rave tugs and work on RAmora.

Robert Allan designs hybrid icebreaking tug Robert Allan has designed a hybrid propulsion and icebreaking tug that is being built by Spain’s Gondán Shipyard for the Port of Luleå in Sweden. This will be a TundRA 3600-H tug that is designed for operating in extreme climate conditions in the northern Gulf of Bothnia. This hybrid tug will assist and escort ships to and from the port and provide coastal towage, icebreaking, ice management, firefighting and emergency support. It will be capable of breaking ice with a thickness of 1 m at a speed of 3 knots. Gondán Shipyard will build this 36 m tug with a hull structure that exceeds Finnish-Swedish ice class rules and has high environmental standards. The tug will be classed by Lloyd’s Register. Robert Allan said it developed the hullform from similar

TundRA icebreaking tugs that it designed for Svitzer for operations in Sakhalin Island, eastern Russia. The hull is also similar to ice-class tugs built for Group Ocean’s tugs operating in eastern Canada. It will be equipped with a hybrid propulsion unit, which the port authority has requested. This will include two diesel main engines, shaft-generators/motors and batteries for energy storage. It will have a bollard pull of 90 tonnes when using both main engines in dieselmechanical mode. TTB

Icebreaking tug particulars Design: TundRA 3600-H Length, oa: 36 m Breadth, mld: 13 m

Depth: 6.7 m Bollard Pull: 90 tonnes Total power: 2x 3,100 kW Accommodation: 10 people

Tug Technology & Business | 4th Quarter 2017

36 | PROPULSION fuel efficiency



lectric drive technology will change tug and workboat operations by introducing more flexibility and fuel efficiency by helping to regulate power demand on engines and minimise the need for burning fuel during periods of low energy consumption. Tug operators can lower operating costs by using – either singularly or in combination – batteries, direct current (DC) hubs, frequency converters and permanent magnets. According to electric drive specialist The Switch, this technology is the most flexible method of arranging the power transmission in tugs or large workboats. This is because tugs “spend an extremely high proportion of their time with very low power consumption since power capacity is dimensioned for bollard pull,” The Switch business development manager Mika Koli explained to Tug Technology & Business. Tugs only need high bollard pull during large ship manoeuvring and towing and when operating in difficult weather and ocean conditions. This is when full power is needed while the rest of the time tugs only need a small proportion of their power. “Low-load operations can be performed with zero or low emissions when using batteries” such as when moving slowly in harbour areas, said Mr Koli. This can be combined with a DC hub and frequency converter technology to provide quick

Electric drives, batteries, DC hubs and frequency converters improve tug power flexibility and fuel efficiency

Machines using permanent magnets, such as PMM 1000 can be added as a companion to batteries

Tug Technology & Business | 4th Quarter 2017

responses to changes in load demands. Mr Koli said these technologies also reduce the amount of space needed in the engineroom for components and to enable shore power connections if these are available. “The use of a DC hub provides several exceptional advantages,” he said, including providing more redundancy. It would also help making a vessel’s operations futureproof, he added, because frequency converter technology with a DC link would give tug operators the flexibility to operate tugs with different hybrid technologies and link to shore power connections in the future. Machines using permanent magnets can also be added as a companion to batteries to minimise wastage of energy stored in these power cells. “Permanent magnet technology is efficient and transforms the electrical energy to mechanical energy almost entirely instead of creating unnecessary heat waste,” Mr Koli explained. The Switch’s electric drive technology can be installed on tugboats that have power requirements of more than 700 kW. It supplies shaft generators, permanent magnet motors, frequency converters and other electric propulsion components. So far, most of its equipment has been installed on ships owned by Scandinavian operators. However, electric drive technology could be installed on more vessels, workboats and tugs built in China following a deal

The Wärtsilä HY Tug series feature battery technology along with diesel engines for harbour towage and escort operations

announced in October. The Switch signed an agreement with China Shipbuilding Industry Corp (CSIC) to jointly develop profitable power generation and drive train solutions for vessels built in China. Initial training sessions had been prepared and technical teams were being organised in October.

Hybrid tug designs

Wärtsilä has launched a new portfolio of hybrid propulsion tug designs to lower fuel costs and increase operational flexibility for owners. The Wärtsilä HY Tug series feature battery technology along with diesel engines for harbour towage and escort operations. Three new designs were unveiled at Riviera’s Asian Tug Technology and Salvage Conference, which was held in Singapore on 18-19 September. Wärtsilä has produced a design for a 28 m harbour tug with 50 tonnes of bollard pull. Another one in the series is the Wärtsilä HY Tug 75 HT tug, which is a 29.5 m harbour tug with 75 tonnes of bollard pull. A third design is for a 35 m escort tug with 75 tonnes of bollard pull. These designs come with an option for tug operators to select either diesel-mechanical hybrid, or diesel-electric hybrid propulsion before construction begins. The quoted bollard pull figures are also flexible and the designs can be adjusted to offer bollard pulls in the range of 40 to 90 tonnes. Wärtsilä explained that energy storage technology enables the total installed main engine power to be lower than with conventional tug designs. Using less engine power decreases exhaust emission levels and the

environmental impact of a tug. It also reduces the fuel bill and lessens the amount of engine maintenance needed. Wärtsilä said the tug designs were optimised for low hull resistance, high towing and escort performance, seakeeping, crew safety and comfort. They are designed with thrusters from the Wärtsilä WST series, featuring large propeller diameters for efficient and high performance propulsion. Classification societies ABS, Bureau Veritas and Lloyd’s Register have provided approval-in-principle certification for these designs.

Battery approval

Battery technology took a step closer to maturity in October after class society DNV GL type-approved two types of energy storage system. One was Corvus Energy’s Orca Energy batteries for hybrid-powered vessels, which the class society confirmed were compliant with international standards and regulations and with DNV GL’s rules. This approval is

valid to August 2022 for all vessels classed by DNV GL. The other was Plan B Energy Storage (PBES)’s devices for commercial marine applications. This includes its patented CellCool cell level liquid cooling, ThermalStop anti-propagation barrier, E-Vent gas venting system and CellSwap battery recoring. PBES said these systems were designed to integrate seamlessly with all types of power generation in a variety of commercial marine applications. So far, DNV GL and Bureau Veritas have released rules for energy storage on ships and Lloyd’s Register has produced guidance on large battery installations.

Variable transmission

Caterpillar Marine is developing a proprietary propulsion system for tugs that uses the Cat advanced variable drive (AVD) patented system. This combines Caterpillar’s experience with continuously variable transmission technology, advanced controls and

integrated power systems. Its innovation and technology development division is working to validate a fully integrated marine propulsion system, from bridge interfaces to tug propellers. Caterpillar Marine product definition engineer Nathan Kelly told Tug Technology & Business that the new concept would be introduced for tugs in 2018 and would be applicable to other workboats. This will be an integrated hybrid propulsion solution that reduces maintenance costs and has conventional service requirements. The AVD will modulate and optimise the speed of the tug’s engines independently from the speed of the fixed pitch propellers, which can also be managed and varied. Power from the main and auxiliary engines can be channelled independently or jointly to propel the vessel, which Mr Kelly said improves vessel performance and manoeuvrability, while enabling improvements in fuel and operational efficiency.

Royston overhauls Serco tug engine to improve efficiency Serco Marine Services has returned its tractor tug SD Faithful to service for the UK Royal Navy after a major engineroom overhaul. The tractor tug’s twin engines and generators were updated and reconditioned by Royston at A&P dockyard in Falmouth, UK, and it returned to push-pull ship handling operations in Devonport in Q3 2017. This work involved top-end repairs on the tug’s two Ruston 6RKCM main engines and a full overhaul of a Cummins 6CT8.3D(M)powered generator set. The engine work included removal of all the fuel injectors, main engine seawater and fresh water pumps, four cylinder

heads and charge air coolers. Main engine components were shipped to Royston’s Tyneside engineering workshop for cleaning. With the Cummins generator set, a full stripdown enabled the engine’s cylinder head to be sent to the Royston workshop for reconditioning, which included fitting new valves and valve guides. The seawater pump and cooler were also cleaned and reconditioned. At the yard, all major generator components were renewed using Cummins parts, including new pistons, cylinder liners, main bearings, oil and water pumps, new seals and gaskets. TTB

Tug Technology & Business | 4th Quarter 2017


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ndependent naval architect Mizan Majumder has developed an innovative design for an articulated tug and barge (ATB) combination for inland and shallow water bulk transportation. This concept was designed for an IndiaBangladesh crossing project that may progress over the next few years. Mr Majumder’s powerhouse tug and barge system is arranged to give its master a good line of sight, which is an advantage when navigating in shallow river systems and congested waterways. Both tug and barge have propulsion units, with the barge installed with an electric propulsion system. The powerhouse tug would be connected at the bow of the barge and would be fitted with a suitable combination of generators and power packs and have an azimuthing thruster, said Mr Majumder. Those two features represent “basic differences with a traditional system,” he told Tug Technology & Business. “The barge will have electrical propulsion gears

A powerhouse tug and barge design offers capital cost and safety advantages over traditional ATBs for Asian congested and shallow waterway bulk transportation


controlled from the tug and the propulsion power will primarily come from the tug, which acts as a power-pack. There would be reduced fuel costs due to higher propulsive efficiency,” Mr Majumder said. Secondly, the tug will be connected at the bow of the vessel rather than at the aft of the vessel, which is the usual position in a traditional ATB unit. Other technical advantages include reduced tug-barge transitional losses and a smaller and simpler articulation system. Mr Majumder claimed that the concept has greater flexibility and other advantages over conventional ATBs. One is the reduced operational downtime for system repair and maintenance, since the propulsion package is simpler. This also lengthens the lifecycles of the propulsion packages. In addition, there is no complicated pin connection to operate between the powerhouse tug and barge. This design also provides redundancy as operations can continue “even if either of

the tug’s or barge’s propulsion system fails,” Mr Majumder explained. In addition, the generator sets would be containerised and could be easily replaced. There are commercial advantages as the capital expenditure for a powerhouse tug and barge combination would be less than a traditional ATB, because construction costs are lower. The naval architect also said that fewer crew would be required, which lowers operating costs by as much as 40% compared with comparable ATBs or ships. With its combination of safety, redundancy, operating and capital cost advantages over traditional ATBs, this powerhouse tug and barge design will be suitable for many Asian inland waterway transportation projects, Mr Majumder said. It can also be applied to existing vessel and new construction projects. It has been proposed for a potential India-Bangladesh shallow water cargo crossing project that, as Mr Majumder said, should be progressed in the years to come. TTB




• Reduced operational downtime. • No complicated pin system. • Less maintenance. • Containerised generator sets. • Propulsion redundancy. • Better line-of-sight for navigation.

• Low initial investment. • Reduced crew requirements. • Can combine multiple tugs and barges. • Higher propulsive efficiency. • Flexible fuel options for generators. • Elimination of tug assistance costs. • Reduced lifecycle costs.

• Maximisation of propulsive gear size. • Reduced tug-barge transitional losses. • Improved design of barge stern. • Smaller and simpler articulation system. • Applied to both existing vessels and new constructions. • Ease of environmental compliance. • Barge can carry fuel for increased endurance. • Both barge and tug have independent propulsion systems. • Azimuth system on the tug can also work as thruster.

Tug Technology & Business | 4th Quarter 2017

Kea Trader facts


Built: 2017 Guangzhou Wenchong Shipyard, China Owner: Lomar Shipping Flag: Malta Crashed: Durand Reef, 12 July Cargo: 756 containers

LEFT: Ardent Global used tugs to help with salvaging containers on Kea Trader

Kea Trader remains lodged on reef after four-month salvage Salvors' work to remove containers and remove Kea Trader from the Durand Reef in the south Pacific continues to be hampered by poor weather and heavy swells


or more than four months, salvors have tried to refloat an almost new container ship from a Pacific Ocean reef that is becoming one of the longest running wreck removal projects this decade. At the time of writing, on 3 November, it was not yet known how it crashed on the reef. But the ship had resisted efforts to remove it and was being broken up by the sea. When the 2017-built, 25,293 dwt ship Kea Trader grounded on the Durand Reef in the south Pacific on 12 July, it was loaded with 756 containers. The Maltaflagged ship, owned by Lomar Shipping, had been sailing from Papeete, in French Polynesia, to Noumea in New Caledonia. Since then, salvors from Ardent Global have attempted to remove containers and refloat the vessel. Initially Lomar had hoped to be able to repair Kea Trader once it had been removed, but on 2 October, Lomar decided it would have to scrap the

Tug Technology & Business | 4th Quarter 2017

ship, which had only left the Guangzhou Wenchong Shipyard in China in January. According to Lomar, around 150 of the containers remained on board on 3 November and four-fifths of the hull was sitting on the hard rock reef. Its salvage has been disrupted by bad weather and rough sea conditions since July but Lomar told Tug Technology & Business that a rare ideal weather window and high tide in early October allowed the recovery team to attempt an accelerated re-floating operation. However, this failed to dislodge the vessel and merely pivoted it by 60°, with the rudder remaining firm in the same position. In November, Ardent was attempting to remove the last containers from below deck, although poor weather and heavy swells continued to hamper this activity. Once discharged, many of these containers will require specialist treatment when on land. Ardent was also preparing new re-float plans as the situation is a dynamic one. The vessel is being affected by a constant and heavy movement of the sea, even in good weather, said Lomar. Rough seas are causing further damage and frustrating the re-floating operations on site. Recovery teams were using every favourable weather window to unload containers to improve buoyancy but this continues to be a long, slow and painstaking process because of the rough swells. Also in the Pacific, Five Oceans Salvage towed stranded and disabled bulk carrier

Evangelia 1 to Honolulu, Hawaii, for repairs. At the end of October, it used tug Manuokekai to tow the ship at speeds between 4 knots and 7 knots. Evangelia 1 was en route from Guatemala to Caofeidan, China, when it became stranded.


In Europe, Spanopoulos Group was tasked with salvaging the damaged 3,200 dwt tanker Agia Zoni II, which sank on 10 September near Salamina Island, Greece, causing a considerable oil spill. The tanker had been carrying 2,200 tonnes of fuel oil and 370 tonnes of marine gas oil, most of which was spilled before the ship was removed at the beginning of November. The oil reached the coast around Piraeus and beaches throughout the Argo-Saronic Gulf, closing tourist areas, including usually busy beaches. Experts warned that impacts of the accident could last for years. The Greek government announced a number of regulatory efforts in response to the sinking, promising urgent inspections of small Greek-flagged coastal fuel tankers similar to Agia Zoni II. It was planning to move the Hellenic Coast Guard and ship inspectorate service from the shipping ministry to that of the ministry for interior affairs. Other salvage projects during October highlighted the importance of having tugs on emergency standby. Smit was tasked with salvaging bulk carrier Glory Amsterdam, which ran aground on 29 October during storm conditions off Wilhelmshaven, Germany. Emergency tug Nordic and multipurpose vessel Mellum were on the scene and ready to rescue the crew. Port tugs Jade and Buksier 9 were also on standby, while heavyduty tugs Fairmount Summit and Union Manta refloated the ship and towed it to Wilhelmshaven for repairs on 2 November. TTB *Visit for regular news on salvage projects

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Bridges designed to optimise the wheelhouse view J

apan Radio Co (JRC) and Alphatron Marine introduced a new integrated bridge solution with a simplified design for workboats, including tugs, in October. AlphaBridge is designed and integrated by Alphatron using JRC bridge equipment. Its design should enable optimised views from the wheelhouse and full control of displays and equipment, including autopilot, VHF and propulsion, from the master chair. AlphaBridge has three 26-in navigational displays in the front consoles. The bridge is fitted with JRC’s latest JMR5400 marine radar and a new conning system. “Flexibility and ergonomic control are one of the leading principles in

JRC and Alphatron have updated their AlphaBridge integrated system and Navico has introduced a new echosounder and speed log for tugs and workboats the AlphaBridge system,” said JRC. “Customised and specific operations allow full control from a single workplace without compromising the high ergonomic standard.” For inland operations, this updated version of AlphaBridge can come with a JRC river radar, such as JMA-610 and Alphatron’s new track and control unit. For open sea operations, JRC has developed a JMR-

5400 radar with 19-in or 26-in displays and updated human-machine interface and greater processing power. AlphaBridge can also come with a new adaptive autopilot and a new VHF radio with a 5-in touchscreen. For ocean-going operations, Alphatron has introduced the NeCST route planning station. This interactive chart system allows operators to plan voyages on a 46-in touchscreen. The planning station would be connected to other bridge systems enabling officers to transfer a route to an onboard ECDIS. Alphatron has also opened a shore-based support centre to offer remote diagnostics, assistance in voyage planning and weather routeing.

Echosounder innovation

The updated AlphaBridge enables a single operator to control the main displays and bridge equipment

Tug Technology & Business | 4th Quarter 2017

Navico has introduced two new bridge products for tugs and workboats that improve navigation and monitoring. Navico has released an IMO type-approved echosounder for commercial vessels, including tugs. This S3009 echosounder is based on the non IMO-approved S2009 sounder that is used in mainly

leisure and fishing vessels. According to Navico sales director for commercial marine sectors Jon Krohn the S3009 comes within a package that includes transducer options for both shallow and deep waters “while it continues to be an easy-to-install solution”. He told Tug Technology & Business that Navico also has a new simple-to-install Simrad portfolio of IMO-approved speed logs. “Its easy-tank mounting technology means installing the transducer is very simple without the need for costly or customised gate valves and transducer tanks,” he said. Navico supplies suites of equipment for tug bridges, including a range of radar. Mr Krohn said this could include the R3016 Cat 3 IMO typeapproved unit. “This radar was designed specifically with these types of vessels in mind,” he said, adding that it has a 16-in high-definition widescreen and an X-band 12 kW antenna. An alternative for tugs and workboats would be Navico’s HALO solid-state, pulse compression radar, which is used exclusively with the NSO and NSS series of multifunction displays. “Operators have the option for various size displays to fit a wheelhouse console,” Mr Krohn said. “Our HALO also complies with new low emission standards that enables safe operation in ports and harbours.” HALO comes with 3 ft, 4 ft or 6 ft (90 cm, 120 cm or 180 cm) antennas. “This gives various options that can be customised to the performance requirements and to the turning circle and space available on the mast,” he added. Navico also supplies electronic chart systems and complete IMO-approved ECDIS to tugs and workboats. “This ensures we have a suitable system for even the smallest of bridges,” said Mr Krohn. These support all of the major cartography and chart manufacturers. TTB


Portable pilot devices

improve ship towage safety Portable pilot units help reduce risks of tug accidents during ship manoeuvring by providing independent navigation information to pilots and masters


here is a growing need for portable pilot unit (PPU) technology as pilots and tug masters are faced with guiding ships with unfamiliar bridge equipment and inexperienced crew. Pilots and tug masters are required to handle larger ships in congested waters in and on the approach to ports, which reduces manoeuvring margins while operating timelines are shrinking. All this can lead to human errors from mistimed or misunderstood communications, resulting in fatal tug accidents, as the UK’s Marine Accident Investigation Branch (MAIB) reported in July this year. An MAIB report highlighted that a lack of communications was a major factor in the capsizing of tug Domingue in Madagascar on 20 September 2016 while it was manoeuvring container ship CGM Simba (Tug Technology & Business, Q3 2017). PPUs were developed as decision support tools to assist pilotage and navigation. They usually consist of sensor software and hardware that is interfaced with a display unit, such as a laptop or tablet computer, which is loaded with navigation software and charts. The sensors measure vessel data parameters, such as its position, heading and rate of turn, along with velocities and relative positions of other vessels and fixed infrastructure. This data is then fed into the software to create a synchronised and real-time image of the vessel and its surroundings, said PPU supplier Navicom Dynamics executive chairman John Tamis. Like other e-navigation tools such as AIS, radar and ECDIS, PPUs “provide complete and accurate situational awareness to the pilots and the crew they communicate with,” he told Tug Technology & Business. This navigational equipment provides situational awareness between vessel and tugs for pilots. “This not only reduces incidents and errors but also improves operational performance,” he said. PPUs provide an onscreen representation of nearby assets and an accurate prediction of the effect of forces on the vessel, which contribute towards efficient vessel manoeuvres. A PPU planning feature can be used during pre-activity meetings between pilots, tug crew, harbour master and shorebased personnel. “Precise identification of tug positioning procedures and tug power and velocities can be carried out and communicated clearly,” Mr Tamis said. Pilot and tug master interaction remains invaluable during operations to prevent accidents. A tug would be operating in a

Navicom’s GyroPilot PPU combines navigation data with electronic charts on a laptop

complex and changing hydrodynamic environment where waves, wind and currents affect the smaller tug differently from the manoeuvred ship. “Knowledge of this interaction is vital to both safety and efficiency and can be partially inferred from the PPU data,” he said. Changes in acceleration, position or other parameters of the ship when being assisted by a tug can be easily monitored in realtime using a PPU. “This means that quicker repositioning, changes in power or other amendments in tug configuration can be rapidly implemented,” said Mr Tamis. PPUs are invaluable for manoeuvring in low visibility conditions, when it is difficult to maintain relative position with a vessel. They help pilots identify trends during port approaches to determine the level of intervention required by the tug in the manoeuvre. They are also vital during emergencies, such as a tug engine failure or if the vessel moves dangerously close to the tug. “With the inclusion of PPUs, tug assistance and escorting becomes greatly enhanced and much safer especially during critical manoeuvres like tight swings and turns or entering narrow locks,” said Mr Tamis. TTB *Navicom introduced an updated version of its GyroPilot PPU in October to help improve the safety of tugs during vessel manoeuvres. GyroPilot V3 is a compact unit with a suite of enhanced applications that pilots can use for precise navigation, monitoring ship handling in ports, coastal pilotage and ship manoeuvring in congested harbours.

Tug Technology & Business | 4th Quarter 2017


Harmonised standards and autonomous ships will change tug operations

Gijsbert de Jong (BV): Older harbour tugs are being phased out and replaced by more modern tonnage

Safety and the impact of autonomous operations were among topics discussed at Riviera Maritime Media’s inaugural Asian Tug Technology & Salvage Conference in Singapore, Edwin Lampert reports

Tug Technology & Business | 4th Quarter 2017


ug safety standards and the growing interest in autonomous tugs were key discussion points at Riviera’s inaugural Asia Tug Technology & Salvage Conference in Singapore. The conference was held in association with Wärtsilä on 18-19 September 2017. Bureau Veritas (BV) marine marketing and sales director Gijsbert de Jong told conference delegates that the move towards harmonised safety standards for tugs is gaining momentum. For example, discussions around standardising rules for deck machinery on tugs are well advanced, Mr de Jong revealed, adding that the International

Association of Classification Societies is developing standards for emergency release systems on towing winches. Since a 2008 joint industry project, which included BV, Lloyd’s Register and ABS, came to an end, Mr de Jong said that BV continued to work with industry on developing safety guidelines, but the move to reconnect with the other class societies “to actually get a harmonised safety standard for tugs” is unmistakable. Delegates also learned that an updated version of the new class rules for tugs and offshore service vessels, which BV launched earlier this year, will be made live in January 2018. “We already have in place the stability and towing equipment requirements and are now going to move forward with voluntary compliance with a new set of harmonised standards that govern safety equipment on board,” said Mr de Jong. Part of the rationale is to create a level playing field between tugs above 500 gt, which have to comply with the requirements of the International Safety Management (ISM) code, and tugs below 500 gt, which do not. However, he stopped short of calling for ISM to be made mandatory for all tugs. “What is important is that we make the step from developing purely designrelated safety regulations and translate into more operational guidance. I believe that a voluntary application of ISM [for vessels that fall outside its scope] is definitely a very good way forward,” he said. He also alluded to the self-regulating impact of the major oil companies on the industry. “What we see a lot in offshore operations is that oil majors will not typically take a vessel for hire if that


Dave Wisse (Smit): An accident involving an autonomous vessel could be more difficult from a salvage perspective

vessel does not have a class-approved stability booklet. It is one way oil majors push to make the industry compliant with new regulations that have not yet come into force.” Warming to the self-regulating theme, he hoped that industry would take it upon itself to phase out older vessels. “What we are seeing is that older harbour tugs are being phased out and replaced by more modern tonnage. Merchant vessels are becoming bigger and faster and the older fleet is no longer capable of servicing these big ships,” he said. BV is also working with industry partners towards creating a traffic light system to improve operational guidance to the master on board the vessel, especially for escort operations. What is not in doubt, according to Mr de Jong, is that the biggest safety vulnerability remains the human factor. He also talked about the role that regulators will need to take before autonomous vessels and remote-control tugs can be commercially introduced. He said the class society was having fruitful discussions with flag states when it came to unmanned vessels engaged in local operations. On international voyages, too, “we are having interesting discussions with legal representatives on how we are going to have to adapt international legislation.” Advances in autonomous and pilotless tugs was a key talking point at the conference. Smit Salvage contract manager Dave Wisse pointed out that autonomous ships will still be operated by humans, albeit from shore “and humans can make mistakes. These vessels will of course sail in heavy weather and in busy traffic lanes, and will of course have to reckon on other vessels too.” He acknowledged that an accident involving an autonomous vessel “could be more difficult from a salvage perspective. The crew has, in a way, already evacuated, meaning [salvors] cannot liaise with anybody on board, which might be more challenging.” However, Mr Wisse added that this was not insurmountable and he referred to a case study on the salvage of Modern Express that he presented at the conference. That Panama-flagged pure car and truck carrier foundered in the Bay of Biscay in January 2016 while on a voyage from Gabon to Le Havre, France. All 22 crew members were evacuated and Smit Salvage was able to control the ship, demonstrating that Smit was able to save the vessel when there was no crew on board.

Tug industry has faith in hybrid solutions Hybrid propulsion with energy storage will be a winning technology for tugs in the future, according to delegates at Riviera’s Asian Tug Technology and & Salvage Conference. Responding to an exclusive poll commissioned by class society Bureau Veritas, 54% of delegates chose this as the technology or innovation likely to have the greatest positive impact on tug operations. High performance tugs with multiple thrusters along the tug length attracted 24% of the vote, unmanned tugs drew 14% and gas as fuel – whether LNG or CNG – trailed with 8%. A more emphatic vote of confidence was delivered in a follow-up poll where 89% of delegates stated they saw the future as being hybrid and electric propulsion led. Perhaps surprising, the 7% who voted for nuclear eclipsed the 2% who opted for diesel mechanical as the future for tug propulsion. The key barriers to quicker uptake of hybrid and electric propulsion were seen as “industry mindset and willingness to adopt a new technology”. Complexity and cost were also cited. Nonetheless, the poll results are a timely boost for engine major Wärtsilä, which unveiled its HYTug design series at the conference. Wärtsilä Marine Solutions’ sales manager/naval architect, ship design, Ay Hwa Ngoh gave a detailed presentation, which emphasised that the new series can be powered either by a diesel-mechanical hybrid combination or diesel-electric hybrid propulsion, and the designs cover a 40 to 90-tonne bollard pull range. Reflecting on the poll results, Mr Ngoh said it was a powerful vindication of Wärtsilä’s belief that new tugs will increasingly rely on battery technologies and hybrid propulsion. “We will take encouragement [from the result] to work on new technologies and to bring [further] solutions to the market that reduce fuel consumption and environmental impact,” he said. TTB


TECHNOLOGY BARRIER Industry mindset and unwillingness to adopt a new technology


HYBRID PROPULSION Greatest positive impact on operations


The future is hybrid and electric propulsion led



Tug Technology & Business | 4th Quarter 2017


Indonesia has 20% of the global tug fleet I

Indonesia’s tug sector came under the spotlight at Riviera Maritime Media’s Asian Tug Technology & Salvage Conference

ASIAN TUG REQUIREMENTS ⊲ High performance Z-drives ⊲ Low-noise propulsion unit ⊲ Unattended machinery spaces ⊲ High range of stability and superior manoeuvrability ⊲E  rgonomic bridge architecture and integrated navigation consoles ⊲ Reduced emission and fuel ⊲ High ship escorting capabilities ⊲ Alarm, monitoring and control systems ⊲ Overload protection ⊲ Heavy duty machinery (Source: Captain Ali Sodikin)


No of tugs % of world fleet

Total BP (tonnes) % of world fleet
















South Korea










Tug Technology & Business | 4th Quarter 2017

ndonesia has the world’s largest tug fleet, at around 3,600 vessels, representing about 20% of the global fleet in terms of number of vessels, with a combined bollard pull of 6.6M tonnes. Domestic tug numbers are expected to grow over the next five years as ports are upgraded and population growth drives demand for bulk product transportation, particularly coal. There is high demand for inter-island transportation of bulk materials, especially coal, sand, nickel, oil, aggregates and agricultural products. According to tug and barge operator Mitrabahtera Segara Sejati (MBSS), there are opportunities for vessels that are flagged in Indonesia. MBSS general manager Ferdinand Chavez Mapaye said that there are increasing requirements for transporting coal from production centres in south and east Kalimantan to the major population centres, such as cities on the island of Java. Coal is used for power generation, which is expected to rise in line with both population growth and increasing kWh per capita, he said at Riviera Maritime Media’s Asian Tug Technology & Salvage Conference, in Singapore, in September. There will be greater need for tugs and barges as there are hundreds of shipping routes within the archipelago of islands and because of their relatively short distance. “The electrification of Indonesia is a prime driver for bulk cargo whether it is dry or liquid,” Mr Mapaye said in a video interview during the conference. He urged international companies to consider investing in Indonesia to grow their businesses and provide alternative tug technology to what domestic players currently offer. “[Tug operators] should not be afraid to enter the Indonesian market and it is not necessary to go through an agency or distributor,” he said, adding that the most successful companies are those


7 17 43











that are ready to invest, as there are no restrictions to technology adoption. “Companies can import foreign-built tugs and reflag in Indonesia and get tax benefits,” Mr Mapaye said. He expects requirements for handling larger ships in Indonesian ports will lead to tugs with higher bollard pull entering the market, but with domestic ownership. However, Kim Heng Offshore & Marine Holdings chief executive and executive chairman Thomas Tan said the cabotage rules, vessel flagging and taxes are challenges to operating tugs in Indonesia. He explained at the conference that the tug market in the whole region has been flat for the last three years. “There is overcapacity as there is no scrapping and prices are depressed,” he said. Indonesian tug operator Pelindo Marine Service chief executive Ali Sodikin explained that US$643M is being invested in central Indonesian port infrastructure from 2017 to 2019. This will be spent on increasing port capacity and improving terminal productivity through investing in cranes and creating new portside land. This is part of a project called the Indonesian Maritime Highway that will improve inter-island connectivity. Capt Sodikin said that channels and port areas will be dredged to enable larger ships to dock. As an example of this



investment, Pelindo III, which operates ports within this maritime highway in Kalimantan, Java, Sulawesi and other smaller islands, is expanding the hub ports Tanjung Emas and Tanjung Perak on Java, Sampit and Banjarmasin in Kalimantan and Tenau Kupang. Pelindo III purchased 15 Robert Allan-designed harbour tugs in 2016

with varying bollard pull capabilities and enhanced stability and manoeuvrability. These tugs have large forward fenders, heavy-duty winches, high bulwarks and advanced navigation consoles in the wheelhouses that have panoramic visibility for tug masters. These tugs range from 745 kW with 23 tonnes of bollard pull to 1,780 kW with 60 tonnes bollard pull.

Higher bollard pull tugs needed in Malaysian ports Port operators and shipping companies in Malaysia expect an increasing range of bollard pulls from tug operators, along with low prices and fuel savings. Tug owners are expected to provide more advanced tugs with higher powers because of larger ships using Malaysian ports, said Johar Port Marine pilot superintendent Saadon Shukor at Riviera’s Asian Tug Technology & Salvage Conference in Singapore He explained that stiff competition between local and foreign tug service providers was keeping charter rates low for owners, but these are seen as affordable prices for port operators. New port developments within Malaysia are increasing demand for harbour tugs and Capt Shukor said port operators are requesting tugs with bollard pulls between 25 tonnes and 65 tonnes. They want “high service quality performance and reliability to support every task, plus fuel efficiency,” he explained. Capt Shukor said Malaysian port services have a high level of safety and low accident rates. On average there are 16 accidents and more than 50,000 vessel berths per year in Malaysian ports. “This indicates that there is 0.03% chance [per vessel movement] for a vessel accident to happen in Malaysia,” he said. Johar Port Marine provides towing, berthing, pilotage, equipment supply and ship-toship transfers in the limits of Pasir Gudang Port. TTB

Tug Technology & Business | 4th Quarter 2017


Propulsion and automation systems revealed


ug operators were introduced to new propulsion, automation and wheelhouse technology at the Europort exhibition in Rotterdam, the Netherlands. Tug Technology & Business was given access to the latest thruster technology from Veth Propulsion, which introduced its integrated electric-driven L-drive at the event. Veth has reduced the size of the electrically-driven drive on its latest thrusters. This has been developed to minimise the amount of engineroom space that the drive needs and lower the noise generated from the thruster, said Veth service manager Jan van Stenis. As of 7 November, the L-drive was available with a power range of up 1,500 kW, but Veth is developing these drives up to 2,350 kW. Permanent magnet motors drive the thruster, meaning “there are

fewer moving parts and a compact unit in an engineroom,” he explained. Another modification has been made to the gearbox body. This links the thruster drive to the propeller, causing drag and impacting the water streamline to the propellers. To mitigate both, Veth designed “a fin that is off-centre, so the streamline is optimised, as calculated by our computational fluid dynamics studies,” said Mr van Stenis. He explained that tugs that require a shallow draught could operate with two single-screw L-drives, arranged with smaller diameter propellers, one on the port and the other on starboard, plus a bow tunnel thruster for maximum manoeuvrability. Ulstein Power & Control used Europort to introduce its integrated X-Connect automation, alarm monitoring and power control systems. Ulstein product owner

Veth introduced an integrated electric-driven L-drive at Europort (credit: Martyn Wingrove)

Tug Technology & Business | 4th Quarter 2017

Some of the latest technology for tugs was introduced at the Europort exhibition in Rotterdam, the Netherlands, in early November

Jonas Wenström said the X-Connect alarm monitoring system (AMS) includes inputoutput devices, control processors, data logs and digital information panel. This can be expanded into an integrated automation system by adding more of these components and having a double network for redundancy. Ulstein has also developed an X-Connect power management system that is “configurable, modular and flexible,” said Mr Wenström. An X-Connect integrated bridge system also includes graphical user interfaces that were “redesigned for easy use, to be standardised, but with flexibility.” Ulstein created a library of graphical interfaces that enable operators to customise workstations. “Our software uses a Linux operating system and the user interface technology has dashboards and fast graphics that come from the automotive industry,” he said. Radio Holland has developed a remote monitoring box that could be installed on ocean-going tugs. This collects real-time data and bridge equipment alerts from vessels and sends them over satellite or coastal communications networks to a shore-based monitoring centre. Radio Holland chief executive Paul Smulders said this data can be used to diagnose anomalies, such as unavailability of a tug’s communications equipment because of a fault. “We can act on issues and recognise problems from our office in Rotterdam,” he said, adding that this includes VHF radio and devices that link to mobile phone networks. Radio Holland project manager Hendrik Impens said safety communications equipment and other bridge devices will be connected to a vessel’s remote monitoring box through Ethernet lines in the future. TTB

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Tug Technology and Business 4th Quarter 2017  
Tug Technology and Business 4th Quarter 2017  

Tug Technology & Business is a publication that provides real insight and data to tug owners and operators worldwide, helping inform busines...