tug technology & business 2nd quarter 2016

UK operators handle demanding assignments

“We are very pleased that the end of the road to Subchapter M is in sight”Thomas A Allegretti, president and chief executive, AWO, see page 34

Rising LNG demand to boost escort

tug prospects

Coatings technology tackles fouling

problems

2nd Quarter 2016 www.tugtechnologyandbusiness.com

Supporting innovation in the towing industryWe are with you, all the way

Move Forward with Confidence

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Find out more: www.bureauveritas.comContact us:[email protected]

In this dynamic and fast-paced market safety, reliability and operational efficiencyare paramount. As leader for the classification of tugs we take our responsibilityseriously. We work tirelessly on the development of standards for high-performance designs and strive to develop a harmonised international regulatoryframework for tugs. At Bureau Veritas we think in solutions.

AP TUG-0216-A4:AP TUG-0216-A4 09/02/16 09:55 Page1

contents2nd Quarter 2016volume 3 issue 2

For more articles visit www.tugtechnologyandbusiness.com Tug Technology & Business | 2nd Quarter 2016

16

38

32

22 Regulars5 COMMENT

6 BEST OF THE WEB

8 TECHNOLOGY NEWS

9 CONTRACTS & COMPLETIONS

43 ORDERBOOK DATA ANALYSIS

Newbuilding profile10 Ares, designed for handling larger ship types, is notable as the first of a new

Robert Allan-designed, Sanmar-built VectRA series to enter service

Operator profile12 Family-owned Iskes Towage & Salvage remains committed to investment in

tugs with a high technology content

Yard profile15 Florida-based Eastern Shipbuilding is celebrating 40 years in business in

2016 with a string of tug deliveries

Regional review – UK & Ireland16 New tugs being deployed into UK tug fleets reflect the need to handle larger

vessel types safely and effectively

LNG escort tugs 20 Tug boat designers, builders and crews are having to meet new challenges,

particularly as LNG terminals proliferate worldwide

22 A surge in LNG trading activity is likely to lead to growing demand for

specialist tugs

contents

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Tug Technology & Business | 2nd Quarter 2016 For more articles visit www.tugtechnologyandbusiness.com

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2nd Quarter 2016volume 3 issue 2

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Ice class towage 26 As shipping activity in the Arctic picks up, the need to develop ice capable

towage fleets is increasing as well

Fire fighting & pollution control31 The partnership between Sanmar and FFS is producing high quality fire

fighting solutions for multi-purpose tugs

Coatings 32 Suppliers are responding to the specific fouling situations encountered by

tug operators

Inland waterways 34 The forthcoming Subchapter M Rules will require inland waterway operators

in the USA to review procedures to comply with a new inspection regime

Hybrid propulsion 38 Manufacturers of hybrid propulsion related technology are seeking ways of

overcoming barriers to progress in the industry

40 Having achieved considerable success in the bus market, BAE is turning its

attention to marine hybrid solutions

Design software41 Sener is developing new tools that should assist tug building yards and

designers, while Dassault is entering a partnership with leading tug classification

society, BV

Next issueMain features include: regional review - Middle East and Indian Subcontinent;

propulsion – green technology; bulk terminal operations; AHTS; training &

simulation; fenders; levers and steering systems

Front cover photo credit: Edelman/Viking Ocean Cruises.

PHONE :(90.216) 414 37 84 FAX :(90.216) 337 92 56 www.bogazicishipping.com - [email protected]

BEST QUALITY TUG, WORK BOAT& OFFSHORE VESSELBUILDER

BOGAZICI


Clive Woodbridge, Editor

T here are growing signs that the harbour towage industry in Europe will undergo considerable rationalisation over the next

12-18 months. The trend towards larger container ships, a general reduction in the level of towage activity and the substantial investment needed to provide the powerful, manoeuvrable tugs that are required in ports today, coupled with the threat of greater EU interference in the regulation of the harbour towage market, are persuading a number of European players, including some that have been established for many decades, that it is time to look for an exit strategy.

Recent weeks have seen the announcement by the Rimorchiatori Riuniti group of Italy that it is buying complete control of another Italian tug operator, Augustea Imprese Marittime e di Salvataggi. Augustea provides towage services in the ports of Augusta and Syracuse, two of Italy’s leading petroleum ports, as well as Catania and Pozzallo, with a total fleet of 16 tugs. Augustea group subsidiaries also operate a fleet of four tugs engaged in deepsea towage and salvage work in the Mediterranean, and the company has a joint venture with two other partners in the biggest coal terminal in Colombia. It is understood that the latter will not form part of the deal with Rimorchiatori Riuniti, which will enable Augustea to focus on its bulk shipping interests.

The Rimorchiatori Riuniti group itself is present in the ports of Genoa, Salerno and Malta and, through its 50 per cent stake in Gesmar, operates in the ports of Ravenna, Ancona, Pescara, Termoli, Ortona and Vasto. The group also provides harbour towage in Trieste through another joint venture.

The acquisition will strengthen Rimorchiatori Riuniti’s position as the leading tug operator in the Mediterranean, with a fleet of around 100 tugs. It seems more than likely that it will seek to use its dominant presence in Italy and Malta as the springboard for further acquisitions in other markets in southern Europe.

It is not just in southern Europe that the renewed drive towards rationalisation within the harbour towage segment is gathering momentum. On 7 April this year the Kotug Smit Towage joint venture became operational, creating a powerful presence in northern Europe spanning 11 ports in Belgium, Germany, The Netherlands and the United Kingdom. With a fleet of 65 tugboats and 850 employees Kotug Smit Towage has a presence in Antwerp, Bremerhaven, Ghent, Flushing, Hamburg, Liverpool, London, Rotterdam, Terneuzen, Wilhelmshaven and Zeebrugge, and now has a platform to extend this geographic footprint into new markets. Economic uncertainty and market consolidation within the shipping industry have persuaded both partners in the 50-50 joint venture that the only way to remain leading players in this sector is to join forces.

On top of this there are reliable reports that several smaller tug operators, including a number in Germany, are putting out distress signals, and are actively looking for buyers for their businesses.

Some of these are proud shipping companies with a long and distinguished history. But they are finding it almost impossible to survive in today’s market. It seems it is a question of when, not if, we will see the announcement of more merger and acquisition activity from within the European tug operating community. TTB

HIGH PROFILE ACQUISITION HERALDS RENEWED RATIONALISATION

COMMENT | 5

“SEVERAL SMALLER TUG OPERATORS...ARE PUTTING OUT DISTRESS SIGNALS.”


6 | BEST OF THE WEB

BEST OF THE WEB tugtechnologyandbusiness.com

Opposition grows to EU Port Services rules

The new Port Services Regulation brought forward by the European Commission, and recently approved by the European Parliament, has received short shrift from both tug operators and trade unions. The European Transport Workers’ Federation (ETF) has rejected the rules and has pledged opposition, while the European Tugowners Association (ETA) has outlined an equally hostile position, arguing that the proposed regulations are selective, are disproportionate and will not achieve their desired objectives. In particular, the ETA has pointed out that the key Chapter II of the Regulation now applies to just four sectors – bunkering, port reception, mooring and towage – leaving out cargo handling, passenger services and pilotage, which had also been defined as port services.

The ETF has written to the ETA asking for a ‘meaningful dialogue’ with European tug owners about the present situation following the vote in the European Parliament and the future of the tug industry. The ETA has recently announced that it has accepted this invitation, opening the possibility of the two bodies working together to lobby against the proposals.

http://bit.ly/TTB-reg

Svitzer ventures into Montreal

Leading tug operator Svitzer is establishing a harbour towage service in the Port of Montreal, providing ship-docking, escort and ice-breaking services in response to customer demand. The company has already mobilised two Ice class tugs to the Canadian port, the 60 tonnes bollard pull azimuth stern drive (ASD) tugs Svitzer Nerthus and Svitzer Njal, with a third tug due to arrive shortly.

Svitzer will also deploy additional tugs during the next 12-18 months, allowing it to offer a year-round service in the St Lawrence River.

http://bit.ly/TTB-SvitzMont

Kotug Smit Towage officially starts operations

Kotug International and Royal Boskalis Westminster have formally entered into a 50-50 joint venture for their European harbour towage operations. Kotug Smit Towage, as the integrated operation is called, officially started in business on 7 April.

The combined fleet comprises 65 tugs in north west Europe and operates in 11 ports, in Belgium, Germany, The Netherlands and the United Kingdom. The activities of both partners in other parts of the world are excluded from this co-operation.

http://bit.ly/TTB-KotSmit

Cummins’ new engine targets tug sector

Leading engine maker Cummins is promoting the QSK95 marine diesel engine, which it says will be an ideal main engine solution for a range of vessel types, including tugs and inland waterway towboats. The QSK95 will be manufactured at Cummins’ Seymour Engine Plant in the USA, with limited production starting in 2017.

Cummins claims that the QSK95 offers the benefits of smaller size, lower weight and better response times, while also being maintenance-friendly. As tug operators continue to seek better vessel manoeuvrability, the QSK95 is configured to deliver faster response times through what is claimed to be a unique turbo arrangement. By using one turbo per four cylinders, the new engine type is able to utilise a smaller turbo model, while the dry turbo housings and dry exhaust manifold maximise the available energy to the turbos.

http://bit.ly/22lAVij

Damen delivers hybrid tug

Noordzee, the first of a series of three azimuth stern drive ASD Tug 2810 Hybrid vessels, has been delivered by Damen Shipyards Group to the Royal Netherlands Navy (RNLN). Noordzee has two rudder propeller units for optimum manoeuvrability and is able to sail on full electric power by means of a set of batteries, as well as in diesel-electric mode using the generator set. When maximum pull is required, both main diesel engines are used, giving a bollard pull ahead of 60 tonnes.

The two other hybrid tugs on order for RNLN, Waddenzee and Zuiderzee, will be delivered by mid June.

http://bit.ly/1TOyJvF

Tug Technology and Business’ website covers the latest business and technology developments within the towage sector. Online news coverage is free to read. Here are some of the most popular stories covered over the past few months

The hybrid tug Nordzee recently delivered by Damen

Packing the latest state-of-the-art technology into a minimum volume, the MAN 175D is characterized by

its clear cut and user-friendly design: easy to commission, easy to operate and easy to service. With a

1,500 – 2,220 kW power range, this high-performance 12V marine engine is compact and modular with all

auxi liaries attached. Whatever operation you’re planning, the MAN 175D makes sure you’re always opti-

mally prepared. Find out more at www.175D.man.eu

Marine Engines & Systems Power Plants Turbomachinery After Sales

MAN 175D – Second to None. Power has never been this compact


Simrad’s new R3016 12U/6X IMO type approved radar solution is considered by the manufacturer to be ideal for use aboard a range of vessel types, including tugs and other workboats. It features a 12kW X-band transceiver and a 6ft (1.83m) open array scanner designed to provide a high degree of reliability and low maintenance, as well as the Simrad R3016 control unit. This

is a more compact control unit with a high definition 15.6in (0.40m) diagonal widescreen display.

Built around a new generation digital processing user interface, the R3016 12U/6X has enhanced target tracking capabilities, extremely clear target definition, and advanced automated tuning controls, according to Simrad. The R3016 control unit incorporates the display, controls and processor in a single integrated system, which the company points out is important for smaller vessels with limited space.

Compact radar from Simrad

Indian tug service provider Ocean Sparkle has improved its simulation training centre at Bharuch to meet the evolving needs of tug operators and users of the nearby liquefied natural gas (LNG) terminal at Dahej. The training centre is the only one of its kind in India.

Parveer Vasistha, Ocean Sparkle’s general manager, said: “We have upgraded our simulation training unit by incorporating hydrodynamics software. This will replicate the suction and repulsion impact the tugs may have to face as a result of the high currents and waves encountered in the Gulf of Cambay. The upgrades will enable tug masters to become acquainted with the likely impacts when bringing vessels alongside at Dahej.”

The simulation system has also been enhanced by the incorporation of a new jetty and two mooring dolphins that are now operational at Dahej. Ocean Sparkle has also incorporated details of the longer LNG carriers and other vessels that call at the busy LNG terminal.

The simulation model, which features both tractor type and azimuth stern drive tugs, provides realistic scenarios involving loaded and unloaded LNG carriers and their behavioural patterns during a variety of wave and wind conditions. Ocean Sparkle tug operators are trained using the simulation system to maintain the appropriate pulling and pushing speed and perpendicular tow line, according to given current and weather situations.

8 | TECHNOLOGY NEWS

Ocean Sparkle enhances simulation centre

Designers produce tractor tug series

Schottel develops high torque gears

The Ocean Sparkle simulation centre

Germany’s Schottel is now marketing a new high torque gear (HTG), which is suitable for use on tugs. The HTG is described as being “a highly efficient, robust and reliable gearbox with an ideal gearing geometry.” It also claims low maintenance requirements, reduced servicing costs and improved hydrodynamic properties.

The HTG is designed to enable bevel gears of the same dimensions to transmit

up to 15 per cent higher drive torque with the same safety margins required by the classification societies. The design also enables a more streamlined underwater gearbox housing, increasing hydrodynamic propulsion efficiency.

Schottel’s engineers have designed the gearbox in such a way that the risk of flank fracture or scuffing is considerably reduced. This increases service life and reliability and reduces servicing costs. TTB

Two design companies have released details of tractor tug developments recently.Offshore Ship Designers (OSD) in The Netherlands has developed a new series of

high performance tractor tugs which can be used for a wide range of functions, including escort operations, harbour towage, ship handling, offshore mooring and berthing.

The basic model tug has an overall length of 33m and a beam of 13.5m, although the tug design can be provided with various sizes.

The high forecastle deck ensures good seakeeping performance, while the hull is shaped with side wings to reduce drag, enhance stability and improve roll damping. This makes the vessel’s concept well suited for offshore towing and salvage, OSD states.

The wheelhouse arrangement is intended to give an excellent overview of the working deck during escort operations and optimum visibility over the bow during transit. The new OSD tugs can be fitted with either Voith Schneider cycloidal propellers or azimuthing thrusters, while the propulsion drive configuration can be adapted to client specification. Depending on the engine and propulsion arrangements that are selected, a bollard pull of 90 tonnes can be achieved.

Meanwhile, Jensen Maritime of the USA has designed a new tractor tug for Vessel Chartering that features Tier 4 engines to meet new air emissions standards. The newbuild tug, due for delivery in the second quarter of 2017, is being built by JT Marine of Vancouver, Canada. The 110ft (33.53m) long vessel will feature the ship assist and escort capabilities of smaller harbour tugs, while delivering the improved towing performance and increased range of larger ocean-going tugs. The escort capability was enhanced to provide support for assisting large, 18,000 teu container ships, for which demand is likely to increase in West Coast ports of call.


Two Indonesian shipyards, Daya Radar Utama in Jakarta and Dumas Tanjung Perak Shipyard in Surabaya, have been selected to build a total of 15 tugs for Indonesian port operator Pelabuhan Indonesia III (Pelindo III). These will be customised versions of Robert Allan’s distinctive RAzer series.

The order comprises three RAzer 2623 type tugs and six 2935, four 2940 and two 2960 types, to enable Pelindo III to provide enhanced towage services throughout the various ports it operates in Indonesia. The tugs range from 26m to 29m in length and will have bollard pulls from 23 to 60 tonnes.

The RAzer class are azimuth stern drive (ASD) tugs optimised for ship handling and escort duties within the confined spaces of busy ports. The design features a generous freeboard to ensure a high degree of stability, while keeping the superstructure low and well aft to enhance safe working under the flared hull of a ship.

Malaysia’s Boustead Heavy Industries Corp subsidiary BHIC Shipbuilding and Engineering has secured a contract worth over US$14 million from KFS Support Services to design, supply, construct, test and commission and deliver three 45 tonnes bollard pull azimuth stern drive (ASD) harbour tugs.

KFS is a Kuala Lumpur based company that has been set up to increase the Malaysian share of the local towage market. It currently has a contract to provide harbour towage services to the port of Kemaman, on the east coast.

A 32m azimuth stern drive (ASD) tug, Al Mobin 4, was handed over by Guangdong Yuexin Ocean Engineering Co to an as yet unnamed Middle East buyer in April. The Lloyd’s Register classed tug is a RAmparts 3200 design from Canada’s Robert Allan measuring 32m in length overall, with a beam of 11.6m, a moulded depth of 5.36m and a maximum draught of about 5.81m. It is understood to be operating in Iran.

Al Mobin 4 has a design speed of 12 knots with a bollard pull of 70 tonnes. It is powered by two Caterpillar 3516C main engines each rated at 2,682 bhp, driving twin azimuth thrusters, type Schottel SRP 1515 FP. As well as being equipped for harbour towage duties, the tug has an FFS class 1 FiFi system and anti-pollution systems for environmental protection duties.

The internal arrangements are a brand new design, developed by the builder with Blue Ocean. The yard says that the aim has been to create an environment that combines comfort and workplace functionality. TTB

Svitzer has signed a contract with Damen Shipyards Group for four ATD Tug 2412 units as part of its ongoing fleet renewal programme. All four tugs are being built at Damen Song Cam Shipyard in Vietnam.

The compact, heavy duty ATD Tug 2412 type offers a bollard pull of over 65 tonnes, the power originating from twin Caterpillar 3516C main engines. A top speed of 12 knots and a powerful aft winch make these vessels particularly suitable for harbour towage activities, Damen states.

This contract is the first between Damen and Svitzer since Damen’s new key account manager for the towage company, Chiel de Leeuw, took up the post following the retirement of his predecessor Martijn Smit. “As Svitzer’s main point of contact within Damen, I am looking forward to continuing this successful and enjoyable relationship,” Mr de Leeuw says.

Following hard on the heels of the delivery last December of VB Ouragan and VB Cyclone to Boluda France, French shipbuilder Piriou has delivered two more tugs of the same design to this customer. The two units are being deployed in the ports of Saint-Nazaire and Dunkerque.

VB Typhon and VB Tempête were built by Piriou Vietnam to a standard design, with some adaptations to meet Boluda’s specific requirements. Each is 30.3m long, 10.4m beam and has a maximum draught of 5.3m. Their bollard pull at 100 per cent mcr is 70 tonnes.

Indonesian yards to build for local port operator

Boustead wins three from KFS

Chinese delivery to Middle East customer

Four more for Svitzer

Piriou pair boosts French ports

The ‘home from home’ internal arrangements on board Al Mobin 4

CONTRACTS & COMPLETIONS | 9


A ny new tug series from the design team at Robert Allan Ltd (RAL) is sure to be of considerable

interest, and is likely to bristle with novel concepts and ideas. The new and innovative VectRA 3000 class, launched recently at Sanmar’s Altinova shipyard in Turkey, is no exception. This series has been developed exclusively by RAL for Sanmar, which is now marketing the design to customers worldwide.

The lead vessel in the VectRA 3000 series, Ares, is destined for service with Italian operator Tripmare in the port of Trieste, where the company, a subsidiary of the Rimorchiatori Riuniti group, has recently secured a 15-year harbour towage contract. Ares is a high performance, Voith Schneider Propeller (VSP) driven tractor tug, which has been developed by RAL

working in close collaboration with both Sanmar and Voith Turbo.

The new tug measures 30.25m in length, with a moulded beam of 13m, and has an overall draught of 6m. With a bollard pull of 70 tonnes, the VectRA 3000’s hullform can generate escort steering forces in excess of 100 tonnes. Additionally, the design has fire-fighting and oil recovery capabilities and is fully Maritime Labour Convention (MLC) compliant.

Designed to deliver high levels of efficiency in carrying out towing, the specification of the new tug series is geared towards meeting the requirements of harbour towage and escorting duties, involving large ships in particular, safely and economically. RAL points out that very positive performance levels have been verified, through extensive model tests at the commencement of the design cycle.

One of the keys to the vessel’s enhanced capabilities is what RAL claims to be a unique propulsion arrangement that features high speed diesel engines connected to the VSP units via reduction gearboxes with integral clutches.

Unusually for a VSP installation, the propulsion drivetrain comprises a pair of Caterpillar 3516C high speed diesel engines, each rated 2,525kW at 1,800 rpm, driving Voith 32R5 EC/265-2 cycloidal propellers.

Instead of the traditional Voith Turbo coupling, the two engines are connected to the Voith drives through a pair of Reintjes WAF 863 clutch and reduction gearboxes and Vulkan composite shafts. This reduces transmission losses, therefore increasing overall propulsion efficiency, and also enables the drives to be de-clutched when

10 | TUG PROFILE

Ares leads Sanmar’s battle for big ship handling tug orders

Robert Allan and Sanmar have unveiled the new VectRA series of Voith tractor tugs

Ares is the first VSP propelled tug built by Sanmar to an innovative Robert Allan Ltd design

For more articles visit www.tugtechnologyandbusiness.com

TUG PROFILE | 11

the tug is idle, reducing fuel consumption. This combination is a smaller, lighter and less costly solution than the traditional medium speed drive system. The fact that the high speed engines occupy much less space than drive machinery, and have a much lower weight, allows a finer, more efficient hullform for the same deadweight, RAL points out.

The decision to opt for this propulsion arrangement also means that the installed cost is considerably reduced. Furthermore, the machinery combination will drive the hull at a predicted speed of not less than 12.5 knots.

The electrical plant consists of two identical Caterpillar-supplied diesel gensets. These each have a rated output of 86 ekW, to meet the tug’s power generation requirements.

Ares also incorporates the new electronic Voith remote control system. This is set up to work in combinator mode, whereby revolutions per minute and pitch increase together at a pre-defined ‘ramp up’ rate. It is believed that this is the first installation of high speed engines with VSP drives in conjunction with the Voith electronic control system.

As well as harbour towage activities, the new tug class is designed for escort and ocean going towage activities. To enable extended endurance at sea, the vessel has been provided with relatively large tank capacities. Ares can, for example, take up to 163m3 of fuel oil and 55m3 of fresh water, while its fire-fighting system comprises a foam tank with a capacity of 11m3.

Crew accommodation is entirely located on the main deck level and has been designed with a view to optimising crew comfort. Four single crew cabins and a further double crew cabin, each with an en-suite bathroom, are supplemented by a comfortable mess area. The tug’s galley facilities are also in the deckhouse, with galley stores and laundry room located below the main deck forward.

All towing, ship handling, and escort work is performed using a double drum escort winch and an escort-rated staple fitted on the aft deck. One drum can store 710m of steel wire line, with 54mm diameter, in 10 layers, while the other stores 150m of synthetic towline, of 94mm diameter, in six layers. Both drums have a brake capacity of 200 tonnes. In order to increase operational flexibility, radial type tow hooks have been installed on the main deck, forward and aft.

The vessel has fire-fighting and oil

recovery capabilities, as well. Ares is equipped with two main fire pumps driven through clutched flexible couplings aft of each main engine, each with a capacity of 1,400m3 per hour. Fire Fighting Systems of Norway has supplied the two foam and water monitors which can be remotely operated with electric controls.

As would be the case with a traditional tractor tug configuration, the stern is the working end of the tug and features heavy duty cylindrical fendering with a line of W-shaped fenders below. Hollow D fenders protect the sheer lines and tie neatly into the W fenders at the bow.

The wheelhouse has been designed to provide the crew with 360 degree visibility and includes overhead windows. The split type console is biased aft to ensure unobstructed visibility of the working deck, including the winch, staple, bulwarks and fenders, during operations.

Construction work on Ares was completed this February, and the new tug was transported from Sanmar’s production hall at its relatively new Altinova facility to the floating dock by the shipyard’s modular transport system. After outfitting work was completed, sea trials were carried out in March and the tug was ready for delivery to the client in early April.

Sanmar is confident that the new design will prove to be a popular addition to its range, as a cost-effective VSP tug suitable for use in many different parts of the world. Marketing director Pinar Korkmaz says: “Sanmar’s brief to RAL was to create a VSP tug which was under 500 grt and which incorporated high speed engines, a clutch between thruster and engine, and electronic controls, and be fully MLC 2006 compliant for all crew accommodation. The challenges were therefore very much focused on the machinery design and the overall layout.”

The vessel is also designed according to the American Bureau of Shipping (ABS)'s Habitability workboat (HAB(WB)) notation, which requires specific attention to decrease vibration and sound levels (see decibel data right). This is the first vessel that Sanmar has constructed in compliance with this notation. Classed by ABS, with the notations A1, AMS, Towage Vessel, Escort Vessel, ABCU, Unrestricted Service, Fi-Fi1, HAB(W8), and UWILD, the new tug is fully compliant with Italian flag requirements and MLC 2006 regulations. The vessel has a specific oil recovery notation as well, underlining its wide range of capabilities. TTB

ARES – Main features

Length o/a: 30.25mLength o/a, with fenders: 31.10mGRT: 500 tonnesBreadth, moulded: 13.00mDepth, moulded (hull): 5.10m Navigational draught (design draught): 6.30m (to bottom skeg/VSP guard)Bollard pull: 70 tonnesAhead speed: 12 knotsMain engines: 2 x Caterpillar 3516C, 2,525kWClassification: ABSNotation A1, Towing Vessel, Escort Vessel, AMS, Unrestricted Service, UWILD, HAB(WB), ABCU, Fire-Fighting Vessel Class 1, Oil Spill Recovery – Capability Class 2

(>60°C) (OSR-C2)

ARES DB LEVELS

Cabin: 60Sanitary spaces: 65Mess room: 65Open decks for recreation: 75Wheelhouse: 65Offices: 65Machinery space: 110Workshop: 85

The new tug being moved from production hall to floating dock at Sanmar’s Altinova facility


12 | OPERATOR PROFILE

Iskes continues to investThe family-owned tug operator Iskes Towage & Salvage remains committed to upgrading its fleet

Based in IJmuiden in The Netherlands, Iskes Towage & Salvage

provides harbour, offshore and emergency response towing services from its home port, and also within the port of Amsterdam. The company currently operates a total of 15 tugs, from 10 to 83 tonnes bollard pull. Although there are some older units in the fleet, most of the tugs are relatively recent and the company has taken delivery of six new vessels since 2010.

The latest to join the fleet is the Damen ASD Tug 2411 Venus, which arrived in November 2015. The 24.47m long tug provides a bollard pull of 70 tonnes, making it one

of the more powerful in the company’s pool of vessels. For Iskes managing director Jim Iskes, combining power with relatively small dimensions was the most important factor in selecting this tug type. “We needed a compact tug that could work in the IJmuiden locks, but also a versatile one that could handle anything,” he says.

Venus, part of a 12-strong fleet operating out of Amsterdam, has assisted a wide variety of vessels since its delivery. Its first ever job was helping a 280m bulk carrier out into the open sea and the second was handling a small fishing trawler.

Also last year, Iskes took into ownership the 70 tonnes anchor handling tug supply (AHTS) vessel, Bever. This is a Damen Shoalbuster 3612 design, built in 2010. Its acquisition forms part of the company’s plans for expanding further into offshore related work, as well as into longer distance tows and salvage.

Further investment is in hand. Most notably a new Eddy Tug design is currently being constructed at Holland Shipyards, with a scheduled delivery in the second half of 2016. The vessel, Telstar, is 25.45m long overall and has a bollard pull of 75 tonnes.

Telstar, which is Iskes’ first hybrid propulsion tug, will be fitted with Veth Propulsion VZ-1800 thrusters and Mitsubishi S16R2 main engines together with two 640 kWe Scania generators for diesel-electrical propulsion. This setup is expected to greatly increase the manoeuvrability of the tug, as well as reducing fuel consumption and maintenance costs.

Iskes has been closely involved with the design of the tug, and a number of characteristics have been included specifically to fit its particular requirements. For example, the hull is much more heavily built than was originally intended

by the designer, to increase the durability of the vessel. Extra steel has been added specifically to reduce wear and tear from lock operations, and the towing arrangement has been enhanced with a newly developed type of towing pin incorporated in the bulwark. This effectively adds a staple point that provides more course stability during lock operations, which are a key part of the Iskes harbour towage business.

As well as harbour towage, Iskes undertakes salvage work and has a versatile rescue tug, experienced crew and equipment on constant standby around the clock at IJmuiden. Designed by Canada’s Robert Allen, 2009-built Brent has 83 tonnes bollard pull and is classed to FiFi 1 standards.

While the company’s origins date back to 1928, the business was acquired by Mr Iskes’ father, Ben, in 1968. Having learned his trade as a tug master, Mr Iskes has now taken over day to day management of the company. TTB

LEFT: Iskes Towage & Salvage’s recently acquired Damen ASD Tug 2411, Venus, has enhanced the capabilities of the group’s Amsterdam-based fleet. RIGHT: Work in progress on the Eddy Tug, Telstar, due for delivery later this year

Maximum View & ControlInnovative bridge ergonomics

www.jrc.amAlphaBridge on the Robert Allan Ltd designed hybrid RotorTug© RT Evolution


F lorida, USA-based Eastern Shipbuilding Group, which this year celebrates its 40th anniversary, has had a very busy start to

2016, underlining its position as one of the leading tug building yards in the Americas at present. The company delivered two new tugs in the first quarter of the year, and has a healthy orderbook that will ensure a steady stream of further launches and completions of tugs and inland towboats over the rest of this year and well into 2017.

Most recently, towards the end of March, the yard delivered Robert Allan-designed escort tug Neptune, the second in a series of four Z-Tech 2400 class tugs ordered by Suderman & Young Towing Co. This followed the delivery of Triton, the lead vessel in the series, late last year.

At around the same time, Eastern also launched David B, the third in another series of four Z-Tech 2400 type vessels under construction for another US operator, Bay-Houston Towing Co. H Douglas M, the lead vessel in this particular series, was delivered in February of this year. Both David B and the second in the series, Zyana K, which was launched in February, will be delivered later this year.

The eight tugs that Eastern has on order for Bay-Houston and Suderman & Young were designed and engineered by Vancouver, Canada-based Robert Allan, and incorporate advanced technology to improve escort and ship assist capabilities along the US Gulf coast. Powered by two Caterpillar 3516C Tier 3 marine engines, and two Schottel SRP 1215 propellers within Z-drive nozzles, these 80ft (24.38m) tugs are each capable of around 60

tonnes bollard pull.Over the years Eastern has constructed

and delivered a total of 21 Z-drive tugs of similar size and complexity for various customers in the USA. Joe D’Isernia, Eastern Shipbuilding Group’s president, says: “These latest Z-Tech series tugs maintain our reputation as one of the largest tug construction shipyards in North America. Our diversity and commitment to our customers is what makes us one of the most successful shipbuilders in the US. We will continue to provide a high quality service, and look to expand our facilities, together with our strong workforce of men and women who are always eager for the next new construction, conversion or repair challenge.”

Tug deliveries in 2015 included the reverse tractor tug Archie Higgins for EN Bisso & Son, the fourth in a series delivered to this company since 2007. This 96ft (29.26m) Z-drive tug was designed by Jensen Maritime. Other vessels delivered last year included Harvey Sbisa, Rena Marie and Bill Seymour, identical inland towboats for Florida Marine Transporters, a company with which Eastern has built up a close working relationship.

Five identical towboats were delivered to this inland operator in a 12-month period over 2014 and 2015, and in spring 2015 the series was extended when Florida Marine placed an order for a further vessel. Harvey Sbisa, handed over last November, was the 62nd in a series of 90ft (27.43m) towboats built to date for Florida Marine.

Eastern’s orderbook for inland towing vessels was given a further boost last year by a first order, for four river tugs, from IWL River, a subsidiary of Impala Terminals. These vessels are destined for deployment on the inland waterways of Latin America.

Eastern has two ship construction and repair facilities in Panama City, Florida, and offshore and harbour tugs are a key product line for the company. The group’s portfolio also includes offshore supply vessels, multipurpose construction vessels, barges, ferries, fishing vessels and inland towboats. According to the company, its shipbuilding business is booming with activity in terms of the number of vessels on order and the number of people employed by the yards, both of which are standing at record levels. TTB

YARD PROFILE | 15

Eastern builds on four decades of successSince it was first established as a fishing boat builder in 1976, Eastern Shipbuilding Group has diversified into many other market segments, including harbour and inland towage craft

The Z-Tech type tug Neptune was delivered to Suderman & Young

Towing Co on 28 March this year

Maximum View & ControlInnovative bridge ergonomics

www.jrc.amAlphaBridge on the Robert Allan Ltd designed hybrid RotorTug© RT Evolution


16 | REGIONAL REPORT UK & Ireland

Operators power up fleets to meet customer requirementsThe need to handle larger ships safely and efficiently is triggering major investment in new tugs within the UK, despite market projections that are less than optimistic overall

The international tug operator Svitzer is by some distance the

leading provider of harbour towage services for commercial shipping in the UK, with a market share of well over 70 per cent. The company operates a fleet of 78 tugs of varying types and sizes in 14 ports, including the key trade gateways of Felixstowe, Southampton, London, Liverpool, Humber, Tyne and Tees.

Globally, the group’s focus is on expanding its towage business in areas where it does not have a major presence but where there is significant growth potential, such as China and Brazil. By contrast, the UK is a mature market with limited scope for growth, given prevailing market trends. Larger container vessels, and other ship types, generally mean fewer port calls and this trend is having an adverse impact on the overall level of towage work available in UK ports.

Nonetheless, Svitzer is committed to upgrading its UK-based tug fleet to meet the needs of the shipping

companies and ports it serves, and this has involved substantial investment. Since the beginning of 2015 the company has taken delivery into the UK of six newbuild tugs, five from Damen Shipyards Group and one from Sanmar in Turkey, with a clear focus on boosting its capacity

at the upper end of the bollard pull range.

Its Felixstowe fleet, which currently comprises four tugs, has recently been augmented by the arrival of the Damen ASD Tug 3212 Svitzer Deben, which offers 80 tonnes bollard pull. This makes it the most powerful tug operating in the UK’s busiest container port. Two further ASD Tug 3212 units, Svitzer Kent and Svitzer London, similarly with an 80 tonnes bollard pull rating, have been deployed in London, and the Sanmar-built Svitzer Tyne, a Robert Allan designed RAmparts 2400SX type azimuth stern drive (ASD)

tug, with 60 tonnes bollard pull, has been deployed on the River Tyne.

Svitzer has also acquired two Damen azimuth tractor drive ATD Tug 2412 units, Svitzer Eston and Svitzer Bargate, for its Southampton fleet. The company decided against ASD tugs for this particular location, as the relatively short, angular berths at the Southampton container terminal are better served by tugs that are compact and highly manoeuvrable.

Svitzer’s London-based regional managing director, Marc Niederer, says: “In buying tugs for the UK market our main aim

Svitzer London, a recently purchased ADS 3210 type tug


has been to increase the power we have available to meet our customers’ requirements in the container shipping sector, where we are seeing more vessels of 15,000 teu and above calling on a regular basis. In Felixstowe, for example, having Svitzer Deben in our fleet will allow us to use two tugs, as opposed to the three or four we have used up to now for such vessels, when there are suitable weather and other operational conditions to do so safely. This creates a major efficiency gain.”

Safety factors have, however, been the main driver behind the investment programme, he points out. “We have the right power to berth the new generation container ships safely. But having the right power also means there is less risk of delaying the vessel, enabling port stays to be reduced, which is a big bonus for our customers,” Mr

Niederer adds.Svitzer plans to make

further investments to upgrade its UK fleet over the next year or so. The intention is to replace older and less powerful tugs with newer, higher performance vessels. Mr Niederer says: “Prospects for the UK market are flat at best, so frankly we have enough tugs to meet the needs of our UK customers. There is no need for us to grow the fleet, but we do need to invest continuously to upgrade capabilities in line with customer requirements.”

Details of future investment plans are being closely guarded for now. Mr Niederer indicates that ‘two or three’ new tugs will be deployed within the UK fleet over the next 12 months, each of which will have specifications geared to meet the needs of the particular port for which they have been ordered.

He says: “In the UK, most

of our tugs stay operating within the ports for which they were originally designed and to which they were allocated. However, we do have the flexibility to respond to increases in business at a particular port, moving assets from underperforming locations to overperforming ports, if necessary. This is one of the advantages of having such a large fleet across so many different locations.”

The level of investment required for the latest, more powerful generation of tugs is high, and yet prevailing towage rates in the UK have generally been fairly static in recent years, as has the overall volume of work. To address this issue in a mutually beneficial manner, Svitzer says it is seeing a trend towards longer-term service agreements with its shipping line customers. “We need to have these long-term

arrangements in place to justify the investment we are making to handle the large new generation container vessels,” Mr Niederer points out.

While the underlying trend within the UK towage sector is fairly flat, during 2015 Svitzer did see an appreciable increase in workload within UK ports. Mr Niederer explains that this was largely because of the prevailing weather conditions. The first quarter of last year, in particular, was one of the windiest on record. “The weather last year was a helpful factor,” he says. “But it should not disguise the fact that the underlying business demonstrated little or no growth, and we do not expect that situation to change in the near future.”

While Svitzer has the major share of the market, the company does face tough competition in a number of

Svitzer Deben has been recently deployed to Felixstowe, to help handle larger container ships safely and efficiently. Pictured at the naming ceremony this April, from left to right: Phil Dulson, Svitzer; Clemence Cheng, Hutchinson Ports Holdings; Alyson Cheng, Godmother of Svitzer Deben; Marc Niederer, Svitzer and Chiel de Leeuw, Damen Shipyards


locations and business segments. Its biggest local rival in terms of volume of business is Serco Marine Services, which has a sizeable tug fleet in the UK, but whose primary business is naval work. The company provides a wide range of marine services to the UK Ministry of Defence in Portsmouth and Devonport, and in Scotland, including Greenock, Faslane and the Kyle of Lochalsh.

The newly created joint venture, Kotug Smit Towage, officially formed on 7 April this year, also has a presence in the UK market, bringing together Kotug’s previous operations on the River Thames, where it served London Gateway, among other facilities, and Smit’s activities on the Mersey. The company is currently operating a fleet of between seven and nine tugs within the UK, depending on workload, in both Liverpool and London.

Kotug Smit Towage has deployed tugs of several different types to the UK market. According to René Raaijmakers, chief executive of Kotug Smit Towage, ”We provide ‘horses for courses’. For example the Rotortug concept has already proved its operational effectiveness in the port of London, due to its excellent manouverability.”

Last year two Rotortugs, RT Ambition and RT Evolution, towed the cruise ship Viking Star through the Thames barrier and assisted as it swung into its berth at Greenwich. In May this year one again two Rotortugs, this time RT Ambition and AT Adriaan, will assist the new cruise ship Viking Sea on its maiden voyage, also berthing in Greenwich for a naming ceremony. The Port of London Authority carried out a specific study to ensure the safe arrival of a ship of this size. They deemed it necessary to use Rotortugs due to the maneuverability of these

vessels within confined spaces when passing through the Thames barrier.

The former Smit operation in Liverpool has also been tasked with some challenging assignments recently. Atlantic Container Lines (ACL) is one of the port’s biggest customers and the new G4 class ships ordered by the company are the maximum that will fit into the Gladstone dock. Mr Raaijmakers says, “This turned out to be a significant challenge as tugs could no longer fit in the lock together with the vessel. Working in close cooperation with ACL, pilots and port authority, we prepared a detailed operation to ensure smooth and safe assistance for these new ships.”

Kotug Smit Towage also worked closely with pilots and port authority preparing for the arrival of the heavy lift carrier Zhen Hua 23, transporting cranes for the new Liverpool 2 Container Terminal. Mr Raaijmakers says,”An important risk factor in this area is the strong winds and high tidal drops. During the offloading procedure, tugs were requested to provide extra assistance for pushing alongside due to heavy winds. The crew trained several times in providing assistance on the simulator together with the pilots to be fully prepared for a variety of scenarios.”

With a fleet of 65 tugs, Kotug Smit Towage provides towage services in 11 ports in four countries, including Belgium, Germany, the Netherlands and the United Kingdom. “Our operation allows us to meet the increasing demands of our clients in order to supply them with an even higher level of efficiency and port call optimisation. We are closely following developments in all European ports, including but not limited to the UK,” adds Mr Raaijmakers.

Another operator with a multi-national presence, Serco has recently contracted Damen to build a powerful new tug, with 80 tonnes bollard pull rating, to support the Royal Navy’s two new aircraft carriers, HMS Queen Elizabeth and HMS Prince of Wales, at Portsmouth Naval base. The Damen advanced RotorTug ART 80-32 type tug will have the necessary power, flexibility and manoeuvrability to handle the aircraft carriers, which are the biggest ships ever built for the Royal Navy.

Serco expects to take delivery of the new tug in early 2017. This will increase its fleet, the largest in the UK to fly the British flag, to 115 vessels. The new tug will have a number of custom-made features, including a double drum render-recovery winch and a foldable mast, to enable

safe working under the flight deck overhang. The tug will have grey fendering, to match the livery of Royal Navy vessels, preventing hull marking, and will also have controllable pitch propellers instead of the standard fixed pitch propellers found on other ART tugs.

Also part of a bigger, international grouping is Solent Towage, a wholly owned subsidiary of Norway’s Østensjø Rederi. Solent Towage provides tug services and tanker escort for vessels calling at Esso’s Fawley refinery in Southampton, and operates tugs Phenix, Apex and Vortex and mooring launches Ibex, Asterix and Tempest.

SMS Towage is a purely UK operator that has significantly upgraded its fleet in the past year, taking delivery two new ASD tugs built by Sanmar. The 50 tonnes bollard pull Merchantman last November joined sister tug Masterman in the port of Belfast, while Englishman joined the company’s fleet on the Humber in April this year.

Hull-based SMS currently has a fleet of 13 tugs, ranging from 26 to 55 tonnes bollard pull, and these operate in the port of Bristol, as well as on the River Humber and in Belfast. The company has expressed an ambition to move into other UK regional ports in the future. TTB

18 | REGIONAL REPORT UK & Ireland

Damen’s Arjen van Elk and Ian Macleod of Serco sign the contract for a new RotorTug ART 80-32 type tug

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20 | OPERATIONS Escort Tugs

TUGS FOR TOUGH TERMINALS

The steady growth in LNG terminals around the world is

boosting demand for tug boats specifically adapted to handle gas carriers in often challenging ports, many of them with long approach channels.

These tugs are operating in facilities from Australia to the Baltic Sea as increasingly international procedures in terms of safety and risk-mitigation come into play, and in most cases the vessels’ crews are specially trained.

One of the latest ports to welcome LNG-carrying vessels is Poland's Swinoujscie on the Baltic Sea. In February, the LNG terminal used

customised harbour-escort tugs built by Turkey’s Bogazici Shipping to successfully berth a Qatargas–owned Q-flex vessel to load the terminal’s commissioning cargoes.

Swinoujscie is the biggest LNG terminal in northern, central and eastern Europe and presents significant challenges. It has a 3km breakwater and an unloading jetty with a single berth able to handle methane carriers with a capacity of anything from 120,000m3 to – in the case of Q-flex size vessels – 217,000m3.

When full commercial operations start later this year, the tugs, which Spain’s Cintranaval-Defcar group

designed for Bogazici, will be handling vessels delivering 1 million tonnes a year (mta) of LNG.

As president of terminal operator Polskie LNG, Jan Chadam, pointed out at the time of the inaugural berthing, there is no room for mistakes in an enterprise with such high stakes. “The receiving terminal’s potential makes us an important player in energy independence in the whole region,” he said.

DemandsWhen it comes to handling LNG carriers, port operators are pushing designers and shipyards to higher specifications and performance. Smit Lamnalco business development manager Andrew Brown points out that safety is paramount in the case of the five new Robert Allan-designed RAstar 3400 escort tugs it is introducing to the port of Gladstone in Australia.

“These tugs are high-powered and are ideally suited for escort operations in areas exposed to weather and sea, such as many new LNG terminals, where a high standard of seakeeping is required,” Mr Brown explains.

In Gladstone, tug crews must routinely deal with difficult close-quarter situations. Access to the port is through narrow channels on the Queensland coast, buffeted by winds of more than 40 knots that kick up waves of up to 3m.

Lamnalco’s LNG-customised tugs comply with Australian

Maritime Authority safety regulations, which are among the toughest in the world. “These vessels represent a unique development in terminal escort tug design,” says project director, Ali Gurun, from the vessels’ Turkish builder Sanmar shipyard.

Although the Society of International Gas Tanker and Terminal Operators (SIGTTO) says LNG-approved tugs are not greatly different in principle from standard ones, the differences are nevertheless important. For instance, Smit Lamnalco had its Gladstone RAstar 3400s customised. They boast a sponsoned hull configuration and foil-shaped escort skegs that work together to greatly reduce the roll motion and accelerations to less than half that of conventional tugs of comparable size.

StabilityAs the designer’s executive chairman, Robert Allan, explains, the stability provided by the bigger and more powerful escort-class tug is a vital element in working with LNG carriers: “By definition, it must be designed to handle a much more unique set of operational demands [than a conventional harbour tug].

“Thus it has a different hull form and very different kind of winch capable of ship-handling and towing. Many [standard] escort tugs are more than capable of handling LNG carriers, if suitably equipped, and we

Tug boat designers, builders and crews must rise to new challenges as LNG terminals proliferate around the world. Selwyn Parker reports


Escort Tugs OPERATIONS | 21

have designed many of these for more exposed terminals.”

Whether an escort or harbour tug, any tug handling LNG carriers must also exert the softest possible touch on these vessels’ typically thin-skinned hulls. In technical terms, the contact pressure is 14 tonnes/m2, which experts say is extremely low.

An elaborate fendering system provides the necessarily gentle push. On the bow is an upper row of cylindrical fenders with a diameter of 1,000mm and a lower level of 450mm deep W-shaped fenders, while another cylindrical fender of 600mm diameter protects the stern.

Standard safety procedures focus particularly on the reduction of the risk of explosion. As well as the installation of a gas detection system, all ventilation dampers on the Lamnalco tugs can be remotely closed.

The system that remotely controls the gas-tight dampers has a two-tiered alarm set at lower explosion limits of 20 per cent and 40 per cent.

On the deck the towing winches, navigation lights, outside lights and emergency-stop buttons are explosion-proof. The fire-fighting capability has FiFi 1 certification and the tugs have extra foam-carrying capacity.

In another example of the trend towards international safety standards, the latest Bogazici-built tug at work in the Swinoujscie terminal features similar safety equipment to that installed on the Lamnalco vessels.

Mixed-use portsIn the growing number of mixed ports, most tugs are expected to fulfil a dual role. As LNG towage company Svitzer’s chief technical officer, Kristian Brauner, points out, its fleet in Darwin, Australia, will have to deal with all the port’s other

operational requirements as well as the demands of LNG.

“While we needed a tug with escort notation and emergency towage capability, we also required whole-of-port tugs with full FiFi, pollution control and oil recovery capabilities,” he says.

This is increasingly the case in other mixed-used ports such as Milford Haven, Rotterdam and Singapore, where LNG and conventional terminals sit side by side.

At Darwin, Svitzer has just commissioned two smaller RAstar 2800 tugs, all-purpose versions to service the Ichthys LNG project starting up in late 2017.

These tugs have the standard safety features such as gas-detection systems, but no customisation for LNG carriers. “Our crew don’t handle any LNG and the tug is only connected to the carriers by the towline while the crew remains on board,” Svitzer explains.

Personnel on these tugs need no special LNG training. “It’s not required because [LNG carriers] are similar to a fuel tanker in terms of hazard

and safety issues,” says Svitzer.In such locations the true

escort tug may not in fact be suitable. As Robert Allan says: “In many instances they are too large and even too powerful to be ideal for more routine ship-handling.”

Meanwhile SIGTTO guidelines issued in September are dictating procedures and influencing training. Lamnalco, for instance, uses the guidelines to train crews on simulators in Singapore. SIGTTO specifies that tugs with escort capability must be employed at terminals in exposed locations and with long approach channels.

Crews are being trained for accident scenarios that include loss of containment, collision, grounding and incursion of

unauthorised vessels into the gas-exclusion zone.

All are among the “top events”, in official language, in which support craft play a vital risk-mitigating role. Another for which they must be prepared is a gas carrier floating away from its jetty because the mooring lines have failed.

As Smit Lamnalco’s Andrew Brown maintains, crew preparedness counts. “In an emergency, support vessels provide the first line of defence,” he says.

In future, the world will see LNG-fuelled tugs able to operate anywhere in a port. As SIGTTO notes, class and IMO regulations are pending for operating – and training – tugs powered by LNG or other fuels with a low flashpoint. TTB

“In an emergency, support vessels provide the first line of defence” – Andrew Brown, Lamnalco


LNG terminal tug fleet set for expansion

22 | LNG ESCORT

SL Curtis Island, one of five new Smit Lamnalco tugs used to serve the needs of three LNG facilities

in Queensland through the port of Gladstone


LNG ESCORT | 23

There will soon be a surge in global LNG trade volumes and each of the new terminals that underpin this growth will require its own dedicated fleet of escort tugs

by Mike Corkhill

A return to growth in the movement by sea of liquefied natural gas (LNG), after an hiatus of some five years, is welcome news for the towage business. In particular, it signals a new expansion phase for the specialist tug

fleets providing escort and ship assist services at LNG terminals.The latest annual report from the International Group of

Liquefied Natural Gas Importers (GIIGNL), The LNG Industry, notes that the international trade in LNG increased by 2.5 per cent in 2015, reaching 245.2 million tonnes. Although modest, the rise in traffic is notable for being the first since 2010. It also heralds more significant increases in LNG trade volumes in 2016 and beyond.

A further 25 million tonnes of new LNG production capacity is set to be commissioned this year. Beyond that, additional liquefaction plants now under construction in Australia, the USA and Russia will boost global LNG output potential by another 90 million tonnes per annum (mta) by 2020.

After a lean patch, the industry is back on an upward growth curve. Australia and the US are the leading providers of the new volumes of LNG now starting to come on stream, while a Russian High Arctic project is set to provide the market with 16.5 mta.

Australia’s contribution to the growing supply, forecast to be around 61.8 mta, is being provided by six new shore terminals and a floating LNG (FLNG) production vessel. Inaugural cargoes have already been loaded at four of the facilities, including three new terminals clustered together on Curtis Island in the port of Gladstone on the country’s Queensland coast.

The US is poised to add 64.7 mta to the global supply by means of five projects. One is a newly built shore complex, while the remaining four are existing import terminals that are being given a bi-directional capability through the addition of liquefaction trains (facilities). These four terminals have been largely idle as import facilities, since the US began to exploit its vast shale gas resources. The country now finds itself with plentiful gas and this clean-burning fossil fuel is poised to improve the US trade balance through LNG exports to overseas customers.

For every LNG export terminal worldwide requiring a fleet of dedicated escort and berthing assist tugs there are, on average, three receiving terminals with the need for similar complements of tugs. In 2015, a total of 12 new LNG import terminals were commissioned. Four of these are based on the use of floating storage and regasification units (FSRUs) moored in nearshore waters, most often on custom-built jetties.

In addition to the regasification terminal commissioning activity in 2015, a further 10 such facilities were approved for construction during the year. Six of the total will make use of the increasingly popular FSRU option, while two installations – in Malta and Bahrain – will employ LNG carriers in the role of floating storage units.

Almost all of the global expansion in the worldwide trade in LNG in 2015 was thanks to the 100 cargoes loaded in Gladstone on behalf of BG Group’s Queensland Curtis LNG (QCLNG) and

Santos’ Gladstone LNG (GLNG) during the year. These two schemes were joined by the port’s third project, Australia Pacific LNG (APLNG), in the early days of 2016. All three are sourcing their gas from Queensland’s vast coal fields and are the world’s first LNG projects to extract coal bed methane on a commercial basis.

When output from the six trains at the three terminals reaches capacity towards the end of 2016, approximately 30 LNG carriers a month will be loading cargoes at Gladstone. The LNG business is expected to boost the port’s commercial vessel traffic by 30 per cent.

All three projects are making use of a common fleet of five escort tugs provided by Smit Lamnalco. Named SL Curtis Island, SL Heron Island, SL Quoin Island, SL Wiggins Island and SL Boyne Island, the tugs were built by the Sanmar yard in Turkey to a modified RAstar 3400 design developed by Canadian naval architecture firm Robert Allan. The azimuthing stern drive (ASD) vessels are able to exert bollard pulls of 86 tonnes ahead and 80 tonnes astern at a speed of 15 knots. They also possess the FiFi1 fire-fighting notation.

An LNG carrier approaching Gladstone is joined by a local, licensed pilot and two escort tugs at the port’s fairway buoy, 24.5 nautical miles out from the LNG terminals. A moving safety zone is established around the LNG carriers and in the harbour approaches the escort tugs ensure not only maintenance of a course clear of other vessels but also adherence by other harbour traffic to the moving safety zone.

The zones are based on the stopping distance of a typical LNG tanker travelling at 12 knots and follow the criteria laid

RT Kuri Bay, launched at the ASL Shipyard in Singapore last November, is one of three Infield Support Vessels (ISV) being built to support the Shell Prelude Floating LNG Project


24 | LNG ESCORT

down by the Society of International Gas Tanker and Terminal Operators (SIGTTO). The Gladstone safety zones ensure that other craft maintain a distance of about 1.5 nautical miles ahead of the gas carrier, 0.5 nautical miles astern and 0.5 nautical miles on either side.

Additional tugs join the flotilla once it is inside the harbour to assist with berthing. Following mooring at one of the three Curtis Island terminals, tugs of the Gladstone fleet maintain a fixed safety zone, which is marked by retractable buoys, around the LNG carriers to eliminate the presence of non-controlled sources of ignition in the unlikely event of a leak or spill.

Modelling simulations have shown that LNG carriers, whether in transit or berthed for loading, will cause minimal, if any, disruption to existing Gladstone port traffic, including recreational vessels. It is estimated that an LNG carrier travelling at 12 knots, with a moving safety zone, would delay the passage of other vessels in the harbour for a maximum of 10-15 minutes. Crews of the gas carriers that have visited Gladstone to date have been assisted by data on the port’s tidal, wind and weather patterns compiled by the Australian Maritime College.

The other four new Australian LNG export projects are located in the northwestern part of the country and the first of these, Gorgon, has recently despatched its inaugural cargo. The remaining three are Wheatstone, Ichthys and Prelude. Svitzer is providing the tugs for the Gorgon, Wheatstone and Ichthys terminals.

The four 75 tonnes bollard pull ASD tugs for the Chevron-operated Gorgon terminal on Barrow Island – Svitzer Euro, Svitzer Perentie, Svitzer Boodie and Svitzer Dugong – have been specially designed by Svitzer. Built by ASL Marine Holdings in Singapore, they feature a diesel-electric hybrid propulsion system.

The Danish operator calls the environment-friendly Gorgon vessel design its ECOtug concept and reports that the quartet are the world’s first IMO Tier III compliant tugs. ECOtugs have also been specified for Chevron’s Wheatstone project, although the four vessels for the new terminal that is being built near Onslow, Western Australia, are 80 tonnes bollard pull tugs. Svitzer will provide the Wheatstone service for 20 years under the terms of a US$650 million contract.

The four Svitzer escort tugs for the Ichthys terminal that is currently under construction in Darwin will operate under a recently concluded 10-year contract with Inpex, the facility’s operator. Four ASD tugs, comprising two existing vessels and two newbuilds, will be provided for Ichthys, which is expected to begin loading LNG, liquefied petroleum gas (LPG) and condensate tankers in late 2017.

The Ichthys deal includes an option to extend the arrangement up to a maximum of 19 years. The newbuilds will be a pair of RAstar 2800 80 tonnes bollard pull terminal tugs which Svitzer ordered earlier this year at Sanmar.

Due to start in 2017, Shell’s Prelude scheme is one of the industry’s first FLNG projects. The 488m long floating unit is to be stationed 230km off the Australian coast in 240m of water for 25 years and will operate continuously, in terms of both gas processing and the loading of LNG, LPG and condensate tankers.

Vessel assist duties will be the responsibility of three powerful tugs which Shell has designated its infield support vessels (ISVs). The ISVs will remain on station at Prelude and only return to their home port of Broome occasionally for maintenance. At least two ISVs will need to be on station at all times.

Perth-based KT Maritime Services Australia, a joint venture between Kotug International and Teekay Shipping Australia, will supply Prelude’s three 42m, 100 tonnes bollard pull ISVs. The tugs are being built to Robert Allan’s advanced rotor tug ART 100-42 design by ASL Marine Holdings, and will be named RT Beagle Bay, RT Roebuck Bay and RT Kuri Bay. The ISVs will feature the RAstar hullform as well as the three separate azimuth propulsion units – two astern and one amidships – that comprise the rotor tug power system technology pioneered by Kotug.

The ISVs will also provide Prelude with an important emergency response capability. In the event of an emergency on board the FLNG, personnel will be able to make their way safely to temporary refuge sites on the vessel via multiple escape routes forward and aft. They can then be evacuated from the facility in a controlled manner using helicopters, freefall lifeboats and integrated chute-based liferafts. Once evacuated, they can be recovered by the ISVs. Each of these tugs will be able to accommodate 85 people in such situations.

The provision of liquefaction facilities at the four US import terminals to enable LNG exports is set to reactivate the facilities’ existing escort tug fleets. The vessels have been idled as a result of the country’s shale gas revolution and the decline in import volumes to almost nothing.

Cheniere Energy’s Sabine Pass LNG export project in western Louisiana has a two-year head start on its US competitors. The commissioning cargoes from the first of what will be five liquefaction trains at the terminal are now being despatched, in advance of the start of commercial operations in May. The facility’s four tugs, operated by Edison Chouest Offshore, are now becoming active again after experiencing low levels of activity since their delivery in 2008.

Unlike the classic ASD tractor tugs chosen by the majority of LNG terminal operators, the Sabine Pass quartet have forward mounted Z-drive propulsion systems. SP Coral, SP Ivory, SP Amber and SP Pearl were built by Edison Chouest’s Gulf Ship yard in Mississippi, and have 85 tonnes bollard pull ratings.

Their raised bow and stern configuration, midship pilothouse and winches both fore and aft gives them a double-ended appearance. The two forward mounted propulsion units on each tug provide the vessels with a high degree of manoeuvrability. TTB

The Sabine Pass terminal tugs, which are getting busy again, have forward mounted Z-drive propulsion systems

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26 | ICE CLASS TOWAGE

RISING TO THE CHALLENGE OF THE FROZEN NORTHGREATER LEVELS OF SHIPPING ACTIVITY IN THE ARCTIC REGION ARE GENERATING SOME INTERESTING CHALLENGES AND OPPORTUNITIES FOR THE INDUSTRY

BY HARLAN DOLINER AND ARIANNA BAKER*

As trade and development activities in the Arctic increase, so

does the need for tugs and other support vessels that can operate in the high latitudes safely, effectively and without harmful environmental impact within this ultra-sensitive region. While there are to date relatively few governmental standards for Arctic workboats, IMO and individual classification societies are leading the way.

In November 2014, IMO’s Maritime Safety Committee adopted the International Code for Ships Operating in Polar Waters (Polar Code) outlining requirements, including vessel construction standards, for vessels navigating in Arctic waters. The Polar Code, which comes into effect in January 2017, states that all vessels must have strengthened hulls that correspond to the type of ice they will transit, with the strictest requirements imposed on vessels that will be breaking through medium thickness, first year ice. Additionally, the Polar Code requires that all vessels have a hull stable enough to stay upright when ice begins to accumulate on the hull, decks and superstructure.

The Polar Code was developed with the technical support of the International Association of Classification Societies (IACS), which has

prepared and promulgated its Unif ied Requirements for Polar Ships which are intended to be supplementary to the IMO Polar Code. These Polar class guidelines similarly sort vessels according to the type of ice in which they will be navigating, using a series of calculations to determine appropriate hull thicknesses and power requirements.

In a notable milestone, class society DNV GL and the Danish Maritime Authority have recently confirmed that they have approved the first vessel to comply with the Polar Code. The vessel in question is an anchor handling tug supply (AHTS), Magne Viking, owned by Viking Supply Ships.

Based on the company’s long experience of Arctic operations in low temperatures and ice covered waters, Viking Supply Ships says it quickly saw the value in the Polar Code and decided early to implement its requirements. The process has included updates to Magne Viking and its equipment, as well as providing the required documentation. However, as this vessel was already winterised and built for operations in cold climates, most of the additional requirements set out in the Polar Code had already been met before the implementation process started, the company points out.

Of the states bordering Damen-built ASD Tug 3010 Ice class Ural, which has entered service in the port of Vostochny in Russia

ICE CLASS TOWAGE | 27

the Arctic Ocean, Norway, Russia, and Denmark have all implicitly adopted the Polar Code for equipment, construction, and operations. The United States Coast Guard explicitly refers to Det Norske Veritas (now DNV GL) ice class notations, while Fisheries and Oceans Canada and the Canadian Coast Guard have produced Ice Navigation in Canadian Waters, a document three times the size of the Polar Code, which also refers to the IACS guidelines.

The Canadian and IACS requirements call for most ice-operational tugs to proceed exclusively through breaker cleared channels. This, of course, presents additional navigational concerns and pressure on states to maintain fleets of ice breakers. Presently, Canada and Russia are the nations most prepared to handle the demands of increased Arctic trade. Canada has a fleet of 15 ice breakers in the Canadian Coast Guard, with an additional six to seven scheduled to be built

for the Royal Canadian Navy. Using various public sources, it is possible to calculate that the operational Russian ice breaker fleet currently stands at about 50, six of which are nuclear powered. There are also a number of ice breaker newbuildings on order for Russian interests.

Russia’s huge ice breaker fleet has provided the basis for the Russian Maritime Register of Shipping (RS) to order four of Damen Shipyards Group’s ASD Tug 2609 Ice class units, for stock. These tugs will be built to RS class, two in China and two in Romania. RS, a recognised expert in the development of safety standards for Ice class ships and ice breakers, also has on order ASD Tug 3010 Ice class and ASD Tug 2810 Ice class units, at yards in Russia and overseas. According to RS, over 60 per cent of all tugs being built to its class have been designed to meet the peculiarities and risks of operating in harsh environmental and ice conditions.

As well as the physical

demands on hull structures, Ice class tugs must surmount navigational difficulties in situations where magnetic compasses are often nearly useless. In Polar regions, GPS can be less than reliable, aids to navigation are virtually non-existent, machinery and related equipment run less efficiently and break down more frequently in cold temperatures, spare parts can be hundreds of miles away, and search and rescue services may take some time to respond. Additionally, particular difficulties can arise if the vessel is engaged in or supporting research or exploratory efforts, including using underwater acoustics, for example.

Mike Bahtiarian, vice president at Massachusetts, USA based Noise Control Engineering, recently spoke to Tug Technology & Business about the lessons that had been learned about some of these issues thanks to a recent project for the newly completed Sikuliaq, a research vessel for the University of

Alaska Fairbanks. Sikuliaq is currently the only ship in the US national academic fleet rated for year round operations in first year ice.

This vessel provided valuable knowledge that is now being used in Arctic tug construction, Mr Bahtiarian said. “Sikuliaq’s contractual requirements included the heretofore unique mandate that the vessel have first year ice capability, while mitigating the increased noise from the Ice class-required heavier propulsion plants and the ambient noise created as the vessel makes way through ice and slush,” he added. “The extra power and more robust propellers can result in the propellers being noisier, making it much more challenging to achieve quiet underwater readings.”

Currently, not much research has been done into mitigating Arctic acoustic impacts, so not much is known about what can be done practically to reduce

The AHTS Magne Viking, the first vessel to comply with the Polar Code, and classed by DNV GL



Demand for Ice class tugs may be weakening generally, as a result of a slackening of offshore exploration in demanding areas due to the low oil price. However, there are a number of interesting newbuild projects underway, including Iron Guppy, a customised 20m long ice breaking tug designed by Canada’s Robert Allan Ltd (RAL), which is taking shape at Hike Metal Products in Ontario. The tug is under construction for Ports Toronto and will replace 1961-built William Rest, which has served the port well for many years.

The new 6 tonnes bollard pull tug, due for delivery this June, features a special ice breaking bow and will be able to break at least 6in (15.25cm) of ice continuously and up to 10in (25.4cm) by ramming. It will be powered by a single 750hp Cummins QSK19-M engine turning a 53in (1.35m) five-bladed propeller. Internally it is arranged for a crew of up to six persons and is fitted out as a ‘day boat’ with a large crew lounge and pantry but no overnight accommodation. RAL says the wheelhouse will have excellent visibility all around including the quick release towing hook on the aft deck. TTB

Ice class tug for Toronto port takes shape

the ambient noise. What is known is that, theoretically, ice reflects more sound, including the sound arising from broken ice scattering. This means that ice breaking operations and acoustic missions must generally occur separately, that the vessels have a limited acoustic ability while ice breaking, and that owners may have to lower their expectations about noise mitigation in some circumstances.

Glosten, Noise Control Engineering’s parent company, was engaged by Foss Maritime Co to apply the lessons learned from Sikuliaq to three Arctic class tugboats the company is building at its Rainier Shipyard in the state of Oregon. These vessels, two of which are now in service, are constructed to ABS D0 Ice class standard, incorporating special considerations for Arctic operations such as strengthened hull structure and piping systems. Unlike many other Ice class tugs, D0 classification will permit these vessels to navigate independently, unaccompanied by an ice breaker, in certain, very light first year ice conditions.

In Europe, The Netherlands-based shipbuilder Damen is busy constructing and selling various classes of its Ice class tugs to operators in Russia, the Baltic states, Scandinavia, and other countries with major Ice class requirements. It is expected that these tugs will soon be built under licence in the USA, as well as by Damen’s established network of yards around the world.

In recent months JSC Vostochny Port, which is the largest stevedoring company in Russia, specialising in coal transshipment, took delivery of a Damen ASD Tug 3010 Ice class unit, Ural. This will be the most powerful tug in the company’s fleet, rated at almost 5,500 bhp and Ice class Arc 4. Also within the past six months, the Swedish defence

materiel administration, Försvarets Materielverk, has taken delivery of two Damen ASD Tug 3010 Ice class units, Hector and Hercules, which have entered service for the Swedish Navy.

Damen’s ASD Tug 3010 Ice class is described by the company as a heavily built vessel with rigid foundations, extra plate thickness, extra brackets and extra fendering. Damen points out that it is built to its own standards, which are above and beyond usual class requirements.

Notwithstanding the recent oil price slump, climate change in the high latitudes is already opening up and accelerating extractive industry efforts, infrastructure development and merchant vessel transits from the Bering Sea to the Northern Sea Route, Greenland and Arctic Canada. All of this heightened activity will require new, higher performing types of tugs and related work boats. To be successful, these endeavours must be executed in a manner protective of the Arctic’s unique biological resources and habitats.

It is clear that many lessons remain to be learned, but in the meantime the protective requirements for Ice class vessels of IMO, IACS and the class societies, as well as specialist builders like Damen, should reduce the risk of fuel spills, minimise environmental impact and, most importantly, protect and preserve the vessels’ crews in these harsh environments.

*Harlan Doliner chairs the maritime group at law firm Verrill Dana in Boston, USA and serves as president of the Marine & Oceanographic Technology Network (MOTN). Arianna Baker is a student in the Marine Affairs Institute at Roger Williams University School of Law in Rhode Island.

Work in progress on Ports Toronto’s new ice breaking tug Iron Guppy

A diagram showing the ice-strengthened hull of Foss Maritime’s Arctic class tugs

28 | ICE CLASS TOWAGE

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D elivering high quality fire-fighting systems is important to Sanmar, and the Turkish yard

is collaborating closely with one of the market leaders in this field, Norway’s Fire Fighting Systems (FFS), to ensure it can meet the increasingly demanding requirements of its customer base. This partnership has been a long and successful one, and Sanmar is currently using FFS technology exclusively for its newbuild vessels. However, the yard points out that in the past it has also delivered successful applications with another Norway based fire fighting equipment specialist, Jason Engineering.

The system that Sanmar installs as a minimum on all the tugs it builds, unless otherwise requested by its clients, is a marine engine driven, FiFi class arrangement comprising a 1,200m3 per hour pump and a matching remote controlled fire monitor.

However, almost 40 per cent of the yard’s tug production now meets the more demanding fire-fighting 1 (FiFi 1) classification standards, reflecting strong demand for versatile, multipurpose tugs that can meet a range of port and harbour requirements over and above towage services. The FiFi 1 arrangement provided by Sanmar comprises two 1,200m3 per hour monitors and, usually, two 1,400m3 per hour pumps. The extra flow available through the pumps is used to supply a water spray system, which is now standard on all of Sanmar’s FiFi 1 class tugs.

The two pumps for the FiFi 1 system are generally driven by power take off from the main engines. Alternatively, the yard can install a dedicated diesel engine to drive a single fire pump that is capable of meeting all of the vessel’s capacity requirements.

Sanmar’s marketing director, Pınar Korkmaz, says: “With regard to fire-fighting technology, our customers generally ask us to install systems that meet classification society requirements. This includes having a 120m throw length, a 45m throw height and a spray system with enough capacity

to qualify as a FiFi 1 system. To meet this increasingly standard requirement we have recently increased our fire pumps’ total capacity to 2,800m3 per hour, instead of the previous 2,400m3 per hour. This delivers an extra 400m3 per hour of water which is enough for a spray system.”

For marine pollution control, Sanmar generally uses an oil dispersal system which is supplied by UK-based Ayles Fernie International. Powered by an electric motor and controlled from the wheelhouse, it is designed to be installed as a permanent fixture on board tugs that can act as spill response vessels. The system is compatible with retractable spray arms for enclosed bow vessels and with Ayles Fernie nozzles for the application of neat or dilute dispersant.

Sanmar has also in recent times

equipped some terminal tugs with a portable dispersal system. This is designed without boom construction and therefore is an alternative to conventional spray arms. “The nozzles on these systems offer a number of benefits, most notably their quick set-up time and portability,” says Ms Korkmaz.

For onboard fire-fighting operations, Sanmar is also using 3M Novec 1230 clean gas fire protection fluid. 3M says that this offers highly efficient extinguishing performance, a wide safety margin and good environmental credentials, all of which make the product a viable alternative to chemical halons for special hazards fire protection. The product is considered ideal for occupied spaces including engine and pump rooms, paint lockers and communication and control centres.

According to 3M, Novec 1230 fluid vapourises rapidly during discharge, and is non-corrosive and non-conductive, so that it will not harm delicate electronics or radar, navigation and other equipment. Furthermore, unlike foams and powders, it leaves no residue to clean up, which means that operations can continue without interruption. TTB

FIRE-FIGHTING & POLLUTION CONTROL | 31

Sanmar partners with FFS to meet client requirements

Turkish tug builder Sanmar is working closely with Norway’s FFS as its primary fire-fighting systems supplier

Jabal Yabsa, recently delivered by Sanmar to the port of Fujairah, includes twin Fire Fighting Systems monitors located at the forward end of the bridge deck


UNDERSTANDING THE SPECIFIC FOULING ISSUES THAT AFFECT TUGS IN THEIR PARTICULAR FIELD OF OPERATION IS CRUCIAL, ARGUE COATINGS SUPPLIERS

The specification of fouling control products for vessels with a varied

operational profile – and tugs certainly fall into this category – can be challenging. Below the waterline, coatings are selected primarily to provide optimum fouling protection. Though often chosen for a worst-case scenario, they still need to be cost effective.

The fouling challenge in a particular port or harbour tends to be seasonal, as warmer waters generally encourage fouling. Moreover, as tugs have a low speed activity profile, experience long static periods and operate in coastal environments, they typically face a greater threat from fouling than other vessel types. Specifying the correct fouling control coating is therefore critical, to ensure these vessels can operate under such variable conditions without excessive fouling build-up.

Of course, tugs use different types of coating for different parts of the vessel and it is not just hull coatings below the water that are important.

Claes Skat-Rørdam, marketing manager for fouling control with Hempel, observes: “An operator needs to consider the level of mechanical impact and invest in a coating that is abrasion resistant. The appropriate coating is not necessarily the cheapest one, but there is potential for savings if you invest in the best coating for your vessel and ensure it is properly applied.”

Controlling the build-up of fouling is central to ensuring high levels of operational efficiency and reduced fuel consumption. This means that opting for the correct level of fouling protection is essential. This, in turn, requires a clear understanding of the specific fouling challenges presented by the particular environment in which the tug operates.

With this in view, a number of coatings suppliers are now providing ‘big data’ solutions that address a growing demand from shipowners for more performance analysis and information. For example, The Netherlands-headquartered AkzoNobel’s marine coatings

brand International has developed Intertrac Vision, a tool that takes commercially available Automatic Identification System (AIS) data from over 70,000 vessels in conjunction with International’s own knowledge base, and estimates the likely fouling threat to a particular vessel.

Similarly, late last year Hempel and class society DNV GL signed a co-operation agreement to work together on ECO Insight. This aims to bring customers verifiable analytics to enable them to track and assess hull and propeller performance, with a view to reducing fuel costs and environmental impact. By tapping into ECO Insight’s hull degradation analytics, Hempel expects to be better placed to optimise customers’ fuel consumption performance by matching coatings specifications more precisely to individual vessel and operator needs. The company points out that ECO Insight is able to benchmark a vessel’s performance relative to other similar vessels and, by tapping

RISING TO THE COATINGS CHALLENGE

Before a foul release or antifouling coating is selected, it is essential to understand the

vessel’s operating conditions

Claes Skat-Rørdam, Hempel’s marketing manager for fouling control


COATINGS | 33

into ship specific data, can be effectively used to customise paint specifications.

Typically, a coastal biocidal antifouling will be used as a hull coating for tugs, as this has an increased polishing and faster biocide delivery rate compared with standard deepsea biocidal antifoulings. International offers a number of these coastal antifouling products, under the Intersmooth banner, which are formulated specifically to the location in the world where they are used.

Other coatings that can be used by tugs include biocide-free foul release coatings, which control fouling by the movement of the vessel through the water rather than biocidal action. International has been supplying the tug market with foul release coatings for a number of years in the form of its Intersleek range. Its latest product is Intersleek 1100SR, which incorporates biocide-free, fluoropolymer-based technology. The formulation enhances the slime-resistant polymer groups used in earlier generations of Intersleek. The company suggests that this product is particularly suitable for low-activity profile vessels such as tugs, and is designed to release fouling under low water flow speeds, typically below 4 knots.

Denmark’s Hempel believes that its optimum solution for tugs is Hempaguard. This is a relatively new product, launched in September 2013, which uses Hempel’s ActiGuard technology that integrates silicone-hydrogel and diffusion control of biocides in

a single coating. Hempaguard is available in two formulations. Hempaguard X7 offers docking intervals of 90 months, while Hempaguard X5 provides fouling defence for up to 36 months, with guaranteed fouling resistance for up to 120 and 60 idle days respectively.

An alternative for tugs suggested by Hempel is its Globic 9000 antifouling product. This features water-activated nano acrylate technology, which is said to outperform other self-polishing copolymers, particularly at slow speeds. Mr Skat-Rørdam claims: “One of the key advantages for tugs in using Globic 9000 is its high performance even at low levels of activity and low speed, which suits a tug’s operating pattern. In addition the coating is fibre-based, meaning that it has some of the best mechanical properties available from a marine antifouling.”

Another marine coatings supplier, USA-headquartered PPG Industries, is promoting its Sigma Ecofleet 690 product for the tug sector. This is specifically designed for the lower speeds and utilisation rates of such vessels. The product was used for coating a series of offshore support vessel newbuildings for Danish operator ESVAGT. When launched, these ships spent considerable idle time in the Singapore area before being dispatched to operational areas. PPG points out that local sea conditions around Singapore are very aggressive in terms of fouling, but the Sigma Ecofleet 690 is said to have performed very well.

Sijmen Visser, PPG’s global marketing manager for the marine sector, says: “Ecofleet 690 has been developed specifically for harbour, coastal and other low-activity vessels, and offers self-polishing antifouling for extreme and aggressive fouling conditions. It also delivers extended fouling control for service periods up to 60 months, reducing maintenance costs.”

Since delivery, in-service surveys on the ESVAGT vessels are said to have shown no significant fouling on the intact antifouling, whereas unprotected areas, such as the zinc anodes, showed heavy settlement of mussels. ESVAGT is reportedly delighted with the results and since the first application, 10 more vessels have been coated with Sigma Ecofleet 690.

For above the waterline applications, when coating areas are exposed to atmospheric conditions, PPG has noted growing demand for its durable polyurethane product, Sigmadur 1800. Mr Visser says: “This can be applied on top of conventional polyurethane coatings and has better gloss

and colour retention properties, maintaining the cosmetic appearance of the coating for an extended period.”

Nippon Paint Marine Coatings Co is also active in the tug market and has a number of ongoing projects, mostly for Japanese owners and shipyards. John Drew, European general manager, says: “Due to the type of service of the vessels, coatings specified in tug newbuilding and repair have generally been of a conventional type. Nevertheless, due to our success in the ocean-going market, where we are achieving impressive sales of low-friction underwater antifouling coatings, some tug projects are starting to be coated with our advanced low-friction A-LF-Sea product.”

A-LF-Sea, launched in 2013, is an antifouling that works by trapping a microscopic layer of water that lowers the frictional resistance of the hull. Stable, long-term antifouling is said to be guaranteed by the product’s use of a self-smoothing copper-silyl-acrylate copolymer. Nippon Paint Marine Coatings Co has recently coated NYK Line’s tug Sakigake, which is Japan’s first liquefied natural gas (LNG) fuelled tugboat, with A-LF-Sea.

Aside from good foul release properties, durability and impact resistance, a key requirement of tug operators is for coatings which deliver low maintenance costs. International has recently responded to this need with the launch of an anticorrosive universal primer, Intershield One-2-One, which is specifically formulated for use during onboard maintenance work.

One-2-One can reduce paint wastage, as well as reducing the risk of incorrect mixing and subsequent coating failure, through the availability of small crew-friendly pack sizes with an equal mix ratio. It can be applied to a wide range of surfaces, with less surface preparation required. TTB

Sijmen Visser, global marketing manager for the marine sector at PPG Industries

Nippon Paint’s John Drew: “Due to our success in the ocean-going market…some tug projects are starting to be coated with our advanced low-friction A-LF-Sea product.”


34 | TOWAGE inland waterways

Brazilian yards complete Cargill vessels

Brazilian shipyards have recently completed construction of a fleet of Robert Allan-designed pushboats and barges for the USA’s Cargill group’s transportation division. To be used for transporting grain products on the Amazon River system, the fleet includes two shallow-draught RApide 2800-Z2 class pushboats built at the INACE yard in Fortaleza and 20 hopper barges built at Estaleiro Rio Maguari in Belém.

ABS-classed 28m long, Cargill Cacharaand its sistership Cargill Tucunare are the first of the new class and are designed to push barge convoys. They have a minimum operating draught of 2.2m.

During the early phases of design, extensive computational fluid dynamics (CFD) simulations were undertaken to optimise the pushboat’s hull shape to minimise total convoy resistance, Canada-based Robert Allan states. This work was completed in conjunction with extensive logistics modelling of the transportation system to optimise the selection of vessels for their area of operation and to analyse operational draughts and cargo throughput at various river levels.

The main propulsion components are a pair of Caterpillar 3512B diesel engines driving Schottel SRP 550 Z-drive units. The drives are fitted in tunnels designed to optimise flow while reducing draught. Two identical Caterpillar diesel gensets are provided in the vessel’s auxiliary machinery space located below the main deck.

Cargill Cachara, recently delivered from the INACE

shipyard in Fortaleza, Brazil

Tug operators on inland waterways in the United States will soon have to work within the parameters of new inspection requirements

T he long-awaited Subchapter M rules, which will for the first time establish an inspection and

verification regime for towing vessels in the USA, are in the final stage of the United States Administration’s review process and likely to enter into law before the end of June this year.

The rules set out standards for the construction and operation of towboats that will be verified on an ongoing basis by the United States Coast Guard (USCG) and, if a vessel is classed, by its classification society. To date the majority of towing vessels operating in the USA have not been subject to a structured and objective system to verify compliance with regulations. This will soon change, with major implications for the entire sector.

Subchapter M, which is an addition to Title 46 of the US Federal Government’s Code of Federal Regulations (46 CFR), aims to reduce casualties on, and involving, towboats, and to improve the safety of working practices for the 5,500 vessels operating in the USA. The rules will apply to most towboats of 26ft (7.92m) in length and above, and all towboats carrying dangerous or hazardous cargoes.

The new regulatory process is being warmly welcomed by the American Waterway Operators (AWO). Thomas A Allegretti, AWO president and chief

executive, said: “For over a decade AWO has strongly supported the Coast Guard as it has worked to develop a towing vessel inspection regime. We are very pleased that the end of the road to Subchapter M is in sight.”

The US Congress first directed the USCG to establish an inspection regime in 2004 and AWO has been closely involved since the outset. Mr Allegretti added: “The rule will raise safety standards through the tugboat, towboat and barge

Subchapter M rules set to improve safety

Thomas A Allegretti, AWO president and chief executive: “We are very pleased that the end of the road to Subchapter M is in sight.”


inland waterways TOWAGE | 35

The new Subchapter M rules will cover the vast majority of towboats operating on US inland waterways

industry, incorporating and building on the safeguards that quality companies have already put in place and ensuring that all towing vessels achieve a minimum threshold of safety.” AWO has undertaken to work closely with the USCG to ensure its members have the information and tools they need to facilitate the implementation of the inspection rules.

It is proposed that there will be a two-year introduction period, during which the requirements of the rules will be phased in. This will be followed by a four-year period during which time operators will bring 25 per cent of their vessel fleets into compliance with Subchapter M each year, obtaining Certificates of Inspection (COIs) for these vessels. The four-year period is designed to enable all towage vessels to complete an initial drydock visit and internal structural examination, and enable the USCG to complete the inspections that are required in order to issue compliance certificates.

As well as AWO, leading class societies are going to play a key role in helping operators adapt to Subchapter M. Not surprisingly, ABS is gearing up most of all to assist operators in this sector. James Watson, president of the classification society’s Americas division, says: “We are advising industry members impacted by the rule to begin identifying potential

solutions for compliance. These could include many different paths, even within a fleet, based on vessel characteristics and company practice.”

Aside from the drydocking and internal structural examination, the USCG expects all vessels will be fully prepared to meet Subchapter M requirements after the initial two-year period. At this point in time Subchapter M will be the recognised standard, whether or not the vessel has obtained a COI.

ABS has identified five optional pathways that towage operators can follow in order to be compliant (see table p36), three of which will be covered fully by ABS Group services.

Mr Watson believes that the requirements set out within the rules indicate that many companies will not have to make major changes to their current procedures. Rather, the new rules will establish a regulated benchmark for inspected towing vessels and will define their Towing Safety Management System (TSMS), if their owner chooses this route to compliance.

ABS is offering a number of services to assist the towage industry in achieving compliance with Subchapter M. Its publication Rules for Building and Classing Steel Vessels for Service on Rivers and Intracoastal Waterways, with the appropriate regulatory additions, provides owners and operators with

the opportunity to begin demonstrating compliance. Full compliance can be demonstrated by combining ABS classification with certification that a vessel meets International Safety Management Code (ISM Code) requirements, the company states.

ABS is encouraging towage operators to achieve full classification for their towboats. “We do not have a final rule yet, but I think it is inevitable that we will,” says Mr Watson. “By proactively demonstrating compliance with Subchapter M requirements, owners and operators can show their commitment to a more comprehensive approach to safety and environmental protection.”

For those deciding not to class their vessels, ABS offers a number of solutions that can help show compliance with the regulations. “For example, services related to ISM certification and Load Line certification will help meet a number of the new requirements,” says Mr Watson. In addition, ABS Nautical Systems, the fleet management software division of ABS, is offering a tailor-made software solution to help meet Subchapter M reporting requirements.

ABS is urging towage vessel operators to act swiftly to familiarise themselves with the new requirements, establish how they will address any issues, and begin the process of consolidating existing policies


36 | TOWAGE inland waterways

Kirby strengthens market position with acquisition

The largest tank barge operator in the USA, Kirby Corp, is buying up the inland tank barge fleet of Seacor Holdings. The purchase will consist of 27 inland tank barges and 13 inland towboats, as well as a tank barge and a towboat currently under construction. As part of the agreement, Kirby will also transfer to Seacor the ownership of one Florida-based harbour tug.

Seacor, through its subsidiary SCF Waxler Marine, transports refined petroleum products, petrochemicals and black oil on the Mississippi River system and Gulf Intracoastal Waterway. David Grzebinski, Kirby’s president and chief executive, commented: “The purchase of the Seacor inland tank barge and towboat fleet further expands our inland marine fleet with well-maintained and recently constructed vessels. Operating primarily in the refined products trade, these assets will be complementary to our existing fleet and will allow us to continue to enhance customer service.”

In recently announced first quarter 2016 results, Houston-based Kirby reported that demand for inland barge transportation of petrochemicals and refined petroleum products had been stable, while demand for unrefined black oil was weaker. Kirby’s inland tank barge utilisation remained in the 90 per cent to 95 per cent range, but pricing pressure persisted both in terms of contract renewals and in the spot market.

However, Kirby reported that there were signs of an improvement in the spot market in April. Operating conditions during the quarter were “challenging” due to periodic high winds and heavy fog along the Gulf Coast. Additionally, high water on the Mississippi River system led to tow size restrictions and added horsepower requirements, as well as slower transit times for most of the quarter.

Kirby currently operates a total of 912 inland tank barges and 251 towing vessels. These offer a combined 18.5 million barrels of capacity. Further vessels will be added this year, including one inland towboat and seven inland tank barges. Investment in its coastal towage fleet includes two tugs, three ATBs and a tanker barge. TTB

ABS HAS IDENTIFIED FIVE DIFFERENT COMPLIANCE OPTIONS FOR TOWBOAT OPERATORS

Option 1 ISM + Class

Demonstrates a more comprehensive approach to operational safety and lifecycle asset management. Relies upon well-established international standards for the design, construction and maintenance of towing vessels.

Option 2 ISM + Load Line (over 79') + Third Party Inspection

Leverages internationally recognized standard for marine safety management systems to demonstrate compliance with Subchapter M. Also takes advantage of class ability to conduct structural inspections and an approved third party for other regulatory requirements. This approach may present some risk due to USCG not yet having approved third party inspectors for the regulation.

Option 3 ISM + Third Party Inspection

Leverages internationally recognised standard for marine safety management systems to demonstrate compliance with Subchapter M. Relies on third party inspectors for annual inspection of the vessels. This approach may present an increased risk due to USCG not yet having approved third party inspectors for the regulation.

Option 4TSMS (Or other safety management system) + Third Party Inspection

Utilises approved safety management standard for USCG. Relies on third party inspectors for annual inspection of the vessels. This approach may present an increased risk due to USCG not yet having approved third party inspectors for the regulation.

Option 5 USCG Inspection Relies upon USCG to conduct annual inspections for compliance to the regulation.

Service not related to classification or statutory certification are provided by ABS Group

Full ABS/ABS Group Services Partial or No Involvement

and procedures – or introducing new ones – to assist with future compliance. “Failure to act now could put a company behind when the regulation comes into force,” states Mr Watson.

Japan’s ClassNK and its Helm Operations subsidiary in Canada are preparing ways to help towage owners and operators to meet their new obligations, too. The Helm Connect software system will have a full compliance module that will include features such as forms, document control, policies and investigations. A spokesperson for ClassNK says: “Helm Connect will serve as the epicentre for a compliance manager because all compliance-related information will be available on one screen. Everything pertaining to an audit can be readily accessed, which should reduce the time an auditor needs to spend searching through records.”

Another ClassNK subsidiary, US-based Safety Management Systems, is also part of the compliance initiative to help vessel operators to assess the options and establish pragmatic and sustainable

compliance arrangements. Between the three entities, ClassNK believes it is well-placed to offer the industry an integrated package of services to develop, implement and certify towing safety management systems. The company’s spokesperson adds: “We aim to be the most responsive group and to offer the best possible information about Subchapter M in general, and about how to choose the optimum third party option in particular.”

Like ABS, ClassNK is advising against delay. The company says: “It seems that tug operators are waiting for the final rule to come out before they react to it, so staying up to date with information is the best thing they can do at this point. Operators will discover that there are a number of compliance options that are scalable to their preferences. Some companies are not doing enough to comply with the new regulations, but ClassNK and its partners can provide integrated services related to towing safety management systems to enable smooth and efficient compliance.”

Ship Design and Marine Engineering

More than 1,200 ships built on SENER designs, our expertise ensures the highest quality performing services to shipbuilders, designers, owners and operators. www.sener.es

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INNOVATION AND DIVERSITYIN MARINE DESIGN


T he case for hybrid propulsion systems for tugs is now well established, and the concept is

being driven forward largely because of environmental and cost considerations. There are indications from the market, though, that a more rapid uptake of such systems is being constrained by a lack of greater power from the batteries that support them.

Canada-based Corvus Energy, one of the market leaders in supplying marine energy storage systems, highlights the fact that today’s low fuel prices are another factor inhibiting development in this sector, as they are increasing the pay-back period for existing systems.

“Fuel price has had a big impact. The cost of lithium-ion has been too high and has not been a compelling factor for the technology,” says Sean Puchalski, Corvus

Energy’s strategic marketing and accounts vice president.

More optimistically, he points out that further emissions control and other regulations are coming into place. Together with the greater availability of funding support, including EU subsidies, and clearer guidance from classification societies, this is helping to push this technology forward.

To address some customer concerns, Corvus Energy is conducting further studies into its own lithium-ion energy storage systems. This initiative aims to ensure that products are safe and comply with flag and class rules, the company states.

This year will also see the launch of a new product from the company, called Orca, which will be a multi-product platform. Mr Puchalski claims: “This will

be especially good for tugs, with a 40 per cent lower price point and better capacity.”

Recently it has also been announced that Corvus Energy has entered into a long-term, strategic agreement with South Korea’s LG Chem, the world’s leading manufacturer of advanced lithium-ion batteries. As a result, LG Chem will be a key supplier of lithium-ion pouch cells (soft packs) for Corvus’ next generation maritime energy storage system.

The agreement will ensure Corvus has access to the latest technology from the world’s leading producer of cells for transportation applications. Corvus points out that LG Chem has considerable expertise in the development of safe, high energy, compact and lightweight lithium-ion pouch cells, which are considered ideal for the maritime solutions designed and built by Corvus. Shipowners, shipbuilders, and integrators are expected to benefit from the partnership, which Corvus hopes will deliver a step change in cost per kWh for maritime energy storage system solutions.

Several engine manufacturers are enhancing their hybrid propulsion offerings by working closely with battery technology providers. Recent developments in the field have seen MTU upping its game through a partnership with German battery systems manufacturer AKASOL. This aims to extend MTU’s current range of hybrid propulsion solutions, developing and delivering battery systems for its hybrid and e-drive propulsion technology.

AKASOL has recently announced that it will be unveiling its latest modular lithium-ion AKARack system later this year. The company says that demand for 19in lithium-ion battery systems, with extended functionality such as liquid or air cooling, has increased exponentially in recent times.

The AKARack comes with a storage capacity of 5.3kWh at a variable voltage of either 48V or 144V and reaches performances of between 10kW (air cooled) and up to 20kW (water cooled). Depending on system requirements, multiple AKARacks can be connected, in series or parallel, and can reach voltage levels of up to 1,000V. The company adds that during trial operations, the battery system showed “convincing” peak values for specific charging and discharging power, as well as charging faster than with comparable existing systems.

Part of the Rolls-Royce group, MTU has recently supplied Damen Shipyards Group with 10 MTU Series 4000 engines and

Clearing the way for hybrid propulsionThe push towards hybrid technology continues but there are still some impediments to progress, including low oil prices and a need for more powerful and more cost effective battery power

by Samantha Fisk

A Corvus battery room onboard a tug

38 | HYBRID PROPULSION


five MTU Series 2000 engines, in addition to azimuth thrusters, for the propulsion systems of three ASD Tug 2810 hybrid tugs for the Royal Netherlands Navy. These hybrid tugs contain a main mechanical propulsion system equipped with two MTU 16V 4000 M63R engines, each delivering 1,840kW of power, plus a diesel electric propulsion system, equipped with a 640kW genset based on an MTU 12V 2000 M41B engine and batteries. The tugs have a maximum bollard pull of 60 tonnes.

Recently, in the UK, gear manufacturer Magnomatics has teamed up with Rolls-Royce and ATB Laurence Scott to design, manufacture and test a 2.5MW magnetically geared propulsion motor (MGPM) powered by Magnomatics’ Pseudo Direct Drive. The project, involving an investment of more than £1.7 million (US$ 2.45 million), is being co-funded by the UK’s innovation agency, Innovate UK.

David Latimer, chief executive of Magnomatics, explains: “Rolls-Royce is considering expanding its marine product portfolio and is interested in exploring the opportunities presented by the MGPM we have developed.”

It is anticipated that this motor will offer real benefits for marine propulsion by increasing electrical efficiency, by up to 7 per cent compared with existing electrical machines.

Mr Latimer adds: “It is estimated that the use of this machine within a vessel propulsion system could increase the total vessel efficiency by up to 10 per cent and deliver a very low maintenance, and robust, propulsion system. This would be suitable for a range of newbuild vessels and retrofits, including tugs.”

Caterpillar Marine is another propulsion systems manufacturer with an active hybrid propulsion research and development programme. The company has recently announced that it has sold its first hybrid thruster system, which was delivered in April to a client that had seen a change in a tug’s charter requirements.

“This was developed in response to a customer challenge in Singapore where the requirement had changed from 100 tonnes bollard pull to 120 tonnes. They needed to get more power into the vessel to meet this need,” says Jonas Nyberg, regional sales manager for South East Asia and Oceania. Furthermore, he points out, the tug’s overall fuel consumption is expected to drop by 30-35 per cent on an annual basis.

Mr Nyberg adds: “We were challenged to find a technical solution to this problem and, through diligent work and some creative ideas, we came up with what we finally offered to this customer. This involved adding big electric motors on the back of the thrusters and increasing the size of the vessel’s generators.” The project was led by Caterpillar’s marine innovation team, the recently established Marine Solution Centre.

Caterpillar Marine’s hybrid propulsion system optimises the use of currently available components and is designed to operate diesel engines at peak efficiency. The company claims that with this system, customers can see a decrease in fuel consumption of at least 25 per cent, extended maintenance and replacement intervals, a pay-back period of less than five years and lower emissions and noise pollution.

While there are a number of marine

machine manufacturers pursuing hybrid solutions or related technology, US power management solution provider Eaton believes that fully electrical tugs can be viable in future.

Oscar Rivella, marine and offshore marketing manager, explains: “One of the biggest trends at the moment is for ships to go fully electric and to continue to adopt and advance automation. This concept radically changes the ship’s design by optimising the room required by the main propulsion systems. However, with variable speed drives the power can be located closer to where it is needed and not based on mechanical shafts.”

Mr Rivella goes on to explain that by having a totally electrical set-up there are benefits for the environment and the shipowner. “These ships can be more environmentally friendly, because lower fuel consumption and the associated reduction in emissions can be achieved using frequency converter technology for pumps, fans, compressors and thrusters,” he says.

Electrical ship technology can be applied to any type of vessel, Eaton contends, and offers a number of benefits compared to conventional propulsion. The company notes, for example, that it saves space that is no longer needed for propulsion shafts, and provides increased manoeuvrability thanks to the propulsion and steering being combined in one unit.

For tugs and anchor handling tug supply vessel, there are specific benefits in terms of reducing fuel consumption and environmental footprint, the company suggests. Mr Rivella says: “This is because these types of vessels spend the majority of their lifecycle on stand-by, often in dynamic positioning mode, and are usually only deployed for short periods of intense activity. Electric power can also be further reduced by adopting light emitting diode (LED) lighting, and using batteries to store energy when the operating scenario requires it.” TTB

Oscar Rivella, Eaton’s marine and offshore marketing manager, believes fully electric tugs have a viable future

The benefits of hybrid tugs, such as Kotug’s RT Adriaan, are well established, but cost and technical considerations may be holding back companies from placing further orders


BAE Systems is marketing a package of solutions that aim

to help a range of vessel types, including tugs, to ‘green up’ in order to meet the challenges of emissions regulations. The solutions are largely based on technology developed for hybrid electric drive systems used in land-based passenger transport applications.

“BAE Systems has more than 6,000 hybrid bus systems operating all over the world. We have taken these components that withstand the rugged, heavy-duty transit market and brought them to the marine market,” explains Carol Gorenflo, marketing manager for BAE Systems’ HybriDrive Solutions

The hybrid drive marine technology that BAE Systems is now bringing to the shipping market aims to increase a vessel’s operating efficiency and performance while saving fuel and operational and maintenance costs, and protecting the environment.

There are three products within the HybriDrive portfolio that the company is actively marketing to the tug sector. HybriGen is a variable speed genset for onboard electric power and propulsion. HybriGen Zero takes auxiliary

power from the main engines when they are running at their most efficient point, so eliminating the need for a standard auxiliary genset, while Hybrid Assist provides electric power to augment the main diesel engines.

BAE Systems describes Hybrid Assist as being “ideal for tug assist operators.” It uses tried and tested HybriDrive components to electrically power a vessel at low speeds and can assist the main engines when a boost is required, delivering power on demand.

Ms Gorenflo says that the solution offers considerable scope for improved efficiency. If

a vessel is running at very low power, the operator can choose to run on electricity with the permanent magnet generators supplying power for propulsion as well as for all hotel loads on the vessel.

The system offers a high degree of flexibility and can be run in a number of different modes, including electric, mechanical and power generation. In electric mode, the generator supplies power to the motors for propulsion and to the vessel’s distribution panel to power hotel loads.

In mechanical mode, the diesel engines provide power for propulsion, while the generators supply power to the distribution panel. In power generation mode, the diesel engines provide the power for propulsion and the AC motors supply the vessel’s electricity distribution panel.

The other two solutions from BAE Systems, HybriGen and HybriGen Zero, can provide operators with up to 200kW of electric power on demand. Within HybriGen there is a hybrid generator to deliver power for propulsion or auxiliary applications. Optional lithium-ion batteries are available to further improve fuel savings and

reduce engine maintenance. HybriGen Zero uses highly

efficient system components to deliver more power in less space, eliminating the need for a genset. BAE Systems says the solution is particularly advantageous for inland towboat operators, as the system only pulls auxiliary power from the main engines when they are at their most efficient.

Ms Gorenflo adds: “With HybriGen Zero you save by not using a conventional large diesel genset to power hotel loads. Our system is much smaller and shaves off a small amount of power from the main engine to power auxiliary requirements.

“Thanks to its compact size it saves space, as well as saving the initial cost and ongoing maintenance associated with a conventional diesel genset.”

Tests involving the HybriGen Zero solution have been carried out on passenger vessel Spirit of the Sound, for the Maritime Aquarium at Norwalk on the east coast of the USA. BAE Systems has been trialling the other solutions, too. It hopes to receive its first orders for its hybrid solutions in the near future, with the tug sector representing a significant potential market. TTB

40 | HYBRID PROPULSION BAE Systems

BAE Systems transfers hybrid experience to marine sector

After using hybrid electric drives to make buses more environment-friendly, BAE Systems is now bringing its technology to the maritime market

by Samantha Fisk

Fitting the HybriGen system inside Spirit of the Sound


DESIGN SOFTWARE | 41

Sener keeps up with the timesSpain-based software developer and ship design solutions provider Sener, which recently marked its 60th year in business, continues to keep up with the needs of the workboat sector

by Samantha Fisk

C elebrating 60 years in the shipping industry is a notable achievement. The market is used to seeing businesses start up and then fade away, be taken over or simply fail. However, Sener Ingeniería y Sistemas, which recently

reached that milestone, has demonstrated longevity in providing a range of design solutions for the shipbuilding industry, including companies active in the tug and anchor handling tug supply (AHTS) markets.

Drawing on its roots as a marine engineering firm, Sener has been able to develop some notable and distinct types of tugs over the years. Company spokesperson Veronica Alonso says: “Thanks to the Sener group’s extensive experience, it has been possible to develop tug boats of very high quality, from small and effective port tugs to powerful offshore, salvage or rescue tugs.”

One of the main aspects of its design work has been the development of propulsion systems to meet owners’ specific requirements, taking into account the exact purpose of the vessel. The company comments that azimuth thrusters have usually been the preferred option for tugs and points to its involvement in the development of a number of units with this type of propulsion arrangement for the Spanish maritime rescue service, Salvamento Marítimo.

Sener has in recent times also developed stern drive tug designs – such as Ona Don Lorenzo for Argentina’s Trans Ona, and VB Bravo, VB Campeador and VB Corsario for Spain’s Boluda Corporación Marítima – and Voith tractor tugs, including Tommaso Onorato for Italy’s Moby, and Solan and Bonxie for the Shetland Islands Council in the UK. The company has also developed its own design of liquefied natural gas (LNG) fuelled tug, in collaboration with leading engine manufacturers and class society Bureau Veritas.

Sener says it is now looking to respond to prevailing trends in tug owner requirements, taking full advantage of its versatility in terms of marine construction. “There is an ever-increasing demand for boats that are more efficient, have lower consumption and can be built in a way that is sustainable for shipyards,” points out Ms Alonso. She highlights one of the company’s strengths, which is its policy of setting specific goals for itself at every stage of the tug design process, from the conceptual design and the definition of hullform – with important implications for elements such as speed, bollard pull, sustainability and thrust – through to basic and then detailed design.

As well as its ship design work, Sener is well known for its FORAN computer aided design (CAD) and computer aided manufacturing (CAM) system, which has been in use for almost 50 years, and is employed at a number of tug building yards worldwide. Last year the system was upgraded with the launch of FORAN V80. Advantages claimed for this latest version include the use of a single tool for integrated design and production throughout the vessel's lifecycle and an innovative 3D approach to the early design stages.

Dassault design model benefits BV customers

Dassault Systèmes, which has recently launched its latest ship design package, Designed for Sea, has also entered into a strategic partnership with French classification society Bureau Veritas (BV), the market leader in the tug sector.

Based on Dassault’s 3DExperience platform, Designed for Sea has been developed to provide an efficient way of linking up owners’ requirements, regulations, engineering teams and suppliers, with full traceability. The company says this latest product will improve quality, productivity, cost effectiveness and efficiency, and will help naval architects, engineers, and designers in shipyards and design offices to define, simulate, analyse and validate the optimal design while complying with industry regulations and classification standards.

In particular, Designed for Sea is intended to help reduce costly, time-consuming re-work, by experimenting with alternative scenarios at an early stage of the design process using advanced, real-time 3D simulation and analysis.

BV has recently chosen the 3DExperience platform to enable the continuous assessment of ships and onboard equipment throughout their lifetime, as part of a digital transformation programme. By working with Dassault, BV says it has already dramatically slashed structural computational and verification times, through the use of the 3DExperience model.

Philippe Donche-Gay, executive vice president of BV’s marine and offshore division, says: “This model interfaces directly with all our tools, meaning no data has to be entered twice, saving time and improving accuracy. Ship designers, shipyards, shipowners and operators are going to benefit from major time and cost savings as we move our entire design and plan approval processes onto this new digital platform.” TTB

Screen shot illustrating the capabilities of Dassault’s 3DExperience Designed for Sea software (Image courtesy Dassault Systems)

This unique conference brings together many of the most experienced players in both the Asian and the global OSV markets to look at the business critical issues, the opportunities as well as the threats, facing the industry.Key issues:• Charter trends for different vessel types• Forecast demand from the E&P sector• Opportunities for OSVs in West & East Africa, Mexico and the Middle East• Access to finance• Opportunities in subsea projects• Management of maintenance, modifications and operations costs• The latest technologies and the efficiencies and savings they offer.

Asian Offshore Support Journal conference22-23 September 2016, Singapore

Testimonials from past attendees:

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‘It was brilliantly organised, well moderated and very interactive – amongst the best I have come across. In one sentence – the best in Singapore.’ Rajiv Biswas, Chellsea Pte Ltd ‘The event is really fitted to the OSV business and the duration – 2 days – is perfect. Very instructive conference covering almost all different aspects of the business.’ Christian de Bérail, Bourbon

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This unique conference brings together many of the most experienced players in both the Asian and the global OSV markets to look at the business critical issues, the opportunities as well as the threats, facing the industry.Key issues:• Charter trends for different vessel types• Forecast demand from the E&P sector• Opportunities for OSVs in West & East Africa, Mexico and the Middle East• Access to finance• Opportunities in subsea projects• Management of maintenance, modifications and operations costs• The latest technologies and the efficiencies and savings they offer.

Asian Offshore Support Journal conference22-23 September 2016, Singapore

Testimonials from past attendees:

Associated events

‘It was brilliantly organised, well moderated and very interactive – amongst the best I have come across. In one sentence – the best in Singapore.’ Rajiv Biswas, Chellsea Pte Ltd ‘The event is really fitted to the OSV business and the duration – 2 days – is perfect. Very instructive conference covering almost all different aspects of the business.’ Christian de Bérail, Bourbon

official media

www.offshoresupportasia.com

platinum sponsor

BOOK NOW!offshoresupportasia.com

silver sponsors

Asian Dynamic Positioning conference

Asian Offshore Support Journal Subsea conference

gold sponsors

VANUATU MARITIME SERVICES LIMITEDTHE OFFSHORE FLAG OF QUALITY

ORDERBOOK ANALYSIS | 43

ORDERS CONTINUE TO PROVE ELUSIVETug newbuilding activity remains quiet, although some business was placed in the first quarter of 2016

by Barry Luthwaite

T ug builders are still finding it difficult to attract new business, as a result of the global trading slump. As ports handle less dry bulk and container traffic, in particular, they have

less need for, or financial scope to invest in, additional tugs. Some ports are struggling to make ends meet and there is evidence of a trend towards the leasing of tugs by port authorities, as opposed to outright purchase, to address the financial consequences of the downturn and the uncertain, volatile trading picture.

There are, though, a number of tug owners that are gradually taking up the option of newbuildings. This is partly to counter competition from offshore vessels that are seeking business outside their normal sphere, following the collapse of the offshore market.

The world’s largest tug operator, Svitzer, has returned to Sanmar in Turkey for two more RAstar 2800 terminal tugs for service in Australia. The duo will serve the Ichthys offshore field located 220km off the coast of Western Australia, 820km south west of Darwin. The currently popular bollard pull strength of 80 tonnes has been specified and the new units will be delivered in 2017 under a 10-year towage contract.

This order supplements six azimuth stern drive (ASD) tugs previously ordered by Svitzer from a booming Sanmar shipyard. For good measure, Svitzer added to its spending with an order at Damen Song Cam Shipyard in Vietnam, for four 65 tonnes bollard pull tractor tugs of the ATD Tug 2412 design, taking advantage of Damen’s available stock of hulls.

Demonstrating the advantages to be gained from building vessels for stock, Damen was able to hand over the first two vessels, Svitzer Maimon and Svitzer Beata, just one month after the contract was signed. Svitzer has these first two tugs lined up for port towage operations at its Dominican Republic joint venture with Remolcadores Dominicanos. The remaining two tugs will follow in August.

Damen Shipyards’ build-for-stock policy sees dozens of its popular ASD hulls manufactured ‘en bloc,’ enabling customers to take delivery after a short outfitting time. Two 70 tonnes bollard pull ASD Tug 2411 types were contracted with the Dutch shipbuilder for Chilean owner SAAM and the lead time was only three months after contract signing. Construction in this case will be undertaken by Song Thu Corp, Vietnam, which is closely associated with Damen Shipyards Group. Deliveries will take place in early summer this year.

Although the order was placed towards the end of the fourth quarter of 2015, it has since been confirmed that New Zealand’s Port Nelson Ltd has signed a contract with Damen to build and deliver an ASD 2310 tug. The vessel is currently under construction at Damen’s Changde yard in China and is due for delivery in August 2016.

This vessel will be something of a local novelty as it will be the

Chiel de Leeuw, sales manager at Damen Shipyards Gorinchem, and Otilija Buch, head of procurement for Svitzer, sign a contract for four ATD Tug 2412 units


44 | ORDERBOOK ANALYSIS

TUGS CONTRACTED 1 JANUARY-31 MARCH 2016

REGION/BUILDER SHIPOWNER TYPE NO DESIGNBOLLARD

PULLDELIVERY

YEAR

AFRICA

South Africa

Southern African Shipyards Transnet harbour tug 1 100 2018

Southern African Shipyards Transnet harbour tug 1 70 2017

EUROPE

The Netherlands

Damen Shipyards Serco harbour tug 1 80 2017

Russian Federation

Craneship Atomflot harbour tug 1 Project T40105 2017

Turkey

Dentaş Gemi Inşaa Bugsier Reederei harbour tug 1 80 2016

Sanmar Svitzer harbour tug 2 RAstar 2800 80 2017

FAR EAST

Vietnam

Damen Song Cam Shipyard Svitzer tractor 4Damen ATD

Tug 2412 65 2016

Song Thu Corp SAAM harbour tug 2Damen ASD

Tug 241170 2016

MIDDLE EAST

Egypt

Port Said Shipyard Suez Canal Authority harbour tug 4 2018

NORTH AMERICA

USA

Bay Shipbuilding Co undisclosed US owner ATB 2 2017

Horizon ShipbuildingMcAllister Towing &

Transportationharbour tug 2 2017

first new tug to arrive at Port Nelson since the Huria Matenga was delivered from Japan back in 1984. At 50 tonnes bollard pull, the new vessel will have significantly more power than either of the existing Port Nelson tugs, the Huria Matenga and the WH Parr.

German owner Bugsier Reederei is expanding its fleet with newbuildings to cope with demands placed on its towage operations by the largest container ships using German ports. The deepening of the river Elbe means that 20,000 teu vessels can now call at Hamburg, although not fully loaded. Each requires the attention of three or four tugs for berthing operations. To handle such demands, a new 80 tonnes bollard pull vessel has been contracted at Turkey’s Dentaş Gemi Inşaa shipyard for delivery to Bugsier in November 2016.

Alongside orders for standard harbour tugs, there is still demand for highly specialist tug designs. Most notably, perhaps, Russia continues to invest in its Ice class tug fleets, even if finance is sometimes hard to obtain on international markets. The Russian yard Craneship, part of the Odessa-based Tranship group, has been selected to build a single ice-breaking tug for Atomflot. The vessel will be able to penetrate ice up to 1m thick and is to serve the Arctic port of Sabetta in the Yamal Peninsula.

Delivery is anticipated for September 2017.While demand for new tugs is constrained, existing tug

builders are also facing more competition from new entrants to this market. Seagulf Shipyard is planning to invest US$40 million to expand shipyards in Sri Lanka for the construction of small vessels, including tugs. Seagulf is supporting the development of workboat construction capacity in yards in the ports of Trincomalee and Galle as well as its existing yard at Modera. Seagulf will team up with a Malaysian partner and plans to build a comprehensive shipbuilding and repair facility in Galle with a focus on small vessel types. TTB

“ALONGSIDE ORDERS FOR STANDARD HARBOUR TUGS, THERE IS STILL DEMAND FOR HIGHLY SPECIALIST TUG DESIGNS”

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SANMAR_297mm high x 210mm wide + 3mm bleed on all sides copy.pdf 1 11/05/16 13:35

Sturdy, Agile and Fast Horses are a natural phenomenon, symbolizing power for their magnificent physical features, agility for their incredible maneuverability and speed – adults can reach up to 60-70km/hr.

Known to befriend and serve human beings for over 5500 years, horses are among the most skillful creatures of the world. They are not only sturdy but also bold and stout and will continue to pull heavy weights to exhaustion.

ASD 3280

Noah’s ArkUZMAR’s Tug

Legend, Through the Eyes of Technology

Throughout history, mankind has been inspired by the creatures of nature, in the continuous process of development and transformation of human civilizations. Traces of this inspiration can be seen all around us – from cavemen’s drawings to temples, from ancient legends to the reality of the modern world today. Among the most prominent examples, is Noah’s Ark… We as UZMAR, are inspired in the same way by the excellence and uniqueness of nature in our quest for flawless technology in each tug we build.

tug technology & business 2nd quarter 2016

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