Bollard pull

The maximum thrust which can be generated by a vessel at zero speed (usually
measured by pulling on a bollard).
This is the typical measure of tugboat performance.
In order to calculate what bollard pull of tug should be for a towed barge with a
displacement and dimensions, the following empirical relation is used
BP=

2
3 3

12060

+ (0.06 )}

BP= required bollard pull

= full displacement of towing vessel in tonnes
V = tow speed in knots
B = breadth of towed vessel in metres
D = depth of exposed transverse section of tower vessel including deck cargo
measured above water line in metres
K = a factor that reflects potential weather and sea conditions
For exposed coastal tows K = 1~3
Sheltered coastal tows K = 0.75~2
Protected water tows K = 0.5~1.5
Towing hook
They are heavy steel hooks mounted on vertical pins that allow them to swing. Each
hook is shock-mounted by using a heavy compression spring and fitted with a quickrelease device that trips the hook, much like a chain stopper. The compression
spring provides a small amount of dynamic load relief for the towline system.
It is a specially built hook which enables the tow rope to be unhooked automatically
from the bridge. The hooks location should coincide with the centre of lateral
resistance or somewhat sternwards from it, depending on the propulsion system,
with the purpose of giving the tug boat maximum manoeuvrability; its height will be
the minimum to prevent the tug boat losing stability
Suction pipe
Suction pipes controls the movement of the drag head on the sea bed.
They perform conduit through which the slurry is transported to the hopper.
By directing the trailing force from the drag head to the vessel the suction pipe
ensures that good contact is maintained between the drag head and the sea bed

The suction pipe and swell compensators together compensate for the vertical
motion of the ship as well as the possible irregularities of the seabed and help
maintain the proper balance for the position of the drag head in relation to the
seabed.

Fishing gear
A fishing gear is the tool with which aquatic resources are captured, whereas the
fishing method is how the gear is used.
Fishing gears can be classified other ways also, which is;
1. Active fishing gear
Fishing gears are move here,
i.

Herding fish in to fish trawl net, seine net

ii.

Encircling net

iii.

Catching by aggregation (FAD)

Using repellents - sound, color, visible objective
Using attractants Baiting (live or artificial), lightening

2. Passive fishing gear

Fishing gear is not move here.
i.

Passively laid net

ii.

Fixed traps

Pusher tug
A Pusher tug, or towboat, is a boat designed for pushing barges or car floats. These
vessels are characterized by a square bow, a shallow draft, and typically have knees,
which are large plates mounted to the bow for pushing barges of various heights.

These boats usually operate on rivers and inland waterways. Multiple barges lashed
together, or a boat and any barges lashed to it, are referred to as a "tow" and can
have dozens of barges. Many of these Vessels, especially the long distances, or long
haul boats, include living quarters for the crew.
Most towboats are from 11 to 61 m long, and 6.4 to 17.1 m wide.
TUG
A Tugboat (Tug) is a boat that maneuvers vessels by pushing or towing them. Tugs
move vessels that either should not move themselves, such as ships in a crowded
harbor or a narrow canal. Tugboats are powerful for their size and strongly built, and
some are ocean going, ice breakers or salvage boats. They have firefighting monitors
to assist especially in harbors.
Types of Tugs
Based on operation region
Sea going
Harbor - Generally smaller, B/L - High
River - Towboats or push boats
Based on operation requirement
Conventional tugs
Azimuth stern drive tugs (ASD)
Tractor tugs
It is important to understand, in the context of towing, that tugs with different
design features have different handling characteristics. These could be, but are not
limited to, a combination of hull profile, engine and / or rudder type and thrusters
configuration and towing winch design, power and location.
Tug boats can be divided into harbour tugs, harbour and sea going tugs and sea
going and salvage tugs according to the type of operation and the task to be
performed, although there may be tug boats which carry out all three types of
operation.
Harbour tug boat: Employed in internal harbour traffic. Its horsepower may vary
between 400 and 3,000 HP or more, with a 6 to 30 tonne bollard pull, a length
between 20 and 30 m, a draught between 3.0 and 4.5 m and a speed ranging
between 5 and 13 knots. Though this function in a harbours internal traffic is the
normal one, there are tug boats based in certain strategic ports where they operate
alone and must be able to undertake harbour and sea going operations, as well as
salvage work.
Harbour and sea going tug boat: Its work may be divided between harbour services
to aid large vessels, mooring super tankers to single buoys, deep sea coastal towing,

etc. Its length ranges from 25 to 40 m and its horsepower may vary between 1,500
and 5,000 HP with a bollard pull of 20 to 55 tonnes.
Sea going and salvage tug boat: Because of its size and power, this tug boat is able
to carry out ocean going towage and provide assistance to vessels in danger on the
high seas. Its main features are a length between 40 and 80 metres, 40,000 to
20,000 HP, bollard pull of 55 to 180 tonnes and a 15 to 16 knot speed.
Nowadays, most harbour tug boats have pollution and firefighting equipment. Apart
from their typical towing equipment, sea going and salvage tug boats have water and
water-foam firefighting equipment with monitors fitted on overhead platforms
15/20 m above the waterline which, remotely controlled, can extinguish large fires.
They also have pumping out systems to be used in damaged vessels and, by using
their auxiliary equipment, some tug boats can make the main engines of a damaged
vessel work by supplying start-up air and electric power.
Azimuth stern drive tugs (ASD)
This tug type is fitted with two azimuth thrusters in nozzles at the stern and with
bow tunnel thrusters. Some are fitted with controllable pitch propellers (CPP).
General characteristics of ASD tugs are:
- Low relative draught
- Good steering characteristics, except when going astern at higher speeds
- Towing point is just forward or just aft of amidships
- Underwater hull form improves the dynamic stability of the tug
- Bollard pull going astern is reduced only by approximately 10%
- Maneuverable and able to pull effectively over the stern or bow. Towing winches
often fitted both fore and aft
- Risk of girting / girding when towing over the stern
- Enhanced training of tug masters required when operating the forward winch.
Tug GA photos
Quick release mechanism of towing hook photos
Dredgers photos
Disposal standards leave place
The discharge area can:
Be in its most simple shape a natural deepening of the seabed, the dumping area
(shortly dump), to store redundant material. If the storage capacity is large, there is
no concern about the way of dumping. This hardly happens nowadays. The client

demands usually a dump plan to fill the dump as efficiently as possible. At all times
the draught on the dump needs to be sufficient to open the bottom doors or valves.
Be a storage location for contaminated silt, like for instance the Slufter (Rotterdam
harbor). Here the material is pumped ashore using a pump ashore discharge system.
An area that has to be reclaimed.
An oil or gas pipe that has to be covered.
TSHD
In a standard design the trailing suction hopper dredger is equipped with:
One or more suction pipes with suction mouths, called dragheads that are dragged
over the seabed while dredging.
One or more dredge pumps to suck up the loosened soil by the dragheads.
A hold (hopper) in which the material sucked up is dumped.
An overflow system to discharge the redundant water.
Closable doors or valves in the hold to unload the cargo.
Suction pipe gantries to hoist the suction pipes on board.
An installation, called the swell compensator, to compensate for the vertical
movement of the ship in relation with the sea-bed.
Fishing vessels classification

Seiners: Used mainly in the oceanic areas, seiners are so named because of their
utilisation of seine fishing nets. These fishing nets are singular in shape and are
mainly utilised to haul fishes that are found near the waters surfaces.
At the first glance the seine fishing nets resemble a huge floating device, but after
once the fishes enter into the net, the lower portion of the net closes down, thus
essentially trapping the fishes.
These fishing boats are aided with state-of-the-art technological gadgetries to enable
high returns of catch.
Longliners: Longliners form yet another variance to the troller kind of fishing
vessels. However the major difference between the longliners and the trollers is that
while the latter employ numerous fishing cords, the longliner vessels essentially
employ just one really long fishing cord containing around 1,000 lures.
The fishing cord is deployed from the vessels tail-end and automated systems help
the vessel stay in place and spool the fishes to be consequentially stored.
Gillnetters: The varieties of fishing boats that employ the gill net system of fishing
are referred to as gillnetters. Gillnetters can be both manually operated or
technologically aided for better fishing results.
Generally speaking, comparatively minor level fishing operations employ the former
technique while bigger fisheries operations employ modern gadgets enabled
gillnetting technique.
Crabbers: Fishing boats that are mainly and extensively utilised to fish for crabs
are known as crabbers. These vessels are also alternatively referred to as the fish
trap boats as they come equipped with specific entrapping aids to catch crustaceans.
In order to haul these trapping aids with the catch, these vessels have automated
windlasses equipped.
Trawlers: Trawlers are one of the common forms of fishing vessels employed. As
their name suggests, these vessels have trawler nets that are suspended by aiding
equipment and trailed under the surface of the water at the required deepness to
haul and trap the fishes.
Trawler vessels are employed to catch a wide array of fishes and in almost every
country across the world.
Drifters: Drifters refer to those fishing boats that make use to the special drift
fishing nets to haul and trap the fishes.
The nets when thrown into the water fell like drapes and were mainly employed to
capture herring fishes.
Factory Ship: This ship is like a floating fishing, processing, and preserving factory
at the sea.

The factory ship does all those functions that are carried out once the fishes are
brought to the shore.
Fishing methods pdf document
Processing and preservation of fish Leave place
Design spiral

DREDGER STABILITY
The stability of dredgers is very difficult subject, both for the designer and the
master.

What is the specific gravity of the spoil?

Will the spoil be essentially a solid, albeit with a partial or complete water
free surface or will it be thixotropic with a free surface specific gravity near to
the specific gravity of the volume as a whole?

A lightweight cargo will fill the hopper to the topmost weir, resulting in a high VCG,
but the surface will be well up in the coaming whose width is usually significantly
less than the beam of the ship thereby minimizing the free surface.
A heavy density spoil on the other hand will have a lower VCG but the spoil surface
will extend from side to side of the ship, resulting in a big free surface.

The most important question, however, relates to the effective specific gravity of the
free surface Which may be close to that of sea water at one extreme or at the other
near that of the spoil as a whole.
For all the loading conditions refer the universal dredge stability diagram
Entering this diagram at the mean draft, the Master can read off the meta centric
height for any quantity and specific gravity of spoil, and above all for any specific
gravity of the spoil free surface, which need not be identical to that of the spoil as a
whole.
The diagram details with small angles of stability.
Whilst showing that a relatively narrow coaming will improve the stability with a full
load of a low specific gravity cargo it gives a clear warning of the danger inherent in
relying on this during the loading process.
For large angle stability it is necessary to make what are known as spill-out
calculations.
The British department of Transport (D.Tpt.) require spill-out type calculations
Which assume that the spoil surface remains horizontal as the ship heels, with spill
out occurring when the spoil levels reaches the top of the comings or weir if
appropriate.
Bureau Veritas requires calculations in which the cargo is assumed to shift not
through the full angle of heel of the ship, but instead through an angle where U=
specific gravity of spoil

A standard form as a preliminary calculations is prepared based on

assumptions:
(1) That there is no flooding of the hopper
(2)

That the hopper is open to the sea.

Hsc pdf document

Problem