Conference paper Day 1

sponsored by Paper No. 1

Antwerp, Belgium
Organised by the ABR Company Ltd

Inaugural Address

Richard Knight, chairman and managing director, JP Knight Group Ltd, UK;
chairman, European Tugowners Association, Belgium

No synopsis required.

Inaugural paper.indd 1 27/04/2011 11:34:34

Untitled-1 1 28/04/2011 12:30:29
 Conference paper Day 1
sponsored by Paper No. 2

Antwerp, Belgium
Organised by the ABR Company Ltd

Hydrodynamic forces in Ship-tug interaction

Stefan geerts (speaker/co-author), marc Vantorre (co-author), Ghent University, Belgium

katrien eloot (co-author), Flanders Hydraulics Research, Belgium
niko fierens (co-author), Unie van Redding- en Sleepdiensten (URS), Belgium
René Huijsmans (co-author), 3mE, Delft University of Technology, The Netherlands

SYnoPSiS
Stefan Geerts has assessed the hydrodynamic interaction forces acting on a tug sailing freely in
the vicinity of the bow of a large container vessel. This research has been carried out on behalf of
the Towage and Salvage Union, Unie van Redding- en Sleepdiensten (URS) based in Antwerp,
Belgium, within the scope of his master’s thesis.
With the increased carrying capacity of cargo vessels, especially container carriers, the installed
power has increased significantly, resulting in an increased dead-slow speed and, therefore, an
increase in the minimum speed at which these vessels sail. These ships travel at greater speed
in the narrow canals and rivers that provide access to the ports. Although modern tugs are more
powerful than their predecessors, their size has not increased at the same rate, therefore the tug
has to travel at a higher Froude number than before at the moment the towline has to be passed,
which may create a potentially dangerous situation for both the tug and the crew.
To pass the towline successfully, the tug has to spend considerable time at a constant station
close to the forward shoulder or the bow of the cargo vessel. Due to the restricted water depth
and the relatively high velocity, the flow around the bow of the container vessel is highly two-
dimensional, which causes an amplification of the interaction effects (sway force, yaw moment)
experienced by the tug.
To assess these interaction forces, a series of towing tank tests were performed at Flanders
Hydraulics Research in Antwerp, Belgium. During these tests, the model of a 33m azimuth stern
drive tug was towed together with the model of a 200m container vessel.
The longitudinal position, transverse position and drift angle of the tug were varied systematically
to assess the influence of these parameters. All tests were performed in a stationary condition; the
relative position of the two models was not varied during a run. In each configuration, the sway and
surge forces, the roll moment and the yaw moment were measured and the model of the tug was
free to heave and pitch. The experiments were performed at multiple velocities.
The interaction forces registered during the model tests were then incorporated in a time-domain
simulation, by treating them as extra body-forces, to assess the steering action needed to keep
the tug at a fixed station. The fast-time simulation program was able to change the thrust of both
thrusters as well as the azimuth angle. Mutual interaction forces between thrusters and thruster-hull
interaction was not incorporated since it was outside the scope of this research. The mathematical
model describing the manoeuvring characteristics of the tug was based on previous model
experiments done at Flanders Hydraulics Research and Ghent University.
By simulating different positions at which the towline was passed, an assessment was made
of the most suitable position to perform the action. It was also possible to determine a suitable
approach velocity and route.

D1P2.indd 1 19/04/2011 15:42:33

 intRoduCtion
Waterways and harbour entrances have not grown
significantly in the past few decades and navigational
infrastructure, such as bridges and locks, is updated very
slowly. Meanwhile, the carrying capacity of cargo vessels
has not ceased to grow; the size of container vessels in
particular has increased significantly. Together with this
increase in deadweight, the installed power has gone up,
which results in a higher dead-slow speed.
This higher dead-slow speed has a great influence
on the way these bigger ships enter port and perform
harbour manoeuvres. For the cargo vessel to stay
manoeuvrable, especially on a river with multiple turns,
such as the river Scheldt, a higher forward speed is
maintained throughout the trajectory.
Photo: Stefan Geerts.
from a number of calamities that have occurred in the
past, some more serious than others. In this research,
the use of an azimuth stern drive tug (ASD tug) as a
fore-boat has been considered, as the tug fleet of the
Towage and Salvage Union, URS, consists largely of
ASD tugs.
Different methods exist for an ASD tug assisting at
the bow, such as stern-to-bow and bow-to-bow. When
assisting bow-to-bow, the ASD tug sails in reverse with
the thrusters pulling the tug through the water – the tug
is assisting with the towline attached at its bow, acting
effectively as a tractor tug. When assisting stern-to-bow,
the tug sails in the forward direction with the towline
attached at the aft towing post, which, for most of the ASD
fleet, is situated a little aft of amidships.
The direction of travel of the tug, forward or reverse,
will influence the interaction forces, since these depend
on the underwater shape of the tug’s hull. In this
research, only the stern-to-bow method is considered.

Figure 1: union Ruby assisting at the rear on the

River Scheldt.

Modern tugs are more powerful than their predecessors,

but have not grown in size at the same rate. Due to the
higher manoeuvring speed of the cargo vessel they
have to handle, the tug has to sail at a higher speed

Photo: Stefan Geerts.

over water and, therefore, at a higher Froude number.
This means that the tug has a greater speed over water
compared to the hull’s length, which has implications for
the hydrodynamic forces acting on the tug.

In this paper, the focus lies on the hydrodynamic

Figure 2: ASD tug union emerald assisting bulk carrier
forces acting on a tug assisting at the bow of a large aizu stern-to-bow as seen from the wheelhouse.
cargo vessel. To pass the towline successfully, a tug
has to spend a considerable time at a fixed station
To evaluate the behaviour of ships in waterways and
alongside the hull of the assisted vessel. To pass a
harbour entrances, manoeuvring simulation is often
bowline, the tug also passes a significant amount of
used. However, simulation studies only yield reliable
time at a fixed station near the forward shoulder of
solutions when the motion of the vessels in question is
the cargo vessel before moving forward of the bow
correctly predicted. Therefore, accurate mathematical
to assist. The flow in the vicinity of the bow is highly
modelling of the forces in play is very important,
two-dimensional due to the high forward speed and
especially those forces resulting from the interaction of
the restricted water depth that often occurs when
the ship with its navigational boundaries. These include
performing this kind of operation.
the bottom, but also banks and other ships, such as tugs.
Interaction effects occur when sailing in the vicinity of
Interaction with the bottom is usually accounted for
another vessel. The close proximity of a large vessel near
by formulating the coefficients used in the mathematical
the free-sailing tug greatly influences the hydrodynamic
modelling as a function of the depth-draught ratio.
forces acting on the tug, such as the sway force and the
On the other hand, it is very difficult to include the
turning moment; to a lesser extent, the resistance is also
interaction of the ship with its horizontal boundaries,
affected. The interaction forces will intensify due to the
such as banks and quays. Not only fixed horizontal
two-dimensionality of the flow.
boundaries have to be taken into account, but also other
ships sailing with or against the direction of the ship.
CaSe deSCRiPtion The study of ship-to-ship interaction and ship-to-bank
The need to assess these interaction forces has arisen interaction is thus becoming more and more important.
2

D1P2.indd 2 19/04/2011 15:42:34


Photo: Flanders Hydraulics Research.
Figure 3: Tanker sailing along a submerged bank during
bank effect trials.
Ship-to-ship interaction forces are not only present
when two large sea-going vessels encounter each other
in a fairway or channel – they can also be observed
when large and small vessels sail in close proximity to
each other. It is not difficult to imagine that the large
sea-going vessel will encounter less or almost no effect
from the smaller vessel. However, the smaller vessel,
perhaps an inland navigation vessel, may experience
a large container ship passing more as a bank than as
another ship.
towing tank eXPeRimentS
facilities
To measure interaction forces, experiments were
performed in the towing tank for manoeuvres in shallow
water at Flanders Hydraulics Research in Antwerp,
Belgium, which specialise in both nautical and hydraulic
research. The tank is optimised for manoeuvring
and sea-keeping experiments in very shallow water.
It is equipped with a planar motion mechanism, a
wave generator and an auxiliary carriage for ship-
to-ship interaction tests. The towing carriage is fully
computerised and automated, enabling round-the-clock
testing. All three motion modes of the planar motion
mechanism can be controlled independently, placing
every motion in the horizontal plane within grasp.
The tank dimensions are:
Length over all 88m
Useful length 67m
Width 7m
Maximum water depth 0.50m
Ship model length 3.50-4.50m
Photo: Flanders Hydraulics Research.
Figure 4: Shallow water towing tank.
3
D1P2.indd 3
experimental setup
To test two ships simultaneously in the tank, one model
is attached to the planar motion machine of the main
carriage and a second model is attached to an auxiliary
frame. This frame is also attached to the main carriage
as both models must have the same forward speed.
To identify the influence of longitudinal and transverse
separation of the two models, it should be possible to
vary the position of the tug relative to the container
vessel. The model of the container vessel is attached
to the planar motion machine of the main carriage, to
create transverse separation between the models. The
ASD tug model is attached to a secondary carriage
which can be positioned along the length of the auxiliary
frame attached to the main carriage as can be seen
in Figure 5.
Photo: Flanders Hydraulics Research.
Figure 5: Tug-container vessel interaction testing.
The link between the tug model and the secondary
carriage allows the tug model to be set at a specific drift
angle relative to the direction of motion. The position of
the tug model is incorporated in the automated system
of the towing tank, therefore no manual manipulation is
needed to set longitudinal and transverse separation,
and testing can continue unsupervised.
The ASD-tug under consideration is URS’s Union
Emerald.
Length 33.00m
Breadth 11.00m
Draft 5.60m
Gross tonnage 497 tonnes
Bollard pull (ahead) 65 tonnes
Bollard pull (astern) 60 tonnes
The cargo vessel under consideration is a container
vessel with the following main dimensions:
Length 229.00m
Breadth 30.50m
Draft 8.20m
Displacement 33,725m3
The scale used for the models and the test programme
is 1/50. The somewhat limited size of the assisted
vessel is due to the restrictions on model size in the
towing tank for these experiments.
19/04/2011 15:42:34
 test programme the tug’s length, zero when the centre of gravity
of the tug coincides with amidships of the container
As already mentioned, the longitudinal and transverse
vessel. The centre of gravity of the tug is at the
separation of tug and container vessel is varied, longitudinal position of the bow of the container
together with the drift angle of the tug relative to the vessel at a non-dimensional value of 3.3;
forward direction of travel of the container vessel. Due
Yrel Relative transverse position of both models; away
to time restrictions, only stationary conditions were
is positive. Non-dimensionalised with the tug’s
tested, so the longitudinal and transverse separation
breadth, zero when the centrelines coincide. Sides
was kept constant during the whole run. The following
touch if Yrel = 1.9;
variations were noted:
Xi Interaction resistance force;
Forward speed [knots], full scale 5, 6, 7, 8, 9 Yi Interaction sway force; positive when repulsive;
Longitudinal separation [xrel/Ltug], from
0.73, 1.25, 1.77, 2.29, 2.82, Ni Interaction yaw moment; positive when inducing a
amidships of container vessel to centre
3.33, 3.88, 4.41, 4.93
of gravity of tug. bow-out moment.
Transverse separation [yrel/Btug], from
2.6, 3.3, 4.0, 4.4, 5.3
centreline to centreline The conventions and topology shown in Figure 6
Drift angle [°], negative angle bow-in (below) dictate that a bow-out yaw moment and a
since tug model is situated on starboard -10, -5, 0, 5, 10 repulsive sway force are positive.
in the towing tank.
The results of the towing tank tests are non-
Table 1: Test matrix for tug-container vessel interaction.
dimensionalised using a set of consistent parameters
such as the length, breadth and draught of the tug and
In addition, a limited number of tests were performed
the ship’s speed. This is done in the following manner:
with only the tug model and without interaction. They
were carried out at a full-scale velocity of 5, 7 and 9
knots at the same drift angles as mentioned in Table 1. X Y
CX  , CY 
1 1
V LT
2
V 2 LT
Results 2 2
N
Nomenclature Cn 
1
X Longitudinal position of carriage; V 2 L2T
2
Y0 Transverse position of planar motion mechanism to with X and Y the surge and sway force and
the centre of the tank; N the yaw moment,
V0 Forward speed carriage and thus of both models;  the density of water, V the speed of the tug,
Xrel Relative longitudinal position of both models; L the length of the tug and T the draft of the vessel
forward is positive. Non-dimensionalised with

Y0
X
Yrel
Xrel
Xi
Ni
Yi
Y

Figure 6: Overview of model topology in the towing tank.

V0
4

D1P2.indd 4 19/04/2011 15:42:35


Figure 7: Interaction sway force as a function of relative
longitudinal position for different relative transverse
separations; Fn = 0.20, sides touch at yrel = 1.9, both
ships are bow on bow at xrel = 3.3.
Figure 8: Interaction yaw moment as a function of
relative longitudinal position for different relative
transverse separations; Fn = 0.20, sides touch at yrel
= 1.9, both ships are bow on bow at xrel = 3.3.
Figure 9: Interaction sway force as a function of relative
transverse separation for different relative longitudinal
positions; Fn = 0.20, sides touch at yrel = 1.9, both ships
are bow on bow at xrel = 3.3.
5
D1P2.indd 5
Side force and turning moment due to interaction
The change in interaction side force along the length
of a container vessel sailing at 8 knots full-scale speed
is shown in Figure 7. A force is clearly present and
changing when sailing along the hull of the vessel.
The highest side forces appear when the tug’s centre
of gravity is at a longitudinal position of about 2.5.
This puts the bow of the tug a little behind the bow
of the container vessel. Compared to Dand3,4, the
maximum side force occurs further aft in the more
recent experiments, which is probably due to the
smoother underwater shape of the container vessel.
The cargo vessel models used by Dand3,4 are much
fuller and create a more significant pressure field at
the fore shoulders. Meanwhile, a modern container
vessel, designed for higher cruising speed, will have
a smoother entrance in the water. The vessel under
consideration does not have a pronounced parallel
middle body, which might explain why the ‘wall effect’
discussed by Dand is not observed here.
The change in interaction yaw moment acting on
a tug sailing along the length of the container vessel
can be seen in Figure 8. A large bow-out moment
can be observed between 1 and 2. The magnitude of
this interaction clearly depends on longitudinal and
transverse position. The largest yaw moment occurs
when the tug is abeam of the shoulder of the container
vessel. A large bow-out moment is possibly created
by the cross-flow of the vessel catching the rather
full fore-body of the tug. In Dand’s papers3,4, a large
bow-in moment is found when the tug is forward of
the bow of the vessel. In the present experiments, this
was not found, which is possibly due to the absence of
propulsive devices or lift generating surfaces at the rear
of the tug during the tank experiments.
Effect of separation distance
As expected, both interaction sway force and yawing
moment decrease with increasing lateral separation
distance between cargo ship and tug, which is clearly
illustrated in Figures 9 and 10 respectively.
Figure 10: Interaction yaw moment as a function of
relative transverse separation for different relative
longitudinal positions; Fn = 0.20, sides touch at yrel
= 1.9, both ships are bow on bow at xrel = 3.3.
19/04/2011 15:42:35

Figure 11: Interaction sway force as a function of
Froude number for different relative longitudinal
positions; yrel = 3.28.
Figure 12 Interaction yaw moment as a function
of Froude number for different relative longitudinal
positions; yrel = 3.28.
Figure 13: Total side force as a function of relative
longitudinal position for different drift angles; a negative
drift angle indicates a bow-in position, Fn = 0.20 and
yrel = 3.96.
6
D1P2.indd 6
Effect of speed
In Figure 11, the sway force acting on the tug at a lateral
distance of 3.3 with zero drift angle is shown for forward
speed values of 5-9 knots. These speeds correspond
with Froude numbers 0.14 to 0.26 respectively,
determined by the tug’s length. The interaction sway
force, made non-dimensional with the square of the
forward speed, is found to be without large variation in
a significant zone along the container vessel’s hull. The
maximum found were between 5-15 per cent.
The variation of the non-dimensional interaction
yaw moment on the tug has more variation along the
container vessel’s hull. One can see that far enough
forward of the bow of the container vessel, the
interaction yaw moment will reduce to zero. At higher
velocities, the peak situated between 1 and 2 – ie in
the vicinity of the fore shoulder of the assisted ship –
appears to be more pronounced at about 30 per cent.
Effect of drift angle
The total sway force acting on the tug, consisting of a
component due to the oblique course and an interaction
component, is presented in Figure 13 as a function of
the drift angle of the tug. The tug and container vessel
sail at 7 knots and the transverse separation of both
vessels is of magnitude 4. Drift angles between -5 and
10 degrees are considered in increments of 5 degrees.
If we compare the oblique paths with a straight course
in Figure 13, we can see the same trend in sway force
along the hull of the container vessel. The magnitude
of the sway force is naturally largely dependent on the
drift angle, therefore a more deconstructed analysis is
shown in Figure 15 (on opposite page).
Figure 14: Total yaw moment as a function of relative
longitudinal position for different drift angles; a negative
drift angle indicates a bow-in position, Fn = 0.20 and
yrel = 3.96.
The total yaw moment shows a similar trend for bow-
in values, only the magnitude changes significantly with
drift angle. For bow-out drift angles on the other hand, a
19/04/2011 15:42:35

Figure 15: Interaction sway force as a function of relative
longitudinal position for different drift angles; a negative
drift angle indicates a bow-in position, Fn = 0.20 and
yrel = 3.96. The interaction sway force is obtained by
subtracting the sway force measured with no assisted
ship present from the total measured sway force.
Figure 16: Interaction yaw moment as a function of relative
longitudinal position for different drift angles; a negative
drift angle indicates a bow-in position, Fn = 0.20 and
yrel = 3.96. The interaction yaw moment is obtained by
subtracting the yaw moment measured with no assisted
ship present from the total measured yaw moment.
Figure 17: Total resistance as a function of relative
longitudinal position for different relative transverse
separation values; Fn = 0.20, sides touch at yrel = 1.9,
both ships are bow on bow at xrel = 3.3.
7
D1P2.indd 7
change in trend for different positions along the hull of
the container vessel is observed. To illustrate this change
a more detailed analysis is presented in Figure 16.
In Figure 15, the total sway force is normalised with the
nominal sway force to obtain the interaction sway force.
The nominal sway force, which is measured at the same
drift angle with no assisted ship present, is subtracted
from the measured sway force with interaction to obtain
the interaction sway force. A similar approach is used to
determine the interaction yaw moment.
For bow-in drift angles, there is very little variation in
normalised interaction side force. Bow-out drift angles,
on the other hand, produce large, added interaction
sway force components depending on the drift angle.
One reason for this phenomenon can be attributed to
the presence of the large skeg at the stern of the ASD
tug close to the hull of the container vessel. The strong
two-dimensional accelerated flow close to the hull of the
vessel will intensify the lift produced by the skeg.
The total interaction yaw moment of Figure 14 is
normalised with the nominal yaw moment measured
at the same drift angle with no interaction present and
shown in Figure 16.
The same trend, although less clear, is evident in
Figure 15. A similar added interaction yaw moment
can be observed at the bow-in angle. Bow-out angles,
meanwhile, produce a much larger variation in added
yaw moment.
Effect on resistance
As indicated in varied research4,12,13, a change in
resistance is experienced when sailing along the hull
of a larger vessel. Figure17 shows how this change
intensifies aft of the forward shoulder of the container
vessel, especially between 1.5 and 2. The complete
hull of the tug is encased in the divergent wave system
generated by the forward shoulder of the vessel.
Forward of the bow of the vessel, the total resistance
diminishes. Due to the high pressure field forward of the
bow of the container vessel, the tug will experience a
forward thrust by the vessel, thus reducing resistance.
Real-time Simulation
To properly investigate the behaviour of an ASD tug
in the vicinity of a container ship’s bow, the dynamic
behaviour of the tug has to be considered. Since
mainly interaction forces have been determined during
the towing tank tests, the experimental results do not
contain sufficient information to develop a full simulation
model for the tug. The virtual tug is placed on the port
side of the assisted vessel.
Equations of motion
The equations of motion used to model the behaviour of
the tug are based on those for motions in the horizontal
plane. A fourth equation is added for the roll motion.
19/04/2011 15:42:35

These are shown by:
2
(m  X u )u  X  mvr  mxG r  mzG pr
(m  Yv )v  (mxG  Yr )r  mzG p  Y  mur
(mxG  N v )v  ( I ZZ  N r )r  N  mxG ur
(mzG  Yv zv )v  Yr zv r  I XX p  K  mzG ur
with:
for force, position, velocity and acceleration,
in X-direction: X , x, u , u
in Y-direction: Y , y, v, v
about the X-axis: K ,  , p, p
about the Z-axis: N , , r , r
and
m = the mass of the vessel
xG = the longitudinal coordinate of the centre of gravity of the vessel
zv = the vertical centre of effort of Yv
I XX = the mass moment of inertia around the horizontal axis
I ZZ = the mass moment of inertia around the vertical axis
X u , Yv , Yr , N v , N r = the added mass terms
The first equation is independent. The equations for
sway, heel and yaw are coupled and will be solved using
the method of Cramer. The body forces (X, Y, K and N)
consist of a propulsion component, a hydrodynamic force
component and an interaction component describing the
forces between container vessel and tug.
Hydrodynamic force components
• Longitudinal force
A full-scale investigation was carried out at URS to
determine the speed/power ratio of this type of ASD
tug. The results from this investigation were used to
determine a speed-dependant resistance curve. No
damping is assumed in the surge direction, since
changes in forward speed will be very small. The
added mass in X-direction was calculated with the
sea-keeping program, Seaway, for low frequencies.
• Sway force and yaw moment
From existing research10, and a limited number
of towing tank tests carried out with only the tug
model, force coefficients were determined as a
function of forward speed and drift angle. The sway
added mass and yaw added moment of inertia
were also calculated by Seaway. The damping was
approximated using semi-empirical representation
from research available2,12.
• Roll moment
Roll added mass and damping were determined using
the methods described above incorporating non-linear
effects due to the skeg. The stability moment mg GM
sin  is also included in this formulation.
Propulsion forces
The tug was propelled by two azimuth stern drives. For
propulsion modelling, Kaplan 4-70 propellers in a 19A duct
were used which can be rotated 360 degrees to simulate
the azimuth capabilities of the real tug. To illustrate
this, Ka 4-70/19A, a four-quadrant thrust coefficient
diagram, can be created. The thrust depends on ship
velocity, inflow velocity at the thruster and azimuth angle.
As a rudimentary approximation, the inflow velocity is
8
D1P2.indd 8
  
vlocal  vglobal  r .d
calculated as the component
 of the local velocity vector:
  
vlocal  vglobal  r .d

with d the position vector of the azimuth drive. This is
normal to the thruster axis and therefore dependent on the
azimuth angle.

d
Interaction forces
Results from stationary towing tank tests specify
the interaction forces. Depending on the lateral and
longitudinal separation, a zero-heading interaction force
component is indicated by interpolation on the test-
results. To this is added a component that depends
on separation and drift angle, ie a cross-term between
drift and separation. This method is similar to the
decomposition discussed in Gronarz’s paper7.
Stationary Evaluation
At the time of writing of this paper, only stationary
examples of the station-keeping manoeuvre have been
simulated. Interaction forces have been calculated by
towing tank tests in a restricted area around the bow
of the container vessel. Limited evaluation is reported
in this paper – the complete evaluation can be found in
Geert’s thesis5.
One must be wary of introducing a step function when
starting a dynamic simulation. It is necessary therefore,
to determine a complete range of initial values across
the scope of the simulation. A stationary initial condition
will be determined by a drift angle, a propulsion rate
and an azimuth angle, all depending on the longitudinal
and transverse separation and the forward velocity of
the container vessel.
To reach a stationary initial state, a cost function
combining the forces acting on the tug, is introduced.
This is minimised to compute the optimal combination
of drift angle, azimuth angle and propeller rate for the
tug to remain on station. A stationary condition cannot
be achieved at all combinations of relative longitudinal
position and relative transverse separation, as depicted
in Figure 18.
Figure 18: Stable and unstable stationary conditions
referred to the relative longitudinal position xrel and the
relative transverse separation yrel; Fn = 0.14, sides touch
at yrel = 1.9, both ships are bow on bow at xrel = 3.3.
19/04/2011 15:42:36

Figure 19: Stable and unstable stationary conditions
referred to the relative longitudinal position xrel and the
relative transverse separation yrel; Fn = 0.23, sides touch
at yrel = 1.9, both ships are bow on bow at xrel = 3.3.
Figure 20: Stationary drift angle as a function of relative
longitudinal position for different values of relative
transverse separation; Fn = 0.19.
Figure 21: Stationary azimuth angle as a function of
relative longitudinal position for different values of
relative transverse separation; Fn = 0.19.
9
D1P2.indd 9
Figure 19 shows the stability of calculated locations at a
much higher Froude number, Fn = 0.23. It can be seen
that only a limited number of unstable combinations
of relative longitudinal position and relative transverse
separation are found.
Although the total hydrodynamic force acting on the
tug is greater at a higher Froude number, the tug will be
able to cancel them with only a small drift angle creating
an opposite force. At a lower Froude number, the tug has
to sail at a higher bow-out drift angle to create enough
hydrodynamic hull forces to cancel the interaction force.
This means that more action will have to be taken by the
tugmaster by changing the azimuth angle and propeller
rate to keep station. The probability that a stationary
condition will be reached is therefore likely to reduce.
From Figures 13-16, we can see that zero interaction
sway force and zero interaction yaw moment are not
reached at the same drift angle, given the Froude
number, relative longitudinal position and relative
transverse separation. This means that the force
balance needed to cancel out these interaction forces
will be a complex play of hydrodynamic hull forces,
propulsion forces and interaction forces.
In Figure 20, one can see the stationary results as
a function of relative longitudinal position and relative
transverse separation for Froude number 0.19. Figures
21 and 22 show the corresponding azimuth angle and
propeller rate needed to keep station.
Figure 20 shows that the stationary drift angle
varies significantly with both longitudinal position
and transverse separation. The maximum drift angle
is reached at about 3.7 times the tug’s breadth of
separation between the centrelines and will generally
diminish when moving forward along the container
vessel’s hull.
Figure 22: Stationary propeller rate as a function of
relative longitudinal position for different values of
relative transverse separation; Fn = 0.19. Note that
at this Froude number a stationary condition can be
reached at all but one position, xrel = 1.6, yrel = 3.19;
at lower Froude numbers, this would result in more
unstationary behaviour.
19/04/2011 15:42:36
 The corresponding azimuth angle and propeller rate
show a different evolution. Generally the azimuth angle
will diminish when moving further away, transversely,
from the container vessel. The propeller rate will reach
a limit value when moving further to the side, which will
logically be the propeller rate in transit with no assisted
vessel present.
Conclusions
An ASD tug sailing in close vicinity to the bow of a
large container vessel will experience strong interaction
forces. A changing interaction sway force, yaw moment
and resistance alteration will be experienced along the
length of the hull of the container vessel. These depend
on forward velocity and horizontal and transverse
separation of the two hulls.
A tugmaster should be aware of these interaction
phenomena, since these forces are of significant
magnitude to give rise to tug-handling difficulties. The tug
will experience either a repulsive or attractive interaction
sway force, or a bow-in or bow-out interaction yaw
moment. A combination of these forces will necessitate a
steering force to enable station-keeping.
For the tug to stay on station, a force equilibrium is
needed in resistance and propulsion and a moment
equilibrium between sway force, yaw moment and
the moment from the azimuth thrusters due to the
azimuth angle and the moment due to the drift angle.
To keep station, the tug will generally need to sail with a
constant drift angle applying a constant azimuth angle to
counterbalance the yaw moment and sway force. This
phenomenon will diminish when moving further forward
and to the side away from the assisted vessel.
Presently, a stationary solution is not found in all
relative longitudinal positions and relative transverse
separations. Further investigation will determine if this
instability is of a numerical or physical nature.
10
D1P2.indd 10
Acknowledgements
This research into interaction forces between tug and
container vessel has been funded by the Towage
and Salvage Union (URS) and Flanders Hydraulics
Research, and supported by Delft University of
Technology and Ghent University.
References
1
V Bertram, Practical Ship Hydrodynamics, Elsevier
Science, 2000.
2
J E Brix, Manoeuvring Technical Manual, Seehafen Verlag, 1993.
3
I W Dand, Some Aspects of Tug-Ship Interaction, 4th ITS
Convention, Day 1 Paper 5, New Orleans, 1975.
4
I W Dand, Small Craft Interaction in Shallow Water,
RINA Occasional Publication No 4: Collected Papers from
Conference on Small Ships in Shallow Water, pp 1-37, 1982.
5
S Geerts, Master thesis on Ship-Tug Interaction in Confined
Waters, Delft University of Technology, 2011, in progress.
6
J Gerritsma, Scheepsbewegingen, sturen en manoeuvreren 3,
Delft University of Technology, 2003.
7
A Gronarz, Investigation of the Influence of a Vertical Wall
on a Ship Moving with Drift Angle, International Conference
on Ship Manoeuvring in Shallow and Confined Water: Bank
Effects, pp 77-83, Antwerp, Belgium, 2009.
8
H Hensen, Tugs Use in Port, The Nautical Institute, 1997.
9
H Hensen, Bow Tug Operations with Azimuth Stern Drive
Tugs, The Nautical Institute, 2006.
10
J R Smith, R Birmingham, Creating the ‘Virtual Tug’, 17th
ITS Convention, Day 1, Paper 3, 2002.
11
M Vantorre, Experimental Study of Bank Effect on
Full-Form Ship Models, Mini Symposium on Ship
Manoeuvrability, Fukuoka, Japan, pp 85-101, 1195
12
M Vantorre, K Eloot, Manoeuvreer- en Zeegangsgedrag
van Maritieme Constructies, Ghent University, 2010.
13
M Vantorre, Model Test Based Formulations of Ship-to-
Ship Interaction Forces for Simulation Purposes, Ghent
University, 2010.
19/04/2011 15:42:36
 Conference paper Day 1
sponsored by Paper No. 3

Antwerp, Belgium
Organised by the ABR Company Ltd

future Tug propulsion Technology Considerations

David Surroca (speaker), Detlef Kirste (author), Caterpillar Marine Power Systems, Germany

SYnopSiS
Safe, reliable and cost-efficient operation and compliance with local exhaust gas emission
regulations, as well as meeting performance requirements, are considered key attributes of tug
propulsion engines. Current emission regulations still allow standardisation of diesel engine and
emission reduction technology while supporting a global operation profile, keeping the fleet, as well
as the service and maintenance management, on an almost standard level.
The following key issues will be considered in the paper: tighter future controls on emission
regulations; the difference in regulations by region; acceptable emission levels worldwide;
acceptable and available fuels on a global basis.
It is important to understand all the contributing factors to ensure that tug propulsion remains
safe, reliable and cost-efficient within the boundaries of emission and fuel regulatory structures.
This paper presents the different factors evolving from emission and fuel limitations and concludes
with a summary of findings, as well as requirements, based on these factors.

inTRoDuCTion In addition, multiple areas of operation, including

The prime targets for marine engines have always
been reliability, durability, safety and efficiency. The
implementation of International Maritime Organization
(IMO) I, European (EU) inland waterway and US
Environmental Protection Agency (EPA) marine
emission limits resulted in smaller challenges from a
technology point of view, but in turn caused the industry
to consider new technologies and materials for marine
engines, which often originated in the on- and off-road
industry. The introduction of this new technology into
the marine market was relatively easy due to existing
know-how, product support and supply infrastructures
(Figures 1 and 2).
NB – all figures are included at the end of the paper.
Following initial limitations regarding emissions
and fuel consumption, engine manufacturers have
continued to introduce marine engines capable of
handling a variety of fuel qualities and meeting most
of the globally decreasing emission limits with internal
engine technology without impacting on traditional
propulsion systems. The anticipated legislation aimed
at reducing emission limits, as well as the additional
limitations on marine fuels, requires marine engines
to be equipped with new technologies which will have
an impact on traditional vessel designs as well as
operation and maintenance processes.
1
associated emission regulation, available fuel and
application-related requirements, have to be considered
based on their interaction with other changing factors and
requirements, as covered under the following headings.
EmiSSionS
From an ocean-going point of view, exhaust gas
emissions from tugs are currently regulated based on
IMO II and other local requirements which are either
mandatory, such as the EU directive 2005/33 (sulphur in
marine fuel), or voluntarily in combination with a NOx tax
reduction scheme.
Typical engine technologies to reduce emissions
according to IMO II and US EPA Tier 2 regulations,
while maintaining engine characteristics, have primarily
used concepts like the the Miller cycle, increased
engine displacement and adjustment of the fuel
injection timing at similar boost and Break Mean
Effective Pressure (BMEP) values, resulting in either
no, or only minor, changes with regard to engine
dimensions and peripheries (Figure 3).
While it will still be possible to meet US EPA Tier 3
marine emissions regulations by using internal engine
technologies, a fuel consumption trade-off targeted in
the range of 3-5 per cent should be expected.

D1P3.indd 1 19/04/2011 15:44:01

 Selecting the appropriate engine category with its
related rating range may enable the tug industry to
move major redesign work for EPA certified tugs on
into 2016. Ultimately, a redesign of the tug and/or the
propulsion system will be required based on the area
of operation and the selected exhaust gas emission
reduction technology (Figures 4 and 5).
With upcoming IMO III and EPA Tier 4 regulations,
new exhaust gas emission reduction technologies must
be applied, thus influencing historical operation and
maintenance practices as well as many tug designs
(Figure 6).
Today’s engine technology normally allows
one standard solution to meet the emission and
operation requirements of a global-operating tug. The
implementation of lower emission limits such as IMO III,
EPA Tier 4 and lower fuel sulphur limits, might require
the implementation of a second, low-emission solution
standard, which would allow for better optimisation of
operation and maintenance practices, based on the
selected exhaust gas emission reduction technology
and area-related emission and fuel requirements.
While smoke is not included in IMO requirements, it
must be assumed that neither steady-state or excessive
smoke during acceleration is acceptable in many
harbours of the world.
At this point it is practical to split the world into
regulated areas (IMO III, US EPA, and EU) and lesser
regulated areas (IMO II) (Figure 7).
One option is to continue the installation of current
diesel engine technology in tugs operating solely in non-
Emission Control Areas (ECAs), resulting in no change in
operation and maintenance practices, as well as allowing
wider fuel-quality tolerances. For tugs operating in
ECAs, Europe and the US, further exhaust gas emission
reduction technologies are required based on operation
and maintenance profiles, as well as the available
infrastructure for fuels etc (see below).
Engine Technologies
The most popular engine technologies to reduce
exhaust gas emissions are:
1. Electronically-controlled engines with advanced fuel
injection systems in combination with modified air
systems, which support the reduction of exhaust
gas emissions while maintaining or lowering
fuel consumption and supporting load response
requirements simultaneously.
Millions of electronically-controlled engines, with
advanced fuel injection systems have proved the
reliability of this technology, while also sending clear
signals that precautions are required for ensuring
correct operation and maintenance practices.
Further increases of fuel injection pressures, multi-
2
D1P3.indd 2
shot fuel injection and different fuel quality around the
world will require the review of service, maintenance
and operation practices based on exhaust gas
emission regulations and area of operation.
2. Low emission combustion (eg the Miller cycle
concept) and boost pressure increases are
common technologies to reduce exhaust gas
emissions, often in combination with increasing
engine efficiency.
More aggressive Miller cycles, in combination with
higher super-charged air systems and high pressure fuel
systems, are seen as possible technologies enabling
further emissions reduction while increasing efficiency.
However, it is predicted that these will not be sufficient to
reach IMO III emission limits by themselves.
Added engine components and controls, higher
compression ratios and higher engine stress will most
likely result in the redesign of many engine platforms
and the review of operation and maintenance practices.
Low load operation profiles and load response
requirements will require further consideration, such as
the selection of emission reduction technologies and
others, to ensure safe and reliable operation.
Possible technologies to meet IMO III emission
regulations are:
Selective Catalytic Reduction (SCR)
Discussion topics pertaining to SCR installations include:
• Mature and reliable technology to meet IMO III
emission limits;
• Require extra space, but can replace muffler/silencer;
• The emission certification process can vary based
on emission areas, installation and scope of supply.
These variances require a discussion between the
shipyard and engine/system provider;
• Operational sensitivity regarding exhaust gas
temperature and higher fuel sulphur content
requires exhaust gas temperature optimisation
based on engine internal technology (often in
combination with reduced fuel consumption);
• The use of SCR heating or the selection of engine
platforms, which operate at higher exhaust gas
temperatures at lower engine loads might be feasible.
Exhaust Gas Recirculation
(High pressure EGR)
The EGR technology is considered to have the potential
to meet IMO III emission limits with internal engine
technology only. Research and development is still
ongoing to define whether EGR technology can reach
the level of maturity required for a safe and reliable
tug operation. As a result of adding new components
and technologies as well as an associated control
system, the EGR technology must meet the level of
confidence and expectations required for safe and
reliable operation while at the same time complying
with emission limits. Precautions will be required with
19/04/2011 15:44:01
 regard to the bunkering process, to ensure fuel with
the appropriate fuel sulphur content will be used, as
well as additional maintenance requirements for new
components and technologies (Figure 8).
Gas-fuelled engines
Gas-fuelled engines, whether dual-fuel or spark-ignited,
have become increasingly of interest, based on fuel
price discussions, fuel sulphur content regulations and
the relative ease with which IMO III emission limits can
be met. It would appear that spark-ignited engines in
particular can offer benefits for tugs, operating solely in
ECAs, mainly based on the relative simplicity of a gas
engine set-up and a competitive operation cost structure.
Involvement from the shipyard and the design team
will be required for an optimised Liquid Natural Gas
(LNG) tank and propulsion systems integration to
ensure safe and reliable tug operation (Figure 9).
Technology summary
Despite the fact that the value proposition is often
specified as power density, engine price and lowest
operation cost; safe and reliable operation; load response
characteristics and application-aligned operation and
maintenance practices must be considered as the real
values of a tug engine propulsion application.
The gap between the emission regulations of
today and those of the future, and the associated
technologies required to meet the different emission
standards of 2016, do not support a common tug
(engine) technology standard without a change of
operation and maintenance practices.
Diesel fuel
Technologies driving decisions over the next 10 years
include fuel regulations, operational areas and the
associated emission regulations.
Different fuel sulphur limits across the world, and
the existing availability of suitable fuel, exclude the use
of certain engine and emission reduction technologies
as summarised in the Engine Technologies section
(Figure 10). Another factor to consider is the step
towards high-performance fuel systems, which are often
a mandatory step towards low emission engines.
Today’s marine distillate diesel engines are able to
burn a variety of accepted marine fuels with regard
to sulphur and viscosity (typically up to 1.5 per cent
sulphur at a viscosity of 2cSt) while meeting IMO II and
US EPA T2 emission regulations.
The introduction of Ultra Low Sulphur Fuel (ULSD),
which is often led by off-road fuel regulations, could result
in engines especially designed to burn ULSD with the
target of maintaining power output and engine reliability,
while adding complexity to the engine at the same time. A
typical example will be the introduction of 15ppm sulphur
limits for marine fuels in the US (Figure 11).
3
D1P3.indd 3
Whereas Marpol Annex VI sulphur limits still allow
some standardisation with regard to engine technology,
the use of very high-grade fuel (or ULSD) often requires
modification towards high-pressure fuel systems and
precautionary steps regarding fuel quality, cleanliness
and temperature. The use of ULSD with lower fuel
viscosities and lower calorific heat values will require
changes to fuel system components. It will also
build tolerances and engine control with the target of
maintaining predicted operational reliability and power
output over its lifetime, while lowering emissions at the
same time (Figure 12).
Both the use of high-grade (low or ultra low sulphur
content) fuel and the use of low-grade fuel (higher
sulphur content) can provide benefits to the owner and
operator. Low-grade fuels could provide benefits such
as lower fuel cost, higher calorific heat value and fuel
availability in lesser regulated areas. Higher grade
fuels permit the use of sophisticated fuel systems,
which can support low exhaust gas emission strategies
and extended overhaul intervals based on reduced
combustion deposits.
Challenges based on engine platform, fuel system
technologies and fuel used, might result in higher Total
Base Number (TBN) lube oil costs, shorter engine
overhaul times, and technology-related extended
service and maintenance practice.
The availability and use of lower grade (sulphur content
< 15,000ppm) MDO in lesser-regulated areas and the
implementation of high grade fuel standards (sulphur
content < 15ppm) is already leading to a technology
pre-selection based on the area of operation. From a
customer point of view, the operation area, available
fuel quality and service and maintenance practice often
lead to an engine platform pre-disposition towards high-
or medium-speed diesel engine applications.
High-speed versus medium-speed
Typical decision factors with regard to high- or medium-
speed diesel engines for tug operation have been
power density, installation and gearbox costs, ease of
service and maintenance and ownership and operation
costs. Based on design and operation requirements,
such as instant loading capabilities, engine platform
pre-selection was relatively easy. A typical example
compares the operation profiles of ocean-going tugs
versus harbour tugs in IMO regulated areas (Figure 13).
The implementation of the next phase of lower
exhaust gas emission limits in line with lower fuel
sulphur limits will add another decision level to the
question of whether high- or medium-speed engines are
more suitable.
Medium-speed engines are considered to operate
more efficiently in lesser-regulated areas based on
their optimised capability to burn lower grade fuels,
as well as on their design simplicity, thus enabling
owner and operator to maintain current operation,
19/04/2011 15:44:01
 service and maintenance practice. Adding exhaust gas
emission reduction technology like SCR could result
in operational limitation with regard to fuel quality and
loading capabilities. Additional technology such as
heaters in combination with SCR systems would be
one possible solution to cope with the low exhaust gas
temperatures at low engine loads.
In comparison with medium-speed engines, high-
speed engines can provide additional benefits when
operating in ECAs. They are capable of meeting
lower emission standards such as EPA Tier 3,
mostly with internal engine technology only, and are
optimised to operate on fuel according to current and
future ECA requirements. High-speed engines are
also a good base platform for external exhaust gas
emission reduction technologies such as SCR. Low
exhaust gas emissions in combination with exhaust
gas temperatures of approximately 300 degrees C at
lower loads can provide a good engine platform for an
optimised SCR operation.
D1P3.indd 4
Conclusion
The implementation of further exhaust gas emission
regulations in ECAs as well as Marpol Annex VI sulphur
limits will require reconsideration of tug design and
operation and maintenance practices.
Based on the area of operation and the associated
regulatory requirements, it must be accepted that
only different standards and technology can ensure
the lowest possible ownership and operation
costs, reliability and engine life-time expectations.
The implementation of low emission engines and
technologies such as exhaust gas after-treatment
equipment will require good co-operation between
engine/system suppliers to ensure selection of the best
engine platform and optimised system integration.
Dependence on the system complexity, operator
training and availability of product support are other
important aspects, which must be guaranteed on a
global basis.
19/04/2011 15:44:01
 Figure 1: IMO, NOx-Curve.

Figure 2: US EPA T1.

Figure 3: Sample IMO II engines.

D1P3.indd 5 19/04/2011 15:44:05

 Figure 4: Tier 3 for C1 marine diesel
engines in commercial vessels
(standard power density, <35 Kw/l).

Figure 5: Tier 3 for C2 marine diesel

engines.

Figure 6: Tier 4 for C1 and C2 marine

diesel engines.

D1P3.indd 6 19/04/2011 15:44:10

 Figure 7: Emission control area.

Figure 8: HP EGR.

Figure 9: IMO III, ECA.

D1P3.indd 7 19/04/2011 15:44:14

 Figure 10: Bunkerworld fuel sulphur
survey data, 2009 MGO.

Figure 11: Marine diesel fuel sulphur

standards.

D1P3.indd 8 19/04/2011 15:44:19

 Figure 12: Marpol Annex VI sulphur
limits.

Figure 13: Average loading

comparison.

D1P3.indd 9 19/04/2011 15:44:22

Untitled-1 1 28/04/2011 12:30:29
 Conference paper Day 1
sponsored by Paper No. 4

Antwerp, Belgium
Organised by the ABR Company Ltd

The RAVE tug – Application, Hydrodynamic Characteristics and

Manoeuvrability

Dr Oscar Lisagor (speaker/co-author), Robert Allan Ltd, Canada

Dr Dirk Jürgens (speaker/co-author), Michael Palm (co-author), Voith Turbo Schneider
Propulsion GmbH & Co, Germany

SYNOPSIS
The RAVE tug (Robert Allan Ltd-Voith Escort) is a new concept for a highly manoeuvrable, high-
performance escort tug which has been jointly developed by Robert Allan Ltd and Voith Turbo
Marine. The unique characteristic of the RAVE concept is the longitudinal alignment of two Voith
drives in contrast to the more conventional transverse configuration.
The design offers very precise and improved force generation characteristics, which is necessary
not only for the demands of indirect escort towing, but also very important for working in narrow
confined harbour and channel areas. The tug uses the variable pitch characteristics and the
X/Y-logic of two Voith Schneider propellers for optimum power allocation and precise manoeuvring.
The performance and configured optimisation of the RAVE tug is being actively documented
through an extensive series of model-tests and CFD analysis. It has also been tested in
Voith’s ship-handling simulator. The results presented will compare the calculations and test
measurements.

INTRODUCTION fire-fighting, spill response, salvage, etc. This paper

Scientists, engineers and operators are always looking
for ways to improve, make more convenient, safe and
effective the equipment, tools and processes used in
industry. This also applies significantly to the world of tugs.
The aim of this paper is to highlight a proposed
new type of VSP tug that has the potential to lead to
better, more effective tug operations in certain critical
applications with improved performance and safety.
Numerical methods can already help in an early design
stage to evaluate certain performance expectations,
thus identifying relevant performance parameters and
reducing the variants for model testing significantly.
In this development project, nearly all hydrodynamic
aspects ranging from resistance prediction, propulsion,
steering forces and manoeuvring have been approached
with simulation prior to model testing. Some examples
are given in the final section.
TUG APPLICATION
Primary tug operations include harbour ship assistance,
tanker escort and towing. Secondary functions can be
1
concentrates on the tug types required for escort and
harbour duties, including ship assistance.
Escort operations are considered as an effective
risk-reducing measure for ships approaching or leaving
port. Escorting is the first tug operation when a vessel
approaches harbour and the last as it leaves. Escorting
is performed at a relatively high speed of 8-10 knots and
consists of following the vessel and performing steering
and braking control manoeuvres in emergency conditions.
Inside a harbour, speed is usually limited to 5-6 knots.
Because of low speed, large vessels require assistance in
steering and speed control during transit. These vessels
also require control during mooring/unmooring operations.
DESIGN FACTORS
There are several factors that influence tug configuration:
• The first group consists of environmental and
geographical conditions including weather
patterns and harbour approach conditions such as
open sea or sheltered waters, narrow passages

D1P4.indd 1 19/04/2011 15:47:04

 between islands, bottom profile and geology,
wave characteristics, tides, special effects at river
estuaries, etc;
• The second group combines the factors of harbour
conditions including port-specific arrangements,
conditions at docking facilities such as terminals,
piers, jetties and local specific mooring technology.
Inland waterway (as part of harbour approach)
conditions are also important, including conditions
in local rivers, canals, under bridges and locks;
• The third group includes type, size and frequency of
ships entering and leaving the harbour/port;
• Other important factors also come from local rules,
regulations and assisting methodology.
Escort operations require very specific tug
characteristics. Sufficient escort forces cannot be
generated by thrust alone at high speed. Forces can be
generated mostly by hydrodynamic effect with the help
of special hull form, appendages, specific propulsion
arrangement and deck equipment.
At the same time, harbour operations require a tug
of high manoeuvrability with the capability to work
in confined spaces and apply force by pulling on the
hawser or pushing through the fenders. Typically,
harbour operations demand the ability to move forward,
aft and sideways and apply equal and maximum force in
any direction.
The best performance during ship assist is achieved
with a tug of minimal size, preferably without any
appendages, a rounded hull form and evenly distributed
thrust along the hull and through 360 degrees.
Escort and ship assist operations are very diverse,
and hence require quite different tug-characteristics,
some of which are contradictory. Low-speed assist
operations and high-speed escort operations do not
generally match well with respect to tug hull and
appendage geometry and arrangement.
It is evident that a number of compromises must be
made in order to best satisfy these conflicting demands.
Reasonable compromise in the design depends upon
the factors mentioned above, unless a tug configuration
can be proposed where escort performance and ship
assistance capabilities are both maximised with minimal
effect upon each other.
RAVE CONCEPT
The RAVE concept was introduced to offer improved
characteristics and performance of a Voith Water
Tractor (VWT) for specific applications. The critical
characteristic of this concept are the two VSP units
located axially along the tug hull.
Two VSPs have a small influence on performance
when acting in one direction. Due to the close proximity
of both propellers in a VWT arrangement, interaction
losses occur for thrust in a transverse direction. Model
2
D1P4.indd 2
test results and CFD show that two in-line propellers
have no visible thrust deduction due to interaction in
any direction including longitudinal. The VSP propeller
shows practically no thrust deduction if it works in the
stream of another propeller located more than 3-4
propeller diameters away. Maximum thrust is achieved
by propeller pitch adjustment.
This feature creates the capability for maximum thrust
generation through 360 degrees and creates uniform
thrust distribution along the hull when working sideways.
This propulsion arrangement has distinct benefits
for both ship assistance and escort that includes the
following new capabilities:
• The tug can apply force through the hawser when
under way by side-stepping without orientating
the tug along the direction of force. It is possible
to control the assisted vessel position in confined
spaces or canals with very narrow passage;
• The tug can operate alongside the assisted vessel
in transit using the attachment of one line, and
be capable of applying practically the same force
inboard by fender contact, outboard by hawser
(running through the staple located close to the
mid-ship) or along the direction of movement if
towing or braking is required;
• During docking operations (breasting), the tug
can apply direct pressure in any orientation to the
vessel. If force is applied sideways, pressure to
the attended vessel is minimal and the tug can use
maximum thrust without danger of damage to the
assisted vessel;
• During assistance and when force is applied, the
tug can perform manoeuvres, or change orientation,
without any change to the applied force;
• A tug can be sucked to the hull when working in
proximity to the bow of an assisted vessel, where
pressure distribution changes dramatically in a
short distance along the hull. The tug has the
capability to quickly (in 3-5 seconds) apply side
thrust and side-step from such a dangerous zone,
parallel to the direction of movement.
• Indirect steering is more effective than steering with
drives in a side-by-side configuration. By locating
one drive just behind the skeg, more steering force
can be generated. Model tests of a similar skeg/
drive arrangement show that maximum generated
steering force is at least 50 per cent higher than
that generated by a single skeg of the same area.
As a result, skeg size can be reduced, which is a
significant benefit for ship assist tugs, particularly
with regard to manoeuvrability and side-stepping.
• The RAVE tug is capable of station-keeping in any
orientation to wind, current and wave direction and
also of holding station against the Fi-Fi monitors’
reaction force.
Figure 1 (opposite) shows some possible applications
and how the RAVE tug operates in each situation.
19/04/2011 15:47:04
 Figure 1: RAVE
TUG CONFIGURATION tug applications
and operational
manoeuvre.

TANKER ESCORT

ASSIST IN CONFINED AREAS/CHANNEL OPERATIONS

SHIP HANDLING

D1P4.indd 3 19/04/2011 15:47:05

 HARBOUR TUG

COASTAL TUG

OFFSHORE TUG

Figure 2: RAVE tug: possible design options.

4

D1P4.indd 4 19/04/2011 15:47:09

 There are additional benefits to the RAVE concept
which come not only from the new arrangement, but
also from VSP propulsion on its own.
• During open sea sailing in heavy seas, roll
stabilisation is available without significant investment
and without installation of additional and costly roll
stabilisation devices. The in-line arrangement of
propellers makes this system very effective;
• Less trim impact because of even weight
distribution along the vessel relative to VWT and
improved stability because of the low position of
CG relative to tugs with different propulsors.
Sufficient stability is very important for towing and
escort conditions. Stability is especially critical for
tugs with a significant bollard pull, above 60 tonnes;
• Sea-keeping is improved because of pitch and
heave reduction, which is a result of the damping
effect of the propeller guard. The new configuration
allows uniform distribution of these damping forces
along the hull.
RAVE TUG DESIGN OPTIONS
Escort performance does not depend entirely on installed
power or bollard pull, but is very sensitive to tug hull and
appendage geometry and the entire size and arrangement
of the towing equipment. The ship assist capability, on the
other hand, strictly depends on bollard pull.
Tug dimensions depend upon sailing conditions and
the operational profile – the tug will be of a larger size if
it has to be oriented more on safe and effective escort,
Figure 3: RAVE design for ship
assist and long-range offshore
operations including escort.
D1P4.indd 5
or long-range operations at open sea (offshore). A tug
designed for sheltered water, mostly for ship assist and
with occasional escort (coastal) will be of a moderate
size and the tug designed for ship assist inside port
or canal (harbour) and for shift work only can be of
minimal size. Figure 2 (opposite) shows just a few of
the many possible RAVE tug design variations.
A RAVE tug of compact size with a length of
approximately 24-26m can have a bollard pull (BP) of
40-50 tonnes. A medium-sized RAVE tug with a length
of 28-32m can accommodate a propulsion system
sufficient to generate 60-70 tonnes BP, while a RAVE
tug designed for ship assistance and long-range escort
of large tankers is likely to be 34-38m in length with a
BP of up to 90 tonnes. Figure 3 illustrates a large RAVE
escort tug capable of offshore, open sea operations.
HYDRODYNAMIC INVESTIGATIONS
Extensive tests of the hydrodynamic characteristics of
the RAVE tug have been carried out. The first series
comprised resistance and propulsion tests as well as
bollard pull measurements. The main particulars are
listed in Table 1 and the tug model is shown in Figure 4
(on next page).
Length between perpendiculars Lpp [m] 34.13
Breadth B [m] 14.50
Design draught T [m] 4.00
Displacement D [m³] 1,091
Scale l [-] 16.00
Table 1: Main data of the ship.
19/04/2011 15:47:10
 Figure 4: RAVE tug model (left and right).
Figure 5: Computed wave pattern (left) and model test picture (right) at a speed of 12kn.
Figure 6: Comparison of resistance (top) and dynamic sinkage
(bottomn) between model test and simulation.
6
D1P4.indd 6
The tests have been accompanied by
numerical flow simulations to gain an
even deeper insight into flow structures.
Resistance simulations have been carried
out for 10kn, 12kn and 14kn. Figure 5 shows
the wave pattern in model tests and the
numerical complement. Resistance tests
have been conducted in both VSP-first and
fin-first directions. The resistance in the
fin-first direction exceeds the values for
VSP-first on average by 16 per cent. The tug
shows a favourable wave pattern due to its
well-designed hull lines and especially due to
the bulbous bow.
The quality of the numerical prediction
can be confirmed by comparison with model
tests as those shown in Figure 6. The overall
agreement for resistance and dynamic
sinkage values is satisfying.
For the propulsion tests, a power distribution
of 50/50 per cent was chosen for the front and
the aft VSP. In Figure 7 (on opposite page),
the computational results for a complete
propulsion test can be seen. The free surface
is displayed and the pressure distribution for
the wetted part of the hull. The tests confirmed
the simulation results – that the aft propeller is
affected by the wake of the front propeller to
only a small extent. The higher inflow velocity
for the aft VSP can be compensated either
by adjusting the rev/min or making use of the
variable-pitch characteristic of the VSP. Figure
8 shows the streamlines for free-running
19/04/2011 15:47:11
 Figure 7: Numerical propulsion test at 14 knots (left and right).

Figure 8: Streamlines for free running conditions (left) and bollard pull (right).

Figure 9: Wave pattern at 10 knots and a drift angle of 30 degrees.

Figure 10: Pressure distribution at 30 degrees drift angle (left: suction side; right: pressure side).

conditions and bollard pull. Visualising the homogeneous
inflow condition for the aft VSP in this way underlines
the findings from the model tests of a properly working
aft VSP. A further model series of tests is scheduled for
spring 2011, covering aspects of manoeuvrability and
escort. CFD simulation already indicates the potential of
a high escort performance for the design.
7
Figure 9 shows the wave pattern of an escort scenario
at 10 knots ship speed and a drift angle of 30 degrees.
The corresponding pressure distribution, which
indicates the mechanism of generation of steering
forces, is shown in Figure 10. The low pressure regions
in particular (picture on left) contribute considerably to
the overall transverse force. The results document the

D1P4.indd 7 19/04/2011 15:47:12

 importance of the fin in that condition, providing a large
amount of steering forces in relation to the small area
compared with the lateral area of the hull. In addition,
the adequately-shaped struts of the guard plates act as
lifting surfaces in escort mode, which add to the overall
escort forces.
CONCLUSIONS
The RAVE concept offers improved characteristics and
performance of a VSP-powered tug in comparison to
the conventional Voith Water Tractor in many potential
applications. In particular, the RAVE configuration
minimises the effect of the contradictory characteristics
required for escort towing and ship assistance.
Initial testing of the tug indicates that, with some
refinement, this may well be the best design option
for several particular applications. However, the new
propulsion configuration will change the behaviour
and control of a Voith-propelled tug. Therefore, further
testing and analysis is required to ensure that all
operating characteristics of the performance are clearly
understood before final designs are developed.
Research and development of the concept is still
underway, in particular, studies related to propeller
guard geometry, maximisation of indirect performance
with the skeg-drive system, optimised propeller thrust
control through 360 degrees, and verification of
expected manoeuvrability and directional stability.
D1P4.indd 8
An extensive series of model tests, CFD calculations,
operation simulations and preparation of possible
design options have been performed to date, and prove
that the RAVE concept has very significant potential
to enhance ship-handling safety and reliability in the
forseeable future.
BIBLIOGRAPHY
1. Allan R, The Design of Ship Assist Tugs – Towards More
Cost-Effective Construction, ITS Convention, Southampton,
UK, 1994.
2. Lisagor O, Design of Modern Tugs with Voith Schneider
Propellers, 3rd Hydrodynamic Symposium on Voith Schneider
Propulsion, Constance, Germany, 2010.
3. Hvide J E, Cole J A, Waterhouse J W, The Ship Docking
Module (SDM), ITS Convention, Cape Town, South Africa,
1998.
4. Armour R, Deinstadt S, Novel New Tractor Tug Design,
ITS Convention, Singapore, 1984.
5. Hensen H, Tug Use in Port, The Nautical Institute,
London, UK, 1997.
6. Jürgens D, Palm M, Voith Schneider Propeller -
An efficient propulsion system for DP controlled vessels,
Dynamic Positioning Conference, Houston, 2009.
7. Jürgens D, Fork W, The Fascination of Voith-Schneider-
Propellers, History and Engineering, Hamburg, 2002.
19/04/2011 15:47:12
 Conference paper Day 1
sponsored by Paper No. 5

Antwerp, Belgium
Organised by the ABR Company Ltd

Improved Efficiency in Connecting Tugs to Vessels

Steven Wardenier (speaker/author), Lankhorst Ropes, The Netherlands

SYNOPSIS
The emergence of more powerful tugboats has driven the development of stronger and lighter
synthetic yarns and rope constructions. Using high performance yarns such as polyester and
High Modulus Polyethylene (HMPE), towing ropes with exceptional low weight/high strength
ratios have been produced. These ropes have enabled tugs to meet higher bollard pull strength
requirements, as well as reducing the weight of towing lines. However, while these developments
have improved rope-handling, they have not been enough to reduce rope stiffness caused by splicing.
This paper will review towing ropes and report on progress with a new rope splice technology.
Rope splicing has evolved little in the past 100 years, yet recent splicing developments have shown
that it is possible to reduce the weight of the splice eye while retaining its strength. As a result, a
smaller and lighter weight splice is achieved that provides better rope flexibility, and easier handling
of the towing lines on deck for smaller tugboat crews.

INTRODUCTION
Rope-handling is an important issue for both tugboat
operators and crews with respect to tug operation and
crew safety. The rope industry has responded with the
development of synthetic fibre ropes that are stronger
and easier to handle than traditional natural fibre ropes.
With the trend towards fewer tugboat crew, however,
developments in rope yarns are no longer able to
deliver the improvements in rope-handling needed
to facilitate one crew member on deck taking care of
towing rope operations. A new approach to rope splice
eye construction is needed to reduce the weight and
size of the splice, the heaviest part of the rope, thus
enabling single person rope-handling.

HIGH PERFORMANCE YARNS

The tendency in newly-built tugs is for higher and higher
bollard pull (BP), often at the request of port authorities
and terminal operators. An average BP of 50-60 tonnes
used to be common, but over the past five years this has
increased to more than 90 tonnes in some cases. Taken
together with an applied Safety Factor (SF), this has
resulted in the need for much stronger towing lines. For
example, if the BP increases by 10 tonnes, and the SF
is 2.5, the Minimum Breaking Force (MBF) of the towing
lines must increase by 25 tonnes. Moreover, this higher
BP has to be achieved without an increase in rope size
to meet rope-handling requirements (see Figure 1).
1
Figure 1.
Delivering higher BP has only been possible using
synthetic fibre ropes. Being lighter and stronger, the
synthetic fibre ropes use yarns such as polyester
and HMPE which offer high strength, good abrasion
resistance and tension-fatigue life. The ropes meet BP
strength requirements, yet also reduce the weight of
the towing line. Such is the strength of these synthetic
ropes that they are now replacing steel wire in some
cases, and have the added benefit of lighter weight and
safer handling.

D1P5.indd 1 19/04/2011 15:49:22

 TOWING CONNECTIONS
Connecting towing lines to vessels is time-pressured
and physically demanding. As vessels sail into port they
must maintain a minimum speed, in order to be able to
steer, during which time the tow line is connected – the
busier the port, the quicker the towing line connection
has to be made. Attaching the towing line involves
lifting the rope up to the vessel, where it is fed through
a fairlead and connected to a bollard on deck. The
situation is more complicated for others, such as RoRo
vessels, due to the requirement for the towing rope loop
to be laid into a sunken bitt on the outside of the vessel.
Figure 2: Towing rope pennant.
The towing rope is made up of a forerunner (pennant)
– a short length of rope with an eye spliced at both ends
attached to the main rope. A pennant is primarily designed
to bear the brunt of rope wear as it is fed through the
fairlead and attached to the bollard, and is replaced more
frequently than the main towing line rope (see Figure 2).
The fatigue life of the mooring line/tail combination is
optimised by the appropriate choice of both material
type and elasticity of main line and tail components. For
example, the additional elasticity provided by a polyester
tail reduces the dynamic loads induced in an HMPE
towing line, allowing the ship to respond more freely to
wind, wave and current movements.
The towing line and pennant can be arranged in
various combinations to optimise towing performance:
Main Towing Line Pennant
Polyester Polyester
Polyester HMPE
HMPE Polyester
HMPE HMPE
2
D1P5.indd 2
HMPE yarns offer an excellent performance in a
12-strand construction, whether or not jacketed. Polyester
yarns are available in parallel laid sub-ropes with a non-
loadbearing jacket or as a basic 8-strand rope.
A tug with a BP of 70-90 tonnes, and an SF of 2.5-3,
will require a minimum breaking strength in the towing
lines of 175-270 tonnes. The possible towing rope
designs are as follows:
MBF Diameter Weight
HMPE 12-strand 189 tonnes Ø 48mm 1.26kg/m
Polyester Parallel core 193 tonnes Ø 80mm 4.55kg/m
with jacket
Polyester 8-strand 190 tonnes Ø 88mm 4.97kg/m
(polypropylene/polyester
combination)
Polyester double braid 192 tonnes Ø 100mm 7.65kg/m
In all the above rope configurations, the mainline is
connected to the pennant by means of a spliced eye
using a ‘spectacle splice’ or ‘cow hitch’ (see Figure 3).
The length of the splice required in the HMPE and the
polyester parallel ropes is about 40 times the diameter of
the rope, and for the other ropes, about half this length.
Figure 3: A cow hitch.
ROPE SPLICING
Non-load bearing jackets are widely used to protect
the rope from abrasion damage. When making the
eye splice, the jacket needs to be removed. The rope
is spliced into the rope’s core and the spliced area
covered again by a sleeve, by overbraiding or by
stitching a cover over it. The increase in rope diameter
at the splice creates extra stress in the splice as it goes
through the fairleads (or deck frames), causing the
protective braiding to tear open prematurely. Necessary
on-board repairs to the splice placing seizings creates
extra thickness and even more stress points.
In addition, the splices are usually quite long and
consume most of the relatively short length of pennant
rope. For example, polyester parallel-laid sub-ropes with
a non-load bearing jacket of Ø 80mm require a splice
length of over 3.20m. A splice eye of 1.80m effectively
19/04/2011 15:49:23
 doubles the rope size for the last 5m – ie 10m of rope x
4.55kg/m weighing 46kg. The splice also increases rope
stiffness, making the rope much more difficult to handle
by the deck crew and could, in certain conditions, affect
safety precautions on board.

ROPE-HANDLING CHALLENGE
Overall, the development of stronger and lighter synthetic
yarns and rope constructions has made rope-handling
easier, optimised in-service rope life and increased rope
safety. It has done little to assist ship and tug operators,
however, in tackling the issue of rope-handling for
smaller crew sizes – the eye splice is still heavy, difficult
to physically handle and also a good deal stiffer than the
rest of the rope. The larger the diameter of the mooring Figure 4: Both the new splice (left) and conventional
eye splice.
rope, the greater the handling problem.

Reducing the size and weight of the eye splice has,

until now, remained technically difficult, and early
attempts to make these changes significantly reduced
rope strength. However, by drawing on insights from
deepwater rope yarn-to-yarn abrasion resistance within
the spliced eye, combined with experience of the
inherent mechanical properties of synthetic polyester
yarns in maritime ropes, it has been possible to reduce
the size of the splice and thus rope stiffness (without
jeopardising rope performance and safety rules) to
create a new type of maritime rope splice.

NEW SPLICING CONCEPT

In the past, rope developments have focused mainly
on technical developments in new synthetic yarns, rope
construction and its durability. The splicing of these
ropes has always been done in the conventional way.
Splice methods have been adapted to the specific
characteristics of the materials used, but remained
largely unchanged.
The eye splice (discussed earlier) has proven itself
in thousands of applications throughout the world.
It is strong, sailors rely on it, and it has become the
standard for rope ending. During splice construction,
the rope strands are tugged into the main rope and the
co-efficient of friction determines the length of the splice
needed to achieve the required holding power. Tugging
the strands into the rope body doubles the diameter
of the rope at the splice point. It also makes the rope
stiffer: the degree of stiffness is defined by the material
and splice construction. The new splice concept is
based on making the splice an integral part of the eye,
so instead of splicing backwards into the main rope, the
splice is made in the opposite direction, into the eye
(see Figure 4).
The new splice concept resembles a Flemish eye
used in steel wire rope. The number of strands is parted
in two equal amounts. One part is laid on the left side
and turned to the right to form an eye, the other part is
laid on the right and turned left to form an eye. These
two half eyes meet each other at the top to form the
splice within the eye.
3
Figure 5: The difference in length between the
conventional splice (top) and new splice.
The new splice has several benefits:
1. Avoids the doubling of the rope in the splice area
from the crotch to the main rope;
2. Avoids the stiffness caused by tugging in the
strands during conventional splicing (see Figure 5);
3. Avoids the doubling of weight over the full length of
the conventional splice;
4. The eye is made from two halves of the rope
spliced into each other, eventually leading to a
rope diameter equal to the original size. In the
conventional spliced eye, the eye itself is also
formed out of a single line which means that
in both cases the eye is the same in size and
characteristics;
5. Without the conventional splice, the spooling of the
rope on the drum is neat and the first layer lies flat
and is not an obstacle when building up more layers
on top (see Figure 6 on next page).
In addition, the weight reduction with the new splice is
considerable. In the example given of the polyester line
of Ø 80mm, the same rope measured over the same
distance will weigh only 31kg, a reduction of 33 per
cent and the flexibility of the rope remains in its original
state until the crotch of the eye. For this new splice the
minimum required length of the eye is 1.50m which,
in our experience, is not a limitation for towing lines.

D1P5.indd 3 19/04/2011 15:49:24

 Figure 6: The neater spooling of the new splice (right)
compared with the conventional splice.
ROPE TESTING
The new splice has been extensively tested by means
of actual breaking tests on a test bed.
Testing witnessed by Lloyds Register of a
conventional splice and the new splice with a
Lankhorst Strongline braided mooring rope showed
the conventional spliced rope had a breaking force
of 925kN compared with 1,140kN for the new splice,
demonstrating a 23 per cent increase in breaking force
with the new splice. New rope was used in both tests.
FIELD TRIALS
Trials of the new splice with polyester lines are in
progress in the UK, Holland and Australia. Tugs
are working with these lines on a daily base. Visual
inspection has shown that the lines are performing well
and that the splices and eyes are functioning well. The
ropes will be returned to Lankhorst Ropes after 1,000
jobs for residual strength testing including the eye with
the new splices.
The results will also include visual inspection of the
splice to assess:
– if the splice has moved from its original position;
– the state of the protection over the spliced area;
D1P5.indd 4
Figure 7: The new splice after 440 jobs.
– the presence of abrasion spots;
– the presence of broken yarns;
– the presence of internal melting spots;
– the presence of external melting spots.
Feedback from the tug crews so far is that they are
happy with the flexibility of the new splice/rope and with
the reduced weight. But most of all they like the way in
which the rope runs smoothly through the frames and
the rope requires less maintenance.
After an initial two weeks’ experience of the new
splice, one captain has reported:
“The crew have today (12th January 2011) reported that
the line is wearing well and in particular are happy with
the new splice arrangement. It is holding well in terms of
its bulk and weight and has made the deck crew’s work
more ergonomic and safe – the new splice also assists
the ship’s crew handling our line at their end. The splice
itself seems to be holding well, no evidence of parting or
the old problem of the casing coming away. Overall they
are happy with the splice performance.”
Results of the extended field tests of the new splice
will be presented at the Tugnology 2011 conference
in Antwerp.
19/04/2011 15:49:26
 Conference paper Day 1
sponsored by Paper No. 6

Antwerp, Belgium
Organised by the ABR Company Ltd

making it Real: a 25-year case Study of the development of tug winch and
connection Systems for tankers operating at exposed and offshore oil &
gas terminals

Blaine dempke (speaker/author), peter hammerschlag (co-author), Markey Machinery Co

Inc, USA
Barry griffin (speaker/author), BA Griffin Associates, Inc, USA

SynopSIS
Markey Machinery has worked closely with the Liquefied Natural Gas (LNG) and oil transportation
industries since the 1980s. From the first high-performance hawser winches supplied to Edison
Chouest, to winches developed for offshore service in Brazil, Markey has gained greater application
expertise and understanding of the operational issues confronting terminal and tug operators. This
has facilitated the development of sophisticated winch systems for operation under very adverse
conditions.
The challenge of operating in sea conditions approaching 3-4m wave heights with relatively short
periods, has brought together key players from all areas of LNG and oil marine transportation. This
co-operative effort has resulted in many benefits, such as the results of the recent SAFETUG II
Joint Industry Project.
Within this project, the company task was to develop a generic winch simulation model. We
believe that this model, when combined with other results from SAFETUG I and II, forms a
backbone for future efforts to achieve safety and high performance in dynamic sea conditions.
We expect the accuracy of the theoretical winch model to predict future operation to improve, as a
greater number of SAFETUG II-influenced tugs come on line.
The following case study outlines milestones in the development of Asymmetrical Render/
Recover (ARR®), the technology by which our hawser winches are able to maintain mean line
pulls up to the bollard pull of the tug. The period of this development spans 25 years. The study
will compare modelling, acceptance testing, and operational data from the latest iteration of this
technology, installed aboard four tugs servicing the Costa Azul LNG terminal near Ensenada,
Mexico. Additionally, there is a discussion of the logistics of gathering and analysing the
performance data from winch equipment on offshore tugs. The study concludes with a recent
dramatic example of this winch technology performing under extreme conditions.

hawSeR wInch development Internally, Markey refers to these winches as Class I

The basic function of any hawser winch is to either pull-
in, or pay-out, a tether. Hawser winch tethers vary in size
and material. They are composed of either steel wire
rope or fibre rope of natural or synthetic construction.
The winch has a brake that holds the drum, and any load
attached to the end of the tether. Historically, hawser
winches use band brakes, which are by design an on-off
brake. Any attempt to ‘slip’ these brakes will result in
sudden loosening or binding. The operator manually
controls speed, direction of rotation, and brake set.
1
units. Many of the winches delivered by Markey over the
company’s 104-year history fit this description.
Class I winches work well in steady conditions of
calm waters with light winds and currents. They are not
suited for operation in highly dynamic wave conditions.
A common application for a Class I winch would be
harbour docking service in an interior waterway or
basin. Class I winches pose operational challenges in
dynamic situations, particularly in escort operations

D1P6.indd 1 27/04/2011 11:18:23

 requiring frequent repositioning of the tug relative to the
assisted vessel. They are difficult to operate quickly and
very skilled and agile skippers have, over the course
of many years of experience, developed methods to
manipulate air and hydraulic and electronic controls
simultaneously, in efforts to maintain an active drum
on a Class I winch. However, their ability to focus on
manoeuvring was limited, since considerable attention
was required for winch operation.
Photo: MMCo File.
Figure 1: Early Markey DYSD-51 double-drum hawser
with a 61cm gypsy. The winch had air controls and
hydraulic vane motors. It required 49gpm @ 1,950psi
to operate.
Impact of Synthetic Rope
The introduction of synthetic ropes in the 1980s created
a number of new operational possibilities. Synthetic
lines were lighter, easier to handle and safer than the
wire rope alternatives. There was one unforeseen
operational hazard created by their use, however
– synthetic ropes floated. Without some method of
maintaining line tension reliably, there was a distinct
possibility of fouling the tug’s propellers or cutting the
line during moments of slack.
Developing an answer to this problem ultimately led to
the creation of technology for automatically maintaining
line tension on a hawser winch. The ability of the winch
to automatically render (pay out) and recover (haul in)
line to maintain that tension while preventing slack-line
conditions, resulted in the coining of the term Render/
Recover in reference to this feature.
Introduction of Hydraulic Render/
Recover (HYDRAULIC CLASS ii)
Recognising the opportunities and new problems
presented by synthetic lines, Markey chief engineer
Ron Greene began investigating possible solutions.
The company’s winch designs now included a new
‘freewheel’ option, the primary functions of which enabled
rapid payout of line during tug repositioning manoeuvres,
and provided a method of releasing the wire in
emergencies. Greene was looking for ways to integrate
true Render/Recover functionality into hawser winches.
The definition of features required was as follows:
2
D1P6.indd 2
• Provide full range controllable line pull in either
direction (haul in and pay out);
• Enable ‘instant’ haul in at full line pull and speed;
• Enable controllable relief path for hard rendering at
up to three times flow rate;
• Simultaneously dump flow from the hydraulic pump;
• Enable instant freewheel at high speeds using
features of the motor.
The final design adopted utilised positive displacement
pumps, electronic variable pressure control, and
continuous kidney loop flow through high efficiency
heat exchangers. From an operational point of view, the
system performed extremely well, but that performance
still required the conversion of significant hydraulic
horsepower into wasted heat. Our application experience
has since shown that the hydraulic version works well
for lower HP hawser winch applications, on vessels
operating in calm waters. The use of a slip-brake system
also contributes to additional operational advantages.
Photo: MMCo File.
Figure 2: Markey DYSF-42 hydraulic hawser winch with
fairleader, high-capacity, slip-type brake, two speed
ranges and ARR. A 40hp HPU supplied 62gpm at
2,000psi for operation.
Introduction of Electric Render/
Recover (ELECTRIC CLASS ii)
At the beginning of the 1990s, rising energy costs and
operational efficiency concerns had prompted customers
to request systems based on new technology. Along
with hydraulic noise and heat generation, were greater
customer concerns about hydraulic oil spills. It was
in this environment that Markey first investigated the
implementation of vector duty electric motors coupled
with AC variable frequency drives, (VFDs) to power the
next generation of hawser winches.
In March 2001, Markey delivered the first version of
an electrically-driven hawser winch offering Render/
Recover technology. The winch was for Moran Towing
Corporation’s Diane Moran, a 5,100hp ASD tug
capable of 65-tonne bollard pull. The winch employed
a 50hp variable frequency drive controlling a vector-
duty motor. Built for operation above deck, the winch
featured a motor-mounted encoder. Coupling of the
27/04/2011 11:18:24
 motor to the drum occurred through an inline planetary
gear reducer, multi-disc pneumatic clutch and a multi-
strand roller chain final reduction.
The winch could produce 105kN of ‘at stall’ line pull
for limited periods, and 70kN of continuous line pull at
a line speed of 28m per minute on the fifth drum layer.
The high speed line speed was set at 64m/min, also on
the fifth drum layer. Use of the multi-disc clutch allowed
for winch drum freewheeling, for faster payout.
Photo: MMCo File.
Figure 3: Markey DEPC-48 shown during installation on
MTC Diane Moran.
The Render/Recover feature enabled the winch to
automatically pay out (render) or haul in (recover) line
to maintain a pre-set line tension. The operator was
able to vary the line tension setting as a percentage of
the winches’ electric drive capacity. Two ranges were
available – 0-100 per cent for low speed, high pull
Render/Recover, and 0-30 per cent for higher speed
Render/Recover. This enabled the winch to function
automatically to maintain tension, thus keeping the
line clear of the water during tug repositioning, while
reducing subsequent snap loads that could part the line.
The winch was fitted with an air-actuated band brake
that sustained up to 1,800kN of line-pull. Automatic
setting of the band brake occurred when the electric
drive received a stop command. The band brake was
also adjustable between 0-100 per cent of the full brake
capacity, as well as being manually set.
Introduction of Dynamic Hawser
Winches (Class III)
The next step was to develop a winch that could
meet customer requests for a winch that would
enable operation in waves that caused significant tug
movement, which requires maintaining a line tension
setting regardless of the movement. This cannot
be done with a set brake and thus the previously
discussed ‘light-line’ Render/Recover systems had to
be expanded for higher line tension. This led to the
development of the ARR system, which requires more
horsepower, therefore favouring the electric solution
even more.
3
D1P6.indd 3
Study of the hydrodynamic performance of tugs in
exposed sea states has led our engineers to the critical
recognition that the amount of winch power required to
mitigate wave motion does not have to be equal during
line rendering and recovery. Utilising a mathematical
simulation, the winch dissipating more power in
rendering than during recovery could achieve successful
Render/Recover operation in exposed conditions, thus
minimising the motor horsepower required.
A 250hp unit went into operation in 2002 and two
100hp units in 2006, and all performed well. Designing
both the mechanical and control systems for this
type of dynamic operation under high loads required
a very intense engineering effort, which resulted,
amongst other changes, in the drive and brake being
placed below deck. Four more units recently went into
operation – two 100hp and two 200hp and, responding
to customer requests, we also recently addressed
the challenges of having the winch completely above
deck. Two such units, of 200hp each, will be delivered
this summer. One of the motivations to embark on this
expensive development was because the operators
very clearly expressed how much the automatic line
tension control helped them in operating the tugs. All
these units work in environments where being capable
of working in approximately 1.5-2m waves is adequate.
Shortly after the first tugs were in operation, Markey
was approached by the planned Energia Costa Azul
LNG terminal off the Mexican West Coast where
accommodation of 3m waves in narrow waters was
required. This was a considerable new challenge for the
engineering department and the first situation where the
winch had to be sized to meet a dynamic requirement.
Discussion of this project in the following sections forms
the main part of this case study.
The Use of Modelling in Design
In 2006, at Markey’s behest, Eagle Harbor Engineering
created a mathematical model of the possible operating
conditions that the Energia Costa Azul application
might pose. This model constituted the early beginnings
of Markey’s winch simulation technology. Offshore
Research Ltd at the Ocean Engineering Centre
in Vancouver, Canada, subsequently conducted
modelling tests of winch and vessel operation. The test
parameters focused on a ‘worst case’ scenario:
• Tug bow-tethered to the LNG tanker through a
bow staple;
• Line length 68m;
• LNG tanker beam to seas;
• Tug at right angles to tanker with seas coming
from stern;
• Seas – 3m significant height with 10-second period.
The outcome of these simulation trials provided critical
information. A winch design with an overall 900hp
capacity handled 95 per cent of the waves generated
under these conditions. Operational data later taken
from the Crowley tug Response, equipped with a 250hp
27/04/2011 11:18:24
 ARR winch, also confirmed this conclusion. Further
analysis even indicated that the calculated 900hp
requirement could be reduced to 760hp. This reduction
became possible by taking advantage of the higher
intermittent rating of the motors, and the absorption of
braking energy by the water-cooled brake during ARR
mode payout.
Four tugs, jointly owned and operated by Moran
and its partner, Grupo Boluda Maritime Corporation of
Spain, are based there to provide escort to incoming
LNG carriers. The joint venture, Servicios Maritimos de
Baja California (SMBC), is under long-term contract to
Sempra. The SMBC fleet also services Shell Mexico
Natural Gas, Tangguh LNG, Gazprom LNG, and
Sempra LNG Marketing at this location.

Each of the tugs is equipped with winches that have

double waterfall drums, with 200m of 80mm diameter
(254mm circumference) high-performance synthetic
rope on each drum. They are bow-mounted on the
compact, high powered twin screw Z-drive tugs (32m
long), used to escort and berth LNG tankers in up to
3m swells. A 760hp electric, AC variable frequency
drive with closed loop tension control powers each.
Photo: BA Griffin Assoc/Robert Allan Ltd.

The winch can operate in dynamic seas up to 3m at

full bollard pull. It utilises a two-speed gear drive and
dynamic water-cooled brakes below deck.

Figure 4: Model testing at the Ocean Engineering Centre.

SAFETUG II Joint Industry Project

When MARIN approached Markey in 2008 with regard
to participating in SAFETUG II, it was natural for the
company to agree. Markey had already created a
mathematical simulation to size the winches for the
Energia Costa Azul LNG Terminal berthing application.
Upon agreement, Markey provided the winch simulation
for an electrically-driven winch for the BerthSIM
simulation programme. Markey chose to use the data

Photo: MMCo File.

of the Costa Azul winch for this simulation. Thus, the
electric winch model in BerthSIM is a real winch. The
hydraulic winch data utilised within the programme is at
present based on a virtual winch.
Figure 6: Markey DESDF-48WF Class III ARR winch –
Monitoring Performance – Energia 3D view.
Costa Azul LNG Facility
Sempra Energia’s Costa Azul LNG facility, (ECA LNG)
is located on the unsheltered coastline of the Pacific
Coast near Ensenada, Mexico. Although a breakwater
is present, the common north-westerly swells at this
location freely pass along both sides of it.
Photo: www.fte.energia.org.

Photo: MMCo File.

Figure 7: Markey DESDF-48WF Class III ARR winch

Figure 5: Sempra Energia Costa Azul terminal. factory acceptance test – first unit for SMBC.
4

D1P6.indd 4 27/04/2011 11:18:25

 Figure 8: Dynamic characteristics of the Render/Recover winch.

Selecting Values to Compare
When operating a hawser winch, one condition
operators attempt to avoid, perhaps more than any
other, is snap loading. Snap loading of the line occurs
as a result of the relative motion between the tug
and tanker. By hauling-in and rendering line, Render/
Recover winches keep the line constantly tensioned
and avoid snap loads. The term ‘scope’ refers to the
length of the towing line between tug and tanker and
with a Render/Recover winch this length constantly
changes. Assuming that the line was under stable
tension, and neglecting catenary and stretch of the
line, we concluded that the scope is a measure of the
relative position between fixed points on both tug and
tanker. Mathematical derivatives of the scope provide
values of velocity and acceleration between the two
vessels. Therefore, examination of the measurements
of scope and line tension facilitated the evaluation of the
dynamic characteristics of the Render/Recover winch.
The schematic diagram above illustrates how scope
and tension data calculated by the naval architect can
be compared with measured values, which forms the
basis for the graphs presented in the later section on
operational testing.
Pre-Training for Testing Under
Actual Conditions
Prior to beginning operations, crews were prepared
through an extensive operational training programme.
Capt Greg Brooks of Towing Solutions, a recognised
leader in the field of mariner training, was the instructor.
One key point of the training focus was that the ARR
system implemented in the winch offered an entirely
new concept in tug operation. The training covered the
correct use of the Render/Recover system, including
how best to set the tension and sensitivity adjustments.
It was determined through the course of the training
that best operation was achieved with the line tension
set at a certain value and propulsion adjusted such that
the drum motion is minimal, remaining in equilibrium
between haul-in and pay-out. This matched the
assumptions made in the simulations.

initial Testing
Each winch was subjected
to a thorough systematic test
programme after installation on
the tugs. In brief, this consisted
of bollard pull tests, paying-
out and hauling-in the line with
tension set at 20, 40, 60 and
75 (metric) tonnes. In order to
avoid exceeding the horsepower
rating of the motors, the 20 and
40-tonne tests were conducted
at 1 and 2-knots line speed,
while the 60 and 75-tonne tests
were conducted at 1-knot line
speed only. Each test consisted
of a cycle of approximately 70m
pay-out followed by 70m haul-
in. The 1-knot tests at 20, 40
and 60 tonnes were repeated
six times, and the 75-tonne test
four times. The 2-knot tests at
Photo: buoyweather.com

20 and 40 tonnes were each

repeated four times.

Figure 9: Primary wave

period 22nd August 2010.
5

D1P6.indd 5 27/04/2011 11:18:26

 Operational Testing
As noted, the design of these tugs and winches focused
on berthing LNG tankers in up to 3m swell with the
10-14 second period typical in this part of the Pacific
Ocean. Operational testing to verify such a capability
presents both a technical and logistical challenge,
the latter particularly when dealing with the limited
predictability of weather and all the safety concerns
when berthing a loaded tanker. Although data collected
during operation at or near full capacity is more
desirable, verification of predicted model performance
is possible even during routine outings. The results of
a routine escort of an LNG tanker on 22nd August 2010
between 07.00 and 11.00 Pacific Time provides an
excellent example.
The escort occurred during a period of 1.6m wave
heights, the highest being 2m, with wind gusts of 9-13
knots headed NNW. (See Figure 9 on previous page
and Figures 10 &11 below).

Figure 12 (opposite) displays

a 30-second increment of
real-time data for scope, while
Figure 13 (opposite) displays
the corresponding real-time
line tension. In order to better
analyse and display the data,
we modified the scope for
presentation purposes. The
indicated zero point of Figure
12 is with approximately 46m of
line out. Figure 14 (opposite)
displays the results predicted
by the winch simulation model.
The mathematical winch models
encompassed not only the
inertial characteristics of the
winch, but also the frictional
characteristics of the particular
gears and bearings used in the
physical design. The simulation
even included modelling of the
Photo: buoyweather.com

winch PID control system and

AC/VF drive dynamics.

Winch instrumentation collected

and saved operational data, so
Figure 10: Significant wave height map 22nd August 2010. that it would be available for later
download via a cell network for
evaluation. This was also the
method used for subsequent
troubleshooting. Service
personnel in Seattle were able
to download the system’s alarm
history remotely, which greatly
expedited fine tuning of the
drive settings.

While the winches have

provisions for recording line
tension, scope and speed, we
are still working on recording
those simultaneously with the
tug motions, best achieved with
an IMU (Inertial Measurement
Photo: buoyweather.com

Unit). Testing will begin again

when we are able to travel to the
Costa Azul Terminal with some
confidence that the right kind
of waves and the berthing of a
Figure 11: Wave data 22nd August 2010. tanker will coincide.
6

D1P6.indd 6 27/04/2011 11:18:26

 Figure 12: Scope measured in real-time.

Figure 13: Measured line tension as a

function of time – 35-mT set point.

Figure 14: Calculated line tension as a

function of time – 35-mT set point.

D1P6.indd 7 27/04/2011 11:18:26

 Although not monitored electronically, Markey
engineers were aboard to witness the berthing of the
Tangguh Batur on 27th January 2010, in approximately
2.5m swell, with a 10-14 second period, and light
winds of 4-6 knots. The operation seemed surprisingly
effortless, and the consensus afterwards was that this
tug/winch combination, with four tugs available, was
very likely to be able to berth tankers in swells of well
over 3m. Since then, we have received a report of a
later berthing in swells exceeding 3m high, confirming
that consensus.
Conclusion
We believe that this case study demonstrates the value
of using model testing and simulations to analyse the
operating conditions under which a tug and winch
system must perform, especially in the most demanding
offshore or exposed applications. The costs involved in
this effort are more than justified when weighed against
the cost of a winch that does not allow the tug to achieve
its full performance. Matching winch performance to tug
performance and the demands of a particular terminal
or location is the objective, which is now achievable
using the tools developed over the past few years. To
summarise, today’s approach to high performance winch
design focuses on the following points.
need to deal with harsh environmental conditions, while
maintaining control of the line at all times.
Today’s design methodology now includes
mathematical modelling, to determine the most cost-
effective and efficient solution to a specific terminal’s
performance requirements. This methodology
allows us to predict and match winch performance
to the environmental requirements prior to build and
manufacture. Following the process throughout the
design ensures that the winch will be precisely tailored
to the true requirements of the terminal. We validated
the accuracy of the modelling calculations through
testing and actual operation and demonstrated an
accurate correlation between the two.
As a final comment, we should mention one more
achievement of this tug-winch combination. One
of the four tugs, SMBC Monterrey, together with a
conventional tug, VB Chihuahua, towed a disabled
cruise ship, Carnival Splendor from its position off the
Mexican Coast near Ensenada, to San Diego between
8 th-11th November 2010. We do not know whether it set
a record for the longest soft-line emergency tow, but it
was a completely uneventful, routine operation.

The initial 20+ years of hawser winch design and

Render/Recover development followed a traditional
design path. Naval architects provided winch
performance specifications based on ‘the way it’s
always been done’. Markey agreed or disagreed
with those ratings, based on experience, but market
pressures discouraged objective evaluation of winch
performance. It was primarily due to the application of
Class I and Class II winch designs on vessels operating
in quiet-water locations that facilitated the continued
success of this approach.

Photo: Michael Torres.

Recent demands on tug and winch system
performance came about because the transportation
of high-risk payloads encountered increasingly rough
waters, and it became routine to escort these ships for
long distances during their journey to the terminal. While
Class I and Class II winches continue to operate in areas Figure 15: Carnival Splendor arriving in San Diego
that are not exposed, Class III ARR winches address the with SMBC Monterrey in the lead.

D1P6.indd 8 27/04/2011 11:18:27

 Conference papers Day 1
sponsored by Paper No. 7

Antwerp, Belgium
Organised by the ABR Company Ltd

Setting the Standards for a New Generation of Tugs Operating in Ice and
Cold Climates

Etienne Thiberge (speaker), Gijsbert de Jong (author), Bureau Veritas, France

SYNOPSIS
With the offshore oil & gas industry moving further into the ice-infested waters of the Arctic and
other regions with ice and cold climate, a new generation of winterised tugs is required to meet
the challenges of operating in such conditions. The key to a successful ice-going tug design is
in the proper understanding of the operational profile of the vessel. The operating location, time
window and the requested duties determine the degree of ice reinforcement and winterisation and,
consequently, the applicable class notations. Particular attention is to be paid to the design of tugs
which are also engaged in ice-breaking and ice management duties.
This paper provides an overview of the conditions to be expected in key navigation areas and
guidance towards the selection of the applicable rules and regulations. The key principles of the
Ice Class, Polar Class and Icebreaker rules will be introduced, as well as the comparison between
the different sets of class rules and national regulations. Relevant links to the harmonised safety
standards for tugs, which are jointly developed by Bureau Veritas, Lloyd’s Register of Shipping and
the American Bureau of Shipping (the first draft was presented at ITS 2010) are provided.
Analysis of the applicability of the existing Ice Class rules to tugs shows that there are some
specific technical issues, which are addressed by introducing an advanced strength assessment
methodology, based on direct analysis of ice-hull interaction. This approach, which has been
incorporated into Bureau Veritas’ recently upgraded simulation software IceSTAR, offers a valuable
insight into the behaviour and performance of tugs operating in ice. A practical example, which
considers a new series of shallow draught ice-breaking tug/supply vessels for operating in the North
Caspian Sea, demonstrates this point.

INTRODUCTION and unberthing operations, while offshore tugs and

Over the past years the marine industry has shown an
increasing interest in ship operations in ice and cold
climate, which is fuelled by two key developments.
First, global warming potentially offers shorter routes
for international trade via the Northern Sea Route and
North-West Passage. Ships having the ability to operate
in severe ice conditions and very low temperatures may
increasingly make use of this opportunity.
The second point is the increasing development of
offshore oil and gas activities in the Arctic and sub-
Arctic areas (eg Northern Russia and Canada, Okhotsk
Sea), as well as in areas which experience ice during
the winter season (eg North Caspian Sea). Tugs of all
sorts play a key role in supporting these developments.
Harbour tugs and offshore terminal tugs are required to
assist tankers, gas carriers and cargo ships in berthing
1
anchor-handling vessels will be deployed for towage
and installation of the floating offshore units. In addition,
escort and salvage tugs equipped with fire-fighting
systems, rescue facilities and oil recovery equipment
are vital in protecting merchant ships as well the
sensitive natural environment in these areas.
As a consequence of the operations in ice and cold
climate, the tugs will need to be adapted for these
circumstances. An example of a tug-supply vessel
specifically designed for operations in ice and cold
climate is shown in Figure 1 (on next page).
Structural reinforcement against the pressure exerted
by the ice on the hull, appendices and propulsion/
steering units is required, as well as sufficient propulsion
power to efficiently move through the ice. In addition,

D1P7.indd 1 27/04/2011 14:40:31


Figure 1: Wagenborg’s Arcticaborg was built by
Kvaerner Masa yards in 1998 to a design by Aker Arctic
in accordance with Bureau Veritas rules.
a degree of winterisation is needed to protect the
crew and ensure that the ship’s equipment remains
operational in extremely cold conditions. Last but not
least, design measures are to taken to protect the
sensitive environment against accidental pollution.
A number of safety issues related to the introduction of
new ship types (double-acting ships, tugs and offshore
support vessels, etc), larger ships (in particular tankers)
and increased shipping activity – giving rise to increased
risk of accidents and incidents – need to be addressed.
In this context three basic questions require an answer:
1. Has the correct Ice Class (class rules and national Ice Class: first-year ice (Baltic Sea)
regulations) been selected?
2. Are the existing rules and regulations valid for new
ship types (with different size or shape than the
current ice-going fleet)?
3. How can we protect people, ships, cargoes and the
natural environment?
The scope of this paper is to deal with these
questions and provide support to the industry in finding
satisfactory answers for their individual cases. In this
context the role of a classification society is to develop
rules for assessment of key safety and environmental
protection parameters for ships operating in ice and
cold climate (hull structure, propulsion, stability, crew
safety, prevention of pollution, etc), for which the
associated requirements are refined in accordance with
the prevailing ice and weather conditions as well as the
applicable regulations of flag states and responsible
authorities.
Within the scope of the Bureau Veritas Rules for the
Classification of Steel Ships the following families of
class notations are available1:
• Ice Class for ships operating in first-year ice only;
• Polar Class for ships operating in multi-year ice;
• Icebreaker for ships specially engaged in ice-
breaking and ice management activities (first-year
and multi-year ice);
• Cold for winterisation of ships.
2
D1P7.indd 2
Optional additional class notations are available
to recognise specific features implemented by the
shipowner, such as an enhanced level of comfort for
people on board (noise, vibrations, protection against
effects of cold weather) and an enhanced level of
environmental protection, in particular in sensitive marine
areas, (refer to Bureau Veritas additional class notation
families COMF-NOISE, COMF-VIB and Cleanship)1.
Bureau Veritas has a long experience record with the
classification of ice-going ships, which started with the
classification of the world’s first ocean going icebreaker
Ermack in 1898. Presently the class society has more
than 1,100 Ice Class ships in its register.
The paper continues to describe the details of the
available class notations and the associated technical
requirements, including their limits of application. The
following section deals with Ice Class selection by
providing guidelines and an assessment of the level
of equivalency between the different Ice Classes.
Based on an analysis of the technical specifications
of specialised ships (such as tugs) the next section
introduces a methodology for the direct (first principles)
analysis of ice loads and structural response. An
example of the application of the method to a shallow
draught ice-breaking tug, making use of the Bureau
Veritas IceSTAR simulation software is provided.
ICE CLASS NOTATIONS AND
REQUIREMENTS
The Ice Class notations for first-year ice are based on
the Finnish-Swedish Ice Class Rules (FSICR), 2008,
(applicable to ships for which the building contract has
been signed on 1st January 2010 or thereafter) 2.
First-year ice is defined as sea ice of not more than
one winter’s growth, with a typical thickness between
30cm and 2m. Thin first-year ice (white ice) has a
thickness of 30-70cm, medium first-year ice of 70-120cm
and thick first-year ice of over 120cm 3. These conditions
are typically found in the Baltic Sea (for which the FSICR
have been developed), as well as in other areas, such as
the St Lawrence River and Seaway.
The basic design requirement of the FSICR is a
minimum speed of 5 knots in a brash ice channel.
Technical requirements include the minimum propulsion
power, which is calculated on the basis of the estimated
hull resistance in ice. The ice resistance is a function of
the characteristic hull data (including main dimensions,
waterline entry angle, rake and hull form related
parameters) as well as the ice thickness (selected Ice
Class notation).
Hull structural reinforcements are based on the design
ice pressure, which is dependent on the displacement,
propulsion power, selected Ice Class notation (ice
thickness) and stiffening arrangement (sideshell),
and also varies between the forward, midship and aft
regions. The highest pressures are obtained in the
27/04/2011 14:40:31

Ice belt, midship region
See 4.1
See 4.3.1
Ice belt, Border of part of side
aft region where waterlines are
parallel to the centreline
Figure 2: Ice belt & ice region definition (FSICR)2.
forward region under the assumption that the ship sails
bow first in the ice channel (see Figure 2).
Key requirements consider the shell plating thickness,
including an addition for abrasion and corrosion (or,
alternatively, application of a special surface coating),
the scantlings (section modulus, and shear area), wend
connections (welding) of ice frames (longitudinal and
transverse framing) and primary structural members
(web frames and ice stringers). In addition, some
specific strength requirements are included for the bow
(stem and towing arrangement), stern, bilge keels,
rudder and steering arrangements.
The requirements for the propulsion machinery
were significantly amended in 2008. The first step is
the calculation of design loads due to propeller-ice
interaction in combination with hydrodynamic loads
(load cases considering forward and backward acting
forces, spindle torque on the propeller blades, thrust
on the propeller, ice induced torque, ultimate blade
load resulting from blade loss through plastic bending
and the maximum response torque and thrust along
propeller shaft line). The propulsion machinery design
criteria are for operation in ice channels by considering
the loads exerted on the propeller blades by ice blocks
entering the propeller disc.
In addition, for Ice Class 1A Super, operation in level
ice is included (by considering ramming). Both open
and ducted propellers are taken into consideration. The
requirements cover the selection of materials exposed
to sea water and sea water temperatures. The strength
requirements are based on the pyramid strength
principle. That is, loss of a propeller blade shall not
cause any significant damage to other propeller shaft
line components.
The idea behind this principle is that it is easier
to replace a propeller blade (in case of damage)
than a more critical and harder to replace shaft
line component. Based on the calculated loads the
propeller blade stresses and resistance against
fatigue are checked making use of the Finite Element
Method (FEM) for structural analysis. The verification
of the propeller bossing and Controllable Pitch (CP)
mechanism, propulsion shaft line and azimuthing main
propulsors (eg pods) is included in the requirements,
while vibrations are checked using a simplified
D1P7.indd 3
0.2L method. A special procedure is
available for the examination of
2m
See 4.1
alternative design procedures.
Upper forward
ice belt Additional machinery
LWL requirements are included for
Ice belt, the starting arrangements,
forward region
BWL sea inlets and cooling water
Fore foot systems to ensure safe and
efficient operations in ice.
5 frame spacings
Bureau Veritas Rules include
four major Ice Class levels plus
one additional level1:
• Ice Class 1A Super for independent navigation in
difficult ice conditions. The maximum ice thickness
is 1m with a 0.10m consolidated upper layer. The
maximum ice pressure height (effective contact
height between ice and hull) is 0.35m;
• Ice Class 1A for navigation in difficult ice
conditions, with icebreaker assistance when
necessary. The maximum ice thickness is 0.8m,
while the maximum ice pressure height is 0.30m;
• Ice Class 1B for navigation in moderate ice
conditions, with icebreaker assistance when
necessary. The maximum ice thickness 0.6m, while
the maximum ice pressure height is 0.25m;
• Ice Class 1C for navigation in light ice conditions
with icebreaker assistance when necessary. The
maximum ice thickness is 0.4m, while the maximum
ice pressure height is 0.22m;
• Ice Class 1D (not covered by the FSICR) for
navigation in very light ice conditions. The
requirements for the fore region, rudder and
steering arrangements are the same as for Ice
Class 1C.
A key point to note is that Ice Class vessels are not
considered to be icebreakers (see the Icebreaker section).
Three technical issues regarding the application of
the FSICR need to be highlighted in the context of this
paper. The first is related to the propulsion power. The
ship resistance formulae have been validated with ice
model tests. The range of parameters included in the
resistance calculation for which the validity of the ice
resistance has been verified is listed in Table 1 (from
Annex 1 to the FSICR2).
Parameter Min Max
D (waterline angle at B/4), in degrees 15 55
M1 (rake of stem at CL), in degrees 25 90
M2 (rake of bow at B/4), in degrees 10 90
L (length between perpendiculars), in m 65.0 250.0
B (maximum breadth), in m 11.0 40.0
T (ice class draught), in m 4.0 15.0
LBOW/L (ratio of length of bow to L) 0.15 0.40
LPAR/L (ratio of length of parallel
0.25 0.75
midship to L)
Dp/T (ratio of propeller diameter to T) 0.45 0.75
Awf/(L*B) (ratio of waterline area of bow
0.09 0.27
to L*B)
Table 1: Range of parameters used for validation of the
powering requirement of the FSICR.
3
27/04/2011 14:40:32

ship
crushing contact
ice
crushing contact
ice
ship
force limiting
flexural failure
crack
Figure 3: Glancing impact (ice floe) 7.
top view
frame
oblique view
ice load
patch
front view side view
Figure 4: Load patch definition 7.
Analysis of the minimum and maximum values listed
in Table 1 with typical values for tugs leads to the
conclusion that the validity of the powering requirements
of the FSICR is mainly focussing on larger ships
(L > 65m) with a parallel midbody of at least 25 per cent
of the length. The vast majority of typical tug designs
have one or more parameters outside the validity range.
Hence it is difficult to assess the validity of the powering
requirement for tugs. Having said that, for high bollard
pull tugs there is probably not much of an issue, as the
bollard pull will dictate the installed power rather than
the required engine power for Ice Class.
The second issue is related to ice strengthening. The
requirements for the arrangement of the ice frames are
difficult to apply to the flat aftbody structures typically
found on tugs, as it is difficult to determine (within the
context of the FSICR) whether this region is to be
4
D1P7.indd 4
considered as longitudinally or transversely stiffened.
In addition, the adequacy of the ice pressure is hard to
judge, in particular for the case of azimuth stern driven
tugs (the pods are located in the same area). Finally, the
FSICR do not consider stern first operations. Practical
experience has shown that operations are often easier
while working astern in the ice by using the propellers to
‘mill’ the ice into small pieces. This is particularly useful
for tugs engaged in ice management operations (eg
clearing ice and rubble at a terminal).
Polar Class: multi-year ice (Arctic)
The Polar Class Rules have been developed by the
International Association of Classification Societies
(IACS) on the basis of commonly shared experience and
technical expertise (IACS UR I1, I2 & I3, 2007)4,5,6. The
Rules specifically consider navigation in ice-infested
polar waters such as the Arctic region (eg the Russian
Arctic and the Canadian Arctic), which includes
consideration of multi-year ice down to first-year ice
with old ice inclusions. In this context, multi-year ice
is defined as old ice with a typical thickness of 3m or
more, which has survived at least two summers’ melts2.
Technical requirements include
material selection. A higher steel
grade, with increased ductility, is to be
selected for materials exposed to low
temperatures due to the risk of brittle
fracture. Structural reinforcements are
required on the basis of the average ice
pressure on a pre-defined load patch.
The design ice load (bow area) is based
on the concept of glancing impact,
which is basically a collision between
the ship and the ice edge (channel or
floe) as shown in Figure 3. Figure 4
depicts the definition of the load patch,
which is the (nominal) contact area
between the ship and the ice. The
average ice pressure can be defined
as the collision force divided by the
load patch area.
The basic idea is that the maximum ice load is equal
to the failure strength of the ice (assuming a rigid ship
hull). To this end both crushing and flexural failure of
ice are taken into consideration. Crushing failure means
failure under in-plane compression of the ice, while
flexural failure relates to bending of the ice caused by
a contact force acting perpendicular (downward) to the
ice plane. Whether the ice will fail in crushing or flexural
mode will largely depend on the shape of the hull at the
contact location. If the ship’s side is vertical the ice can
only be broken in crushing mode. If the side is inclined
and there is enough available mass the ice will fail in
flexural mode. As the contact force in flexural mode is
generally lower than in crushing mode, ice-breaking
vessels normally have a special hull form in order to
cause flexural failure.
Following this approach, a detailed pressure distribution
over the hull can be derived. Several zones are identified,
27/04/2011 14:40:32
 as shown in Figure 5. The reference pressure is calculated The technical requirements for the main propulsion
for the bow area and consequently distributed over the and machinery are similar to those of the FSICR, but
entire hull by means of hull area factors. The longitudinal less detailed for fatigue. The loads due to propeller-ice
strength is also checked by the vertical ice-induced interaction depend on the selected Polar Class notation
force and bending moment. The scantling requirements and the running conditions. For each of the defined load
for shell plating and stiffeners are based on plastic cases, for both open propellers and ducted propellers,
theory. This is a marked difference with the FSICR, the blade stress analysis is to be done by FEM.
which are based on classic elastic theory. In addition, Figure 6 shows the load cases for ducted propellers,
requirements are included for the stem and stern which is the typical case for tugs (except ice-breaking
arrangements, as well as hull outfittings (rudder and tugs used for milling). In order to determine the loads
towing arrangements). and stresses, the total ice torque on the propulsion line
due to blade ice impacts (milling),
the maximum thrust applied to the
WL Angle = 10 degrees at UIWL
0.04L aft of WL Angle = 0 degree at UIWL
propulsion line and the propeller blade
failure load have to be calculated. The
propulsion line has to be designed
UIWL
such as to ensure sufficient fatigue
LIWL 2.0m strength under the calculated dynamic
excitations and loads.
1.5m
WL Angle = 0 degree
0.7b => 0.15L With the FSICR, the pyramidal
WL Angle = 10 degrees
AE strength principle is applied. The
b = distance from the AP to maximum propeller blade strength has to be
half breadth at UIWL
checked for the calculated stresses
and material characteristics. Special
attention is required for azimuth
main propulsors, in particular in
relation to ice block impacts on the
propeller hub of a pulling propeller
and the loads on thrusters operating
at an oblique angle to the flow. In
UIWL addition, requirements are given
Mi
LIWL for the capability of prime movers
(starting and running and emergency
Ml Mb power) and the required capabilities
Midbody
for acceleration loads due to ship-
Figure 5: Hull area definition for Polar Class ships 8. ice contacts (fastening). Material
requirements (exposure to sea water
Load Right handed propeller blade
case No
Force Loaded area
seen from back or low sea or air temperature) are
included for machinery items as well.
Uniform pressure applied 0.2 Finally, winterisation requirements
c apply to auxiliary systems, sea
on the back of the blade
(suction side) to an area inlets and cooling water systems,
1 Fb from 0.6R to the tip and
from the leading edge to 0.6 ballast tanks and ventilation design.
R
0.2 times the chord length. Alternative designs may be taking
into consideration on the basis of a
comprehensive design study.

Uniform pressure applied

3 Ff
60% of Ff or Fb
which one is
3 greater
Figure 6: Load cases for ducted propeller 8.
on the blade face
(pressure side) to an area
from 0.6R to the tip and
from the leading edge to
0.5 times the chord length.
Uniform pressure applied
on propeller face (pressure
side) to an area from 0.6R
to the tip and from the
leading edge to 0.2 times
the chord length.
0.5 Bureau Veritas Rules include seven
c
Polar Class levels1,8 :
• Polar Class 1 for year-round
0.6
R operations in all polar waters;
• Polar Class 2 for year-round
operations in moderate multi-year ice
conditions;
c
0.2
• Polar Class 3 for year-round
operations in second-year ice which
R may include multi-year ice inclusions;
0.6
• Polar Class 4 for year-round
operations in thick first-year ice which
may include old ice inclusions;
5

D1P7.indd 5 27/04/2011 14:40:33

 • Polar Class 5 for year-round operations in medium
first-year ice which may include old ice inclusions;
• Polar Class 6 for summer and autumn operations
in medium first-year ice which may include old ice
inclusions;
• Polar Class 7 for summer and autumn operations in
thin first-year ice which may include old ice inclusions.
Even if Polar Class vessels are intended for
operations in multi-year ice conditions, they are not
considered to be icebreakers (see FSICR).
Some technical issues also need to be addressed for
the Polar Class Rules. The first point is that these Rules
do not contain any capability requirements, in particular
in relation to the propulsion power and advance speed
in ice. This is a drawback for designers and shipowners,
who receive no guidance from the rules here. Secondly,
all Polar Class notations assume the presence of old
ice inclusions, which makes application less suitable for
areas with only first-year ice.
In more general terms, the Polar Class Rules are not
specific with regard to the actual ice conditions. This
makes it difficult to determine the safe operating limits
for a certain route during a certain period of the year
(eg advance speed as a function of the ice thickness).
In addition, there is no distinction between independent
and icebreaker assisted navigation in ice.
As for the FSICR, stern-first operation in ice is not
covered, which is particularly an issue for ice-breaking
tug-supply vessels. Re-assessment of the ice loads
is required, both in relation to the hull as well as the
propulsors (ice pods).
The validation calculations mainly focus on large
(cargo) ships with a displacement of more than 5,000
tonnes, which is far in excess of the size of most
tugs. Having said that, it needs to be recognised that
the Polar Class Rules have a stronger theoretical
background than the FSICR (more rational approach),
which makes the validity of their application less
sensitive compared to the FSICR. However, in
combination with the difference in structural assessment
philosophy (plastic theory for Polar Class Rules versus
elastic theory for the FSICR), the equivalency between
the Polar Class and Ice Class notations will necessarily
be only appreciative.
In order to resolve the issue regarding the ambiguity
in terms of actual ice conditions, Bureau Veritas has
developed a capability guidance table, which is shown in
Figure A1 of the Appendix. Both icebreaker assisted and
independent operation have been taken into account.
Icebreaker: first-year ice and multi-year ice
In 2010, Bureau Veritas introduced the new additional
class notation Icebreaker, which was developed on
the basis of the Polar Class Rules8. An icebreaker is
defined as a ship having an operational profile that
includes escort and/or ice management functions, with
6
D1P7.indd 6
powering and dimensions that allow it to undertake
aggressive operations in ice covered waters.
In this context, icebreakers are considered to operate
fully independently in ice-covered waters and to be
engaged in the following typical activities:
• Creating navigable ice channels;
• Assisting ships navigating through ice fields
(eg oil barges);
• Clearing ice rubble (eg ice management at offshore
gas terminal).
To accommodate the effects of ice-breaking
operations, the following main technical requirements of
the associated Polar Class Rules have been modified:
• Definition of hull area extents;
• Bow shape (improved ice bending capability);
• Hull area factors (modified ice pressure distribution);
• Longitudinal strength criteria (accounting
for ramming).
Additional technical requirements have been
introduced for the minimum propulsion power and a
minimum inclination angle of vertical sides (to ensure
self-freeing capability).
Bureau Veritas Rules include seven Icebreaker levels8:
• Icebreaker 1 for unrestricted summer and autumn
operations in all polar waters, plus winter and spring
operations in multi-year ice with a maximum ice
thickness of 3m;
• Icebreaker 2 for summer and autumn operations in
multi-year ice with a maximum ice thickness of 3m,
plus winter and spring operations in second-year
ice with a maximum ice thickness of 2.5m;
• Icebreaker 3 for summer and autumn operations
in second-year ice with a maximum ice thickness
of 2.5m, plus winter and spring operations in thick
first-year ice with a maximum ice thickness of 1.8m;
• Icebreaker 4 for summer and autumn operations in
thick first-year ice with a maximum ice thickness of
1.8m, plus winter and spring operations in medium
first-year ice with a maximum ice thickness of 1.2m;
• Icebreaker 5 for summer and autumn operations in
medium first-year ice with a maximum ice thickness
of 1.2m, plus winter and spring operations in medium
first-year ice with a maximum ice thickness of 1.0m;
• Icebreaker 6 for summer and autumn operations in
medium first-year ice with a maximum ice thickness
of 1.0m, plus winter and spring operations in
medium first-year ice with a maximum ice thickness
of 0.8m;
• Icebreaker 7 for summer and autumn operations in
medium first-year ice with a maximum ice thickness
of 0.8m, plus winter and spring operations in thin
first-year ice with a maximum ice thickness of 0.6m.
In addition, capability guidance is provided as shown
in Figure A2 of the Appendix.
27/04/2011 14:40:33
 Developments
Currently a number of developments are taking place
to further improve the Polar Class and Icebreaker
notations. The first key point is stern-first operation in
ice, including astern ice-breaking and ice management.
The second item concerns the ice pods, in particular
in relation to stern working in the ice. Both items are of
great importance to ice-breaking tug/supply vessels.
To this end, the ice load distribution on the stern
needs to be re-defined for the governing load cases,
with particular focus on the ice pressure, load patch
dimensions and the associated hull area factors. For
the ice pods, a list of relevant load scenarios has been
developed in co-operation with Aker Arctic, which
considers both ahead and astern operations in ice, as
well as longitudinal and transverse load cases. Two
examples are presented in Figure 7.
Ice blocks
hitting propeller
blade, thick
old channel or
ridged ice
Propeller milling
ice floe, ridged
or rafted ice
Figure 7: Load scenarios for ice pods.
One of the key items to consider is the probability of
occurrence of each load scenario. Low probability
scenarios are related to extreme single events, which
govern the strength of propeller blades, hull structure
and supporting brackets. High probability scenarios are
related to cyclic loading (dynamic impact and milling
loads) and are associated with fatigue considerations.
Azimuth thrusters are also in focus for the Ice Class
notations. The Finnish Transport Safety Agency (TraFi,
the former FMA) has initiated a joint industry project on
azimuthing thrusters in ice. The goal is to improve the
requirements of the FSICR. Existing load models will be
analysed and new models are under development, in
particular with regard to ice loads exerted on thrusters
due to ice impact and ridge penetration.
Validation of the models will be done using the results
of full scale measurements. Bureau Veritas, along with
other major classification societies (ABS, Class NK,
DNV, GL, LR, RINA, RMRS), institutes (VTT, Aker
7
D1P7.indd 7
Arctic) and pod manufacturers (ABB, Rolls-Royce,
Wärtsilä), is participating in this project, which is
expected to yield results in the autumn of this year.
In addition, it is to be noted that the Finnish-Swedish Ice
Class Rules (FSICR), 2010, have been published, which
are applicable to ships contracted for construction on
1st January 2012 or thereafter9. The main amendments
are related to the hull structural requirements. Rather than
change the required strength level, their aim is to clarify
the provisions and improve their applicability.
COLD: winterisation
Bureau Veritas Rules also include the additional class
notation Cold (H tDH, E tDE), where tDH denotes the
design temperature to be considered for the hull (H)
and tDE the design temperature to be considered for
the equipment (E) as specified by the designer (in
degrees celsius)1. The class notation implies specific
consideration is given to low ambient temperatures,
frozen spray (icing of ships) and reduced effectiveness
of components.
The functions concerned include:
• Decks and superstructures;
• Stability (under ice accretion);
• Propulsion;
• Other essential services which are to remain in
operation at the defined temperature conditions
and/or which are related to the prevention of ice
formation which could be detrimental to the safety
of the ship or of the passengers and crew;
• Electricity production;
• Navigation;
• Crew protection and elimination of ice where
necessary for safe access.
For tugs and offshore support vessels particular
attention is to be paid to towing and anchor-handling
equipment, cranes, dynamic positioning equipment,
cargo decks and accommodation spaces.
The key technical requirements related to the class
notation include the selection of steel grades of exposed
structures and materials selection for machinery and
equipment, considering low air temperatures. The
ship’s stability needs to be considered for loading
conditions with ice accretion on both horizontal and
vertical surfaces. This is particularly important for tugs
and anchor-handling vessels, as careful attention is to
be paid to the towing and anchor-handling conditions.
If significant ice accretion is present, the centre of
gravity of the ship may increase substantially, effectively
reducing the ship’s stability particulars.
With reference to the proposed harmonised towing
stability criteria for tugs, as published by Bureau
Veritas, Lloyd’s Register of Shipping and the American
Bureau of Shipping during ITS 2010, the designer of
an ice-going tug needs to consider the effects of ice
27/04/2011 14:40:33
 accretion simultaneously with the assessment of the
towline force for checking the tug’s resistance against
girding10. Similar reasoning applies to anchor-handling
vessels, for which stability provisions have been
published by the Norwegian Maritime Directorate in 2007
and 200811,12, which have been incorporated in Bureau
Veritas’ Guidelines Stability during Anchor-Handling,
201013. Another key point is to ensure that the towing
equipment, including the emergency quick-release of
winches, is properly functioning in cold conditions.
Other requirements include temperature control for
the functioning of essential equipment, such as the
main engine(s), the auxiliary engines and generators,
the emergency generator, the emergency fire pump
and the auxiliary systems (eg fuel oil transfer system,
lubrication oil and hydraulic oil), as well as the starting
arrangement in dead ship condition.
With regard to de-icing, requirements apply regarding
sea inlet(s), overboard discharge and ballast tanks
(eg heating, circulation, bubbles and/or steam). In
addition, attention is paid to ice build-up prevention of
piping, vents and the fire main. The power consumption
of the de-icing equipment is to be included in the
electrical load balance. Finally, special equipment
(eg de-icing tools) are to be provided for de-icing
(eg of deck areas), protection of deck machinery,
navigation, communication and evacuation equipment,
personal protection and temperature control in the
accommodation spaces (HVAC, insulation).
Ice Class Selection
Having introduced the available class notations for
tugs operating in ice and cold climate, little guidance
has yet been given with regard to the selection of an
appropriate Ice Class. This is primarily the responsibility
of the ship owner and usually based on experience with
existing ships in known environments. When we move
into new territories, in particular for ship owners without
long-term experience with operating in ice conditions,
guidance may be necessary to enable the ship owner
to make a rational choice. This sub-section deals with
such guidance.
In principle, three questions need to be asked for
selecting an Ice Class notation for a tug operating in
ice and cold climate:
1. Where to operate?
2. When to operate?
3. How to operate?
The question, ‘where to operate’ relates to the actual
area – port, terminal or geographical area (eg specific
sea or coastal area). The question, ‘when to operate’
is related to the time of the year during which the tug is
supposed to operate in the designated area (season);
see also Figures A1 and A2 in the Appendix. The
answers to the first two questions determine the ice
conditions, in terms of ice type and ice thickness, to be
expected, as well as the air temperature. The question,
8
D1P7.indd 8
‘how to operate’ is related to the anticipated duties
of the tug and the required level of autonomy. For
example, it needs to be clear if the tug is to be involved
in ice-breaking and ice management duties in addition
to normal towing operations.
Another matter is whether the tug needs to operate
independently or if there are icebreakers in the area to
assist the tug in case of heavy ice conditions. Therefore,
the answer to the third question relates to the specific
design conditions regarding the level of autonomy, the
anticipated ice-breaking and ice management activities,
equipment protection (eg towing winch) and deck cargo
(eg for tugs involved in supply operations).
In a different context, the autonomy issue is also
important in relation to the harmonised safety standards
for tugs, for which the proposed service notations tug
and escort tug may be completed by the additional
service feature sailing time ≤ 4 h from a safe sheltered
anchorage if the operational profile of the ship is such
that a safe sheltered anchorage can be reached within
four hours sailing time (assuming normal operation at
the maximum draught)10. The additional service feature
effectively relates to the familiarity of the crew with the
operating area and the required level of autonomy of the
ship in case of an emergency situation (safety equipment).
It is clear that the conditions for tugs operating in ice
and cold climate are generally much harsher than for
vessels in more traditional operating environments.
This point needs to be taken into consideration for the
general design and the selection of safety equipment
on board. Important issues to consider in relation to
the safety and comfort of the crew are icing (slippery
working areas), snow, 24-hour darkness (or daylight),
fatigue (impact on crew judgement), hypothermia, wind
chill, frost bite, ultra violet radiation (sunlight), noise,
vibrations and the remote location of operation.
Where certain provisions may not be necessary for
tugs in benign operating areas, they may be required
even for locally operating (terminal) tugs in ice-infested
waters. In fact, it should be expected that the design
standard for such vessels will be above the standard
requirements of the harmonised safety standards.
Other important parameters influencing the choice
of Ice Class are the additional steel weight for the
structural reinforcements, the additional cost of
providing sufficient propulsion power (capex and opex)
and the potential reduction of icebreaker fees (related
to higher Ice Class) and sometimes port dues (eg for
Finland and Sweden).
More comprehensively, the following list of key ice
parameters are to be considered3 :
• Ice conditions eg level ice, floes (ice concentration),
pack ice;
• Extreme level ice thickness, type and drifting speed;
• Extreme ridge size and type;
• Existence of icebergs;
27/04/2011 14:40:33
 • Table of ice thickness and type with associated
probability of occurrence (observation);
• Ridge size classification with associated probability
of occurrence (observation).

In order to support ship owners and shipyards/designers

in the selection of an appropriate Ice Class, Bureau
Veritas has issued the Guidelines Ice Reinforcement
Selection in Different World Navigation Areas, 200914.
The guidance note provides a description of the applicable
regulatory regimes (legislation) and the available ice Ice tongue
services. In addition, meteorological data is presented thickness 1.2-1.6m

for the key navigation areas, which supports the

determination of ice conditions for the following areas:
• Canadian Arctic; Fast ice edge

New ice: <0.7m

• Russian Arctic;
Medium:
• Baltic Sea; 0.7m - 1.2m
• Cook Inlet and Bering Sea; Heavy ridges

• Labrador Coast and Newfoundland;

• Saint Lawrence River and Seaway; Figure 9: Typical ice conditions in the Kara Sea in May.
• Sakhalin area (Okhotsk Sea, Tartar Strait);
• Bohai Bay;
• Black Sea and Sea of Azov;
1.6m
• Caspian Sea.
1.5m

The guidance note also lists the related Bureau

Veritas Ice Class notations, as well as the equivalent
of these notations with national regulations eg ASPPR
(Canada) and RMRS.

1.4m
As a simplified example we consider a project for
offshore terminal tugs operating in the Kara Sea. The
vessels are supposed to provide year-round berthing
assistance to oil tankers loading at various terminals
in the area. Icebreaker assistance will be available 1.2m 1.3m
throughout the year. In this case the tugs only need to
Ob Bay

Baydaratskaya Bay

Figure 10: Average annual maximum ice thickness in

the Kara Sea.

Ice tongue perform light ice management duties and no heavy

thickness 1.2-1.3m
ice-breaking. Figures 8 and 9 show the typical ice
conditions the Kara Sea in February and May,
respectively, while Figure 10 presents the average
annual ice thickness in the same area.

From Figure 10 it becomes clear that for offshore

Fast ice edge terminals located in the eastern part of the Kara Sea the
New ice: <0.7m average maximum ice thickness would be about 1.6 m,
Medium:
see also Figure 11 (on next page), while in the western
0.7m - 1.2m part the average maximum ice thickness is less than
1.4m. In this case the guidelines propose a minimum
Ice Class of Polar Class 4, as can be seen in Figure 12
(on next page). This is consistent with Figure A1 in the
Figure 8: Typical ice conditions in the Kara Sea in Appendix for icebreaker assisted operation (maximum
February. ice thickness 1.5m).
9

D1P7.indd 9 27/04/2011 14:40:33

 *
Location Ice season Ice thickness Ridges Icebergs
Location Ice season Ice thickness
*
Ridges Icebergs Figure 11: Overview
Barents Sea all year
150 cm (FY)
–
50/year of ice conditions in the
Barents Sea 250
150 cm
cm (MY)
(FY) January to June
50/year Russian Arctic14.
all year –
250 cm (MY) 5-10 ridges/km January to June
Pechora Sea November - July 100 cm (FY) rare
Pechora Sea 10ridges/km
5-10 m high
November - July 100 cm (FY) rare
10 m high
Kara Sea 5-10 ridges/km
November - September 160 cm –
Kara Sea 12ridges/km
5-10 m high
November - September 160 cm –
12 m high
Laptev Sea October - July 200 cm – –
Laptev Sea October - July 200 cm – –
East Siberian Sea 5-10 ridges/km
October - August 140 cm –
East Siberian Sea 12ridges/km
5-10 m high
October - August 140 cm –
12 m high
Chukchi Sea 140 cm (FY) 5-10 ridges/km
October - June –
Chukchi Sea 230
140 cm
cm (MY)
(FY) 10-15
5-10 m high
ridges/km
* October - June –
FY : first-year ice; MY : multi-year ice 230 cm (MY) 10-15 m high
*
FY : first-year ice; MY : multi-year ice

Ice going Ice

Figure 12: Selection of ice
Typical Polar Ice Class Canada Canada
Ice Type ice
Typical Ships Ships
Polar Ice Class 1972
Canada 1995
Canada going Class
Iceships Ice class based on typical ice
Ice Type thickness
ice (BV)
Ships (BV)
Ships (ASPPR)
1972 (ASPPR)
1995 (RMRS)
ships (FMA)
Class thickness14.
thickness (BV) (BV) (ASPPR) (ASPPR) (RMRS) (FMA)
Year-round operation Arc 9
> 3,0 m PC 1 – Arctic Class 10 CAC 1 –
in all polar waters
Year-round operation
> 3,0 m PC 1 – Arctic Class 10 CAC 1 Arc 9 –
in all polar waters
Year-round operation
in moderate operation
Year-round multi- 3,0 m PC 2 – Arctic Class 8 CAC 2 Arc 8 –
year ice conditions
in moderate multi- 3,0 m PC 2 – Arctic Class 8 CAC 2 Arc 8 –
year ice conditions
Year-round operation
in second- year
Year-round ice
operation Arc 7
2,5 m PC 3 – Arctic Class 6 CAC 3 –
with old iceyear ice
in second-
2,5 m PC 3 – Arctic Class 6 CAC 3 Arc 7 –
inclusions
with old ice
inclusions
Year-round operation
in thick first-year
Year-round ice
operation Arc 6 –
which
in thickmay contain
first-year ice
> 1,2 m PC 4 – Arctic Class 3 CAC 4
> 1,2 m PC 4 – Arctic Class 3 CAC 4 Arc 6 –
old
whichicemay
inclusions
contain
old ice inclusions
Year-round operation
in medium first-year
Year-round operation 1,2 m – PC 5 IA
IAS Type A Type A Arc 5
ice with oldfirst-year
in medium ice 1,2
0,7mm– 5
PC 6 IA
Super
IAS Type A Type A Arc 5
inclusions
ice with old ice 0,7 m PC 6 Super
inclusions
Summer / autumn
operation
Summer /in thin first-
autumn Arc 4 IA
year ice with
operation old first-
in thin ice 0,7 m PC 7 IA Type B Type B
0,7 m PC 7 IA Type B Type B Arc 4 IA
inclusions
year ice with old ice
inclusions
First-year ice 0,5 m – IB Type C Type C Ice 3 IB
First-year ice 0,5 m – IB Type C Type C Ice 3 IB
First-year ice 0,4 m – IC Type D Type D Ice 2 IC
First-year ice 0,4 m – IC Type D Type D Ice 2 IC
Open sea with ice
– – ID – – Ice 1 II
floes
Open sea with ice
– – ID – – Ice 1 II
floes
The guidance note also provides levels of equivalency and regulations are quite general and do not easily
between the different ice classes (see Figure 12). It is to allow to take into account local circumstances such as
be noted that such equivalencies are only approximate. ‘light’ ice conditions (ice-breaking operations), low water
This is a consequence of differences in experience salinity, shallow waters, etc.
feedback as well as technical approach (eg plastic
strength theory for Polar Class versus elastic strength In order to overcome these issues, a more
theory for Ice Class). fundamental approach is needed. To this end Bureau
Veritas is involved in the development of first principle
DIRECT ANALYSIS strength assessment methods for ship structures under
ice loading (ice-hull interaction). With such methods
Technical considerations novel designs can be analysed, as well as stern-first
Some technical considerations need to be made in operations in ice. In addition, such advanced methods,
relation to the existing rules and regulations, which are once validated, can be used to derive more practical
largely based on in-service experience feedback and the and easy to use Ice Class rules.
results of model testing with mainly merchant ships and
dedicated icebreakers operating in the Baltic Sea and Ice navigation is associated with the risk of ship damage
Arctic areas. This makes it somewhat difficult to assess due to a collision with ice floes, ridges or icebergs. Each
the adequacy of the existing regulations for smaller and (geographical) navigation area is characterised by its own
specialised ship types such as tugs and offshore support ice types, ice conditions and, consequently, ice collision
vessels, see also the comments in the section Ice Class scenarios. The technical risk of an iceberg collision or
Notations & Requirements. In addition, the present rules ship damage during navigation in extremely severe ice
10

D1P7.indd 10 27/04/2011 14:40:34

 conditions (eg grounded ridges) can be eliminated by The basic assumptions behind the mathematical
modern ice monitoring systems and communication model are that the impact is non-elastic, the hull
equipment. Consequently, the most common hazard structure is rigid and that the pressure during impact
for ships navigating in ice-infested waters is the ice is constant and equal to the ice (failure) strength.
pressure due to sailing in ice fields or among ice floes. The solution of the equation of motion (application of
To this end representative ice-ship interaction scenarios Newton’s Second Law) takes the following form15:
have been derived from experience feedback. The p = p[b | s = sall];
scenarios are described by a mathematical model
p = p[v,F,Mr,a,f];
developed through co-operative work between Bureau
Veritas and St Petersburg State Marine Technical b = b[v,F,Mr,a,f].
University. Generally, four scenarios are considered as
illustrated in Table 2 and Figure A3 in the Appendix. In these formuli p represents the contact pressure
and b the vertical distribution of the ice pressure. The
Scenario Contact Description design contact pressure is a function of the vertical
moving in broken ice pressure distribution (height of the contact zone),
glancing impact bow, shoulder
ice taking into consideration the design strength (in terms of
moving in broken allowable stress) of the ship structure (s = sall). Both p
reflected impact bow, shoulder
ice and b are a function of the ship speed v, the hull shape
stem, bow, parameter F (depending on the angle of inclination of the
Icebreaking moving in ice field
stern sideshell and the waterline angle at the impact point), the
moving in channel,
glancing impact midbody reduction mass Mr (characterised by ship and ice floe
manoeuvring
mass and the impact direction) and the parameters
Table 2: Ice load scenarios. a and f representing the physical and mechanical
properties of the ice, respectively.
Mathematical model
On the basis of these scenarios, and using a theoretical
The main parameter influencing the choice of a
model for describing the mechanical behaviour of the
vessel’s Ice Class and consequently the level of ice
intermediate layer which exists in the contact zone,
reinforcement is the ice thickness H. Relating the
observed from experiments by Russian scientists,
vertical projection of the total contact force to the ice
(see Figure 13), the equation of motion can be derived
flexural failure force yields the ice pressure as function
and solved in order to obtain the contact ice pressure,
of the vertical ice pressure distribution for constant ice
the linear intensity of ice load, the contact force and the
thickness: p = p[b | H = constant].
vertical distribution of the ice pressure, as shown
in Figure 14.
Application of the model enables the estimation of
safe ice thickness given the ship’s hull strength and
(design) speed, as well as the safe speed given the ship’s
hull strength and the momentary ice thickness. This is
h illustrated in Figure 15, showing the ice pressure as a
function of the contact zone height for the design structural
v
strength of the ship (p = p[b | s = sall]) and several curves
representing the ice pressure as function of the contact
Intermediate layer zone height for constant ice thickness (p[b | H = const], for
b Ice three levels of ice
Ship board thickness). The p=p(b│σ=σall )
intersection of the
z curves provides
the limiting values Points of structure and
x for either design ice strength equilibrium
or operation.
Pressure, Pa

Figure 13: Model of ship-ice interaction15.

p(b)

Ship board
Ice
p(b
│H

p(b

Ice
3)

p(b
│H

│H
) 2

p=p(b│H=const)
) 1

Contact area

Height of contact zone, m

Figure 15: Pressure functions for

constant hull structure strength
Figure 14: Model Schematic view on contact area between ship and ice15. and constant ice thickness.
11

D1P7.indd 11 27/04/2011 14:40:34

 Allowable speed curve

At first, the ice encounters

the structure.

Allowable speed v, m/s

The ice starts failing by crushing,
as long as the contact area
is under a given value. The
pressure on the contact zone
is relatively high, but very
concentrated.

Once the contact area has

reached a critical value, which
means that the total force acting
on the sheet has reached the
critical bending force, the ice
breaks at a certain distance of
the structure. Ice thickness H, m

Figure 16: Ice failure mechanism on an inclined structure3. Figure 17: Allowable speed curve15.

A more detailed description of the method is given
by De Jong, Le Garrec and Dudal (2009) and Dudal,
Yakimov and Tryaskin (2010)15,16. Further background
information is also provided in the Bureau Veritas
guidance note, Ice Characteristics and Ice/Structure
Interactions, 20103. Detailed information regarding
the classification of ice is provided (considering ice
age, form and crystallographic description), as well
as an overview of the mechanical properties of ice
(tensile and compression strength, flexural strength,
etc). In addition, the issue of ice-structure interaction
is considered. Different ice failure modes (crushing,
bending, buckling and splitting) are described together
with their characteristic features and the interaction
between failure modes.
The gyration, heeling angle and drifting angle can be
included in the description of the ship’s motion, as
well as a number of parameters influencing the ice
impact process. In addition to calculating the ice load
distribution, the programme is also able to produce the
so-called allowable speed curve, as a function of the
ice thickness, (see Figure 17).
The description of the ice properties encompasses
many parameters, including the ice cover thickness,
ice concentration (floes), density, flexural strength
and dynamic crushing strength, Young’s modulus and
Poisson ratio, edge rounding radius and opening angle.
In addition, consideration can be given to summer/
autumn and winter/spring navigation.

One of the key points is the angle of inclination of
the hull at the contact zone and the (reduction) mass.
For an inclined hull (relative to the ice) the ice first fails
in crushing mode, as the contact area is still small.
Once the contact area has reached a critical value
the bending moment on the ice is high enough to
enough the ice will fail in flexural mode. This process
is illustrated in Figure 16. It is to be noted that tugs and
offshore support vessels generally have vertical sides
(in the midbody area) and limited own mass (relatively
small ships). This makes flexural failure of the ice
relatively difficult to realise. Consequently, high ice
crushing pressures are to be expected.
IceSTAR software
The simulation software IceSTAR, an efficient tool for
the application of the direct analysis method, has been
developed in close co-operation with St Petersburg
State Marine Technical University. The software is
able to calculate the ice pressure and dimensions
of the contact area (load patch) at any point on the
hull surface with a high degree of accuracy by taking
into consideration the actual ship characteristics
(hull geometry, mass, etc) and ice characteristics. All
relevant ice load scenarios can be studied for both
moving ahead and moving astern (stern working).
12
With IceSTAR it is possible therefore to obtain a
much more accurate and detailed ice load distribution
compared to the existing rules, which only define the
ice load acting on the lower part of the ship’s hull as
a percentage of the ice load acting at the level of the
summer waterline. This is particularly useful for novel
designs (in relation to ice navigation) and navigation
areas with special characteristics (ice properties).
The output data of ice load calculations – in terms
of ice pressure and load patch dimensions – can be
transferred onto a finite element model (FEM) of the
structure in order to verify the structural resistance of
the ship. This process can be executed for a number
of relevant loading conditions (draught, trim) and load
scenarios (motion description, including speed) for the
expected ice conditions (navigation area, season).
Application: ice-breaking offshore tug
In order to illustrate the direct analysis methodology,
the example of a series of shallow draught ice-breaking
tugs (50-tonne bollard pull) is presented. The operating
area is year-round in the North Caspian Sea (Kashagan
field). The design ice-breaking capability of the tugs is
0.6m level ice thickness. The series of five vessels, with
an overall length of about 66m, have been designed

D1P7.indd 12 27/04/2011 14:40:35

 by Aker Arctic (ARC 104) and are built by STX RO
Offshore (Braila, Romania) for managing owners
Caspian Offshore Construction in Kazakhstan. The
second ship of the series, delivered in October 2010, is
shown in Figure 18.

Figure 19: Ice model test for ice-breaking offshore tug

at Aker Arctic facilities (manoeuvring test in broken ice).

Secondly, a direct assessment of ice-breaking

capability of the ship has been made by applying
IceSTAR simulations and finite element analysis
(FEA). Moving in an ice field and ice channel have
Figure 18: Ice-breaking offshore tug Mangystau-2 been studied (ice-breaking and manoeuvring, with
during sea trials. consideration of ice floes in the channel). In addition,
an analysis of drift angle and speed variation has been
The characteristics of the operating area are as follows: made (30 cases), see Figure 20, where the influence of
• Extremely shallow water (< 5m water depth); the angle of inclination of the hull at the impact location
can be clearly observed.
• Ice formation in winter/spring season (first-year
ice only);
• Up to 80 cm level ice thickness; The results of the above mentioned studies, which
• High flexural ice failure strength due to low salinity provide a comprehensive insight in the ship’s
of seawater (about 0.5MPa). behaviour in the expected ice conditions, have been
utilised to support the design review within the scope
The ice-breaking capability of the design has been of classification.
assessed in two ways. First, model testing has been
conducted at the Aker Arctic ice tank facilities in order CONCLUSION
to verify the hull form and the propulsion arrangement With the offshore oil & gas industry advancing further
(installed power and pod configuration) in relation to the into areas with ice and cold climate, tugs and offshore
required capabilities for bollard pull, ice-breaking and support vessels need to be adapted to the associated
ice management, as shown in Figure 19. challenges. The key to a successful ice-going tug
design is in the proper
understanding of the ship’s
Ice impact at vertical side
with ice field buckling
operational profile in terms
Ice impact at inclined board of the operating area,
time window (season), the
Total contact force required duties and the
7000 required level of autonomy.
Ice impact at vertical side
6000 The existing rules and
regulations provide for the
Total contact force, kN

5000 class notations Ice Class

(first-year ice), Polar Class
4000 (multi-year ice), Icebreaker
(first-year ice and multi-year
3000 ice), as well as the Cold
notation (winterisation).
2000 Guidance for the selection
of the appropriate Ice
1000 Class notation, which
should be based on the
0 operating profile, is provided
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
Case No. through the Guidelines Ice
v=const teta=const Reinforcement Selection in
Different World Navigation
Figure 20: Results of IceSTAR simulations for 30 load cases (contact force grid). Areas, 200914.
13

D1P7.indd 13 27/04/2011 14:40:35

 With regard to winterisation issues, particular
attention is to be paid to the harmonised safety
standards for tugs10. The harsh operating conditions in
ice and cold climate impose special consideration with
regard to the general design and the selection of safety
equipment in order to provide an adequate level of
safety and comfort for the crew.
Some limitations with regard to the validity and
applicability of the general rules and regulations to tugs
and offshore support vessels have been identified,
which need to be further addressed. In particular, there
is a need for further development regarding stern-first
operations and ice pods. To this end, several rule
development programmes have been initiated, in which
Bureau Veritas is an active partner.
The in-house developed IceSTAR software has been
designed for direct assessment of ice loads and ship
capabilities (eg speed as function of ice thickness). The
programme is based on a rational mathematical ice-
structure interaction model, making use of specific data
regarding both the ship as well as the anticipated ice
conditions. This enables the calculation of a detailed ice
load distribution over the hull surface, for which the ship
structure can be checked by finite element analysis.
This methodology supports the assessment of novel
designs, as well as the development of more simplified
technical requirements for areas that are currently
insufficiently covered.
The on-going developments are part of a
comprehensive technical approach towards reducing
the technical risks associated with tug operations in
ice and cold climate, including ice-breaking and ice
management activities, which opens the way for a new
generation of properly reinforced and winterised tugs.
REFERENCES
1
Bureau Veritas, Rules for the Classification of Steel Ships,
NR 467, Pt A, Ch 1, Sec 2, January 2010.
14
D1P7.indd 14
2
Finnish Maritime Administration, Ice Class Regulations
2008 (Finnish-Swedish Ice Class Rules), Bulletin 10
(No: 2530/30/2008), 10th December 2008.
3
Bureau Veritas, Ice Characteristics and Ice/Structure
Interactions, NI 565, September 2010.
4
IACS, Icebreaker Descriptions and Application, UR I1,
October 2007.
5
IACS, Structural Requirements for Icebreaker Ships, UR I2,
October 2007.
6
IACS, Machinery Requirements for Icebreaker Ships, UR I3,
October 2007.
7
Dayle C, Background Notes to Design Ice Loads, Memorial
University, February 2000.
8
Bureau Veritas, Rules for the Classification of Polar Class
and Icebreaker Ships, NR 527, September 2010.
9
Finnish Transport Safety Agency (TraFi), Ice Class
Regulations 2010 (Finnish-Swedish Ice-Class Rules),
TRAFI/31298/03.04.01.00/2010, 23rd November 2010.
10
De Jong G, The Class Answer to the Rapidly Developing
Tug Industry, International Tug & Salvage Convention and
Exhibition 2010, Vancouver, 17th-21st May 2010.
11
Norwegian Maritime Directorate, Guidelines for Revision
of ISM-Manuals on Supply Ships and Tugs used for Anchor-
Handling Regarding the Immediate Measures Issued by
NMD, NIS/NOR Circular 07/2007, 7th September 2007.
12
Norwegian Maritime Directorate, Guidelines on the
Implementation of Specific Measures to Ensure a Sufficient
Safety Level during Anchor-Handling (AH) Operations
carried out by Supply Ships or Tugs, Circular – Series V, RSV
04-2008, 14th July 2008.
13
Bureau Veritas, Guidelines Stability During Anchor-
Handling, ND 819, May 2010.
14
Bureau Veritas, Guidelines Ice Reinforcement Selection in
Different World Navigation Areas, NI 543, January 2009.
15
De Jong G, Le Garrec M & Dudal A, Technical
Developments for Safe Navigation in Arctic Waters, Arctic
Shipping Summit 2009, Helsinki, 27th-29th April 2009.
16
Dudal A, Yakimov V & Tryaskin V, Direct Calculation of
Ice Loads on Ice-Going Vessels and Offshore Units, TEAM
2010, Vladivostok, 23rd-26th August 2010.
27/04/2011 14:40:36
 NR 527, Sec 1

APPENDIX Table 2 : POLAR CLASS description

Independent operations
Icebreaker assisted operations
POLAR In open ice (concentration < 6/10) (1) In close ice (concentration ≥ 6/10) (1)
CLASS
Ice description Max. ice Ice description Max. ice Ice description Max. ice
Operations Operations Operations
(2) thk (m) (2) thk (m) (2) thk (m)
second-year
year- all multi-year year- all multi-year year- ice which may
1 3,5 3,5 2,0
round ice round ice round include multi-year
ice inclusions
thick first-year
year- moderate year- moderate year- ice which may
2 3,0 3,0 1,5
round multi-year ice round multi-year ice round include old ice
inclusions
second-year second-year medium first-
year- ice which may year- ice which may year- year ice which
3 2,5 2,5 1,2
round include multi-year round include multi-year round may include old
ice inclusions ice inclusions ice inclusions
thick first-year thick first-year medium first-
year- ice which may year- ice which may year- year ice which
4 1,5 1,5 1,0
round include old ice round include old ice round may include old
inclusions inclusions ice inclusions
medium first- medium first- medium first-
year- year ice which year- year ice which summer / year ice which
5 1,0 1,0 0,8
round may include old round may include old autumn may include old
ice inclusions ice inclusions ice inclusions
medium first- medium first-
summer/ year ice which summer / year ice which summer / thin
6 0,8 0,8 0,6
autumn may include old autumn may include old autumn first-year ice
ice inclusions ice inclusions
thin first-year ice thin first-year ice
summer/ which may summer / which may summer / thin
7 0,6 0,6 0,4
autumn include old ice autumn include old ice autumn first-year ice
inclusions inclusions
(1) Portion of sea covered by the ice, expressed in tenths
(2) Based on World Meteorological Organization (WMO) Sea Ice Nomenclature
NR 527, Sec 1
Figure A1: Bureau Veritas capability guidance table for Polar Class 8.

Table 3 : ICEBREAKER description

Independent operations in summer/autumn Independent operations in winter/spring Design

ICEBREAKER Ice description Maximum Ice description Maximum ramming speed
(1) ice thickness (m) (1) ice thickness (m) in ice (knots)

1 without restrictions without restrictions multi-year ice 3,0 12,0

2 multi-year ice 3,0 second-year ice 2,5 9,0
3 second-year ice 2,5 thick first-year ice 1,8 7,0
4 thick first-year ice 1,8 medium first-year ice 1,2 5,5
5 medium first-year ice 1,2 medium first-year ice 1,0 5,5
6 medium first-year ice 1,0 medium first-year ice 0,8 4,5
7 medium first-year ice 0,8 thin first-year ice 0,6 4,5
(1) Based on World Meteorological Organization (WMO) Sea Ice Nomenclature.

Figure A2: Bureau Veritas capability guidance table for Icebreaker 8.

8 Bureau Veritas Draft January 2011

15

D1P7.indd 15 27/04/2011 14:40:36

 Figure A3: Graphical representation of ice load scenarios.

16

D1P7.indd 16 27/04/2011 14:40:36

 Conference paper Day 1
sponsored by Paper No. 8

Antwerp, Belgium
Organised by the ABR Company Ltd

crewing and training challenges

capt doug Pine (speaker/co-author), capt Jordan May (co-author),

Master of Towing Vessels Association, USA

synoPsis
Despite new technologies, regulations and policies, it appears the actual skills required to work
onboard tugs have changed very little since the trade began. Perhaps the biggest challenge to
finding and training career tug sailors is acquiring individuals whom: can learn to live onboard a
vessel in close quarters with other sailors for extended periods of time; can learn to adapt to an
ever-changing and sometimes inconvenient schedule; can learn or already possess the motor
skills and competence to methodically respond to a broad set of physical and mental requirements
day after day.
Many people have the motor skills to operate complex equipment and many have the drive to
reach high academic standards. Many have the physical endurance to accomplish the remarkable
and many have the intellect to master advanced technology. While these are all noteworthy skills,
none of them will enable an individual to endure a career sailing tugs if they cannot perform the
basic onboard requirements. It is a set of standards which have evolved out of necessity since
towing vessels emerged.

introduction overcome. You learn that by adapting and using the

When first invited to address the issues of crewing and
training – classrooms and simulators versus onboard
learning – we were somewhat reluctant to jump into
the fray because it can be a sensitive subject. We want
to broadcast a position that encourages progress and
identifies areas for improvement while simultaneously
sending a positive message to the industry that we want
to partner with. It’s important to realise that tug captains
are continually responsible for analysing the physical
hazards of this job and as the on-site, hands-on subject
matter experts, they share a desire to improve our
industry as a whole.
All of us here today understand intimately that
working on the water presents extraordinary challenges
in extreme environments. One of the rewards for
pursuing this career is working side-by-side with some
of the most capable individuals to be found. Another
is that this line of work enables you to push yourself to
what you think are your personal limits and then stretch
you beyond them. This is what onboard experience
brings. Through exposure to weather and environment,
emergencies and equipment failures, human errors and
serious incidents, you come to realise that those limits,
which once appeared insurmountable, are possible to
1
methods and practices you have developed through
personal experience and mentoring, you can reliably
navigate through the significant risks of this job.
So now we examine our conundrum. Many mariners
are steering their children away from a career at sea
because we are dismayed with what that career has
become. I think that is tragic. If what I have done my
whole life is not something I can wish upon my children,
then what have I really done?
We have all heard the statistics – an average age of
54 onboard the tugs; difficulty finding qualified crews;
eager potential mariners being quickly deterred by a
complex maze of regulatory and licensing requirements.
What are the practical issues here? What different
approach could we use to find solutions?
MTV’s co-director, Capt Joel Milton, made a good
point when I once remarked how he generally seems
to offer a better solution to an issue after he launches
into a critique about it. “Not always and definitely not a
necessity,” Joel replied. “If you’re the guy making the
rounds of the engine room and you open the hatch
to find the bilge flooding what’s the first thing you’re

D1P8.indd 1 19/04/2011 15:57:20

 supposed to do? You sound the alarm! Your first
reaction shouldn’t be contemplating the best approach
or developing the ultimate solution. You just sound the
alarm, as we’re all trained to do.”
Obviously some of the things we are beginning to see
appear serious enough to mariners that alarm seems
warranted. It may be worthwhile for our industry to
step back for a second look and to re-evaluate how we
approach these issues before the situation worsens.
How do we attract crews?
Is there truly a shortage of tug mariners and if so, how
in the world could there be? Good jobs are rare and the
towing industry offers stable, year-round work. The pay
is good and there is significant room for advancement.
With all the innovation and technology we have seen
develop in the past few years, many of the newer tugs
offer a safer and more comfortable work environment
than tugs of the past. Why would people not be kicking
the door down for tugboat jobs? Why would more
people not be looking at this as a career option? The
most common answers we hear from other mariners
are these.
Yes, it is stable, year-round work. In fact, you will
be working Christmas, New Year, birthdays and
anniversaries. This is simply a requirement of the job
and it is not an aspect which is going to change. For
new employees and their families, this is one of the
most difficult hurdles to overcome. To give an example
– one young engineer I know was married, started a
new family and had two children in the past four years.
None of us was surprised that he missed the birth of
both of his children.
Yes, there is room to advance. If you can do this for
five or 10 years you will probably find yourself near the
top of your field as a captain or chief engineer. This is
fairly uncommon for most industries.
Yes, a growing number of the new tug designs take
crew comfort more seriously than in the past. We have
seen some great improvements in accommodation
and living standards in the last few years. This is an
area worth expanding, which can generate appeal
for attracting new recruits and for retaining veterans.
Sound dampening, single cabins and access to external
communications are simple to achieve if approached as
a preliminary design requirement. When included early
in the design of a tug, they can often be cost neutral.
Of course, comfort is not an essential design-driver
with every vessel built, but if it leads to the attraction
and retention of more qualified mariners without
compromising other vessel capabilities, it is worth
some consideration.
In January, Maritime Professional Online ran an
article by Joseph Fonseca entitled, Seafarers’ Shortage
a Myth!. The article lent some perspective to where we
find ourselves. There is no shortage of seafarers. What
2
D1P8.indd 2
has become difficult to find, however, is qualified and
dedicated people who are willing to spend a lifetime
career at sea.
This industry requires:
1. People with good motor skills and hand-eye
co-ordination;
2. People with intelligence and the ability to multi-task;
3. People with broad situational awareness and
natural competence;
4. People with quick reactions and a rapid thought
process;
5. People of calm disposition with good
communication skills that are able to direct and
manage others;
6. People with the ability to adapt to ever-changing
schedules and requirements;
7. People with the confidence to undertake and
mitigate significant risk on a regular basis, at any
time of day and night and in all weather conditions.
Right away, that eliminates 95 per cent of the pool
of potential candidates. You must have, or be able to
develop, at least some of these skills and attributes or
you stand little chance of making this your profession.
Add to this list the ability to inhabit a confined space
with other people for half of your life and you have
the potential to be a career mariner. Living onboard in
close quarters, sharing small cabins, eating, sleeping,
showering and shaving within a few feet of several
other individuals for half of the year does much to deter
most people from rationalising their career choice.
Inevitably you end up sleeping with someone else’s
socks. This was fine when I was a kid at summer camp,
but how many professional adults who possess the
previously mentioned skill set are willing to do this for
half their life?
How do we train crews?
Assuming that we have attracted the people with
potential and aptitude to do this job, it is of utmost
importance that the training they initially receive does
not involve months and years learning everything they
will not need to know about working onboard a tugboat.
While much has changed over the years, the job still
requires sailors to function on deck, in the engine room
and in the wheelhouse. This is 90 per cent of the job,
and there is only one way to learn these functions.
In the past decade we have witnessed an explosion of
well-intended training and education institutions – some
with sophisticated full-mission tug bridge simulators.
Most of these schools were created or expanded
to meet the growing requirements of the STCW
Convention and the associated months of mandatory
formal education. Many of these schools represent
valuable advancements in training and technology and
we support the concept of shoreside training and tug
specific simulators as excellent tools to improve the
quality of seafarers.
19/04/2011 15:57:20
 There also needs to be a direct correlation from
shoreside training to the tug. From the perspective of
an onboard, traditionally-trained career deck officer,
it is disturbing that the USCG has granted generous
‘sea-time’ equivalency without the inconvenience
of actually having to go to sea. In our view, this has
contributed greatly to the destruction of the traditional
‘hawsepipe’ advancement route – starting on deck and
working one’s way to the wheelhouse through the time-
honoured apprenticeship onboard. There is no debate
amongst working mariners – you simply cannot learn
the physical operations of a tugboat without engaging
in them. A simulator-trained mate cannot get onboard a
tug and begin operating the vessel competently.
There appears to be an increasing gap between the
assumed applicability of material for training and the
reality of the skills and knowledge mariners must actually
develop to operate a tug safely. People with 30-40 years’
experience working onboard tugboats have developed a
pretty good feel for where the focus of training should be.
If the individuals charged with end utilisation perceive the
training as a waste of time, then we must re-evaluate the
methods and the material we are promoting.
Many of these training-specific problems are the
result of an attempt to implement shipboard STCW
onboard tugs. In her ITS paper last year, Yvonne Orr
was instrumental in revealing the problems associated
with this ‘one-size’ approach and the need to recognise
obvious contrasts between an ocean-going ship
and a tugboat. There is clearly a gulf of difference
between the form and function of these two vessel
types and between the different requirements for
crew development and vessel operation. Why did we
implement a standard of training and certification which
does not reflect discrete industry segments?
We recognise the value of the schools and tug
simulators as supplementary tools to onboard training
if the value of actual sea-time and real onboard training
carries equal weight, since this onboard sea-time
represents the most critical long-term aspect of a
professional tug mariner’s career development. Some of
the non-academy schools in the US, such as MITAGS-
PMI, have made progress in this direction by balancing
sea and classroom time equally in a 1:1 ratio.
If you want to work on a tugboat, we suggest you
simply go to work on a tugboat. Some 99 per cent of the
US tug fleet are vessels under 200 tonnes. The basic
USCG system of progressing up this ladder provides a
four-to-six year career path from street to wheelhouse
by working half the year onboard. This avenue offers a
gradual progression of at-sea training from deckhand to
the 200-tonne master with the towing endorsement on
the mariner’s certificate. This is also a paid position, so
you can earn a decent living while effectively learning
your trade. It requires the majority of ‘sea-time’ to
actually be earned at sea onboard some type of vessel.
When did four-to-six years become an extraordinary
and completely unacceptable amount of time to become
3
D1P8.indd 3
a tug master? When and where did the idea that a tug
mate or master could, or should, be created overnight
gain popularity? The trend, in the US it appears, is a
race to devise shortcuts, which compress time, so that
we can produce fully-licensed mariners as quickly as
possible. The actual time onboard needed to develop
true competence has become mostly an after-thought
to acquiring the licence. Earning the title of ‘Master’
should, by definition, entail a lot of work, commitment
and time. One must ‘master’ the trade before earning
the title.
Accepting this fact is necessary if we are going to
work our way forward with qualified mariners. It is
very important that we do not create an environment
where schools are primarily in the position of growing
business in the name of safety. When an entire industry
is developed on the assumption that more classroom
training and more certification invariably equates to
more competence and therefore more safety, the
result becomes the migration of all marine training into
the classroom.
There is a common assumption among working
mariners that much of the time spent in class nowadays
is primarily for the benefit of the regulatory agencies,
schools and lawyers. Is this a totally unfounded
perception or should our powers-that-be engage in
some self-examination? Remember, this experiment is
undertaken at tremendous cost to our industry and it is
important that the results bear out the assumptions.
Significant cost-savings in the form of fewer accidents
and increased safety should result directly from an
elevated level of training, but we cannot find those
correlations represented. It would appear that just
the opposite is taking place, with a rising number of
incidents and accidents among our new generation of
formally-certified and highly-educated mariners.
The MTVA
Our association began with the determination of
tug captains recognising the escalating exclusion of
mariners in the development of US maritime policy. Our
current membership is now at 214 captains. As our US
regulations and requirements have evolved it was very
concerning that, for the most part, they were codified
with little or no input from the actual mariners tasked with
implementing the policies. One reason for this is obvious
– many of us spend half of our lives at sea and are
usually unable to attend regulatory or industry meetings.
We lacked a common voice. Some of this is due
to the nature of mariners themselves being very
independent and inwardly focused. While this is a
necessary trait for success and survival at sea, it often
becomes a liability when trying to participate or co-
operate in developing policy with other organisations.
When we did find our voice and became involved in
the regulatory process, we found that our participation
was often an exercise in futility. Over the past few years
our primary regulatory agency, the USCG, has largely
ignored our concerns while showing great deference
19/04/2011 15:57:20
 to and co-operation with other industry partners. This
arrangement does not entirely mesh with the USCG’s
official slogan of ‘Honour the Mariner’.
We have learnt a lot from this experience, namely that
this approach will need to change if a functional and
collaborative system is to be formed. Active mariner
input offers worthwhile and important consideration
towards developing the solutions required for moving
forward with any real success. The people tasked
with the burden of actually implementing a policy or
procedure can usually offer insight towards finding a
working alternative when something is bound for failure.
Why a Training Tug?
While we have directed much of our energy toward
areas primarily affecting US tug operations, the
requirements and training issues faced onboard
are fairly global. The culmination of our efforts and
our attempt at forming a solution has resulted in the
concept of our MTVA Hybrid Training Tug.
In order to practice what we preach, to attract and
train professional crews in the manner we wish to do,
and to provide our employers with highly-trained deck
officers, we decided to collaborate with leaders in
the maritime industry to develop a floating skill panel.
This arrangement will assist with the development
MTVA/Jensen Hybrid Training Tug
Designer..........Jensen Maritime Consultants
Builder...............................To be determined
Length (moulded)...................104ft (31.70m)
Beam.......................................40ft (12.20m)
Depth.........................................17ft (5.10m)
The Master of Towing Vessels Association is a group of watermen dedicated to providing training for
upcoming crew and officers onboard the modern tug fleet. The goal is to develop a modern tug that
can operate in any harbour, enabling crew to obtain real-time training in real-time situations.
D1P8.indd 4
of curriculum and provide a platform for promoting
onboard training.
Capt Ron Burchett asks: “What does the recruiting
poster for the towing industry look like?” In answer to his
question, we think it may just be the Hybrid Training Tug.
Certainly there is minimal opportunity outside
the industry for attracting the attention of that small
percentage of people with the potential to work onboard
a tug as a career. Perhaps if we can demonstrate a high
power, hybrid ASD with as much mariner consideration
put into the design and operation as possible, we might
just stimulate interest for new recruits into the industry
and provide an avenue for veterans to pass on their
skills. Let’s face it – most of the people who have been
in the towing business for 30-40 years are not going
to write a textbook. They are not going to teach in a
classroom and they are not going to help develop a
simulator exercise. Many will, however, enthusiastically
teach youngsters onboard the deck of a tug in the
traditional manner by which they themselves learned
the trade. This training tug makes sense to our captains
because it presents a tangible, tactile opportunity
with which they can instinctively identify. It ‘fits’. It is
the natural mentoring process which has worked for
generations of tug mariners and the only authentic path
upon which to learn the trade.
Power.....................Caterpillar/Corvus Lithium Ion
5,000hp total
Z Drives....................................To be determined
Bollard Pull....................................63.50 tonnes+
Winches.......................................JonRie, Markey
19/04/2011 15:57:20
 MTVA/Jensen Hybrid Training Tug
With three generators capable of producing 1,500hp each we can produce 4,500hp long-term. The alternative 1,000hp of batteries
offer peak power of 5,500hp, and the option to transit on battery power and/or generators. The potential to provide portable, long-
term power to the onshore grid during emergencies through this arrangement is a valuable side benefit of this system.

Attraction and retention is critical to the success
of marine transportation and it is vital for the towing
industry to secure a future source of potential mariners
willing to spend their career onboard a tug. If we can
stimulate the interest of young people, particularly high
school age students, this is a perfect, critical age to get
them thinking about a maritime career.
As the state-of-the-art evolves, ASDs will increasingly
be the tug of choice because of their performance and
versatility. These vessels will require highly-qualified
crews and it is important to begin engaging our captains,
mates, engineers and deckhands in the emerging
hybrid propulsion technology which is appearing in our
industry. The hybrid ASD represents a complex piece of
dynamic equipment, one which needs significant skill to
operate and maintain to its full potential.
To develop these skills, we must begin putting
mariners in direct contact with the operational and
engineering aspects of these vessels. Simultaneously,
we must promote and reinforce the traditional skills
required for working onboard tugs of every type. The
onboard training system we envisage will incorporate
the best of programmes and curriculums from around
the world and will mesh with other training tug
operators. We want to recruit and train individuals
showing promise in the capacity of deck, engine room
or wheelhouse and turn out competent, well-rounded
sailors in all of those departments by teaching the trade
while working in the field and under load.
If it is indeed true that we are facing a shortage of
qualified people, despite the output of all the schools
and academies, then undoubtedly this is a good time
to reconsider how we are recruiting and training our
mariners. If we want to attract new talent to this industry
there is certainly more than one way to achieve that
goal. Our solution, the tool which we would like to offer
the industry, which we firmly believe will aid in recruiting
and training the qualified professional mariners we
need, is a training tug. If there is faith and credibility
in the methods currently used onboard and in the
mariners who carry out this work for a career, then
perhaps this approach is worthy of consideration and
industry support.

D1P8.indd 5 19/04/2011 15:57:20

Untitled-1 1 28/04/2011 12:30:29
 Conference paper Day 1
sponsored by Paper No. 9

Antwerp, Belgium
Organised by the ABR Company Ltd

Panel Discussion – Crewing and Training

Regardless of how sophisticated we make our vessels, or the hi-tech equipment they carry on
board, without a full complement of well-trained crew, they are nothing: the safety and quality
of service offered to clients is dependent on them. In this forum-style debate, we bring together
some outspoken voices to highlight the problems the industry faces on the subject of manning and
training, and then we will ask them – and you, the audience – about what needs to be done to put
things right.
Following on from Doug Pine’s Crewing and Training Challenges paper, the forum panel
members listed will each give a five-minute presentation on a specific crewing and training issue,
as summarised below, and the discussion will then be opened to the floor.

Capt Ron Burchett, president, Burchett • It is a very cost-effective way of training an

Marine Inc, Canada
Training for the future – are you ready?
“We have to start with a whole new mission to take
people right off the street and train them through the
licensing. We screen them for aptitude, and give them
some basic training to see how they make out. We don’t
need a PhD, we don’t need a university graduate – I
would take a guy from Vietnam that can’t read or write,
if he’s a good natural boat handler. He’ll do a really
good job for the rest of his career. The academics
set standards that are unachievable for the guys we
want. We have to start focusing on the ability, not the
perceived requirement. That way, we can have lots
of candidates. In 12 weeks, I can take a candidate, a
20-year-old guy, and I can make him run an ASD tug.”
Dai Coombes, manager Crew Development,
Svitzer Marine UK
There are many advantages of a simulator
• It can be used to enhance onboard training, thus
shortening the amount of time it takes before
enabling someone to sail as master.
• It can be used for personnel to experience
some very adverse situations, both operational
and environmental, which do not arise on a
day-to-day basis.
• It enables both experienced masters and trainees
to make mistakes, and therefore learn from them,
without encountering the serious and potentially
dangerous outcomes and repercussions associated
with the same events in real life.
1
individual without using other resources eg the time,
fuel, maintenance and additional personnel needed
to actually run the tug.
• It is possible to provide real-time and logged
fuel consumption data, which can be used to
teach personnel the most efficient best-practice
techniques for both towing and free running.
Capt Leendert Muller, managing director,
Multraship Towage and Salvage,
The Netherlands
The cost of modern training for modern vessels
Training is a huge expense. It takes six months of
on-the-job experience to train a tugmaster, even if he
already has his diplomas. Simulators can help, and
as operators, we are already using them, but they
have limited scope, and themselves introduce high
costs. You not only have the price of the programmes
themselves, but they also have to be tailored
specifically to the vessels you operate, your operating
area, and the conditions experienced in it. If you have
500 masters in your company, then simulators are a
viable proposition, but if you have, say, only five, it
would be impossible, and the only way you could offer
simulator training would be to share the facility with
another company.
Steve Sandy, training master, Serco Marine
Services; general manager, International
Tugmasters’ Association, UK
What does a tugmaster do for you?

D1P9.indd 1 28/04/2011 12:24:57

 A tugmaster takes on the role of:
• Fund manager, responsible for your multi-million
euro asset;
• Councellor and QHSE officer, dealing with crew
issues, training and onboard safety;
• Maintenance manager, responsible for care of
assets in keeping with towage agreement;
• Cost analyst, ensuring best use of engines, ropes,
winches and fendering;
• Quality control, providing the customer with
services required to the highest standards;
D1P9.indd 2
• Highly skilled operator, providing ship assistance,
and other port services, in a safe, effective and
efficient way;
• Using the tug to its full capabilities and returning the
asset to base in profit and in a condition to work again.
Seven separate, but very individual roles are
mentioned above which every tugmaster carries out
on a daily basis, making for a very valuable employee.
Some of the individual roles mentioned would warrant a
university certificate if working shore-side. What training
does the tugmaster have in relation to these roles?
28/04/2011 12:24:57
 Conference paper Day 2
sponsored by Paper No. 1

Antwerp, Belgium
Organised by the ABR Company Ltd

The Auto Position Escort Winch Concept – Analytical Modelling, Trials, Tank
Testing and Live Trials to Enhance Escort Tugs in Restricted Waters

Brandon Durar (speaker/author), JonRie InterTech LLC, USA

Ron Burchett (speaker/author), Burchett Marine Inc, USA

SYnOPSIS
As tanker escorting has become mandatory for more ports worldwide, escort winches have become
more advanced to handle the extreme steering forces involved. The Auto Position Escort Winch
(APEW) will increase an escort tug’s ability to produce more steering force using a mechanical
advantage to reduce the moment between the tug’s tow point and pressure point, thus using less
tug power and energy to achieve the same results as if a conventional system was installed.
The analytical data presented will be provided by a naval architecture firm (from outside North
America) using its Tug Master programme. Model trials conducted by Burchett Marine using a
32m ASD and a 39m VSP will be presented along with towing tank testing to show detailed data
obtained at the Stevens Institute of Technology for Marine Systems. Final results will be from live
trial testing done at the Port Revel test centre in France, in the late summer of 2010.
This presentation will address the APEW (patent pending) which will change position to reduce
tug tripping, therefore reducing the distance for the tug’s pressure point and enhancing the steering
forces during the tug’s escort mode.

InTRODUCTIOn Specially-designed, highly-manoeuvrable tugs, able to

As the tug industry reached the turn of the century, it
became apparent that the safest way to assist tankers
and large container ships was to be tethered at the stern
of the vessel (escorting) so that the tug would act as the
emergency steering in the instance of a rudder failure.
change the direction of their thrust almost immediately,
have evolved for escorting purposes. Known as Tractor
Tug VSPs (Voith Schneider Propeller) and Reverse
Tractor Tug ASDs (Azimuth Stern Drive), specific
techniques were developed to utilise the tugs to their
full potential.

Figure 1: Tug tethered The two most popular modes used to steer a tanker
to stern. are indirect and powered direct towing or escorting
manouevres. In both modes, the escort tug is dragged
through the water to create the forces needed to steer
the tanker in an emergency situation, thus creating
a point at which the tug will heel over if not operated
properly by the master. The conventional method
currently used in the industry is to have the escort
winch aft of the tug’s staple.

THE AUTO POSITIOn ESCORT WInCH

SYSTEM
As the industry moves into the future, more of the tug’s
components need to become integrated in the vessel
and work as a system. To create a winch to work with the
escort tug, JonRie InterTech and Castleman Marine have
1

D2P1.indd 1 28/04/2011 14:51:18

 collaborated to develop an escort winch system that can
enhance an escort tug using a two-plane mechanical
advantage, with the tug’s bow winch as the tow point.
This Auto Position Escort Winch System (APEW,
patent pending) will increase the line pull (steering
force) and the safety of tugs escorting ships in protected
waters using a simple mechanical advantage as the
winch rotates to the line of force. If a tug is escorting in
the indirect or powered indirect mode, the tug is at the
ship’s side and is in a position to heel over, trip, capsize
or sink during the manoeuvre.
Figure 2: Rosemary McAllister escorts a ship in New
York harbour using a JonRie 250 Series escort winch.
As illustrated in Figure 3, for the tug to be in equilibrium,
the following equation must be achieved:
P x X = COP x Y and P + T = COP
(P is Z drive force, T is tow line force and COP is the
tug’s centre of pressure).
If the terms T = COP x (1-Y/X) are isolated and the
ratio of Y/X is reduced, the tow line pull T will increase.
A second advantage of the APEW is shown in
Figure 4. As the winch turns toward the line of force,
the moment is decreased and the heel angle is reduced
Figure 3: As the Series 280 APEW rotates and Y becomes closer
to the COP, the ratio of X to Y is reduced and the line pull will
increase with the same force at P.
2
D2P1.indd 2
for the same line pull. The third advantage is when the
staple moves to the side of the tug, the angle of the line
will create lift on the tug, which also increases stability.
Figure 4: As the Series 280 APEW rotates at a right
angle to the tug, the line pull will remain the same with
less of a heeling angle, or will increase as the heeling
angle is increased.
Figure 5: APEW concept.
Another advantage of this system is that the entire
winch and staple (tow point) rotate on the bow
of the tug, and this reduces the side loading on
the winch and level wind. Based on conceptual
calculations, this system will increase tow line
forces by 25 per cent and reduce a tug’s heel
angle by as much as 40 per cent. This system
works as one with the tug and enhances its
performance and safety.
AnALYSInG RESULTS
JonRie appointed naval architects The Glosten
Associates, Inc, to perform an analytical study
comparing a conventional fixed staple escort
tug and an escort tug using the APEW at 8
knots and 10 knots (Figures 6-9) escorting
a tanker with a 32m hull. Initial trials of the
APEW were conducted in a live test escort
environment (with a 76m to-scale tanker) and
the peak loads dropped off so fast, only peak
load values could be recorded.
27/04/2011 11:31:36
 Figures 6 and 7: At 8 knots, the APEW enhanced the tug’s steering force by 13 per cent and its braking force by
two per cent.
3

D2P1.indd 3 27/04/2011 11:31:37

 Figures 8 and 9: At 10 knots, the analytical results showed an additional 14 per cent in steering force and 15
per cent in braking force compared to a conventional fixed staple on the APEW.
4

D2P1.indd 4 27/04/2011 11:31:37

 JonRie has now completed its testing of the new steering force by 15 per cent and the lift by as much as
APEW model. The model, test tug and testing were 40 per cent when conducting trials at 8-10 knots.
supplied by Burchett Marine, Inc of Canada and the
initial trials took place using a 32m escort hull at
different speeds in the direct and indirect modes.

At 8 knots, the steering forces were increased to

approximately 12-14 per cent and the lift, to reduce
the heeling, by approximately 6 per cent, as the
entire test data dropped off due to correction of the
vessel steering. At 10 knots, the steering forces
increased to approximately 15-17 per cent and the
lift to approximately 8 per cent, as again the test
data dropped off rapidly due to the tug correcting
the direction of the tanker. Additional live trials were
conducted using a 244m to-scale tanker to mimic a
VLCC. These trials clearly show the advantages of the
system because the intent is to produce higher steering Figure 10: APEW VSP model with extended staple.
forces and in turn achieve a safer platform for the tug
due to increased stability.
VSP TUG RESULTS
The test tug II simulates a 39m long VSP hull Tables 1, 2, 3 and 4 show the vessel configurations that
with a modification to the winch staple. Preliminary produce the maximum steering and braking forces, for
calculations show the escort tug will increase its forward ship speeds of 8 and 10 knots.

Table 1: Maximum Steering Forces – Conventional Staple.

Table 2: Maximum Steering Forces – Auto Position Winch.

Table 3: Maximum Braking Forces – Conventional Staple.

Table 4: Maximum Braking Forces – Auto Position Winch.

D2P1.indd 5 27/04/2011 11:31:37

 Water Flow Water Flow

Tug angle
to Flow
Y
Towline angle to Flow
Towline angle to Ship Towline angle to Tug Towline angle
to Ship Towline angle to Tug

X
Figure 11 (Indirect Mode) and Figure 12 (Direct Mode) show the sign convention in which the forces and angles
are presented.

ADVAnCES In TUG
WInCH DESIGn FOR
CLOSE QUARTERS
TAnKER ESCORTInG
Steering and braking polar plots,
or force diagrams, are shown in
Figures 13, 14, 15 and 16 for 8
and 10 knots with a conventional
staple and with the APEW.
Only one half of the diagram
is shown; the other half is
symmetrical about the Y-axis, ie
steering forces are symmetrical
from port to starboard.

Figure 13: With the VSP at

8 knots, the analytical results
recorded an additional 9 per
cent in steering force and no
change in braking force with a
conventional fixed staple.

Figure 14: With theVSP at

8 knots the analytical results
recorded an additional 9 per
cent in steering force and no
change in braking force with the
APEW.
6

D2P1.indd 6 27/04/2011 11:31:37

 Figure 15: With the VSP at
10 knots the analytical results
recorded an additional 14 per
cent in steering force and 10
per cent in braking force with a
conventional fixed staple.

Figure 16: With the VSP at

10 knots the analytical results
recorded an additional 14 per
cent in steering force and 10 per
cent in braking force with the
APEW.

The initial trials, just like the trial conducted on the
ASD, proved that peak loads dropped off rapidly and
only peak load could be recorded.
At 8 knots, the steering forces appear to increase
to approximately 14-15 per cent and the lift to reduce
the healing was increased by approximately 6-7 per
cent – and again the peak loads dropped off rapidly.
At 10 knots, the steering forces appear to increase to
approximately 16-18 per cent and the lift increased to
approximately 14 per cent while peak loading again
dropped off rapidly. At 12 knots, the lift appeared to
increase by as much as 18-22 per cent.

Stevens Institute
In October 2009, tank testing was conducted in the
Davison Tank, Stevens Institute to get sustained
readings, but real trials show the correction of the
tanker. The models tested were a 32m ASD used in the
Figure 17: VSP lake trials. live trials, and a 39m VSP.
7

D2P1.indd 7 27/04/2011 11:31:38


Figure 18: Tank testing trials.
The 32m ASD at 8 knots saw an increase for fixed
staple to free of 50 per cent and 35 per cent at 10 knots.
Figure 19: Test tug undergoing trials.
Tests were also conducted at 8 and 10 knots in 3m
seas and the result was an increase of 31 per cent and
27 per cent respectively. Final tests of the ASD at 8 and
10 knots in 5m seas recorded an increase of 37 per
cent and 16 per cent respectively.
Testing the VSP at 8, 10, 12 and 13 knots produced
results of (fixed versus free staple) 17 per cent, 21 per
cent, 25 per cent and 35 per cent respectively.
Testing the VSP in 3m seas at 8, 10 and 12 knots
produced results of 5 per cent, 9 per cent and 11 per
cent respectively.
The VSP tested in 5m seas at 8, 10 and 12 knots
produced results of 14 per cent, 24 per cent and
1 per cent (peak loads at 12 knots showed 35 per cent)
respectively.
PORT REVEL
The vessels used at the Port Revel Test Facility to test
the APEW were a 125,000dwt tanker, a 39m VSP and a
Q Max 266,000m3 LNG carrier.
8
D2P1.indd 8
Figure 20: To-scale 125,000dwt tanker and 39m VSP.
Figure 21: To-scale Q Max 266,000m3 LNG carrier.
The test results (shown in Figures 22-25 opposite)
proved that the response time and steering forces are
improved with a free winch or the APEW. No data has
yet been recorded for the Q Max, due to the fact that
the vessel is new to the fleet and not set up, but the test
was to get a feel for the response of the VSP, and it
proved to respond as well the tested tanker.
CONCLUSION
As the industry moves forward into the future, winch
design needs to be in harmony with tug design so that
the tug can become an escorting system with all vessel
components integrated. It needs to embrace a system
that enhances the tug’s performance and rethinks
systems that do not work. Winch designs also need to
put some of the control back in the hands of the master
and back up the master with sensors and systems
to prevent critical conditions occurring. The APEW in
concept, analytical analysis, live trials and tank testing
proves that the system will enhance an escort tug.
In close-quarter escorting, the response time is short
and the margin for error is small. If response time can
be increased due to increased steering forces, and
systems put in place to help the master get in position
and keep the tug safely in an escort position, this will
help reduce the risk to LNG tankers and container
ships in transit in protected waters. Advances in winch
design, along with new escort tug designs, provide the
customer with better value due to reduced risks and
increased safety.
27/04/2011 11:31:38
 Figure 22: Testing the APEW at 10 knots fixed winch Figure 24: Testing the APEW at 12 knots fixed winch
produced at 30 degrees, 150-tonne BP or steering force. produced at 30 degrees, 180-tonne BP or steering force.

Figure 23: Testing the APEW at 10 knots fixed winch Figure 25: Testing the APEW at 12 knots free winch
produced at 30 degrees, 190-tonne BP or steering force. produced at 30 degrees, 200-tonne BP or steering force.
9

D2P1.indd 9 27/04/2011 11:31:38

 REFERENCES
1. Milgram J H, 1995, Extreme Tensions in Open Ocean
Towing, Journal of Ship Research.
2. Burchett Capt R, 1998, Models for Crew Training, ITS
1998, Cape Town.
3. Durar B, 2006, High Tech Winches: Understanding,
Application and Operation, ITS 2006, Rotterdam.
4. Durar B, 2008, Non Conventional Towing Systems for Non
Conventional Tugs, Middle East Workboats 2008, Abu Dhabi.
10
D2P1.indd 10
5. Durar B, 2009, Advances is Close Quarter Escorting,
Workboat Gulf 2009, Manama, Bahrain.
6. Durar B, 2009, Advances is Close Quarter Escorting II,
Workboat China 2009, Dalian, China.
7. Burchett Capt R & Durar B, 2009, Training methods using
scale tugboats, Tugnology 09, Amsterdam.
8. Steven Institute of Technology, Davison Laboratory,
Hoboken, NJ USA.
9. Port Revel Testing Centre, Port Revel France.
27/04/2011 11:31:39
 Conference paper Day 2
sponsored by Paper No. 2

Antwerp, Belgium
Organised by the ABR Company Ltd

the schottel Combi drive – an innovative propulsion system for

diesel-electric and hybrid power systems

ben pieffers (speaker/author), timo raffauf (speaker/author), Schottel GmbH, Germany

Jens proske (speaker/author), VEM Sachsenwerk GmbH, Germany

sYnopsis
In recent years, there has been a significant shift in thinking with regard to global natural resources
and the effect of carbon fuels upon the environment, particularly in relation to the operational
characteristics of marine vessels and their propulsion systems. Diesel-electric and hybrid power
systems have become a major focus in the industry and first-hand experience will be collected for
the purposes of this paper.
To achieve a reliable, compact, cost-effective and straightforward propulsion solution, Schottel
developed the Schottel Combi Drive (SCD). The combination of the basic design features of a pod
system, with features of the proven and reliable mechanical azimuth thruster, offers an attractive
solution to the industry for these new power systems.

introdUCtion
Diesel-electric propulsion is nothing new – it has been
in existence for many years. Neither are diesel-electric
propelled tugs new – electrically-driven tugs have been
in action since the 1940s. However, discussions about
emission control sparked a new interest in diesel-
electric tug propulsion. The SCD has been developed
for the offshore industry, originally for use in supply
vessels which have a restricted available height in the
aft ship.

The success of the units was such that the SCD is

now being used in all manner of applications, and it
is particularly well suited for use in tugs. Due to the
restricted space in a tug, the SCD is ideal compared to
conventional, mechanically geared Z-drives. In addition
to the compact size, there are many more advantages
which will be described in this paper. Tugs have their
own particular needs, and Schottel has developed a
unit that is specially adapted to the requirements for
tug use and is described in this paper. As it is based on
offshore experiences, there will be a short description of
the SCD series first.

the sChottel CoMbi driVe

The SCD is a symbiosis of a mechanical Z-drive and
an electric motor (E-motor) and consists of two major
parts: the upper part with the integrated E-motor, and
the lower part with the mechanical gearbox. Figure 1: SCD cross-sectional view.
1

D2P2.indd 1 19/04/2011 15:58:39

 Upper part
Instead of the upper gear of a mechanical thruster, a
vertically-arranged E-motor tops the lower part of the
SCD. One could say: “but this is a simple L-drive – what
is so innovative about that?” But that is not correct.
The SCD is different from the L-drive as the motor sits
partly inside the thruster, and therefore only half of it
sticks out of the thruster. In addition, the motor has
integrated elastic mountings (Figure 2) to reduce noise
levels and separate the motor from the thruster. Hence,
there is a significant height advantage over the L-drive,
which needs a separate motor foundation and has the
complete vertical motor above the top-plate (Figure 3).
Figure 2: Integrated elastic mounting of the motor.
Figure 3: Comparison of
SCD (left) and L-drive
(right).
One aspect of this arrangement is the same as an
L-drive – the fact that you only have one gear-step
inside the thruster, which forces you to slow down
the speed of the E-motor compared to a Z-drive. Due
to the slow speed and constant power, the motor
requires a higher torque compared to a Z-drive, which
consequently leads to a physically larger motor. This
has created one of the main challenges during the
development of the SCD – how to accommodate the
rather large E-motor inside the upper part of a standard
mechanical thruster with a narrow A-Module (azimuth
steering module).
2
D2P2.indd 2
It seemed that the A-module would have to be
enlarged to suit the motor. This enlarged A-module
was about the same size as the A-module of the next
biggest thruster unit, so the module from this bigger unit
was chosen, this also having the advantage of using
proven technology. There was also, however, a big
disadvantage. The next-size unit is larger and stronger,
and beyond a certain thruster size it is both physically
and economically not feasible to build an SCD.
Connection between upper and
lower parts
A vertical power transmission shaft connects the
vertically installed e-motor with the lower gearbox. The
lower bearing of the electric motor (E-motor) is used
as the upper bearing of the power transmission shaft,
so there is no additional shaft support bearing. As
this bearing is no longer easily accessible, the usual
grease-lubricated bearings in an E-motor have been
replaced by an oil-lubricated bearing.
The elastic coupling between motor and power
transmission shaft is made in such a way that it is
self-aligning. This means that if the motor has to be
exchanged, the coupling between power transmission
shaft and the motor does not have to be realigned.
Figure 4: Elastic coupling between motor and power
transmission shaft.
The elastic coupling between the E-Motor and the
vertical shaft in an L-Drive is normally easily accessible,
but in the case of the SCD, the coupling is placed inside
the cone of the steering section. A normal elastic coupling
Figure 5: Geislinger coupling.
19/04/2011 15:58:40
 propeller impacts before the
coupling reaches its mechanical
limits and just works as a shaft.
This is an advantage over the
more traditional couplings which
are normally damaged in such
a situation. These couplings
are completely submerged in
gear oil and practically free of
wear. The design is made for an
infinite lifetime.

The lower section

Figure 6: Geislinger diagram.
with rubber elements and limited lifetime is therefore less
suitable – and more so because the coupling is running
in oil so a double metal bellows coupling is applied. The
vertical shaft consists of two proven Geislinger® couplings
in a row at its shaft ends (Figure 5 opposite).
The design has a symmetric spring arrangement in
the forward and reverse direction. These couplings can
transmit the full torque in both directions (Figure 6).
The SCD is available with
three different lower sections.
These are the standard lower
gearboxes from the mechanical
Z-drives, as pictured in Figure 8.
For tug use, only the units with the single propeller and
nozzle are suited. A very obvious advantage of the SCDs
is the space-saving aspect and the height advantage
compared to an L-Drive, which has already been
mentioned. About 20 per cent of space can be saved
compared to a Z-drive unit (Figure 9 on next page).
The original SCD range, made long before diesel-
electric tugs were under consideration, is shown in
Figure 10. The SCD 2020 and the SCD 3030 are
already in use for offshore operation, and these units
can be used in tugs as well. The new SCD 1515
however, has been developed specifically with tug
applications in mind.

Design considerations for use

In tugs
Different concepts for ‘green tugs’ have been developed
Figure 7: Geislinger spring. over the years, and a large part of these designs
is based on pure diesel electric propulsion. The
The conical spring blade design has a low torsional
differences between the design concepts are mainly in
stiffness and a high permitted twist angle (Figure 7).
generating, storing and distributing the electric power.
Based on these characteristics, the torsional vibration
The number and/or size of the generators is different
system is optimally proven. The couplings are designed
and based on the operational profile of the tug.
with sufficient transient vibratory torque reserve to absorb
The generator layout is chosen
in such a way that the loading of
the engines is optimal from an
efficiency point of view. There
is, however, only one E-motor
driving the thruster, and this
motor will have to cope with the
different loadings.

The following requirements

were decisive factors for the
development of the new motor
series:
• high energy efficiency;
• easy service and maintenance;
• availability;
Figure 8: SCD configurations. • eco-friendliness.
3

D2P2.indd 3 19/04/2011 15:58:41

 These requirements called for the following
development goals:
• very high efficiency at partial and full load for
reduced energy consumption;
• extended maintenance intervals and reduced
maintenance time;
• minimum motor dimensions;
• low noise and low vibration design.
Eco friendly requirements also lead to special
requirements for other systems:
• Sealing system should be state-of-the-art and
prevent even more leakage of oil into the water.
• Instead of the more traditional hydraulic steering
system on tugs, the steering system should be fully
electric. Besides its cleaner reputation, electrical
steering also has a power consumption advantage.
SCD 1515 SCD 2020
Twin propeller 2,100 kW* 2,600 kW
Single propeller 1,900 kW* 2,600 kW
(* not actual anymore)
Figure 10: Original SCD range.
Figure 11: Svitzer Ecotug® as under construction.
D2P2.indd 4
Power considerations
Tugs with diesel electric propulsion plants are mainly
developed for use in urban and environmentally
sensitive areas where emission control is of utmost
importance. Urban areas are primarily harbours that are
situated in a city or close to it. For tug activities in remote
sensitive areas, one should think of terminals. For use in
cities you would need pure harbour tugs. Although the
majority of harbour tugs at this moment comprise tugs
with a bollard pull below 60 tonnes, it is expected that
this figure will rise in the future. Recent developments
show that most of the more powerful tugs in harbours
are in the range of 60-75 tonnes. This means that we
had to adapt the power range as given in Figure 10.
Space considerations
The space requirements of an SCD in general,
mentioned previously, are of particular relevance for a
tug where available space, especially as
regards height, is even more restricted.
Figure 11 shows the layout of the
Svitzer Ecotug® currently under
construction, and shows that a Z-drive
with a horizontal E-motor would be
very difficult to incorporate. From this
evaluation it became clear that the
existing SCD would not fit in all cases
and that we would have to take extra
height precautions.
Figure 9:
Comparison Power Rating
SCD (left)/ Due to the working conditions of a
Z-drive (right). tugboat, the E-motor is designed for a
duty type S1 of 2,100kW. Combining
the propeller design and the variable
SCD 3030 motor speed, the SCD can increase its
continuous rating up to 15 per cent for
3,300 kW maximum bollard pull operation. With the
3,300 kW constant torque, and wide speed range
of the motor, an application-optimised
propeller design can be realised.
4
19/04/2011 15:58:47
 During transit under free sailing conditions, the variable bearing is grease-lubricated. The inner part of the motor
options of the SCD can be used to increase the shaft is protected against the ingress of gear oil by wear-
power and the vessel speed. During slow transit sailing, resistant shaft sealing rings. Leakage detectors and
the double-winding system of the motor enables the use suction mechanisms ensure the necessary safety
of only one converter to operate the generator in a more and availability.
efficient manner and therefore save fuel. The maximum
allowable shaft torque of the unit is limited by the current Table 1, below, gives an overview of the technical
of the converter to protect the unit against overload. details of the motor series and their correlation to the
propeller versions.
The Motor
Type SCD 1515 2020 3030
The newly developed asynchronous motors (Figure 12)
Motortype DKWUZ 6331-8U 7131-8U 7136-8U
are fed by low-voltage source inverters (VSI) out of the
690V shipboard electric power system. If required, the Pmech [kW] 2100 2600 3300
specially designed stator winding enables the motors Un [V] 645 635 675
to be supplied with power via two galvanically isolated
fn [Hz] 46.9 50.2 50.1
three-phase systems.
In [A] 2 x 1083 2735 3191
It is also possible, therefore, for two level VSI n [min-1] 700 750 750
industrial standard converters to be used cost- Mn [Nm] 28650 33107 42017
efficiently. The additional rotor losses caused by current
cos  0.90 0.90 0.91
harmonics are minimised by means of special design of
the short-circuit rotor, so that a high motor efficiency is (H/F) [%] 97.00 97.10 97.20
achieved at the inverter as well. Cooling water
[l/min] 300 350 400
quantity
Cooling mode IC 4A1W7 IC 4A1W7 IC 4A1W7
Degree of
IP 54 IP 54 IP 54
protection
Design IM 4011 IM 4011 IM 4011
Height mm 1325 + 454 1243 + 475 1482 + 475
additional
height with
locking mm 0 353 363
mechanism &
encoder
Installation
mm 1325 1596 1845
height
Diameter mm 1250 1354 1380
Mass of motor [t] 10,1 12,3 13,8
Mass of drive [t] 34.1 46.0 63.5

Table 1: Data of the DKWUZ motor series for the SCD.

When manufacturing the motors, particular attention

Figure 12: Water-jacket cooled three-phase
asynchronous motor DKWUZ 6331-8U.
The eight-pole stator is shrunk into the welded
housing with a water jacket. Special technology
guarantees a constantly good thermal connection for
the stator core with its winding to the outer jacket. An
inner cooling circuit ensures the corresponding cooling
of the short-circuit rotor in order to limit the bearing
temperatures to uncritical values, especially in the case
of highly utilised, purely surface-cooled motors.
The bearing shields are cast parts and both bearings
are insulated. While the D-side (lower) bearing is
lubricated and cooled by gear oil, the N-side (upper)
5
has to be paid to correct winding of the stator. The
VEMoDUR® insulation system is used, which is well-
established and proven in industrial and marine
applications. This insulation system satisfies the
mechanical, chemical, thermal and, last but not least,
electrical requirements owing to the choice of the
insulating materials. By appropriately selecting the
structure of the insulation system, it can be adapted to
the various electrical requirements of different types
of inverters.
The measured values in Figure 13 (on next page)
show that even with power supply from the 690V
shipboard system, an insulation system resistant to
partial discharge is required in order to be able to
guarantee a minimum lifetime for the stator winding,
including 25-year insulation of which is usual for
electrical appliances.

D2P2.indd 5 19/04/2011 15:58:47

 of the total volume of the machine is
accounted for by the cooling, including
the cooling circuit.

Water-jacket cooling according to

IC 4A1W7, however, requires just 10 per
cent of the total volume of the machine.
The space savings gained by this
version may be used for the creation of
additional torque at reduced rotational
speed, which becomes necessary due
to the omission of the first reduction
stage. Despite the considerably smaller
outer dimensions of the motor, this
results in an increased proportion
of the mass accounted for by active
components, above all the dynamo plate
and winding copper.

A comparison of motors with an

output of 2,750kW for installation in a
Z-drive SRP 2020 with installation in an
L-drive SCD 2020 leads to the following
Figure 13: Measured voltage characteristic at the motor terminals ULL result: for the classic Z-drive, a four-
with inverter supply. pole asynchronous motor as shown in
Installed in a separate chamber outside the bearing Figure 14a (below) with a shaft height
shield at the N-side shaft end are the earthing brush of 560mm and a total volume of 8 tonnes would be
with earthing slip ring, the speed sensor required for the selected. In combination with the mass of the SRP
converter and, if desired, a locking device for the rotor. 2020 of 40 tonnes, this adds up to at least 48 tonnes
With the new generation motor, no additional vertical without consideration of the horizontal cardan shaft
space for installation is required for these parts. This is and the foundation additionally required. The eight-
a great advantage, especially for use in supply vessels pole asynchronous motor of the SCD 2020 (Figure 14b
and tugs with restricted space. opposite) with a shaft height of 710mm has a total mass
of 12.30 tonnes. The complete SCD 2020, however,
The opportunities for saving space by implementing reaches a total weight of only 46 tonnes. This shows
water-jacket cooling are illustrated by the schematic clearly that not only considerable space savings can be
comparison of the classic motor design featuring a top- obtained, but also savings in mass with a simultaneous
mounted cooling system (Figure 14a) with the selected increase in the relative proportion of active parts,
version (Figure 14b). Cooling according to IC 8A1W7 is thanks to the specially designed motors with water
characterised by the fact that approximately 40 per cent jacket cooling.

Figure 14a: Classic motor design with top-mounted heat exchanger according to cooling mode IC 8A1W7 or IC 8A6W7.
6

D2P2.indd 6 19/04/2011 15:58:48

 Figure 14b: Motor design with integrated heat exchanger
according to cooling mode IC 4A1W7.
Figure 15a: Motor data for the SCD 2020 in nozzle as a function of the
velocity v (kN) at constant motor speed.
Figure 15b: Motor output and efficiency of the SCD 2020 in nozzle as a liner ensures the longlife of the seals (see
function of the motor speed (rev/min) and the velocity v (kN).
7
D2P2.indd 7
The increased weight of active parts
leads to higher power factors and high
values of efficiency. The increased
power factors can be found particularly
in the upper part of the output hyperbola,
consistently above 0.9 which has a
positive impact on the apparent converter
output and, therefore, the converter costs.
Thanks to the very low frictional losses
of the water-jacket-cooled series and the
special design, the motor efficiency is at
least 96.5-97.2 per cent (Figure 15a) in
a wide power range of 30-100 per cent.
A prerequisite for this performance is
a torque-related flux reduction by the
inverter control. This applies independently
of the vessel speed (Figure 15b).
There are two main aspects that will
ensure the long service life and high
reliability of the motors – a robust design,
taking into consideration the operation with
two-level voltage source inverters on the
one hand and the decades of experience
of VEM Sachsenwerk GmbH in the design
of main drives for ships on the other.
Seals
The SCDs are equipped with state-of-the-
art sealing components. At the propeller
shaft a combination of pressure resistant
but flexible lip seals are used. For the
seal, the material is a special compound
of HNBR. This combination, with a
tungsten carbide-coated, stainless steel
Figure 16 on next page).
19/04/2011 15:58:50
 Figure 16: Propeller shaft seal.
Pressure resistant, flexible lip seals are also used
at the steering tube. The lip material is a high wear
resistant NBR compound running on a ceramic-coated
stainless steel liner. For easy maintenance, the seals
are available in a split design for easy exchange. Both
seal arrangements can be monitored by the Schottel
Leacon system (leakage control). The Leacon system
works with a leakage chamber between the inner
oil-sided seals and the outer water-sided seals. Any
possible leakage will be collected in a tank inside the
thruster room. The flow rate gives a significant picture
of the condition of the seals. The system can be
extended by an under pressure leakage tank to adjust
to the right pressure conditions at the lip seals.
Steering
As mentioned previously, Schottel opted for electrical
steering. The advantage over hydraulic steering is that
you do not have to convert the energy twice. Instead of
an E-motor/driving a hydraulic pump/driving a hydraulic
D2P2.indd 8
Figure 17: Vacuum tank.
motor/driving the steering gear, we now have an
E-motor/driving the steering gear directly. The steering
motors have a brake which is activated when no
steering action is required. There is no power needed
to keep the unit in position. This all makes the steering
system more power friendly than a hydraulic system
and there will be less maintenance.
Benefits
The unit has many benefits for the owner, the designer
and the shipyard. Any benefit for the shipyard will
also be, indirectly, an advantage for the owner. All the
benefits compared to a normal Z-drive are summarised
below:
• Optimal use of space;
• Higher efficiency due to missing gearbox and
electrical steering;
• Ease of installation due to missing motor foundation
and shaft line;
• Less maintenance.
19/04/2011 15:58:51
 Conference paper Day 2
sponsored by Paper No. 3

Antwerp, Belgium
Organised by the ABR Company Ltd

Advantageous Combinations of Torsional Couplings and Composite Shafts

in Tugboat Drive Lines

Guenther Lutz (speaker/author), Dr -Ing Gunnar Goedecke (author), Mario Bogdanski,

Andreas Drueg, Michael Dylla (co-authors), Vulkan Kupplungs und Getriebebau GmbH, Germany

SYNOPSIS
This paper presents tugboat application examples of Vulkan Rato R torsional couplings with Vulkan
composite shafts featuring low weight and high stiffness with a subsequent reduction of the number
of support bearings. Advice on the design of composite shafts, and a new combination of composite
shafts with the proven Rato DS coupling are included in the paper.
The new design combines the function of main torsional coupling and misalignment coupling in
the Rato DS, leading to a significantly reduced number of parts. Together with a newly developed
connection between the composite shaft and adjacent steel parts, this combination provides a
lightweight and cost-effective solution.

FUNCTIONALITY OF
Figure 1: Rato R
RATO R COUPLINGS coupling 1G252.
The Rato R torsional coupling
covers the torque range from
12.5 kNm up to 270 kNm. The
Rato R rubber elements are
available in different shapes1,
which enable optimal
solutions with respect to the
torsional vibration of the drive
line under consideration.

In the case of the Rato

R (Figure 1), the torque
is transmitted by shear
stresses in the rubber which
have a predominant axial/
circumferential component.
The shear loading is
performed via cone-shaped
or flat, thin steel plates
vulcanised to the rubber
element. In terms of stiffness,
the Rato R rubber element
features a low torsional
and radial stiffness and
a rather high axial and
angular stiffness. In order to
add low axial and angular
1

D2P3.indd 1 27/04/2011 14:41:15

 stiffness, the Rato R rubber element is combined with
a misalignment coupling, typically designed as a steel
membrane assembly. The smaller design variant of the
Rato R type is the well-known Vulkardan E, designed
for the torque range below the Rato R.
Nowadays, Rato R couplings are tested and
manufactured following the recently introduced Acotec
approach in Vulkan-owned rubber production facilities2.
Due to the fact that the coupling provides a torsional,
radial, axial and angular degree of freedom within one
coupling, it is particularly well-suited for short distances
between the driving and the driven machine. In tugboat
applications, the Rato R in standard execution is
selected for all kinds of stub shaft designs between
engine and shaft line connecting to the thruster.
Radially-fixed stub shaft designs are state-of-the-art
solutions for diesel engines, free-standing clutches and
shaft lines with cardan shafts. New hybrid tug drive line
designs consisting of an aligned diesel engine, a motor/
generator and a thruster input shaft can normally best
be equipped with a Rato R or Vulkardan E.
RATO R COUPLINGS WITH
COMPOSITE SHAFTS
In the case of drive shafts connecting the diesel
engine and the thruster over longer distances, the
radial degree of freedom of the Rato R coupling needs
to be eliminated because the shaft weight has to be
supported by the element. This is done by a radial
bearing integrated to the membrane assembly of the
coupling – the latter is mounted on to a support ring
which in turn is connected to the driving side of the
coupling. The membrane assembly (item 11 in Figure 2)
consists of at least three steel membranes (annular
plates) with the middle membrane working as the radial
support with high bending compliance. The outer two
membranes provide axial and bending compliances as
well, but primarily transmit the torque. The drive shaft
Figure 2: Rato R coupling 1G261Z with radial support and composite
intermediate shaft. Shaft design data: 2,500 kW @ 900 rev/min.
D2P3.indd 2
itself is bolted to a clamping ring, which connects the
three membranes at about 40 per cent of the diameter
difference of the annular plates.
It is obvious that a lightweight drive shaft between the
coupling with radial support and the thruster input shaft
is advantageous. This can best be achieved by using a
composite shaft. Figure 2 shows a typical arrangement
for a tugboat drive line of this kind. The composite shaft
(item 2 in Figure 2) is of double cardanic design with
the membrane coupling assembly at the Rato R and
another membrane assembly at the rear end of the
composite shaft.
Apart from the deadweight of the shaft acting on
the engine flywheel and the thruster input shaft, the
double cardanic design of the intermediate shaft
provides low radial reaction forces in case of any radial
misalignments of the connected machines. The reason
becomes evident when looking at the formula for the
radial stiffness of the double cardanic shaft, as in the
equation below.
C B ,1  C B ,2  kN 
CR   mm 
L2B
CB,1 Bending stiffness (kNmm/rad) of first membrane
assembly;
CB,2 Bending stiffness (kNmm/rad) of second
membrane assembly;
LB Axial distance (mm) of the membrane assemblies.
If the axial distance of the membranes is doubled, for
example, then the radial force caused by 1mm radial
movement of the connected machines will be reduced
by a factor of four. Due to the low radial stiffness
and the high radial misalignment, capacity drive line
solutions as shown in Figures 2 and 3 do not require
high alignment precision and therefore reduce the
alignment effort.
27/04/2011 14:41:15
 In addition to double cardanic shafts with
misalignment couplings, this also applies to rigidly-
connected composite shaft sections. Due to their low
radial stiffness, caused by the shaft length appearing
with the inverse of the square in the stiffness formula,
composite shafts are not, in general, that sensitive to
radial deflections due to hull bending.
When designing a combination of coupling and
composite shaft, the following vibration calculations
have to be performed in order to predict the dynamic
behaviour of the shaft line:
• Torsional Vibration Analysis (TVA) of the entire
drive train. The TVA leads to selection of the
coupling with suitable coupling nominal torque TKN
and torsional stiffness. In this circumstance, the
torsional compliance of the lightweight shaft (low
inertia) provides an additional degree of freedom
for tuning the torsional vibration system. The aim of
the TVA is to calculate the natural frequencies and
vibration modes. A force-damped torsional vibration
analysis has to show that the torsional fatigue
stresses of all drive line components are well within
the limits set by classification societies.
• Lateral and axial vibration modal analysis, and
assessment of the latter in a Campbell diagram.
In special cases with resiliently-mounted engines,
the engine block is also modelled together with
the shaft and coupling (Figure 3). Forced vibration
harmonic analysis can help to check whether
certain vibration modes of engine or thruster can
excite natural frequencies of the shaft and the
magnitude of response amplitudes.
It must be admitted that not all excitation sources
are always known during the design of the shaft line.
Recently, flywheel motions of 6-cylinder diesel engines
with distinct 1.5th order became evident as a strong
source of excitation of the composite intermediate shaft.
DISPLACEMENT
STEP = 1
SUB = 4
FREQ = 20.12
DMX = 1.288
Figure 3: Lateral vibration modes of an engine/gearbox block with composite intermediate shaft and water jet
impeller shaft. Rigid body motion of the engine is shown on the left. The natural vibration of the composite shaft
and impeller shaft is shown on the right.
3
D2P3.indd 3
Marine rules and vibration standards3 recommend
that the system must be free from any predicted lateral
critical frequency below 115 per cent (230 per cent in
the case of a cardan shaft) of design rev/min. In order
to avoid excitation by flywheel motions, or other lateral
excitations with 1.5th order of design rev/min, this factor
increases to a value of 175 per cent or even 230 per
cent. This provides a challenge for the composite
intermediate shaft. In order to increase the bending
stiffness of the composite shaft, High Modulus (HM)
carbon fibres with a longitudinal Young’s modulus of the
shaft laminate of about 200,000 MPa and a composite
material density of 1,750 kg/m³ are used. Composite
shafts made from HM carbon fibres were extensively
tested at Vulkan.
The longitudinal Young’s modulus of a standard
carbon shaft (density 1,600 kg/m³) is in the range
of 95,000 to 65,000 MPa depending on the fibre
orientation. An interesting alternative can be a
composite shaft with pure glass fibre reinforcement,
thus providing excellent intrinsic electrical isolation
capability. However, the Young’s modulus of a glass-
fibre reinforced plastic shaft (GFRP) is typically in the
range of 20,000 up to 40,000 MPa. Nevertheless,
GFRP shafts can also bridge long distances if the shaft
diameter is selected accordingly.
An often-addressed problem of the double cardanic
design is the axial vibration of such long intermediate
shafts. Axial shaft vibrations excited by axial vibrations
of the engine crankshaft can be avoided by reducing the
weight of the intermediate shaft as much as possible.
Another measure is to adjust the ratio of the axial
stiffness of the forward and aft membrane so that both
the engine movements can be accommodated and the
natural frequency of the single mass vibration system
is well above the maximum speed and does not match
main engine torsional orders. The steel membrane
assemblies provide nearly infinite design freedom with
DISPLACEMENT
STEP = 1
SUB = 11
FREQ = 50.126
DMX = 4.809
27/04/2011 14:41:15
 respect to axial stiffness at sufficiently high angular
misalignment capacity and reasonable costs.
Figure 4 shows a combination of Rato R 26 with a
6.5m long composite shaft and protruding bulkhead.
Despite the fact that the design shown in Figure 4
requires a bulkhead bearing, both designs have
advantages and their selection depends on a case-by-
case assessment of the following points:
• Feasibility of sufficiently high longitudinal shaft
bending stiffness in order to keep lateral critical
frequencies high enough (see above);
• Fire issues which can require the use of fire-resistant
materials at the bulkhead in case no water sprinkler
is available.
RELIABILITY OF COMPOSITE SHAFTS
Composite shafts have been in service since the mid-
nineties. In the meantime, hundreds of composite shafts
have been installed on different ship types such as fast
passenger and RoRo ferries, tugboats and navy ships.
The biggest composite shafts for navy applications were
designed for a nominal torque of about 420 kNm having
a single shaft length of about 12m with a weight of less
than two tonnes per shaft, including steel intermediate
shaft for the bearing.
Apart from occasional vibration problems, no
structural failure of a composite shaft in ship drive lines
is known. Composite shafts are normally designed for a
service life period of 20 or 30 years. Thus, the structural
reliability level of composite shafts seems to be well-
suited to ship applications.
The reliability level of composite shafts was set
by design rules for ship drive lines published by Det
Norske Veritas (DNV) early in 20004. This standard
outlines safety factors and a rational method for the
fatigue strength calculation. Since 2006, a bilingual
(German/English) recognised standard for the design
and calculation of composite structures has been
Figure 4: Rato R coupling 1G261Z with radial support and composite intermediate shafts. Shaft design data: 2,000
kW @ 1,000 rev/min. The upper diagram shows the shaft in two pieces with bulkhead bearing. The lower diagram
shows the one-piece shaft with a seal at the bulkhead.
4
D2P3.indd 4
available from Verein Deutscher Ingenieure (VDI)5.
It covers, in particular, the strength calculation of
composite structures based on the theory of German
professor, Dr Alfred Puck.
NEW VULKAN INTEGRATED SHAFT
COUPLING DESIGN (ISC)
Recently, Vulkan introduced a new combination of the
well-proven Rato DS rubber coupling with a directly-
connected drive shaft. In contrast to the Rato R, the
torque is transmitted in a Rato DS coupling (Figure 5 on
opposite page) by shear stresses in the rubber which
have a predominant radial/circumferential component.
This makes the rubber element of the DS rather stiff in
radial (transverse) direction.
In combination with a directly-connected shaft,
the Rato DS works as an integrated torsional and
misalignment coupling without radial support. The
angular misalignment of the Rato DS – which is a
reverse bending load of the rubber element – causes,
even at high misalignment levels, a rather low strain
level compared to the torque load and thus a low
power loss. No misalignment coupling is required
between Rato DS and the shaft. The latter can be
directly connected to the inner ring of the coupling thus
resulting in the Integrated Shaft Coupling (ISC) system.
The mass of the intermediate shaft is limited by the
radial natural frequency of half the shaft and the inner
part of the Rato DS. The design radial natural frequency
is selected to be not less than 120 per cent of design
rev/min. In most cases, a lightweight composite shaft
will be the preferred solution. At the rear end, the
intermediate shaft is connected to a steel membrane or
a Metaflex coupling (Figure 6 on opposite page).
The advantages of the new ISC design are a
significant reduction of parts, bearing less design
and weight saving. With the ISC design, there is no
noise transmission path over metallic or bearing parts
27/04/2011 14:41:16
 Figure 5: Integrated shaft coupling design based on Rato DS A23D5 combined with an electrical isolating GFRP
shaft for a thruster shaft line with electric motor. Shaft design data: 2,200 kW @ 1,200 rev/min.
between engine flywheel and gearbox. Thus the ISC
provides excellent sound isolation against structure-
borne noise.
The combination of the torsional compliance of the
Rato DS together with the torsional compliance of the
composite shaft results in an advantageous torsional
system which leads to a reduction of the vibratory
torque in all sections of the drive train. Depending on
the shaft speed, the ISC design based on Rato DS
can normally be combined with composite shafts up to
7m in length. All Rato DS6, whether single row or dual
couplings, can be used for the ISC design.
Figure 6: Integrated shaft coupling design based on
Rato DS A2315 combined with a composite shaft and
Metaflex coupling for a thruster shaft line with diesel
engine. Shaft design data: 1,700 kW @ 1,800 rev/min.
In the near future, the composite shaft used for
the ISC design will feature a recently developed new
design for the joint between the composite shaft and the
metallic end flange. This new design connects the steel
flange to the CS by means of an axially pre-stressed,
bolted joint bonded to the CS shaft face (Figure 7).
The steel flange does not protrude into the inner side
of the shaft. This design reduces the size of the flange
and thus the shaft weight. Furthermore, it makes the
flange design particularly well-suited for the connection
to all types of misalignment couplings.
5
D2P3.indd 5
Figure 7: Integrated shaft coupling design based on Rato
DS A2315 combined with a composite shaft with new
bolted joint between composite shaft and steel flange.
CONCLUSIONS
Torsional couplings with directly-connected composite
intermediate shafts combine the advantage of torsional
compliance with the design of lightweight shafts with
no bearings, even for high-speed shafts. The double
cardanic design of the composite shaft with the intrinsic
low radial stiffness and the reduction of the number of
bearings make composite shaft drive lines an easy-
to-handle system with significantly reduced alignment
effort for tugboat drive lines.
REFERENCES
1
VULKAN Couplings RATO R catalogue, issue 08.2010.
2
Goedecke G, Acotec – A new dimension in testing and
measuring methods, Ship & Boat International, July/August
2010, p 58.
3
ANSI S2.27-2002, American National Standard, Guidelines
for the measurement and evaluation of vibration of ship
propulsion machinery.
4
Type approval of composite drive shafts and flexible
couplings, Standard for certification No 2.9 Type Approval
programme No 1-501.16, DNV, 2000.
5
VDI Guideline 2014 Part 3, Development of fibre-reinforced
plastics components, Analysis (German/English) Beuth-
Verlag, Berlin, 2006.
6
VULKAN Couplings RATO DS catalogue, issue 08.2010.
27/04/2011 14:41:18
Untitled-1 1 28/04/2011 12:30:29
 Conference paper Day 2
sponsored by Paper No. 4

Antwerp, Belgium
Organised by the ABR Company Ltd

Germany’s new 200-tonne bollard pull emergency towing Vessel

– Innovative ship design and Propulsion equipment

Part 1: Carsten S Wibel (speaker/author), Bugsier-, Reederei- und Bergungs-Gesellschaft mbH

& Co KG, Germany
Part 2: Dr Michael Eckstein (speaker/author), Christopher Hecker, Eckhard Osterloff,
Arno Straub (co-authors), MTU Friedrichshafen GmbH, Germany

sYnOPsIs
This paper looks in depth at the design of Germany’s New Emergency Towing Vessel Nordic,
including performance data, design solutions and the auxiliary and main propulsion diesel engines for
Gas Protected Operation (GPO). One innovative technical aspect of the vessel is its ability to operate
in any type of hazardous atmosphere – a worldwide milestone for the shipping industry including the
foremost companies, agencies and others involved in the safety and security business.
In addition to operational data, Bugsier will outline the citadel system which protects crew and
technical equipment against dangerous, toxic, inflammable or explosive conditions caused by
marine incidents or asymmetric warfare. MTU provides the diesel engines for the salvage tug,
and the development and features of the main propulsion engine, 20V8000, and auxiliary engine,
12V4000; gas protected versions are described. The prime focus is on the necessary engine
components (flame explosion arresters, emergency air flaps, sensors and electronic changes)
including qualification and certification by the relevant authorities. The remote controls and
monitoring system for the complex propulsion system are discussed in context with the various
operating conditions and an overview of current and future MTU engines in gas-protected versions
is also presented.
This paper will be presented in two parts, by Bugsier and MTU respectively.

Part 1: Presentation by Bugsier. of the tanker Sea Empress at Milford Haven, the
German Minister of Transport decided to strengthen the
IntROductIOn country’s emergency towing capability, which at the time
On 1st January 2011, the new German Emergency comprised just two government-owned, multi-purpose
Towing Vessel (ETV) Nordic (Figure 1) started its
charter, relieving the well-known Oceanic at its standby
location 12nm north of the island of Norderney.

In the summer of 2008, the Arbeitsgemeinschaft

Küstenschutz (ARGE), a joint venture formed by the
German towing and salvage companies, Bugsier,
Fairplay Towage and Unterweser Reederei, and the
helicopter operator Wiking Helikopter, was awarded
a 10-year charter contract by the Federal German
government for ETVs, following a Europe-wide tender.

As early as the 1980s, the Federal German government

established emergency towing capacity to protect its
North Sea coastline. In 1996, as a result of the grounding Figure 1: Emergency Towing Vessel, nordic.
1

D2P4.indd 1 26/04/2011 16:09:32


Figure 2: Emergency towing capacity to protect the coastline of Germany.
vessels, Mellum and Scharhörn. Bugsier’s well-known
and respected salvage tug Oceanic, with a minimum
160-tonne bollard pull, was chartered under a six-month
contract to operate as an ETV.
In the autumn of 1998, after a number of incidents,
including the freighter Pallas which involved a fire,
a grounding and subsequent pollution, the National
Maritime Accident Contingency Plan was reviewed by
a group of experts. Those experts defined a maximum
response time of two hours for an ETV to arrive at a
vessel of distress and drifting towards the German
coastline. This resulted in a requirement for eight ETVs,
three of them in the North Sea, and five of them on the
Baltic Sea coastline (Figure 2).
In the North Sea, the chartered ETV Nordic is always
on standby at its predetermined station, except for a
maximum time of 16 hours in every 28 days which is
allowed for crew change and replenishment.
The two government-owned, multi-purpose vessels
Neuwerk and Mellum, normally carry out their day-to-
day business for the German Waterways and Shipping
Administration (eg as buoy tenders), but take up their
allocated stations when the weather forecast is predicting
winds of B/Force 8 or more. As a result of the grounding
of the Braer in 1993, an inquiry headed by Judge Lord
Donaldson reported to the UK parliament in 1994.
“If assistance is going to be successful, a tug has to
be able to reach the crippled ship quickly. The tug has
to be strong enough for the job, properly equipped and
furnished with an expert crew. There must be some
way to make a very strong connection between the two
vessels, sometimes in atrocious weather.”
In order to meet the defined response time of two
hours, the specification of the German tender asked for
a minimum trial speed of 19.5 knots with a draft of 6m,
certified by a classification society. The requirement
to fulfil the trial speed and the bollard pull at a draft of
2
D2P4.indd 2
Picutre courtesy of Berg Propulsion.
6m was demanded by the experts with respect to the
hydro-morphological needs of the German coastline. At
a wind force of B/force 9 and a significant wave height
of 5m from forward, confirmed by results of tests done
in a European model test basin, the tender specification
demanded a minimum speed of 14 knots.
The ARGE started its work to meet the requirement
for a new ETV for the German coastline in January
2006 by signing a co-operation contract with the
Norwegian naval architect bureau Skipskonsulent A/S
on a ‘no-cure, no-pay’ basis. Skipskonsulent prepared
the specification and basic design, including hull lines
for the ETV to meet requirements defined at that stage
by the ARGE. A few months later, the ARGE chose
Peene Werft (Wolgast) to build the ETV, and Berg
Propulsion to supply the propellers if the ARGE bid for
the contract was successful.
The challenge to reach the trial speed at a draft of 6m
limited the projected diameter of the two variable pitch
propellers to about 3.80m, and limited the output of the
two main engines to 8,200kW each. The first model
tests ordered by the ARGE at the Hamburg Ship Model
Basin (HSVA) confirmed that the hull lines proposed
by Skipskonsulent would meet the requested speed of
19.5 knots. With the support of Peene Werft and Berg
Propulsion, the lines proposed by Skipskonsulent had
to be changed to increase the propeller diameter to 4m.
Complex calculations carried out by Berg Propulsion
minimised the risk of cavitation.
To fulfil the minimum requirement for 200-tonne
bollard pull, extensive calculations were carried out
by Skipskonsulent, Berg Propulsion and Peene Werft,
and confirmed by HSVA’s model tests. As a result,
Berg Propulsion suggested using wing nozzles to
concentrate the propeller thrust, with minimal effect on
the vessel’s speed (Figures 3 & 4 opposite).
Speed and bollard pull trials in October 2010,
certified by Germanischer Lloyd, resulted in a speed
26/04/2011 16:09:33

of 19.8 knots and a bollard pull of 201 tonnes, fulfilling
the tender specification.
In order to give Nordic the properties of an ETV ‘to
reach the crippled ship quickly’ and ‘to make a very
strong connection… in atrocious weather’, as Lord
Donaldson stated in his report, a special hull form
was chosen for the vessel. The bulbous bow, with its
considerable flare, enables the vessel to sail at high
speed in heavy seas, and the enclosed and rounded
salvage tug-type stern ensures that the crew can
work safely on the towing deck when making a towing
connection. High bulwarks, backed by large scuppers,
protect the working deck against seas crashing
onboard. A water trench, formed by a large transverse
channel at the forward end (below deck level) and
covered by gratings, carries away the excess water.
However, atrocious weather is not only a question of
gale force winds or high seas – toxic, explosive or other
hazardous gases bleeding from the distressed vessel
can also contaminate the atmosphere.
The most advanced feature of Nordic is her ability
to operate in a hazardous atmosphere. Bugsier, as
leading partner of the ARGE for the North Sea ETV,
first started its research on this subject in 2001 by
designing an emergency response vessel with the
best available technology. With the growth of marine
transport of hazardous goods – whether homogeneous
in chemical tankers and LNG/LPG carriers or
inhomogeneous on container vessels – the danger to
ETVs from hazardous or noxious substances (HNS)
bleeding from a distressed vessel is also growing. All
parties in the German Parliament, therefore, passed a
unanimous resolution for the new ETV to have the class
notation ‘suitable for hazardous atmosphere’.
A ‘citadel’, formed by a gas-tight accommodation and
engine room, and provided with internal overpressure,
is the solution used to protect the crew against HNS,
giving the ETV the ability to operate in hazardous
atmosphere. Several emergency towing scenarios
were considered by Bugsier and incorporated in its
3
D2P4.indd 3
Figures 3 & 4:
Wing nozzles
used to
concentrate the
propeller thrust,
with minimal
effect on the
vessel’s speed.
formal safety analysis in deciding the way to provide the
overpressure in the citadel.
In a hazardous environment one can chose between
two means of provision:
1. Dependent on the external environment, taking the
air via filters or
2. Independent of the external environment, taking the
air from a reservoir.
More than 80,000 different chemicals are being
manufactured worldwide, to which approximately
2,000 new chemicals are added each year. Most of
these are traded internationally and carried at sea. For
that reason, when two neighbouring containers with
known dangerous cargos are accidentally combined
to generate a new (unknown) substance, extensive
analysis has to be carried out before an ETV equipped
with overpressure air cleaned by filters can enter
the hazardous atmosphere. The only way to do that
analysis and give the ETV the ability to start its attempt
to establish a towing connection quickly is by using a
platform independent of the environment.
Before Nordic, vessels with the class notation
‘suitable for hazardous atmosphere’ (eg Germany’s
multi-purpose vessels Neuwerk and Arkona) were
equipped with filters supporting their citadel – with air
dependent on the environment.
Focusing on an overpressure system independent
of the external environment, with the support of
Draeger Safety (Lübeck), Skipskonsulent and Peene
Werft, Bugsier designed a solution giving the ETV a
minimum operating time of eight hours in a hazardous
atmosphere. In order to consume the minimum amount
of compressed air from the reservoir, the vessel had to
be built with minimum leakage through windows, doors,
scuppers, hatches and flaps. Every opening in the
citadel to the surrounding atmosphere was examined
to determine whether it was needed, might be removed
or merged with another one. Gas-tight doors were
examined for their leakage rate and procedures for the
construction developed and agreed.
26/04/2011 16:09:33
 Before navigating into the vicinity of a vessel in
distress, the crew of Nordic has to prepare their vessel
for a hazardous atmosphere by closing the citadel to
a gas-tight condition. Air condition has to be changed
and internal circulation, along with several other devices
such as the gas warning system, are started. In parallel
with the closing activities, booster ventilators blow air
into the citadel generating overpressure. After finishing
those preparations, keeping the overpressure at about
4 mbar with the booster fans, the supply air ducts are
closed and the air reservoir opened.
The reservoir aboard Nordic is equipped with nine
modules comprising 12 x 50-litre cylinders, filled with
300 bar by two compressors when the vessel is in a
‘clean’ environment. Four of the modules are reserved
to provide the citadel with pressurised air, maintaining
the overpressure and giving a minimum operating time
of eight hours. The remaining five are needed to flush
the air locks when personnel leave or enter the citadel.
The compressed air in the cylinders is directed to a
mechanical aperture reducing the pressure from 300 bar
to 4 mbar. One of the advantages of the mechanical
aperture developed by Draeger Safety is that the
device operates without the need for power. During
gas-protected operation, the master is informed by a
countdown clock of the remaining time to stay in the
hazardous atmosphere, as a function of pressure
in the cylinders and the consumption of air through
the aperture.
Two airlocks give access to the vessel’s citadel –
one on the main deck via a changing room and another
on A-deck leading into a medical treatment room.
The dimensions of the airlock on main deck are
sufficient for two crew members wearing protective
clothing, but can be extended, whereas the other
is adequate for a two-person rescue team wearing
protective clothing and carrying a stretcher. Both
airlocks are equipped with high-pressure showers
to clean the chemical protection suits of personnel
after working in hazardous atmosphere. Every time
an air lock is opened to the citadel it is flushed with
compressed air from the five modules.
Explosive gases in the atmosphere may influence
the main and auxiliary engines causing over-speed,
as stated in the accident investigation report of
Deepwater Horizon. BP pointed out in its report:
“The heating, ventilation and air-conditioning system
D2P4.indd 4
probably transferred a gas-rich mixture into the engine
rooms, causing at least one engine to over-speed,
creating a potential source of ignition.” MTU will outline
its successful approach of supporting Nordic with
engines suitable for explosive atmosphere in part two of
this paper.
Nordic has a crew of 16, including a so-called
‘boarding team’. Even if the boarding team, comprising
one master mariner and three ABs, has been transferred
to the distressed vessel by boat or helicopter to support
or substitute its crew, the remaining 12 onboard Nordic
is adequate to enable the vessel to perform its ETV
duties. The demand to boost the crew by a boarding
team was a result of the review of the German National
Maritime Accident Contingency Plan after the Pallas
incident in 1998.
In addition to the crew, Nordic is able to
accommodate up to 10 trainees including an instructor.
Spacious training facilities, including a separate
workshop and classroom, provide future generations
of ‘prudent salvors’ with a hands-on apprenticeship. In
2003, Bugsier started its efforts, together with its ARGE
partners and two more towing companies, to develop its
recruitment by using Oceanic as a training vessel. As a
result, some of the former trainees are now serving on
Nordic as ratings and junior officers.
With Nordic relieving Oceanic on 1st January, the
German ETV capability has been adjusted to give
comprehensive protection of its coastlines, using the
most advanced techniques and technology made in
Germany. Several incidents in the last decade have
proven the effectiveness of the national maritime
accident contingency plan. Germany’s preventive
measure, facing the growing size of 14,000+ container
vessels and an increasing amount of HNS cargo, is
the new advanced ETV with a speed of 19.5 kn, a
bollard pull of 200 tonnes and the ability to operate in
hazardous atmospheres.
BIBLIOGRAPHY
1. Safer ships, cleaner seas – Lord Donaldson’s inquiry
into the prevention of pollution from merchant shipping,
London, 1994.
2. Deepwater Horizon – Accident Investigation Report,
www.bp.com, September 2010.
3. Gaston J, The new ETV Nordic Enters Service, Maritime
Journal, January 2011.
26/04/2011 16:09:33
 Part 2: Presentation by MTU.
Propulsion System
The new Emergency Towing Vessel (ETV), Nordic, is
equipped with two independently operated drive-trains,
both powered by an MTU 20V8000M71 Gas Protected
Operation (GPO) with a rated power of 8,600kW,
geared to a propulsion-shaft in turn connected to a
controllable pitch propeller (CPP) in a Kort nozzle. On
each drive-train there are two auxiliary power take-offs
(PTO) at the gearboxes (see Figure 1 below).
The CPPs in the Kort nozzles have a diameter of
3.80m and are driven at 178 rev/min (reduction ratio
i = 6.67). The four PTOs are used to power the fire-
fighting-pumps (800kW each) and the shaft generators
(1,800kW each) provide energy to two bow thrusters
and one stern thruster. The onboard electrical power
is supplied from two MTU gen sets 12V4000M50A
GPO with generator. This propulsion and electrical
power supply system ensures maximum reliability and
availability. The system is very flexible and well-suited
to the requirements of the vessel with regard to its
simplicity, robustness and easy maintenance.
challenging engine operating
conditions
One of the most challenging requirements for the diesel
engines onboard Nordic is the capability for GPO,
including the ability to run safely with inflammable
gases mixed into the surrounding atmosphere. A diesel
engine has two major connections to this atmosphere:
2x Gensets
MTU 12V4000M50A GPO
1140 kW ICXN (456 kW GPO)
MTU Callosum
Ship Automation
System
Gearbox
• The air intake system, where the engine sucks
combustion air from the surroundings;
• The exhaust system, where the (usually hot)
exhaust gases are blasted into the atmosphere.
Both of these connections must take into account the
requirement for safe operation when this atmosphere is
contaminated with inflammables, typically hydrocarbons.
In diesel engines, air and fuel are delivered into the
combustion chamber separately, and the amount of
fuel is precisely determined according to speed and
load requirements. The timing of fuel injection and
combustion is designed to ensure a clean and smooth
combustion. When there is additional ‘fuel’ mixed into
the combustion air, these calculations become a little
uncertain, because the quality and amount of these
gases is not known and can change rapidly. Therefore,
precautions have to be taken to avoid engine damage
and over-fuelling.
The combination of all these special conditions leads to
four major requirement groups for a GPO diesel engine1:
• The engine has to operate safely and reliably with
inflammables mixed into the combustion air;
• The engine’s exhaust system has to be designed in
such a way that hot exhaust gases do not ignite the
surrounding atmosphere;
• The engine has to be designed so that it does
not self-ignite and that the combustion from
the combustion chamber, even in the case of
backfiring, could in no way propagate into the
surrounding atmosphere;
• The engine, and particularly the air
intake system, must be designed so as
not to contaminate the machinery space
with inflammables.
Some of the requirements listed have
to be managed outside the engine (for
example, the exhaust system has to be
equipped with adequate cooling capabilities
and an underwater exhaust outlet), while
some other design solutions have to be
incorporated into the engine.

FIFI
MTU 20V8000M71 GPO 800 kW
8600 kW MCR
(4000 kW GPO) Generator
Impact on engine operation
BowBowthrusters

1800 kW
Some of the challenges of GPO to be
Thrusters

managed within the engine are:

MTU 20V8000M71 GPO
Generator
1800 kW
• Uncontrolled combustion, sometimes
referred to as ‘knocking’, usually includes
Gearbox

8600 kW MCR FIFI

(4000 kW GPO) 800 kW
very high peak pressures and pressure rise
gradients which can very quickly damage the
engine or major components. Certification of
a diesel engine as gas protected requires not
Harbour Genset only meeting the respective design criteria,
MTU 8V2000M50A but also the proving of these capabilities by
332 kW ICXN
means of extended tests to demonstrate the
range and limits of the safe operating area.
Figure 1: Schematics of propulsion and electrical power supply More detail on testing will be provided later in
system. this paper.
5

D2P4.indd 5 26/04/2011 16:09:33

 • Precautions have to be taken so that in the event of
an uncontrolled combustion or explosion in the air
intake system (caused by backfiring), the explosion Cyl. Head Temp.
could not penetrate through the whole engine or
into the atmosphere. Rigorous component and
engine testing must prove that the engines and their
components could withstand such an event.
• Measures must be taken to ensure that unburned
combustion air does not reach the exhaust system
during engine start and operation, in order to avoid
explosions in the system.
• The engine shut-down capability has to be
guaranteed, even in the situation where the engine
derives some, or most of, its combustion energy
from burnable gases in the combustion air instead
of fuel delivered by the injection system. Typically,
cutting off the fuel supply to an engine is usually not
sufficient to shut down the engine in such cases. Peak Firing
To illustrate the energy flow to the engine by
inflammable gases in the combustion air, the Pressure
energy content of air mixed with 1 per cent (volume)
of propane was calculated – 50m³ of such a mixture
contains the same energy as 1kg of diesel fuel.
For comparison, the combustion air flow to the
20V8000M71 GPO at rated power is approximately
6m³/second. In this case, this means that the
engine gets one additional kg of fuel through the
combustion air approximately every 10 seconds.

Figure 2 shows experimental data collected during

the development and testing of the 20V8000M71 GPO,
illustrating the impact of gas concentration in combustion
air on cylinder head temperature, peak cylinder pressure
and the combustion pressure rise gradient.
Pressure Rise
Gradient
tecHnIcAL sOLutIOns
experience
MTU has been working on the design and development
of gas protected engines for many years and has
delivered gas-protected Series 396, 595 and 4000
engines for the following vessels: Arkona, Baumrönne,
Hallmack, Mellum, Neuwerk and Scharhörn. These
vessels are suited to operating as marine pollution
control vessels, SAR vessels, ETVs, ERRVs, crew/
supply boats in the oil & gas exploration business, tugs
for oil and LNG terminals, military/government counter-
action vessels, etc.
Gas Concentration
Basic engine 20V8000m71
The design of the new ETV requires sufficient power Figure 2: Impact of gas concentration in combustion air
to achieve the projected bollard pull and speed of the on selected engine operation.
vessel. The mission profile also requires high reliability
and availability of the whole ship, including the propulsion are perfectly suited for these vessels. The compact,
system, and the GPO requirements have to be fulfilled. complete engine system has only a few interfaces and
is, therefore, particularly easy to install.
The MTU Series 8000 engines have been specially
developed for the high power demands of fast, The 20V8000M71, MTU’s most powerful diesel
commercial crafts with large payloads and for military engine, was fitted with a special package to comply
vessels. Their reliability, availability, ecologically-sound with Germanischer Lloyd rules for gas protected diesel
design and low overall operating costs, achieved engines. These regulations were developed to enable
by easy maintenance and low fuel consumption, safe operation of a vessel in hazardous environments.
6

D2P4.indd 6 26/04/2011 16:09:34

 Demands to make an engine
suitable for GPO
Final compression temperature
must not exceed a temperature
value of 135 degrees C.
The intake ducting in the air intake
of the engine between flame
arrester and cylinder must be
realised in an engine pressure-
proof manner.
Figure 3: MTU’s most powerful diesel engine, the
20V8000M71L. The crankcase venting system
must be realised in such manner
that no dangerous gases can get
The basic engine was developed by MTU during the into crankcase (danger of
explosion inside the crankcase!)
late 1990s. More recently, this series has been further nor into the machinery space.
developed, with higher power ratings of up to 9,100kW
and compliant with all current IMO Tier 2 and EPA Tier 2 The engine construction must be a
gas-proof or a sealed, explosion-
marine emission regulations. protected design to ensure that no
toxic gases can emerge into the
The Series 8000 was launched for production in engine room.
2000, and since then more than 150 of these engines
have been sold and delivered to customers all over the
world, including commercial and military vessels. Some
of these engines have accumulated more than 20,000 It must be ensured that no non-
combusted air/gas mixture is
operating hours without any major engine failure2. emitted from the combustion
chamber and can get into the
exhaust gas ducting (such as
GPO modifications occurring in the event of misfiring,
‘intermittent operation’) which
An overview of the required changes to the engine could ignite and endanger the
configuration to comply with the Germanischer Lloyd immediate surroundings by the
flames which would emerge.
regulations for GPO engines is given in Table 1. The
arrangement of the engine including the special GPO
equipment within the propulsion system is shown in
Figure 4.
Gas-tight air intake system
Usually, the intake system of Series 8000 engines is
equipped with hydraulically controlled valves to close An overspeed protection must be
provided.
the small drain openings, enabling condensation to drain
Table 1: Overview of demands and
measures to make an engine GPO
suitable.
Figure 4: General GPO engine
arrangement.
7
D2P4.indd 7
Measures taken within the
scope of supply of the MTU
GPO engine package
Limit the engine’s power to
approx. 40-50 per cent of rated
power by the MTU ship
automation system, resulting in a
final compression temperature
value < 135 degrees C.
Additional temperature sensor for
monitoring and alarm of this
temperature limit.
Pressure and explosion-proof
intake air system, pressure tested
for pressures of up to 30 bar.
Return of the crankcase venting to
the air intake ducting of the
engine.
Gas-proof and partly cooled intake
air system. Sealed exhaust gas
pipework.
Constant drainage at intake air
manifold is closed with electrically
controlled valves closed during
GPO.
In GPO-mode there is a minimum
of fuel injection amount (pilot fuel)
for each cylinder to avoid
misfiring. This assures that
flammables gases in the
combustion air are completely
burned together with the injected
fuel inside the cylinders. This
means that no inflammable gas
gets into the exhaust gas ducting
or the atmosphere.
Scavenging connections provided
at the air collecting pipes of the
engine: needed when restarting
the engine in a dangerous
atmosphere to flush the engine’s
air system with clean air.
Overspeed protection enabled by
emergency air flaps provided at
the engine.
26/04/2011 16:09:35
 from the system and thus avoiding corrosion inside the
air intake system due to accumulated water. As the
hydraulic system only has control over these valves
when the engine is running, there is a potential risk that
during start/stop operation, inflammable or hazardous
gases propagate and accumulate in the machinery
space, when these gases are contained in the sucked
combustion air.
To overcome this risk in the GPO engine, all these
openings can be closed with electrically-activated
valves. When the ship’s systems and engines are set
in GPO mode, the electronic engine control system
closes these valves, completely tightening the air intake
system to avoid migration of inflammable or hazardous
gases into the machinery space, even if the engine is
stopped or stalls during such an operation period.
Modified engine management system
A number of other important functions are activated
when the automated monitoring system is set to GPO
mode, which is usually the case when the ship operates
in a hazardous or inflammable atmosphere. An
additional temperature sensor is located in the air intake
system. The engine management system ensures
this temperature does not exceed 135 degrees C and
generates an alarm when it is reached and engine
power is limited accordingly. Below this temperature,
there is no danger of self-ignition of a gas-air mixture in
the air-intake system.
Furthermore, a special GPO calibration is activated,
which ensures safe engine operation under these
conditions. The engine power output is limited to a
predetermined value where all the relevant combustion
parameters can be kept within safe limits to avoid
damage to the engine and its components up to the
allowable limit of external gas concentrations.
One special feature of this calibration is to ensure that
all cylinders are firing. Functions such as the cylinder
cut-out option are disabled and a minimum fuel amount
is delivered to the cylinders, so the engines have to run
at a minimum power output in GPO mode. This ‘pilot
fuel’ ensures that all combustion air, together with all
inflammable gases, is burned within the cylinders and
cannot migrate unburned into the exhaust system,
where it can ignite at hot points.
In the case of a too-high concentration of gas in
the air intake, where the engine speed controller is
no longer able to manage the engine revs per minute
safely by adjusting the fuel amount, the engine control
system can activate the emergency air flaps to shut
down the engine immediately and so protect it from
over-speeding.
If the engine has, for whatever reason, to be shut down
while in GPO mode, some precautions have to be taken
prior to restarting the engine. It must be assumed that the
combustion air is contaminated with inflammable gases
and, as stated earlier, under no circumstances must this
mixture migrate into the exhaust system due to the risk
8
D2P4.indd 8
of explosion. Prior to restarting the engine, therefore, the
complete air intake system has to be flushed with clean
compressed air. This flushing is also controlled by the
engine management utilising flush valves fitted to the air
intake system.
Internal intake system flame guard
In the unlikely event of an explosion within the air intake
system caused by backfiring, the system must be
designed in such a way as to withstand the pressure of
the explosion and to ensure that it cannot migrate into
the environment. Usually, flame-explosion arresters
have to be fitted between the air filters and the engine
as shown in Figure 4 on previous page.
This may not be necessary if the engine manufacturer
can prove that an explosion within the air system of
the engine caused by backfiring can be contained
completely within the engine. To ensure this, flame
guards have been added to the air charge cooler
assembly between the air charge cooler and cylinders.
The design of these metal mesh guards has to
comply with two contradictory requirements:
• On the one hand, these guards have to securely
block the flame-front of an explosion and to prevent
burning gases and sparks passing from one side to
the other. This is usually achieved by reducing the
free flow diameter, combined with a large cooling
surface such as in a labyrinth seal, to cool down
and extinguish any flames passing the guard.
• On the other hand, the pressure losses of this guard
have to be small enough not to disturb normal
combustion air flow too much. If the pressure losses
and the restriction to the combustion air flow are
too high, this may have a severe impact on engine
operation and emissions.
The Series 8000 engine can fulfil both of the above
requirements and the reliability of the design has been
demonstrated through both component and engine
tests. This solution makes the external flame-explosion
arresters obsolete and therefore dramatically simplifies
engine installation within the ship.
Emergency shut-down Air Flaps (EAF)
Under normal operating conditions, the engine can
be shut off securely by stopping the fuel flow to the
cylinders and this can be guaranteed by the electronic
control system. In the case of burnable gases mixing
with combustion air, this procedure may fail, putting the
engine into an over-speed state, even in the case of
zero fuel flow to the cylinders. This is a serious concern
and can be illustrated by calculating the energy flow to
the engine carried by the air intake flow. Only 1.5-2.0
per cent (volume) propane carries enough energy into
the cylinder to run the engine at the desired power.
The precise number depends on the actual air/fuel
ratio at the load and speed the engine is operating at.
Therefore, an independent shut-down device which cuts
off the air flow to the engine is necessary.
26/04/2011 16:09:35
 To ensure a quick shut-down, it is not sufficient to
place these emergency flaps in the air flow before the
engine, as in a worst-case scenario the combustion air
mass in the engine’s whole air intake system is already
enough to blow the engine. The flaps should be placed
as close to the cylinders as possible, and consequently
they have been completely integrated into the air intake
duct between the air charge cooler and the cylinders as
shown in Figure 5.
Figure 5: New air charge cooler housing assembly
developed for 20V8000 GPO engine, containing flame
guard (acting as a flame-explosion arrester) and
emergency shut-off flap.
The following section describes the applied design
process for this assembly and some of the special
challenges of this component.
development process example
Development strategy
MTU employs a general development process for
all engines and major projects, in which the virtual
product design process is one of the key factors in
reducing development costs and time. Computer-aided
engineering (CAE) methods were introduced at MTU
30 years ago. At first, only MTU-developed finite-
element-codes were used but, for the past 25 years,
commercial finite-element codes have also been used.
With the increasing capabilities of modern CAE tools,
it is possible to apply the virtual development process
efficiently to most engine components and systems.
The development of the EAF uses a combined CAD/
CAE approach in the virtual development process prior
to manufacturing a prototype for testing and validation.
The target was to prove the functionality of the EAF with
the first prototype part on the test bench, as there was
no opportunity for testing on a similar engine.
With regard to the early designs for Series 1163 and
Series 595, there was a clear plan for the design of the
EAF, but no CAE data and results were available for
these components. The basic design idea is to shut
9
D2P4.indd 9
down the flow of air by means of a flap, closing the
intake duct after the inter-cooler completely. To reduce
the aerodynamic drag in the intake duct, the flap is
situated in its open position in a recess of the air charge
inter-cooler housing.
Starting from the physical and mechanical effects
on the loading conditions of the EAF in the event of an
emergency engine shut-down, a reference load-case
design has been created to validate the basic structural
design. For this purpose, several finite-element
analyses have been carried out to optimise the shape
of the EAF with a view to minimising stress and weight.
Cross-checking with the established Series 1163
engine design against the load-case has shown that,
due to engine size, the structural demands for Series
8000 EAFs are higher.
Loading scenario
In the event of an emergency shut-down, the EAF is
closed. This is done by an actuator which turns the
flap approximately 90 degrees from its open position
until the intake duct is completely closed. Once the
flap enters the air flow, the aerodynamic drag supports
the closing movement. As there is no information on
the aerodynamic forces, the rotational movement of
the flap accelerates continuously, until it impacts the
rubber-sealed seat. Just before the impact occurs,
the flap has reached its maximum rotational velocity
(Figure 6). The impact on the sealed seat is calculated
as a continuously decelerated movement over a fixed
distance dictated by the dimensions of the rubber seal.
vmax @
=90̓
M const.
Figure 6: Reference load-case for EAF.
From the Series 1163 EAF, a typical time required
to perform the 90-degree movement was established,
so the load-case was scaled accordingly. Based on
this assumption, a static reference load-case was
defined, comprising a rotational speed and a rotational
deceleration. The EAF was loaded by the inertial forces;
the bearing on the axle, and the support by the rubber
sealing, were applied as boundary conditions.
26/04/2011 16:09:36
 A comparison of stresses for different designs is shown
in Figure 7.
Figure 7: Stresses in EAF for different designs.
In a second analysis, the influence of a differential
pressure on the closed flap was investigated. This load-
case showed negligible stresses in comparison to the
dynamic loading described before, so the main focus of
analysis was put on the reference load-case.
Figure 8: Strain gauges and accelerometer results
from testing.
10
D2P4.indd 10
Validation on test bench
The EAF was tested in operation on the test bench to
give the most realistic loading conditions for the final
assessment. It was equipped with strain gauges and
accelerometers using a very high sampling rate to
assure the monitoring of the peak loading during the
impact (Figure 8).
Under different loading conditions, the EAF were
activated several times. Not only the GPO point was
checked, but also the rated power point which shows
a much higher air flow, resulting in higher maximum
velocities of the closing flap. This was done to ensure
that, even in the event of damage during normal
operating conditions, the EAF will not be damaged.
The measured strains and accelerations showed a very
good correlation with the reference load-case from the
finite-element-analysis (Figure 9).
Figure 9: Stress distribution in flap during impact.
The target results were reached, thus obtaining
final internal approval for the design of the EAF with
the first prototype part. All necessary loops for design
optimisation were done by simulation only, without the
need for time- and cost-intensive hardware.
engine qualification programme
In order to conduct all required engine testing, and
to prove the full functionality of the GPO engine, the
following steps have to be completed:
• Set up an engine test stand able to run the engine
with inflammables mixed into the combustion air in
various concentrations;
• Find out and evaluate the maximum allowable
external energy input (gas concentration in
combustion air) within which a controlled engine
operation is assured;
• Develop an applicable safety concept and testing of
the installed safety functions;
• Safety testing of the flame explosion arrester.
26/04/2011 16:09:37

Figure 10: Schematic of
gas supply and engine
test stand.
Based on experience of former developments of gas
protected engines (Series 396, 595 and 4000), we used
propane (C3H8) for testing and calibration development.
Due to its combustion properties, easy handling and
availability, this gas is ideally suited to represent all the
most relevant other inflammable gases.
Design of engine test stand
To fully test an engine with 4,000kW GPO power under
realistic GPO conditions, one must be able to supply a
large quantity of test gas to the combustion air. It was
necessary, therefore, to provide a thermal process
engineering installation to get the required quantity of
gas out of the liquid gas tank.
The liquid gas from the propane tank has to be
vaporised and it then flows over pipes and control
valves into the inlet manifold of the engine. The control
valve is used to regulate the concentration of gas very
precisely. This is absolutely necessary, because there
is a very small range of gas concentration separating
the engine’s safe and unsafe operating range.
Maximum value of external energy
(gas concentration)
To keep engine operational changes as small as
possible, and the complete system as simple and
secure as possible, the engine speed is fixed to 1,000
rev/min in GPO mode, in which there is a necessary
minimum load on the engine of 500kW. At this speed
setting, the load is already guaranteed by the drive
system whenever the clutch is engaged. The tested
load points are: P = 500kW, 1,500kW, 2,000kW,
3,000kW and 4,000kW.
The limiting value for the gas concentration (external
energy input) over all tested loads for the Series 8000
engine turned out to be the combustion pressure rise
gradient (engine knocking) and the cylinder head
temperature rising. We needed to ascertain the limit
value between the safe operation area and the area
where the engine combustion is out of control, for all
applicable load points. The limits have been detected
11
D2P4.indd 11
by sensors, and are stored in the
database of the engine control system
of the Series 8000 GPO.
If the limits of external energy are
reached, the engine control system
will block the controller, the minimum
fuel amount (pilot fuel) is reached, the
engine goes in to over-speed, and the
emergency air flaps shut down the
engine immediately.
Table 2 illustrates that the best
operating range within an inflammable
atmosphere is with engine power of
less, or close to, 1,500kW. At this
range, it is possible to operate the
engine up to an impressive 70 per
cent energy input from inflammable
gas mixed into the combustion air. This means that
under these conditions, only approximately 30 per cent
of the energy input to the engine is derived from the
diesel fuel injection.
Engine Engine Gas Concentration External
Power Speed (propane) Energy Input
500kW ~ 0.9 % 71 %
1500kW ~ 1.0 % 70 %
2000kW 1000 rpm ~ 0.85 % 55 %
3000kW ~ 0.7 % 45 %
4000kW ~ 0.7 % 38 %
Table 2: External energy input to engine for various gas
concentrations in different engine loads.
Pressure testing of intake manifold and testing
of flame-explosion arrester system
The flame-explosion arresters included in the charge air
cooler assembly are tested and verified by component
tests and engine testing. These component tests were
conducted by Physikalisch-Technische Bundesanstalt
(PTB). The pressure limit of the inlet manifold system
was verified and the explosion arrester system tested
to see whether it was able to withstand, and protect
against, flame penetration throughout the engine.
The results showed that the inlet manifold withstood
pressures of up to 30 bar. No flame penetration through
the explosion arresters was observed, even under
propane concentration as high as 3.8 per cent (volume)
(stoichiometric combustion) and the corresponding
explosion pressure of 28 bar.
With these results, it was proved that there are no
risks for the engine or ship even in the event of an
uncontrolled combustion or explosion in the air intake
system caused by, for example, back-firing. Part of the
engine testing was to conduct an ignition event during
engine operation with the maximum possible propane
26/04/2011 16:09:37
 Figure 11: MTU ship automation system Callosum.
concentration in the combustion air. No impact on
engine operation, nor any damage to the engine or its
surroundings, was observed in this case either.
Automation
The use of a gas-safe engine demands, to a certain
degree, the involvement of all peripheral systems. The
Callosum integrated automation system supplied by
MTU monitors, regulates and controls the propulsion
system. It also monitors the onboard power supply,
conventional rudders and other ship’s services such as
bilges and tanks.
The changeover from normal to gas-safe mode
demanded suitable adaptations/functionalities on the
part of the remote control system. For instance, there
is an additional sensor for monitoring the temperature
in the air intake system, which must not exceed 135
degrees C. Below that level, self-ignition of the gas-and-
air mixture is extremely unlikely. If a temperature alert
is received, the engine power can be suitably reduced.
The controller activates a special gas-safe operation
adjustment in order to ensure safe engine operation
under such conditions. That adjustment ensures, for
example, that cylinders always fire reliably so that no
unburned gas-and-air mixture finds its way into the
exhaust system where it could easily ignite in contact
with the hot surfaces.
12
D2P4.indd 12
completion of targets
Engine operation modes
To perfectly fit the ship’s needs for a main propulsion
engine supporting all the different propulsion modes
(normal/towing, manoeuvre and GPO), the 20V8000M71
GPO is delivered with a special rating of 8,600kW at
1,150 rev/min. The available performance characteristics
are shown in Figure 12, opposite. Within GPO mode, the
engine can be operated safely up to concentrations of 1
per cent (volume) propane or equivalent as documented
earlier in this paper (see Table 2, page 11).
Basic engine operating data
During engine calibration development, no differences
of the engine operational data could be measured
compared to a standard Series 8000 engine. It
was proved that the design of the additional GPO
components installed to the air intake system
(emergency shut off flaps, flame guards) did not disturb
the air flow to the engine. This means that the Series
8000 GPO engine, when operated in normal operating
mode, has the same operating characteristics as a
standard Series 8000 engine. Emission certification is
also not affected by this package, so no re-certification
was required. Furthermore, the GPO engine runs with
the same excellent fuel economy as a standard Series
8000 engine.
26/04/2011 16:09:38
 Figure 12:
Standard Operation Map Engine performance
maps, showing the
- Normal / Towing operation curves/
kW - Maneuvre regions for normal/
9500 towing, manoeuvre
195
9000 Block. and GPO propulsion
20V8000M71 GSB 196 Fuel s modes.
8500 Fuel Stop Power 197
9100 k
1150 r
8000 8600 kW @ 1150 RPM
n³ - Prop Curve (const. pitch) 198
IV DBR-K
7500
DBR-C
200
7000

6500 6500 kW @ 1000 RPM 202

190 MCR-K
max. power maneuvre 204
MCR-C
6000

5500 195
200

5000
205 P = f(n
4500

4000 III
210
3500
190
1
3000 195
200
2500
210
2000 230 II
250
1500
1050 kW @ 1000 RPM 300
1000
min. power maneuvre
500

0
300 400 500 600 700 800 900 1000 1100 1200 rpm
1/min

GPO Mode Map

kW
9500
195
9000 B lock.
196 Fuel st
8500 9100 k
197
1150 r
8000
198
7500 IV DB R-K
D BR -C
200
7000
202
6500 190 M CR -K
204
M CR-C
6000

5500 195 200

5000
205 P = f(n
4500

4000
4000 kW @ 1000 RPM III
max. GPO power 210
3500
190
1
3000 195
200
2500
210
2000 230 II
250
1500
1050 kW @ 1000 RPM 300
3 00
1000
min. GPO power
500

0
300 400 500 600 700 800 900 1000 1100 1200 rpm
1/m in

13

D2P4.indd 13 26/04/2011 16:09:38

 Certification
Final engine testing was done in mid 2009, together
with experts from Germanischer Lloyd, PTB and
representatives of the yard. MTU received all the
relevant certificates after completing all the required
component and engine testing.
Engine delivery and set to work
Two of the engines described passed factory
acceptance tests at MTU in November 2009 and have
since been delivered to P+S Werften GmbH. Engine
installation and ship completion took place in 2010 and
the vessels went into service in January 2011.
Summary
The Series 8000, rated up to 9,100kW, is the biggest
and most powerful engine family that MTU produces.
It is intended mainly for the propulsion of fast
commercial and naval vessels. Recently, MTU added
a new member to this engine family, the ‘gas protected
engine’. Such engines must be able to operate safely
even in an environment that could be contaminated with
explosive gases.
This engine has been designed for the propulsion
system of the world’s newest and most powerful ETV,
Nordic. Nordic is equipped with two Series 8000
engines, with 200-tonne bollard pull capability and a
maximum speed of more than 19.5 knots. Furthermore,
the gas protected version of the Series 8000 engines
will enable Nordic to operate in hazardous and
explosive environments.
14
D2P4.indd 14
MTU was awarded the contract for this boat
from the German Coast Guard Working Group
(Arbeitsgemeinschaft Küstenschutz) after a
Europe-wide invitation to tender from the German
Federal Ministry for Transport, Building and Urban
Affairs (Bundesministerium für Verkehr, Bau und
Stadtentwicklung). In the past few decades, several
similar boats have been equipped with smaller gas
protected MTU Series 396 and Series 4000 engines.
The special capabilities of the Series 8000 engine
enable shipbuilders to provide faster and more powerful
ETVs and therefore increase safety at sea.
Acknowledgments
Many thanks for the enthusiasm, motivation and
competence of all the people within and beyond MTU
who have worked on this project and the development
of this special engine.
And many thanks also, to all our customers who
rely on our engines when they go out with their ships
for emergency and rescue missions under conditions
where others are hauling down the flag.
References
1
Allgemeine Anforderungen für die Zulassung von
Dieselmotoren für den Gasschutzbetrieb, Requirement
Specification of Germanischer Lloyd, Hamburg, 2002.
2
Veser N, Schneemann Dr A, Kasper W, Wollmann B,
Development of the high-speed diesel engine 20V 8000 M71,
paper presented at the 25th CIMAC World Congress,
Vienna, 2007.
26/04/2011 16:09:38
 Conference paper Day 2
sponsored by Paper No. 5

Antwerp, Belgium
Organised by the ABR Company Ltd

Piracy Experiences and Counter Measures

Willem-Jan Hamers (speaker/author), Redwise Maritime Services BV, The Netherlands

SYNOPSIS
Redwise has direct experience of piracy attacks on tugs, and fully expects the piracy problem
to continue to escalate. This presentation will examine the problem and what can be done by
operators on a practical level to cope with the challenges it presents. It will first consider the
worldwide piracy hotspots, with illustrations based on our most recent, first-hand encounters.
On a practical level, the presentation will include advice to tug operators on what to do if one of
their vessels is hijacked. We at Redwise specifically prepare our crews regarding the avoidance
of, and response to, attacks, and how to deal with a hijack situation, and we have documented
procedures for this.
The presentation will also consider the use of armed guards – used both on board and on
escorting vessels – and other preventative measures we have adopted, both passive and active: for
example, Chinese and Japanese convoys, the building of strong rooms and additional monitoring.
Piracy has also forced the introduction of other changes. For example, we now promote,
where possible, detours via Panama or the Cape of Good Hope, and there are also insurance
considerations to bear in mind – we do not, for example, go through the Gulf of Aden without a
proper K&R insurance.

INTRODUCTION Since 2008, Redwise has carried out numerous

Due to the constantly changing and sensitive nature deliveries in the Somali basin and, more recently, the
of piracy issues, this hard copy serves more as an entire Western Indian Ocean. In 2008, it transported
introduction to the subject than as a paper in its own 12 vessels through the Gulf of Aden, four of which had
right. As the situation in the Indian Ocean changes armed escorts and two of which were re-routed around
rapidly, the latest developments are difficult to capture the Cape of Good Hope.
in this pre-event paper. The presentation of the paper
in Antwerp will be accompanied by a large number of
pictures and graphics and will cover some of the more
up-to-date piracy incidents. It will detail the experience
Redwise has accumulated in dealing with piracy over
the years, beginning in the mid-1990s. A brief summary
of one actual hijacking Redwise has experienced will be
included in the talk, along with an overview of vessels
the company has safely delivered throughout the Gulf of
Aden and Western Indian Ocean since 2008.

Fortunately for us, we have not yet experienced any

serious incidents in the Nigerian Delta, one of the most
dangerous areas for crew members. Precautionary
measures are always taken however – we always
insist on using our own agents and land transport;
daylight arrivals only; use of convoys where possible;
arrangement of ‘safe’ berths; and, when in doubt, HMS De Ruyter flanked by RT Leader and
deviating or re-delivering to adjacent ports. RT Champion.
1

Day 2 Paper 5.indd 1 27/04/2011 16:38:32

 At one hot-spot in the Malacca Strait, Redwise was
involved with a serious hijacking attempt which resulted
in arms fire and a substantial number of impacts. Of
two other encounters, one was repelled by the use of
parachute signals as a defensive tool.
In 2009, another four vessels were transported
through the Gulf of Aden, of which three had dedicated
naval escorts, and during the presentation we will
highlight what is required to attain such a dedicated
escort. The fourth vessel used unarmed sea marshalls
and a Chinese navy convoy. Three further vessels were
re-routed via the Cape of Good Hope and one across
the Pacific and Atlantic Oceans. Numerous vessels
passed safely towards the Strait of Hormuz where there
was no real danger at that time.
A further escalation developed in 2010 with the use
of mother ships. Early in 2010, Redwise delivered three
vessels with unarmed sea marshalls using Chinese
navy convoys and two more vulnerable vessels with
armed guards on board. Three vessels were routed via
the Cape of Good Hope and two via the Atlantic and
Pacific Oceans.
In 2011, Redwise has already delivered a number
Day 2 Paper 5.indd 2
of vessels with armed guards on board, including one
tug and tow. During the writing of the introduction to
this presentation, two of our tugs were attacked, but
we managed to keep both skiffs and the mother vessel
at bay. The attack lasted approximately two hours
and external support was received thereafter, first by
means of a fighter jet, then the following day, by naval
assistance for debriefing.
Even the standard captain’s uniform has been adapted
over the years in order to suit changing circumstances –
a new uniform has been developed which incorporates
a Kevlar helmet and bulletproof vest. Details of other
necessary measures that have been adopted will be
covered in the course of the presentation.
Our overall guideline when dealing with piracy issues
is, first and foremost, to inform all crew of the potential
dangers and appropriate responses in the planning
phase, prior to departure from outside the area. In
addition, keeping UK Maritime Trade Operations
(UKMTO) and Maritime Security Centre – Horn of
Africa (MSCHOA) informed is the best line of defence
in combination with armed guards on highly vulnerable
vessels. Actual routing is adjusted regularly depending
on the concentration of attacks at the time of transit.
27/04/2011 16:38:32
 Conference paper Day 2
sponsored by Paper No. 6

Antwerp, Belgium
Organised by the ABR Company Ltd

saving Fuel on tug operations:

monitoring Consumption to Determine Best practice

richard Young (speaker/co-author), Svitzer UK

robin shaw (speaker/co-author), Royston Ltd, UK

sYnopsis
Over the past nine months, Svitzer UK has been striving to achieve a substantial reduction in fuel
consumption in all areas of its towage operation. To achieve these savings, the company has
installed fuel consumption monitoring systems on 15 vessels and has used the data collected
to produce best-practice guides for a range of different vessel types in the fleet, supported by
research from the University of Newcastle. The end result has been extremely positive, with
20 per cent reduction in like-for-like fuel consumption in some ports, particularly under free-running
conditions. The company is currently expanding the project across its very varied UK fleet.
This paper presents the activities undertaken, the equipment installed and the results achieved.
It should be seen as a follow-up to the fuel consumption monitoring paper presented at the last
Tugnology conference in 2009. The monitoring system has evolved since then and has been
refined to reflect the needs of large tug operators like Svitzer. The results that they have achieved
are very significant and will be directly applicable to other tug operators around the world.

introDuCtion or encourage any improvement in fuel economy. In

Svitzer UK has a fleet of approximately 85 tugs based addition, it was traditionally felt that bunker consumption
was an intrinsic part of the harbour towage cost base
at 16 ports around the UK. The fleet includes several
and little could be done without impacting the required
different classes of vessel ranging from the 32-tonne
level of service.
Svitzer Constance to the 115-tonne Svitzer Kilroom.
50
Royston is a marine diesel engineering company
45
which has a long and successful history of working
Percentage Vessel Operating Cost

40
alongside Svitzer to support the main and auxiliary
35
engines within its fleet. In addition to its core
30
maintenance and repair activities, the company
25
produces a range of engine and fuel consumption
20
monitoring technology for the marine industry.
15
10
In 2009, Svitzer instigated a fleet-wide efficiency
5
improvement programme with the ultimate goal of
0
reducing unnecessary environmental impact and costs Bunkers R&M Dockings Insurance
associated with the operation of its vessels. Harbour tug
operations make up the majority of the work undertaken Figure 1: Typical operating cost breakdown (non-crew).
by the vessels in the Svitzer fleet, and the variations in
port geography, berthing location, vessel characteristics Figure 1 shows the typical non-crew components
and client can make a typical job very difficult to of the vessel running costs, and it is clear that fuel
define. This lack of consistency means that traditional accounts for a very significant proportion of the
performance indicators, such as fuel consumption per operating costs of the fleet. It was suspected that there
mile or hour, do not offer sufficient detail to demonstrate would be opportunities to reduce fuel consumption
1

D2P6.indd 1 27/04/2011 14:42:21


Bridge /
Wheelhouse
Internet
Connection
Small Fuel
Large Data Screen
GPS Gauge
Screen
Engine
Room
Enginei
Main Panel
Fuel Flow Meters
Usually 2 per
engine
Figure 2: Enginei system schematic.
during some aspects of vessel operation, but because
of the hugely varied nature of the work and the
vessels, there was no readily available information to
support this theory. It became apparent that in order to
determine whether there was any opportunity to make
savings, collection of detailed operational data was
essential. Otherwise, any changes would be based
upon guesswork at best and objective proof of any like-
for-like savings almost impossible to achieve.
Harbour tugs are generally designed with zero-speed
performance in mind, and hulls usually optimised to
provide stability and indirect towing resistance. For
the majority of existing harbour tugs, free-running
performance comes more as a by-product of large
amounts of power.
That is not to say that efficient hull design is not a
consideration – just not the primary one. Yet in the the
author’s experience, most harbour tugs will spend less
than 5 per cent of their time above 80 per cent load. So
for 95 per cent of the time, the tug is operating away from
its primary design condition. Controllable pitch propulsion
goes some way to address this, but the overriding
requirement for static bollard pull cannot be avoided.
Following an initial investigation of the technology
available, Svitzer decided to work with Royston to install
the ‘enginei’ fuel consumption monitoring technology
2
D2P6.indd 2
on to a number of vessels in the fleet, and
to tailor the type of data being collected and
its presentation to the specific needs of their
efficiency improvement project.
Fuel Consumption
Monitoring
The enginei fuel consumption monitoring
system installed on the vessels uses a pair
of accurate fuel flow meters to measure
the supply and return fuel flow rates to
each engine as shown in Figure 2. The
system also tracks the position and speed
of the vessel using an integrated GPS
receiver and displays the instantaneous fuel
consumption rate to the master via a simple
LCD interface in the wheelhouse. The fuel
consumption, speed and position data are
logged at 60-second intervals and these
figures are then transmitted to a secure
server for analysis and reporting via the
220VAC enginei web interface.
Project Stages
The initial approach taken by Svitzer was
to provide a fuel consumption gauge in the
wheelhouse of some of its harbour tugs, with
a view to reducing their fuel consumption.
The assumption was that having an
instantaneous indication of consumption in
litres per hour would encourage the master
to be more economical, reducing bunker cost
and emissions as a result.
The difficulty with this approach is that although it
heightened awareness of fuel consumption, the promise
of potential savings were overshadowed by the inherent
fact that tug owners are paid to burn fuel in service of
their customers and any potential impact on service
could not be encouraged. The ability to provide the
required levels of service at multiple locations requires
fuel and as such it was seen as a necessary evil.
Prior to the start of the project, the general consensus
was that any potential savings during, for example,
free-running would be far outweighed by the amount of
fuel consumed during towing, making the benefit of the
exercise quite insignificant.
Traditionally, Svitzer has used a measure of tonnes per
job, or tonnes per running hour to measure fuel economy
performance, and while this is not a bad measure in the
wider business context, it is not a sufficiently detailed
metric to provide any guidance at an operational level.
In order to make any like-for-like comparisons, it is
necessary to break that metric down and filter the similar
jobs out which, short of taking soundings before, during
and after every job, is not possible.
Even if this data were available, there was still
the question of what changes to make to drive any
improvement. Simply measuring consumption is not
27/04/2011 14:42:21
 enough, as a single job 45
contains so many smaller
activities, from idling at the tug 40
berth to pushing up as shown
in Figure 3. The question 35

therefore changes from

‘How do we save fuel?’ 30

Percentage consumption
to ‘How do we ensure we
operate as efficiently as 25

possible?’. The complexities

20
of the operation can then be
disassociated from the target
15
of improving efficiency.
10
In essence, if it is known
that the ships are free-running, 5
manoeuvring and towing in
the most efficient manner 0
regardless of operating profile, Idling Free Running (to Job) Manoeuvring Towing Free Running (to Berth) Idling

then the fleet operation must

be efficient as an operation. Figure 3: Consumption distribution of a typical job.

There are two key points which must be understood
regarding maximising vessel fuel efficiency:
• At some stage the minimum amount of fuel required
to provide the necessary level of service will be
reached. The difficult part is in knowing when it has
been reached.
• The only people who can effect a reduction in
consumption are the crews onboard and all
information collected must be presented with them
in mind.
The approach taken by Svitzer thus far has formed
three discrete stages:
1. Installation of bridge-mounted fuel consumption
gauges;
2. Analysis of logged fuel consumption data to identify
best practice;
3. Stakeholder inclusion to embed best practice.
Stage 1 was a relatively straightforward engineering
project, whereas stages 2 and 3 are far more involved
and open-ended.
Bridge fuel consumption meter
The first stage is the provision of a simple main engine
fuel consumption meter on the bridge as shown in
Figure 4. This facilitates a quick indication of relative
consumption and is particularly useful in determining
optimal free-running speed.
The gauge provides constant feedback to the
master, and enables them to use their own experience
and judgement to determine the optimum operating
techniques for the different stages of a job. When
the opportunity arises, they are able to maximise the
vessel’s efficiency of operation. Measuring consumption
in litres per minute was determined as being the most
relevant when towing, as vessel speed is close to zero.
However, a more formal approach to data presentation
during free-running was required, as engine consumption
must be coupled with speed – a difficult task for the
master during operations. Alongside the presentation
of the fuel consumption information to the master, the
detailed data is also logged and transmitted back to
shore for further analysis.

analysis of logged data

The second stage was to use the data logged by
enginei to determine the optimal speeds for the different
vessel types and to show whether they are being used
in practice.

Formal free-running trials were conducted on each

vessel with enginei installed, and this then enabled the
production of fuel consumption and speed curves based
on engine speed and propeller pitch, which was then
produced as a poster to be located on the bridge of the
vessel. In addition to the more traditional curves, an
Figure 4: Bridge fuel consumption gauge. operating matrix was provided to further illustrate the
3

D2P6.indd 3 27/04/2011 14:42:22

 Figure 5:
Examples of operating speed.

impact of non-optimal operation during free-running.
An example table is shown in Figure 5, using simple
colour-coded areas to confirm the optimum free-running
operating speed for the vessel.
These trials have raised some interesting results,
especially when comparing ASD and Voith propulsion.
As can be seen in Figure 6, the two propulsion
technologies produce dramatically different vessel fuel
consumption curves, and this has a significant effect
on the optimal operating techniques for the vessels.
The two vessels shown are of differing bollard pull, but
they tow the same ships on the same river. It should
be noted that the Voith tug in question has fixed engine
rev/min settings, with 50 per cent power being the
most economical.
80
ASD (Variable RPM / Fixed Pitch)
70
Voith (Fixed RPM / Variable Pitch)
Fuel Consumption (litres/n.mile)
This figure clearly demonstrates that different tugs
have significantly different optimal operating conditions
and that although the ASD can achieve significant
savings when run optimally, if the two tugs are run at the
same speed any potential savings are removed, with the
Voith offering the more flexible range of speeds despite
the higher overall consumption.
A key challenge at this stage of the project was to
identify the different stages of each job and to filter
out the free-running data from the other elements so
that any improvements could be readily identified. This
was achieved by working alongside the crews to study
the logged data (such as that shown in Figure 7) and
the GPS plots (Figure 8 on opposite page) to identify
the specific operations being carried out. From this
analysis, it is possible to establish
the free-running, manoeuvring and
towing portions of the whole job,
giving the required level of insight
into where and when the tug was

60
consuming fuel. The results of this
50 analysis clearly demonstrated that
a significant proportion of the fuel
40 consumed per job was in areas
where improvements could be made.
30
These trials have also facilitated
20
more detailed analysis of the most
10 efficient way to control variable
pitch propulsion. The master may
0 have more than one way to achieve
0 2 4 6 8 10 12 14 8 knots, or 40 tonnes towline force,
Speed (knots) by optimising the choice of rev/min
Figure 7: Comparison of free-running fuel consumption curves – ASD and pitch. Savings of 10 per cent
versus Voith. can easily be found, assuming the
vessel is not being run in this manner
to begin with, in which case the goal
600 9
of being as efficient as possible is
Fuel Consumption
(litres/hour) 8 already achieved. Further study into
500 optimal rev/min and pitch setting in
7
Speed (over ground Svitzer’s Voith fleet is on-going.
knots)
400 6
stakeholder inclusion
Litres / Hour

5
Knots

300 The third stage is to present the

4
towing data to operational managers,
200 3 pilots and customers to inspire new
ways of working. This stage of the
2
100
project is essentially open-ended, and
1 enabling different operations to focus
their efforts on the areas which will
0 0
give the greatest impact will lead to
gradual and continual improvements
Figure 7: Typical time-series fuel consumption data for analysis. across the fleet.
4

D2P6.indd 4 27/04/2011 14:42:22


Figure 8: Vessel voyage data shown on GPS plot for
analysis.
This process is being backed up with simulator trials
which can be verified using the real-life data gathered
from the ships in use. Initial trials show a very promising
correlation between simulated and full-scale results,
meaning that more innovative approaches to towing can
be trialled without risk with confidence in the results. In
addition, by breaking down the consumption data by the
customer it will facilitate more transparent pricing during
tenders and contract negotiations.
The Human Element
Despite the advanced levels of technology and the
improvements in engine and propulsion system
efficiency that have been made within recent years, this
project has confirmed to Svitzer that the only people
who can truly make an impact on the amount of fuel
D2P6.indd 5
used is the crew onboard the vessel at the time. To
that end, great emphasis has been placed on simple,
graphical presentation of the gathered data and a
concerted effort to feed back the results of the project
to the crews. Through colour-coded charts and graphs,
or for more complex data through 3D plots on Google
Earth, this method of presentation gives a very vivid
indication of when and where the fuel is being used,
and how significant the effect of crew behaviour can be.
There was initially a fear that enginei would be seen
as a ‘big brother’ system and would be widely resented
by crews in particular. In the vast majority of cases this
was not evident due to the involvement of the crew
in identifying opportunities for improvement and in
implementing the changes required to take advantage of
them. There is a difficult balance to strike between the
factors that are under the tug owner’s control and those
required by customers and pilots. Transparency of data
and simple presentation make operational improvement
much more open to discussion and analysis.
Conclusion
By determining the most effective measures of tug
efficiency and by working together with Royston to
develop the technology to gather hard data to support
these measures, Svitzer has made a significant leap
forward in understanding how best to operate its fleet to
minimise unnecessary fuel usage whilst maintaining the
service levels demanded by its customers.
Although the project is on-going, and opportunities for
improvements will continue to be found, the initial stages
of the project have enabled Svitzer to establish strategies
which, when followed, will represent a like-for-like
reduction in fuel consumption approaching 20 per cent
on the vessels with the enginei system installed.
27/04/2011 14:42:22
Untitled-1 1 28/04/2011 12:30:29
 Conference paper Day 2
sponsored by Paper No. 7

Antwerp, Belgium
Organised by the ABR Company Ltd

the Business Case for going green

susan Hayman (speaker/author), Foss Maritime Company, USA

paul Jamer (co-author), Aspin Kemp Associates, Canada

synopsis
This paper illustrates the strategic and tactical advantages of being environmentally proactive.
Specific examples include implementing an environmental management system and deploying
new technologies. It examines the risks and rewards of early technology adopters in the context of
increasingly rigorous regulatory regimes.
The business case for retrofitting vessels to hybrid technology based on Foss Maritime’s actual
operating results are outlined and the strategic benefits of public/private partnerships with respect
to technology development and deployment discussed. A detailed example of the installation of a
diesel oxidation catalyst (DOC) on Brynn Foss is included.

introduCtion savings per year. In addition, the landfill we use actually

The premise of this paper is that companies will produces over 12MW of power from methane gas
providing power for 8,000 homes. The graph below is a
differentiate themselves through strategic management
of environmental challenges. Environmental awareness 2010 Garbage Recycled
breakdown of our dumpster trash in 2010.
and regulatory compliance is the baseline from which
many companies operate and for some this is enough.
But others are more proactive and view their business
through a lens of sustainability which is most often
defined as the triple bottom line of people, planet
Landfill
Misc 15%
and profit. Wood
4%
33%
tHe BasiCs
Though the problems our planet faces are increasingly
complex, many of the answers are embarrassingly Plastics
simple. One of the most basic problems is garbage. 25%
Like most companies, Foss recycles items such as
paper, aluminium cans, batteries, toner cartridges,
scrap metal, light bulbs, wood etc. Anything we put in Paper/Cardboard
Paper/Carboard
Metal 15% 15%
the recycle bins is disposed of at no cost to us. We then
8%
went a step further and now have a service where all
of our other dry garbage which is not in the recycling Figure 1: Garbage graph – waste recycled in 2010.
containers is taken to a processing facility where this
garbage, from both the office and shipyard, is then Paper is also one of the basics. Because using 100
sorted and items that can be recycled are recycled per cent recycled paper is more expensive than paper
and the remainder is taken to landfill. For 2009 and with no recycled content, the obvious solution is to offset
2010 an average of 87 per cent of this garbage was the increased costs by reducing the amount of paper
actually recyclable. The cost savings are significant consumed. There are many advantages to having boats
since we pay US$127 per tonne for garbage going equipped with laptops and wireless connectivity. In the
to landfill and US$79 per tonne for processing at the context of paper consumption, remote access means
recycling facility. Between our office and shipyard manuals, updates and documents no longer need to be
we generate approximately 15 tonnes of garbage copied and sent to each boat. Instead documents such
per month, translating to approximately US$8,500 in as the voluminous SMS manual can be maintained in a
1

D2P7.indd 1 27/04/2011 16:39:06

 computer file cabinet and accessed wirelessly by each the past year of crude oil prices. The price per barrel
boat. In addition to saving paper, this also ensures that is based on the crude oil average price of Brent, Dubai
each boat crew is viewing the most up-to-date material and West Texas Intermediate, equally weighed.
which makes for a more efficient operation.
The type of fuel burned, not just the quantity,
Fuel Conservation is yet another way a company can effect positive
environmental change (Figure 3).
For our business, the most obvious win/win situation
for the planet and our bottom line is saving fuel. Most
companies have fuel conservation programmes which Harbour craft are required to burn Ultra Low Sulphur
Diesel (ULSD) when operating in California waters,
generally consist of some capital investment, but are
but ULSD is not required by US regulations until 2012.
also largely driven by operational efficiency. Essential
However, Foss and several other companies made the
elements of a fuel conservation programme include:
decision to voluntarily burn only ULSD instead of low
• Training; sulphur diesel. The ULSD is 3-4 cents more expensive
• Reporting metrics; than the low sulphur diesel, but the environmental
• Incentives; benefits of implementing this change were just too
compelling to ignore.
• Optimisation of routing;
• Fuel speed curves;
Leading Edge or Bleeding Edge?
• Shorepower;
There is no shortage of regulatory regimes that we all
• Improvement in maintenance routines. must comply with and compliance in many cases is
technology dependent. In most cases, having a choice
With oil prices on an upward trend, the rationale for of technologies and vendors for compliance options is
a robust fuel conservation programme takes on an advantageous to the operator. As an industry, and as
ever-increasing sense of urgency. Based on data from individual companies, it is strategically advantageous
the World Bank, the graph below shows the trend over to attract new technologies to our industry. This is
also an area where public/
private partnerships have
Crude oil price per bbl historically played a pivotal
role. Some technologies are
$88.00 initially more expensive from
$85.42
$86.00 a capital perspective until they
$84.00 become more widely deployed,
but they may offer a greater
$82.00
environmental benefit.
$80.00 $78.18
$77.06
$78.00
$75.50 $75.15 The United States
$76.00 Environmental Protection
$74.00 Agency (USEPA) issued a
$72.00 new rule in 2008. One of the
$70.00 components of this rule was
4Q 2009 1Q 2010 2Q 2010 3Q 2010 4Q 2010
a remanufacture provision for
marine engines. The provision
Figure 2: Crude oil price graph. calls for the mandatory use
of an EPA certified kit for an
existing engine when that engine
Sulphur ppm is overhauled. The kit must be
certified by EPA for each engine
600 family and reduce particulate
500 matter emissions by 25 per cent
500
without increasing NOx by more
400 than 5 per cent. Most currently-
certified kits are produced
300 by the original equipment
manufacturers and consist of
200 parts such as new injectors and
low oil consumption piston rings.
100
15
0 One result of this rule is that
Low Sulphur ULSD the cost for an overhaul kit has
now increased substantially, in
Figure 3: Sulphur content. some cases by almost 50 per
2

D2P7.indd 2 27/04/2011 16:39:06

 cent, in part because each manufacturer must comply
with EPA’s costly certification procedures and include
a warranty for the emissions performance. Because
of the warranty, there are also new requirements for
maintenance of the parts. For example, in the case of a
16-cylinder EMD 645 roots- blown engine, an injector is
now required to be changed every 7,500 hours instead
of 17,500 hours. The additional cost of utilising these
kits is about US$4 per operating hour over the time
between overhauls.
An alternative to the manufacturer’s remanufacture
kit is the application of a technology that achieves
the same or better emissions reductions. In this case,
a cost-effective patented Diesel Oxidation Catalyst
(DOC) system integrated in the exhaust manifold. This
technology is not new and has been in use for many
years in other applications including locomotives.
Foss installed DOCs kits from Miratech on two EMD
645 roots-blown engines on Brynn Foss operating
in Southern California. These DOC kits called
V-CAT™s reduce particulate matter by 30-50 per cent,
hydrocarbons by 60-70 per cent and carbon monoxide
by 90 per cent, depending on vessel duty cycle. The
V-CAT™s were installed in June 2010. Miratech
has received certification from EPA 1042 for this
product on the EMD 710 series engine model and is
currently working with EPA on further testing to receive
certification for the 645-series engine model.
Figure 4: V-CAT ™ DOC kit drawing.
Figure 5: V-CAT™ installed on Brynn Foss.
The private/public partnership is important to assist
in the acceptance and deployment of new technology.
3
D2P7.indd 3
In this case, the DOC had to be adapted for a marine
environment which meant several iterations of the
substrate elements in order to withstand the vibration
and high exhaust stream of our marine environment.
The Port of Los Angeles agreed to pay the capital costs
and Foss installed the DOC and is making the vessel
available for further emissions testing.
Hybrid
The world’s first and only hybrid tug, Carolyn Dorothy,
has been operating for more than two years now.
We have been very pleased with the results in both
operating performance and cost savings. Foss is
teaming once again with our technology partner Aspin,
Kemp and Associates to retrofit a sister tug, Campbell
Foss, to hybrid. The design work has been completed
and the vessel is scheduled to begin its shipyard work
in the third quarter of this year for about two months
and will re-enter service in Southern California before
the end of the year.
We have incorporated some enhancements to the
design including a new operating mode to further
improve fuel savings. We are also planning to use
lithium polymer batteries from Corvus Energy with an
expected useful life of up to 20 years.
Figure 6: Campbell Foss.
The University of California at Riverside under the
sponsorship of the California Air Resources Board
(CARB) conducted six months of emissions testing
comparing Carolyn Dorothy with its sister vessel
operating in the same harbour, Alta June. Testing
to determine the emission benefits of using a hybrid
system on a tug included the following steps:
• Power from the engines and batteries, and vessel
location was recorded while the tugboats worked
typical assignments. These data were analysed to
produce activity profiles of the fraction of the time
that the tugs spent in each operating mode;
• In-use emission measurements were made on
the propulsion and auxiliary engines to determine
the gaseous (CO, CO2 and NOx) and particulate
matter (PM) emissions across that engine’s entire
operating range.
27/04/2011 16:39:07

Hybrid Emissions Reductions
73%
80%
70% 51%
60%
50%
40%
30%
20%
10%
0%
PM NOx
Figure 7: Emissions reductions graph.
• Activity data coupled with emissions data were
used to determine the total in-use emissions in g/hr
from each tug.
• The total in-use emissions for each tug were
compared and allowed UCR to calculate the
percentage reduction of the gaseous and
particulate matter emissions and benefits of the
hybrid technology.
The test results, validated by CARB, show reductions of
73 per cent for particulate matter, 51 per cent for NOx and
27 per cent for CO2, which is a proxy for fuel (Figure 7).
“This intensive testing has demonstrated that hybrid
technology holds great promise for tugboats and
potentially other vessels operating in our ports. Based on
what we’ve seen so far, we’re very pleased that Carolyn
Dorothy is going to be joined in San Pedro Bay by a
second hybrid in mid-2011* that will represent another
step forward in the evolution of hybrid technology,” said
Bob Fletcher, deputy executive officer, California Air
Resources Board. *(Now end of 2011).
The CARB/UCR study can be viewed online at:
http://www.arb.ca.gov/ports/marinevess/harborcraft/
documents/hybridreport1010.pdf
As with many ground-breaking technologies, the
initial capital costs constitute a hurdle for those
operators and builders contemplating adoption of this
hybrid system. Although everyone should look at the
numbers using assumptions they are most comfortable
with, the value proposition is best illustrated through
a discounted cash flow analysis for a ‘typical’ 6,000
horsepower harbour tug operating 4,000 hours per
year. Assuming a capital cost of US$1.5m to retrofit
the vessel to hybrid propulsion, the analysis hinges on
the variables of fuel and maintenance savings. Even
with a conservative approach of fuel prices at US$80
per barrel and maintenance savings of US$77,000
annually, the results are compelling. Based on the
outlined assumptions, the project pays back in about
seven years with a net present value of almost US$1m
over a 20-year lifetime.
D2P7.indd 4
Customer and
Employee Relations
Sustainability offers new touch
points for companies to develop
dialogues with customers,
vendors and employees.
One example is an effective
environmental management
system. The 14001 standard
27% serves as a framework to help
companies develop their own
environmental management
system. The ISO environmental
standards work in a very similar
way to the ISO 9000 standards
CO2 to assist organisations to (a)
identify and minimise how
their operations negatively
affect the environment; (b) comply with applicable
laws, regulations, and other environmentally-oriented
requirements; and (c) continually improve in the above.
As customers come to increasingly seek partners
with similar values, having environmental credentials
such as 14001 or Smartway partnership status will
be beneficial. Although I do not expect customers
in our business to pay a premium for the more
environmentally advantageous option, it will be an
increasingly important differentiator in the future.
There are also opportunities to partner with customers
and vendors in new environmental initiatives. Foss has
been engaged in bunkering operations in Southern
California in a strategic alliance with a major oil
company. Foss discussed plans for replacing its bunker
barges with new double-hulled barges and worked
with this customer on a design that would exceed
environmental requirements. The three new barges,
built in 2008 and 2009, are all double-hulled with triple
redundant alarm system solar panels and LED lighting.
We then decided to go a step further and installed
vapour recovery systems on all three barges and
retrofitted an existing barge with the system. Although
not required by regulation, all bunkering operations we
complete in Southern California are processed through
the vapour recovery systems.
Figure 8: Barge with vapour recovery system.
4
27/04/2011 16:39:07
 Based on our transfer volume, we are eliminating
almost eight tonnes of volatile organic compounds on
an annual basis from venting to the atmosphere. This
is just one example of two companies with common
goals partnering in a strategic business arrangement
beneficial to both parties and the planet.
Figure 9: Vapour recovery canisters on Foss barge.
The Human Edge
Everyone wants to work for a company they can feel
good about because our identity as employees is
tightly bound by a company’s reputation. Employees
and potential employees are much more mobile and
are often more sensitive to a work/life balance than
in previous generations. Surveys have shown that
potential employees are influenced by a company’s
environmental practices or policies.
In 2007, a leading global research firm, Ipsos
MORI, conducted a survey of 16,823 consumers and
employees in 15 different countries, in part to examine
how companies’ efforts to become more environmentally
responsible were perceived. More than half of global
consumers interviewed said they would prefer to
purchase products and services from a company
with a good environmental reputation, and almost 80
per cent of global workers believe that working for an
environmentally ethical organisation is important1.
IBM conducts biennial Global CEO studies, and
the results of the 2010 study were quite interesting.
Between September 2009 and January 2010, IBM
interviewed 1,541 CEOs, general managers and senior
public sector leaders in 60 countries and 33 industries.
They also interviewed 3,619 students from more than
100 universities around the world.2
In the 2010 IBM global CEO study, the CEOs
interviewed placed environmental issues as number
seven on their list of the most important external forces
over the next three years. This issue has basically
D2P7.indd 5
remained in a stagnant position as the seventh or eighth
most important factor since these studies began in 2004.
Interestingly, the students interviewed rated
environmental issues in fourth place, clearly indicating
a gap between the perceptions of the boardroom and
the dorm room. When asked about the proposition that
‘scarcity of resources will impact organisations to a
large extent’, 65 per cent of students responded yes,
compared with 29 per cent of CEOs.
Environmentally progressive companies are likely to
have an advantage in attracting the most talented and
sought-after employees.
Conclusion
There are many stakeholders in our business, including
customers, vendors, employees and investors. Ports
and the regulators have been playing an increasingly
important role as stakeholders in our industry. The
issue of environmental justice has been progressively
more influential in the port and local communities and
is certainly a factor that is not lost on law-makers and
regulators. The role of governmental bodies at the
international, federal, state and local levels, have also
been key factors in our strategic thinking.
There is a strong argument that industries that are
proactive in self-regulation and who make substantial
efforts to address the negative environmental
consequences of their activities will have a more
productive and less adversarial dialogue with regulators.
Many regulations in the past have driven us to
change or tighten up on processes and establish best
practices. Again, the majority of these changes have
improved and standardised our operating practices
without an unmanageable increase in costs. In the
future, these mechanisms will still have a significant
role to play, but when dealing with issues such as air
emissions and ballast water we quickly enter the realm
of technological solutions.
As competitive differentiators such as labour and
capital costs begin to flatten, environmental strategies
are beginning to take a more prominent role in our
industry. No company can afford to ignore these issues.
Companies that possess the vision and skill to act in the
best interest of their business and the environment will still
be around when future generations judge our choices.
References
1
Tandberg, Corporate Environmental Behaviour and the
Impact on Brand Values, Report, 2007.
2
IBM, Capitalising on Complexity, Insights from the global
chief executive officer study, 2010.
27/04/2011 16:39:08
Untitled-1 1 28/04/2011 12:30:29
 Conference paper Day 2
sponsored by Paper No. 8

Antwerp, Belgium
Organised by the ABR Company Ltd

Flexible Fuel Solutions for tugs

koen Vonk (speaker/author), Wärtsilä China Ltd

SynOpSiS
With environmental legislation becoming ever stricter, it is important to develop concrete plans
to fulfil the requirements. Technical solutions such as abatement technology, dual-fuel and gas
engines can comply equally when properly implemented. Each requires more elaborate systems
than can typically be found on today’s tugs. Furthermore, the low average engine load experienced
by tugs is not suitable for all available solutions. Increasing the average engine load will require
further redevelopment of today’s industry standard. Besides the tugs themselves, supply chains
of urea and LNG will need to be established. This paper aims to present and discuss technical
solutions for meeting the upcoming emission requirements.

unDeRStAnDing emiSSOnS Alternatively, abatement technology (exhaust gas

after treatment) applied at a power plant run on
cO2 – fuel-related (lighter fossil fuels can still result in lower net emissions. The
hydrocarbons, like LNG, economic and environmental sense of consuming more
have a better C to H ratio, energy to conduct the same operations must, however,
producing less C emissions be questioned. Further analysis requires significant
per unit of energy); input regarding the local power source. As such, pure
nOx – combustion process- electric tugs will not be considered in the remainder of
related (NOx are formed this article.
at high combustion
temperatures); Engine developments in recent years have focused
pm – fuel-related on emissions reduction at optimum efficiency. These
(ash and sulphur in developments have produced diesel engines that meet
the fuel generate Tier II requirements without further external measures.
particulate emissions); The further reduction in NOx emissions from Tier II
SOx – fuel-related to Tier III is significant. Tier III diesel engines are not
(all sulphur that goes in expected in the near future and will not, therefore,
must come out). be considered further here. Other measures need to
Table 1: Emissions: where do they come from? be taken – the practical solutions focus on installing
abatement technology or changing to gaseous fuel and
nOx these options will be explored in more detail below.
Current technologies for meeting tier III NOx levels are:
a) Abatement technology; cO2
b) Gas as fuel; CO2 emissions are a direct function of the fuel that
c) Pure electric. is consumed, so the only option is to reduce the
consumption of C atoms. The lighter hydrocarbons,
The net emission effect of pure electric tugs depends typically found in gaseous form at ambient conditions,
largely on the source of the electricity. In many cases the consist of fewer C atoms per H. Burning LNG instead of
transmission and storage losses will exceed the losses MDO can thus reduce CO2 emissions by 20 per cent.
related to poor engine loading and the total energy
consumption increases. The tug can still be ‘green’, pm
nevertheless, if the energy is produced from renewable Particle emissions are directly related to fuel type and
resources very close to the tug charging point. quality. Unlike some other industries, PM emissions
1

D2P8.indd 1 19/04/2011 16:10:41

 are not yet regulated in most of the marine business.
Abatement solutions, eg filters, exist in the power plant
and locomotive industries. For tugs, ensuring clean
liquid fuel or changing to gas (almost no PM emissions)
are suitable alternatives.
SOx
It is assumed that the tug applications being considered
will use low sulphur fuels to comply with SOx emission
requirements. LNG does not contain any sulphur,
but 0.1 per cent sulphur liquid fuel also fulfils the
regulations. Even if allowed by regulators, the alternative
of using scrubber equipment is not suitable for a tug
due to space limitations.
Abatement technology
Reducing CO2, PM and SOx emissions of tugs is largely
straightforward. Today, the practical alternatives for
these specific emissions are:
1. Carefully control the quality of fuel, particularly
sulphur and ash content;
2. Change to LNG fuel.
For tugs, abatement technology is not the most
realistic option for these emission types, owing largely
to space and complexity constraints. With emission
reduction technologies in the spotlight, developments
are continuing and may produce better, more compact
solutions in the near future.
SCR equipment
When considering NOx emissions, abatement technology
is a realistic solution for tugs today. Selective Catalytic
Reduction (SCR) is the process by which nitrogen
oxides (NOx) are reduced to harmless nitrogen (N2) and
water vapour (H2O) molecules. Ammonia (NH3) or urea
(CO(NH2)2) act as catalysts in the process. The minimum
operating temperature of the SCR process depends on
the sulphur content of the fuel. To give an example –
the chemical process inside the Wärtsilä NOx Reducer
(NOR) is effective from 300-340 degrees C. For 0.1 per
cent sulphur fuel, the process starts close to the lower
limit of this range. Higher sulphur fuels require a higher
temperature to start the catalytic reduction process.
In practice, this lower temperature limit results in a
lower engine load limit for effective after treatment,
typically around 25 per cent load. The engine/SCR
combination needs to be able to operate in each of the
test cycle load points to fulfil the regulations.
For main engines, 25 per cent MCR is the lowest test
cycle point (10 per cent MCR for auxiliary engines). It
may be necessary to temporarily turn the urea injection
off at lower loads to prevent clogging. If both regulatory
and technical limitations are respected, then the main
engines of tugs will be operating with a partially inactive
SCR much of the time.
If the regulators allow such interpretation of the rules,
compliancy is simplified. However, the emission level
2
D2P8.indd 2
during normal operations is not addressed. To reduce
the emission profile of the tug, the engine load must
be increased or alternative means to raise the exhaust
gas temperature must be implemented. Exhaust gas
reheating, however, results in the perverse use of more
fuel to reduce the emissions.
Typically, 15-20 litres of urea solution is consumed
per MW/hr. The exact amount depends on the
concentration of the urea solution (40 per cent by
weight) and the required NOx reduction (80-90 per
cent). To put the consumption into perspective, this
is roughly 7.5 per cent of the fuel consumption of a
properly loaded engine. The onboard storage and
supply chain of urea solution thus requires the same
attention as that presently given to fuel.
Urea solution (40 per cent by weight) needs to be
stored at temperatures above 0 degrees C so that
the urea remains in solution. Tank insulation and/or
heating may be required depending on the operating
area. Furthermore, the tank material needs to be
suitable for the storage of a urea solution, namely
aluminium or stainless steel.
Figure 1: Wärtsilä NOR equipment overview.
The chemical processes taking place in the SCR require
a large catalyst surface area. Before reaching the catalyst,
the urea solution must mix with the exhaust gases,
evaporate and decompose. Ducting length and turbulence
in the exhaust gases are beneficial to these processes.
This presents the tug designer with the challenge of
creating sufficient mixing duct length (Figure 1) and
placing a relatively large SCR in the exhaust system
without impeding visibility from the bridge. To simplify
this geometrical challenge, the Wärtsilä compact SCR
combines the silencer with the SCR, thus removing one
element from the exhaust system.
Insulating the mixing duct and the SCR helps to
reduce the heat load on the engine room and keeps the
SCR at a more even operating temperature. A small
improvement of the engine load range at which the SCR
is effective can also be expected. The effect is small,
however, as most heat is consumed by evaporation and
decomposition of the urea solution.
19/04/2011 16:10:41
 LNG
Instead of using abatement technology, emission levels
can also be reduced at source (Figure 2). Natural gas
has a higher energy content per unit of mass than
diesel. Furthermore, it does not contain sulphur and
emits less CO2 and NOx when burned in a lean-burn
engine. Additional abatement technology is not needed,
therefore, to fulfil current SOx, particle matter and Tier III
NOx emission levels.
Figure 2: Typical emission reduction of a lean-burn
dual-fuel engine running on gas.
DNV classification rules incorporate the society’s long-
standing experience with gas-fuelled vessels, eg platform
supply vessels and ferries. As such, these rules provide
a benchmark, even for vessels that may not be subject
to classification. The main components of the LNG fuel
system from tank to engine are as follows:
C-type tanks
For LNG storage, two tank solutions
are common:
1. Pressurised C-type tanks;
2. Membrane-type tanks at ambient
pressure.
Membrane tanks are the most
common type on modern, large LNG
carriers. Their space effectiveness
would make them practical onboard
smaller ships, but the cost for small
applications is prohibitive.
C-type tanks are typically designed
to operate at pressures up to 10 bar.
This is the upper pressure limit for
a low pressure system according
to classification. By accepting a Figure 3: Schematic of LNGPac gas tank system.
3
D2P8.indd 3
pressure increase, the holding time of C-type tanks is
significantly longer. The exact holding time depends
on the tank size and degree of insulation. This holding
capability and their relative cost effectiveness mean
C-type tanks are currently used and envisaged for all
LNG-fuelled vessels. The location of the tanks is limited
by classification to be close to the centreline of the
vessel wherever practical. Tanks must be positioned at
B/5 from the hull sides and B/15 from the hull bottom.
Both dimensions should be at least 760mm.
Cold box/tank room
The pressurised C-type tank can provide sufficient
pressure to feed the engine. In the case of the
Wärtsilä DF engines, the required gas feed pressure
to the engine is typically around half the 10-bar upper
pressure limit of C-type tanks. Lower pressures can be
used at part load. This means pumps are not required
in the gas feed system. Instead, thermodynamic
processes can be used to maintain tank and feed
pressure (Figure 3). A pressure build up evaporator
(PBU) is used to maintain tank pressure and an
independent product evaporator supplies gas through
the gas valve unit (GVU) to the engine. The cold
box is tank-specific and can feed multiple engines
through engine-specific gas valve units. The heat
for the evaporators is typically provided from the
surrounding water by a water/glycol mixture. In land-
based applications, ambient air heat exchangers are
often used. A layer of ice can be found on these heat
exchangers when in use.
Classification rules require a secondary barrier of
cold-resistant material around the tank. The cold box
(or tank room), welded to the outer shell of the double-
walled tank, acts as a secondary barrier whilst housing
the heat exchangers. All cryogenic equipment is housed
inside the cold box, providing significant safety against
potential leaks of liquid natural gas. The temperature
of the natural gas leaving the cold box is high enough
that it does not affect mild steel to the point of causing
brittle fractures.
19/04/2011 16:10:41
 gas Valve unit
The last item of equipment before the engine is the
gas valve unit (GVU). The GVU regulates the pressure
to the engine depending on the engine load. The unit
also measures pressure, temperature and flow. Safety
systems such as shut-off and purging with inert gas are
incorporated as well as a safety filter.
The classification rules allow the engine room to be
designed as an inherently gas-safe area or equipped
with an emergency shutdown system. The most cost-
effective solution is the gas safe area. This requires
all gas piping in the engine room, including engine-
mounted piping, to be double-walled. For optimum
engine performance, the GVU is conventionally
mounted close to the engine. Traditionally, this has
been in a separate GVU room. Wärtsilä has now
developed a fully-enclosed GVU (Figure 4) such that it
can be placed inside the inherently safe engine room.
The small footprint and multiple connection options are
especially practical on small vessels.
Figure 4: Enclosed gas valve unit.
gas and dual-fuel engines
Pure gas, spark-ignited engines and dual-fuel engines
can both be found in the market place. Dual-fuel
engines use a small amount of liquid pilot fuel to ignite
the gas in an engine also capable of running on liquid
fuel alone.
Besides technical arguments, external circumstances
like the legislative climate and the availability of LNG
favour either gas or dual-fuel engine types. Some of the
more technical arguments are outlined here.
• Tanks for liquid fuel are typically easier to
accommodate on-board than LNG tanks.
4
D2P8.indd 4
• The greater energy per unit of volume of liquid fuel
further enhances the energy storage capability. For
long-range transits, liquid fuel capability of the dual-
fuel engine is an asset. When running on liquid fuel,
the dual-fuel engine complies with IMO Tier II. This
is sufficient for the long-range transit outside ECA
areas. For Tier III compliance on liquid fuel, SCR
units need to be fitted.
• The gas engine fulfils Tier III in all operating
conditions. The single-fuel allows the engine
designer to optimise for best emissions, efficiency
and cost on that single-fuel type. The spark plug
ignition limits this optimisation to some degree with
a maintenance interval 3-5 times shorter than that
of an injection nozzle. Overall, the clean nature of
LNG as a fuel is a maintenance benefit for any gas-
fuelled engine.
• Using pilot fuel to start the combustion process
means that the DF engine never misfires
completely. As a result, stable operation of the dual-
fuel engine on gas at low engine loads (<10 –per
cent MCR) is possible. This is more challenging
with a gas engine.
• The gas tank, cold box and gas valve unit are
required independently of the selection of gas or
dual-fuel engine type. However, in the case of
a single-fuel installation, classification requires
the fuel storage to be split between two or more
independent tanks of approximately equal capacity
which must be located in separate compartments.
Additionally, the fuel supply systems need to be
independent. On a small vessel this can prove
challenging and costly to implement.
practical examples
From a technology perspective, the solutions for
Tier III emission levels are clear, but how does this
equipment fit into the confined space of a tug? To
better understand the geometrical challenge, consider
the following examples. These are by no means the
only solution, but will hopefully trigger further creative
thinking in the industry to strengthen our green image.
• W TUG 80: 80 tonnes bollard pull with two Wärtsilä
8L26 main engines fitted with SCR;1
• W TUG 80 DM-Hybrid: 80 tonnes bollard pull with
two Wärtsilä 9L20 mechanical main engines boosted
by a Wärtsilä 6L20 generator, all fitted with SCR;
• W TUG 70 DF: 70 tonnes bollard pull with two
Wärtsilä 9L20DF mechanical main engines boosted
by a Wärtsilä 6L20DF generator.
W TUG 80 conventional diesel mechanical
with after treatment
This example (opposite) is the closest to today’s
industry standard tug. The only change is the addition
of NOx after treatment in a combined SCR-silencer. This
unit fits in the location of the silencer. The SCR catalyst
elements can be readily accessed to enable easy
replacement. This solution fulfils the regulations, but the
SCR will not be able to operate most of the time due to
insufficient engine loading/exhaust gas temperature.
19/04/2011 16:10:41
 W TUG 80
conventional
diesel
mechanical
with after
treatment.

W TUG 80
diesel
mechanical
hybrid with
after treatment.

W TUG 70
dual-fuel diesel
mechanical
hybrid.

W TUG 80 diesel mechanical hybrid with after
treatment
To address the inherent inefficiency of running at low
loads, the W TUG 80 hybrid was presented at ITS 2010.
This three-engine configuration runs at higher engine
loads producing higher exhaust temperatures and better
fuel economy. Besides fulfilling regulatory requirements,
the SCR is active during actual operations.
W TUG 70 dual-fuel diesel mechanical hybrid
Along the lines of the previous example, the dual-fuel
hybrid has better engine loading than a conventional
tug. The lower power density of the dual-fuel engines
results in a slightly reduced bollard pull capacity.
5
In addition to the previous example, the LNG tank
needs to be considered. If we assume a seven-day
endurance for a harbour tug that operates 2,000 hours
per year at 20 per cent average load, tank capacity
needs to be approximately 22m3. For comparison, this
is slightly more than a 20ft container. In this example,
the tank is placed below the accommodation/ECR/
switchboard room, in an area previously intended
for liquid fuel storage. Extended range, eg for vessel
repositioning, can be achieved through liquid fuel, with
LNG containers on deck or on a separate bunker barge.
The impact on the arrangement is rather limited due
to the careful selection of endurance acceptable for
normal harbour tug operations. For comparison, simply
copying the same ocean crossing endurance as the

D2P8.indd 5 19/04/2011 16:10:42

 diesel-fuelled design requires 530m3 of LNG. That is not
a realistic design target.
Abatement technology is not required when running
on gas. If the tug needs to meet Tier III on liquid fuel,
SCR technology will need to be installed.
In each of the examples illustrated, batteries are not
included as they are not required to ensure operability.
Depending on the exact operational requirements,
batteries can be implemented to improve efficiency,
boost the bollard pull rating, reduce emissions and/or
create load response superior to a conventional tug.
Bunkering supply chain: LNG
Besides geometrically fitting all the LNG equipment in
the vessel, the LNG supply chain needs to be developed.
Most current initiatives are concentrated in ECA areas
where Tier III will become applicable. Several initiatives
also exist outside ECA areas, such as in China. It is
important to overcome the chicken or egg situation
together. The common thread in the more mature
projects is co-operation between parties representing
the entire chain from LNG producer through to the LNG
consumer, naval architect and equipment supplier. With
all parties involved, it is possible to openly discuss with
local legislators, who are often in need of knowledgeable
input and proof of the concept.
From the projects in which Wärtsilä is involved, it
is apparent that the tug business will not generate
sufficient volume by itself to interest the supply chain
in developing small-scale LNG bunkering facilities.
However, the local operations of many harbour tugs
enables operators to take the initiative in generating
more volume in their harbour area, eg by converting all
harbour vehicles to LNG.
In the above LNG system considerations, reduced
endurance of the LNG-fuelled tug was accepted to
reduce the size of the LNG tank. It was implicitly
assumed that the supply chain is reliable or that liquid
fuel can be used as a backup such as with the DF
engine. Irregular supply can be de-coupled from the
regular consumption by means of a buffer tank, either
onshore or on a bunker barge. Shore-side buffer tanks
are used successfully by the Norwegian ferries running
on LNG. The bunker barge alternative yields greatest
flexibility to also provide LNG bunker services to the
early LNG adopters amongst the merchant fleet.
Bunkering supply chain: Urea
The supply chain for urea solution is likely to prove a
D2P8.indd 6
simpler matter. The urea demand is ensured because
a significant number of vessels will need to bunker
urea solution in ECA areas from 2016 to comply with
Tier III NOx standards. Furthermore, the volume of urea
needed is roughly 7.5 per cent of the MDO volume
as opposed to 180 per cent in the case of LNG. The
technical requirements for storing urea solution are also
more straightforward to fulfil. It is likely, therefore, that
the urea solution will be supplied by existing bunker
service providers from their existing facilities or vessels
requiring only minimal conversion.
Future alternatives
Fuel cells running on LNG are an efficient and very
clean alternative to internal combustion engines. The
technology is still in the development stage, although
several vessels are now sailing with pilot systems, for
auxiliary power and main propulsion applications. The
slow start-stop characteristic of the fuel cell means
that they are not practical for highly changeable main
propulsion loads in a tug without the use of batteries as
a buffer. Furthermore, the power densities of the current
generation are insufficient for the propulsion power
demand. However, a fuel cell or battery package sized
for tug hotel loads could make a worthwhile contribution
to the overall tug emission profile. The fuel cell would
also provide heat to keep the engines pre-heated and
the urea in solution.
Conclusion
It is possible to comply with new emissions regulations
with a combination of primary methods on engines,
fuel selection and/or secondary abatement technology.
Abatement technology is still relatively young in our
industry, but well proven in other fields. The processes
are thus well understood and equipment is quickly
becoming available in the marine market.
Historically, tug designs have evolved to suit the
ever-more powerful equipment available in the
market. Designs will now need to incorporate the new
abatement technology or gas systems. Interesting
new concepts are appearing, which are viable as long
as one keeps an open mind as to what a tug should
look like. Some of these concepts aim to reduce both
emissions and energy consumption beyond what is
required by regulations. All that remains is to build
such a concept and consequently strengthen the green
image of our industry.
REFERENCES
1
Vonk K, Becker L, Caarbat-Visser J, Kruyt B,
Innovation in Tug Design, ITS Vancouver 2010.
19/04/2011 16:10:42
 Conference paper Day 2
sponsored by Paper No. 9

Antwerp, Belgium
Organised by the ABR Company Ltd

Practical Electrical Developments in Tugs:

How Green Can You Get Without Paying a Fortune?

Ali Gürün (speaker/author), Tamer Geckin (speaker/author), Sanmar Ltd, Turkey

SYNOPSIS
This paper offers an overview of the developments in electrical systems installed to tugboats built
or operated by Sanmar. The first part of the paper concentrates on one of the most important
developments in the electrical generator system. Authors Ali Gürün and Tamer Geckin will share
their experience of installing a main engine driven generator system, which comprises a hydraulic
motor driven electrical generator powered by a hydraulic pump coupled to a main engine power
take-off outlet.
The system is connected directly to the main engine, and operates on a wide rev/min range, from
idle to full speed. It can be installed without increasing the overall construction cost of the vessel
and starts saving fuel and reducing emissions immediately. The test results of this system and
evaluation of the initial costs, operation costs and maintenance costs are included in the paper.
The second part of the paper takes the form of a list of modifications to electrical systems
which run in parallel with new technology and help the tugs to be safer, more practical and
environmentally-friendly. Some of these developments are consistent with flag rules and
classification regulations and some are based on operational experience.

INTRODUCTION many owners and operators to adopt the system. It was

During the process of design, construction and operation
of modern tugboats, the design and technical details of
the electrical systems do not always get the attention
they deserve compared to other technical aspects such
as propulsion, engines, hull or winches. The electrical
system acts like the nerve system of the human
body – if a person has strong nerves, they can control
actions and emotions more easily. Things are not so
very different in the case of the modern tugboat. In this
paper, the authors hope to draw the attention of the
reader to some electrical issues by sharing experiences
of electrical systems they have personally developed
while designing, building and operating tugboats.
The growing trend to control and minimise fuel
consumption and gas emissions has prompted power
electronics, electrical machines and technology systems
to improve very rapidly, and there are already many
‘green’ ship solutions available on the market. Many
of these modern applications achieve great success
in efficient electricity generation, fuel consumption
and in minimising harmful gas and particle emissions.
However, the availability of a wide power range is
limited and initial investment costs are too high for
1
from this point that Sanmar’s technical team started to
research more simple and reasonable solutions which
also had a low initial investment cost.
During harbour assist work, conventional tugboats
spend a large percentage of their lifetime either idling or
delivering low bollard pull statistics. When a tug leaves
the quay to start ship docking operations, both of the
main engines and one auxiliary diesel generator set are
always on. The large prime movers in particular consume
a substantial quantity of fuel while keeping a stable idle,
due to their relatively lengthy period of inertia. In order to
idle, a diesel engine must overcome internal frictions and
compression losses. As the fuel is already consumed
by the main engines to stay at idle, converting a couple
of kilowatts from the main engine to electrical energy
should be more economical than having another diesel
engine to generate the electrical power and which also
needs to overcome its own efficiency losses.
From initial calculations, it was obvious that using the
main engine power to supply the electrical power of
Sanmar’s new build harbour tugs would help minimise
costs and lessen their environmental impact.

Day 2 Paper 9.indd 1 26/04/2011 16:34:26

 VARIABLE REV/MIN INPUT FOR A
GENERATOR?
A Controllable Pitch Propeller (CPP) vessel
accommodates a shaft generator throughout the entire
operation, whereas Fixed Pitched Propeller (FPP)
vessels cannot do so due to speed variations. To
generate fixed frequency and voltage with synchronous
machines, the revs/min must be a fixed value.

However, most tugboats have variable engine rev/min

due to the FPPs installed on them. It was decided that
the simplest way to have a fixed rev/min alternator is to
use a variable displacement hydraulic solution. Dynaset
Oy Ltd of Finland, which has extensive experience and
knowledge of such systems, has been invited to devise
a solution.
Figure 1: Generator set.
Sanmar’s engineering team decided to make use of
The hydraulic generator has the reliability of
this technology in its new construction, and installed the
hydraulics, and the automatic speed rotation controller
first variable speed shaft generator on two tugboats for
ensures clean electricity in all conditions. Quiet, non-
Research & Development of the system. It is designed
vibrating and trouble-free running ensures a reliable
to be connected directly to the main engine front end
and very long service life. The dimensions and
output shaft and expected to operate smoothly on a
weight of hydraulic generators are only half that of a
wide rev/min range, from idle to full speed.
combustion engine generator of equal power level, but
they can start up even large electric motors just
By eliminating the need for a second auxiliary engine
as easily. The installed system has a high operating
to run the electrical systems of the vessel, there will be
efficiency and a tough loading capacity typical of
only two main engines – one of which is also driving
hydraulics. Variable hydraulic generator systems
the hydraulic generator and one diesel engine driving
produce high power electricity directly from the main
the auxiliary generator – making a total of three diesel
engine. The voltage and frequency of electricity stay
engines compared to the four installed in previous tugs.
stable from the engine running idle to full speed.
The diesel engine for operating the generator will only
The system is quiet during operation and due to the
be required to run at harbour mode where no shore
compact size of all the components, it can be installed
power is available or as a back-up to the hydraulic
easily even when space is limited. Connected directly
system, so this engine will also have very low operating
to the main engine, the variable hydraulic generator
hours and low maintenance costs. The benefits of using
system functions perfectly whether the engine is
this system in harbour tugs would be:
running on idle or at full speed.
• Saving on fuel consumption;
• Less maintenance required (one less diesel engine); INSTALLATION
• Reduced operating cost; Sanmar XXX is an 18m long, twin-screw tugboat
primarily designed for harbour operations. The hotel
• Reduced emissions;
load of the vessel is approximately 15kW and consists
• Low investment cost compared with electronic of engine room fans, heating or air-conditioning,
power solutions; navigational equipment, lights etc. Such low consumption
• Easy installation (not only for new constructions but is based on steering gear system hydraulics driven by
also vessels in operation); main engine driven hydraulic pumps.
• Low noise levels;
• Space-saving. Type of Vessel Twin screw harbour tug
Classification RINA, Coastal Area
SYSTEM DESCRIPTION Designer Robert Allan Ltd, Canada
The core of the system is an ever-ready hydraulic Steel hull, aluminium
generator, which transforms the hydraulic power into Construction
wheelhouse
electricity. Safety and reliability are guaranteed by an
automatic rotation speed controller valve and automatic LOA 18.28 metres
voltage control. The complete variable hydraulic Breadth 7 metres
generator system also includes a hydraulic pump,
2 x Caterpillar 3508B,
solenoid valve and oil cooler. A special protection and Main Engines
Total 2,200 BHP
automation system had to be installed in the main
switchboard of vessel. Table 1: Technical specification, Sanmar XXX.
2

Day 2 Paper 9.indd 2 26/04/2011 16:34:26

 COST ISSUES
Initial investment
The initial investment cost of installing the main engine
to the attached hydraulic pump driven generator set is
approximately the same as installing a diesel-driven
generator. So the cost for Sanmar XXX is more or less
the same as its sister, Sanmar XXIX.

Fuel savings
Measurements taken from the auxiliary diesel generator
and the main engine driven hydraulic generator were
compared – values taken from the main engine were
based on the Caterpillar Marine display module with
built-in software that calculates fuel consumption from
engine data.

Figure 2: Sanmar XXX.
The conventional versions have two diesel generator
sets of 32kW (40kVA) each installed and these units do
not need to be paralleled. They are normally connected
to shore power in the port and only during sailings do
they run the auxiliary diesel generator. The Sanmar
series of tugs provided perfect candidates to which to
test the new solution.
The figures taken from the auxiliary diesel generator
engine calculations were based on manufacturer-
supplied fuel consumption graphics for various loads,
corrected by mechanical and electrical- efficiency
figures. The electrical load of the generator was
between 10-13kWe during normal operation. In
this load, the diesel generator consumption was
approximately 5.3 lt/hr.

Sanmar XXX is equipped with one diesel-driven

generator of 40kVA, 3-phase 400V AC, 50Hz Teksan
TJ42MS5A (consisting of a Mitsubishi S4SDT-61SD
diesel engine and Marelli MJB200SA4 alternator) and
one Dynaset hydraulic generator HG40 of 40kVA,
3-phase 400V AC, 50Hz. The hydraulic pump is a
Kawasaki HG40 KVA 400-90, 93 lt/min, 420 bar
pressure and is coupled to the port main engine.

TESTS AND TRIALS

Satisfactory results were achieved after extensive tests
in the conditions outlined below:
1. Different load variations from 5-20kWe, service
loads at various, but stable, revolutions (starting Figure 3: Mitsubishi S4SDT-61SD engine fuel
currents were included in these load tests). consumption.

2. Different engine revolutions between 650-1880 rev/

min with different accelerations.
3. Test 1 and Test 2 to be performed simultaneously.

Recorded values were as follows:

• Transient frequency variation to be within ±5 per
cent (acceptable value ±10 per cent ) of the rated
frequency.
• Permanent frequency variation to be within ±3 per
cent (acceptable value ± 5 per cent) of the rated
frequency.
• Permanent voltage variation to be within ±1 per
cent (acceptable value ±2.5 per cent) of the rated
voltage.
• Transient voltage variation is within the range of
±10 per cent (acceptable value between −15 to +20
per cent) of the rated voltage. Figure 4: Saved fuel with hydraulic generator at 10kWe.
3

Day 2 Paper 9.indd 3 26/04/2011 16:34:26

 EXHAUST EMISSIONS
As the prime movers are used at variable revolutions
and variable load, it was not possible for the authors to
use emission figures submitted by the manufacturer.
Similarly, it was not possible to reach the figures
submitted by the auxiliary engine manufacturer at
rated rev/min, but part load. However, based on the
fact that one less diesel engine is running and the load
percentage of the main engine is increasing, it is very
likely that emissions will be less.

FUTURE
After testing the system on Sanmar XXX, Sanmar has
decided to use a similar system on Ulupinar XI which
has fixed pitch azimuth thrusters to obtain a 45-tonne
bollard pull (Figure 6).

Ulupinar series tugboats have two identical 67kWe

diesel generators onboard. Although the average sailing
Figure 5: Comparison of the values between hydraulic electric load is 20kW, these tugs are built with auxiliary
generator/main engine and auxiliary diesel generator/ diesel generators which have larger capacity than the
main engine. electric load requirement. The extra capacity enables
us to run future installed equipment or drive salvage
Maintenance savings equipment such as electrical salvage pumps etc.
Theoretically, there is no need to make any This time, the team installed two hydraulic pumps –
maintenance to the hydraulic pump. Sanmar has similar one for each main engine – connected to a Dynaset
hydraulic pumps installed in its tugboats to supply hydraulic generator type HG40 KVA 400-165, 172 lt/
hydraulic power for steering gear systems in vessels
min flow, 210 bar. Two hydraulic pumps were installed
with over 25,000 operating hours without any service
to make the system redundant. At the time of this paper
cost. The only cost is for oil and filters. Although it is
presentation, the system is still under test so there is no
advisable to have the hydraulic oil changed every two
available data yet.
years, by scheduled oil sampling, the oil can be kept
unchanged for many years. Every 6,000 hours is a
In order to get more accurate figures on fuel
reasonable time span for an oil change interval. The
consumption, Sanmar has installed a fuel management
hydraulic filter should be changed once every four
system, the Flowscan 9000 series, to Ulupinar XI. The
months or, in our case, every 1,000 hours.
results of these tests will be covered in a separate study.
Hydraulic generator maintenance costs:
Hydraulic oil cost: US$3 x 500 litres = US$1,500
1 set hydraulic filters: US$600
Calculation:
Hydraulic oil: US$1,500/6,000hrs = US$0.25/hr
Hydraulic filters: US$600/1,000hrs = US$0.6/hr
Total cost: US$0.85/hr

Diesel generator maintenance costs:

Overhaul maintenance should be made after every
15,000 hours at a cost of US$14,000.
The air, oil and fuel filters should be changed once
every month or 250 hours; approximate cost is US$150.
Calculation:
Overhaul: US$14,000/15,000hrs = US$0.93/hr
Filters and oil: US$150/250 hrs = US$0.6/hr Figure 6: Ulupinar Class tug.
Total cost: US$1.53/hr
RESULTS
Total savings Although transferring power through hydraulics is less
Based on a calculation of 3,000 operating hours per efficient than transferring it mechanically, good results
year, the total savings on fuel and maintenance is have been achieved from hydraulic generators as
estimated at US$10,000 per year. This prediction is efficiency losses from an extra diesel engine working at
based on the very expensive fuel prices in Turkey. low loads are avoided.
4

Day 2 Paper 9.indd 4 26/04/2011 16:34:27

 cabin and mess room and connected to the ship’s
Type Of Vessel ASD relevant systems. According to IMO regulations, alarm
Classification RINA, Unrestricted Navigation and signalling systems in the engine room should
have different coloured signal lamps, preferably lense
Designer Robert Allan Ltd, Canada rotating lamps with different sound schemes.
Construction Steel
LOA 24.40 metres
Breadth 9.15 metres
2 x Caterpillar 3512B TA, Total
Main Engines
3,300 BHP
Table 1: Technical specification, Ulupinar XI.

Sanmar is now installing hydraulically-driven

generator sets in all newbuild Sanmar class harbour
tugs. After testing the results on Ulupinar ASD type
harbour and coastal towage tugs, Sanmar has decided
to install the same system on this series and even
bigger tugboats.
Figure 8: Engine room alarm lamps.
DEVELOPMENTS IN ELECTRICAL SYSTEMS
In order to enable the crew to identify the fault
Apart from the newly tried and tested generator system, promptly and respond quickly, the emergency general
the authors wanted to share some of the experience
alarm, CO2 alarm, fire alarm, engine alarm and others
they have gained, and developments they have tried
have independent audible and visual units, all gathered
and tested in electrical systems on modern tugboats.
at the same section of the engine room. Furthermore,
The information that follows is a short summary of some
all have two separate power supplies (main and
innovative thoughts and experience gained through the
emergency) to enable fail-safe operation after a single
construction and operation of a number of tugboats.
power failure.

Visual and audible alarm panels in Cabling practices

accommodation cabins
Although there are no special class requirements for
cabins, a visual and audible alarm panel is now being
installed to all vessels built or operated by Sanmar.
Whether the vessel has an automation system or not,
the system is an important contribution to safety.
It is fairly standard in shipbuilding practice to have
all electrical cables marked according to electrical
drawings. Further attention should be given to the fact
that the cables supplying power to essential equipment
are to be routed from different parts of the vessel as far
as practicable.

Figure 7: Cabin alarm panel.
The system consists of visual and audible signals to
advise the crew onboard when there is an emergency
general alarm, fire alarm, engine alarm and engineer
call alarm. LED-based signal light towers have different
colours for different alarms, and a 90dBA warning
signal and one module of this signal tower is used
as emergency light. The panels are installed in every
5
Figure 9: Cabling.
Further developments have been achieved by
designing a tugboat’s entire electrical system in such a
manner that electrical drawings should contain terminal
information about important equipment such as engines,
generators, thrusters and towing winches. It is much
easier for the chief engineer onboard to troubleshoot
electrical faults if he can see the equipment terminal info
in the vessel’s own electrical drawings.

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 Automatic load shedding
According to classification rules, the capacity and size of
emergency batteries are calculated through a number of
emergency consumers and it is generally assumed that
under emergency conditions the crew would shut down
all non-essential consumers. Sanmar has developed a
system to have this sequence automatically controlled,
a system also referred to as ‘load shedding’.
The battery management system checks the available
power and consumed power, then decides to load-shed
the non-emergency consumers by automatic means.
To keep the battery capacity low, all emergency lights
installed on newbuild tugboats are of the LED-type.
Batteries
To achieve the maximum rated capacity of the batteries,
the ambient temperature must also be considered,
otherwise it will not possible to consume the energy
which was calculated. A special plastic mat-heater can
be installed inside the battery boxes to keep the units at
reasonable temperatures in cold climates. Moreover, it
is our preference to install deep cycle type batteries for
service and emergency use. Using these units, battery
life-cycle is much longer.
Deadship start
The harbour generators are equiped with two
independent starting methods. The first is the regular
electric start, while the second is a spring inertia starter,
used as a deadship starting system.
Power supplies
All essential systems such as main engines and their
control systems, thrusters and their control systems,
alarm and monitoring systems, are fed through two
separate and independent power sources. All DC
supply circuits feeding control systems are galvanically-
isolated from the source. This minimises the risk of
electronic card faults due to leak currents caused by
a third piece of equipment, such as other faulty DC
systems. The isolated power source makes the control
system independent from other DC leakages.
GMDSS Power Sources
According to SOLAS, all equipment required by
GMDSS should have three power sources:
• Main power supply (generators);
• Emergency power supply (emergency batteries);
• Reserve power (GMDSS batteries).
Special attention should be paid to the power supply
provided from the sources according to the following
sequence :
main power > emergency power > reserve power.
Separate power change-over units should be
connected to GMDSS equipment to connect these
three power sources. These units provide switch-over
from the main supply to the emergency supply without
interruption.
Remote control
In small vessels, crews and tug owners have
traditionally preferred the maximum level of control of
engine room equipment from the wheelhouse. The main
switchboard, generators, pumps, fans etc should be
controlled from wheelhouse in new generation vessels.
This facility gives the chance to enable the chief
engineer to stay in the wheelhouse to help operation of
the towing winch etc. As a classification requirement,
one of the main fire pumps should be operated from
the wheelhouse. Moreover, the vessels being built and
operated by Sanmar have the fire pump sea water
suction valve operated from the wheelhouse too.
Navigational lights
As ASD tugs are used in both directions, ahead and
astern, the navigation lights are installed for both-side
operation. The operation side can change with a single
switch from ahead-astern or astern-ahead navigation.
Figure 10:
Navigation light.

Synchronised shore power and shore

phase sequence correction
With harbour tugboats, which attend to a number of
ships daily and frequently move to and from the quay,
there is a risk of power failure. This risk occurs because
there are too many power interruptions while connecting
and disconnecting shore power to and from the vessel.
These interruptions cause chronic faults in electronic
and electrical equipment which are supplied from the
main power source. The installed system makes it
possible to change the power supply from shore-to-
generator or generator-to-shore without any interruption
or black-out. Moreover, the shore power phase Dimmers
sequence is corrected by the system automatically, All deck floodlights are now being installed with a
therefore there is no need to pay attention or lose time dimmer facility to control the illumination levels on deck,
correcting the phase order. to save energy and minimise light pollution at sea.
6

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 Conference paper
sponsored by

Antwerp, Belgium
Organised by the ABR Company Ltd

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The entire contents are protected by copyright in Great Britain and by the Universal Copyright Convention.
Material may be reproduced by prior arrangement and with due acknowledgement to The ABR Company Limited.

The views expressed in these papers are those of contributors. The ABR Company Limited is not responsible for statements made or opinions expressed.

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