17 minute read
Tugs & towing
DAMEN INTRODUCES SUSTAINABLE PUSHER TUG
Damen has introduced a new pusher tug design aimed at addressing the challenges faced by inland tug/barge operators in keeping up with emissions regulations
Mainland Europe’s river and waterway system is a vast natural feature put to good use transporting goods over long distances and taking freight off the road network.
Pusher tug/barge operations are a popular option and a look at such combinations often reveals a pusher tug of modern appearance. But look closer and you may find a vessel sometimes between 50 and 100 years old (Damen saying 85% of the more than 1,500 European fleet of pusher tugs are well over 40 years old), lovingly restored and re-engined, often several times, long paid for but still earning a living.
Managing emissions regulations is nothing new for the towing industry in general, but Damen has identified particular challenges facing inland pusher tug operators making traditional retrofitting difficult if not impossible.
Typical challenges are the lack of machinery space to accommodate bulky after-treatment systems and a similar lack of interior space for sound insulation to protect the crew from engine noise. Conversion costs are often not in line with the age and market value of the vessel, all of which has led Damen to develop the new model designated Riverbuster 1909 as operators are forced to decommission vessels.
Regulations and sustainability
So what of the regulations? European Stage V non-road emission standards are now in effect, along with new crew comfort (noise) regulations.
The design will conform to CESNI’s ES-TRIN 2021 technical rules along with BV inland notation, including coastal notation as an option.
to be a “fully-configurable modular platform” fitted out with project-specific equipment, including forward and aft towing or anchor-handling winches; crane options; two sets of Click here to read article on container twist locks; towing pins and foldable A-frame for plough-dredging.
Maritime Journal online Much of the deck equipment is supplied by Damen Marine Components, the tug’s design described as “destined to serve inland and coastal waters in a wide variety of operations such as towing, barge handling, marine construction and dredging support.”
Azimuth thrusters and other equipment
A change from traditional fixed shaft/screw design sees well-proven azimuth thrusters included, subsequent enhanced manoeuvrability assisted by a forward thruster. Several diesel-direct and diesel-electric options are available, driven by either Volvo Penta or MAN Rollo engines ranging from 750 to 1,500kW, delivering 12.5 to 25tbp. Genset options from 75 to 118kW and a 17kW harbour generator are included, and fully electric propulsion involves swappable battery containers on deck, allowing zero-emission transport along fixed routes. A telescopic wheelhouse provides a viewing height of 11m while also conforming to a shallow-draught design of 1.75m and air draught 4.2m, with an aft skeg allowing it to take the ground, useful for dredging assist duties. An impressive range of nautical and communications equipment is offered, reflecting the coastal capabilities for the 19m LOA, 9.08m beam vessel with heated and airconditioned living space provided for up to six crew consisting of two (optional three) cabins, a galley/mess room, dry store and sanitary facilities. Maarten van Willigen, Sales Manager, Damen Trading & Chartering, said: “The inland and coastal pusher tug markets that the Riverbuster has specifically been designed for have always been quite conservative, with high investments in ageing equipment and relatively few newbuilds delivered in the past four decades.
The Riverbuster will be eligible for voluntary Ultra Low Emission Vessels notation by BV. Lower fuel consumption is another plus, Damen saying the regulations will provide “… a foothold for the modernisation of the market, and with the announcement of a future emission labelling system for inland waterway transport vessels, will undoubtedly increase day rates in the long-term.”
While sustainability is a target, it is always a challenge if a vessel operates without a fixed route and in remote locations. Damen has therefore chosen the path of optimisation with hull shape, emissions reduction and fuel consumption optimised to reduce carbon footprint and lower operating costs.
Damen is known for its standard designs, which can be modified for particular roles, and the Riverbuster is intended
8 The pusher tug
features low airdraught capabilities
GLOBAL TRENDS IN MARINE SALVAGE
The International Salvage Union (ISU) has published its Annual Review 2021 along with industry statistics showing a modest recovery in gross revenues
“The ISU wants to be open and transparent about its activities and to keep its members and stakeholders informed and engaged in its work,” said ISU President Captain Nicholas Sloane, reflecting on a year still dominated by Covid and subsequent difficulties for salvage contractors who continued to work largely dispersed and responding to ship casualties – which of course continued regardless of the pandemic.
On a positive note, the period provided the opportunity for salvors to demonstrate their problem solving and “can do” attitude, a feature of the industry that is taken for granted but not a given when considering that salvage teams will often be climbing aboard ships that have been understandably and rightly abandoned by their crews in the face of danger.
The grounding of the Ever Given in the Suez Canal in 2021 highlighted the value of one of ISU’s key messages - “keeping trade flowing and keeping ports open”. The focus on potential pollution posed by containerised cargo is highlighted by Captain Sloane, so-called “plastic nurdles” being of particular concern, the tiny plastic pellets becoming toxic when released into the sea and very difficult to clean up when washed ashore.
Danger and guidelines
Increasing numbers of batteries being transported in car carriers is seen as a factor with fires in such vessels, a risk the ISU sees as increasing as more electric vehicles are shipped around the world. Again, Captain Sloane’s words reflect the dangers responders face: “If you ask any salvor what kind of casualty they most fear, it will almost certainly be a burning ship with a cocktail of unknown cargoes.”
ISU’s legal adviser Richard Gunn recounts the ISU’s “great surprise” when Lloyd’s considered withdrawing support for Lloyd’s Salvage Arbitration Branch (LSAB), the unit that supports and administers Lloyd’s Open Form (LOF). After considerable efforts by the ISU to address Lloyd’s concerns and near universal support along with letters of petition, Lloyd’s recognised the global support for LSAB and LOF and initiated a consultancy process with various industry groups to develop LOF use, a works-in-progress for all involved.
Guidelines on Places of Refuge were successfully introduced by the EU several years ago, adopting the principle of “no rejection without inspection” for casualty vessels. The process, supported by ISU to adopt similar guidelines by IMO, has been “lengthy and, so far unsuccessful”, with reluctance to adopt the guidelines by a small number of IMO members.
The working group considering revisions to BIMCO’s standard wreck removal contracts continues with “slow but gradual progress” reported. Differences of opinion within the group have led to a pause while they consider their positions, with work due to restart this year.
Good progress is reported between the ISU and International Group of P&I Clubs on the LOF Code of Practice, the code now applying to all LOF contracts whether SCOPIC is incorporated, or invoked, or not. With discussions continuing, the revised document is expected to be published this year.
Revenue stats
Annual statistics indicate a 26% increase in gross revenue for ISU members in 2021, at US$391 million (US$301 million in 2020), showing the variability year-on-year with 189 services provided compared to 182 in 2020.
LOF recorded 29 cases in 2021 compared with 40 in 2020 and at a historic low.
Wreck removal income for 2021 was US$108 million from 56 services compared to US$98 million from 101 services in 2021, figures indicating income continuing to be at lower levels than typical in the past. The figures are gross income from which all the contractors’ costs must be paid.
The figures have to be taken in context and allude also to the challenges of modern-day salvage, Captain Sloane says: “Economic conditions are challenging and activity and income for our industry is volatile year-on-year. The general trend towards a smaller number of larger and more complex cases enhances that annual variability.”
Finally, returning to Captain Sloane’s foreword, he sums up by encouraging “all those involved in marine salvage - principally the contractors, authorities, ship-owners and their respective insurers - to recognise the mutual benefit of a strong and properly funded salvage industry, and to work together to mitigate potential loss and environmental damage from marine casualties.”
8 Salvage activity
requires heavy investment in specialist vessels
Indian Coast Guard 8 Ship fires pose
particular dangers to salvage crews
TUG DELIVERY ROUND-UP
This month we explore five notable tug deliveries with European connections including a US-built Rotortug, a design with roots in Dutch expertise
Two of the deliveries are on the way from Damen Shipyards Group and first to examine is Plis Fos, an ASD 2813 tug and one of Damen’s larger vessels, to an order from SOMARA for operation at the Port of Fort de France on the Caribbean island of Martinique. At time of writing Plis Fos was passing Honolulu on its delivery voyage on its own keel from Damen’s Song Cam Shipyard in Vietnam to Martinique, a distance of around 20,000km. SOMARA’s confidence in choosing Damen was based on its satisfaction with a recently delivered Multi Cat.
The new tug will handle the largest ships using the port, and with a length of 27.59m on a beam of 12.93m provides a bollard pull of approximately 85 tonnes ahead and 80 tonnes astern via Caterpillar main engines developing 5,050kW in total, driving 3m diameter propellers turning in nozzles.
Reducing the environmental impact of tugs is important now with new fleet additions, a requirement particularly relevant in Caribbean waters, and Plis Fos’s specification includes exhaust gas after-treatment, making it IMO Tier III compliant. The inclusion of an aft winch indicates the vessel’s capability for offshore towing and ship salvage, Damen saying it will be the “strongest and most modern tug in the Caribbean”.
Another similar 28m tug delivery from Song Cam Shipyard has seen the TSM Odet, an ASD Tug 2811 design delivered to Thomas Services Maritimes (TSM) for operation at Séte on the French Mediterranean coast and another delivery under its own power involving a voyage of 50 days, consuming just over 3m3 of fuel per day.
Caterpillar main engines and Kongsberg thrusters featuring slipping clutches provide 60 tonnes bollard pull and as with SOMARA’s new addition, TSM includes sea towage (with aft deck winch) as well as port and terminal operations in its capabilities.
TSM Odet also benefits from Damen’s digital Alarm, Monitoring & Control System, which integrates data from onboard systems connected by sensors and controls, connectivity allowing for remote monitoring ashore.
A winterisation package is included to increase overall energy efficiency and the vessel joins two other Damen vessels in TSM’s fleet, the 2021 delivered RSD 2513 Tugs TSM Rouen and TSM Honfleur.
MJ has been reporting regularly on Svitzer’s gradual buildup of its tugs operating for the Suez Canal Authority, and the latest addition to the fleet Svitzer Suez 3 has been delivered by Turkey’s Med Marine. This brings the number of Svitzer tugs serving the canal to six, three with Suez and three with Port Said suffixes in their name based at each end of the canal.
Svitzer Suez 3 is a MED-A2885 design based on Robert Allan Ltd’s (RAL) RAstar 2800 marque. Classed with Lloyd’s Register, its notation includes Escort Tug and Fire-fighting Ship 1; its vital statistics include LOA 28.4m, beam moulded 13m and design draught 4.1m. Caterpillar 3516C main engines develop 4,200kW in total, delivering a bollard pull of 75 tonnes and speed approximately 12kn.
Another prolific Turkish builder, Sanmar Shipyards has reported delivery of the RAL-designed RAmparts 2400SX tug Albatros to SAAM Towage which will operate out of the port of Callao, Peru alongside its previously delivered sistership Saam Condor. Pablo Caceres, technical director of SAAM Towage, said: “Following the experience with our previous acquisitions, SAAM Towage is certain that we will not only exceed our clients’ service expectations, but at the same time deliver our crews a seaworthy and safe vessel to operate.”
Rotortug was established in 1996 by Rotterdam-based Kotug International, who in 2012 teamed up with Robert Allan Ltd to develop the Advanced Rotortug. Robert Allan has reported delivery of Hermes, the second of these impressive tugs joining sistership Nike to US-based Seabulk Towing and built by Master Boat Builders of Alabama.
Rotortugs feature three thrusters (two forward and one aft) providing precise manoeuvrability and enhanced redundancy. The 29.8m long vessel provides 87.4 short tonnes bollard pull with Jonrie Intertech supplying a single-drum winch forward and double-drum example aft.
Hermes has fire-fighting capabilities and accommodation is provided for a crew of up to eight and the new addition
8 Plis Fos will be
‘the strongest tug in the Caribbean
8 Saam Condor
and Albatros are products of Turkey’s Sanmar Shipyards
Credit: Sanmar
8 Co. Donegal-based Foyle Marine Dredging
Ltd has boosted its fleet with acquisition of the Damen Shoalbuster 2208 Afon Lligwy from Holyhead Towing Ltd.
Foyle Marine had chartered the vessel from Holyhead Towing for six months for a civil engineering project in the Irish Sea and the vessel boasts an impressive pedigree, built in 2002 as Herman for van Doodewaard JL (NL) before passing into ownership of Holyhead Towing in 2006.
The new owner reports it was “absolutely pleased” with its performance during the charter, citing its multipurpose proven design and quality making it suitable for various operations.
8 Interest in salvage from BBC It is often noted the industry does not get the publicity it deserves with the general public in averting maritime disasters and protecting the environment, because what little knowledge they do have may be negative reflecting a very different past era. Following a substantial feature on its website the international broadcaster BBC is now planning a new series and seeking to speak to ISU members and others willing to participate, including where possible, filming on current jobs.
8 Boluda’s tug VB Guanche has taken part in the Canary Islands’ quarterly exercise for the
TOWLINES
prevention and control of oil spills.
The exercises are carried out in different ports of the Canaries: Las Palmas, Lanzarote, Tenerife and Fuerteventura. This particular exercise took place off Lanzarote and was part of European Maritime Safety Agency’s project aiming to reduce the risk of maritime accidents and deal with marine pollution.
8 The world of towing is mourning the loss
of Captain Brian A. McAllister, Chairman Emeritus of McAllister Towing, who has passed away aged 89.
Captain McAllister served in the US Navy during the Korean War and was a member of the fourth generation of the family business
8 Following a period on charter Afon Ligwy has
joined Foyle Marine Dredging’s fleet
founded in 1864. He kept the company running during highs and lows, including commanding vessels and piloting ship operations in US ports.
He subsequently became the first sole owner of McAllister Towing and later in his career discovered the beauty and importance of maritime history, including involvement in industry books and serving on the boards of numerous related museums and historical societies.
He received many awards and honours, including in 2015 an induction to the International Maritime Hall of Fame.
Dutch towage and salvage service provider Multraship has won the tender to enhance safety in the southern North Sea with provision of two further Emergency Towing Vessels (ETV).
Dutch coastal waters are busy not only with vessels using ports and waterways in the Netherlands, but traffic transiting through its waters.
The increasing presence of offshore windfarms presents additional potential hazards as witnessed earlier in 2022, when after encountering problems in heavy weather a bulk carrier allided with two fixed structures, part of the Hollandse Kust Zuid windfarm off IJmuiden. It is in this vicinity and at the Borssele windfarm to the south that the two ETVs are now stationed and are in addition to the ETV Guardian, also operated by Multraship since 2016 from Den Helder.
The contract runs for 4.5 years with options to extend and Multraship has procured two virtually identical and highly capable anchor-handling tugs for the role. Multraship Commander and Multraship Protector were built by Muetzelfeldtwerft Gmbh of Cuxhaven in 2006 and 2007 respectively as Magnus and Taurus for Harms Bergung Transport. In 2015
INCREASED TUG PROTECTION FOR DUTCH WATERS
Credit: Flying Focus
8 Multraship operates the Netherlands’ two
latest emergency tugs
they passed into ownership of ALP Maritime Service and were renamed ALP Ace and ALP Ippon before embarking on this latest stage in their career where they will guard the Borssele and Hollandse Kust windfarms under direction of the Netherlands Coastguard.
Typical of anchor-handling tugs built in the period to service the offshore oil and gas industry, the pair are 58.55m LOA with a draught of 5.82m. A conventional arrangement of twin controllable-pitch propellers and high performance Becker rudders produce 192tbp and a noteworthy speed of 17.5kn. Bow and stern thrusters enhance manoeuvrability, features important when operating close to casualty vessels and a 300t brake electrically driven towing winch and deck equipment typical of this class of vessel are included aft. While primarily providing towing service they are also equipped for SAR operations.
Nicole Kuipers, Netherlands Coastguard Director, said: “With the arrival of the emergency tugs, we have found a good way to limit the safety risks associated with these offshore windfarms for shipping in the years ahead.
“In particular, the Borssele and Hollandse Kust windfarms are surrounded by shipping lanes and anchorage areas. This will be the primary focus of the deployment of these two extra ETVs.”
SURVEY ORDERED FOR FIRST LARGE NORWEGIAN WIND FARM
Fugro is to survey the first large-scale offshore wind farm in Norway
Fugro has been awarded a marine site characterisation contract by the Norwegian Petroleum Directorate (NPD) for the Sørlige Nordsjø II offshore windfarm.
“Being awarded this project highlights our ability to provide services to the evolving Norwegian energy market,” said Robert Abelsen, service line manager for Norway, Fugro.
“We have already provided services to the smaller Norwegian floating wind test sites, and with our global experience in large-scale wind development areas, we’re looking forward to supporting the growing Norwegian offshore wind market.”
Extensive survey
The contract will include mapping the seafloor and subseafloor to expand understanding of the site’s geological features and support future developmental phases of the project. Fugro will mobilise its largest state-of-the-art survey vessel, Fugro Venturer, for the project. A total area of 900 km2 will be surveyed along the eastern side of the site, with Fugro expected to acquire over 5,400 km of geophysical data.
To gain insight into seabed conditions, Fugro will use a suite of hydrographic surveying technologies and acoustic sensors including full bathymetry and side scan sonar, an ultra high resolution seismic (UHRS) survey, sub-bottom profiler and magnetometer.
Additionally, water column data from the multibeam bathymetry system will also be recorded.
Development of the Sørlige Nordsjø II will be divided into two phases of 1500 MW each and will be one of the country’s
8 Fugro’s work
will support future developmental phases of the Sørlige Nordsjø II offshore windfarm
Demand rises for hydrographic survey tech
Global demand for hydrographic surveys and bathymetric analysis has boosted the market for equipment, a report finds.
The global hydrographic survey equipment market will shoot up from $1.3 billion in 2020 to $5.3 billion by the end of the decade, Research and Markets predicts.
The market will grow at a CAGR of 5.73% by 2030, the analysts say.
Dominated in 2020, the report says the Asia-Pacific region is growing most quickly, driven by China.
“The hydrographic survey equipment industry holds great potential in the near future due to the rise in the global maritime industry,” the report says. ”The arrival of unmanned vehicles that can be remotely piloted and the engagement of machine learning technologies to support complete autonomous operations notably impact the business dynamics.
“In addition, the rise in awareness about global warming, rising ocean levels across the globe and increasing carbon footprint has proliferated the need for hydrographic surveys in the research community to study the effect of such changes on ocean beds. Hydrographic surveys also allow researchers to gauge the quality of water and the impact of pollution on marine ecosystems.”
New 3D and 4D technologies also mean any developments in and around ports as well as the open sea can be better planned
