Tug Technology & Business 1st Quarter 2017 by rivieramaritimemedia

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Océan Remorquage deploys new ice-going tug

Ocean Taiga

It’s a challenging time for European tug owners Regulatory constraints are guiding harbour tug design 2017 newbuild orders may not reach last year’s highs

“The dynamics in the towage industry are changing, competition is rife and on the horizon there is the entry into force of more stringent regulations” Anna-Maria Darmanin, secretary general, European Tugowners Association, see page 12

Image courtesy of Damen Shipyards

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1st Quarter 2017 volume 4 issue 1 Regulars 3C OMMENT 4 TECHNOLOGY ROUND-UP 7 CONTRACTS & COMPLETIONS 22 ORDERBOOK ANALYSIS 38 BEST OF THE WEB

Operator profile 11 Resolve Marine Group operates six emergency response and salvage tugs that are strategically located in regions of high activity

Regional review – European towage 12 Secretary general of the European Tugowners Association, Anna-Maria Darmanin, talks about the challenges for its members 14 Svitzer Europe managing director, Kasper Friis Nilaus, expects 2017 will be a tough year for the region’s tug operators

Harbour towage 18 Robert Allan outlines how regulatory constraints are guiding harbour tug design

Newbuild profile 20 JiangSu Zhenjiang Shipyard built ice-class harbour tug Cao Gang 26

Class 26 Innovation drives performance, safety and harmonised standards 27 Class improves tug safety in tough environments

Salvage 28 McKeil Marine explains how it salvaged a grounded bunker tanker off Nova Scotia

Engines & gensets 30 New engine designs were unveiled at the International Workboat Show in New Orleans, USA 31 McAllister Towing will be adding its first tug that is compliant with US EPA’s Tier 4 emission requirements this year 32 Harley Marine Services repowers tug fleet; Rolls-Royce is installing a Tier 4 natural gas engine on a Svitzer tug

Ice operations 34 Océan Remorquage launches new ice-going TundRA 3600 class escort tug 35 Great Lakes Towing has ordered 10 Damen Stan Tugs from sister-company Great Lakes Shipyard

Coatings

contents 1st Quarter 2017 volume 4 issue 1 Editor: Martyn Wingrove t: +44 20 8370 1736 e: martyn.wingrove@rivieramm.com Sales Manager: Indrit Kruja t: +44 20 8370 7792 e: indrit.kruja@rivieramm.com Head of Sales – Asia: Kym Tan t: +65 6809 3098 e: kym.tan@rivieramm.com Sales – Asia & Middle East: Rigzin Angdu t: +65 6809 3198 e: rigzin.angdu@rivieramm.com Sales – Australasia: Kaara Barbour t: +61 414 436 808 e: kaara.barbour@rivieramm.com Group Production Manager: Mark Lukmanji t: +44 20 8370 7019 e: mark.lukmanji@rivieramm.com Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Editorial Director: Steve Matthews Executive Editor: Paul Gunton Head of Production: Hamish Dickie Commercial Portfolio Manager: Bill Cochrane Business Development Manager: Steve Edwards Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

36 Coatings help Svitzer cut fuel costs and emissions 37 Selecting tug coatings to meet unique fouling challenges

Comment response 40 Naval architect Hal Hockema responds to the editor’s comment in the 4th Quarter issue on the Jones Act

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ISSN 2056-709X (Print) ISSN 2056-7103 (Online)

Main features include: Regional review – SE Asia; propulsion – hybrid technology; long distance towage; fire-fighting and pollution control; LNG and tanker terminal operations; navigation & electronics

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

Tug Technology & Business | 1st Quarter 2017

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COMMENT | 3

SHOULD ALL TUGS COME UNDER CLASS RULES?

ll tugs, regardless of size, should come under the class umbrella to improve their safety and structural integrity. A good number are classed by members of the International Association of Classification Societies (IACS), but thousands are not. Any tug of more than 500 gross tonnes that is designed to sail in international trade must hold a valid class certificate. However, this precludes a large number in the global fleet. Tugs that operate in harbours or ports should comply with local administrations, which can vary from region to region, country to country, and within just one country. Often these authorities request that owners classify the vessel, but not in all cases. Some flag administrators appoint classification societies to carry out verifications of the implementation of statutory regulations on safety, security and environmental protection, which are contained within various IMO instruments or flag state requirements. But again, this is not all tugs. Therefore, some, or even many, of the existing tugs have fallen through the gaps, which perhaps the industry needs to plug. Many newbuildings featured in Tug Technology & Business are classed by IACS members. In our first quarter issue, and on tugtechnologyandbusiness.com, experts within the classification societies explain why owners should use their services. Bureau Veritas’s market segment director for offshore service vessels and tugs, Gijsbert de Jong, describes how class can deliver innovations and improvements in tug capabilities, efficiency and reliability (see page 26). In articles published in January on our website, RINa Services marine director Andrea Cogliolo explained how classification involves verification of the structural strength and intact stability of the tug’s hull, and the reliability of a tug’s machinery and electrical systems, including propulsion and steering. Lloyd’s Register (LR)’s strategic market manager for small and

01:40 www.tugtechnologyandbusiness.com

specialised ships, Richard McLoughlin, says class offers software and expert opinion on tug design and environmental and sustainability concerns. Both BV and LR are working in the SafeTug joint industry project to develop harmonised safety standards. ABS inland waterways manager Josh LaVire said the society provides assistance and approvals through the US Coast Guard’s Subchapter M regulations for towing vessels. With all this expertise at hand, it is a wonder that so many owners do not class their tugs. However, many owners are ordering tugs of a specific size to avoid having to comply with IMO regulations. Tugs of 24m and below fall outside of the SubLoadline Convention, while those under 500gt, which equates to about 32m, do not need to comply with Solas or other international manning and licensing requirements. Robert Allan Ltd executive chairman Robert Allan is concerned that tug owners are avoiding these regulations, which puts pressure on designers to deliver safe and secure tugs. Around 50 of the tugs supplied to Robert Allan designs in 2016 were either 24m or 32m in length, more than 60 per cent of the total. “Our data shows clearly that demand from tug owners is heavily influenced by the need, real or perceived, to avoid regulatory hurdles in their fleets,” said Mr Allan. The challenge is to meet the demand of the market to overcome such regulatory hurdles, but without sacrificing power and performance in working alongside today’s larger ships, he added (see page 18). However, this should not be the case in an industry that prides itself on safety, performance and reliability. The owners that invest in class services should be commended for their foresight and commitment. But they should not be the only ones, as owners should not be trying to avoid necessary regulations. Class can provide tug owners with the comfort that their vessels not only meet the international regulations, but exceed them – so why not make it mandatory to do so? TTB

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Tug Technology & Business | 1st Quarter 2017

4 | TECHNOLOGY ROUND-UP

ADVANCES IN ROPE, WINCHES AND STEERING CONTROLS

Cortland manufactured polyethylene Plasma ropes for BHP tugs

anufacturers of winches and towing ropes have developed the latest technology to meet recent tugboat orders. Cortland will be suppling LoCo Plasma towlines to a fleet of six azimuth stern drive tugs that are being built by ASL Shipyards in Singapore. The order is for BHP Billiton Towage Servicesâ&#x20AC;&#x2122; RAstar85 design tugs that will provide escort services in Port Hedland in Western Australia. Cortland has developed ultrahigh-molecular-weight polyethylene plasma ropes for these tugs. It has also secured a cyclone mooring lines package that will help protect ships and tugs during cyclones that strike the region periodically. Cortland will supply LoCo Plasma 12x12 mainlines, LoCo Plasma 12x12 intermediate working lines and lightweight LoCo Plasma 12x12 grommet lines. The BHP escort-class tugs will have Markey Machinery DESF-48 winches. JonRie Marine Winches has supplied Series 250 escort winches, with new features, to McAllister Towing for its newbuilding

Tug Technology & Business | 1st Quarter 2017

series. The latest 90-tonne winch set was installed on new Z-Drive tug Jeffrey McAllister. The winch was designed for escort duties, assisting LNG carriers and container ships in the port of Charleston, USA. The new features include stainless-steel brake drums and a 24V backup abort system for extra safety if the tug loses power. The winch has active heave compensation and full render and recovery that will allow the tug to free-wheel away for its tow. There are foot controls for hands free operation, 165m of wire, 300 tonnes brake capacity, 250hp hydraulic power unit and quick response to fast loading inertia. Twin Disc developed the E-Steer steering unit that electronically connects the helm with hydraulic-powered rudders. It has speed sensing technology that provides adaptive resistance for rudder control. Twin Disc has also upgraded its EC-300 Power Commander control system with a maintenance-free, contactless magnetic halleffect sensor, which replaces the electromechanical unit. It comes with a back-up

propulsion control system that provides fully redundant commands and a new graphical display panel with a twin engine readout for monitoring vessel propulsion systems.

Developments enhance tug communications

Thuraya Telecommunications has introduced a new satellite communications terminal for workboats to use over its L-band network. The SeaStar terminal was developed to provide voice and data communications over L-band on towing vessels and other ships. SeaStar can deliver voice, texting, data and tracking services. It is based on the Android operating system for interfacing with mobile and satellite phones. SeaStar can connect a standard analogue phone or private branch exchange for flexibility in taking calls on board vessels. A cordless telephone can be connected, so seafarers can make calls away from the handset. The data connection allows for simple emails, weather forecasts, and access to mobile websites and some social media. Thuraya said it would be ideal for regional vessels due to its low cost. It started supplying SeaStar terminals in Indonesia this year after signing an agreement with Indosat Ooredoo. The two companies will develop a new range of services by combining Indosat SIM cards and digital applications for mobile devices with Thurayaâ&#x20AC;&#x2122;s satellite network. It will enable towage and barge operators to extend communications beyond terrestrial networks. The Thuraya and Indosat agreement should encourage the growth in machine-tomachine data communications, more remote connectivity and voice communication between crews and shore managers. Icom introduced its high-end vessel radio and AIS receiver in January. The IC-M605 is a VHF radio with digital selective-calling and a receiver for information from the Automatic Identification System (AIS). It shows real-time AIS vessel traffic information on the display and can be connected to three command stations providing operation and intercom via either RCM600 remote stations or HM-229 Commandmics. SevenCs has revealed a new nautical mapping application for a pilot electronic chart display that can be used on tugs. SevenCs has introduced the Orca Pilot Chart Mapper as a complementary tool to its series of Orca Pilot portable pilot units (PPUs). The application helps users to create an optional chart layer with high density depth information for display in a PPU. SevenCs said it should make harbour pilots more independent, flexible and up-to-date with high precision charts in local areas. TTB

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North America CONTRACTS & COMPLETIONS | 7

New tugboats enter service in US market A Vane Brothers’ tug works alongside US Coast Guard in the port of Philadelphia

t has been a busy start to 2017 for US workboat owners as several began operations with new tugboats. Lorris G Towing was the latest owner to begin operations with a new tug. It took delivery of Cole Guidry, a 24m and 2,000hp towboat, from Bollinger Shipyards. The inland towboat has begun towing barges along the Mississippi River system. Cole Guidry is powered by three Caterpillar C18 Tier 3 engines, rated at 670hp each, with Twin Disc MGX517ODC reduction gears with a ratio of 6:1, and 65kW Kohler generators. The workboat has capacity to carry 20,000 gallons of fuel and 7,400 gallons of potable water, and has accommodation for seven crew. The Vane Brothers Co has started operating the fourth in a series of eight Elizabeth Anne class, 4,200hp tugboats that it has under construction at St Johns Ship Building in Florida. Delaware is working out of the port of Philadelphia. Sister vessel Philadelphia was due to be delivered in February. The other three tugs on order are scheduled to be delivered later this year. The Elizabeth Anne class tugs were designed by Entech Designs and are powered by two Caterpillar 3516 Tier 3 engines, each generating 2,100hp at 1,600 rpm. The four delivered tugs are primarily engaged in towing petroleum barges in the North Atlantic coastal trade.

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Vane Brothers operates a fleet of around 50 tugboats and 80 barges. Eastern Shipbuilding Group has delivered several new towboats in the fourth quarter of 2016 and this year. These include 27m inland towboats Cullen Pasentine and Capt Ricky Torres delivered to Florida Marine Transporters. Both were designed by Gilbert Associates and constructed at Eastern’s Allanton Road Shipyard near Panama City, Florida. They each have two Caterpillar 3512C Tier 3 diesel engines rated at 1,500hp at 1,600 rpm and two 99kW John Deere 4045AFM85 Tier 3 generator sets. IWL River has taken delivery of Eastern-built tugboats, too. The most recent launch was Impala Cantagallo, an ABS-classed, CT Marine-designed, triple-screw tug. This is the final vessel in a series of four inland river towboats that were constructed at the Allanton shipyard. These 41m tugs have Caterpillar 3512C, IMO II engines, Reintjes WAF 665 diesel generators, and associated generator sets from John Deere. Also in the fourth quarter of 2016, Eastern completed an eight-tug order for Suderman & Young Towing Co with delivery of escort tug Poseidon. It also delivered Laura B as the last of four terminal and escort tugs it constructed for Bay-Houston Towing Co.

Tugs added to Mexican fleets Tug fleets in Mexico have been expanded through the addition of more powerful vessels. Grupo TMM added a new azimuth stern drive (ASD) tug to its fleet by taking a vessel from Damen Shipyards Group. The Mexican owner has begun operating TMM Colima in the port of Manzanillo, on the Pacific coast. This is an ASD Tug 3212 design unit with a bollard pull of 70 tonnes. Grupo TMM is improving the capability of tug services as larger ships are using the port. TMM Colima was built at Damen Song Cam Shipyard in Vietnam. Ultratug subsidiary Mextug has taken delivery of two harbour tugs to increase its capabilities and optimise operating costs. It started operating Mextug Lerma and Mextug Balsas in the port of Lázaro Cárdenas on the Pacific coast. These are Azistern 2460 tugs, designed by Offshore Ship Designers and built in a shipyard in Nantong, China. They are powered by two Caterpillar Marine CAT 3512 main engines that drive Rolls-Royce azimuth thrusters. These generate a bollard pull of 56 tonnes and a service speed of 11.5 knots. Boluda Group subsidiary Compañía Marítima Mexicana acquired two new Robert Allan designed RAmparts 3200-CL design tugs from Cheoy Lee Shipyards. CMM Jarocho and CMM Maguey have started operating in the port of Manzanillo, joining VB Tabasco that is already chartered for that role. TTB

Tug Technology & Business | 1st Quarter 2017

8 | CONTRACTS & COMPLETIONS

Svitzer and Cargill

expand in South America

vitzer is expanding its fleet in Brazil by deploying new tugs. The Maersk Group subsidiary said it would double its fleet of Brazilian-flag tugs in 2017 and open new services. It started operations at Paranaguá port in January this year after adding two new Robert Allan-designed tugs. These have a bollard pull of between 75 tonnes and 77 tonnes, and were built by Cheoy Lee Shipyards. Another four new tugs are scheduled to be introduced in the second half of 2017 to boost Svitzer’s fleet to 10 Brazil-flagged vessels by the end of this year. These are being built at Inace shipyard in Fortaleza in Brazil. Svitzer already operates at ports in São Francisco do Sul and Itapoá. Additionally, Svitzer recently commenced operations in Argentina with nine tugs. These were originally brought to Brazil in 2015, but were re-assigned as new business emerged in Argentina. It has also started operating two escort tugs in the Dominican Republic. Svitzer Monte Cristi and Svitzer Catuan are RAmparts 2400 SX class tugs with 70 tonnes of bollard pull. Both tugs are powered by a pair of

Caterpillar 3516C main engines, each producing 2,100kW of power at 1,600 rpm. They drive Rolls-Royce US type 255 FP azimuth drives with carbon shafts turning 2,600mm diameter propellers. The tugs also have auxiliary generator sets, supplied by Caterpillar, and fire-fighting systems supplied by Fire Fighting Systems. Cargill Transportation has added another pusher tug to its fleet operating in South America. It took delivery of Cargill Jau in the fourth quarter of 2016 to push barges carrying soy beans along the Amazon River system in Brazil. This is the first of the new RApide 2000-Z2 class pushboats from Robert Allan to be constructed. Cargill Jau was built at Estaleiro Rio Maguari in Belém, Brazil. The 19.5m vessel has a hull draught of 3m and a 9m beam. The main propulsion components include a pair of Caterpillar C18 diesel engines driving Schottel SRP 330 Z-drive units. The drives are fitted in tunnels designed to optimise flow while reducing draught. Two identical Caterpillar diesel generator sets are provided in the vessel’s auxiliary machinery space located below the main deck.

Svitzer started tug operations from Paranaguá port, Brazil in January 2017 (credit: Svitzer)

Tug Technology & Business | 1st Quarter 2017

New Zealand ports upgrade tug fleets New Zealand tug operators are updating their fleets with more powerful units – one for the first time in more than 30 years – to accommodate larger ships that are using the country’s ports. Port Nelson extended the capabilities of its fleet when it took delivery of its first new tug for 32 years. Damen Shipyards Changde in China built azimuth stern drive (ASD) tug Tôia with 50 tonnes of bollard pull for Port Nelson. The ASD Tug 2310 design, 23m vessel was built to manoeuvre larger ships using the port on New Zealand’s South Island. It represents a major upgrade of capability over existing tugboats Huria Matenga and WH Parr. The port needed a tug with more bollard pull to cope with strong currents and winds, said harbour master Dave Duncan. He added: “With 50 tonnes of bollard pull, the new tug will see our safety margins being much improved on the bigger ships. Now we have the power that we need to slow or stop even the larger vessels moving forward, and to pull or push them against strong winds and tides.” Also in New Zealand, Port Taranaki ordered the first of a new design of tug from Turkish shipbuilder Sanmar. The port authority has ordered a Deliçay series tug, which was designed jointly by Sanmar and naval architects at Robert Allan. The 25m tug will have a bollard pull of 60 tonnes from a propulsion system that will combine Caterpillar engines with forward mounted Rolls-Royce Z-drives. Sanmar said the tug would be constructed for precise vessel handling in rough sea conditions in and around the deepwater sea port. TTB

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OPERATOR PROFILE | 11

Resolve for the toughest salvage projects Resolve Marine Group operates a fleet of salvage and emergency response tugs in strategic locations, including South Africa, Gibraltar and Alaska

esolve Marine Group operates a fleet of six emergency response and salvage tugs that are strategically located in regions of high activity, writes Martyn Wingrove from New Orleans in the USA. These tugs have been active in high profile salvage operations from these strategic bases. Resolve Monarch is deployed from South Africa to emergencies in the Indian Ocean and South Atlantic. Another, Resolve Blizzard, is located in Gibraltar, where it can be swiftly mobilised to an incident in the Mediterranean or North Atlantic. According to Americas rapid response network manager Bryan Alonso, another tug, Resolve Pioneer, is located in Dutch Harbor in Alaska, where it can assist in emergencies along the west coast of Canada and around Alaska. Resolve operates two more emergency response tugs, which were demobilised to Mobile, Alabama in the second half of 2016 following a lengthy salvage project. “Our tugs are always manned and available for emergency response, and can be activated at any time,” said Mr Alonso. He continued: “We cover the main trade routes. We have one vessel in South Africa for the Indian, Atlantic and Southern oceans, a tug in Dutch Harbor for the Aleutian Islands and the great circular route around the Pacific, and one in Gibraltar for the Mediterranean. We could mobilise at least one that is currently in Mobile to Asia.” The tugs have bollard pulls of between 70 tonnes and 150 tonnes and crew of between seven and nine personnel, depending on what is required during an emergency. “Our tugs have doubledrum winches for towing, with 1.25in and 2.5in diameter wire,” said Mr Alonso. The tugs have pumps for lightering fuel from distressed

RESOLVE MARINE GROUP TUG FLEET IN JANUARY 2017 Name Resolve Pioneer Resolve Monarch Resolve Gladiator Resolve Commander Resolve Blizzard Resolve Earl

Year built 1978 1999 1975 1976 1987 1987

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Location Alaska, USA India Malta Alabama, USA Gibraltar Alabama, USA

Resolve Pioneer responds to salvage operations from its base in Dutch Harbor in Alaska

ships, and oil booms for containing any oil spills. Resolve Pioneer was recently involved in the recovery of a Kirby Corp articulated tug-barge (ATB) unit off Bella Bella in British Columbia, Canada. The tug assisted in recovering 2001built tugboat Nathan E Stewart, which sank whilst pushing an empty petroleum barge from Ketchikan in Alaska to Vancouver. It grounded on a reef and spilled some fuel oil, while the rest was recovered. Mr Alonso said a 500-tonne crane barge eventually lifted the sunk tugboat onto another barge once the fuel had been removed. “We used Resolve Pioneer to lay anchors and for towing the barges, supporting barge operations, and for accommodation as a lot of people were needed for the response,” he said. Mr Alonso explained that tugs need to be specifically designed for salvage and emergency response. He said many anchor handling tug/supply vessels that are inactive in the offshore oil and gas sector are marketed for emergency response, but they may not manage these projects. “Offshore support vessels are not geared up for salvage,” he said. “Tugs need high bollard pull and to be able to set anchors for barges. So you need the right tugs to do the job properly.” Resolve also operates utility vessel Makushin Bay, the Resolve Ibis tank barge and eight small support vessels. Its barge fleet includes two floating shearleg cranes with four-point mooring, RMG-500 and RMG-400, two pedestal crane barges, RMG-250 and RMG-60, four deck barges and RMG-300, which is a deck barge with a crawler crane and four-point mooring. TTB

Tug Technology & Business | 1st Quarter 2017

12 | EUROPEAN TOWAGE

Challenging times for The secretary general of European Tugowners Association talks to Tug Technology & Business about the challenges facing its members and its priorities for the year ahead by Clive Woodbridge

Anna-Maria Darmanin: “The dynamics in towage industry are changing”

ast May, Maltese-born Anna-Maria Darmanin took over the secretary general role at European Tugowners Association (ETA), which represents more than 80 of Europe's leading tug owners and operators. This was after 11 years at Brussels-based European Economic and Social Committee. Although less than one year into the job, she is already all too aware of the significant challenges facing ETA members. There are, Ms Darmanin points out, a number of long-term issues which are developing and gathering pace and affect everyone in the industry. “The arrival of mega-sized ships means our members are having to invest in bigger, modern and more powerful tugs,” she said, adding: “But bigger ships could also mean less port calls, albeit with additional tugs engaging.” In several European ports there are concessions up for a renewed bidding process. “The dynamics in the towage industry are changing, competition is rife and on the horizon there is the entry into force of more stringent regulations,” said Ms Darmanin. “Shipping still has its own woes and faces uncertain market conditions and this certainly does not help our industry. So there are operational challenges within the towage sector that our members are having to deal with.” In addition, the shipping industry is going through a period of rationalisation, with the big players getting bigger, and some falling by the wayside. At the same time, shipping alliances are being redefined, affecting certain trade routes. “Ports of call may change and this makes the market more volatile,” commented Ms Darmanin. “This can affect smaller tug operators quite significantly, because, while the bigger operators can adapt as their business is spread over several ports, for a small, one-port operator it can be catastrophic if it is that port which is

Tug Technology & Business | 1st Quarter 2017

removed from an alliance schedule.” The commercial pressures on the shipping industry generally are triggering some concern among European tug owners, and tried and tested arrangements that guarantee safety are being compromised. “Some of our members are telling us that more shipowners are trying to avoid the UK’s Standard Conditions for Towage,” she explained. “They want to pay less and so are looking at ways of avoiding this established way of doing business. This is a concern we have to monitor carefully.” Also of concern, though not in the immediate term, are the potential implications of the new European Union ports services regulations, the so-called Port Package 3, which is due to come into effect in 2019. Ms Darmanin said: “We will have to see what effect this has when it actually comes into being. We are not against the regulation itself, but the fact that other ports services, including some with higher value such as cargo handling, have been left out of the regulations while towage has been left in. We feel this is unfair treatment by the legislators, and while the regulations have good intentions, the end result is quite hollow.” ETA says it will continue to lobby against the Port Package 3, opposing it as a point of principle, and will closely monitor the effect it has when it comes into force. Ms Darmanin commented: “It is clear that the concession model is a target, even though towage is already quite an open and commercial business. This could have significant implications for many European ports that follow this approach to harbour towage.” While there are many challenges for the European tug sector, Ms Darmanin believes there are opportunities as well. She suggested that ETA’s members should be innovative in their response to changing market conditions.

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EUROPEAN TOWAGE | 13

European tug owners She added: “It is hard to do much about market forces, but there are issues, such as the move away from the UK Standard Conditions and Port Package 3, where tug operators should address strategic issues together. Alliances can help to ensure that safety and high operational standards are maintained, for example, and it is important that the sector co-ordinates its response to such challenges.” Ms Darmanin believes ETA has a vital role to play in achieving a high level of intra-industry co-ordination. She added, “What we offer first and foremost is a forum for networking and collaboration in what is a very competitive sector. ETA is instrumental in facilitating dialogue between members, even when topics are perhaps difficult ones. Through ETA we can harmonise our approach.” Membership of ETA, she suggested, brings with it various advantages, in particular providing access to a pool of information. “If anything happens in a particular market, members quickly get information about it, which can be very valuable. We also do a lot of lobbying work, representing the sector in Brussels,” she said. ETA provides a two-way conduit of information. “It is clear from my time as secretary general that the regulators also need to know more about the industry,” Ms Darmanin suggested. “So, we have a critical role to increase awareness about our industry among policy makers as to what the tug sector is all about.” A further aim of ETA is to liaise with other stakeholders in the ports, shipping and related sectors. According to Ms Darmanin, “We are in a position to make alliances which help members in general. So as well as having an internally directed purpose, providing a much-valued forum where members can discuss the issues that matter to them, we can also represent the industry externally.” As an example, ETA recently joined 21 other EU industry associations to launch a new platform representing different transport modes and the overall logistics chain. The Industry Alliance for Multimodal Connectivity and Logistics aims to participate in the policymaking process and achieve specific policy objectives through joint positions. The Alliance will provide EU decision-makers and relevant EU agencies with industry input in areas where there is a common viewpoint.

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Over the course of 2017, Ms Darmanin aims to build further on the achievements of ETA to date, both on its own and in partnership. The ‘to do’ list is a long one, and includes working with other stakeholders to get a clearer insight into the effect of the EU port services regulations and bringing members up to speed with what the effects could be. The EU Maritime Security Strategy is also being revised and ETA will be lobbying to ensure the tug sector's interests are truly reckoned in this process. She added: “While we have most of the larger operators as members, there are several smaller companies that are not, and we have to work harder to persuade them of the benefits of joining the association.” Almost a year into the job, it is evident that Ms Darmanin is relishing the task in hand. She said: “In many ways this is my ideal job, as it combines my passion for the sea with my knowledge of the Brussels process and how to influence decision making. My first nine months in the job have been a fantastic experience.” TTB *ETA’s annual conference is hosted by Tripmare in Trieste, Italy, between 7-9 June

ABOVE: European tug owners face challenges related to the arrival of larger mega-container ships, and rationalisation amongst shipping lines (credit: Svitzer)

TUG OPERATORS SHOULD ADDRESS STRATEGIC ISSUES TOGETHER

Tug Technology & Business | 1st Quarter 2017

14 | EUROPEAN TOWAGE

Commercial challenges

mount for European operators Greater consolidation seems a likely response to difficult trading conditions and changes in the industry, writes Clive Woodbridge

Svitzer Rota was added to the fleet operating in Bremerhaven

Kasper Nilaus: “2017 is going to be a very tough year”

hese are challenging times for tug operators in Northern Europe. Rationalisation among shipping line customers with the emergence of new alliances and the increasing domination of larger ships on major trade lanes has combined to reduce the work available at many ports. As Kasper Friis Nilaus, recently appointed group vice president and managing director, Svitzer Europe, observed: “There is no doubt 2017 is going to be a very tough year. We have seen surprisingly low volumes in January, continuing a trend that was evident in the fourth quarter of last year. So we know it is not

Tug Technology & Business | 1st Quarter 2017

going to be easy.” The commercial challenges facing tug operators in this sector of the market are significant. It is generally agreed that there is an oversupply of tugs in Northern Europe and competitive tensions are, as a result, very high. At the same time, shipping company customers are going through an exceptionally tough time themselves, resulting in a severe downward pressure on rates. Mr Nilaus added: “There is not going to be any volume growth overall in the Northern Europe harbour towage business for the foreseeable future. There may be some

ports where port development creates growth opportunities, but, in general, volumes are going to be stable at best, and in some ports, there is a real risk of a decline in the volume of harbour towage work.” These pressures are driving greater rationalisation within the Northern European harbour towage segment. In April 2016, a major new player, Kotug Smit Towage, was formed following the merger of the European harbour towage businesses of Kotug and Smit. The newly amalgamated business, which operates in 11 ports in Belgium, Germany, the Netherlands and the UK, is headquartered in Rotterdam. The merger between the two companies’ tug fleets in the region is expected to generate efficiency savings and reduce operational costs, strengthening the two partners' competitive position. Further merger and acquisition activity is likely, both as a result of a desire to achieve economy of scale and also as distressed operators are put up for sale. Towards the end of 2016, it was announced that the Spanish company Boluda is in negotiations with Germany's Linhoff group to buy the latter’s two towage operating subsidiaries, Urag and Lütgens & Reimers. These have operations in Bremerhaven and Hamburg, Germany, with a total fleet of some 20 tugs. This acquisition, expected to be finalised in February, will greatly strengthen Boluda’s European presence. ›››

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››› To date the Valencia, Spainbased company operates primarily in France and Spain, but it will now gain a foothold in the important German port sector. Market reports suggest that Linhoff’s German tug business was in significant financial difficulties prior to the acquisition, and insolvency was a real possibility if a buyer could not be found. Boluda is sure to be a tough competitor for established players in Northern Europe and is in an expansionist mode at present. The company has a significant tug newbuilding programme underway, and the deployment of new assets could well be in Northern European ports as well as in the Mediterranean region in future. Svitzer has no plans at present to extend its current Northern European network, which covers 14 ports in the UK and 13 in continental Europe, with a fleet of around 110 tugs. However, Mr Nilaus added: “If there was an opportunity to strengthen our market position through an acquisition we would of course consider it. But many of the tug operators that are likely to be available to acquire do not have a strong position in their respective markets, and that is a problem.” Overall, last year was a good one for Svitzer Europe with volumes of work proving stronger than anticipated in many sectors, and Scandinavia and the UK performing particularly well. “Now, however, things are going the wrong way with quite a significant decline towards the end of last year and the beginning of 2017,” said Mr Nilaus. He added: “We are not sure exactly why, but it may be the result of the fairly mild winter and less wind in many ports, which has reduced the requirement for tugs at a time when demand is usually high.” There has been some good

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news for Svitzer's operations in Germany, however, with success in securing additional Maersk Line work in Bremerhaven. To meet that increased demand Svitzer has expanded its tug deployment in the German port from two to five, including two azimuth stern drive (ASD) Damen-built ASD 2412 design tugs, each with a bollard pull capacity of 65 tonnes. Delivered from Vietnam late last year, Svitzer Rota and Svitzer Ran entered service in January. Further upgrades to Svitzer’s Northern European tug fleet are planned throughout 2017. Investment is likely to be particularly evident in the UK, where two new 80-tonne bollard pull tugs are due to be delivered to meet demand for handling the large container vessels now servicing UK ports such as Felixstowe and London Gateway. The company's newbuilding department is continuing to evaluate investment opportunities and is working on a number of interesting new technology developments. This includes a new compressed natural gas (CNG)-powered tug being developed in partnership

with Damen and other hybrid designs. The company is also responding to the need to acquire tugs at the upper end of the power spectrum to handle the latest generation mega container ships in particular. “We have to invest in these bigger tugs to maintain our position in the market,” Mr Nilaus explained. “But given the limited opportunities to increase volume, it is a real challenge to get a satisfactory return on investment for such tugs,” he added. One of the particular challenges that concerns Mr Nilaus is the threat of low-cost operators with non-unionised crews, often from low-cost regions, entering the market in some European ports. “We have to try to compete with such operators through our higher service quality, but that is not easy when customers, because of their own situation, are focused ever more on cost,” he said. One European operator that is expanding its operational horizons is Iskes Towage & Salvage. It moved its azimuthing tractor drive (ATD)-type tug, Arion, from Ijmuiden in the Netherlands

to operate in the German port of Lubeck-Travemunde on the Baltic coast. Arion will be employed for assisting with the mooring operations of roro vessels sailing to and from the port of Travemunde. As well as working with these freight and passenger ferries, the tug will be used to assist the increasingly large cargo vessels calling into Lubeck. Iskes has also started operating in the port of Lisbon with effect from 1 January this year, in a joint venture with Rebonave. Assets and knowhow from both organisations will be deployed to service customers in the Portuguese port. The Dutch ports of IJmuiden and Amsterdam remain the primary focus for Iskes, and the company’s fleet of tugs has been strengthened by the arrival of a number of new vessels over the past year. The 82-tonne Damen 3212 type tug Mars entered service in the second half of January, following the arrival of Telstar in October. The latter is a hybrid tug built to the Eddy tug design and offers a high degree of manoeuvrability and a low environmental impact. TTB

A Maersk container ship is towed to a shipyard in Denmark by Svitzer tugs (credit: Svitzer)

Tug Technology & Business | 1st Quarter 2017

18 | HARBOUR TOWAGE

LET THE BUYER BEWARE OF POWER IN SMALL PACKAGES Regulatory constraints are guiding harbour tug design selection as much as ever before, but the implications of opting for more compact sizes need to be fully understood, writes Clive Woodbridge

anada’s Robert Allan Limited enjoys a significant market share within the harbour and other tug markets, and as such is ideally placed to assess prevailing design trends. Last year, more than 80 tugs were built to its designs worldwide, estimated to represent more than 30 per cent of the market outside of Russia, China and Indonesia, for which reliable figures are hard to come by. An analysis of Robert Allan-designed deliveries in 2016 illustrates an interesting fact. As Robert Allan, executive chairman of the company, observed: “Our data shows clearly that demand from tug owners is heavily influenced by the need, real or perceived, to avoid regulatory hurdles in their fleets.” Tugs of 24m and below fall outside of the Sub-Loadline Convention, while those under 500gt - which equates to about 32m - do not need to comply with Solas or other international manning and licensing requirements. Around 50 of the tugs supplied to Robert Allan designs last year were either 24m or 32m in length, more than 60 per cent of the total. For designers, the challenge is to meet the demand of the market to overcome such regulatory hurdles, but without sacrificing power and performance in working alongside today’s larger ships. Mr Allan is concerned that the implications of these converging requirements is not being fully grasped by all concerned. He explained: “It is abundantly clear to me that the entire market does not understand where the safe limits of power/ displacement or power/length ratios really are today. With large power in small packages, tug performance takes on entirely new complexions beyond classical stability issues. Many tugs have the ability to overpower their

Tug Technology & Business | 1st Quarter 2017

Robert Allan: Demand from tug owners is heavily influenced by the need to avoid regulatory hurdles

own safe operating capabilities, and this limit of capability is extremely complex and very difficult to predict, greatly affecting a tug’s fitness-for-purpose.” There is, as a result, a critical need for harbour tug designers to meet owners' need for regulatory-compliant tugs, without compromising on delivering maximum safety. Mr Allan stressed that safety remains his company's primary objective. He added: “We are thankful that this safety-based approach is reflected in the fact that, as we near our one-thousandth tug delivery in 2017, we have not had a casualty in any of our designs since the early 1960s, and that was an incident which was operationrelated and not a design issue.” He continued: “It is also heartening to note that at least some classification societies are taking active steps to upgrade their regulations for tugs to ensure that stability

and safety criteria reflect modern design trends, and the very different handling characteristics associated with omnidirectional propulsion compared to classical single or twin-screw propulsion upon which most current regulations are based.” Tug safety will remain a primary focus of harbour tug designers and operators alike, although Mr Allan notes that there are concerns within the industry about tug safety. He suggests these are not unwarranted in view of a number of serious losses in the past few years. However, he does not believe this reflects any widespread failing of current designs generally. Mr Allan explained: “It is more likely a case of some marginal designs being used in situations beyond their ability. We believe the answer to safer tug operations lies in addressing all aspects of tug operation, not simply basic stability criteria, and identifying the boundaries of operation in terms of types of work, speed, manoeuvring, sea states and other factors. Moreover it is imperative that crews be fully informed of where these safe limits are, and how to best handle the tug in typical ship-handling operations.” In this context, Mr Allan draws attention to a fundamental challenge facing the tug designer of today. This is to gain a complete understanding of the range of operations for which each tug is being designed and used. He continued: “That is not an easy thing to do when our office may be thousands of miles from the owner’s base. But we work hard to meet clients and to understand their needs and modes of operation.” The tug market is very competitive, with cost a key factor in choosing design and shipyard. But, Mr Allan points out that quality construction and high-performance come at a premium; considering only

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HARBOUR TOWAGE | 19

short-term savings may have a longer-term downside. The need for manoeuvrability, while handling ever bigger vessels, is also clearly influencing design thinking. Mr Allan points to some recent developments from his design office, including the RAVE and Carrousel-RAVE designs, as well as the latest generation ART Rotor Tugs and VectRA (VSP) designs. He said: “All of these are primarily designed for close quarters ship-handling requirements, while moving ever larger ships in more demanding conditions. That requires carefully planned deck layouts with the best possible all-round visibility, fastresponding propulsion and steering systems with precision positioning control, highperformance winches and robust fendering. And all of this must be supported by an extremely robust and well-constructed hull.” Looking at tugs of tomorrow, Mr Allan anticipates that it will not be long before the autonomous tugboat is a reality: “That may be five years or even 10 years away, but we are convinced it will happen, and most likely in the form of the Ramora masterslave concept we introduced in 2015, and the technology for which we continue to refine.” The hurdles to the adoption of this technology are not technical but regulatory and jurisdictional, Mr Allan suggested. But, overall, there may be more continuity than change in the harbour tugs of the future. “In spite of the potential for these ‘Towbots’, there is also no question that the basic tugboat will have a place in maritime commerce for many years to come,” Mr Allan commented, adding: “In all likelihood the tugs of five or 10 yearstime may not be terribly different to tugs of today. That, however, presupposes that the size of ships will not continue to escalate as it has over the past decade, as ship size is the dominant determinant of tug size and power.” He believes there will certainly be

Robert Allan designed the Ramora master-slave tug concept in 2015

more focus on alternative energy options in tugs, and he expects that, with better and more cost-effective battery technology, the hybrid tug should emerge as a very viable alternative to traditional tug types. Although RAL currently has four major LNG-fuelled tugs under construction, he believes this type is less likely to be widely adopted. The main factor working against LNG-powered tugs is the inefficiency of space utilisation on such vessels and the associated premium in cost. Mr Allan also predicts a bright future for tugs with double-ended propulsion such as the RAVE, Carrousel-RAVE and Rotor tug types. “These specialised tugs will find niche applications in ports with very restricted spaces, in major canal applications, and for specialised escorting applications,” he suggested.

NUMBER OF RA TUGS BUILT 2016

TUG SIZE DEMAND 2016 35 30 25 20 15 10 5 0

<20 22 24 26 28 30 32 34 36 >36 TUG LENGTH IN METRES

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Sanmar highlights compact challenge Leading Turkish tug builder Sanmar underlines the prevailing trend for harbour tugs to get shorter, a consideration which it points out is not always easy to accommodate. As Pinar Gurun Korkmaz, marketing director, observed: “Designing and building a compact tug is much more difficult than a big tug. The challenge is to optimise manoeuvrability, seakeeping ability and stability all into the limited displacement of a tug.” In particular, the areas required for crew and machinery have to be distributed in a proportional way to avoid negative effects on the performance of the vessel. “Despite the challenges, at Sanmar we are a proud compact tug builder,” she said. As well as getting shorter, internal space considerations are gaining in priority as far as harbour tug design is concerned, with Maritime Labour Convention 2006 compliance becoming a must for almost all newbuild tugs, and higher comfort and safety levels for crew generally requested. Other trends noted by the builder include a preference for high-speed engines and electrical winches, while ease of maintenance and good after sales support is a matter of greater attention for harbour tug buyers. Ms Korkmaz added: “Construction of the vessel in closed production halls is now almost becoming an industry standard demand from buyers. More bollard pull from the same vessel is always very much welcomed by buyers as well.” TTB

Tug Technology & Business | 1st Quarter 2017

20 | NEWBUILDING PROFILE

CAO GANG 26 GIVES CHINESE PORT ENHANCED ICE OPERATIONS Jiangsu Zhenjiang Shipyard built ice class harbour and coastal tug Cao Gang 26 to a Robert Allan RAmparts 3300 ASD design

MAIN FEATURES Length o/a: 33m Breadth, moulded: 12.2m Depth, moulded: 5.4m Draught, summer load: 4.75m Bollard pull: 60.5 tonnes Free running speed: 13.5 knots Main engines: 2 x Yanmar 6EY26W, 1,920kW at 750 rpm Classification: CCS Notations: CSAD, Tug, Coastal Service, Ice class B Fuel oil: 70m3 Potable water: 36.2m3 Water ballast tanks: 120.6m3 passenger evacuation chutes

hina’s Caofeidian port authority took delivery of Ice class harbour and coastal tug Cao Gang 26 in November 2016 to enhance its operational capabilities in ice-prone Bohai Bay. Jiangsu Zhenjiang Shipyard used a Robert Allan RAmparts design to construct the azimuth stern drive (ASD) tug for the port authority. Cao Gang 26 is a RAmparts 3300 ASD design tug that extends the operating profile of the Caofeidian Port fleet. Robert Allan said the 33m tug has a summer load draught of 4.75m above the bottom of the drive, and 60 tonnes bollard pull. It was designed and constructed to China Classification Society (CCS) requirements for harbour and coastal tug operations with an Ice class B hull. It can store 70m³ of fuel oil and 36m³ of potable water. The main propulsion for this tug comprises a pair of Yanmar 6EY26W diesel engines, each rated 1,920kW at 750 rpm. These drive a Rolls-Royce US 205 fixed pitch Z-drive unit in an ASD configuration, providing Cao Gang 26 with a free running speed of 13.5 knots. The electrical plant comprises two identical diesel gensets, each with a power output of 120kW. The wheelhouse is designed with a forward control station providing maximum 360 degrees visibility, but especially to forward and aft deck working areas. The

deck machinery consists of a ship assist hawser winch and a pair of independent anchor windlasses on the bow. Cao Gang 26 has ship-handling fenders at the bow, consisting of one row of 800 x 400 cylindrical fenders at the main deck level, and 300mm W-type fenders between the main deck and the knuckle. The tug also has a 300 x 300 hollow D-type fender that provides protection at the main and forecastle deck sheer lines. There is another W block-type fender at the stern of the vessel. The tug has been outfitted for a maximum crew complement of 14 people. There are single bed cabins for the tug master and chief engineer, located on the main deck. On the lower accommodation deck there are two six-person cabins for the rest of the crew. There are also common washrooms and other facilities on the lower accommodation deck. The port of Caofeidian is in the district of Tangshan in Hebei province, around 200km from Beijing. The port handles oil and products from PetroChina Co terminals and iron ore and coal cargoes on Capesize bulk carriers. Seasonal ice cover in Bohai Bay reaches a peak from the middle of January to the middle of February. Up to half of the bay and the region’s main ports can be covered with ice at this time. TTB

Cao Gang 26 has a bollard pull of 60.5 tonnes and free running speed of 13.5 knots (credit: Robert Allan)

Tug Technology & Business | 1st Quarter 2017

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22 | ORDERBOOK ANALYSIS

Will 2017 reach last year’s record tug orders?

There were record levels of tug orders in 2016 but, as the tug industry changes, the rates of ordering may not be the same this year, writes Barry Luthwaite

ast year was a record year for tug orders, with 111 units exceeding 20m in length. This year is off to a good start for newbuilding contracts, but it is unlikely to hit the heights of 2016. There are signs that the tug industry is changing. There is evidence of a greater shift towards newbuildings, which will continue a renaissance for smaller builders, and fewer second-hand purchases and tug chartering. The success of builders in Asia is very evident. It has been built mainly on the back of demand for domestic towage, but another factor that is driving business is the need for more powerful tugs, with bollard pulls of 80 tonnes, or more. These are needed to serve very large container ships, gas carriers and tankers. In the case of gas tonnage, purpose-built liquefied natural gas carriers require at least four tugs to attend per berthing and sailing, on safety grounds. This year will see a plethora of ultra large vessels being commissioned to serve newly commissioned terminals. The oil slump has, however, placed the construction of some new terminals on hold. Some developments may even be cancelled because costs are so difficult to recover in the current recession and with such

low oil prices. This could hit tug employment. On a regional basis, it is noticeable that several shipbuilders have evaded the offshore slump by gaining new tug orders. Tugs themselves have been picking up steady work of the kind which might otherwise have been carried out by offshore support vessels. For example, there has been a strong increase in positioning tows carried out by tugs. Harbor Star Shipping Services in the Philippines recently purchased its third tug, boosting fleet operations to 41 units serving ports in the Philippines and Malaysia. More acquisitions are planned in 2017 and the owner may opt for newbuildings for the first time, having recently secured approval from stock holders to raise more funds, starting with a US$2.5 million loan facility. Japan is implementing a programme of large Capesize bulk carriers and ore carriers to cover the renewal of contracts of affreightment for the domestic fleet. This has coincided with a run of orders for powerful tugs placed with Japanese yards led by Kanagawa Dockyard Co, which holds eight units all for delivery throughout 2017. The Indonesian and Malaysian authorities have announced fleet renewal

Tug Technology & Business | 1st Quarter 2017

programmes to support local trading and the associated tug services in domestic yards. Malaysian builder Tuong Aik Shipyard, hitherto known for building offshore craft, will counter the offshore slump with a raft of new towage vessels. An order for two 31m tugs to serve the Malaysian hinterland has been secured from a domestic owner. There is evidence of China bidding for more export business as a means of survival for hard pressed smaller builders. A builder in Nantong recently delivered two 56 tonnes bollard pull units to Mextug, which is a Mexican subsidiary of Chile’s Ultratug. The duo, Mextug Lerma and Mextug Balsas, are Azistern 2460 units designed by Offshore Ship Designers, which also supervised construction. The units were delivered to Lázaro Cárdenas in Mexico, where they will serve. A unique feature is a loadline length of below 24m, which will reduce fuel consumption considerably. A recent feature of the market has been a notable increase in the Mexican fleet as a result of deliveries owned or chartered to the state oil company Pemex. Europe remains busy with a steady level of business materialising and a revival in Spain’s fortunes. Damen

Shipyards Group continues to lead the way with its stock hulls of the most popular designs, which continue to find buyers. Some 40 hulls are currently complete and waiting for buyers who only need to wait four to eight weeks, for outfitting work to be carried out, before taking delivery. This proven policy has yielded rich dividends for Damen. Turkey’s Sanmar shipyard has advanced an agreement with Canadian marine architects Robert Allan for co-operation in tug construction. The Deliçay series is a 60 tonnes bollard pull, off-the-shelf design and follows the latest trend for tugs with a loadline length of under 24m and lower fuel consumption. The latest order, placed with Sanmar, was signed in December for a single unit to work in Port Taranaki, New Zealand. In a further boost, Uzmar shipyard signed an agreement with the Canadian designer for the construction of high performance RAstar 3000W escort tugs within which propulsion packages, up to the top end of the market of 90 tonnes, are on offer. Orders have been secured, and construction began in the first quarter of 2017. At least six have been committed for delivery to international clients. TTB

www.tugtechnologyandbusiness.com

ORDERBOOK ANALYSIS | 23

TUGS ORDERED IN 2016 EXCEEDING 20m IN LENGTH Region/county/builder

Owner

Year

Transnet

2018

Indonesia

2017

2 2 3

Tuong Aik Shipyard Undisclosed KFS Support Services

2017 2017 2017

Maju Maritime Pte. Ltd

2018

Thailand Port Auth.

2017

Al Khaleej Sea Transport

2017

Navibulgar

2017

1 1 4 1 1 1

TMM Van Wijngaarden TOS Bunkering Company V.O.F. Sleepboot ISA Labromare Serco

2017 2017 2018 2017 2017 2017

2 4

Damen Shipyards Damen Shipyards

2017 2018

3 1 3 2

GICEP Remolcadores Barcelona GICEP Spanish

2018 2017 2018 2017

1 2 2

Taranaki Port Med Marine Towage Svitzer Australasia

2018 2017 2017

6 2 5 1

Undisclosed Ocean Sparkle Ltd Atlantic Navigation Holdings Second Engineering Co.

2017 2017 2017 2017

1 1 1 1 1 1 1 2 1

Undisclosed Shimizu Shokai Miyagi Marine Service Mitsui O.S.K. Undisclosed JX Nikko Nisseki Energy Undisclosed Wing Maritime Service Corp. Kyowa Kisen

2017 2017 2017 2017 2017 2017 2017 2017 2017

Suez Canal Auth.

2018

ITB Marine Group

2017

13 3 8 1 2 4 1 2 1 111

Edison Chouest Offshore Vane Brothers Great Lakes Towing Co Moran Towing Corp. Harley Marine Services Young Brothers Ltd Vessel Chartering LLC McAllister Towage U.S. Owner

2019 2017 2017 2017 2017 2019 2017 2017 2017

Africa South Africa South African Shipyards

Asia Indonesia Batamec Malaysia Tuong Aik Shipyard TAS Offshore Boustead Shipbuilding Singapore Keppel Singmarine Thailand Sea Crest Shipyard Vietnam Damen Song Cam

Europe Bulgaria MTG Dolphin OLG Netherlands Damen Shipyards Damen Shipyards Damen Shipyards Damen Hardinxveld Damen Gorinchem Damen Shipyards Romania Damen Galatz Damen Galatz Spain Armon Armon Armon Zamacona Turkey Uzmar Shipyard Eregli Shipyard Sanmar Denizcilik

Far East China Hin Lee Shipyard Hin Lee Shipyard Chinese Yard Jiangmen Hantong Japan Kanagawa Zosen Kanagawa Zosen Kanagawa Zosen Kanagawa Zosen Kanagawa Zosen Kanagawa Zosen Kanagawa Zosen Keihin Dock Kanagawa Zosen

Middle East Egypt Port Said

North America Canada Annacis Island Shipyard USA Edison Chouest Offshore Chesapeake Sb. Inc. Great Lakes Shipyard Washburn & Doughty Conrad Orange Shipyard Conrad Industries JT Marine Inc. Horizon Shipbuilding Fincantieri Bay Sb. Total

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Tug Technology & Business | 1st Quarter 2017

70 PER CENT OF ORDERS TO BE DELIVERED IN 2017

World Tug Newbuilding Orders

2016 vs 2015

TUG BUILDERS ARE BUSY FOR TWO YEARS, BUT COULD BE EMPTY IN 2019 Expected delivery year

2017

Africa: 1 Asia: 12 Europe: 19 Far East: 24 North America: 21

NORTH AMERICA

14 37 14 37

2015....... NORTH AMERICA 2016....... 2015: 2016:

TOTAL: 77

2018

Africa: 1 Asia: 2 Europe: 11 Middle East: 4 North America: 14

TOTAL: 32

2019

North America: 2

TOTAL: 2

World map (Copyright Â© Free Vector Maps.com)

SOUTH AMERICA

4 0

2015.......

2016.......

ORDERBOOK ANALYSIS | 25

2016 was a strong year for tug newbuilding contracts with growth in orders in Asia and North America. However, there was a decline in orders for Middle East and Turkish shipyards, versus 2015.

NORTHERN EUROPE 2015.......

3 9

EASTERN EUROPE/RUSSIA

9 7

2015.......

2016.......

2016....... SOUTHERN EUROPE 2015.......

8 9

MIDDLE EAST/ TURKEY

28 9

2016.......

2015.......

ASIA

7 14

2015.......

2016.......

2016....

FAR EAST

AFRICA 2015.......

0 2

2016.......

2 24

2015....... 2016....

Bureau Veritas was involved in verifying the NovaTug design

26 | CLASS

Innovation drives performance, safety and harmonised standards

ew ideas to improve the capability, efficiency and reliability of towing vessels are constantly being floated and actually implemented, writes Bureau Veritas’ Gijsbert de Jong*. This has helped the industry not only to keep up with client requirements but also to increase operational safety, which has always been a key concern due to the inherent risks associated with high line forces and a dynamic operating environment. In recent years, several novel tug concepts have been launched and found their way into the market. In connection with growing demand for terminal tugs, which are typically required to perform escort duties and may operate in exposed waters, hullforms have been optimised to improve stability, seakeeping characteristics and indirect towing capability and vessels have been equipped with high specification escort winches. Furthermore, new propulsion concepts have been introduced with a view to improving manoeuvrability, controllability and escort performance. Configurations in which the propulsion units are distributed longitudinally along the tug – partly blending the traditional tractor and stern drive concepts, while also creating new operational functionalities – are demonstrating their value. Innovation in towing equipment, such as the use of freely rotating winches, has further increased the freedom for designers to develop very sophisticated integrated tug concepts. As tugs are specialised ships which – when below 500gt – are not covered by the Solas convention, the applicable regulatory framework for both classification and statutory certification has been scattered and often inconsistent, raising doubts about the implementation of adequate safety standards and an international level playing field for the industry. Following discussions with tug designers, builders and operators, in particular within the framework of the SafeTug joint industry project ( JIP), classification society Bureau Veritas made a commitment to support the towing industry for the development of harmonised safety standards. This led to the publication of Safety Guidelines for Design, Construction and Operation of Tugs (NI 617) in July 2014, which took on board the invaluable input and feedback on practical experience from the participants in the SafeTug JIP. The guidelines address towing and escort stability, towing equipment, safety equipment for tugs below 500gt and hull outfitting. A key feature of the guidelines is that the technical requirements are effectively a function of the tug’s duty profile and operating area, which makes the standard well aligned with the design philosophy of tugs. Furthermore, the guidelines have been written with a view to embracing innovative designs and

Tug Technology & Business | 1st Quarter 2017

technologies as the industry continues to develop. This is made possible by the transparent technical background to the technical requirements, which enables a straightforward analysis of whether or not a new design feature falls within the validity of the applicable boundary conditions. The technical requirements can be further developed on the basis of an equivalent safety level. This approach has already been successfully adopted for some of the new designs, including the Rotortug, the Carrousel-RAVE Tug and the Eddy Tug. In order to further advance the harmonisation objectives, Bureau Veritas, in its role as advisor to the French Government, brought the towing and escort stability criteria that are included in the guidelines to the attention of IMO’s Sub-Committee on Ship Design and Construction (SDC), with a view to including them in the forthcoming amendments to the International Code on Intact Stability 2008 (IS Code). This proved successful and, during the 97th meeting of IMO’s Maritime Safety Committee in November 2016, the amendments proposed by SDC in January of that year were adopted, with formal entry into force on 1 January 2020. This is a major milestone in the development of internationally agreed safety standards for towing vessels. Following the positive outcome of the IMO process and taking into account feedback from leading tug designers, including Robert Allan and Damen Shipyards Group, on the practical application of the guidelines, Bureau Veritas is now integrating the guidelines into a dedicated chapter of the classification rules for specialised ships. To that end a new set of notations, reflecting operational function and service area of tugs, will be introduced to anchor the technical requirements. The targeted entry-into-force date of the new rules is 1 July 2017. True to the dynamic character of the towing industry, developments will not stop here. Bureau Veritas continues to strive for further harmonisation of standards and is actively pursuing cross industry co-operation. As an example, it is working with industry partners to develop a new international bollard pull test standard within the scope of the Marin-led Bollard Pull Standard JIP. Furthermore, research and development work is being undertaken to further develop technology and standards, in particular with regard to winch technology, escort performance simulations and the development of safe operating limits. This is how innovation drives performance, safety and pragmatic standards reflecting industry best practice. TTB *Gijsbert de Jong is market segment director for offshore service vessels and tugs

www.tugtechnologyandbusiness.com

CLASS | 27

CLASS IMPROVES TUG SAFETY IN TOUGH ENVIRONMENTS

LR is classing Maersk Supply Service’s new Starfish-class anchor handling tugs

espite not always being covered by regulation, the classification of tugs gives owners and operators the peace of mind that operational risks have been mitigated, says Lloyd’s Register (LR) strategic market manager for small and specialised ships, Richard McLoughlin. Tugs have to work in a wide range of operational conditions, including high waves, currents and wind loading. Wave loads can result in tug motions that can increase the towline dynamic component, resulting in unacceptable accelerations for the crew on board, dynamically increasing pressures on the fender system and assisted ship structure and, combined with the towline force, directly affect vessel stability. Add to this operating in conditions such as ice and human factors arising from challenging and varied working conditions, it is easy to see why regulation and control are required to limit operational risks. LR says it is an unfortunate reality that these operations can cause loss of life, serious injury and have negative

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effects on the environment. Regulations covering operations within terminals, areas of restricted navigation or congested waters frequently require tug operators to demonstrate the highest levels of compliance and redundancy. LR’s involvement varies from in-depth computational fluid dynamics (CFD) and assessing mooring loads to operational aspects including inspections and audits, such as on behalf of the US Coast Guard’s Subchapter M requirements. It provides services to some of the largest tug operators in the world and specialises in delivering tailored solutions to its clients. LR is able to provide certification on behalf of flag administrations, which frequently extend to vessels of less than conventional size. Here, LR provides support to tug operators wishing to voluntarily confirm compliance with international conventions. It issues non-convention certification and may also include voluntary certification for International Safety Management and International Ship and Port Facility Security codes. The use of CFD has increased understanding of vessel operations such as those carrying out escort duties. As a result of research, LR has introduced ShipRight procedures allowing escort designs to be verified using CFD techniques, thus providing confidence to designers and operators that the vessel will produce the required performance characteristics. Evolution in hull shapes designed for performance under changing operational needs has required further examination of stability aspects. LR participates in a number of IMO working groups and research projects including consideration of stability issues and operational aspects under the SafeTug programme. Recently, environmental and sustainability concerns have driven design developments. Examples include the development of hybrid vessels incorporating electric propulsion and battery storage solutions. Current growth in LNG as fuel and port limitations on high sulphur fuels have driven operators to consider LNG and other alternative fuels. Again, LR has provided innovative solutions to development in these areas and continues to work with operators and other stakeholders to ensure the highest standards can be met. Recent examples include the world’s first purpose-built floating LNG in-field support vessels. ASL Shipyards in Singapore built two vessels for tug operator KT Maritime to support Shell’s Prelude floating LNG facility off the coast of Australia. TTB *Lloyd’s Register claims to have a 30 per cent market share of towage vessel classification, with over 500 tugs in the current fleet

Tug Technology & Business | 1st Quarter 2017

28 | SALVAGE

McKeil salvages grounded bunker tanker off Nova Scotia M

cKeil Marine completed the salvage of grounded bunker tanker Arca 1 off Nova Scotia, Canada, on 15 January after initially being thwarted by weather and pump problems. The 1963-built, Panamaflagged ship grounded on rocks off Little Pond on 8 January when its engines failed. After several attempts to refloat the unladen 793gt tanker, it was finally removed from rocks and towed to safe harbour in Sydport. McKeil Marine mobilised two tugs, salvage tug Tim McKeil and smaller twinscrew tug Kaliutik, to the site to refloat and tow the grounded tanker. McKeil Marine vice president of operations Olous Boag said the project team had assistance from the Canadian Coast Guard, Transport Canada and the Department of Fisheries & Oceans. Canadian Coast Guard cutter Earl Grey assisted in escorting the tanker to a safe harbour. The coastguard also had its vessel Spindrift at the emergency site off Cape Breton Island to rescue the crew of six seafarers. Oil booms were also deployed to prevent pollution from the fuel oil. A summary of salvage operations has been provided by McKeil Marine. The salvage operation followed a series of carefully planned steps, starting on the morning of 15 January:

4.10 am McKeil salvage crew departs on Kaliutik from Sydport, to Arca 1. Site conditions SW wind 15 knots with 0.5m seas

6.15 am Department of Fisheries & Oceans assisted with transfer of McKeil salvage crew, a representative for Arca 1’s owner and a surveyor

8.30 am Crews monitored and continued de-ballasting

9.55 am Vessel becomes light-start to work bow off with the anchor windlass

6.30 am

10.05 am

McKeil crew checked status of the vessel’s tanks and machinery

Arca 1 coming off the strand. Crews work to recover the anchor off the bottom of the sea floor

7.00 am Started run-up ballast pumps

10.15 am

7.30 am

Commence a slow tow of Arca 1 out to deeper water

Department of Fisheries & Oceans assisted with messenger line transfer to Kaliutik

10.45 am

7.45 am

Disconnect tow. Tim McKeil reconnected to Arca 1 for transport to Sydney harbour

McKeil salvage crew started to pull towline

8.05 am Towline established on Arca 1. Kaliutik deployed towline and headed out to tug Tim McKeil

8.20 am Tim McKeil readied for tow and in position.

McKeil Marine’s salvage crew secure a towline on grounded Arca 1 (credit: McKeil Marine)

Tug Technology & Business | 1st Quarter 2017

Department of Fisheries & Oceans established security zone

11.20 am Underway for Sydport escorted by Canadian Coast Guard cutter Earl Grey

1.15 pm Arca 1 secured at Sydport McKeil Marine salvage master Chris Kirby said the operation was completed without injury or environmental impact. He added: “The ground swell from strong winds the night before assisted in gently lifting Arca 1 off the strand.” McKeil Marine’s recovery project team included the salvage master, engineering and naval architects, a commercial manager, and a safety and environmental representative. The team also included a vessel manager, the director of fleet services and a chief engineer and consultant to McKeil Marine. Arca 1 was en route from Nova Scotia to Mexico when it ran into trouble with 15 tonnes of fuel oil on board. Canadian Government investigators have started an investigation into why the vessel was allowed to sail in poor weather. The tanker was acquired by a Mexican company and changed flag from Canada to Panama at the end of 2016. TTB

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rolls-royce.com

Powered by natural gas Rolls-Royce is widely recognised for its system solutions for a broad range of vessel types. Systems comprising propellers and thrusters, engines, stabilisers, deck machinery, rudders, steering gear, automation and control systems. Rolls-Royce supply gas-powered propulsion solutions that reduce emissions significantly. Compared to diesel engines that meet IMO Tier 2 emission levels, Bergen gas engines give E2 weighted emission reductions of 92% NOx, close to 22% in CO2 and virtually eliminate SOx and particulates, already meeting enforced IMO and EPA Tier 3 requirements and are subject to EPA Tier 4 certification. Clean efficiency by Rolls-Royce.

MT_Natural gas_1_1_022017

www.rolls-royce.com/marine

Trusted to deliver excellence

30 | ENGINES AND GENSETS

GE unveils

Tier 4

diesel engines G

eneral Electric’s Marine Solutions division has unveiled a marine diesel engine which complies with US EPA Tier 4 and IMO Tier III requirements for workboats. It has incorporated emissions reduction technology within a range of diesel engines that means they do not need after-treatment systems or additional chemicals. GE has added an exhaust gas recirculation (EGR) system to engines it offers for workboat and tug newbuilding projects. This is an alternative to installing selective catalytic reduction (SCR) after-treatment systems, which require constant reloading with urea and frequent maintenance. GE said the EGR system does not impact on engine performance or fuel efficiency. In fact, these engines produce around 15 per cent more power while maintaining virtually the same footprint, said GE’s Marine Solutions president and chief executive Tim Schweikert.

Volvo Penta’s D13 is a 6-cylinder, fourstroke engine for workboats (credit: Martyn Wingrove)

Tug Technology & Business | 1st Quarter 2017

He added: “The marine industry has a clear responsibility to tackle climate change. At GE, we continuously come up with new solutions that will not only power the marine industry forward, but also help marine operators stick to the environmental commitment.” Using EGR means minimising the modifications needed for vessel repower projects, no loss of engineroom space, no addition of fluid handling systems, and little addition of weight on a vessel. The V250 and L250 Tier III and Tier 4 engines are the most popular GE models for tugs and workboats. These diesel engines have EGR to reduce emissions to meet the standards. The 8L250 and the 12 or 16 cylinder V250 diesel engines range from 2,250kW to 4,650kW. Volvo Penta believes that electronically controlled engines are the future for heavyduty marine applications. It has developed the D13 MH and D16 MH range of engines for tugs and workboats with heavy-duty power requirements. They offer low fuel consumption, long service intervals and easy servicing, the company said. The D13 engine series has six cylinders, four-stroke motion and direct fuel injection. The series is a twin-entry and turbocharged marine diesel engine with a displacement of 12.78l. The engines are rated from 294kW with 400 bhp at 1,800 rpm to 662kW with 900 bhp at 2,300 rpm. The Volvo Penta D16 four-stroke engine series also has six cylinders, direct fuel injection and a turbocharger, plus an after-cooling system. These engines have a displacement of 16.12l. They range from 368kW that produces 501 bhp at 1,800 rpm to 552kW for 751kW at 1,900 rpm. Cummins has incorporated its C Command Elite Plus panel system into

the Quantum series of engines built for tugs. This centralises the instrumentation and control for interfacing with these engine systems. It contains all the electronic control module connections, start-stop logic, emergency stop button and other connections. Engine data can be viewed on the C Command panel system, or sent to a centralised vessel management system. Operators can use this for the remote monitoring of engines, for alarm management and as a digital touchscreen interface with the engine management system. Cummins marketing manager Andy Kelly said that tugboats generally used the Quantum series QSK38 engines. These are V12 configuration, four-stroke engines with a turbocharger and aftercooler. The engine has a displacement of 38l, a bore and stroke of 159mm by 159mm, a counter-clockwise facing flywheel and a high pressure common rail fuel system. The fixed speed models in the QSK38 range have output power from 984kW to 1,044kW producing up to 1,800 bhp. There are also variable speed engines in this range. These have output power ranging from 746kW, which produces 1,000 bhp at 1,800 rpm, up to 1,044kW that delivers 1,400 bhp at 1,900 rpm. The fuel system on these engines provides constant high injection pressure, regardless of engine speed and load conditions. There is a two-pump, low temperature after-cooling unit and an enginemounted titanium plate heat exchanger. There is also an optimised turbocharger and mounted air cleaner, plus 24V Quantum System electronics for monitoring operating parameters. Cummins claims the engine has low noise and vibration for quiet operations. Cummins recently gained a contract to supply engines for a new tug being built by US-based Marine Group Boat Works for San Diego, California-based shipbuilder General Dynamics Nassco. The Jensen Maritime-designed tug will be used for moving vessels that are being built at the shipyard and for deploying pollution containment booms. This tug will have two Cummins QSL9M Tier 3 engines that can each produce 410 bhp. They will drive fourblade, workhorse-type propellers. TTB *This is a round-up of the engine systems presented at the International WorkBoat Show in New Orleans, USA in December 2016

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ENGINES AND GENSETS | 31

McAllister Towing deploys Tier 4 engines on tug newbuildings

Caterpillar has developed engines with compact SCRs to meet Tier 4 requirements (credit: Martyn Wingrove)

anufacturers have developed engines that meet the United States Environmental Protection Agency’s (US EPA’s) more stringent Tier 4 emissions requirements for workboats, writes Martyn Wingrove from New Orleans, USA. Several tug operators are deploying these latest engines and generator sets on their newbuilding projects, while others are updating power plants on existing tugs. McAllister Towing & Transportation Co will be introducing its first EPA Tier 4 compliant tug in the second quarter of this year. It has ordered Caterpillar Marine engines for two new azimuth

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stern drive (ASD) tugs that are due to be delivered in April and July. These are being built by Horizon Shipbuilding at its facility in Bayou La Batre in Alabama. The tugs will be classed by ABS for towing, escort services and fire-fighting (FiFi1) and will each have a bollard pull of 80 tonnes. Caterpillar is supplying 3516E EPA CAT marine engines for these tug newbuildings. The first set was mobilised to the shipyard to be installed on Capt Brian A McAllister in December 2016. The second engine units will be installed on Rosemary McAllister, which is scheduled to enter service in July 2017. These Tier 4 tugs will increase the McAllister

fleet of tractor tugs to 32 units. The 3516E EPA Tier 4 engines are rated at 3,386 bhp. They are each supported by three CAT C7.1 Tier 3 gensets rated at 118kW and two CAT C18 Tier 3 fire pump engines, rated at 803 bhp for FiFi requirements. Each 3516E engine is paired with a selective catalytic reduction (SCR) aftertreatment system. These use a urea-based solution to reduce the nitrogen oxides (NOx) contained in diesel exhaust. Each of the McAllister tugs will have urea tanks with 2,500 gallons (9,464 litres) capacity. Caterpillar Marine product definition engineer Jason Spear said the 3516E engine was similar to the more established 3516C engine. The SCR technology was specifically designed to comply with EPA Tier 4 as well as satisfying IMO Tier III emissions level requirements. He added: “The 3516E engine’s advanced combustion design uses the optimum configurations and cylinder geometry, which enhance the back pressure capability.” This enabled Caterpillar Marine to reduce the size of the SCR module. The switchgears for these McAllister tugs were supplied by Beier Integrated Systems in December. Beier chief operating officer Ben Todd said these were custom-

built consoles to meet McAllister’s requirements. “The switchgears for Capt Brian A McAllister and Rosemary McAllister are built with mid-complexity,” he said. “But we can build switchgear of any complexity, size and components that customers want. We can include front and back access and use different components.” Caterpillar Marine is also supplying engines for some of the new tugs that Edison Chouest Offshore has on order. Siemens is supplying the multiple input marine gearboxes to go with these diesel engines. It is building GNBK-585 gearboxes to be paired with CAT C280-8 engines that are rated at 2,710kW at 1,000 rpm for a propulsion power of 2,000kW at 1,828 rpm. Siemens gearboxes can direct the output of several diesel engines or electric motors to the propeller. Edison Chouest Offshore is building 13 heavy-duty mooring assistance and escort tugs of Damen design to be deployed on two major new maritime projects in North America. The majority of the newbuildings will be deployed in Alaska, while the rest will operate at the new Corpus Christi liquefied natural gas (LNG) export terminal in Texas. TTB

Siemens is supplying gearboxes for Edison Chouest Offshore’s new tugs (credit: Martyn Wingrove)

Tug Technology & Business | 1st Quarter 2017

32 | ENGINES AND GENSETS

Harley Marine Services repowers tug fleet John Deere has benefited from the trend among tug owners to update their fleets with vessels that have engine and power generators that comply with IMO and US EPA emissions requirements. It has been active in delivering PowerTech engines and LoadMaster generators that meet the US EPA Tier 3 requirements. Some of the latest deliveries have been installed on tugs operated by Harley Marine Services. The US-based tug owner has added new units to its fleet with John Deere Tier 3 engines and replaced older generators on existing workboats with Tier 3 systems. Harley Marine has 120 John Deere engines on tugs in its fleet, including 42 that have been added in the last five years. It has also refitted 19 tugs in its fleet with Tier 3 engines. Among the latest tugs to join the fleet are tractor tugs Michelle Sloan and Lela Franco. These feature twin PowerTech 6068AFM85 main engines that drive 123kW LoadMaster generators. Other

new additions include Dale R Lindsey, which is powered by two 99kW gensets and twin PowerTech 4045AFM85 engines, and Earl W Redd that has PowerTech 6068AFM85 engines and 150kW gensets. Harley Marine has also added articulated tug and barge units recently with John Deere Tier 3 engines. For example, Barry Silverton was fitted with PowerTech 4045AFM85 engines driving two 121kW generators. As part of the fleet repowering programme, Harley Marine has updated engines and gensets on 1970-built tug Lela Joy, which operates in Puget Sound, Washington state. It was retrofitted with PowerTech 4045AFM85 engines and new gensets. Marine construction company Scott Bridge Co is replacing ageing engines with new Tier 3 units, too, as this is cheaper than major overhauls. It is buying PowerTech 6.8l engines and 224kW gensets for the older pushboats in its fleet. Most of its workboats are powered by PowerTech

John Deere has developed PowerTech engines for US Tier 3 applications (credit: Martyn Wingrove)

6076AFM engines that are being updated to modern John Deere models. Scott Bridge has also acquired new tugs for the fleet. Two of the latest to be added, Miss Haley and Miss Amory, are equipped

with PowerTech 6068AFM engines with M3 ratings and run at 2,500 rpm. These 8m pushboats have 37m of channel cooling to prevent the engines from overheating during lengthy periods of barge driving.

Gas-fuelled engines for Svitzer newbuilding Rolls-Royce Power Systems is installing the first of its new MTU Tier 4 natural gas engines on a tug being built for Svitzer this year. Rolls-Royce is working with Dutch shipbuilder Damen Shipyards Group on the gas-fuelled tug project. This will feature a 16-cylinder compressed natural gas (CNG) engine, part of the MTU Series 16V 4000 range. The engine will be equipped with a multi-point gas injection system, a dynamic motor management system and an advanced turbocharger. The multi-point injection system is designed to provide dynamic acceleration behaviour, increased levels of performance and reduced emissions. Controlled combustion ensures that the CNG fuel is used in a highly efficient way. There will be additional safety features, including double-walled gas supply lines, to cover the use of CNG as a fuel. This MTU gas engine will deliver 2,000kW with a high power density for high levels of bollard pull. MTU’s gas engine has successfully completed 3,000 hours

Tug Technology & Business | 1st Quarter 2017

on the test bench at the company’s factory in Friedrichshafen, Germany. According to MTU, it has been possible, using the test bench, to simulate real-life manoeuvres which have mirrored the dynamic acceleration rates of a diesel engine. The MTU Series 4000 M05-N pure gas engines will range from 746kW to 2,000kW producing 1,000 to 2,682 bhp. The eight-valve version will have a power range of 746kW to 1,000kW to generate horsepower of 1,000 to 1,340 bhp with a rated speed of 1,600 to 1,800 rpm. The 16-valve version will have a similar speed rating, but will produce 2,000 to 2,682 bhp. Any installation of an M05-N engine will need a gas regulating unit, CNG storage tank and gas-safe machinery. The engines will meet US EPA Tier 4 and the EU’s Euro V for hydrocarbon emissions. MTU said the engine emits almost zero SOx and NOx and 25 per cent less CO2 than equivalent diesel engines. But there is the risk of methane slip as not all of the gas is burned. TTB

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34 | ICE OPERATIONS

Océan Remorquage launches new icegoing escort tug O

céan Remorquage, part of Groupe Océan, has launched Océan Taiga, an ice-going tug with 100 tonnes bollard pull. The vessel was designed by Robert Allan naval architects and built at the Industries Océan shipyard in Ile-aux-Coudres near Québec, Canada. This icebreaking escort tug is similar to sister vessel Océan Tundra, which was delivered in 2013. With 6,000kW, these are some of the most powerful tugs in the Canadian registry. They are TundRA 3600 series design, 1A Super FS rated escort tugs with capacity to carry 294m³ of fuel oil. Océan Taiga is classed by Lloyd’s Register and will operate in various ports along the St Lawrence River. It will provide a wide range of services, including tanker

OCÉAN TAIGA IS THE SECOND TUNDRA 3600 CLASS ESCORT TUG TO BE BUILT AND OWNED BY OCÉAN REMORQUAGE FOR WINTER OPERATIONS IN CANADA

escort, terminal support, general ship-docking operations, and icebreaking and ice-management services. It is equipped for coastal and rescue towing and fire-fighting. In addition, the vessel can carry lube oil as cargo, for transfer to transiting ships. The 36m tug hull is reinforced and certified 1A Super FS for navigation in ice and icebreaking. Robert Allan said the hullform had “superior performance in ice, as well as the best possible open water and escort performance.”

The designers had to compromise on both ice class and open water optimisation because of the contradictory hull geometry requirements for these functions. However, Robert Allan said the hullform design had been demonstrated to perform well in similar, but slightly smaller, tugs working off Sakhalin Island, off Eastern Russia. Océan Tundra was launched from the Industries Océan shipyard in the third quarter of 2016 and completed sea trials in August 2016. During

these trials, it achieved bollard pull ahead of up to 110 tonnes and free running speed ahead of 14.2 knots in calm water. It also demonstrated an escort steering force of 86 knots. The engines generate power of 8,160 bhp to propel two Z-drive omnidirectional propellers. Robert Allan predicts the tug will have a range of around 3,700 nautical miles. It has a beam of 13m, moulded hull depth of almost 7m and maximum draught of 6.8m. It features Subsea Industries’ abrasion resistant Ecospeed coating. Océan Remorquage ordered this for Océan Taiga following the success of this system on the 60 tonnes bollard pull ice-going tug Océan Raymond Lemay in 2012. When this vessel’s hull was water-jet cleaned in the third quarter of last year, after more than 60 months in service, the hull coating reportedly showed no sign of paint degradation. In the fourth quarter of 2016, Océan Remorquage deployed four tugs to tow and manoeuvre semi-submersible heavy-lift vessel Transshelf in the waters of the Port of Québec. The vessel is being used to mobilise Cecon Contracting’s Excellence hull from the Ocean Naval and Industrial Repairs shipyard, ready to be outfitted in southeastern Europe. TTB

Océan Tundra completed sea trials in August 2016 where it achieved 110 tonnes of bollard pull

ICE OPERATIONS | 35

Great Lakes Shipyard will be building 10 Stan Tug 1907 ICE design tugs over five years (credit: Great Lakes Towing Co)

New tugs for North American ice challenges Tugs are being built for Great Lakes Towing to withstand winter ice conditions in North America

n North America, the Great Lakes Towing Co, which is part of the Great Lakes Group, has ordered 10 Damen Stan Tugs from sister company Great Lakes Shipyard. The keel of the first of these Damen Stan Tug 1907 ICE units was laid in August 2016. The tugs were ordered as replacements for existing tonnage, with the first of them scheduled to enter service this year. The Towing Co, as it is known, said these would be the first tugs to be designed and built to comply with the new Subchapter M United States Coast Guard regulations, under ABS classification. Great Lakes Shipyard is receiving construction, design and engineering support from

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Damen Shipyards Group, under a licence agreement between the two. These will be 20m tugs with 2.7m draught and gross tonnage of less than 100 tonnes. They will have automated machinery on board and will be driven by two MTU 8V 4000 M54R engines, each with 1,000 bhp at 1,600 rpm. These will propel two four-bladed, 180cm diameter Kaplan propellers that have Kort nozzles. Power transmission specialist Twin Disc supplied the MG-5321 Quick Shift reduction gears with a ratio of 5.45:1. In addition to the ice class specification, the tugs will be treated with high endurance paint that is capable of withstanding the abrasion that comes with moving through ice, The Towing Co said. The tugs’ design and construction will be adjusted to the requirements of operating in US and Canadian waters of the Great Lakes and the St Lawrence Seaway. The shipyard is scheduled to deliver two of these tugs per annum over the next five years. In August 2016, Great Lakes Towing Co president Joe Starck said

that for every one Damen Stan Tug 1907 ICE added to the fleet, two of the fleet’s existing tugs will be removed. He said: “The tugs, with their modern equipment and automated machinery, will be ideal for the long-term sustainability of our harbour towing activities, and will provide our customers with an even greater level of reliability, performance, and safety, across our entire Great Lakes service network.” In the meantime, Great Lakes Towing Co has repositioned its ice-breaking tug Huron to Duluth in Minnesota, USA. This vessel enhances the company’s capabilities for icebreaking, harbour assistance and other services in Lake Superior. Huron completed its first icebreaking operation on 4 January 2017, when it assisted Canada Steamship Lines’ 2013-built bulk carrier Thunder Bay in the Port of Duluth. ABS classed, 34m Huron has a draught of around 4m and 2,000 tonnes horse power. This comes from its main engines, Fairbanks Morse 38D-8-1/8X10, which power a single screw four-blade propeller. It also has a fire-fighting system that includes a 2,000 gallons per minute diesel pump and two monitors. Huron joins other Great Lakes Towing Co tugs, Arkansas, Kentucky and North Carolina in Duluth. * Foss Maritime Co has almost completed construction of three Arctic class tugs at its own shipyard to deliver towing operations in ice regions. The Foss Rainier Shipyard has completed the pilothouse of Nicole Foss, which is the third of these Arctic class ocean-going tugs. The other two, Michele Foss and Denise Foss, are already in service. These 40m tugs have ice-strengthened hulls and twin propellers with Kort nozzles, and are rated at 7,268 bhp. Foss expects to christen Nicole Foss in the second quarter of this year. TTB

GREAT LAKES TOWING CO NEWBUILDINGS: MAIN FEATURES Builder: Great Lakes Shipyard Design: Damen Stan Tug 1907 ICE Length o/a: 20m Breadth: 7.3m Depth: 3.5m Draught: 2.7m Gross tonnage: Less than 100 tonnes Regulation: Meet the new Subchapter M regulations Main engines: 2 x MTU 8V 4000 M54R Propellers: Twin screw, 4-bladed, 180cm diameter Kaplan Reduction gears: Twin Disc MG-5321 Quick Shift

Tug Technology & Business | 1st Quarter 2017

36 | COATINGS

PPG provided coatings to Svitzer on the ECOtug programme, including Svitzer Gaia (credit: PPG Industries)

COATINGS HELP SVITZER CUT FUEL COSTS AND EMISSIONS

PG Industries has built up strong relationships with leading tug operators to deliver coatings that meet their requirements for improved operational efficiency, measurable fuel savings and superior environmental performance. It has worked with major tug owner Svitzer to put its knowledge to practical use on the ECOtug newbuilding project programme. In planning the programme, Svitzer set itself tough targets for minimising its environmental footprint. It aimed to go beyond the standards of current regulatory compliance while maintaining its competitive position. PPG worked with Svitzer on the ECOtug initiative to provide coatings that could help reduce fuel consumption by up to 10 per cent compared with traditional tugs. It could help Svitzer reduce NOx emissions by up to 80 per cent, therefore, meeting IMO Tier III NOx emissions requirements well before they came into effect in 2016. For this project, PPG’s

PPG Industries’ protective marine coatings helped Svitzer meet environmental and operational performance targets on its ECOtug newbuilding programme

Sigmaglide coating was provided. This has an operational life expectancy of 10 years, with only high pressure cleaning and minor repairs required in that time, said PPG marine segment manager Sijmen Visser. “The fouling release coating also provides improved fuel economy as the siliconebased underwater hull paint provides a smoother surface, resulting in reduced friction and resistance,” he said. As a result, Svitzer will benefit from a nonpolluting, biocide-free coating which delivers superior fuel economy and reduced overall operating costs. The latest advanced pure silicone fouling release system for tugs from PPG is Sigmaglide 1290. “This

Tug Technology & Business | 1st Quarter 2017

coating is formulated to help owners reduce their fuel costs and, at the same time, reduce greenhouse gas emissions while delivering a coating that is free from biocides,” said Mr Visser. Sigmaglide 1290 is completely biocide-free, which means it is unaffected by legislation, such as the European Union’s Biocidal Products Directive. And it is tailored to comply with future environmental management programmes. Mr Visser continued: “Its low environmental impact means that it can be applied onto the hull of a vessel trading in the most ecologically delicate environments. Superior performance is achieved through a combination of filmforming properties and a very low average hull roughness,

which result in market-leading fuel savings.” The product utilises dynamic surface regeneration technology to eliminate slime problems and dramatically increase fuel savings compared with existing fouling release products. Mr Visser explained: “One of the well-known drawbacks of fouling release technologies is that their effectiveness decreases over time. This is often seen at the waterline where the impact of sunlight, dirt and ultra-violet radiation has a negative effect and leads to the aggregation of slime. “We engineered the coating to include dynamic surface regeneration properties. These allow water to act as a catalyst to lower the surface energy of the coating back to its original state and thus restart its beneficial surface configuration properties,” he added. “This significantly extends the effectiveness of the coating and, as a result, customers will experience no loss in performance and improved stability of the product throughout its lifetime.” TTB

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SELECTING TUG COATINGS TO MEET UNIQUE FOULING CHALLENGES (credit: AkzoNobel)

Demands placed on the hulls of tugs can be greater than those on larger vessels transiting trans-oceanic routes, so more emphasis needs to be put on using the right antifouling coating

brasion from contact with other vessels, long life expectancy, and funding bunkers to power disproportionally large engines are just some of the factors that can be positively influenced by selecting the right coating for a tugboat. AkzoNobel’s antifouling business manager for its marine coatings business, Carl Barnes, explained the fouling challenges that tugboats encounter. “Tugboats have a low speed activity profile, experience long static periods and operate in coastal environments,” he said. “They are generally up against a high fouling challenge, which can have a considerable impact on efficiency and operating expenditure.” He continued: “In addition, tugs operate with a shallower draught that gives fouling organisms more heat, light and oxygen to grow, and they are often stationary and slower moving than some larger oceangoing vessels. These operational factors, combined with water quality challenges at some ports, mean that tugs are at a greater risk of heavy fouling than some vessels in the commercial fleet.” The ideal coating for a tug would be a faster polishing coastal biocidal antifouling, which has an increased polishing and faster biocide delivery rate compared with standard deepsea biocidal antifoulings. AkzoNobel offers several of these coastal antifouling products under the International brand. They are formulated specifically for the location in the world where they are used. In addition, AkzoNobel has recently launched a new coating in Southeast Asia, South Korea, China and the Middle East. This has been designed to work under extreme fouling conditions and to cope with the typically lower speeds and static periods that tugs encounter, said Mr Barnes. “This is achieved with a polishing rate that, while faster than typical deepsea products, is controlled enough to allow the coating to operate for up to 60 months in service by using a specifically selected biocide package,” he said. Traditional faster polishing coastal coatings would typically only be suitable for up to 36 months because of the very fast

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polishing rate. This means the number of coats of paint required for a 60-month cycle would be impractical and costly. Mr Barnes commented: “Through the new biocide package, tugboat operators can reduce the volume of paint used and reduce fouling and associated fuel costs, as well as the charges associated with drydocking vessels more frequently.” Foul release coatings can also be applied to tugboats. Biocidefree products physically present a surface to influence the settlement and adhesion of fouling species. Once the vessel is operational, the fouling is released from the coating by the movement of water along the vessel’s hull. AkzoNobel offers the Intersleek range of foul release products for shipping. The fluoropolymer chemistry in Intersleek 1100SR is particularly suitable for low activity profile vessels such as tugs, and is designed to release fouling under low water flow speeds, typically below 4 knots, said Mr Barnes. Hempel offers three types of coating for tugs, depending on operator requirements. One of these is Hempaguard, which Hempel group segment manager for marine drydocking Andreas Glud said can deliver significant fuel savings. He said it provides resistance to fouling during idle periods of up to 120 days and releases 95 per cent less biocide than a standard self-polishing copolymer antifouling paint. “Hempaguard is the first product to use our patented ActiGuard technology that integrates silicone-hydrogel and full diffusion control of biocides in a single coating,” Mr Glud explained. An alternative coating for tugs would be Globic 9000, which is a chemically hydrolysing self-polishing copolymer antifouling based on nano-acrylate technology. “This technology is water activated, meaning that as soon as the hull meets the water it has full antifouling protection,” said Mr Glud. He added: “Globic 9000 combines the best possible binder and biocide package for premium performance at a variety of operating speeds. It outperforms other self-polishing copolymers, particularly in slow steaming and low activity, which suits a tug’s operating pattern. Globic 9000’s microfibres give it mechanical strength to avoid cracking and peeling.” A third option for tugs is the Hempadur Quattro XO range, which is a pure epoxy coating that complies with IMO’s Performance Standard for Protective Coatings. Mr Glud explained: “This can be used as a uni-primer for most vessel areas, above and below the waterline, with corrosion and abrasion resistance for both warm and cold climates, dependent on the coating solution chosen.” There is an advanced version that boosts abrasion resistance and enhances anti-corrosion properties and long-term durability. TTB

Tug Technology & Business | 1st Quarter 2017

38 | BEST OF THE WEB

BEST OF THE WEB

tugtechnologyandbusiness.com

Tug Technology & Business’ website has news content that is exclusively online and free to read. Here are some of the most popular articles covered over the last few weeks

ART Trident has a unique triple Z-drive configuration

SEABULK INVESTS IN NEW TUG TECHNOLOGY ALP names third in newbuild series ALP Maritime Services is close to receiving its latest ultra-long distance towing vessel from a Japanese shipyard. Niigata Shipyard named a third Ulstein-designed anchor handling, salvage and towing vessel for the ship operator. ALP Sweeper was named at the shipyard in Japan in January. It is a SX-157 design, 90m vessel with a bollard pull of more than 300 tonnes. The 4,250 tonnes deadweight tug has 550m2 of deck cargo space and a maximum speed of 19 knots. It has a dynamic positioning system rated as DP2 and design draught of 7m. The first of the four vessels in the newbuilding series, ALP Striker, is already in service. The remaining three, ALP

Tug Technology & Business | 1st Quarter 2017

Defender, and to be named ALP Keeper, are all due for delivery this year.” http://bit.ly/2kZvzJ3

US tugboat operators are using advanced technology and the latest designs, said Seacor Holding executive chairman Charles Fabrikant. He refuted claims by another tug owner that the Jones Act is holding back technology in the nation. His comment also comes as Seacor subsidiary Seabulk Towing is trialling the first US-built Rotortug, which has a unique thruster configuration. Mr Fabrikant spoke exclusively to Tug Technology & Business at the sidelines of Riviera Maritime Media’s Offshore Support Journal Conference in London. He said US tugboat operators were using the latest tug designs from companies such as Robert Allan Ltd and advanced propulsion. Seabulk Towing is preparing to take delivery of Rotortug ART Trident, which was built by Master Boat Builders in Bayou La Batre, Alabama. This was designed by Robert Allan as an ART 80-98US design. It is the first in a series of three being constructed for Seabulk Towing. http://bit.ly/2l0zFnC

bollard pull of 70 tonnes and a free running speed of more than 13 knots. Armon’s Vigo shipyard built Ibaizabal Doce and Armon’s Navia shipyard built Ponga. http://bit.ly/2jEEPlO

Two tugs added to Spanish port fleets Astilleros Armon has delivered two new tugs to support harbour operations in Spain. The shipbuilding group has delivered Ibaizabal Doce to Compañía de Remolcadores Ibaizabal of Bilbao, and Ponga to Remolques Gijonenses of Gijón. Both tugs are based on Robert Allan’s RAmparts 2400-W design with a mean

Brunvoll acquires Scana Propulsion Brunvoll AS in Norway has signed an agreement with Iincus Investor ASA to acquire all the shares in Scana Propulsion AS. The deal includes subsidiaries of Scana Propulsion including Scana Volda AS and Scana Mar-El AS in Norway and three

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BEST OF THE WEB | 39

sales companies in the US, Singapore and China. Brunvoll Holding AS has also signed an option agreement for the acquisition of Scana Volda AS Real Estate, which owns manufacturing and office facilities of Scana Volda AS. http://bit.ly/2lrrGkF

Galati in Romania to a Damen ASD 2913 design. It has a bollard pull of 80 tonnes and a FiFI 1 fire-fighting system. Germania also has oil recovery equipment, facilities for escort operations and an aft winch, which means it will be capable of some offshore duties. The tug will be fully compliant with Italian Flag requirements. http://bit.ly/2j7Pf0X

UK’s MCA awards emergency towage contract The UK Government’s Maritime & Coastguard Agency (MCA) has awarded a five-year contract to shipowner Marnavi for a Scottish emergency towing vessel. The 70m towing vessel Ievoli Black will provide emergency towage around the Scottish coasts to assist ships that encounter trouble at sea. The 2,283gt tug, with a bollard pull of 139 tonnes, is being mobilised from its previous base in the Adriatic to Scotland. Ievoli Black will relieve the existing MCA tug, Herakles, of its duties by the end of the year. http://bit.ly/2l0MaQ9

Rimorchiatori Riuniti adds new tug to Italian fleet Italian workboat operator Rimorchiatori Riuniti has taken delivery of a new azimuth stern drive tug for the port of Genoa. Germania was built by Damen Shipyards

Chinese port tenders for LNG-fuelled tug Ningbo Port Co is tendering for a shipyard to build an LNG-fuelled tug to a new Robert Allan design. The Chinese port operator is looking for a builder of a RAstar 3800-DF design harbour tug with 80 tonnes of bollard pull. The tug will have LNG stored in 55m3 tanks and will have diesel fuel for operations where gas-power is not suitable. It will be classed as a dualfuel tug with China Classification Society. http://bit.ly/2ksnIUT

Change at the helm of Foss Maritime There has been a change of guard at the top of Foss Maritime with John Parrott taking over the role of president and chief executive. Mr Parrott took the helm after Paul Stevens retired from the positions at

the beginning of this year. Mr Parrott joined Foss in January 2016 as chief operating officer. In July, Foss announced that Mr Stevens was retiring and there would be a change at the top. There was a four-month transition period from August 2016, and from 1 January 2017 Mr Parrott has been president and chief executive. He said the main focus for Foss in 2017 will be enhancing communications and efficiency. http://bit.ly/2jAT4IE

Rolls-Royce invests US$55 million in tug thruster plant Rolls-Royce is investing £44 million (US$55 million) in its thruster production plant in Rauma, Finland to further strengthen its position as a leading supplier. This comes as Rolls-Royce celebrated its 1,000th azimuth thruster delivery to tug designer and builder Damen. According to Rolls-Royce head of marine sales in Europe, Ronald Lindeman, the work to transform the facility in Finland is underway and is due for completion in 2020. The delivery of the 1,000th and 1,001st thrusters to Damen was described by Rolls-Royce as milestone in a relationship that spans more than 30 years. These two US 255 FP azimuth thrusters will be installed on a new Damen ASD 2913 tug in Romania. http://bit.ly/2kPzYQ3

To view more whitepapers visit the Knowledge Bank on www.tugtechnologyandbusiness.com To upload a whitepaper to the Knowledge Bank, please email Steve Edwards at steve.edwards@rivieramm.com www.tugtechnologyandbusiness.com/s/knowledgebank

Editor’s selection:

Editor’s comment:

Using Variable Frequency Drives to Save Energy and Reduce Emissions

Energy efficiency plays an important role in CO2 emission reductions. ABB says it could accounting for up to 53 per cent of total CO2 reductions. Using a VFD can cut the energy consumption for these applications by as much as 60 per cent.

ABB explains how variable frequency drives (VFDs) can reduce fuel and power consumption and lower CO2 emissions on vessels. VFDs can be used on pumps, fans and electric propulsion applications, reducing operating costs for operators.

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Tug Technology & Business | 1st Quarter 2017

40 | COMMENT RESPONSE

JONES ACT IS ESSENTIAL FOR TUG CONSTRUCTION IN THE US AMERICAN NAVAL ARCHITECTS HAVE DESIGNED ADVANCED TUGS AND US SHIPYARDS ARE PROTECTED BY THE JONES ACT TO PREVENT TUG CONSTRUCTION BEING OUTSOURCED TO LOW-COST PRODUCERS, WRITES HAL HOCKEMA.

ABOVE: Hal Hockema: US shipyards need the Jones Act TOP RIGHT: Hockema & Whalen Associates designed 6,800 bhp ASD tug Gretchen Dunlap

S-based naval architects have designed advanced tugs, including azimuth stern drive (ASD) vessels, to compete with designers outside of the country. But many US-based tugboat operators prefer less advanced vessels and to build in local shipyards, explained Hal Hockema of US-based naval architect Hockema & Whalen Associates. In a response to a Tug Technology & Business comment, he said: “American naval architects know all about advanced technologies and we can, and do, design all of these into our tugs and other vessels. For example, we designed the 6,800 bhp ASD tug Gretchen Dunlap. However, we are also a reflection of our clients’ needs, and so those advanced features sometimes do not get designed into new vessels. Some American owners prefer simpler vessels.” Mr Hockema continued: “My small naval architecture firm, with 10 employees, is capable of designing best-in-class vessels, for which we offer our services. The US is a good country to operate a small business in, and we have numerous clients who recognise our abilities and the profit that can result from competent longterm mutual relationships.” But there is competition from European naval architects in the US as this is not covered by protectionist laws in the Jones Act. Mr Hockema explained: “While the Jones Act protects American shipyards and vessel owners, it does not protect American independent naval architects.” He continued: “Recently, my firm was considered for a new tug design by a US Jones Act operator, but the design work was awarded to Dutch company Damen. It is our opinion that the prospective client did not save money

Tug Technology & Business | 1st Quarter 2017

in doing this. The published contract price for construction of the vessels was actually higher than what we felt could have been done to meet all of the client’s operating needs.” Mr Hockema said it is critical that the US remains self-sufficient in meeting its maritime requirements by maintaining a comprehensive shipbuilding and ship operations base. “Americans need some protections of our own, albeit with far fewer protections than most other countries in the world,” he said. He continued: “While military shipbuilding in the US receives substantial assistance from government, commercial shipbuilding receives very little, especially when compared to European and Asian countries. American commercial shipyards would thrive if they received as much assistance from the government, as do say Dutch, Chinese and Norwegian shipyards.” Thus, he thinks the Jones Act is an essential law to maintain US self-sufficiency. “The Jones Act happens to be one of our comparatively few protectionist laws. We need some protections of our own. Because, if we went down the lowest bidder route, all of our construction, crews and possibly even ownership could eventually go to China.” This opinion was in response to an editor comment published on tugtechnologyandbusiness.com in November 2016. The editor comment was also published in the fourth quarter issue of Tug Technology & Business. TTB *Hal Hockema is president and managing principal for engineering at US-based naval architects Hockema & Whalen Associates

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