Tug Technology & Business 2nd Quarter 2017 by rivieramaritimemedia

2nd Quarter 2017 www.tugtechnologyandbusiness.com

Seabulk Towing deploys the first US-built Rotortug

Rimorchiatori Riuniti expands fleet through investment Salvors are not ready for an LNGfuelled ship casualty Panama Canal needs more powerful tugs

â&#x20AC;&#x153;The amount of power available on smaller tugs can be so high that the impact of wrong manoeuvres can be dramaticâ&#x20AC;? Dirk Degroote, tugs product manager, Damen Shipyards Group, see page 32

Image courtesy of Robert Allan Ltd

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2nd Quarter 2017 volume 4 issue 2 Regulars 3C OMMENT 4 TECHNOLOGY ROUND-UP 7 CONTRACTS & COMPLETIONS 22 ORDERBOOK ANALYSIS 43 BEST OF THE WEB

Operator profile 11 Rimorchiatori Riuniti has expanded its tug fleet through investment

Area report: SE Asia 14 Global tug operators are drawn to Asia for the emerging opportunities 16 Cheoy Lee Shipyards is widening its market to become a leading tug builder

Newbuild & design 19 Robert Allan has designed a series of pusher tugs for Louis Dreyfus in Brazil 20 Seabulk Towing is deploying the first Rotortugs to be built in the US

Long distance & project towage 26 KotugSmit completes key Dutch towage projects 27 Pacific Tug uses digital technology for planning and monitoring projects

Propulsion 28 Asian and European tug operators are the first movers in dual-fuel tugs 29 Wärtsilä gains US Tier 3 emissions certificate 30 The Smartug design concept incorporates hybrid propulsion

LNG & tanker terminal operations 32 Damen Shipyards designs the reversed stern drive tug 33 Milford Haven invests in tug training and improving safety

contents 2nd Quarter 2017 volume 4 issue 2 Editor: Martyn Wingrove t: +44 20 8370 1736 e: martyn.wingrove@rivieramm.com Brand 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 Head of Content: Edwin Lampert Executive Editor: Paul Gunton Head of Production: Hamish Dickie Business Development Manager: Steve Edwards

Fire-fighting & pollution control 34 FiFi system suppliers have adapted to meet tug newbuilding orders 35 Vikoma unveils skimmers; DESMI and Meritaito join forces; South Africa boosts marine pollution control resources

Navigation & electronics

Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

36 Suppliers are developing the ‘electronics of tomorrow’ for tugs and workboats

Salvage 39 Salvors see slump in revenues despite hike in activity levels 40 The salvage industry is not ready to tackle an LNG-fuelled ship casualty, says Smit Salvage master Sylvia Tervoort

Inland towage 44 ABS provides an update on the adoption of US SubChapter M regulations

Next issue Main features include: Area report – Middle East; propulsion – thrusters & propellers; salvage; automation and control; training and simulation; fenders; deck machinery

Total average net circulation: 5,000 Period: January-December 2015

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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 | 2nd Quarter 2017

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COMMENT | 3

GAS-FUELLED TUGS MUST NOT COMPROMISE SAFETY

wners are facing a conundrum when it comes to the type of new tugs they need to order. They need more powerful tugs to handle the increasing size of ships entering ports, while maintaining high tug stability standards and improving environmental performance. Operators of tugs face a tough choice for investment in the fleet at a time when revenues are flat and margins tight. But invest they must to keep pace with the type of ship their marine assets need to tackle. There is more pressure on tugs because of the increasing size of ships they must manoeuvre. For example, container ships have gone over the 20,000 teu level raising the requirements for bollard pull on tugs. However, the additional power must not jeopardise performance or safety. These are the contradicting requirements that naval architects also face when designing a tug fit for terminal and harbour operations. Some of these are outlined by Damen Shipyards group product manager for tugs Dirk Degroote in this issue (see page 32). Mr Degroote says new tugs need high bollard pulls, but should not exceed the size and draught requirements of where they operate. They should also be safe in all weather and current conditions, including during storms. They need to be highly manoeuvrable, operationally flexible, and in these environmental concious times, with lower emissions. Owners have invested in hybrid and LNG-fuelled tugs, but they still need a diesel back-up for times when greater power is required. There are at least eight LNG-fuelled tugs on order for delivery this year and in 2018 (see page 28). Østensjø Rederi has taken delivery of the first of three dual-fuel tugs that Astilleros Gondan Shipyard is constructing. Hammerfest is due to begin LNG carrier escort operations in northern Norway this year. Asia is also a hotbed for LNG-fuelled tug construction and

operations. Tug owners there are first-movers in using LNG fuel and battery power for a new generation of vessels to help Asian port authorities cut emissions and reduce fuel costs. China National Offshore Oil Corp operates two gas-fuelled tugs and has another on order. In Singapore, Keppel Singmarine is constructing two LNG-fuelled tugs, one for Maju Maritime and the other for Keppel Smit, ready for delivery next year. Cosco Shipping is already anticipating the need for gas-fuelled tugs. It is working with Wärtsilä on a concept design for an LNG operating fleet that includes a pusher tug and barges. It is not a great leap to go from concept designs to fully built LNG-fuelled or hybrid tugs. Hybrid tugs are also in demand, with KotugSmit a leader. It operates three hybrid Rotortugs in Europe, with RT Adriaan working in Southampton and London, in the UK and Rotterdam, in the Netherlands. RT Evolution is also operating in London and RT Emotion is stationed in Bremerhaven, Germany. This demand is driving naval architects to develop tug concepts with hybrid propulsion. For example, Cintranaval Group worked with Schottel and Industrias Ferri on the Smartug project that has hybrid propulsion at the heart of the design (see page 30). With the demands from ports and maritime communities, it can only be a matter of time before fleets of LNG-fuelled and hybrid tugs are operating worldwide. However, the new designs must not compromise on tug safety, stability and reliability in all weather conditions, good and bad. And this is the conundrum owners and designers face: how to build low emission tugs that have the bollard pull to tackle the largest ships in the harshest conditions. TTB Developments in LNG-fuelled and hybrid tugs will be outlined at our Asian Tug Technology & Salvage Conference, in Singapore on 18-19 September 2017

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Tug Technology & Business | 2nd Quarter 2017

4 | TECHNOLOGY ROUND-UP

Developments in greener tug propulsion and power

resser-Rand is developing a series of high-speed Guascor natural gas engines and generator sets for propulsion, generation and auxiliary power for the workboat sector which will be used for LNG-fuelled tugs, research vessels, workboats and other commercial shipping. The engines will be offered to vessels operating in the European emission control area first, and then in North America as they will comply with Tier III emission controls. The gas-fuelled engines will be based on Guascor diesel engines, but will emit no soot particles or sulphur oxides. They produce 80 per cent less nitrogen oxides and 10 per cent fewer greenhouse gases. The new Guascor gas engine marine series will feature 6-cylinder and 8-cylinder inline configurations and 12 and 16 cylinders in a V formation. The series is available at 1,500 and 1,800 rpm with a 275 to 935 kWb (320 to 1,110 kVA) power range. To comply with safety regulations, the engines will incorporate a knocking detection system and blow-by gas recirculation. These features are regulated by the Guascor engine control system, or GCS-e and will be marine classified by Bureau Veritas. Eaton has introduced a range of hybrid contactors that support loads of 300A

A round-up of the latest engine, power storage and electronics developments providing alternatives for tug newbuilding and retrofit projects to 600A at up to 1,000 VDC in maritime applications. Its new DIL DC contactors require no maintenance and provide an operating lifespan of more than 150,000 electrical operations, which along with the compact structure, means they are applicable for hybrid propulsion and electric drives on vessels. The contactors can handle 1,000 VDC per pole and current flow in both directions â&#x20AC;&#x201C; bi-directional and polarityinsensitive. They can be controlled conventionally or with a programmable logic controller. The contactors feature a wide-range coil that covers AC operating voltages from 110V to 250V as well as DC operating voltages from 110V to 350V. Becker Marine Systems is testing a new compact battery rack this year for maritime applications. Cobra uses lithium-

The new Guascor gas engine will feature 6-cylinder and 8-cylinder inline configurations

Tug Technology & Business | 2nd Quarter 2017

ion cell technology to deliver electrical power to vessels. Becker said any scale of power storage would be available in modular units of batteries in standardised cabinets of up to 1,000 VDC. They can be used as a single product or in combination with hybrid drives and can be integrated with controlled cooling equipment. Twin Disc has introduced contactless sensors to its range of commercial-grade propulsion controls for workboats. The EC300 Power Commander now comes with magnetic, contactless Hall effect sensors for monitoring lever position. Twin Disc said this outlasts other electromechanical and potentiometer-type sensors for longer shifting service life. Tests with the EC300 demonstrated that there was no single loss of lever position signal in four million cycles. Twin Disc said EC300 single and twin lever control heads have superior transmission and throttle handling because of the contactless sensors. An EC300 can be linked to a Twin Disc Quickshift transmission for more sensitive responses from lever adjustments. The first 25 degrees of lever travel provide slow-speed trolling, while the following 30 degrees control engine revolutions, which is critical for tugs pushing barges or ships. The EC300 unit provides active system monitoring, diagnostics and fault indication with event logging. The system will accept up to eight stations, each with independent port and starboard communication cables. Lars Thrane has introduced the LT-3100 communications terminal, which provides workboats and tugs with voice and data services over Iridiumâ&#x20AC;&#x2122;s satellite network. The terminal consists of a control unit, handset and antenna, and enables messaging and 2.4 kbps to 10 kbps compressed data. It has a noisecancelling microphone and equaliser for improved audio quality and up to 500m of single coaxial cable to link the antenna and terminal. There is a GPS receiver, vessel tracking function, Bluetooth interface, display that supports day and night modes and connectivity to smartphones for webbased applications. TTB

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Investment in new tugs flows in North America

CONTRACTS & COMPLETIONS | 7

Vane Brothers operates a fleet of coastal tugs on the US east coast

American operators continued to add new tugs to their fleets during the first four months of this year as demand grows for towage in the US and Mexico

ugs have been delivered for harbour and terminal operations and for providing inland towage services in the US and Mexico. Investment is expected to continue in fleet renewals this year as tug operators react to rising client requirements. Kirby Corporation intends to spend around US$165 million to US$185 million this year on new tugs and barges as it improves its coastal and inland towage fleets. Around US$115 million to US$135 million is allocated for five new inland tank barges, as well as capital upgrades and improvements to existing inland and coastal marine equipment and facilities. In addition, approximately US$50 million is expected to be spent as progress payments on new coastal equipment. This includes construction of a 155,000 barrel storage articulated tank bank and tug, and construction of two 4,900hp tugboats and six 5,000hp ATB tugs for coastal towage. Rival operator, Vane Brothers, has taken delivery of another high-performance tugboat from St Johns Ship Building in Florida, USA. Philadelphia, a 4,200hp tug, entered service around the port of the city of Philadelphia following successful sea trials in April. The tug was designed for inland waterway and near-coast operations in the USA. It is the fifth in a series of eight Elizabeth Anne-class tugboats. The fourth in the series, Delaware, was delivered at the end of last year and is working out of the port of Philadelphia. 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. Florida Marine Transporters took delivery of a 33m towboat with a retractable pilothouse from Alabama-based Horizon Shipbuilding Inc. Victoria Pasentine has an ABS load line certificated to operate in Lake Michigan and waters between Chicago and Burns Harbor,

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Indiana. The 387gt towboat has a fully retracted wheelhouse to sail under bridges on inland waterways, which have overhead clearance and draught restrictions. It has two Caterpillar 3512 engines, rated at 2,011hp at 1,600 rpm each. These are connected by Twin Disc gears. Power for the tug’s internal operations comes from twin 460V John Deere 6090 generator sets, which produce 175kW of electrical power each. Victoria Pasentine has accommodation for a crew of eight and sound dampening systems. Gulf Coast Air & Hydraulics supplied the lift system and associated components for the pilothouse. EMI supplied the steering and machinery alarm systems and Kern Martin Services delivered the interior package. Lorris G Towing took delivery of a new inland towboat from Bollinger Shipyards. Cole Guidry, a 24m, 2,000hp towboat, will be operating along the Mississippi River. It is powered by three Caterpillar C18 Tier 3 engines, rated at 670hp each and has Twin Disc reduction gears and 65kW Kohler generators. In Mexico, Boluda Towage and Salvage has started towing services in the port of Manzanillo, in Mexico with tugboats CMM Jarocho and CMM Maguey. These 5,364hp, 32m tugs each have bollard pull of up to 70 tonnes and maximum speed of 13 knots. Caraibes Remorquage has ordered a versatile tug from Piriou’s shipyard in Vietnam for towage and harbour-assistance work in the Caribbean. This 30m tug will be built to an OST 30 design for delivery in March 2018. Caraibes Remorquage plans to operate the tug in Pointe-à-Pitre harbour in Guadeloupe for harbour towage and providing assistance to vessels approaching access channels. It will have a draught of 5m and breadth of 10.4m. The new tug will have a bollard pull of 55 tonnes from a twin 1,678kW propulsion package, which includes two azimuth stern drive propellers driven by two high-speed diesel engines. TTB

TUG OPERATORS AND DELIVERIES Vane Brothers - Philadelphia Florida Marine Transporters - Victoria Pasentine Lorris G Towing - Cole Guidry Boluda Towage - CMM Jarocho and CMM Maguey

Tug Technology & Business | 2nd Quarter 2017

8 | CONTRACTS & COMPLETIONS

Med Marine operates harbour tugs in some of the busiest ports in Turkey

Med Marine begins building

six RAmparts tugs

ed Marine has started construction of a new design of harbour tug exclusively designed by Robert Allan Ltd. Initially, six tugs will be built at the Ereǧli Shipyard in Turkey, with steel cut for the first of these vessels in April. These tugs will be RAmparts 2300-MM design vessels, which is a variant on Robert Allan’s RAmparts series of versatile and multipurpose compact azimuth stern drive (ASD) tugs. They will be classed by RINA and have various maximum bollard pull ratings, ranging from 35 tonnes to 50 and 60 tonnes. The Med Marine 23m tugs will be designed for harbour and terminal operations and coastal towing. According to Med Marine group chief financial officer Yıldız Bozkurt, the first vessel is expected to enter service in the fourth quarter of this year. They will have a 10.9m moulded beam and a draught of 3.15m. The ASD tugs will be equipped with two CAT 3512C main engines with a power rating of 1,380kW at 1,600 rpm, said Mr Bozkurt.

Turkish shipbuilders have turned to Robert Allan for tug designs for harbour and terminal operations and escort duties. The latest agreement involves Med Marine

They will be fitted with a pair of Schottel SRP 340 fixed pitch propellers and deck machinery from Central Industry Group subsidiary Ship’s Equipment Centre Groningen. This includes SEC winches, aft capstan with a pulling force of 50kN and anchor capstan. Mr Bozkurt said the front towing winches will be custom made for Med Marine with a pulling force of 300kN and holding force of 1300kN. The RAmparts 2300-MM tugs will be compliant with the Maritime Labour Convention (MLC) with "high-quality and great-comfort accommodation, a captain’s cabin, an officer cabin and two double crew cabins" Mr Bozkurt explained. They will be classed with general notations as follows: RINA C, AUT-UMS, Firefighting Ship E with water spray,

Tug Technology & Business | 2nd Quarter 2017

unrestricted navigation and Greenstar 3 and MLC Design. Med Marine provides a broad range of towage, pilotage and mooring services in the busiest ports of Turkey, in Izmit and Iskenderun Bay, said Mr Bozkurt. It executes salvage, wreck removal and oil pollution prevention operations and also builds tugboats, mooring vessels and pilot boats. Robert Allan has made other co-operating agreements with Turkish shipyards. At the end of last year it signed a deal with Uzmar Shipyard to jointly develop tugs based on the RAstar 3000-W design. These 30m tugs will have propulsion packages of up to 90 tonnes of bollard pull while still remaining below 500gt in weight. Uzmar said these

escort tugs will be capable of safely performing steering and braking manoeuvres, as well as carry 140m³ of fuel and 30m³ of fresh water. These will be 13m-wide tugs with a maximum draught of 5.5m and accommodation for 10 crew. The design can be scaled to different lengths, said Uzmar proposals and project manager Hasan Ata. He added: “We will start constructionin early 2017. The vessels should be available for purchase in 2018.” Sanmar works with Robert Allan on designing ASD escort and harbour tugs. In March this year, it gained an order for a new 80 bollard pull tug from Svitzer. RAstar 2800 escort tug, Svitzer Adira, was deployed in Southampton, UK to strengthen Svitzer’s fleet to meet current and future requirements of container and tanker shipping. Svitzer Adira was configured for demanding escort operations and maximum efficiency in handling large vessels in confined spaces. It is powered by two Caterpillar main engines producing 2,525kW and is FiFi I compliant. TTB

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OPERATOR PROFILE | 11

Rimorchiatori expands tug fleet through investment Genoa-based Rimorchiatori Riuniti group is consolidating its already strong position within the Mediterranean harbour towage segment, writes Clive Woodbridge

The ASD 2913 Germania alongside Damen Galati shipyard prior to delivery to RR

imorchiatori Riuniti (RR) has been investing steadily in the rejuvenation and upgrading of its harbour towage fleet over the past 18 months. It also extended the geographic scope of its towage operations, through the renamed Rimorchiatori Augusta business in Sicily. RR managing director Alberto Dellepiane explained why the tug operating group has been on this investment path. “The investment we have been making is not so much aimed at expanding the size of our tug fleets, as replacing some of our older tugs with new, more powerful ones that better meet the needs of the market,”

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he told Tug Technology & Business. He added: “We have approximately the same number of tugs in each port, as the volume of work is not changing that much.” “Our tugs are now a better match for what our customers require in terms of power and manoeuvrability.” The RR group has most recently turned to Damen for a series of five newbuildings, including three azimuth stern drive (ASD) 2913 tugs, two of which will be deployed at the port of Genoa, plus an ASD 2411 tug for Genoa and an ASD 2810 tug for Augusta. Earlier this year, RR took delivery of Germania, one of the Damen ASD 2913

tugs, which was built at Damen Shipyards Galati in Romania. The powerful 80-tonne bollard pull, double-hull tug comes with extras including FiFi fire-fighting capability, oil recovery and escort notations, and an aft winch, allowing the tug to flexibly provide offshore as well as harbour towage services. A second sister ship, also built at Damen Galati, is due to be handed over in May this year for operation in the port of Genoa. A third ASD 2913 is also on order with Damen, and is due for delivery later in 2017, but its precise deployment is still to be confirmed. Rimorchiatori Augusta took delivery of the 60-tonne bollard pull Capo Boeo

Tug Technology & Business | 2nd Quarter 2017

12 | OPERATOR PROFILE

in December 2016, after it had sailed on its own keel from the Damen Song Cam Shipyard in Vietnam. The vessel is the first new tug for Rimorchiatori Augusta since its acquisition by RR, and is designed to meet the needs of vessels calling at the petrochemical facilities in the port of Augusta in particular. Capo Boeo has also been outfitted with FiFi fire-fighting equipment and upgraded towing hooks. In addition to the Damen newbuildings, the RR group’s fleet of tugs has been augmented in the past year by two 70-tonnes bollard pull Voith Schneider tugs. Gatto, delivered by Italy’s Rosetti shipyard, is in service in the port of Ravenna, while Arie A was built by Sanmar of Turkey for Tripmare. Mr Dellepiane said there were no plans for further investment in new tugs at the moment, but added: “Our policy is to have a very efficient and modern fleet of vessels at our disposal. So perhaps in 2018 we will go out to the market again with plans to further modernise our fleet.”

DIVERSE FLEET OF 100 TUGS As a result of its acquisition of the Augusta tug business, RR is now the largest Italian tug operator in the Mediterranean. It is one of the longest established providers of towage services in southern Europe, with its origins dating back 95 years to the company’s foundation in Genoa in 1922. Today the company operates a diverse fleet of around 100 tugs, ranging from small 20-tonne bollard pull harbour tugs up to 180-tonne bollard pull anchor handlers. Through a number of wholly owned subsidiaries, RR has a strong and established presence in the ports of Genoa and Salerno, which are the core of the business around which the group’s towing activities are largely based. In addition it now operates in the ports of Augusta, Catania, Syracuse and Pozzalo in Sicily, and in Malta. The incorporation of a Sicilian operation represents a relatively recent expansion for the group, following the acquisition of Augustea Imprese Marittime and Salvataggi in 2016, while Tug Malta was purchased from the Maltese government through privatisation in 2007. RR further operates, through a 50 per cent shareholding in Gesmar, a joint venture with the Vitielli family and one of the leading tug operators in the Adriatic, in the ports of Ravenna, Ancona, Pescara,

Tug Technology & Business | 2nd Quarter 2017

Termoli Vasto and Ortona. It is also a leading provider of harbour towage services in the Adriatic port of Trieste, through Tripmare, a further joint venture between Gesmar and the Cattaruzza family-owned Ocean Team towage business. Mr Dellepiane said more needs to be achieved in Italian towage. “There is still much to do, but we are satisfied with what we have achieved in Sicily so far, and we will continue to focus on improving quality, both in terms of tugs and human resources, to bring Rimorchiatori Augusta into line with our overall approach to the towage market.”

20T HABOUR TUGS – 180T ANCHOR HANDLERS The expansion of the business in recent years has had significant benefits, generating economies of scale, but also greater operational flexibility. “Now we have operations in such a wide range of ports, we are able to allocate older, less powerful tugs to smaller ports, while the newer, more powerful tugs can be deployed at the larger ports like Genoa, Ravenna, Trieste and Augusta,” Mr Dellepiane explained. “As our towage business stretches from the Adriatic to Malta we can move assets around, to better match tugs and ports.” There are no immediate plans for RR

to grow further by acquisition. “For the time being we are consolidating what we have, but we will of course keep our eyes open for any suitable opportunities,” said Mr Dellepiane. The current market in which RR is operating is quite challenging. As Mr Dellepiane pointed out, “We are seeing bigger ships, but this means less moves for tugs to make, as fewer vessels are calling at the ports we serve. “We have to have more powerful tugs, as we are subject to weather conditions with these bigger ships and we need more power in high winds. So, we need to keep investing in new tugs, but the overall volume of work is more or less the same. It is a difficult balance to achieve, and to survive we have to focus on cost control.” Mr Dellepiane does not anticipate much improvement in the market in 2017 or 2018. “There may be some variations between ports, for example in Genoa they are building new quays and that may lead to an increase in container traffic,” he said. “But it will take time and it is not inevitable as there are so many other global factors at play.” As well as harbour towage, RR has a fleet of four anchor handler vessels, operating in north Europe and offshore Brazil. In the North Sea, AH Verrazze has been involved in a number of rig moves in, while AH Valletta has assisted ship-to-ship operations off the coast of Brazil. TTB

RR‘s latest tug, the Damen ASD 2411 Columbia, leaving Damen Shipyard Sharjah on its delivery voyage to the Mediterranean this April

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14 | AREA REPORT SE Asia

Global players drawn to the Asian potential Positive market trends within the Southeast Asian tug sector are persuading international operators to raise their regional profiles to take advantage of emerging opportunities, writes Clive Woodbridge

“WE PLAN TO EXPAND THE SCALE AND SCOPE OF OUR OPERATIONS IN SOUTHEAST ASIA”

Tug Technology & Business | 2nd Quarter 2017

outheast Asia is assuming a more prominent position within the global tugboat market. Investment is going into port and terminal infrastructure, while many existing container terminals are looking for more efficient ways to cope with the ongoing consolidation in the liner shipping market and the increasing size of container ships. Furthermore, new energy import projects are coming on stream to meet an increase in regional energy consumption, linked to rising population and GDP levels in Southeast Asia. Kotug is expanding its operations in the region. Its area manager Almar van Herk expects more demand to come for more powerful tugs. He commented: “Collectively, these developments are contributing to a growing need for experienced towage companies with international standards supported by higher bollard pull vessels. We foresee a number of positive developments in the Southeast Asian region, as a result of planned investment decisions and the need to upgrade existing towage services.” At the end of 2015, Kotug started servicing the Port of Tanjung Pelepas (PTP)

in Malaysia with two 65 tonnes bollard pull Rotortugs. Mr van Herk said using Rotortugs meant using fewer tugs per ship. He added, “Moreover the Rotortugs are able to provide the assistance required by vessels during strong currents, while turning arriving ships at the entrance of the port. Over the past year we have received positive feedback from Malaysian marine pilots.” Kotug is in the process of further expanding its operations into the Timor Sea. During 2016, its joint venture company with Teekay Shipping, KT Maritime, was contracted by Conoco Phillips to provide a newly designed 46m, dynamic positioning DP2 class, 100 tonnes bollard pull Rotortug to support its offshore activities in the Bayu Udang area. “For us, this is another major recognition of the capabilities of the Rotortug,” said Mr van Herk. “This will be the first of its type that will be able to provide controlled tanker berthing operations in severe weather conditions, thereby enlarging the operational window for berthing, while also acting as a fully equipped offshore support vessel.”

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100,000 TUG MOVES BY PSA MARINE IN SINGAPORE Construction of the Robert Allandesigned ART 100-46 type infield support vessel is well underway at Damen Shipyards Sharjah, in the United Arab Emirates. The Rotortug features three separate azimuthing propulsion units, two forward and one aft, and a single tunnel thruster in the stern of the vessel. These features will allow ConocoPhillips to require only one tug, instead of two, to meet its operational requirements. Furthermore, Kotug has options for an additional two 32m, 80 tonnes bollard pull Rotortug, under construction at the same yard, for further expansion. During 2016, Kotug further invested in corporate management systems within the region, meeting both Oil Companies International Marine Forum (OCIMF) and Offshore Vessel Self Management Assessment (OVSMA) requirements. “This contributed greatly to our tug Champion being awarded best-performing vessel by Brunei Shell Petroleum for operations at the Brunei LNG terminal,” said Mr van Herk. “Additionally, we managed to achieve a 300 per cent target to increase local business development under this contract, with the support of the Brunei Maritime Academy.” Kotug’s presence in the region will be strengthened further through a contract secured in early 2017. As a result it will increase its footprint in Malaysia with the addition of a five-tugboat contract for the Port of Johor. This is unlikely to be the last new project in the region that will be announced in the foreseeable future. Mr van Herk explained, “We plan to expand the scale and scope of our operations in Southeast Asia. At the moment we are discussing a range of projects, from small scale operational support, by means of training or consultancy, to long-term greenfield port and terminal projects.” The Royal Boskalis Westminster group is another global player with a strong presence in Southeast Asia, through its long established Keppel Smit joint venture. The company currently operates a fleet of over 70 azimuthing stern drive tugs, including 24 in Singapore alone, and others through joint ventures in Malaysia, Indonesia, Taiwan and China. Recently it has been confirmed that Keppel Smit, and its sister company Maju Maritime, will operate their first dualfuel diesel-LNG harbour tugs. These are currently under construction at Keppel Singmarine, and are due for delivery in 2018. The dual-fuel tugs are designed to increase Keppel Smit’s ability to support

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the port and offshore customers with environmentally sustainable solutions. Last year Keppel established a 50‑50 joint venture, with Shell, to supply LNG bunkering services to vessels in the Port of Singapore. FuelLNG’s first contracts will be to provide bunkering services to these two dual‑fuel diesel LNG tugs. Also with a strong presence in Singapore is leading harbour towage operator, PSA Marine. It owns and operates a fleet of more than 70 tugs in China, Hong Kong, India, Oman and Southeast Asia. More than 100,000 tug moves are performed by PSA Marine in Singapore annually for a wide range of vessels including tankers, mega container ships, oil production ships and drilling rigs. In 2016, PSA restarted its fleet renewal programme to maintain a modern fleet. The company also points out that its relatively new joint venture, PSA Marine Qalhat, in Oman, recently marked two years without any lost time incidents in the LNG port of Sur. The Svitzer group is positioning itself for regional growth. Its regional managing director Alan Bradley is expecting more demand for tug operations in Southeast Asia. He said: “Based on the potential market size and growing demand for safe and efficient harbour and terminals towage services, it was decided we would put more focus into developing our presence in this region.” Svitzer has recently renewed two existing joint venture contracts in China,

with Dapeng LNG and CSPC petrochemical plant in Huizhou. It has secured preferred tenderer status for a major regional project, with details to be released on contract signing, Mr Bradley said. He added, “We have worked hard at raising our profile in the region with a degree of success, as evidenced by the increasing invitations to tender we are receiving.” Svitzer is working to increase its fleet in the region, but does not expect to be a major player in Southeast Asia, Mr Bradley said. “Rather than overall market share, we are focused on participating in projects where our skills are required and valued and where there is high demand for optimal service capability,” he explained. Svitzer is part of Maersk Transport and Logistics (T&L), alongside APM Terminals, which has operations in Singapore, Malaysia, Vietnam, Hong Kong and Thailand, among others. Mr Bradley pointed out that, “Being part of Maersk T&L offers both a strong network in the industry and new opportunities for co-operation and additional business for Svitzer. We will be exploring opportunities for entering APMT facilities, or ports that Maersk Line is serving, and where we are not operating today over the next few months.” TTB

Keppel Smit Towage is consolidating its position as a leading regional tug operator

Tug Technology & Business | 2nd Quarter 2017

16 | AREA REPORT SE Asia

The Cheoy Lee owned and managed Hin Lee shipyard in Doumen, China

Cheoy Lee becomes a global tug supplier

hese are busy times for Cheoy Lee Shipyards. The company’s wholly owned and managed Hin Lee (Zhuhai) Shipyard facility at Doumen, on the Pearl River Delta, China is seeing a steady increase in output. Following on from the successful completion of a series of tugs in 2016, a further five tugs have been delivered in the first quarter of 2017. The most notable recent deliveries from the yard are Blackbeard and Raptor, two 32m ART 80-32 LR-class Rotortugs, delivered to Elizabeth Ltd and Seabulk Towing, for the recently formed Kotug Seabulk Maritime joint venture. These were deployed at the Blackeye Hub, in the Bahamas, earlier this year. Each of these tugs has an 80-tonne bollard pull rating. “The Rotortugs are the most significant tugs we build in terms of overall sophistication, as they are equipped with three azimuth stern drives (ASD) and the advanced Alphatron Bridge, among other features,” said Cheoy Lee Shipyards sales manager Jonathan Cannon. “These are not the first Rotortugs we have built, as we delivered four tugs of this type to Kotug in 2014.” The yard has also delivered two 32m RAmparts 3200CL tugs, Calypso and Junkanoo, to the same owners this year. These more conventional ASD harbour tugs have a 70-tonne bollard pull capability. Designed exclusively for Cheoy Lee by Robert Allan Limited, the RAmparts 3200CL has been the most popular tug type for the yard in recent years, with

Tug Technology & Business | 2nd Quarter 2017

Hong Kong-headquartered Cheoy Lee Shipyards is consolidating its position as one of the leading tug builders in Southeast Asia, writes Clive Woodbridge

more than 20 of this design delivered to tug operators to date. During 2016 and 2017. Cheoy Lee also completed two 70-tonne bollard pull RAmparts 3200CL tugs for Svitzer, three for Cape Preston in Australia, one for PT Limin in Indonesia and two for the Boluda group, for operation in Manzanillo, Mexico. The yard has also recently handed over a pair of 60-tonne RAmparts 3200CL tugs for Polestar Maritime. The ongoing, close collaboration between Cheoy Lee and Robert Allan is further reflected in continued demand for RAstar-type tugs. Deliveries in the last year have included two RAstar 3200 tugs, rated at 80 tonnes of bollard pull for Svitzer and a 78-tonne bollard pull version of the same design for the Mauritius Port Authority. Reviewing the Cheoy Lee orderbook, the increased geographic scope of its deliveries is clearly evident. From 2012

to 2016, the majority of its tug output was destined for local end-users in South East Asia and in Australasia. While these markets are still important, new areas, including operations in Central America, the Caribbean and Africa are opening up. Pointing out that the shipyard is currently building tugs for clients in India, Kenya, Mexico and Australia, Mr Cannon said: “Despite the challenging market conditions there are still opportunities for tug builders, and we are giving greater consideration to new regions to market our vessels. “We are also seeing regional variations in tug requirements. Generally there is a leaning towards more compact tugs, but retaining a capability to match larger vessels in harbour and terminal towage situations.” Cheoy Lee’s 28-acre Hin Lee site is divided into specific areas for fibreglass, aluminium and steel construction. This ability to work in different materials has been an asset in less favourable market conditions. Since opening the Hin Lee shipyard in China 17 years ago, the business, now being run by the fourth and fifth generation of the Lo family, has been through three major expansion phases. Mr Cannon added: “No further expansions are planned for the immediate future, although we continue to invest heavily in machinery and yard equipment.” The yard is also currently building a wide range of other vessel types, including passenger vessels, harbour workboats and windfarm support vessels. TTB

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NEWBUILD & DESIGN | 19

Robert Allan designs Louis Dreyfus pusher tugs Naval architects used CFD and logistics modelling of transportation systems for a series of new pusher tugs for Louis Dreyfus’ dry bulk operations in Brazil

The wheelhouse provides maximum all-round visibility of the foredeck working area

hen Robert Allan Ltd was asked to design a series of new pusher tugs and barges for Louis Dreyfus Co, the naval architects used computational fluid dynamics (CFD) software to optimise the end-product. The tugs and barges were then ordered from Brazilian shipyards for transporting bulk grain products on the Amazon River system in Brazil. Delivery of the pusher tugs is expected to begin this year and continue into 2018. The order includes three RApide 4000-Z3-class mainline pusher tugs, which are under construction at Inace Shipyard in Fortaleza, Brazil. Plus Louis Dreyfus ordered one RApide 2600-Z3-class pusher tug and three RApide 2000-Z2-class portassist pusher tugs. In addition, Estaleiro Rio Maguari shipyard in Belem, Brazil, is building 64 jumbo hopper barges. The vessels are designed to meet ABS and Brazilian flag state with the highest standards for crew comfort and safety. They will have shallow draughts to maximise access along the river system and Schottel Z-drives for propulsion. In each tug the wheelhouse provides maximum all-round visibility with a split forward control station providing unobstructed vision to the foredeck working area and the convoy of barges ahead. Louis Dreyfus also decided to use common equipment throughout the fleet to limit the number of spares required and ease maintenance. During the early phases of design, Robert Allan conducted extensive CFD simulations to optimise the hull forms and to minimise the total convoy resistance. It used software to simulate the propulsion effects on water flow. The Z-drives were fitted

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in customised tunnels that were designed to optimise flow and propulsion efficiency while reducing the tug’s draught. Robert Allan also conducted logistics modelling of the transportation system to optimise the selection of vessels for the desired route. It analysed the operational draughts and cargo throughput at various river levels. The purpose of these studies was to reduce the overall cost of transportation. The vessels were also designed with increased safety, manoeuvrability and comfort standards for river operations. The RApide 4000-Z3-class mainline pusher tugs will be used to drive convoys of 16 barges at what Louis Dreyfus expects will be a significantly reduced overall cost and environmental impact. Robert Allan said this class represents the first of several new generations of high-power, Z-drive pusher tugs. The main propulsion equipment will comprise three Wärtsilä 8L20 engines capable of operation on heavy fuel oil. They will drive Schottel SRP 1215 Z-drive units. These 39.6m pusher tugs will also have two Caterpillar C18 diesel generator sets and an additional emergency and harbour genset located in a separate space. They will have a normal operating draught of 3m, minimum operating draught of 2.5m and moulded beam of 18m. Louis Dreyfus plans to use the RApide 2600-Z3 pusher tug to propel smaller convoys and to provide assistance to larger convoys in shallow water. It will have a minimum operating draught of 2.1m, 25.6m length and 10.5m beam. Three Caterpillar C18 diesel engines will drive a Schottel SRP 330 Z-drive unit, and there will be two Caterpillar C4.4 diesel gensets. Louis Dreyfus also ordered three RApide 2000-Z2 vessels to provide assistance at the loading and unloading ports and escort convoys through restricted regions. A Caterpillar C18 diesel engine on the main deck will drive two Schottel SRP 330 Z-drive units, while electrical power will be supplied by two Caterpillar C4.4 diesel gensets. TTB

ROBERT ALLAN DESIGNED THREE SERIES OF PUSHER TUGS FOR LOUIS DREYFUS Particulars Length o/a Beam, moulded Depth, moulded Min operating draught Normal draught

RApide 4000-Z3

RApide 2600-Z3

RApide 2000-Z2

39.6m

25.6m

19.5m

18m

10.5m

3.2m

2.5m

2.1m

2.2m

2.3m

2.5m

Tug Technology & Business | 2nd Quarter 2017

20 | NEWBUILD & DESIGN

Seabulk deploys first US-built Rotortug Trident is the first Rotortug to be built in North America, demonstrating that US owners are willing to invest in advanced towing vessels

eabulk Towing has deployed the first of three advanced Rotortugs, designed by Robert Allan and built by Master Boat Builders in Alabama, USA. They feature the unique triple Z-drive configuration, originally conceived and developed by the Netherlands-based Rotortug. These three tugs will have an average bollard pull of 78 tonnes and free running speed of 12.5 knots, as achieved by Trident during sea trials. Seabulk Towing is a subsidiary of Seacor Holdings. Its executive chairman Charles Fabrikant exclusively told Tug Technology & Business that the Rotortug thruster configuration enhances the tugs’ manoeuvrability and control. He added that they raise the bar for ship-handling operations in US waters. Mr Fabrikant said investment in these tugs demonstrated that US

tugboat operators were using the latest tug designs from companies such as Robert Allan and advanced propulsion systems. His comments were in reaction to comments in the first quarter issue of Tug Technology & Business by Svitzer Americas regional managing director Martin Helweg, who suggested that US regulations were holding back investment in the latest tug designs. Mr Fabrikant commented that US owners were investing in tug technology when it was necessary and cost-effective, such as Seacor’s investment in the Rotortug series. Trident will be followed by sister vessel Triton and one other this year. These are ART 80-98US-design tugs for harbour and terminal operations. Robert Allan said the design offers “exceptional omnidirectional manoeuvrability and control, with a redundant propulsion machinery configuration”. The designer added: “The

ART series offers enhanced performance for ship-handling, terminal support and escort towing.” Seabulk’s Trident is 30m long and around 13m wide with a maximum draught of about 5.5m. The main propulsion incorporates three Caterpillar 3512C diesel engines, each rated 1,911 bhp at 1,600 rpm. These each drive a Schottel SRP 1012 fixed pitch Z-drive unit, two drives at forward points and one drive aft to form a triangle configuration. The electrical power comes from Twin 150kW Caterpillar gensets. The deck machinery consists of a Jonrie Series 230 ship-assist hawser winch forward, and a Jonrie Series 500 combination towing/hawser winch on the aft deck. The tug is equipped to perform escort operations over both the bow and stern, and is also equipped for long-line towing over the stern with Samson rope. Alphatron Marine supplied an AlphaBridge system including radar, propulsion controls and other electronics in the wheelhouse (see page 37). TTB

TRIDENT PARTICULARS

Trident‘s Z-drive configuration gives it good manoeuvrability and control in ports

Tug Technology & Business | 2nd Quarter 2017

Owner: Seabulk Towing Design: ART 80-98US Length o/a: 30m Breadth, moulded: 13m Depth, moulded: 4.5m Maximum draught: 5.5m Bollard pull: 78 tonnes Main engine: 3x Caterpillar 3512C, 1,911 bhp at 1,600 rpm Propulsion: 3x Schottel SRP 1012 fixed pitch Z-drives Classification: ABS Construction yard: Master Boat Builders

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Two Panama Canal tugs assisted a Bergesen tanker having just cleared the locks

ORDERBOOK ANALYSIS | 23

Panama Canal needs fleet of more powerful tugs T

ug newbuilding ordering has slowed this year as many owners remain cautious about investment after the frenzy in contracts in 2016. For those that have ordered new tugs, the emphasis has been on increasing power within their fleets. Several ports and key transit infrastructure, such as the Panama Canal, do not have the towing power for the world’s biggest ships, which bodes well for future orders. A plethora of container ships are due to be delivered this year in excess of 18,000 teu. Recently, the world’s largest box ships at some 20,600 teu were commissioned. The cascading of container ships on different routes is also producing problems as relatively smaller teu vessels are not able to enter unfamiliar ports due to deeper draft and lack of tug power. The initial success of the newly introduced lock systems in the Panama Canal has faced setbacks after a promising start. More vessels were transiting with wider beams and higher capacity, while newbuildings aimed at Panama Canal transits and dubbed Neo Panamax units have faced a major problem through lack of appropriate towage power and attendant safety problems. Not everything is the fault of the Panama Canal Authority since Neo Panamax designs have limited manoeuvrability. This, combined with increased size, places the most powerful tugs in a risky and complicated process. The problems are most prevalent in the third set of locks designed for bigger ships. Larger

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THERE HAS BEEN A CAUTIOUS START TO NEW TUG ORDERING, BUT THERE IS POTENTIAL FOR MORE CONTRACTS TO COME FOR OPERATIONS IN PANAMA, WRITES BARRY LUTHWAITE

container ships rerouted from Asia for a shorter passage are denied maximum teu due to necessary restrictions up to 9,500 teu. Thus, more tugs and crew training are urgently required. The new third set of locks are operating at only half capacity which is unsatisfactory after a US$9.4 billion investment. Only six Neo Panamax transits a day are being accomplished instead of 12. Entry into the locks requires tight manoeuvrability amid variation in strong currents. The Panama Canal fleet is huge with 46 owned vessels but only 33 are operational. Some of these are approaching the end of their useful lives. In 2016, the Panama Canal Authority received the last of a 14-vessel newbuilding programme of 70-tonne tractor tugs built in Spain, but many more are needed. Eight tugs were purchased from China but are not fully used due to being

described as poor performers. In a recent move some tugs have been hired from the Venezuelan state energy company. This marks the first time the Panama Canal Authority has engaged an overseas company to run operations rather than its own employees. Experts estimate that 70 to 90 more tugs, with higher power ratings, are required to serve the third set of locks. The lack of training for canal operators, which is normally a two-and-a-half year process, and poor knowledge of the English language are problems associated with hired overseas tugs. The estimate of 70 to 90 extra tugs does seem a high complement, and in practice I think fewer would be needed. However, should even half of this number reach fruition, then some shipbuilders will gain substantial business. A start has been made with Panamabased Meyer’s Group towage company ordering two powerful tugs of at least 80-tonne bollard pull capacity. They will be the biggest in the Panama Canal fleet. Due to the urgency of the situation on the canal, Meyer’s Group approached Damen Shipyards and signed for two azimuthing stern drive ASD 2913 design tugs. The contract fully exploits Damen’s successful policy of hulls ex-stock, yielding early deliveries in May and August 2017. Both contracting parties are more than confident the duo will meet the rigorous demands of the canal and marks the first time Damen expertise has been employed. With the onus on more power, the

Tug Technology & Business | 2nd Quarter 2017

24 | ORDERBOOK ANALYSIS

prospects look good for traditional tug builders. Like Damen Shipyards, although on a smaller scale, two Turkish yards cashed in on speculative construction for own operation or resale overseas. Sanmar goes from strength to strength, especially with its Robert Allen-licensed designs. In March, the builder reached a milestone with delivery of Svitzer Chirripo and Svitzer Hermod tugs. They represent the first two in a six-ship series of Robert Allan RAstar 2800 escort tug designs under Svitzer’s Silver Bullet fleet replenishment programme which demands more powerful units. Turkey’s Uzmar is also profiting from speculative construction of harbour tugs. The builder enjoys a longstanding relationship with Venezuela’s International Offshore Engineering and Development Co and recently delivered two 60-tonne bollard pull, 25m long tugs to them, which will work at Venezuela’s major oil terminals. The Turkish builder has 10 more of this design on order and some of these are also likely to find their way to Venezuela. Uzmar also holds orders for four similar units. All 16 units are for builder’s account and delivery throughout 2018. Singapore yard group Triyards Holdings Limited allocated an order for seven tugs to its Saigon, Vietnam, shipyard but no other details were released at this stage. Damen Shipyards scored more success with new orders. Its Song Cam complex in Vietnam will build six 85-tonne bollard pull Rotortugs of ART 85-32W-class designed by Robert Allan for operations at Port Hedland, Australia. Two will be delivered in October 2018 and four in 2019 to Pilbara Marine, a subsidiary of Fortescue Metals. Damen Shipyards Hardinxveld will build two special purpose tugs for dredging specialist De Boer. Both tugs will operate under a 10-year contract with Grand Port Maritime de Guyane and serve Cayenne and Kourou ports in French Guyana. Secondary operations will include dredging maintenance operations in both ports. The larger tug known as the WID 2915 is configured for a variety of roles including dredging while the smaller ASD 2310 shallow draft tug will be employed in bed levelling from special equipment on board and carry out survey duties. Deliveries are set for February 2018 and November 2017 respectively. TTB Source for all data: BRL Shipping Consultants. Data as of 27 April 2017

Tug Technology & Business | 2nd Quarter 2017

COUNTRIES WHERE SHIPYARDS HAVE WON TUG NEWBUILDING CONTRACTS IN 2017

Average bollard pull of contracts (where known)

77tonnes

TUGS OF MORE THAN 20M LONG CONTRACTED IN 2017 Region/country/ shipbuilder

Owner

Tuong Aik Shipyard

Bollard pull

Year

ASIA MALAYSIA Tuong Aik Shipyard

2017

EUROPE ITALY Vittoria

Algeria

Vittoria

Russia Government

2019

Damen Hardinxveld

De Boer Remorquage

Damen Shipyards

Meyer's Group

Damen Shipyards

2017-2018

Uzmanlar Shipping & Trade

2018

Damen Song Cam

Pilbara Harbour Services

2018-2019

Piriou Vietnam

Caraibes Remorquage

2018

Triyards

Undisclosed

SAAM SMIT Towage

2018

NETHERLANDS 2017-2018 80

2017

ROMANIA Damen Galatz TURKEY Uzmar FAR EAST VIETNAM

2018

SOUTH AMERICA BRAZIL Wilson Sons

2019

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26 | LONG DISTANCE & PROJECT TOWAGE

KOTUGSMIT COMPLETES KEY DUTCH TOWAGE PROJECTS

Tugs managed by KotugSmit assist Saipem 7000 pipelay vessel in dock

KotugSmit has completed several towage projects this year, manoeuvring oil production units and heavy-lift cranes around Rotterdam

otugSmit Towage participated in specialised towage projects including towing a large floating production storage and offloading (FPSO) unit to the Keppel Verolme drydock in Rotterdam. Several of its tugs assisted in the delivery of the Western Isles cylindrical FPSO to the shipyard for outfitting and commissioning work. This vessel had been transported from a Cosco construction centre in China to the Netherlands. Once it has been fully-fitted, the FPSO will be transferred to the northern sector of the UK side of the North Sea for the Western Isles oil and gas project. KotugSmit assisted the float-off process from the heavy-lift transport ship and the FPSO transport from the Caland Canal to the shipyard. Its tugs also supported the

Tug Technology & Business | 2nd Quarter 2017

drydocking process at the Verolme yard. A KotugSmit tow master was responsible for the co-ordination between the tugs during this project. Prior to the start of operations, meetings were held between representatives of the owners of the FPSO, Cosco, Rotterdam pilots, the dock master and port captain. All aspects of the float-off, transit to the yard and docking operations were discussed and planned. This provided an overview of the required preparations, the actual operation and outlined responsibilities, communications and operation restrictions. KotugSmit said that one of the restrictions was the weather conditions. Due to the critical nature of the operations weather forecasts were required for evaluating the predicted conditions.

“THE LIMITED ROOM IN THE DOCK MEANT THAT THE TUGBOATS NEEDED TO CAREFULLY CO-ORDINATE THEIR TOWING POWER, LEADING TO A SMOOTH AND HARMONIOUS INTERACTION”

In the first quarter of this year, KotugSmit completed four docking and towage projects in Rotterdam involving Heerema’s semisubmersible crane units Hermod and Thialf, pipeline laying vessel Saipem 7000 and naval ship HMS Johan de Wit. These special towage projects followed a similar process to the manoeuvre of Saipem 7000. On that project, the huge crane and pipelay ship was docked and undocked at Keppel Verolme shipyard. KotugSmit said a project team was created, including the dockmaster, pilots, linesmen and the first mate and there were meetings with the shipyard before the towage commenced. There was also a final toolbox meeting, so that the crew members all knew exactly what was expected of them. “The limited room in the dock meant that the tugboats needed to carefully co-ordinate their towing power, leading to a smooth and harmonious interaction,” KotugSmit said. The planning took in factors such as tidal movements, wind restrictions and the type of vessel or object to be manoeuvred. “In the case of Saipem 7000, the biggest challenge was the available room at the drydock, which was 0.5m to spare at both ends, and only 0.3m under water,” KotugSmit said. The bollard pull was determined in consultation with the pilot and then the tugs were arranged for the project. Six tugboats were deployed for Saipem 7000 docking process. The tugs that escorted the vessel alongside were hookedup to the fore and aft. These side tugs were disconnected at the dock edge. In March, KotugSmit assisted polarclass module carrier, Audax, with LNG modules for the Yamal LNG project in Russia. Rotortugs Smit Emoe and RT Ambition assisted the 200m module carrier from the module marshalling yard in Zeebrugge, Belgium through the locks of the Bruges-Zeebrugge seaway to Sabetta, Russia. The breadth of the module carrier at 43m meant there were width and wind restrictions. TTB

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LONG DISTANCE & PROJECT TOWAGE | 27

PACIFIC TUG DELIVERS SAFE TOWAGE PROJECTS IN AUSTRALASIA Pacific Tug uses digital technology for planning, executing and monitoring ocean-going towage projects around Australia, New Zealand and Southeast Asia

ustralia-headquartered Pacific Tug has more than 50 years’ experience in coastal international towage. Its latest fleet includes five twin-screw tugs that are dedicated to ocean-going and coastal towage. According to chief executive Chris Peters, Pacific Tug also provides dredging support, maritime logistics, marine construction support, inshore and harbour towage and offshore support services. “Our areas of operations are Australasia including Australia, New Zealand and the Pacific region. Our experience, capabilities and resources ensure we provide a solution for any towage, marine construction support, dredging support or in-harbour client requirements.” Pacific Tug’s long distance ocean-going towage vessels include PT Monto, a 31m twin tug and PT Fortitude that is 34m and also twin screw. Pacific Tug also operates three twin-screw tugs for coastal towage, 26m PT Kythira and 23.5m PT Zarka and PT Kotor. All of the tugs operate under the Australian flag administration and have safety management systems and Bureau Veritas’ quality management system. It also operates a fleet of harbour tugs and inshore towing tugs. Pacific Tug partners with its clients to provide a comprehensive towage execution plan for complex marine transportation projects. It then dedicates its maintained tugs and experienced crew to the project. Marine towages begin with an assessment of the equipment to be transported to select the tugs with the correct capabilities, Mr Peters explained. The intended transit route is assessed and a voyage plan is set up. Pacific Tug uses weather routeing and passage planning using the latest electronic navigational charts to plan the transit. Once towage has commenced, the project is monitored by a shore-based team. This team follows the tugs and route in real-time using satellite coverage for live vessel tracking and data transfers. The tug crew can also monitor the voyage in real-time using electronic chart displays and the latest electronic navigational charts from hydrographic offices in the region. This provides accurate and continuous position monitoring displayed to the navigator. The electronic chart displays improve the safety of navigation, especially when transiting environmentally sensitive areas, such as the Great Barrier Reef. The passage planning, execution and monitoring is documented in the Pacific Tug fleet operations manual. This provides marine staff with the procedures, policies, support and guidance collated from decades of tug operational experience. Mr Peters said the operations manual had been audited by national authorities and been approved by oil companies for towage of oil

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and gas project cargo, such as for the Gorgon and Wheatstone LNG projects. The towage plans provided by Pacific Tug are regularly assessed by independent marine surveyors. They form the basis to the work method statements provided for the towage operations. The towage plans and towing diagrams are facilitated through inhouse drafting capacity and experienced towage masters working in the shorebased team. Pacific Tug maintains its tug fleet of up to 22 vessels using its own engineering team based at the Brisbane marine centre. The engineering team can move to other areas if required. It also has a base in Bundaberg with a quayside berth and laydown areas. Pacific Tug has a joint venture with Mackenzie Marine to offer coastal, harbour and ocean-going towage. Wide Bay Shipping Services has harbour towage service provision in Rockhampton, Bundaberg, Brisbane, Eden, Fremantle and Esperance. TTB

PT Zarka is a 23.5m, 2005-built tug that is used for coastal towage operations around Australia

PACIFIC TUG FLEET year built

length (m)

bollard pull (tonnes)

speed (knots)

PT Monto

2010

PT Fortitude

2010

PT Kythira

2008

PT Zarka

2005

23.5

PT Kotor

2006

23.5

Vessel name

Tug Technology & Business | 2nd Quarter 2017

28 | PROPULSION

Asia and Europe move ahead on dual-fuel tugs O

wners in Europe, such as Østensjø Rederi, ordered dual-fuelled tugs to provide more environmentally friendly terminal operations. In Asia, tugs are on order to reduce the environmental footprint of tug operations in some of the region’s largest ports. According to sister publication LNG World Shipping, harbour tugs are the second most popular type of LNG-fuelled service and supply vessel, after platform supply vessels. There are now six gas-powered tugs in service and eight on order. Wärtsilä, with its mediumspeed dual-fuel engines, and Rolls-Royce, with its gas-only units, have both enjoyed success in providing tug propulsion systems. LNG-fuelled tugs are in operation in Norway, China and Japan, while Dubai and Singapore are poised to join the club with vessels on order. The next new member could well be the US where a number of designs for gas-fuelled tugs and towboats have been tabled. Three of the eight tugs on order are for Østensjø. It ordered them from Astilleros Gondan Shipyard in Figueras, Spain, with Wärtsilä dual-fuel engines. The hull of the third of these tugs was launched at the end of 2016. These tugs were designed by Robert Allan Ltd and classed by Bureau Veritas for use at Statoil’s Hammerfest LNG production plant in northern Norway.

Asian and European owners are at the forefront of investing in hybrid propulsion and dual-fuel tugs The first of these 40m escort tugs, Hammerfest, started operarting at the Barents Sea terminal in April. The other two tugs on order are being outfitted for delivery to Østensjø this year. The orderbook also includes two dual-fuel tugs Keppel Singmarine is building for Keppel Smit Towage and Maju Maritime. These harbour tugs are scheduled

to enter service in the port of Singapore from the first quarter of 2018. They will use bunkering services under construction by the new Keppel-Royal Dutch Shell joint venture company, FueLNG. China National Offshore Oil Corp (CNOOC) is building a fleet of dual-fuel tugs for operations at its own LNG import terminals. It has a tug on order from the Zhenjiang

shipyard for delivery later this year. This vessel will join a growing fleet of CNOOC dual-fuel tugs, which includes Hai Yang Shi You 525, which was delivered from Zhenjiang with Rolls-Royce propulsion in 2015. CNOOC has operated two harbour tugs in China since 2013. Hai Yang Shi You 521 and Hai Yang Shi You 522 were built by Guangzhou Huangpu shipyard with Wärtsilä propulsion. TTB This information comes from the LNG-fuelled ship orderbook and fleet list, a special report by Mike Corkhill and LNG World Shipping

LNG-FUELLED TUGS ON ORDER Tug name

Delivery

Owner

Builder

Engine

Elemarateyah

2017

Dubai Maritime City

DDW Dubai

Wärtsilä

Hai Yang Shi You XX

2017

CNOOC

Zhenjiang

Rolls-Royce

Hammerfest

2017

Østensjø

Astilleros Gordan

Wärtsilä

unnamed

2017

Østensjø

Astilleros Gordan

Wärtsilä

unnamed

2017

Østensjø

Astilleros Gordan

Wärtsilä

unnamed

2018

Ningbo Port Co

unnamed

Niigata

unnamed

2018

Keppel Smit

Keppel Singmarine

unnamed

2018

Maju Maritime

Keppel Singmarine

unnamed

LNG-FUELLED TUGS IN SERVICE Tug name

Delivery

Owner

Builder

Engine

Hai Yang Shi You 521

2013

CNOOC

Ghangzhou Huangpu

Wärtsilä

Hai Yang Shi You 522

2013

CNOOC

Ghangzhou Huangpu

Wärtsilä

Econuri

2013

Incheon Port Authority

Samsung

Wärtsilä

Børgoy

2014

Buksér og Berging

Sanmar

Rolls-Royce

Bokn

2014

Buksér og Berging

Sanmar

Rolls-Royce

Hai Yang Shi You 525

2015

CNOOC

Zhenjiang

Rolls-Royce

Sakigaki

2015

NYK Line

Keihin Dock

Niigata

Tug Technology & Business | 2nd Quarter 2017

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PROPULSION | 29

WÄRTSILÄ 34DF ENGINE FEATURES

Wärtsilä clinches US Tier 3 emissions certificates for tug engines

Fuel flexibility

6 to 16 cylinder configurations Power range 2,880kW to 8,000kW

Based on Wärtsilä 32 diesel engine Optimised for constant speed generating sets

Wärtsilä been awarded an emissions compliance certificate from a key US authority which will enable it to sell dual-fuel engines for North American tug newbuilding projects

ärtsilä Corp has gained certification of emissions compliance from the US Environmental Protection Agency (EPA) for its 34DF dual-fuel engine series. This will enable tug builders to use Wärtsilä 34DF engines on projects to meet EPA’s tough Category 3 Tier 3 requirements. Wärtsilä Marine Solutions said these were the first Category 3 Tier 3 certificates issued by the EPA to any manufacturer. The Category 3 relates to engines with a displacement per cylinder of more than 30 litres. Wärtsilä also received an engine international air pollution prevention (EIAPP) certification for the 34DF engines. Both certificates cover engines manufactured during the period from March to the end of 2017. EPA’s certification verifies that the Wärtsilä 34DF engine is fully compliant with the Tier 3 emission standards in gas mode operations. The engine is equipped with a continuous nitrogen oxide (NOx) measuring and monitoring system for verifying emissions compliancy inside NOx

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emission control areas (NECA), as required by the EPA Tier 3 standard. When workboats are sailing outside NECAs, the fuel-flexible 34DF engine can be operated with conventional marine diesel fuels if required, said Wärtsilä Marine Solutions product director for medium bore engines, Patrik Wägar. He added: “Our technology is leading the way to greater environmental sustainability and a cleaner maritime industry. It is an honour for the company to be the first to be awarded this important EPA certification.” Wärtsilä Marine Solutions product manager for the W32/34 engines Rasmus Teir said these engines have already been ordered and delivered to multiple dualfuel workboat and tug projects. “We have references in various sub segments,” he said. “We have delivered 10 Wärtsilä 34DF engines for tug projects and around 50 engines for offshore supply vessels.” Some of these earlier references, such as those for a series of six offshore support vessels for Harvey Gulf Marine,

involved engines that met EPA’s less stringent Tier II criteria. For these vessels, ordered from Trinity Offshore shipyard, Wärtsilä supplied three W6L 34DF engines for each vessel. Two of Wärtsilä’s tug references for the 34DF engines were for vessels built in China, said Mr Teir. Wärtsilä supplied four W6L 34DF engines for tugs built by Ghangzhou Huangpu shipyard for China National Offshore Oil Corp (CNOOC). These were 80-tonne bollard pull Hai Yang Shi You 521 and Hai Yang Shi You 522 tugs, which entered service in Chinese ports in 2013. Wärtsilä is also supplying engines for three dual-fuel tugs that Gondan Shipyard in Figueras, Spain has built for Norwegian owner Østensjø Rederi. The Wärtsilä 34DF engine is based on the Wärtsilä 32 diesel engine, but with the gas fuel option. The fuel flexibility means the engine can be optimised for constant speed generating sets and variable speed mechanical drives for main engine applications, said Wärtsilä. TTB

The six-cylinder in-line Wärtsilä 34DF engine features advanced dual-fuel technology and high efficiency

30 | PROPULSION

Hybrid propulsion chosen for Smartug design concept H

ybrid propulsion with a power take in (PTI) mode motor is the choice that Cintranaval Group, Schottel and Industrias Ferri took for their Smartug project. These companies are co-operating in a concept study to develop a tug design that combines harbour operations with some escort and deepsea towing capacity. During the initial part of the study, the partners considered different propulsion and engine systems for the operational, economic and environmental requirements from a tug. They decided a hybrid system with a PTI would be the optimal choice. Two other propulsion configurations were considered during the project analysis. The partners investigated the use of diesel-mechanical systems with direct transmission and diesel-electric systems with two gensets and shared loads. However, the hybrid system with a PTI motor had clear benefits over these other

Cintranaval Group designs various harbour, coastal and ocean-going tugs such as Sea Eagle

Tug Technology & Business | 2nd Quarter 2017

two methods for the Smartug concept. During the analysis of the propulsion alternatives, the rate of propulsion engines, the working rate of engines, fuel consumption and the time between overhauls were investigated. The partnership chose a hybrid system because the working rate of the engines is closer to the optimum requirements while avoiding the low rates. The working time of the engines was reduced, increasing the period between overhauls. Another reason for choosing a hybrid system was the order of magnitude of the predicted fuel savings and emission reductions. The Smartug partnership estimated that fuel savings could reach 16 per cent for the hybrid configuration compared with the base one. With all these positive attributes, the designers recommended the hybrid system with PTI to take forward into the Smartug design phase.

Cintranaval, Schottel and Industrias Ferri wanted to develop a state-of-theart tugboat design that has a reduced environmental footprint, increased safety and lower operating costs. The tugboat design would also include the following aspects over existing designs: • reduced fuel consumption • increased safety for the crew and personnel working on board • improved safety of the vessel against possible damage • enhanced energy efficiency of the tugboat • better comfort for the people that work on board • increased performance of the tug compared with other vessels of the same size • improved operating assistance provided to other vessels • reduced operating costs and overhaul expenditure • similar construction costs to those of conventional tugs of the same size. The group considered market trends and asked European tug owners about their requirements from Smartug. From the results of these studies, the partnership concluded that a tugboat designed for harbour operations, but with deepsea towage capabilities was required. The vessel should have high manoeuvrability with escort capabilities and an external fire-fighting system. It should have a reduced crew and a bollard pull of around 80 tonnes. It would also have a standard operation time of about 1,500 hours a year. A base level operating profile was determined to consider the total required propulsion power and the optimal propulsion system. TTB

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32 | LNG & TANKER TERMINAL OPERATIONS

TRENDS TOWARDS COMPACT AND SAFE TERMINAL TUGS Damen Shipyards Group has developed the reversed stern drive tug design that is particularly suited to terminal and confined harbour operations

afety is a critical aspect in the tug business and the trend towards even more compact and powerful tugs, driven by larger vessels entering confined harbours and terminals, is challenging this. Combine this with a very competitive and opportunistic market and the tug industry finds itself in a highly challenging environment. There are serious contradicting requirements to designing a tug that is fit for terminal and confined harbour operations. The tug design needs to combine compactness and high performance without jeopardising the safety of operations. “The amount of power available on a small tug can be so high that the impact of inaccurate or wrong manoeuvres, for whatever reason, could be dramatic, if not dealt with in the right way, starting from the design,” said Damen Shipyards group product manager for tugs Dirk Degroote. He added: “Therefore, a well-designed tug nowadays requires in-depth knowledge of the dynamics in tug operations and calls for significant research and development efforts.” This is why Damen combined all its research and knowledge when developing the reversed stern drive (RSD) tug, a compact tug design that is particularly suited to terminal operations and ship handling in confined harbours. The tug is a combination of a tractor tug (ATD) and an azimuth stern drive (ASD) tug. The resulting RSD Tug 2513 design is a safe and compact, but very powerful and manoeuvrable tug. “Our new RSD Tug 2513 has two bows, and therefore, it always sails bow-first. It is designed with a high freeboard and large beam to increase stability and safety,” said Mr Degroote. “And, to increase the safety of such a compact but high power design even further, the hull concept was combined with the patented Damen Twin Fin skeg design.” He explained: “This was first applied and proven on the successful ATD Tug 2412, and has now been further optimised through extensive computational fluid dynamics calculations in combination with some model test validations. This results in a very agile, but predictable sailing behaviour, enabling captains to deal with the highly demanding operations of today in a safe manner.” Damen has added the familiar fast throttle response of the high speed propulsion engines to create a compact ship handling tug, with both higher performance and increased safety of operation. “To deal with the competitive market and to ensure short delivery times, a series of vessels is now under construction and the first delivery is planned within this year,” continued Mr Degroote. Market trends are also driving Damen’s research and development in environmental systems and higher levels of automation. “There is increasing awareness of environmental aspects,” Mr Degroote added: “However, green tugs like hybrid or natural gas-driven tugs suffer

Tug Technology & Business | 2nd Quarter 2017

from the severe competition in the market. This hardly allows for any additional investment in green technologies. “It is our challenge to come up with solutions which enable environmentally friendly operations without losing competitiveness.” Therefore, Damen is further developing compressed natural gas technologies and hybrid technologies, building further on the experience gained from the seven hybrid tugs they built over the last three years. It is also investing in more automation on its tugs. “Automation is definitely the future,” stated Mr Degroote. “The increasing importance of automation and sensor information on board is a logical next step, if you look at the levels of automation already available in cars or even the container terminals tugs are operating in. “Therefore, we are also investing heavily in the electrical and automation field. This technology will help us to create even higher performing tugs, with reliable systems and increased safety of operation.” TTB

Dirk Degroote: “A well-designed tug requires in-depth knowledge of the dynamics in tug operations”

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LNG & TANKER TERMINAL OPERATIONS | 33

Milford Haven invests in tug training and improving safety

The Port of Milford Haven and Svitzer have run emergency response exercises involving tugs and an LNG carrier on a new simulator in the Welsh port

he Port of Milford Haven in south west Wales, which oversees marine operations at the South Hook and Dragon LNG terminals, has invested in training and emergency response. It has opened a tug training facility to improve port and terminal operations and conducted emergency exercises with tug operator Svitzer using simulation. This follows an accident last year involving pilot vessel St Davids, which suffered damage and caused injury to crew when it collided with 2009-built Q-max LNG carrier Lijmiliya. Svitzer operates tugs in Milford Haven, including Svitzer Ramsey, Svitzer Caldey and Svitzer Waterston. It provides escort duties and line handling for LNG carriers visiting the LNG terminals. According to port authority chief executive Alec Don, the St Davids incident was one of the reasons for investing in a marine navigation simulator suite that includes tug controls, bridge and programs. “This is a state-of-the-art facility for our own competent pilots [and tug crews] and is being marketed to attract marine professionals from across the UK,” he said. He added: “Safety is a core value throughout the port. We work hard within the business to assess risk using carefully planned operating procedures to deliver a safe port. This is particularly the case in our marine operations.” He said recommendations from an investigation into the St Davids incident will be incorporated into the port’s procedures. “Every effort is made to learn lessons across the organisation from incidents that have occurred and from near misses,” he said. The marine navigation simulator suite was installed in the

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second half of 2016 alongside the existing vessel traffic services simulator at Milford Marina. It consists of a main ship bridge and a tug bridge that allow both parts of real terminal operations to be practised together. The simulator has Dolphin software developed by Dutch research organisation MARIN, which allows tug masters and pilots to practise their skills and simulate their responses to emergency situations. At the end of 2016, an exercise was carried out using the simulator suite to practise an emergency involving an LNG carrier. This involved staff from tug operator Svitzer, pilots, vessel traffic services and management from South Hook LNG, Dragon LNG and Shell International Trading and Shipping. Port management and a representative from the UK Government’s maritime salvage and intervention team were present. Port of Milford Haven said the exercise was a success and response strategies and procedures will be adopted as a result of the outcome.

Uzmar sells terminal tugs in Venezuela

Turkish shipbuilder Uzmar has constructed two 25m tugs and sold them for tanker terminal operations in Venezuela. The two 10m wide tugs were sold to Offshore Engineering Development Co (IOED), an affiliate of the state oil company PDVSA, to escort tankers around an oil terminal. Uzmar built these tugs on a speculative basis with Caterpillar 3512C engines and Schottel fixed pitch propellers. They achieved 60 tonnes of bollard pull during sea trials. The tugs have dedicated equipment independent from the main drives to provide fire-fighting operations and a combined anchor towing winch provided by Ibercisa. Uzmar deputy general manager Mutlu Altug said this is the seventh tug the shipbuilder has supplied to IOED. He added: “We will not limit our relations as a tugboat provider only, as we will be their strategic partner and they will have our lifetime support.” TTB TOP: Svitzer provides escort and line handling services to LNG carriers using Milford Haven’s two LNG terminals

Tug Technology & Business | 2nd Quarter 2017

34 | FIRE-FIGHTING & POLLUTION CONTROL

Tug orders are a boon to firefighting suppliers

greater number of tugs are being built with specialised fire-fighting equipment to FiFi 1 class standards as owners need their vessels to be prepared for tackling emergencies. Tugs are increasingly seen as multipurpose vessels around harbours and terminals with the capability of supporting fire-fighting in emergencies. Thus the majority of newbuildings have at least FiFi 1 integrated systems on board. Jason Engineering has developed fire-fighting technology in response to the challenging tug and offshore support vessel markets. Demand for fire-fighting products to any FiFi standard in the offshore oil market has fallen significantly due to the slump in new vessel orders. But there has been more orders for FiFi systems on tugs. To manage the challenging market and change in demand focus, Jason has reduced the footprint of its above deck systems and lowered the power requirements for smaller vessel installations. “We have the ability to react rapidly to changes in the market and adapt to its new demands,” explained Jason Engineering sales manager Vegar Lie. “The recent decline in demand for offshore supply vessels and the reduction in shipbuilding has hit us hard. It is a challenge to compensate. But we have taken appropriate counter measures.” He continued: “We have reduced the power consumption to meet the green challenges in today’s market. We have also reduced the footprint of our pumps, clutches and gearboxes to stay fully aligned to the challenges that come from space constraints on tugs.” Most of the equipment that Jason Engineering had designed for offshore supply vessels are also suitable for other vessels, including different types of tugs. The main difference is the size of equipment installed on tugs compared with the larger support vessels. Most of the tug fire-fighting systems are to a FiFi 1

Suppliers of FiFi systems have adapted their products for tugs at a time when orders are at rock bottom in the offshore vessel sector

standard, which means there needs to be two monitors, each with a capacity of 1,200 m³/h. They need to throw water to a length of 120m and height of 45m. FiFi 1 systems also have one or two pumps with a total pump capacity of 2,400 m³/h. Jason Engineering’s monitors have an undivided waterway, for a single flow path, said Mr Lie. They have electrical and hydraulic remote controls, so they could react to different fire conditions. He added: “These are good advantages to the owners and endusers in terms of durability and reliability. Competitor systems use electric controls, where there are costing savings, but this reduces the durability and reliability.” Jason Engineering has developed multi power-takeoff transmissions as part of a wide range of purpose-built transmissions that are suitable for most FiFi applications. It also offers deluge systems, foam generators and telescopic elevating masts, all in accordance with class notations. Mr Lie said its FiFi systems are designed for low lifecycle costs, easy servicing and component replacement. Fire Fighting Systems (FFS) also provides total fire-fighting solutions to various FiFi classes on tugs and other workboats. The complete package comprises equipment such as water monitors, pumps and controls, plus services in accordance with all class society requirements. It has a production plant in Åmål in Sweden and engineering centres in Norway and Singapore. FFS’ product range includes pumps with drivers, gearboxes, monitors, foam mixers, deluge systems, remote control systems and related equipment. FFS designs its own FiFi 1 pumps, which are manufactured in a nickel-aluminium bronze or nodular cast iron casing and duplex stainless steel. It is available as a standalone unit or integrated with transmission. TTB

FiFi 1 fire water monitors can be part of an integrated and containerised package

FIRE-FIGHTING & POLLUTION CONTROL | 35

Vikoma unveils skimmer and boom technology

Komara skimmers can handle oil with a range of viscosities, especially heavy oils

Vikoma International has developed equipment for removing oil from seawater in emergency response. It has introduced a high-capacity multi-skimmer, a mass-oil weir skimmer and instruments for protecting the environment during ship-to-barge oil transfers. The latest development is the weir boom and skimming system, which combines a weir skimmer within a containment boom. It was designed for mass oil recovery from fast oil flows and uses a water ballast tube to ensure a constant seal to the surface of the water. Vane pumps are built into the boom to allow both containment and recovery of spilled oil. This could be used for recovering oil from wrecks, said Vikoma sales director Paul Rayner. The first of these weir boom and skimming systems was tested in front of class society DNV GL with an oil collection rate exceeding 130 m³/hr. It was shipped to an Asian customer in February this year. Higher oil recovery rates have been recorded by using Vikoma’s recently introduced Komara Multi skimmer. This combines a weir skimmer with three optional oleophilic interchangeable recovery cassettes. This can recover 98 per cent of oil at a rate of 150 m³/hr. Mr Rayner said this equipment can handle oil with a range of viscosities because it uses multiple recovery methods. The system is supplied with a diesel-hydraulic power pack, which is fitted with a spark arrestor and over-speed shutdown device, and 20m hose. Vikoma has also introduced the Vikoseal that can be used to prevent oil dispersion during transfers between ships and barges. It has two compact H-shaped booms that seal against ship hulls. Mr Rayner said this should ensure the containment of any spilled oil during transfers. He introduced these products at the International Salvage Union conference in London in March.

DESMI and Meritaito join forces in pollution control

South Africa boosts marine pollution control resources

Scandinavian oil spill response and survey companies DESMI Ro-Clean and Meritaito have formed a joint venture to provide solutions for harbour and coastal pollution control. Odense, Denmark-based DESMI Ro-Clean brings its oil spill solutions and spill response vessels to the partnership. Finnish marine surveyors Meritaito will offer its SeaHow oil spill response and prevention services. It has experience in protection, response and prevention of spills of oil and hazardous and noxious substances. Meritaito has built up a product range of oil spill recovery products after a six-year development campaign and also supports oil spill response in Finnish waters by providing nine multipurpose vessels. DESMI Ro-Clean’s products comprises of booms and oil skimmers including disc, mop, weir, belt, brush, drum and vacuum systems. Each of these skimmer types is available in a range of sizes. Tug operators can use radar-based systems to detect oil on water. Miros recently unveiled its oil spill remote sensing technology. Its radar provides continuous local surveillance of an oil spill enabling tug operators to deploy pollution control and clean-up services. The radar uses the difference in radar wave returns to detect oil patches on water and can be upgraded with a thermal imaging camera for night operations.

South Africa’s Department of Transport has contracted African Marine Solutions Group (AMSOL) to provide comprehensive marine pollution prevention and control services. Under a five-year contract, AMSOL is deploying a purpose-designed high-speed tug kitted out with pollution control equipment and a specialised South African crew. AMSOL will operate a standby tug for proactive marine pollution prevention and control measures. Managing director Paul Maclons said the tug and its crew will meet multiple Department of Transport objectives: “The purpose-designed tug and our support services are required to safeguard South Africa’s marine environment and ensure proactive protection from the impact of pollution caused by incidents at sea," said Mr Maclons. The standby tug is available year-round to respond to marine emergencies and has the ability and inherent power to deal with the biggest seagoing vessels. It was designed to operate in the challenging weather and sea conditions that prevail off South Africa. The tug will also be used for training and developing South African seafarers. AMSOL is owned by a consortium representing management, employees, Pan-African Capital Holdings, the Mineworkers Investment Co and RMB Ventures. It acquired Smit Amandla Marine in December 2016. TTB

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Tug Technology & Business | 2nd Quarter 2017

36 | NAVIGATION & ELECTRONICS

INTRODUCING WORKBOAT ELECTRONICS OF THE FUTURE

Multi-touch displays and voyage planning software are important aspects to modern tug bridges

uppliers of navigation equipment are developing the next generation of electronics for tugs and other types of workboats. As one main manufacturer explained, these are new products for the electronics of tomorrow. One of the key elements in bridge electronics evolution is the multitouch monitor now approved for electronic chart devices, including IMO-approved ECDIS that also displays specific navigation information. Denmark-headquartered ISIC is launching new products developed for modern navigation equipment increasingly found on tugs. According to ISIC chief executive Bo Lander Rasmussen, these new products are required to support demand for different user interfaces and ways of exchanging information. “As the market turns towards more commercial off-the-shelf products, our products must be diligently engineered and thoroughly

Electronics of tomorrow will include similar user interfaces to smartphones and tablets while improving the safety of tug operations

analysed before volume production takes place,” he explained. “This is how we ensure that our smart solutions are also appropriate for the electronics of tomorrow.” In the future, Mr Rasmussen expects that user interfaces found in commercial products, such as smart phones and tablets, will be adapted to interface with onboard systems on workboats. This could, for example, involve remote control of different instrument settings or the display of required information. These features could add value for users when they are managing their vessels using mobile devices on board. ISIC intends to present the first application that enables seafarers to interact directly

Tug Technology & Business | 2nd Quarter 2017

and remotely with an ISIC instrument by using their mobile devices. ISIC multi-touch displays will be used in new generations of ECDIS. Although ECDIS is not a mandatory requirement for tugs, these devices are increasingly installed on tugs that conduct long distance towage, offshore towage and coastal operations as they enable crew to plan voyages and improve navigational safety. Hatteland Display is already supplying multi-touch displays for bridge equipment. For example, it has supplied advanced touchscreen displays for Seall Ecdis Ltd’s new electronics series, which has new user interfaces. According to Seall managing director Des

Neill, this ECDIS comes with electronic navigational charts from Primar, Admiralty and the US Government’s National Oceanic and Atmospheric Administration, and navigation software from GNS. Seall developed its ECDIS following feedback from users, including on anchor handling tugs, who requested non-complex electronics with key functions. “We wanted to keep simplicity at the heart of what we were developing, modelling the graphical user interface on smartphone and tablet technology,” Mr Neill said. “The user interface needed to be clean and uncluttered, but the screen buttons needed to be appropriately sized for touch operations. The result is a multitouch user interface that puts power at the mariners’ fingertips.” SevenCs recently unveiled its new nautical mapping application for a pilot electronic chart display. SevenCs has introduced the Orca Pilot Chart Mapper as a complementary

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NAVIGATION & ELECTRONICS | 37

tool to its series of Orca Pilot portable pilot units (PPUs). The application helps users to create an optional chart layer with high-density water depth information for display on a PPU. SevenCs said it should make harbour pilots and tug captains more independent, flexible and up-to-date with high precision charts in local areas.

control, therefore improving the quality of operations. Alphatron Marine and Japan Radio Co ( JRC), which have jointly developed integrated bridge systems for tugs, have introduced new radar scanners and displays. They have unveiled the AlphaScan 5900 radar with solid-state and high-speed X-band and S-band

pan-and-tilt marine thermal cameras have Flir’s Boson high-performance thermal camera cores. They feature an integrated multi-core video processor, which produces high quality images, and artificial intelligence functions. Flir has also introduced Raymarine Axiom multifunction displays that

“THE USER INTERFACE NEEDED TO BE CLEAN AND UNCLUTTERED, BUT THE SCREEN BUTTONS NEEDED TO BE APPROPRIATELY SIZED FOR TOUCH OPERATIONS” It is usual practice to export and exchange depth information data in the ‘xyz’ format. But, Orca Pilot Chart Mapper reads ‘xyz’ point cloud data and processes it to create S-57 high density bathymetry layers that are similar to layers on electronic navigational charts. Tuco Marine Group has introduced remote controlled navigation systems for the ProZero series of workboats because of increasing interest in autonomous surface vessels. Tuco has developed designs for an autonomous tug, patrol vessel, ice-class workboat and a support vessel for remotely operated underwater vehicles. To enable the ProZero series unmanned operations, Tuco worked with Sea Machines to develop remote controlled navigations systems. These can be embedded into a wide variety of vessels in the ProZero series enabling the vessels to be operated remotely and be self-piloting. Tuco offers the Sea Machines system in the: • ProZero 11m pulling drone • ProZero DCW 9m arctic workboat • ProZero DCW 15m ROV support vessel • ProZero 11m patrol vessel The system would be easy to embed into any ProZero vessel. The autonomous control system and unmanned workboats provide the ability to perform repetitive and quantifiable marine tasks more reliably when compared to direct human

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scanners. The AlphaScan 5900 user interfaces include a smart multi-button trackball that controls the system and a Blizzard processor for target tracking and other functions. Radar data can be monitored on JRC 19in and 26in multifunction displays. Data can also be displayed on 46in monitors that come with the AlphaBridge concept. Alphatron Marine recently delivered an AlphaBridge to Seacor subsidiary Seabulk Towing for tugboat Trident. This is the first of three new Rotortugs being built by Master Boat Builders in Alabama, USA (see page 20). Alphatron supplied two ergonomically designed consoles with a central, rotatable, captain’s chair mounted on sliding rails. The layout of the consoles was designed in close co-operation with Seabulk Towing. Trident has specialised sea and river radar designed for inland and manoeuvring applications in enclosed waters. At each end of both consoles is a retractable screen, one with the radar display and the other a multi-function screen displaying navigation and operational data. Flir Systems has revealed two additions to its M-Series marine thermal cameras for workboats. The M100 and M200 thermal cameras provide enhanced awareness to seafarers at night. These compact

have built-in RealVision 3D sonar, powered by the Raymarine LightHouse 3 operating system. These can be combined with the M100 and M200 thermal cameras to introduce Flir’s new ClearCruise intelligent thermal analytics, which helps mariners identify obstacles, boats and navigation markers at night. Raytheon Anschütz is introducing a new ECDIS for its integrated navigation systems that product manager Björn Schröder said was developed using user feedback, including from captains and pilots. Raytheon considered the

human element at all stages of the software and hardware design process to create userfriendly applications and intuitive functions. Mr Schröder said that some users wanted a full set of individual functions covering all the requirements, while others wanted the basic functions only. This feedback led to the creation of a wish list of functions and requirements. Navigators went through the identified tasks and their insights were combined with experiences and additional best practice research to identify good approaches and poor functionality. This led to a prototype of Ecdis NX that included a basic screen layout. Navico has unveiled an integrated package of electronic charts, ECDIS hardware, global service network and training. It includes electronic navigational charts from the UK’s Hydrographic Office’s Admiralty services, Norway’s Primar and other international chart suppliers. The hardware includes Simrad and the Maris ECDIS 9000 platform and the Simrad Maris Bridge Assistant that enables navigators to easily manage electronic charts, paper chart portfolios, and digital publications. TTB

Alphatron delivered an AlphaBridge to Seabulk Towing for tugboat Trident

Tug Technology & Business | 2nd Quarter 2017

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SALVAGE | 39

Salvors see slump in revenues despite hike in activity The salvage industry is expected to work harder for less revenue, according to the International Salvage Union’s latest statistics

here has been a significant drop in revenue despite a dramatic increase in the number of salvage services that the International Salvage Union (ISU) members have provided. Gross revenues for ISU members from all activities dived from US$717 million in 2015 to just US$380 million in 2016. Yet, ISU members completed 306 dry salvage services last year compared with 212 services in 2015. This was the highest number for more than 15 years. Income from wreck removals had grown during the past decade, but it fell to US$172 million in 2016 compared with US$397 million in 2015. This is despite a rise in wreck removal jobs from 64 in 2015 to 131 in 2016. There was a continued decline in the percentage of salvage jobs undertaken under Lloyd’s Open Form (LOF), with 33 per cent of dry salvage revenue coming from LOF contracts,

47%

drop in gross revenues to US$380 million

compared with 46 per cent in 2015 and 55 per cent in 2014. It reflects the continuing trend to use other commercial contracts and terms in place of LOF. Only 11 per cent of all dry salvage cases were conducted under LOF. Revenue from operations conducted under contracts other than LOF was down 23 per cent year-on-year to US$75 million. Total salved values, including ship and cargo, in LOF cases rose to US$845 million in 2016 from US$638 million in 2015. ISU president John Witte said there is a contradiction between salvage operations and revenues for salvors. “The average revenue from all cases declined,” he said. “It may be due to fierce competition forcing salvors to undertake cases for much lower returns. And general commercial pressures across shipping could be squeezing the margins.” TTB

306

45%

131

US$277,000

number of dry salvage services in 2016

number of wreck removal jobs in 2016

57% 11% dive in wreck removal income to US$172 million

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salvage services under LOF in 2016

ISU members’ revenue in 2016 from wreck removal

average revenue from non-LOF contracts

US$845million total salved values in 2016

Tug Technology & Business | 2nd Quarter 2017

40 | SALVAGE

Salvage industry is not prepared for an LNG-fuelled ship casualty Smit Salvage master Sylvia Tervoort described the complexities and hazards of a potential salvage operation of an LNG-fuelled ship where fire and explosions are the main threats

NATURAL GAS

Asphyxiation Flammable Explosion Delayed ignition Pool fire Environmental hazard Human error

CRYOGENIC LIQUID Temperature Rapid phase transition Rollover – vessel imbalance Underwater release

The main hazards of LNG marine fuel in a casualty Tug Technology & Business | 2nd Quarter 2017

Sylvia Tervoort: “A challenge would be sailing close to an LNG-fuelled casualty”

o not let the ship sink, do not spill gas and do not let it catch fire: this was the advice from Smit Salvage master Sylvia Tervoort for owners of gas-fuelled ships. Ms Tervoort was talking about the technical challenges of salvaging ships fuelled by LNG if they became a marine casualty at the International Salvage Union (ISU) conference in London this March. After a couple of years’ research into the risks, she concluded that an LNG-fuelled ship could be salvaged in only two conditions – if it was dry and intact. There is real concern that salvage operations would be severely hampered by the vapour emitted from LNG fuel. Tugs and electrical equipment could not get close to the casualty while gas is being emitted. There is virtually no experience in salvaging any gas-fuelled ship, even an LNG carrier, because of the sector’s good safety record to date. But there have been some recent incidents that have elevated this concern. There was an incident involving a tanker striking two gas carriers in the United Arab Emirates in February 2017. The 2000built, Suezmax tanker Jag Laadki ploughed into two gas carriers at the Fujairah anchorage. Jag Laadki struck the 2009-built, 210,100m3 LNG carrier Al Khattiya and continued, side-on, into the 2013-built 38,000m3 LPG carrier IGLC Anka. The incident caused no leakage, however. Ms Tervoort’s research also focused on two LNG-fuelled ferry incidents in Norway over the last two years that needed some assistance. She said the main risks for salvage contractors comprise the flammable state of gas vapour, the freezing temperatures

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SALVAGE | 41

of liquefied gas and the way this expands dramatically when transitioning to a gas. “LNG is in a constant state of boil-off and the rate of vaporisation depends on the volume in a tank and the type of tank,” Ms Tervoort said. “LNG is lighter than air, can be up to 99 per cent methane and is hazardous in both its cryogenic state and as natural gas.”

TANKER RISK

The low temperature means a leak can cause carbon steel to become brittle and fracture – one reason why oil companies and tanker operators have been reluctant to invest in LNG as a fuel for crude carriers. One spill of LNG could lead to the breakup of a tanker, resulting in a major oil spill. This has been one of the arguments against LNG fuel from the tanker industry this decade. Contact with cryogenic gas could also cause harm to salvage personnel. However, Ms Tervoort explained that salvors and tug operators are unlikely to want to be close to any stricken ship still leaking liquid and vaporising gas. “A challenge would be sailing close to an LNG-fuelled vessel without knowing the conditions.” She added: “Is there an LNG leak, or a vapour cloud from a collision?" If so, then it would be all about vapour management and having the right equipment and training personnel. Ms Tervoort then asked: "How easy would it be to approach a casualty and what are the safe zones to work in?” Another issue is working in confined spaces on a casualty, as LNG would displace air, which could lead to asphyxiation. And an ignition source could lead to a deadly explosion and flash fires. Another issue to consider is an underwater release. “There is a rapid phase transition that leads to a wave of rapidly increasing volumes in water,” Ms Tervoort explained. “There could be an imbalance of a vessel because of a sudden gas expansion event.” The salvage industry has worked with the US Coast Guard and the Society for Gas as a Marine Fuel to draft guidelines for the salvage of LNG-fuelled ships. “Our industry wants to be ahead of events as if there is a significant incident, then salvors need to be prepared,” said Ms Tervoort. “We do not have all the answers yet, so more research is required.” The research so far has considered responses to an incident involving a ship with intact but damaged C-type

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tanks, that is still afloat and is partly or completely submerged. Initial conclusions suggested that salvage contractors would need some form of vapour control and would need to ascertain the condition of the casualty. “In a large spill, a control burn could be beneficial, or dry powder or chemicals could be used to tackle a fire,” Ms Tervoort said. “There could be a flammable cloud in a submerged leak, but no visible pollution. Lightering of LNG fuel could be done, but a controlled release may be more beneficial.” Divers would be needed to check that the casualty was in a safe condition before the salvage operation can begin. The response to an oil-fuelled ship could involve welding hatches and doorways closed and using electricpowered pumps and air compressors. These operations will seal the hull of a ship before air is pumped in to displace the water and provide buoyancy for refloating a ship. At the ISU conference, Morgyn Davies, a former senior salvage officer with the UK Ministry of Defence, commented that all these operations offer an ignition source that could lead to an explosion if exposed to gas vapour. He suggested that other methods and equipment may be needed during the salvage of an LNG-fuelled ship to prevent an explosion or fire. Ms Tervoort concluded that using current knowledge, a gas-fuelled ship could be salvaged if it was dry and intact, but not if it was wet and damaged. “My advice is don’t let it sink, don’t let it spill and don’t let it catch fire,” she said. TTB

EDITOR‘S COMMENT: SALVAGE INDUSTRY UNDERFUNDED It is so disheartening to hear that pressure on salvage prices is discouraging salvors from investing in specialised tug equipment and personnel. There are no incentives for tug operators or salvage specialists to invest in new equipment if their margins are under pressure while being asked to work harder. This is bankrupting some less well-financed salvage companies. Will others survive if the revenues continue dropping? The shipping industry needs the salvors and needs to pay enough to keep salvage companies in business and able to invest. However, the salvage industry is losing experience to a point where it may not be have the right people to deal with a major disaster. There is already a lack of investment for preparing the industry to deal with a LNG-fuelled casualty. With more than 100 LNG-fuelled vessels operating or on order, it will only be a matter of time before there is a serious casualty. Let’s hope the salvage organisations are prepared and not underfunded to a point where they could not deal with such a casualty. It is up to the shipping industry to pay enough to ensure salvors continue to invest in equipment and personnel.

The hazards of LNG are explained at a terminal in the Netherlands (credit: Karen Thomas)

Tug Technology & Business | 2nd Quarter 2017

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BEST OF THE WEB | 43

BEST OF THE WEB 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

tugtechnologyandbusiness.com

These are RAstar 85-class escort tugs designed by Robert Allan Ltd. The 35m tugs will escort bulk carriers in and out of Port Hedland. Robert Allan said they were custom designed and built to meet the formidable environmental conditions and demanding operational requirements of this busy bulk commodity port. http://bit.ly/BHPtugTTB2017

Technology deployed for designing inland tugs Brazilian shipbuilder Bertolini Construção Naval da Amazônia (Beconal) has started using Sener’s Foran design and production system to improve construction of tugboats and barges. Sener has gained a contract from the shipyard to provide systems for managing vessel design and construction management. Under this agreement, Sener has provided a licence to use Foran for naval architecture, including: hull forms, general arrangement, hull structure, machinery and outfitting, electrical design and drafting disciplines. Beconal expects implementation of Foran to bring significant benefits to its production, reduce its costs and improve the quality of its projects.

Tug group Usda upgrades fleet management software

http://bit.ly/SenerBrazilTTB

Saqr Port orders tug for new terminal

BHP deploys new escort tugs BHP Billiton has taken delivery of two escort tugs to support its iron ore operations in Western Australia. Iron Kestrel and Iron Corella have commenced operations in Port Hedland after being delivered by ASL Shipyards in Singapore.

Indonesian ship and tug operator and shipyard group Usda Seroja Jaya is deploying BASSnet software to improve maritime operations. Usda expects to use the software suite to support its fleet of 70 tugs and barges and shipyard operations. Usda has chosen to implement the BASSnet maintenance, procurement, operations and financial modules. http://bit.ly/2oYEHmA

Damen Shipyards Group has won a contract from Saqr Port to build an azimuthing stern drive tug (ASD) for a new bulk terminal being opened in the United Arab Emirates. Albwardy Damen in Sharjah will construct an ASD 2913 tug for the port operator, part of Rash Al Khaimah (RAK) Ports. The 29m tug is due to be delivered for the opening of the new bulk terminal

in mid-2018. Saqr Port is already a major bulk-handing port in the Middle East. RAK Ports is adding deepwater berths capable of handling Capesize bulk carriers, which is why the port operator needed a more powerful tug. Damen said the ASD 2913 tug will have a bollard pull of around 80 tonnes, a high freeboard and a raised quarterdeck for safe operations in rough seas. http://bit.ly/2pqHJh2

Vittoria gains €15 million tug orders Vittoria Shipyard, in Italy, has secured orders to build tugs with a combined value of €15 million (US$16 million). It has entered the tug construction sector to diversify from its main markets of building naval and commercial boats. The orders are from the Russian and Algerian governments for advanced tugs for specialised operations. Vittoria Shipyard will build one of the tugs to operate in the Barents Sea under an €8 million contract. Vittoria will also build an azimuthing stern drive tug to support operations at an LNG terminal in Algeria. The 26m tug was ordered by the Algerian Transport Ministry and will also be delivered in 2018. http://bit.ly/2o97vIm Riviera Maritime Media is holding the Asian Tug Technology & Salvage Conference, in Singapore on 18-19 September 2017

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

Editor’s selection:

Recognising the Value of Data in the Maritime Space This paper addresses the maritime industry’s progression towards more proactive strategies and tools to monitor the health of shipboard machinery.

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Editor’s comment:

The collection, processing and monitoring of machinery on tugs will become a more important aspect of fleet management going forward. Tug operators can use specialist tools for monitoring the health of onboard systems to prevent damage and failures.

Tug Technology & Business | 2nd Quarter 2017

44 | INLAND TOWAGE

ABS BROADENS SUBCHAPTER M

COMPLIANCE SOLUTIONS

ABS was approved to deliver compliance solutions for the USCG’s Subchapter M regulations to towing companies and expanded this to include type-approval product certification to equipment manufacturers

owing vessel operators are turning to class for solutions to ensure they comply with the United States Coast Guard (USCG)’s Subchapter M regulations that were released last year. ABS was approved as a third-party organisation by the USCG to assist towing companies to comply with the new rules at the end of 2016. It has since expanded its services to include type-approval to equipment manufacturers. Subchapter M of the US Code of Federal Regulations (CFR) outlines new standards on the inspection, auditing, and safety policies of towing vessels more than 9m long, or those engaged in the movement of oil or hazardous materials in bulk. Towing vessel operators have until 20 July 2018 to comply with the rules. According to ABS inland waterways manager, Josh LaVire, the class society can provide a custom approach that supports Subchapter M compliance during plan review, construction and throughout the service life of the vessel. In addition, ABS can approve plan reviews, thus avoiding additional USCG submissions.

Towing vessels of more than 9m long should follow new standards on the inspection, auditing, and safety policies

Tug Technology & Business | 2nd Quarter 2017

At the heart of this support is the ABS Guide for Building and Classing Subchapter M Towing Vessels, which helps owners and operators achieve compliance from a class perspective. “The guide addresses requirements for lifesaving appliances, fire protection, machinery, piping, electrical, structure and stability, and load line,” said Mr LaVire. It also provides additional, supplemental and alternative requirements to the ABS Rules for Building and Classing Steel Vessels for Service on Rivers and Intracoastal Waterways (also known as the River Rules). The guidance is based on a comparison to 46 CFR Subchapter M for towing vessels that fall under these definitions. In addition to core classification services, ABS was approved by the American Waterways Operators to carry out audits under its responsible carrier programme (RCP) in the fourth quarter of 2016. Mr LaVire explained that the RCP is a safety management system for tugboat, towboat and barge companies that requires AWO member companies to undergo periodic management and vessel audits conducted by an independent third party. “Towing vessel operators serving US inland waterways, coasts and harbours can choose whether to opt for annual USCG inspections or adopt a towing safety management system (TSMS),” said Mr LaVire. For those choosing the TSMS option, ABS has a full suite of services to support owners and operators and is already working with owners to develop baseline surveys to help them achieve compliance. In April this year, ABS said it could also provide product certification to allow original equipment manufacturers (OEMs) to meet compliance with 46 CFR Subchapter M regulations. ABS Americas division president Jamie Smith said this would enable tug owners and shipyards to find equipment that meets Subchapter M requirements. It is a voluntary programme that will enable OEMs to differentiate their products as approved equipment for use by the US inland maritime industry. For tug operators, it should streamline the procurement processes, simplify plan approval, and facilitate the proof of compliance for equipment on board vessels. Tug operators can turn to other consultants for compliance solutions. Global Maritime Consultancy & Engineering has gained approval as a third-party organisation, offering audits, surveys, consultancy, training services, and the design and deployment of safety management systems. Towing vessel operators can use Global Maritime’s GM Inspect software toolkit for checklists, reports and standardised inspections. Towing Vessel Inspection Bureau (TVIB) was also approved as a third party for auditing towing safety and conducting vessel surveys. It can conduct audits of safety management systems and check that workboat operators have the correct certificates to own and manage towing vessels. It also ensures compliance with American Waterways Operators’ RCP. TTB

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