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To: From: CC: Date: Re:

Whom it may concern J. van Kasteren Msc. October 1, 2012 The ART of tugnology: the ultimate balance between safe ship assist and safe escorting duties

Introduction A seagoing vessel needs tug assistance when its manoeuvrability gets restricted. This control is decreased or lost when : the vessel reduces its speed as it is berthing in port (figure 1) or the vessel has lost its propulsion and/or steering system due to a failure (figure 3).

Figure 1, Tugboat requirement

Figure 1 illustrates a tugboats primary service which is to control sea-going vessels in confined waters. Subject to the speed of a sea-going vessel two fundamentally different services can be distinguished: Escorting duties: Steering- and/or braking both offshore, in access channels and in port. For this situation escort forces need to be generated at speeds between 10-4 knots. At these speeds escorting forces are not only generated by hydrodynamic forces alone (drag/lift of hull

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and appendages, so maximum sized and including appendages to increase the tugs lateral area), but for Rotortugs also by thrust generated force. Ship-handling: harbor ship assistance in port and/or in the direct surroundings of the berth i.e. turning, mooring/unmooring etc. For this first situation tugs require to be highly maneuverable (so minimal sized and limited appendages) and need to be able to give equal and maximum towing, pushing and rotoring forces at low speeds in all directions for working in confined areas. This paper focusses on the escort duties of conventional ASD- and tractor tugboats as well as RotorTug type tugboats. A range of towing manoeuvres are available to perform the listed services. The right manoeuvre for each situation depends among others on items like environment, existing working practices and very much the tugboat (type) deployed. Escort performance is measured by steering forces enacted on the assisted vessel across the entire speed range from 10 to 0 knots. If youre already familiar with escort manoeuvres, please feel free to skip the background on escort duties and move on to figure 10. Escorting A consequence of many serious accidents during the last decade, is the growing pressure to improve the safety of maritime transportation. Escort towing (figure 2) is a way to improve the safety, because some of the accidents were caused by loss of either steering or propulsion in confined areas or close to shore. Apart from the economic impact this also often resulted in environmental pollution.
Figure 2 - Example of indirect escort towing with a Rotortug

Oil Pollution Act of 1990 Pursuant to the Oil Pollution Act of 1990 (OPA 90) the U.S. Coast Guard published 33 CFR 168, the final rules for escort vessels for certain tankers, in August 1994. Consistent with the statutory minimums stipulated by OPA 90, the subject rules require a minimum of two escort tugs for affected tanker operations in the applicable waters.
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The subject rules set forth performance requirements for escort vessels in two ways: 1. An operational requirement. The tanker must be operated within the performance capabilities of its escorts to reasonably bring it safely under control in the event of a mechanical failure of steering or propulsion, taking into consideration its speed, ambient sea and weather conditions, surrounding vessel traffic, hazards and other factors that may reduce the available sea room. 2. A set of detailed performance requirements for the escort vessel(s). When acting singly or jointly, in any combination as needed, the escort vessel(s) must be capable of: a. Towing the tanker at 4 knots in calm conditions, and holding it in a steady position against a 45-knot headwind b. Stopping the tanker within the same distance that it could crash-stop itself from a speed of 6 knots using its own propulsion system (this provision has been suspended) c. Holding the tanker on a steady course against a 35 locked rudder at a speed of 6 knots d. Turning the tanker 90, assuming a free-swinging rudder and a speed of 6 knots, within the same distance (advance and transfer) that it could turn itself with a hardover rudder The first of these performance requirements (1 above) is intended to provide a positive relationship between tanker speed, sea room and environmental conditions, such that, in a generalized sense, increasing tanker speed, decreasing sea room, and worsening of environmental conditions either individually or together requires increasingly capable tanker escort vessels. The second of these performance requirements (2 above) is intended to define minimally acceptable escort vessel(s) (i.e., a floor). The concern motivating this provision was the possibility that some combinations of factors (e.g., plentiful sea room, benign environmental conditions and modest tanker speed) might lead to minimum escort vessel capability requirements which corresponded to escort vessels that would be inadequate should transit conditions (e.g., wind and seas) deteriorate unexpectedly. The performance requirements of paragraph 168.50(b) are not waterway-specific, nor do they require consideration of response time (i.e., the time delays associated with failure recognition, escorts moving into position, passing lines and applying the control forces). The performance requirements are based solely on the towing resistance of the tanker and its selfmanoeuvring characteristics at 6 knots. The Coast Guard has explained that the navigational limits of the waterway and the time delays for response must be taken into consideration in meeting the operational requirements of paragraph 168.50 (a). Escorting role in practice The tugs role is to be available to bring a disabled vessel rapidly and safely under control in the event of a machinery system/equipment failure while imposing the minimum possible effect on the vessels normal operations. Since the risk of environmental impact due to grounding increases dramatically

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with proximity to a coastline, escort operations only occur within fairly confined waters and speeds up to 10 knots (both because vessels speed is limited in fairly confined waters as well as the fact that a 1,5-2 knots safety margin is required between maximum vessel speed and maximum tug boat speed being, latter being generally around 13 knots). Response times, i.e. the time between the moment a failure happens and the moment the tugs are effective, is critical to effectively limit the risks of grounding and/or collisions. As time is of the essence, active escorting with tethered escort tugs is most effective and significantly reduces risks as the corrective response could obviously be initiated almost immediately. Furthermore, in line with this philosophy, the escort tug should generate steering and braking forces within shortest possible time while tethered and changing position from port to starboard. There is much confusion about what is really meant by the escorting of vessels. A definition which is becoming generally accepted is: the deployment of a tug in a position from which it can rapidly and safely effect steering or braking control over a ship which has lost it propulsion and/or steering system (in a confined waterway or close to shore) at speeds in excess of 6 knots. In conclusion we can say that escort towing is an emergency procedure, where the escort tug will decrease the risk of severe damage to the environment due to propulsion and/or steering problems of a ship. As the definition also mentions in confined waterways or close to shore this already implies that the speed of the disabled vessel will be less than maximum speed so generally 8-10 knots. The available steering capability of most vessels is reduced with reduced speed. At speeds below 5-6 knots they are more or less incapable of steering. This is the reason why seagoing vessels have to maintain a speed of at least 6 knots, even in tricky channel bends and narrow inlets. The most economical speed of a seagoing vessel is most of the time the highest speed allowed or the highest speed possible for safe passage. This often means speeds in excess of 10 knots. Thus for many areas the required escort speed will be at least 10 knots, sometimes even in excess of that. Thus as stated above, we can say that escort towing takes place at speeds in excess of 6 knots, often up to 10 or 12 knots. From a practical point of view can be concluded that a maximum speed of 10-11 knots through the water is acceptable in some of the more open areas of the approach to/from ports. Braking has to be deployed initially to rapidly reduce the ships speed to a more manageable speed of 6-8 knots (generally 2-3 ship lengths are required for this speed drop) and then the tug should generate steering forces to direct the ship safely away from danger. When the approach is dictated by width (bridges, etc.) the ships speed should be reduced to 6-7 knots. In this case of restricted waters and lower speeds the tug must be tethered in order to be able to react immediately. Escorting modes If the escorted or dynamic assisted vessel must be braked (without steering) the direct arrest modes are used. In the direct arrest modes, the tug mainly uses its propulsion units and wake to exert braking forces on the assisted or escorted vessel. For steering and braking the dynamic arrest modes are used. The indirect arrest modes principally uses both propulsion and/or the hydrodynamic forces generated by the tugs hull to generate and provide steering as well as braking forces. Emergency response manoeuvres to a steering or propulsion failure when the ship is underway are

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generally a combination of these modes. Three emergency response manoeuvres are defined as follows :
Figure 3 Retard, Assist, Oppose Emergency Manoeuvres.

1. Retard manoeuvre A vessel-tug manoeuvre in which the assisting tug applies maximum braking force to a disabled vessel. In this manoeuvre, the objective is to take speed off the tanker as quickly as possible by pulling astern. The control of a vessels turn is not an objective. This manoeuvre is dominant for the more open areas where the vessels speed is higher and there is room to manoeuvre and deflect off course irrespective of its heading. 2. Assist manoeuvre A vessel-tug manoeuvre in which the assisting tug applies maximum steering force to disabled vessel in order to enhance the turn of the vessel. In this manoeuvre, the objective is to make the turn of the vessel as tight as possible. In more confined passages (and vessel speeds of 11 knots or lower) this manoeuvre is becoming of importance to avoid a possible grounding of the disabled vessel. 3. Oppose manoeuvre A vessel-tug manoeuvre in which the assisting tug applies maximum steering force to disabled vessel in order to turn the vessel against its rudder. In this manoeuvre, the objective is to return the vessel to its original heading by opposing the rudder forces.

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Direct arrest modes Direct arrest modes are means which utilize the propulsion of the tug to generate brake force. At low tanker speeds, direct methods can also be used at angles oblique to the line of advance of the tanker. The following direct arrest are generally used: Reverse arrest. Transverse arrest

Reverse arrest Figure 4 - Reverse arrest over the bow

In reverse arrest, retarding (= speed reducing) forces are generated by the thrust (green arrows) of the propellers working against the water flow. This method is applicable for advance speeds up to about max. 7 knots with braking forces up to 1.25 times the static bollard pull. Reverse arrest above abt. 7 knots introduces the risk of engine overload, so at higher ship speeds another method is used, called transverse arrest.

Transverse arrest Figure 5 - Transverse arrest over the bow

In transverse arrest turning the azimuthal propulsion units out at an angle of about 90 degrees produces the braking force. The braking force in transverse arrest increases roughly linearly with speed. Accordingly this mode is most efficient at high speeds. The braking forces surpass those in reverse arrest at a speed of approximately 7-8 knots. In this mode there is no risk of engine overload at any speed. The Rotor tug can only use 2 thrusters in the transverse arrest mode. In this situation the aft thruster can be used as in the reverse arrest mode, though attention must be paid to engine overload at speeds above 8 knots.

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Dynamic arrest modes In the dynamic arrest mode the tug is steered to an angle of attack against the direction of the water flow. The hydrodynamic force on the hull together with the propulsion forces are then utilised to create large braking and steering forces. The dynamic arrest modes comprise the following modes : Indirect mode Combination mode

Indirect mode Figure 6 - Indirect arrest over the bow

Combination mode Figure 7 - Combined arrest over the bow

The aft thruster is used to orientate the tug, the assisting force is produced by respectively the hydrodynamic side force of the tugs hull and thrust forces of the forward thrusters; At yaw angles up to 45, the tug side slips through the water and the tugs hull acts as a rudder and is therefore able to generate towline forces in excess of the tugs rated bollard pull; Towline forces can be in excess of 160% of a tugboats bollard pull due to the hydrodynamic forces on the hull; This manoeuvre requires a high skill-level from a tugboat master. If executed wrong a tugboat can roll-over; When reducing thrust a RotorTug will always return to a safe position with this manoeuvre.

Thrusters are close to perpendicular to the water flow and the same phenomena as in transverse arrest adds to the hydrodynamic force of the hull. Thrusters are used to orientate the tug as well as for generating towline forces whereby additional towline forces are produced by the hydrodynamic side force of the tugs hull. Main advantages of the combination mode for escorting (and therefore contribute to safety during escorting) are : o Extended range of applicable steering force in low speed area o Limited heeling angles at higher speeds = safer operation

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Results for a Rotortug The design of the ART85-35 design was determined by the requirements of both ship assistances in port as well as tethered escorting duties for bulk carriers up to 10 nautical miles offshore the coast of Port Hedland (Western Australia). In order to determine the effects of design choices (such as skegs, type of skegs, location of towing point) on the capabilities of the tug and selection of final tug configuration based model tests were carried out at Vienna Model Basin. Based on the model test results, the general braking and steering performance of a Rotortug and conventional tugboat can be defined compared to its bollard pull. The same performance characteristics apply to for example the ART70-32 and ART80-32 designs, but also conventional tugboat designs. Direct arrest modes Rotortug in direct arrest modes (resp. reverse and transverse arrest) braking forces are displayed in figure 8.
Figure 8 Rotortug Direct arrest braking forces

Braking Force (% of BP in tonnes)

160% 140% 120% 100% 80% 60% 40% 20% 0% 0 2 4 6 8 10 12 14 Speed (knots) Reverse arrest Transverse arrest

Reverse arrests are most effective at low speeds; When speed increases the tug master risks engine overload and should switch to a transverse arrest; Transverse arrests becomes predominant with braking forces up to approx. 1.5 times the rated BP for a Rotortug design from 9 knots onwards.

Dynamic arrest modes Common practice is, that for low speeds (up to a speed of approx. 5-6 knots) the direct arrest mode is most effective (whereby steering and braking forces are generated by propulsion power). At higher speeds (above 6 knots) the indirect arrest mode becomes prevailing and hydrodynamic forces generated by ships hull become dominant over thrust from the propulsion system. For the dynamic arrest figure 9 displays the general expected steering forces versus speed for conventional tug boats. It should be noted in this respect, that at the higher speed ranges (8-10 knots) no information is available whether heeling is limited to deck immersion or over. Our philosophy is that deck immersion is in any case the upper safe working limit for any tug.

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Figure 9 Dynamic arrest modes versus speed for conventional tugs

Steering Force (% of BP in tonnes)

160% 140% 120% 100% 80% 60% 40% 20% 0% 0 2 4 6 Speed (knots) 8 10 Direct Mode Indirect Mode

A RotorTug is able to generate propulsion forces in the direct mode at higher speeds and indirect mode at lower speeds (the latter is also known as Rotoring). This is due to the propulsion configuration of the RotorTug (i.e. two azimuthing thrusters forward and one azimuthing thruster aft) The forward thrusters can generate tow line forces at lower speed whereby the aft thruster is used to position of the tug in comparison to the tow line. It is our Rotortug philosophy that heeling angle/deck immersion limits defines the upper safe working limit in any case.

Based on the Vienna Model Basin tests results, the steering forces of RotorTug Direct and Indirect Modes have been plotted against speed, whereby deck immersion was the limit in heeling angle (corresponding to a heel of abt. 13).
Figure 10 Dynamic arrest modes steering forces versus speed for a RotorTug

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Figure 10 the RotorTug surplus in steering forces in Direct Mode is indicated in green, whereas the surplus in Indirect Mode is indicated further in red; A RotorTug escorting in Direct/Combination mode is delivering its steering force while only having a maximum heeling angle of 7 maximum; Note conventional tug steering forces are not limited by deck immersion limits in figure 10. In reality; Between 8-4 knots speed a RotorTug offers superior performance compared to conventional tugs relying on large lateral surface areas to generate required steering forces; This enhanced performance provides a versatile and multi-purpose tugboat with superior manoeuvrability during ship-handling operations (not being hindered by large hull appendages). In addition a RotorTug generates tow line forces from low angles of attack onward. This means that response times are much shorter compared to conventional tugboats when a pilot issues a command;

Conclusion The tugs role is to be available to bring a disabled vessel rapidly and safely under control in the event of a machinery system failure. Since the risk of environmental impact due to grounding increases dramatically with proximity to a coastline, escort operations only occur within fairly confined waters and speeds up to 10 knots. Short response times is critical to effectively limit the risks of grounding and/or collisions. Therefore tethered escort tugs are most effective and significantly reduce risks as the corrective response could obviously be initiated almost immediately. The escort tug ability to generate steering and braking forces within shortest possible time while tethered and changing position from port to starboard is of utmost importance. As escort operations only occur within fairly confined waters and speeds up to 10 knots Maximum steering capability is required at speeds of 6-10 knots, while at speeds above 10 knots braking assistance will be predominant over steering. Due to the triangular thruster configuration a RotorTug is, in the speed range of 4-8 knots, able to deliver advanced steering in both direct and indirect arrest mode compared to other tug concepts. In addition to this advanced steering capability, a RotorTug escorting in Direct Mode only sustains a heeling angle of 7 enabling the safest possible operation at all times. A RotorTug is a versatile, multi-purpose escort tug with advanced safety for crew during emergency escort operations and superior manoeuvrability during ship-handling operations (not being hindered by large hull appendages commonly found on escort tugs).

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References Tug Use In Port, Captain Henk Hensen Escort Tug Design Alternatives And A Comparison Of Their Hydrodynamic Performance Robert G. Allan, (FL), President, Robert Allan Ltd. & David Molyneux, (M), National Research Council of Canada KST report, John van Leuwen Raindrops Robert Allan Ltd. Information & News Issue 5 -2012 Brendan Smoker E.I.T & Bart Stockdill M.A. Sc., P.Eng. Report No. 2506 / 2509 - Hydrodynamic Model Tests - Escort Tug ART / RRT 85-35 ROTORTUG Escorting Ships with Tractor Tugs, Capt. Gregory Brooks & Capt. Wallace Slough Study of Tug Escorts in Puget Sound, State of Washington, Department of Ecology Section 2 Sullom Voe Harbour Authority Towage Operations, Safety Management System Operations Manual

Figure 11 ART 85-35 side view

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