Tugnology '15 London | Speakers and Papers

Sponsors & supporting media

As always, during the conference sessions, the emphasis is very much on discussion and to this end pre-prints of the majority of papers are made available to registered delegates via our website two weeks prior to the start of the conference in order to prepare questions. Delegates can then print out hard copies of the papers of most interest to them. Complete folders containing all the papers will be supplied when delegates register and pick up their name badge at the event. The conference will be chaired by Mike Allen, long-standing ITS Convention chairman.

The full programme is available to download as a PDF.

Click on a paper to view the synopsis. View all.

Opening and Inaugural Address

Capt Don Cockrill MBE FNI, Chairman, United Kingdom Maritime Pilots' Association, UK

Capt Don Cockrill will present the Inaugural Address at Tugnology '15.

Higher Tug Crew Comfort Calls for Advanced Sound and Vibration Control

Tjakko Keizer, Principal Engineer Sound & Vibration, Damen Shipyards, The Netherlands

Jochem de Jong, Project Manager Research, Damen Shipyards, The Netherlands

With the continuously increasing focus on crew comfort on-board tugs, it becomes crucial for a tug designer to have deeper knowledge on sound and vibration. The Damen Research Department is constantly exploring new technologies, as traditional approaches to sound and vibration control might not be sufficient in the future. As a designer and builder of standardised vessels, Damen has the opportunity to invest in state-of-the-art technologies and profits from continuous feedback. A parallel with the car or aircraft industry is easily drawn. When it comes to sound analysis, new measurement and calculation techniques originating from these industries have been investigated for their application in tug design in order to gain more insight into sound behaviour. This paper deals with the promising results of the latest research and how Damen implements these techniques to improve crew comfort on tugs.

Bridge Ergonomics - Fashion or Function?

Gerard van den Baard, General Manager of Sales, Alphatron Marine BV, The Netherlands

With the introduction of so many innovative ideas relating to tug operations worldwide, the main control position, the bridge, is still so often a 'forgotten priority'. Where shipbuilders can reap the production benefits of a modular ergonomic bridge concept and operators can reap both operational and efficiency benefits, the time is right to consider bridge ergonomics as a vital part of a ship's operations. We will introduce our own ideas on how to answer the question with our Alphabridge concept, explaining how the concept was realised, and will accompany our explanation with some photos and a short video during the presentation.

The Benefits of System Integration on Propulsion Units for Tugboat Applications

Dr Elias Boletis, Director R&D, Wärtsilä Ship Power, The Netherlands

The market for tugboats provides a lot of challenges to the propulsion system designer. While bollard pull performance, manoeuvrability and compactness remain critical matters, additional attention needs to be paid to energy efficiency, environmental aspects and ease of installation. The paper will emphasise the efforts of Wärtsilä Propulsion to develop a new thruster series, especially designed for new tugboat generations up to 110 tonnes bollard pull, with thruster powers ranging from approx 1 to 3 MW. Beyond the requirement for unit efficiency and ship integration, the system compactness is addressed in detail. The new thrusters provide extensive system integration and all auxiliary systems are integrated into the compact thruster which reduces space requirements and simplifies the installation of the thruster. Next to hydraulic steering, electrical steering is available as an option. The lubrication system is fully integrated within the thruster with new innovative components. The new thruster series is compliant with US EPA VGP2013 regulations without the need to use environmentally acceptable lubricants (EAL) in the entire thruster. The propulsion controls include the Wärtsilä ProTouch bridge system and an advanced layout in the machinery room introducing new field bus technologies.

Use of Modern Radar in Tug Operations

Stephen Furr, Business Acquisition Manager, Navico Inc, USA

In this paper, the use of modern integrated radar systems to secure a safer, more predictable and more efficient way to commence tug operations will be discussed. The various radar uses in different applications, as well as new radar technologies, will be explained along with how to choose and use the right radar for your specific applications. Hardware systems reviewed will be of the traditional pulse type, along with newer solid state frequency modulated continuous wave (FMCW) radars. Reviews of specific radar feature subsets, such as small target detection and ice navigation, will also be provided.

The Value of Marine Analytics in the Tug and OSV Industry

Leslie Bell-Friedel, Marine Product Support Regional Manager, Caterpillar Marine, USA

Ship-owners, managers and crews are continuously being challenged to increase the return on investment (ROI) of their assets. The next generation of performance improvement involves enabling relevant stakeholders, from onboard operators to vessel owners, to use technology to make better maintenance and operational decisions. Caterpillar recognises this market need and uses automated advanced analytics and expert engineering advisory services to turn onboard data into actionable information for more than 23 critical systems on the vessel. This can help to optimise maintenance, avoid equipment failures, improve vessel or equipment performance, increase fuel efficiency, increase safety, and/or increase overall asset productivity.

The RANGLer - Looking at LNG-powered Tugs with Fresh Eyes

Kenneth Harford, Managing Director, Robert Allan Ltd, Canada

Mike Phillips, Naval Architect, Robert Allan Ltd, Canada

Since the industry first started looking at LNG as a primary fuel in small vessels such as tugs, the focus to date appears to have been on how to fit the large gas tanks and associated components into a more-or-less conventional tug package. Robert Allan Ltd believes that the use of such a fuel requires a complete rethink of what a tug should look like in order to accommodate, and more importantly, take maximum advantage of, the benefits of LNG. The RANGLer concept will be presented and the many features which distinguish this design will be highlighted.

Tug Safety and Modern Technology - A Winch Engineer's Perspective

Peter Hammerschlag, Chief Engineer, Markey Machinery Company Inc, USA

Scott deMers, President, Systems Interface Inc, USA

The case is made that modern technology, though providing more capabilities, does not inherently improve safety. For instance, extensive use of computers and sophisticated sensors adds many parts to a system and may require new strategies to maintain or improve reliability. This is in particular an issue for tugs, because, in contrast with industrial operations, when inoperability occurs on a tug, there is often no time to fix things and an abort or mission failure will occur. Being out at sea for longer periods with broken or poorly performing equipment is a problem as well. Remedies for these situations are discussed, in particular providing redundancy and the capability to remotely troubleshoot problems, adjust controls and assist with shipboard repair. Simplifying design rules and increasing safety factors are also addressed, as well as the desirability of management safety rating. Emphasis is placed on the need to recognise that tug operations are complex, as three variable and often unpredictable environmental forces, wind, waves and currents, are acting on the tug and the assisted ship, requiring the operator to make complex judgments. The case is made that safety can be improved not only by better training, more reliable equipment and better troubleshooting, but also by providing more tugs, so that when a tug gets into a difficult situation it can back off timely and let another tug take over until it has been able to get itself in a better position. This is the ultimate redundancy. Suggestions for a test and training programme conclude the paper.

The Compact Foredeck - Optimising Working Deck Space and Towing Leverage for Assist and Escort Tugs in the 50 to 125-tonne range

Jonathan Parrott, Vice President, New Design Development, Jensen Naval Architects and Marine Engineers, USA

Barry A Griffin, President, BA Griffin Associates Inc, USA

The authors propose a new foredeck general arrangement for ship assist and tanker escort tugs. The design is based on a new hawser winch and structural concept. The content is relevant to: the safe handling of oil and gas tankers in harbours and open ocean conditions; ship handling tugs fitted with specialised winches and winch control systems; high molecular weight (HMPE) synthetic hawsers; deck-mounted hawser fairleads (staples and bitts); naval architecture and marine structural engineering; and the Capex and Opex associated with the shipyard construction and on-going operations of hawser-based ship handling tugs.

A Comparative Study of Thorn-D Antifouling and Copper-based Antifouling on Two Harbour Tugs

Dr Rik Breur, Managing Director, Micanti BV, The Netherlands

Early in 2013, two new harbour tugs were deployed for the Port of Amsterdam in the Netherlands. One was coated with a regular antifouling paint, the other with Thorn-D antifouling foil. The vessels were then inspected two to three times per year. This paper presents the results of comparing the coatings after two years in full service, and also explains some differences in areas such as application, repairs and cooling.

Performance Matters - A Case Study

Marinus Jansen, Technical Innovations Manager, Rotortug BV, The Netherlands

Performance matters, but it is difficult to quantify in the dynamic marine environment. Through this paper we aim to encourage and support companies in evaluating tugboat active steering and braking performance over the full operating speed range. We will show how state-of-the-art technology enables performance evaluation during routine operations and appeal to stakeholders to expand their view on navigational risk management and disclose previous results on similar trials. This paper describes the full-scale escort trials conducted with RT Evolution, the ART80-32 series in the North Sea basin. We discuss the requirements to meet and challenges to overcome in selecting appropriate sensor technology. We will also explore two different sensor technologies and how to make sense of the resulting data soup. Rotortug published full-scale trials data at the 16th ITS convention in 2000 after full-scale trials on RT Magic, a 75-tonne bollard pull 32m Rotortug. To benchmark the new Robert Allan design ART80-32 series and calibrate future computational fluid analysis (CFD) analysis on the Rotortug concept, we decided to conduct full-scale trials with the new ART80-32 series.

Meeting Environmental Regulations with Mechanical-based Systems as an Alternative to Hybrids

Mente Baak, Sales & Marketing Manager, Kumera AS, Norway

This presentation will describe an alternative mechanical solution for meeting society's pursuit for reduced emissions with developments based on traditional mechanical solutions. Central to the system and operations prescribed to meet the regulations is a two-step main propulsion gear from Kumera AS. The essence of the vessel systems is that the owner has prescribed a number of operational modes. The operational modes may be met by setting the rev/min of the main engines as well as varying the rev/min of the Kumera gear by engaging one of the two gear steps. The operation modes are defined based on the vessel's propeller curve.

The Carrousel-RAVE Tug - Design Development of a Unique High-Performance Docking/Escort Tug

Dr Oscar Lisagor, Vice President, Naval Architecture, Robert Allan Ltd, Canada

Andra Papuc, Naval Architect, Robert Allan Ltd, Canada

Dr Dirk Jürgens, Head of R&D, Voith Turbo GmbH & Co. KG, Germany

Leendert Muller, Managing Director, Multraship Towage & Salvage, The Netherlands

The Carrousel-RAVE tugboat concept is a unique, novel development in the tugboat industry. The design is a joint co-operation between Robert Allan Ltd, Voith, Novatug and Multraship. The prototype design is for a compact, 70-tonne bollard pull vessel combining a Carrousel system with an in-line Voith Schneider Propeller configuration. With this arrangement, the tugboat can efficiently generate high forces when assisting and escorting ships by utilising the hull's own hydrodynamic characteristics, while using minimal thrust. Controllability and manoeuvrability of the tug are also enhanced, and operations in confined spaces can be executed effectively. This design is the culmination of several years of extensive numerical modelling, theoretical predictions, simulations and model tests. Experienced tug master feedback is very positive with regard to the ease of controllability of the tug and its ability to effectively perform a plethora of operations.

Advanced System Simulation in Tug Engine Development

Cyrill Halbauer, Application Engineering Commercial Marine, MTU Friedrichshafen GmbH, Germany

Christoph Thielen, Thermodynamics & Control, MTU Friedrichshafen GmbH, Germany

This paper will discuss the advanced simulations utilised in the development of high-speed diesel and gas engines for tugs. MTU has developed a simulation tool which enables modelling of the complete ship system, including hull characteristics, combustion engine and propulsion driveline. It can be used for engine design and subsequent engine calibration (ECU mapping) on the test bench, and also for optimisation of the propulsion system performance, eg for crash stop manoeuvres. The necessary data required for the simulation is, in this case, based on extensive field experience and enhanced by dedicated tank testing, eg propeller tests for azimuth stern drives in extreme manoeuvres. We will also look at how the simulation is applied during the development of the MTU lean-burn gas engine, with a special focus on 'demanding' tug manoeuvres. Furthermore, an example will illustrate how simulation results were directly implemented to improve the manoeuvrability of a conventional twin screw propeller tug.

Analysis of Fuel-efficient All-electric Tugboats

Dr Ricky Chan, Product Manager, ABB Pte Ltd, Singapore

The increasing concerns about pollution and fuel costs have prompted widespread interest in electric and hybrid propulsion for tugboats. All-electric propulsion solutions offer many advantages. In addition to flexibility in power system design and simplicity in operation, all-electric solutions are more robust, require lower maintenance, and reduce fuel consumption and hazardous emissions. In this paper the benefits of time-domain simulation tools for performance analysis of hybrid tug solutions with batteries will be described. Case studies analysed with such a tool will be presented and the results for all-electric and diesel-mechanical solutions will be compared.