SHIP-TUG INTERACTION
In simple terms, a ship making headway through the water has zones of differing
water pressures surrounding it. This results in a positive pressure forward of its
pivot point extending out from the ship, whilst a low pressure or suction area exists
all the way down the ship's side from the pivot point to the propeller.
Near the stern this suction area is augmented by the flow of water into the
propeller space whilst the engine is turning ahead and, it should be noted, at any
time whilst controllable pitch propellers are engaged.
It should be remembered that the strength of these interaction zones and the
distance they extend out from the ship can increase dramatically, not only with a
small increase in ship speed but also if the ship passes into shallow water and the
pressure zones are restricted.
When a tug is working its way in towards the ship's fore body, with the intention of
passing a line forward, it may pass through one or more of these important areas
(see figure) and experience adverse handling characteristics.
Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (6/21) 1
SHIP-TUG INTERACTION
INTERACTION FORWARD
In position 1, if the tug is allowed to get in too close, it might be bodily sucked into
the ship's side. This might occur unintentionally in strong winds, when a tug is in
the lee of a large ship which is drifting down upon it. Once trapped alongside it can
be extremely difficult to get off again, unless the ship's speed is substantially
reduced thereby relaxing the strength of the suction area. For the unfortunate tug
master, this can be the start of a chain of handling difficulties which can accumulate
and end in disaster.
In position 2, the tug is again working in close to the ship's side and passing
through an area where it is half in and half out of the respective pressure and
suction zones. A positive force is pushing the bow out from the ship, while another
force is pulling the stern into the ship. This combined turning couple will create a
strong shear away from the ship which will require rapid and bold use of both helm
and power to correct it.
When working close in under the bows, in position 3, the tug may have run slightly
ahead of the ship's bow pressure zone and consequently find a very strong positive
force being exerted on the stern and rudder. This will give a similar effect to that of
putting the helm hard over towards the bow of the ship and the tug could sheer
rapidly across its path. Bold corrective counter rudder with power will be needed
instantly, but even then may be ineffective against a force which can be very
strong.
Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (6/21) 2
SHIP-TUG INTERACTION
If the ship's speed is too high and the interaction forces correspondingly severe, or
if the tug master fails to keep control, the tug can find itself in position 4 with
alarming and fatal rapidity. The consequences may be flooded decks and serious
collision damage with the possibility of capsize and loss of life.
INTERACTION AFT
When a tug is approaching to pass a line aft, it is also likely to feel the effect of
interaction and may experience some handling difficulties particularly if the ship's
speed has not been sufficiently reduced. The resultant interaction forces may be too
strong causing vigorous suction around the after body of the ship.
When a tug makes its approach and is in position 1, it will be influenced by this
suction and may start to take a sheer towards the ship's stern. As this may be a
low pressure area, the tug will have less water resistance ahead of it and may also
experience an unexpected increase in speed. Unless quick counter rudder/power
action is taken, the tug will be drawn into the stern of the ship and become stuck
somewhere alongside in the region of position 2.
If the forces are so strong that the tug fails to respond to full rudder or power, it
may land heavily alongside. If the ship is in ballast or partly loaded or has a large
overhanging stern, the tug could be drawn into position 3 with the possibility of
serious structural damage to the tug's superstructure and upper works.
Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (6/21) 3
SHIP-TUG INTERACTION
Care should be exercised whenever a tug is working close under the stern. Whilst it
is the safest 'best practice' for a conventional propeller to be stopped, it is not
always practicable, and with controllable pitch propellers, the tug's master should
always be kept fully informed as to the status of the propulsion unit when coming in
close.
Whilst procedures vary from port to port, some tug masters may opt to make their
approach in relative safety from dead astern, on the centre line of the ship. When
close to stern, the first line is passed down to the tug's bow and then the tug eases
out to a safer position to complete making fast.
Compiled by : Capt. Naveen C Tewari, ARI Saket. New Delhi. (6/21) 4
