Conventional tugs are fitted with a standard propulsion system.
There are variances of these types
of tugs mainly being single or twin screw, with fixed nozzle and steerable rudder or steerable nozzle
and with fixed pitch or variable pitch propeller.
Conventional tugs connected at the stern of the vessel being assisted will have to work in the
traditional way .This requires a lot of skill and experience from the tug Master and is considered to be
the most inherently dangerous towing method for such a tug, due to the high risk of being pulled over
sideways, which is called “girting”.
Conventional tugs deliver the highest bollard pull in the forward direction and will mostly be used as a
bow tug on a hawser. When connected at the stern of the vessel being assisted, they will effectively be
working in the “conventional” mode, also referred to as “stern to stern”. The “towing point” will be
moved further aft from the towing hook by using a Gob-line and a “stopper” block. The use of the Gob-
line is very important in order to avoid girting of the tug
Advantages
1) Simple construction and less maintenance than CPPs
2) No support system needed
3) Smaller propeller leading to increased open water.
Disadvantages
1) Performance degrades rapidly at off-design conditions, where the vessel may operate majority
of the time
2) Not able to provide reverse thrust without stopping the engine, unless a reduction gear is
installed
3) Potential cavitation, strength & stability issues at highly loaded off-design conditions
4) Limited manoeuvrability and prone to girting
Capabilities and Limitations
Conventional propeller/rudder configurations are more efficient for port-to-port towing.
Conventional tugs are used for push-pull assistance, in particular for towing on a line. Economic
operations for using on small and medium sized vessels.
Limitations
• limited manoeuvring capabilities which is demonstrated in slow repositioning of tugs;
• amidships position of tow which results in the possibility of “girting“(capsizing) of the tug along the
radius of tow and consequently could result in capsizing of the tug with fatal outcome for the crew.
Tragic result of girting is the crew’s inability for prompt reaction due to high speed of the girting
development. To avoid girting, the tugs can be fitted with a quick release hook
• The astern power of conventional tugs is generally low. When making fast near the bow of a vessel,
interaction forces between the ship and the tug makes it very difficult for a conventional tug to
connect.
Azimuth Stern Drive (ASD) tugs are fitted with two (2) thrusters at the stern. The thrusters can be
rotated independently through 360 (hence “azimuth”) thus the propeller thrust can be directed in any
direction. Azimuth thrusters can have either fixed pitch propellers or variable pitch propellers with the
latter providing for reversing of the propeller thrust. Azimuth stern drive tugs are fitted with a harbour
towing winch which is located on the foredeck and a towing staple which is fitted forward of the winch
for assisting at the stern (“bow to stern”) or at the bow (“bow to bow”) and/or a stern winch for
assisting “stern to bow” in the conventional mode.
This type of propulsion system provides for high manoeuvrability particularly during transit sailing,
however it does have some limitations when combining thrust and direction resulting in a lower bollard
pull. This will be explained later.
Advantages of an Azimuth Stern Drive Tug
1) better directional stability at speed.
2) More suitable hull form for open waters and working in a seaway.
3) Improved bollard pull per kilowatt power.
4) Azimuth units easy to withdraw for maintenance and repair.
5) Maximum heel with side thrust less at 15°.
6) Shallower average draft of 3m.
Limitations of an Azimuth Stern Drive Tug
1) Side stepping ability not as good.
2) Squat at the stern and flooding of the aft deck has been known to occur with certain design
types when backing with full power.
3) Still susceptible to girting when using the after towing position.
4) Slightly more at risk from the effects of interaction.
5) It is not uncommon for 99 % of all towing to be limited to the forward position.
6) Complex control systems.
7) More susceptible to rubbish damage in propellers.
Tractor Drive tugs are fitted with two (2) azimuthing thrusters at the bow (forward of midship) which
have basically the same characteristics as the azimuth thrusters fitted on azimuth stern drive tugs.
These tugs are fitted with a harbour towing winch which is located on the aft deck and a towing staple
which is fitted aft of the winch. The stern and/or bow area is normally also heavily fendered, designed
for push/pull operations.
VSP TRACTOR TUG
Advantages of Tractor Tugs
1) full thrust over 360 degrees.
2) rapid power-on response time.
3) Outstanding manoeuvrability.
4) Able to re-position quickly if so required by the pilot.
5) Simple control systems.
6) Very low risk of girting.
7) Can more effectively overcome interaction forces close in to a ship.
8) Improved operational capability in a restricted area such as a lock or an enclosed dock.
9) May decrease the 'turn round time' of port movements that normally use tug assistance.
10) Reliable, robust propulsion units.
Disadvantages of Tractor Tugs
1) High capital investment costs.
2) Less bollard pull per kilowatt power.
3) Repair and maintenance of complex underwater units may be expensive.
4) Handling in an open seaway is poor due to the short distance between pivot point and thrust,
creating a short steering lever.
5) Heeling angle with full side thrust may be up to 21 degrees with some tugs. Therefore, risk of
damage can exist when laying alongside a ship.
6) Sophisticated underwater units may be damaged if grounded and/or fail if choked with debris.
7) Draft may be up to 5m, which is large in comparison to conventional tugs.
8) The re-training of conventional tug masters is essential in order to fully maximise a tractor tug's
potential.
GIRTING OF TUG
This is a term used to describe a tug being towed
sideways by the vessel she is supposed to be towing
i.e. when the tow line is leading almost abeam to the
tug’s centre line. The danger arises when the towing
hook is close to midship.
It can be caused by one, or both of the following:
The ship turning independently and too quickly away from the tug.
Excessive straight line speed with a tug made fast.
The height of the towing hook is an important factor,
as are the speed & rate of swing of the towed vessel.
This situation could be extremely dangerous if the tug’s gunwales are dragged under
by the force acting on the towline, especially if the weather deck of the tug has open
hatchways which can cause the tug to capsize.
If in an emergency the tug’s stern cannot be brought under the towline very
quickly, the tow line should be slipped.
Girting: Forward
Let us look at an example of a common situation, with a conventional tug forward on a long line.
Position-1:
In this area the tug is relatively safe and regardless of whether the ship's speed is too high it does not
result in any immediate problem, provided it remains within a small angle on the bow.
Position-2:
If the tug is out in this position broad on the bow the ship could, as a result of too much starboard
helm or excessive speed, or both, outrun the tug which may have neither the time nor maneuverability
to turn and keep up with the rapidly swinging or accelerating ship.
Position-3:
This is the worst possible situation where the tug is being pulled around on the radius of the tow line
and because of the position of it's hook, is then dragged along with the tow line out on its beam. Due
to the nature of the forces involved, it will also be pulled over to a dangerous angle of heel and unless
the tow line breaks, or can be released immediately, the tug which is powerless to respond and already
listing heavily, may capsize!
Girting: Aft
A conventional tug working aft, is perhaps more at risk than the forward tug, as its design
characteristics frequently oblige it to lay with the tow line much more inclined towards its beam.
Figure: Girting of a tug (aft)
Position-1:
Provided the ship is either stopped or proceeding at extremely low speeds a conventional tug can work
quite efficiently with maximum bollard pull in all directions at this and any other position around the
stern.
Position-2:
If the ship's speed now increases, the tug will have to work around onto a heading which is more in
keeping with the ship, not only to keep up with the accelerating ship but also to maintain a safe lead
with the tow line. In this situation, if the tug works with the tow line dangerously near the tug's beam,
might result in a substantial loss of bollard pull over what was a previously large useful arc of
operation.
Position-3:
Should the ship's speed become excessive, or if the stern of the ship is swung rapidly away from the
tug, it may be unable to respond quickly enough and could fail to keep the safe station previously
illustrated. As a consequence the tug might be dragged around on the radius of the tow line to this
dangerous position and capsize with shocking rapidity.
It is also very important to note that a tug attending a ship aft, but in the close confines of a lock, may
find itself in a similar situation, but with even less ability to manoeuvre. Should the tug get caught
across the lock with a ship proceeding at too high a speed it will be exposed to a very serious risk of
girting.
For those unfortunate enough to have witnessed it, a tug being girted and capsized is an awesome and
frightening sight. It frequently happens too quickly to activate quick release gear and allows absolutely
no time whatsoever for the evacuation of the crew who may become trapped in the submerged tug.
PICTURE SHOWING A TUG IN A LIKELY POSITION WITH GIRTING
When to use a Tug
Each port has its own particular features which determine the way of use of the tugs, such as
Tugs can be used to hold the ship against berth to reduce load on the moorings, during
mooring that is docking the ship or when the weather condition require so.
Generally, the following conditions are crucial in choosing and using the tugs for towing or
pushing: –
-volume of traffic in the port,
-types of ships serving the port,
-navigational obstacles in the port,
-conditions of environmental protection,
-local laws and habits,
-towing a vessel / ship
Types of Towing
1. Harbour Towing: This is towing, in sheltered waters, related to the manoeuvring of a ship
to or from a berth.
2. Emergency Towing: Emergency towing means towing of a vessel without propulsion
power at sea.
3. Escort Towing: Escort towing is a precautionary measure to use tug while navigating in
restricted waters to protect the vessel and harbor or damage to other vessel, if Engine or
steering failure occurs
4. Pull Back: This type of tug connection is done at stern to assist the ship having bow moored
to prevent the ship from over running the single point mooring, e.g. SBM or other facility.
5. Canal Transit Towing: This is type of towing/connection is when vessel is transiting the
canal.
Considering the above factors and types of towing, tug are decided to be used.
SHIP-TUG INTERACTION
There is considerable ship-tug interaction during tug assist operations. The causes
are as described below:
1. Reduction in tugs pulling power due to tug’s propeller wash hitting the ship’s
hull.TheeffectisgreaterinshallowwaterswhenUKCissmall.
2. Effect of ship’s propeller wash, slipstream or ship’s wake. This effect also
increases in shallow and restricted waters.
3. The pressures developed around the ship due to the water flow around the ship,
whether it is caused by ship’s movement through the water or a strong current.
Positive pressure area is created at the bow and stern and negative pressure is
created alongside the ship.
The interaction may affect the effectiveness of a tug but most importantly
may put the tug in danger. The shiphandler must take into consideration the
ship’s speed and the effect of current as these pressures increase with
decreased water flow. It is recommended that ship’s speed must be
between 2 and 4 knots but never exceed 6 kts when tugs are working in the
vicinity
A tug working in the bow area of a moving ship
is in the danger of stemming. Stemming can
occur when the tug is being made fast at the
bow of a bigger ship. As the tug approaches the
larger vessel to collect the towline, its bow
is repelled by the shoulder of the larger vessel.
The tug then applies counter helm to correct
the outward motion. As the tug moves ahead
under the bow of the ship, it experiences an
attraction to the ship which is aggravated by
the tug’s counter-helm still applied. Unless
prompt action is taken by the helmsman on the
tug, the two vessels could collide, with the tug
passing in front and under the ship’s bow.
A tug working at the stern of a ship also experiences the high pressures created
at the stern of a moving ship. The tug can be pushed towards the stern. Thetugwill
also be affected by the ship’s slipstream and propeller wash. The shiphandler must
always stop the engines when making fast a stern tug or when passing a line at the
stern.
Most tug accidents when working with ships is due to excess speed and lack of proper
communication between the ship and the tug. The ship (usually pilot) must be in
constant communication with the tugs relaying his intentions. Similarly, the tug
Master must keep the ship handler advised of the tug’s actions and any
problems that it may experience.
