LECTURE no.

7
TUG BOATS
Tugs (or tug boats) are vessels designed for maneuvring other vessels or floating units
by pulling (towing) or pushing. They are intended for operation in open sea, open roadsted
(rad portuar) and harbors, channels or inland waters. Besides the main function of towing,
tugs are equipped with facilities and equipment to enable the fulfillment of other activities
such as rescue, fire fighting, pollution, ice breaking, occasionally and specific transport.
Tugs are specialized in various types of operations, which lead to different functional and
structural characteristics. The main feature of a tug is its towing power and in direct
correlation with this, traction power on the hook (bollard pull).
Besides tractors feature a tug must ensure other constructive requirements correlated with his
functionality:
- maneouvring and governance qualities;
- towing capacity in any direction;
- stability in waves, rough yaw, hauling of towing hawser;
- robust construction;
- protection from run aground (euare);
- good visibility from the wheel house (timonerie);
The features of a tugboat are:
- propulsion system;
- towing instalation;
-system of ship governance.

Fig.1. General Arrangement of a multipurpose tug boat

Masthead light
Main mast
Flag
Howler
Wheel house
Clear display screen

Antenna device
Morse signal device
Pipe

Winch
Hawser
Main Bridge
Hatch

Railing

Hydraulic pin

Stairs

Parapet

Life buoy
Chain support

Tyre protection

Winch

Rudder
Nozzle

Spring

Propeller
The tail shaft
Hull

Fig.2. Main components of a anchor handling tugs

Types of tugboats
Classification by the operating area:
- unlimited tugs (oceanic class);
- coastal tugs;
- tugs for inland or protected ;
Tugs are differentiated according to the navigation zone and are dictating by their
adaptation to the specific conditions of navigation, respectively to the different states of the
sea and ashore distance.
So, for the tugs with unlimited navigation area:
- ships forms are adapted to the navigation in high waves - increased freeboard, bow
raised by one or two levels of forecastle, the increased ratio L/B;
- requirements for intact stability and damage conditions are more severe;
- openings in hull and superstructure are with high sealing;
- autonomy is higher by increasing the storage capacity of fuel, water, supplies and
waste;
- crew spaces are large and designed for long voyages.
As the sailing area (navigation zone) is reduced, the above features diminish.

Fig.3. Oceanic class tugs

Fig.4. Coastal tug boats

Tugs classification by propulsion system:
- with axial propulsion line (or Shaft Tugs) (ST) (cu linie de axe);
- with Azimuth Stern Drive propulsion (ASD) (cu sistem azimutal la pupa);
- trailer with Voith Schneider Propulsion system (VSP) (tractor cu sistem cicloidal de
propulsive Voith Schneider);
- azimutal tractor tug with central azimutal propulsion system (ATT) (cu sistem azimutal
central);
- combined propulsion system.
Tugs classification by towing system
- towing on hook;
- towing with winces;
- carousel tugs.
Tugs classification by main destination:
- line tugs (remorchere de linie);
- maneuver tugs (remorchere de manevr);
- rescue tugs (remorchere de salvare);
- escort tugs (remorcherede escort);
- anchor handlingtugs (AHT) (remorchere de manevr a ancorelor);
- multipurpose tugs (remorchere multifuncionale)
Line tugs are long distances towing for non-propelled units. are used to transport
maritime barges, offshore rigs, ships left without propulsion, ships under construction, etc.
The main features of these tugs are: sufficient power to ensure the required speed oftowing;
ability to navigate in severe weather conditions; sufficient autonomy. To mitigate the drift
produced by the trailer (remorc), these ships are large lateral dimensions (length and draft)
and large side surfaces (drop keels (derivoare), rudders (crme)) developed to increase the
surge area (suprafaa de deriv). To increase the flexibility of these ships and exploiting the
high installed power (up to 20,000 kW with traction force of up to 300 TBP (Tonnes of
Bolard Pull)), these vessels have specific equipment to rescue and / or escort.
Maneuver tugs are intended for towing and maneuvering vessels in harbors, channels
and sluices (ecluze), where the towed ship maneuver capabilities are not sufficient. These tugs
are used to guide maneuvers, stop, turning and mooring of vessels. The main features of these
tugs are: sufficient strength to control the towed ship and great maneuvering capabilities. Are
generally equipped with multidirectional propulsion (azimuthally or cycloid) which allow to
reach the pulling force without having necessary to align the tug on towing direction. Towing
installation allows catching the trailer both at stern and bow of the tug. The bow is reinforced
to ensure pushing with the bow on the maneuvered ship. Most maneuver tugs are equipped
with auxiliary equipment that allow them to perform other services in harbor areas such as
combating pollution, fire fighting and escort near the port. In some cases, the shape and
arrangement of propulsion have been adapted for easy ice-breaker function for the port and
inland waters.

Rescue tugs (or salvage tugs) are primarily designed for rescue vessels in difficulty
(stranded, without propulsion, left rudders or failure of steering systems) and for rescue the
crew of this ship. In general, line tugs (with high power and able to sail in any sea conditions)
are used as rescue tugs if are specific equipments. Among them we can mention: mobile
drainage pumps, fire pumps, diving apparatus, gas masks, vitality devices, maneuvering
cranes, welding and cutting equipments, cables, ropes, portable lighting systems, etc. In
addition are necessary healthcare and human lives rescue equipments, helicopter takeover
area (not necessarily a helideck), etc.
Escort tugs have emerged as a result of numerous strandings (euri) in coastal areas
resulting ecological disaster. As a result, to reduce the risk of such accidents were issued
international regulations and national rules of navigation. These rules require that all tanker
vessels over 20,000 dwt to be fitted with rapid binding to tug (legare rapid la remorcher) in
case of loosing propulsion and/or steering systems and to be escorted by a tug specializing in
coastal and port areas. Some port authorities have extended the requirement to other types of
ships also. As a result, in the risk areas was imposed the presence of specialized vessels like
tugs escort.
A tug escort must have sufficient towing power and maneuver qualities so:
ing the trailer with 4 knots in calm water or to keep it stationary against a wind of
45 knots;
knots in the same distance as the towed ship stops with
their own means;
on direction when it navigate with 6 knots having the rudder
jammed (locked) at 35 degrees;
towed ship at a speed of 6 knots on the same circle of gyration that she
made with their own means.
Anchor handling tugs (AHT) are specific ships for offshore oil and gas industry and are
designed for handling and positioning anchors for oil drilling platforms or for pipe laying
ships. Specific for these ships are: being able to work in rough seas; high bollard pull;
additional handling systems (bow and stern thrusters); dynamic positioning systems; large
handle winches; stern roller for anchors cables (chains); open aft deck with anchors storage
and work space. Additionally, the most anchors handle ships are equipped with storage
facilities for specific loads of offshore drilling platforms (mud, cement, chains, pipes, fuel,
water, etc.), these ships bearing the abbreviation AHTS (Anchor Handling Tug Supplier).
Other features of these ships are: wheelhouse with double command at bow and stern; good
view of the bridge; anti -roll systems; starting- lift bridge systems for handling the large
anchors (type A frame).
Multipurpose tugs combine their nautical qualities with specific features for multiple
functions so they can be used in different situations. Practically any towing is not designed to
be devoted exclusively to a single function. The most common combinations are: linesalvage-escort-pollution; fire fighting-maneuver; anchor handling-line-salvage-fire fighting.
Tugs propulsion systems
The main feature of a tug is the thrust (bollard pull) and direction in which it is
developed. For this, propulsion system is the central element in the design of such a ship.
With some exceptions (salvage tugs and escort tugs) the ship speed on free march is not a
specific requirement. Usually, these speed of the tugs is 10...12 knots. In the case of salvage
and escort tugs, the need to quickly get to the intervention area, the speed is imposed by the
design requirement, usually 15...17 knots.
Propulsion system
Se utilizeaza trei tipuri de sisteme de propulsive: shaft propulsion; azimuthal propulsion;
Voith Schneider Propulsion.

Azimuth thrusters and Voith Schneider propulsion can orient the force of propulsion in
any direction (multidirectional) and requires no other equipment of governance. Tugs
equipped with multidirectional thrusters can be located at aft (stern drive) or central-bow
(zona central sau prova), bellow the ship. This latter type of arrangement leads to the so-called
tractor tugs. Are usually used the following abbreviations for types of tugs propulsion,
depending on the configuration: ST - shaft tug - ship with axis line; ASD - azimuth stern
drive - ship with azimuthal propulsion located at the stern; VSP - Voith Schneider propellers (in most cases are tractor tug); ATT - tractor tug azimuth - azimuthal thrusters located centrall
bellow the ship.

a) ST; b) ASD; c) VSP; d) ATT

Fig.5. Tugs propulsion systems
Shaft propulsion type (ST) ensures the ship governance by the classic system with
rudders. Traction (towing) force is developed only on the longitudinal axis of the vessel and
only to forward; reverse of the ship or side towing is weak. The most common use of this
propulsion system meets on the line tugs.
Azimuthal Stern Drive propulsion (ASD) provide better governance than the shaft system
and maximum traction force development in any direction. However, the location of the
propulsion at ships aft makes that the government is realize by rotating entire vessel which
leads to limitation of traction in the transverse direction. This type of propulsion permits
maximum traction both forward and backwards allowing the use of the towing to the stern or
bow. The most common use of this propulsion system is for the harbor maneuver tugs.
Tractor type propulsion which is provide by placing thrusters amidships (VSP or ATT)
help develop of maximum thrust in any direction without needing to return (rotate) the tug,
giving great flexibility in operation. The main limitation of using tractor system is the large
draft (5-8 meters) gave by the location of propellers bellow the ship fact that allow the use of
this tugs only in areas with high water depth. The most common use of this propulsion system
is for the maneuver tugs (where the depth of water permitting) and escort tugs. Except
cycloidal propellers (VSP), all other versions use propeller as propulsion element.
Propulsion Arrangement
Tug design is conduct having in maind the propulsion system as a central issue.
Propulsion system components are: the engine (motorul principal), joint mechanisms
(cuplajulele), gearbox (reductorul), gear drive (transmisia) and propeller.
Both for shaft tugs and azimuthally thrusters tugs is applying a few general requirements
regarding the location of the propulsion system.

- Proppeller position and size must be correlated with ships forms at stern and with
minimum and maximum draft so:
must be larger as possible, without exceeding the lowest point of
the ship and propeller must be full immersed in the minimum draft. It is recommended that
the tip of the propeller to be below the minimum draft at least (0.2 ... 0.4) from the diameter
of the propeller disc. If the propeller falls below baseline, the ship will accommodate an
extended drop keel (derivor) so that it protects the propeller;
ships forms in the propeller area must ensure a smooth water flow and avoid air
absorption of the forward march and minimize the absorption to reverse march;
must facilitate the flow of water, minimize the
loss of efficiency of the nozzle (through blocked areas by contact with the body) and to avoid
the creation of counter-flow on the outside of the nozzle;
must be as far away from the center line, without the risk of hitting the
quay side during roll oscillations and considering the possibility of a proper location of the
engine inside the vessel;
- Positioning of the main engine inside the ship must consider:
forms and the space available in ship's engine room;
ships framming, pedestals and others);
for engines maintenance (the side, bellow and above them);
main engine (gear, shaft
generator, fire pump, exhaust, etc.)
- Ships general arrangement requirements:
biggest space is given to
the engines. Must be considered also the need for other places in the area (tanks, technical
areas, etc.);
main engine had a significant contribution in tugs displacement and an
incorrect positioning may adversely affect the ship's trim.
s engine room is large and his damage
can compromise the ships unsenkyiability. It will seek a compromise between the size of
engine room and its location so as to meet demands for emergency stability (ofcourse, to the
types of tugs to which they are applicable).
Shaft tugs.
For these ships the propulsion system items arrangement is "in line". Additionally it will
be considered:
- be enough space for rudders;
- the axis line bearings will be positioned so that the distance between them to
accomplish the requirements;
- alignment with propeller: in some cases practiced sloping lines into an
vertical plane (for small vessels) and an horizontal one. Tilt of axis line will not exceed 3-4
degrees.
- regarding the distance between the propellers and their inboard distance is
applying the same principles as the azimuthal tugs.

Fig.6. Shaft tugs system propulsion arrangement

Azimuthal Stern Drive tugs.

The location of azimuthal thrusters is at the shipssaft for Azimuthal Stern Drive (ASD)
tugs type. To increase performance and maneuvering capabilities in particular, the thrusters
must be located as far from each other. The recommended minimum distance between
extreme positions of the thrusters (taking into account that they are rotating with 3600) is 500
milimeters. On the other hand, the location of thrusters must provide a minimum safe distance
between the propellers and the ship's side (recommended 500 milimeters) to avoid hitting the
shore with ships propellers or hitting the towed ship due to the slope of the tug.

Fig.7. ASD system propulsion arrangement

It is not mandatory that the propulsion unit to be placed vertically, they can be doublesloped - longitudinal and cross with angles up to 30...50. This inclination reduce propeller
universal joint shaft angle (nclinarea axului cardanic) and allows closer placement of the
engines without affecting the distance between the propellers and some others hydrodynamic
benefit for maneuver tugs type.

Fig.8. Inclining positioning of the azimuthal thrusters

Power transmission from engines to azimuthal thrusters can be achieved in several ways:
mechanical; electrical; hydraulical.
In case of electric or hydraulic transmissions, thrusters location is independent of the
location of engines providing flexibility propulsion arrangement. However, this solution is
applied only in special cases due to higher cost and higher losses on transmission chain
compared with mechanical transmission.
In case of mechanical transmission, the connection between the engine and propeller is
made with shaft transmission. Depending on the application, there are several types of
coupling:
direct the engine-propeller coupling is done directly through a flexible coupling; the
engine shaft is aligned with the propeller shaft and therefore there must be enough space in
the proppeller proximity;
with single shaft if the case of when engine is located relatively near the propeller and
about the same level;
multiple joint shaft (cu ax cardanic) when the engine is at distance from the propeller
and is placed much lower of it.
When using single or multiple joint shaft transmission, should be consider the following:
es must be at least 10 and maximum 60-6.50 at each joint;
;
.

To reduce the angle of the multiple joint shafts, along to the propeller tilt, must be a
longitudinal tilts of the main engine. Must consider the fact that the total longitudinal engine
tilt (static plus the one resulting from the ship's trim) is limited by the manufacturer (must
refer to the engine catalog).
Azimuthal Tractor Tugs.
Azimuth thruster location is on ships center to bow, under the keel of the ship. Location
principles are similar to those of ASD tugs type, with the following observations:
the location of the propellers on center-forward under the keel of the ship provide a
small level difference between the engines and propellers, making it simple the multiple joint
shafts transmission;
the angle size for thrusters location are given by the ships bottom shape;
the existence of a derivative protections extended at aft(drop keel) and bow thrusters
protection.

Fig.9. ATT system propulsion arrangement

Voith SchneiderPropulsion tugs.
The location of azimuth thrusters is on center-forward under the keel of the ship.
Location propellers and ships forms must accomplish the strict manufacturer requirements
regarding the thrusters.

Fig.10. VSP system propulsion arrangement

In Fig. 10 can be oserved that:
- the location is for a typical tractor propellers, center-forward under the keel of the ship;
- the angles of thrusters location are given according with bottom shape;

- the existence of a derivative protections (drop keel) extended at aft end and bow
protections for propellers;
- transmission with hydraulic gear;
- use of facilities offered by the VSP:
requirement but emprove the
exploitation;
multiple joint shaft for the engine;
of generators on multiple joint shaft for the reduction gear.
The towing test (Bollard Pull Test)
The Bollard Pull is the static thrust force developed by a tug in tow line for zero speed.
Bollard Pull is contractual requirement for tugs and its failure caused penalties. To certify
Bollard Pull is performed the towing test. This test is performed after completion of
construction and its mode of progress is dictating by specific rules. The test is conducted by
linking the tug to dock or buoy, bringing engines in nominal parameters of function and
measuring the force developed on the tow line.
There are many definitions of Bollard Pull:
- the average static thrust which measure average force developed over a long period of
time (usually 5-10 minutes) by averaging all values registered during this interval in the
engine rating (100 % MCR ) (regim nominal de funcionare a motorului). This type of test is
considered as the standard method of measurement;
- the maximum static thrust which measure maximum force developed in a short period
of time (usually 30 seconds) by averaging the maximum values registered during this period.
- maximum thruster is the largest singular value recorded during the test; is informative
and it is considered as the nominal Bollard Pull;
- the Brazilian average static thrust which measure the average power developed on
a very long period of time (one hour); due to the inevitable changes in water flow during test,
traction decreases in time and average traction per hour is less than the standard test for 5-10
minutes;
- commercial thrust is traction developed with overload engines (110 % or more) in
order to obtain an "advertisement" of the tug; It is not recognized as official test, but many
vessels are stated in the prospectus with this value for Bollard Pull.
The towing test results are influenced by a number of factors: the ship's position in
relation to the quay; water depth; length of tow ropes; wind and ocean current direction and
speed, etc. To standardize test conditions are imposed regulations on them. Requirements
regarding the development of test conditions are not evenly covered and differ slightly from
one Classification Societie to another.
Towing equipments
Towage can be done mainly in three ways:
- towing over the stern with stern towing system;
- towing over the bow (not the tugs ST type) with the towing bow system;
- "ear" towing for binding bollards (remorcaj la ureche cu legarea la babale);
The towing system (for a ship which contain in heres class symbol the "TUG" notation)
means all the equipment and facilities that provide the capability of the ship to perform the
following operations:
-towing "straight line"; in this case the towing equipment is placed in the stern-half
of the ship;
-escort towing operations; is performed with towing equipment that is placed in the
bow area of the ship.
A number of tugs considered as "normal-type" have bow towing equipment (fore towing
bollard) placed normally to the midlle plane, which allow the vessel to assist a ship or floating

facility during of towing or maneuvering operations. Such a tug is not classified as "escort
tug" because he must also meet some others specific conditions.
Effective component of towing system is determined by the technical specification of
ship design which contains the shipowner requirements (depending on operations that ship
should execute). Gennerally speaking, the towing system may contain (Fig. 11):
- trailer wires (parme de remorc);
- towing winches (vinciuri de remorc);
- towing hooks (crlige de remorc);
- towing bollard or towing bitt (babale de remorc);
- guides or limiters for trailer wires: gobeye, towing pins (ghidaje sau limitatori pentru
parmele de remorc);
- stern roller which is specific for ST type vessels (rulou de ghidare pupa);
- tow bars, as safeguards on the ship against trailer wire (curbe de remorc, ca
elemente de protecie pe nav fa de parma de remorc).

Fig. 11. Towing system components

Trailer wires
Trailer wire is an elastic and strong link between tug and towed vessel. Trailer wires or
cables are made of steel wires or synthetic cables and requirements on the characteristics of
materials that run them are governed by Rules of Classification Societies and may differ from
one classification society to another.
For example, the recommendations in the document "Guidelines for the Approvability of
Towing Vessels" edited by "Noble Denton International Ltd." specify as follows:
-ocean-going salvage tug 3pcs. (1pc. reserve) each of 800m;
-tug for unrestricted towages 2pcs. (1pc. reserve) each of 650m;
-tug for restricted towages 1pc. of 650m.
Another cryteria is according with displacement of towed vessel.
Displacement of towed
vessel [tones]
450
800
1800
4500

Length of the towing wire [metters]

170 - 180
200 - 220
260 - 270
300 and more

300 - 350
400 - 430
500 - 550
600 and more

In setting of minimum breaking strength of trailer wire, according with is choose the
diameter of the trailer wire, either steel or synthetic fibers, it leaves by the value of "Bollard
Pull" (BP) imposed by the ship specification, which apply a safety factor greater than one, and
whose value is different from one classification society to another, with one exception:
minimum breaking strength value will never be under 2xBP.
Towing winches
Usually, to improve maneuvring characteristics, towing winch is placed onto ship in the
middle plane and at a distance of 5% to 10 % of the ships length, aft from amidships.
Classification Societies Rules stipulate a number of requirements on towing winches:
- drum winch will be disconnected from the drive shaft and must be fitted with
pneumatically or hydraulically band brake (frn cu band), and compulsory with manual
brake on the winch;
- capacity of the brake drum (brake holding load) considered on the first layer of
windings (first on the drum) is
;
- the control winch will be both in the wheelhouse and local;
- will be ensuring release option for the drum brake for any working condition of towing
winch, including in case of failure of the drive unit;
- it is advisable to provide a system for measuring and indicating the load (the force) in
the towing wire, wich must be readable both local and wheelhouse;
- will be ensuring correct wire winding on the drum by providing a specific mechanism
(cable shooter) (depanator de cablu);
- will take into account that usually the output cable on the drum must be at the stern to
the bottom of it, to not damage the ship stability and to induce lower forces in the ships body.
Towing hooks
To locate the towing hook on the ship, the requirements of Classification Societies Rules
are similar to those for the towing winch. To choose the towing hook, must consider the
nominal traction on hook:
(nominal traction must be equal to bollart pull). For
execution of the towing hook will consider the following requirements of Classification
Societies Rules:
- the strength of the hook will be calculate for a theoretical hook force given by relation:
, where c is a safety factor greater than one, whose value is different from a
classification society to another;
- towing hook construction and fastening to the ship will ensure rotation of it into a
vertical and horizontal plane.
- the towing hook will be equipped with a fast releasing rope shutter (sistem de
declanare rapid a parmei) able to function in emergency and with the hook under load. The
trigger can be actuated mechanically, pneumatically or hydraulically and its command will be
both local and from the wheelhouse. Automatic triggering system must operate under load
hook and in case of some transverse floating wich can be dangerous for the ship stability
Towing bollard or towing bitt
A towing bollard (or towing bitt) is a solid, welded construction, made of pipes, having
portal shaped - "" - encased into the hull and which is placed between the towing winch and
stern of the ship, having the role of maintenance (guidance) of towing wires (ropes) from the
towing winch to the inside of portal. Tugs that can assist another vessel during towing or
other maneuvers are also equipped with towing bollard on the bow area, and the workforce is
considered to be
.
Towing pins
These are vertical cylindrical elements located on stern of the ship, symmetric on the
middle plane, having the role of guiding / limiting of towing wires. They have a strong built,

embedded in the hull. Can be fixed or with telescopic construction. The towing pins are
designed to prevent the towing wire to deviate laterally over the ship railing.
Gobeye
It is a guiding robust element, embedded in the hull, executed from round steel or cast as
a guide hawse (nar de ghidaj) - similar to those used for mooring ships. This guide is placed
into the middle plane, its role being to guide through it the towing rope fixed to the towing
hoock.
Stern roller
It is a guide element specific for combined ships (supply vessel / tug vessel) that can
perform towing operations, anchor handling operations or harbor buoys handling operations.
Constructive, the stern roller guide consists of a welded cylinder with diameter from 1m to 4
m, having an horizontal axis located at stern and with axial bearing embedded in the hull. Its
role is to protect the stern and facilitate slip of towing rope.
Towing maneuver
Certain basic principles apply to towing.
One is that the attachments to the floating structure, drilling platforms or another ship
must always be sufficiently strong that they do not fail or damage the structure under the force
that parts (breaks) the towline. The actual breaking strength of wire rope is typically 10%
15% greater than the guaranteed minimum breaking strength. Actual breakage will usually
occur under a dynamic load rather than a static load. It is important that under overload, the
structure or vessel being towed remains undamaged.
A usual requirement is that the ultimate capacity of any towline attachment to the unit be
at least four times the static bollard pull and at least 1.25 times the breaking strength of the
towline from the largest tug to be used on that attachment. At least one spare attachment
point, with pennant, should be fitted for towing ahead, to be used in case of emergencies.
A second principle is that the towing force must be able to be resisted through a
significant range of horizontal and vertical angles, thus imparting shear and bending, as well
as tension, on the towing attachment.
If a towline does break at sea, it is desirable that it fail at a known weak link so that it
may readily be reconnected, even in high sea states. A typical arrangement when a single boat
is towing with a bridle is shown in Fig.12.

Fig.12. One tug - one tow typical arrangement

If the towline is subjected to a high impact overload, the short pendant between B and C
breaks, the shackle at B is pulled back on deck by means of a fiber rope pendant, a new
pendant fitted (BC), and the towline reconnected. To reduce shock loads in the towline, either
an elastic fiber pendant catenary may be used or a length of chain installed in the belly of the
catenary (Fig.13).

Fig.13. Towing configurations

During passage through restricted waters and during final positioning, the towline may be
shortened in scope to permit better control. If it is too short, however, the thrust of the
propellers wash will react against the towed vessel.
The inertia (momentum) of a towed structure, especially a large one such as an offshore
caisson, is tremendous. It tends to keep moving ahead long after pull has ceased. A constant
concern of boats when towing in congested traffic conditions or in ice is that if the boat is
stopped, the towed vessel or structure may overrun it. Further, due to the inertia of the towed
structure, it is difficult to slow it or change direction

Fig.14. Towing a drilling platform

In a narrow channel additional boats may be used alongside and also astern. The boats
located astern are being dragged backward; when needed, they can go ahead on their screws
and thus slow the towed structure. However, being dragged astern, there is a tendency for
them to be pulled down and swamped, so special stern sheets are usually fitted and special
attention paid to watertight closures on the boat, since otherwise the engine room door may be
left open, regardless of the published instructions.
When towing out in the open sea, the boats lengthen out their towlines to offset the wide
range of loads in the lines due to the waves and swells. When towing a very large structure in
coastal waters, a single lead boat may run ahead to verify route, confirm depths by forwardlooking sonar, and pick its way through underwater obstructions, or ice. Such a lead boat can
also warn other shipping. If the towed structure is a deep-draft vessel (some of the offshore
platforms have drawn 110120 m), then the towline, if attached to the structure below water

near to the center of rotation, may have a steep inclination. This will tend to pull the stern of
the boat down into the water. Therefore, the towline may be led up to a pontoon or buoy,
which will resist the vertical component of the towing force. Such a buoy should be
foamfilled to prevent flooding in event of a leak or hole (Fig.15). Such a system may also be
useful when towing through broken ice to minimize the shock loads in the towline itself.

Fig.15. Towline arrangement for deep draft tow

Rescue towing maneuver
Preparing to maneuver the tug vessel
Tug ship runs following preparations:
- bunkering and food supplies;
- boarding on board at least 2-3 trailers reserve (remorci de rezerv);)
- if the weather is rough will take on board some floating objects which will serve for
trailer transmission an support (drums, buoys, plates, etc.)
- during the approaching of tug vessel to the towed ship, the trailer (arranged in loops)
sits on the deck;
- preparing the haulings (bandule) and hauling launchers (lansatoare de bandul);
- it will contact by radio, optical and acoustic means the ship to be towed;
In case of non-specialized towing operations ships, will be strengthened the stern bollards
by fixing a resistant belt consists of wire ropes or chains, will be use various types of wire and
chain stoppers, stretching, and other necessary deck accessories.
Preparing to maneuver the towed vessel
Vessels requesting assistance in offshore tugs is clearly damaged and their damage can
not be remedied by onboard facilities.
Damaged vessel shall submit the following data:
- the position where she is and drifting direction;
- the damage that occurred;
- nature of goods transported;
At the ship to be towed, perform following preparation:
- will stopping one of the anchors (se va boa una dintre ancore) to use heres chain as a
trailer (if necessary);
- prepares a trailer that will be fixed with one end to the bow and the other end will be
led at stern by board wind; to this end will tie a long hawser (saul);
- prepare several haullings and check the haulling launcher;
- winches and capstans (cabestane) are prepared for use in trailer recovery;
- preparing a boat for water released for trailer transmission through it if that is needed.
Note: if the damaged ship is near the coast, then must have to lay off an anchor to avoid
stranding the vessel.
The tug will be informed about the position of the damaged vessel in relation to the
direction of action of the wind, as follows:
- ship with stern castle will be in position with the bow in the wind;

- ship with higher center superstructure will have the wind about one point of compass
behind abeam;
- ships with high superstructures from bow to stern will be positioned with broadside on
wind;
- ship with bow castle will be in position with the stern in the wind;
When towage is carried on short distances, the towed vessel transmits the trailer to the
tug.
Towing maneuver execution
Towing maneuver includes the following operations:
- nearing the tug to the vessel to be towed;
- transmission and connecting the trailer (the towing wire);
- departure and march with towed ship;
Towing methods:
- towage in slipstream on the sea (remorcajul n siaj pe mare);
- ear towage (board on board towage) (remorcajul la ureche)
- towing by pushing
Towage in slipstream on the sea
Is a towing method often used both on open roadsted and on large distances on the sea.
The advantage of this method is that can be used as a towing vessel, regular merchant ship
(non-designed for towing).
Towing procedures:
a) Towage bow before - the towed vessel may use their own steering system and the
drag is lower than the stern tow before towage method (Fig.16);
b) Towage stern before - is rarely used and towage is carried on short distances and in
tight spaces. When the vessel towed was a water hole in the bow, then it will proceed to the
towing system with stern before (fig.17).

trailer
towed vessel

tug
vessel

Fig.16. Towage bow before method

trailer
towed vessel

tug
vessel

Fig.17. Towage stern before method

Disadvantages if the slipstream tow the stern before:
- can not use the steering of the vessel towed;
- drag through the water is very high;
- higher tensions appears on trailer;
- speed reserve is low during the tow.
Towage in slipstream on the calm sea
Towed vessel has functional steering system.
Towage procedure (Fig.18):
- nearing the tug at a side distance of 30-35 meters on a road parallel to the longitudinal
axis of the towed vessel;
- (1) position correspond with the moment of trailer transmission with hauling launcher;

- establishing trailer with safeguarding on towed vessel (distance of 60 meters between

ships)
- departure with "very slowly" speed (progressive stretching of the trailer), increased
speed after the trailer is spread.
Note: Towage in slipstream on short range (harbor maneuver) is performed as shown in
the previous case, but the distances between ships are smaller (usually 20 to 30 meters, on
weak wind, the distance can be 5 to 10 meters).
60 meters

30-35 meters
wind

Fig.18. Towage in slipstream on the calm sea

Towage in slipstream on the rough sea
Ship to be towed is into the wind with bow and is ready to give or receive trailer. Tug can
not usual convey the trailer.

100 meters
towing vessel
drifting towed vessel
wind
80-100 meters

approx.
100 meters

STOP THE ENGINE!

trailer transmission with
hauling launcher

Fig.19. Towage in slipstream on the rough sea

SITUATION 1:
- nearing of the tug is made with "VERY SLOWLY AHEAD!" speed (position (2), (3));
- at 80-100 meters from bow of the towed ship, is given the "STOP THE ENGINE!"
command and is launches the hauling;
- trailer length is about 400-600 meters.
SITUATION 2:
- damaged ship will launch on the water a buoy connected with a hawser line (saul) of
200 feet long, which will link from 30 to 30 meters lifebuoys and the end of hawser line is
connected to the trailer;
- tug maneuvering on stern of the damaged vessel at a distance of at least 100 meters
will "fish" buoy, implicitly the trailer and will travel on bow of the damaged vessel.
Ear towage (board on board towage)
The method is used to tow small vessels on short distances. Ear towage is done on calm
sea and, with high priority, inside the ports.

Fig.20. Ear towage (board on board towage)

Linking of towing ship to the damaged ship is done by taking into account:
- damage suffered by the vessel to be towed;
- the position of the vessel to be towed;
- wind direction and his strength;
To tow a vessel with damage to the steering and propulsion system, on the port area, on
the calm sea, must execute the following operations:
- nearing the tug alongside to the damaged ship until the stern is reach, then will put the
rudder left (right) to nearing the itself bow to the damaged ship;
- when the bow of the tug is up to 5 to 10 meters from the damaged ship the engine is
stopped;
- the "cross" connections are made (previously was handled the haulings for placing the
contact ropes on position);
- mooring balls (fenders) will be placed between ships to protect both ships;
- the departure of the convoy will be made with " VERY SLOWLY BEFORE " speed
and then gradually increasing speed.
Attention!
On the wind and mounted sea ear towage is not recommended because damage can
occurs to vessels engaged.
Towage at sea by pushing
It is a method (process) rarely used in open sea and can track the following purposes:
- transport of barges in the harbor road (rd portuar);
- transport of various floating objects over short distances.
barge

towing vessel

Fig.21. Towage at sea by pushing

For more effective loading - unloading operations in ports, specialists have developed
couplings "tug - ocean barge." System of towing.
The Breit Ingram system: tug's bow are a pear shape and engages with stern barge,
being a unitary system with a solid coupling; disconnection of the barge is done by pushing its
by a hydraulic piston; the system develop an economical speed of 14 knots.
The Carpot system: the two bodies are coupled by sliding cones; develop an economical
speed of 10 knots.
The Catug system: the two bodies are coupled by means of hydraulic rods; develop an
economical speed of 14 knots.