Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Introduction
In part 1 of our paper on ship-handling we covered a number of benefits of operating in a towing-on-a-
line, or full-pull ship-handling system using Rotortugs. This paper is based on the assumption that the
reader has read part 1. This part discusses advanced ship-handling principles and confined spaces
operation.

Note how we refer to sea-going vessels as an “assisted” vessel, for it has a reduced control ability of its
own by means of its propeller(s), rudder and possibly bow thrusters. As such ship-handling tugs provide
“extra” control ability and marine pilots generally use a combination of both (tugs and vessel’s own
power).

Pivot point
A vessels pivot point under way is located forward of midships and generally about 2/3 of the vessels
waterline length from aft. As such while underway at medium speed the center lead aft tug has the
highest lever arm for steering an assisted vessel. The pivot point shifts depending on speed and external
(tug) vector forces applied. Especially at lower speeds, the marine pilot can manipulate the pivot point by
using tugs to his advantage. At higher speeds (6 knots) a marine pilot can use a bow tug to shift his pivot
point and mitigate vessel drift from cross-currents and/or winds.

Figure 1, Pivot point at speed

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Figure 2, Pivot point shifting by using tugs

Braking and steering

The center lead aft, or stern (depending on your frame of reference) tug is most effective for steering for it
maximizes the lever arm on the assisted vessel at speed. Below 6 knots this is covered under ship-handling, above
6 knots it is referred to as escorting (see also figure 1, part 1). Ship-handling tugs provide steering- and braking
forces using the tug’s installed power, also referred to as “direct” mode operations. A tug design’s capability to
provide steering – and braking forces differs by tug design as per figure 3 below.

Figure 3, Direct mode steering force by speed

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

ASD – and tractor tugs are limited in direct mode operations, because they cannot keep up with the assisted
vessel in headway. As such the steering force capability of these designs drop rapidly beyond 4 knots.
Rotortugs with the triple Z-drive propulsion can operate in direct mode at all speeds, providing a steering force
vector similar to its bollard pull.

Figure 4, Direct mode tug operation

Operating in this mode can also be done on the shoulder positions and is not only reserved for center
lead aft tugs during ship-handling, or escorting Rotortugs at speed beyond 6 knots.

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Drift
Sea-going vessels manage cross winds and – currents by steering into the wind. Drift angles can easily be as much
as 10°, but also lower depending on vessel speed. Drift angle has a big impact on required channel width in
harbour areas (see also figure 5 below). The path width of the vessel effectively doubles in below example.
Forward tugs can reduce drift to some extent, but especially drift to manage cross-currents can be problematic
for ASD- and (Voith) tractor tugs.

Figure 5, 10° drift angle on a Panamax size vessel (to scale)

Forward tug operations

Rotortugs operating on the forward shoulder position can deploy in a similar way to figure 4 creating
substantial lateral – and braking forces as per figure 6 below to reduce drift. The lever arm is substantial
less compared to steering with the center lead aft tug, but the lateral forces mitigate wind- and current
forces on the assisted vessel. Rotortugs operating center lead forward can also create lateral forces
without braking as per figure 7, but this is more useful to shift the pivot point. Always take care to verify
towing fitting SWL on the assisted vessel with the marine pilot before each job!

Figure 6, Direct mode on forward shoulder Figure 7 Center lead forward tug operation

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Pushing in headway
Pushing an assisted vessel at (low) speed is an intuitive action for most tug masters. Yet the net result
can be very much counter-productive for wide beam vessels (such as bulk carriers and oil tankers), or
very flared vessels (such as container ships). The drag resulting from friction between tug and assisted
vessels creates a counter-productive turning moment on the assisted vessel. The pressure wave that is
created on the other side opposes the original pushing vector

Figure 8, Counter-productive “Donkey”-style pushing

In summary forward operating Rotortugs (either on the shoulder, or center lead forward) can limit drift
angle and shift the assisted vessel’s pivot point. ASD- and (Voith) tractor tugs will struggle to do so when
the drift is created to manage cross currents. Pushing with tugs to the shoulder of a vessel under way can
create a counter-productive turning moment.

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Making fast – center lead fore

Making fast center lead fore is the most dangerous positions in ship-handling with tugs. The assisted
vessel is sailing towards the tug with a high collision risk. There is little room for error and some
approach methods and Rotortugs are better able to recover from human errors and equipment failure
then other (designs). Managing collision risk starts with choosing the right tool for the job.

ASD tugs over the bow and Tractor tugs

Modern ASD-tugs can (generally) operate sailing astern and connect over the bow of the ship for
maximum maneuvering lever (bow-to-bow). Tractor tugs sail ahead in this position and connect over
their stern towing point. Both tug designs generally feature large skegs increasing the ship-to-ship
interaction and yawing moments (to overcome). To manage this making fast is done at speeds up to 6
knots)

Figure 9, Tractor - and ASD tug collision risk operating over the bow

ASD tugs can generally overcome ship-to-ship interaction below 6 knots speed. To safely connect center
lead fore the tug approaches from the leeward side near the shoulder position and “feels” its way
forward, establishing a towline connection before moving into position and out of the way.

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Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Rotortugs over the stern

Rotortugs feature a double ended control ability (operating over both bow and stern subject to their
deployment). The Rotortug minimizes collision risk through the large momentum from fore- and aft
thrusters (to overcome the ship-to-ship yawing momentum) and can always get into a safer position.
Rotortugs can establish a towline connection up to 10 knots speed.

Figure 10, Rotortug collision risk operating over the stern

The double-ended control ability and the ability always sail ahead (either in the bow – or stern tug
position is especially beneficial when operating in waves. ASD tug low (and sometimes open) stern
sections make for excellent working platforms during off-shore support duties, but make for poor sailing
characteristics when sailing astern in swells. Figure 11 illustrates how Rotortugs always sail bow first in
full-pull ship-handling system.

Figure 11, Rotortug always sailing ahead

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Drift – the need for speed

Assisted vessel speed is the second biggest impact on vessel drift angle. Reducing speed to 6 knots and
make fast center lead forward is thus not always possible due to drift restrictions. Rotortugs can safely
establish the towline connection at higher speeds up to 10 knots as per figure 12 below.

Figure 12, Comfort zone per ship type

Figure 12 illustrates crew comfort when working at the bow tug position at different speeds.
It displays how tug masters perceive their safety level when establishing a towline connection. The
collision risk is highest at this time due to the close proximity of the tug and ship. Tractor tugs rate
between the ASD and Rotortugs in figure 12.

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Confined spaces
Confined spaces are defined as spaces where manoeuvrability of the assisted vessel and supporting tugs
is restricted such that the tugs are required to provide a control ability within the beam of an assisted
vessel. These circumstances occur for example in, or near locks, dock entrance, bridgeheads, or at the
back-end of harbour basins.

Twin-drive tugs, such as ASD -, tractor tugs, or other cross-over designs (reversed tractor -, reversed stern drive
-, or Z-tech tugs) are limited to provide a vector pull in-line with their heading. This is due to the alignment
between the propulsion point (center of application of propulsor thrust), and towing point (last physical point of
contact between towline and tug). Figure 13 below illustrates the principle and how we define vector pull
capability by bearing relative to tug heading at (near) zero speed.

Figure 13, In-line pull, and vector pull capability

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Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Towing in-line is not possible due to space restriction in locks, dock entrances, or passing bridgeheads
(see also figure 14). Vector towing with Rotortugs provides steering forces within the beam of the
assisted vessel. This is the same working principle as referred to in Ship-handling part I, where we call
this “Rotoring” during the berthing-phase.

Figure 14, In-line towing in confined spaces

Figure 15, “Rotoring” in confined spaces

Figure 14 illustrates how ASD- and tractor tugs pulling in-line can’t provide a control ability during some
parts of the transit. Figure 15 illustrates how “Rotoring” enables the rotortug to provide a sustained
control ability during the full transit. Vector pull capability for different tug designs of same installed
power is displayed in figure 16 and 17 below. Vector pull is also a clear indicator on how quick a pull
vector will build up, or vector response, once a marine pilot commands a vector.

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Figure 16, Bollard pull, forward towing point, pulling astern Figure 17, Bollard pull, aft towing, pulling ahead

Figure 16 and 17 quantify the principles illustrated in figure 13 at (near) zero speed. These figures
illustrate the pull capability by relative bearing to the tugs towing point. Rotortugs can operate both
ahead and astern due to the midships propulsion point and towing points forward and aft. As such these
graphs are plotted for ASD tugs and Rotortugs pulling astern and (Voith) tractor tugs and Rotortugs
pulling ahead for tugs with same installed power.

Conclusion
• A vessel’s pivot point can be manipulated using tugs. At medium and high speed the pivot point is
generally located at abt 1/3 ship’s length from the forward waterline perpendicular. This makes the
center lead aft, or stern tug are most effective in providing steering forces;

• Forward operating tugs can limit drift on assisted vessels at medium speed (6 knots), but care needs to
be taken that the assisted vessel’s towing fittings SWL can sustain the expected towline forces;

• Pushing on the (forward) shoulder results in a counter-productive turning moment when an assisted
vessel has forward speed. Especially for wide beam vessels (bulk carriers, oil tankers), or very flared ships
(containerships);

• In confined spaces good maneuverability enables a tug to get into a safer position, but vector pull and –
response indicate a tug’s capability to provide a control ability to another vessel;

• Rotortugs have the best vector pull and – response compared to other tug designs providing sustained
control ability when passing locks, docks, or bridgeheads.

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 Rotortug B.V.

Ship-handling 2 Boompjeskade 123

3011 XE Rotterdam
T: +31 10 20 100 40
E: [email protected]

Appendix 1 – Tug boat types

Figure 9, Azimuth stern driven tug Figure 10, Tractor tug boat Figure 11, Rotortug

Table 1, Comparison between an ASD / Tractor / Rotortug

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