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- One of the primary tasks of tugboats is to assist with the berthing and unberthing of ships, particularly in ports with challenging navigational conditions. By exerting controlled force on larger vessels, tugboats ensure safe and precise maneuvering, preventing potential collisions or grounding.
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Tugboats contribute to the safety of maritime operations, often operating under challenging conditions to prevent potential accidents. In this article, we will delve into the intricacies of tugboats, exploring their design, functionality, and the critical role they play in modern maritime operations.
During maritime emergencies, tugboats play a crucial role in salvage operations. They possess the equipment and strength necessary to help manage and mitigate the situation, ensuring safety and minimizing potential damage.
- Tugs and Tows – A Practical Safety and Operational Guide
- Foreword
- Diferent Tug Types
- Planning
- P&I Cover Applicable to this Operation
- Customary and non-customary towage
- Towing surveys
- Diferent Tug Types
- Conventional tugs
- Azimuth stern drive tugs (ASD)
- Tractor tugs
- Responsibilities
- Manning and Training
- Safety Management
- Planning
- Tow plan
- Preparations on board the tug
- Checks on board the towed vessel or barge
- Planning for rough water
- Passage planning and bridge equipment
- Emergency planning
- GZ stability lever
- Stability of towed unit
- Bollard pull (BP)
- Pivot point
- Position of tug and interaction
- Approaching the aft end of a ship or barge
- Girting, girding or tripping (GGT)
- Gob/Gog wire or rope
- Emergency quick release systems for towline
- The efect of wind
- The efect of current
- Length of towing line
- Shortening the length of the tow
- Establishing the tow connection
- Position of barges
- Towing alongside
- Pushing ahead
- Double tows and tandem tows
- Single wire under rider tows
- Two wire tows
- During the tow
- Inspections during the towage
- Loss of Tow Wire
- Emergency towline rigging
- Arrangement for barges
- Towing Equipment
- General
- Planned maintenance system (PMS)
- Testing and certificates
- Towing winch
- Towing hook
- Bollards, fairleads and sheaves
- Towlines, wire and synthetic ropes
- Ancillary equipment
- Personnel Injury Risk
- Communication
- Record Keeping
- Other Risks – Piracy
- Observations
- Safety message
- The incident
- Observations
- Acknowledgements and References
© British Crown Copyright and/or database rights. Reproduced by permission of the Controller of Her Majesty’s Stationery Ofice and the UK Hydrographic Ofice (www.ukho.gov.uk). The information and recommendations in this booklet are given in good faith and are meant to highlight best practices, good seamanship and common sense to reduce incidents th...
The Shipowners’ Club provides P&I insurance for smaller and specialised vessels around the world, including those that engage in towage operations on a daily basis. It is while involved in this activity that incidents resulting in damage, injury or even death may occur. After an analysis of the claims notified to the Club over a two year period it ...
Conventional tugs Azimuth stern drive tugs (ASD) Tractor tugs The Rotor tug Responsibilities Manning and Training Safety Management
Tow plan Preparations on board the tug Checks on board the towed vessel or barge Planning for rough water Passage planning and bridge equipment Navigation Emergency planning
Traditional P&I cover includes; collision claims, damage to third party property, injury or death to the crew, liability to passengers or cargo, liability for wreck removal and certain fines and penalties. However, the liabilities covered when towing are often misunderstood and covered by three principal sub-sections to the Towage Rule. Customary t...
The Club Rules lay out its liabilities for customary and non-customary towage. The Rules should be referred to or the Club contacted if in any doubt about insurance cover for a towage operation. Customary towage of an insured vessel refers to the liabilities arising under the terms of a contract for the purpose of entering/leaving port or manoeuvri...
Diferent insurers will require an insurance towing survey, sometimes called a Towing Warranty survey or Fitness to Tow. These must be carried out by an experienced and independent surveyor. The scope of the survey will depend on the nature of the towing operation and often it may be combined with a Hull & Machinery (H&M) or the cargo insurer’s surv...
It is important to understand, in the context of towing, that tugs with diferent design features have diferent handling characteristics. These could be, but are not limited to, a combination of hull profile, engine and/or rudder type and thruster’s configuration and towing winch design, power and location.
These tugs are used worldwide and their characteristics vary. These tugs can be equipped with fixed propellers, single or twin screw (left or right-handed) and single rudders with fixed nozzles. New buildings may have steering or nozzles, controllable pitch propellers and nose rudders. Tugs may be fitted with tunnel or retractable azimuth thrusters...
This tug type is fitted with two azimuth thrusters in nozzles at the stern and with bow tunnel thrusters. Some are fitted with controllable pitch propellers (CPP). General characteristics of ASD tugs are: Low relative draught. Good steering characteristics, except when going astern at higher speeds. Towing point is just forward or just aft of amids...
The design of tractor tugs is unlike that of conventional tugs. The propulsion units are fully turning controllable pitch blades, able to give thrust in any direction and act as steering units or azimuthing fixed or controllable pitched propellers. The propulsion units are placed far ahead of the towing point, close to the pivot point thereby produ...
Organisational command lines should be established and responsibilities and duties clearly defined before a new towage commences. The tug master is at all times responsible for the vessel and crew and if acting as towing master also responsible for the towed unit. The tug master should always be satisfied before departing that his vessel is: Compl...
The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW Code) is often not applicable to towage operations carried out in some jurisdictions, particularly for non-international voyages, such as river passages. The manning of the towing vessel may be determined by an appropriate regulatory authority;...
Although many towing companies are not required to comply with the ISM code, it is however recognised that implementing an SMS is consistent with good practice. A structured and recorded system of an appropriate size to the operation not only improves safety, and protects the employees but also protects the owner/operator. It is dificult to comply ...
Incidents may occur because no pre-planning was carried out. Case Study One in Annex I highlights the type of incidents that can occur if the operations are not thought through prior to commencing the towage operations. In this case the local port authority was not informed of the proposed towage operation and therefore important impending trafic i...
Planning and preparation before a tow commences might include: Assessing the size and type of vessels or barges to be towed and any limitations of the tow. Confirmation that the tug is of suitable; size, manning, sea-keeping, horse power (HP) and bollard pull (BP). Tow wire and towing equipment is suitable for the planned tow. Route to be taken ...
It is essential that checks should be completed on board the tug and vessel or barge to be towed, which should include: All water/weathertight openings are securely closed with signs indicating that they should remain closed for the duration of the voyage. It is a reality that tugs have capsized as a result of doors and ports being left open when ...
The tow should not proceed until a satisfactory inspection of the tow has been carried out by a competent party. Checks should include: Condition of the towing arrangements. Condition of the anchoring equipment if fitted. If not fitted some authorities require a temporary anchor to be supplied of an adequate weight. Condition of tow including an ...
Rough water in the context of a small tug or workboat is not restricted to being caused by strong winds. The Club has sufered many claims where the tug and tow unit have contacted a third party vessel, berth or other fixed floating object due to misjudging the prevailing weather conditions when manoeuvring. Adverse weather conditions can be caused ...
Reference material is available on passage planning, including IMO Res.893 - Guidelines for Voyage Planning, which states that the need for voyage and passage planning applies to all vessels. A large part of a towage risk assessment can be included in the appropriate passage plan. Even for experienced tug masters, plying familiar waters, the formal...
A prudent towing plan includes ‘what if ’ situations, unexpected events that could happen during the tow. This preparation could be a formal plan for specific contingencies and/or training. Consideration should always be given on how to transfer personnel and equipment to the towed vessel or unit during an emergency. Personnel should always wear li...
The stability of a tug is determined by the centre of gravity above the keel, KG (corrected for free surface efects with a distance GG’, to the distance KG’). When given an inclination the weight of the tug acting through G’, tends to further incline the tug. In the case of positive stability this is counteracted by the buoyancy force acting in a v...
We have experienced numerous claims that have arisen from inadequate stability of the barge, in particular those used in the carriage of containers. How to calculate the stability of a barge with cargo stowed on deck is important. The stability of the barge or towed unit should be assessed by the tug master or recognised organisation. This would in...
When a tug is hired the chartering party requires knowledge of the BP of the tug i.e. the pulling capability of the tug. The charterer will know what the required BP is for the contract, either through experience or it will have been calculated. When newly built the pulling capability of the tug is measured using a load cell under certain condition...
It is important to understand the efect of the pivot point on any vessel but particularly with tugs when towing. Knowledge of the pivot point assists the tug master to understand how the unit being towed will steer in diferent situations. A floating unit rotates about a point situated along its length called the pivot point and when a force is appl...
The position of the tug is always important especially when assisting a barge or vessel. The safe position of the tug relative to the assisted unit depends on many factors which include the size and pivot point of the unit, the number of tugs assisting, the speed of the unit being assisted, the depth of water, and amount of manoeuvrable room, curre...
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
The Club would like to especially thank Chris Spencer who assisted greatly with producing this booklet. In addition the Club would like to thank the following people for their kind contributions and advice: David Brown, SVITZER Towing Ltd Graeme Faulkner, GPS Marine Kent Stewart, Maritime Engineers Pty Ltd
Nov 10, 2023 · However, these hardworking vessels play a crucial role in ensuring the safety and efficiency of shipping operations around the world. In this article, we will take a closer look at the history, design, and uses of tugboats, and explore the many ways in which they contribute to the global economy.
Safety is paramount in maritime operations, and the tugboat crew is the first line of defense against potential hazards. Crew members maintain a vigilant watch, identifying risks and...
Tugboats are vital to maritime operations, performing crucial tasks that facilitate smoother and safer sea navigation. Explore how these versatile vessels make a significant impact across various maritime activities.
Training Is the Key to Safer Tugboat Operations. Working with tugboats is dangerous—there’s no denying that. But by investing in training and safety procedure awareness, you can dramatically reduce the risks involved. At the Maritime Skills Academy, we offer a range of courses and learning resources that can help you stay safe when working ...
