Bureau Veritas (BV) is the leading classification society in the tug sector, with the BV-classed fleet of towing vessels standing at about 2,060 as of January 2016. As a result of this market leading position, the society exercises a key influence over the design and operation of tugs of all types worldwide.
Over the past year BV has begun to apply its new Guidelines for Design, Construction and Operation of Tugs, which were released in July 2014, for new tug designs. Gijsbert de Jong, BV’s manager for tugs and offshore service vessels, says: “We are pleased that major tug designers have successfully developed new tugs on the basis of these new guidelines, which provide a comprehensive, technically consistent and pragmatic regulatory framework.”
BV has started to expand coverage of the guidelines to novel tug designs, too, including those with thrusters distributed along the length of the unit, such as the Rotortug, RAVE and Eddy Tug concepts. This, Mr de Jong points out, underlines the ability of the guidelines to be applied to a new generation of advanced towing and escort vessels.
Mr de Jong adds: “We are now planning to issue an update to these guidelines taking into account feedback from their application to date and also to publish requirements for advanced tug designs. As the feedback from the industry has been very positive we intend to lift their status from guidelines to actual rules.”
BV is also supporting flag states in the development of harmonised international regulations for the stability of tugs, which is part of the scope of work of IMO’s Sub-Committee on Ship Design and Construction (SDC). To that end, the stability criteria developed in the BV guidelines have been proposed as the basis for work initiated by the SDC. BV hopes the working group that has been set up will make good progress as a result during 2016.
Also important for BV is the growing interest in using natural gas as an alternative fuel. Mr de Jong says: “We are involved in several projects with liquefied natural gas [LNG], either in a dual-fuel or in a gas-only concept. The advantages of natural gas in terms of emissions reduction are clearly recognised, and with increasing regulatory pressure on emissions and a rapidly developing LNG bunkering market, more operators are looking into the gas fuel option.”
Using natural gas as fuel poses challenges with regard to design and operation. Mr de Jong points out: “BV has played a leading role in the development of the IGF Code at IMO, which provides the international regulatory framework for gas-fuelled ships, as well as the development of the IACS [International Association of Classification Societies] LNG bunkering guidelines. With our extensive experience in the towing industry and a large number of gas-fuelled ships under construction, we are in a strong position to support the towing industry in its drive to become greener.”
Also as a result of environmental considerations, BV is seeing more interest in the use of battery systems as a power source for tugs. It has recently published a new class notation, Battery Systems, and associated technical requirements to address the growing use of batteries on board ships.
Last year was a record one for BV in terms of new orders for tugs. It was awarded classification of no fewer than 193 tugs during the year. In addition, 42 tugs in service were brought under BV class.
A notable success for BV was its engagement to class the Carrousel RAVE Tug (CRT) concept developed by Nova Tug and Robert Allan. Mr de Jong says: “The design has been an interesting challenge from a classification and statutory verification point of view, as the classic requirements are not suitable to cover the concept. We have been working closely together with the designers and the flag state to set up a fit-for-purpose regulatory framework.”
Two of these CRTs have recently been ordered by Multraship at Damen Shipyards Group and BV will be the verifying classification society for the sophisticated vessels.
Another important business win for BV was an order for three dual-fuel high performance escort tugs for Norway’s Østensjø Rederi at Astilleros Gondán in Spain. In addition, BV is working with several industry partners on new designs using natural gas as fuel. These include the Damen RSD Tug 2514 CNG (compressed natural gas) design, based on Damen’s new reverse stern drive (RSD) tug concept, for which classification has been awarded to BV.
Mr de Jong adds: “Over the coming year we will continue to work with industry partners on new and exciting tug designs that aim to improve performance, safety and environmental footprint.”
Like BV, Lloyd’s Register (LR) is working extensively on battery and hybrid technology systems that are particularly suited to tug applications. The UK-based classification society is involved in a wide range of projects which aim to make batteries efficient, stable and commercially viable. Bernard Twomey, LR’s global head of electrotechnical systems, says: “Tugs and other relatively small vessels are where the take-up in the application of battery and hybrid systems has been greatest.
“Our work in the lab, and increasingly in applications on the water, is helping shipowners save fuel and increase efficiency while reducing emissions. We are excited to be playing a part in developing battery technology for a future generation of hybrid or, potentially, even single source vessels.” LR has recently updated its guidance Large battery installations and a second edition of that publication is now available. This sets out the key hazards that have to be considered as well as LR’s particular approach to approvals.
LR has been involved in a number of tug-related hybrid projects, most recently with Svitzer’s Ecotug project for tugs operating off Western Australia. With the support of LR’s technical experts, Svitzer developed the new environment-friendly tug series and four of the new tugs were delivered last year from ASL Marine Holdings in Singapore.
“Battery power is a real trend as it is, in general, reducing environmental impact while increasing efficiency,” points out Luis Benito, LR’s marine marketing director. “Our role and priority is to help operators make the best commercial decisions based on the best technical insight and support from LR.”
Italy’s RINa is another prominent provider of classification services to the tug industry, with 736 vessels of this type under class. It saw an increase of 12 per cent in numbers classed in 2015. RINa has a strong position in several tug markets around the world. Excluding Italy, where it has a market share of about 95 per cent, the main markets for RINa-classed tugs are Indonesia, South America and the Middle East Gulf.
RINa’s principal commercial success in the tug sector has been achieved in Indonesia, where the size of its tug fleet grew by 30 per cent last year. Another growth market for the society is Turkey, where 25 tugs will be delivered under RINa class in 2016 and 2017. The company is planning to target opportunities in the Northern Europe market and has just opened a new office and engineering centre in Hamburg with the aim of enhancing its presence in the region.
The RINa rules that apply to tugs are being updated and will include the development of specific guidelines when assigning Escort Tug service notations based on numerical calculations. These guidelines have been developed over the course of recent months and are expected to be issued within the first quarter of 2016.
“The aim of these guidelines is to help designers and shipyards by ensuring that a good balance is maintained between the accuracy of the results and the complexity of model calculations. For example, the use of computational fluid dynamics calculations will be encouraged when estimating hydrodynamic forces and moments, but the suggested calculation approach will enable simplified simulations with minimised costs,” says Dino Cervetto, director, technical services. “The detail contained within the guidelines will allow designers and shipyards to obtain reliable results at a lower cost when compared with full-scale tests.”
At the end of 2015, Japan’s ClassNK had 696 tugs under class, 70 of which – the majority being newbuildings – have joined the ClassNK register in the last 12 months. Around 80 per cent of ClassNK tugs are registered with the Indonesian, Malaysian or Singaporean flags, underlining the strength of ClassNK’s relations with yards in South East Asia.
In order to support the growing number of tugs registered with ClassNK, the society developed new Rules and Guidance for the Survey and Construction of Inland Waterway Ships, including tugs, in late 2014. In addition to offering general rules, the document provides guidelines on hull construction and expectations for machinery and equipment, for tugs registered with ClassNK.
ClassNK is now targeting opportunities in North America, where it has developed a strategy to offer better solutions, tools and technologies through its seven survey offices there, collectively known as ClassNK America, and its two North America-based subsidiaries, Helm Operations in Canada and Safety Management Systems in the USA.
The group is preparing to deliver a range of services to meet the US tug and barge sector’s particular compliance needs following the anticipated introduction of the United States Coast Guard’s (USCG’s) Subchapter M. This establishes requirements for the inspection of towing vessels, and is expected to enter force in the near future. It will include USCG approved third party audits, inspections and certifications, carried out by ClassNK America. ClassNK says: “This partnership is an opportunity to expand the group’s presence beyond the traditional ‘blue water’ sector and take a lead in ensuring the safety of mariners within the 40,000km of navigable waterways in the USA.”
In terms of new technology ClassNK has been taking a particular interest in the development of LNG as an alternative fuel. Last August Sakigake, Japan’s first LNG-fuelled tug, joined the ClassNK register. In addition to carrying out classification services, ClassNK drew on its extensive technical experience and knowledge to contribute to the feasibility study, provide technical advice, and achieve the necessary permissions and authorisation from the Japanese authorities. ClassNK says this project offers a promising solution for tug owners in the face of tightening environmental regulations.
ABS is similarly gearing up to help tug owners comply with the USCG Subchapter M regulations. In order to maintain and expand operations, towing vessel companies will be required to receive a Certificate of Inspection and comply with a new set of regulations relating to everything from construction and operations to safety equipment and record keeping.
With a presence in every major US shipyard, ABS aims to offer a number of solutions and services to help operators achieve and maintain compliance when Subchapter M regulations come into effect.
Through its Rules for Building and Classing Steel Vessels for Service on Rivers and Intracoastal Waterways, with appropriate regulatory addenda, ABS says it provides owners and operators with the opportunity to begin demonstrating compliance with Subchapter M inspection requirements. “By combining classification with an ABS certification of a vessel to the International Safety Management Code [ISM Code], owners and operators not only demonstrate full compliance with the pending Subchapter M requirements, but also show a commitment to a more comprehensive approach to safety and environmental protection,” the company says.
With more than 300 surveyors and auditors and more than 200 engineers and naval architects across the country, ABS believes it is particularly well prepared to assist US tug owners and operators in meeting Subchapter M compliance needs.
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