A harbour master explains the tug requirements and procedures for ship escort and terminal operations in the Port of Cork
A harbour master explains the tug requirements and procedures for ship escort and terminal operations in the Port of Cork
A combination of azimuth stern drive (ASD) and Voith Schneider propulsion tugs are used for manoeuvring ships to terminals and in harbours in the Port of Cork. Both types of tug can be used in terminal operations when ships need to be escorted into ports and handled in restricted areas. Other types of tug with various design and propulsion systems, such as Rotortugs, tractor and Z-drives are also suitable for ship-handling in restricted harbours and for terminal operations.
In the Port of Cork, there is a combination of ASD and tractor tugs for tight manoeuvring of ships, particularly tankers, cruise ships and Panamax container ships. These need to be turned within a very small radius, says Port of Cork chief operations officer and harbour master Paul O’Regan. Other types of tug are used in different terminals throughout Europe, including Rotortugs and reverse stern drive tugs.
Mr O’Regan tells Tug Technology & Business that from his experience, “ASD tugs work effectively for escort, and Voith Schneider for tight manoeuvring.” Other types of tugs, especially double-ended tugs such as Rotortugs, RAve and Eddy tugs, would also be suitable for these operations. ART Rotortug and RAstar ASD and RAve Caroussel tug are are also designed for ship escort operations.
“Both ASD and tractor tugs are perfectly capable of undertaking all necessary jobs,” says Mr O’Regan from his port experience. In the Port of Cork, there is a minimum towage requirement for each berth and area of the port that is assessed based upon the specific dimensions and characteristics of each vessel. The master or the port authority is free to increase the number or size of tugs as they deem necessary over and above the minimum requirements.
“ASD tugs work most effectively for escort, and Voith Schneider for tight manoeuvring”
“Certain parts of the regulation require individual risk assessment,” says Mr O’Regan. “These will be decided by the harbour master in consultation with the ship’s pilot and master.” For example, a tug is required to escort tankers berthing at the Whitegate refinery. For loaded crude tankers, the tug will proceed to the pilot boarding area outside the harbour and follow the instructions of the pilot with regards to escort duties.
For other ships, escort tugs meet the vessel 1 nautical mile south of Roches Point, unless this distance is increased by the pilot or master. When in escort mode, the tugs’ line will be connected to the vessel from the start of that job until either the vessel is securely berthed, when tugs may slip lines to reposition for berthing, or when the vessel is clear of Roches Point on the outbound voyage.
In the Port of Cork, tugs are involved in all aspects of vessel towage and manoeuvring around the harbour. “This can include providing the necessary thrust to enable very close quarters manoeuvring,” says Mr O’Regan. “Or applying force to assist making turns, helping in reducing speed, and providing propulsion and docking.”
Towage is provided commercially by Lee Towage, Doyle Shipping Group and the Port’s own operating company. “The allocation of tugs is subject to order by the shipping agent to the senior berthing master under normal circumstances and based on the minimum towage matrix guidelines,” says Mr O’Regan. The harbour master or the deputy harbour master can override this. “They may at any time allocate specific tugs to any vessel that requires special attention based on vessel design, weather or tidal conditions that are expected or prevailing within the harbour,” says Mr O’Regan.
Requirements and planning
These requirements state the minimum towage for each berth or harbour area and are based on specific vessel dimensions and characteristics.
These are minimum requirements and should not prevent the master of a vessel, or the port authorities from increasing the number or size of tugs as they see necessary. Where requirements state ‘individually risk assessed’, the harbour master in consultation with the ship’s pilot and master will decide upon the necessary towage required.
Before starting towing operations, a comprehensive plan is produced as part of the ship’s port passage plan and the pilot’s own plan. It is discussed and agreed by both the master and pilot and should take account of all relevant factors:
“A good knowledge of the type and capabilities of the tugs allocated to the job is important, in order that the master and pilot can ensure tugs are suitable for the task ahead,” says Mr O’Regan.
Tugs are positioned on the vessel in the most effective method to facilitate a safe operation. Any conflict or mismatch between the required manoeuvre and the tugs allocated must be resolved prior to starting the towage operation. Responsibility for co-ordinating a towage operation lies with the master in consultation with the pilot.
Safe speeds for tugs need to be taken into consideration when making fast and letting go. Speeds of 5-6 knots are accepted in port operations, however this may be altered with general agreement between the tug skipper and pilot.
During low visibility, the pilot ship captain and tug master will discuss the situation and agree upon a course of action to ensure the safety of all personnel and vessels, says Mr O’Regan. They can seek advice from port operations and keep authorities informed. If necessary, towing operations may be aborted as soon as it is safe to do so.
Whatever the conditions, bridge-to-bridge communications between the tug and vessel being assisted are established on VHF channel 12. Other working channels could be selected by the pilot or master of the vessel being assisted for subsequent tug and berthing communications.
The Port of Cork requires all towage service providers operating in the harbour to comply with the following minimum standards:
1996-built tug Gerry O’Sullivan tows a US-registered ship into the Port of Cork
name | type | operator | bollard pull (tonnes) | length, oa (m) | draught (m) | built |
Gerry O’Sullivan | VS | Port of Cork | 45 | 29.5 | 5.2 | 1996 |
Alex | ASD | Doyle Shipping | 45 | 30.8 | 4.8 | 1995 |
DSG Tiran | ASD | Doyle Shipping | 75 | 30.8 | 5.55 | 2010 |
Denis Murphy | Twin screw | Port of Cork | 12 | 18.8 | 2.3 | 2005 |
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