The beginning.
neutrality as a safeguard against attacks on the tug, now called ‘HOLMEN III (het eiland) undertook the voyage from the Netherlands to Sweden. A major conversion already took place in 1920 when a deckhouse ("walegang") on the sides and a much larger wheelhouse were added in view of the harsher weather conditions on the Baltic Sea. Her new owner was a Swedish paper mill that obtained tree logs higher up in the Baltic Sea. The logs would be chained together into floats up to 9000 m3 and the task of the HOLMEN III was to tow these to the factory in Norrkoping. For certain a slow passage with just 450 ihp engine power. With the exception of the Second World War, when the tug was requisitioned by the Swedish Navy, the HOLMEN III towed those log floats until 1976. As from 1969 in ownership of her last captain as HOLMVIK. 
Television series. 
100 years.
The Eddy 24-75 Hybrid Harbour Tug designed tug TELSTAR (Imo 9796066) is the smaller type of the Eddy-1 (Efficient Dynamic Double Ended). It is expected that the tug reached a bollard pull of 75 tons developed by two Mitsubishi main engines S16R2 with 1450 kW each and two permanent magnet electric drives. Veth Propulsion supplied the two VZ 1800 thrusters with 2,350 kW each, two Scania DI16-090M generators with 640 kW each and a SiSu 49 CTAG with 89 kW as harbour set. The Eddy design is a new concept with a slender hull form and thrusters in the centre for high stability and fuel efficiency. She has a length o.a. of 25.45 mtrs a length lpp of 23.57 mtrs a beam of o.a. of 12.20 mtrs a moulded beam of 11.40 mtrs and an operational draught of approx.. 5.05 mtrs. Her maximum free sailing speed will be 12.5 knots and 9.5 knots in the Hybrid mode. The vessel is classed BV1 +Hull, +Mach, AUT-UMS. She is the second vessel of this Eddy type built by the Holland Shipyard. In the next months the tug will be outfitted by the yard.
Zero emissions
This will result in a significant increase in fuel efficiency and reduction of exhaust emissions. For example, when sailing in fully-electric mode – possible for up to one hour at a speed of 4 knots – the vessels will have zero emissions.
This is highly relevant to the Ministry of Defence Operational Energy Strategy. Recently presented to the Dutch government, this concerns future emissions targets and dependence on diesel as a principle fuel.
New generation of tug
When sailing under diesel power, the Damen ASD 2810 Hybrid can store any electrical energy that is not immediately used in its battery pack. This can subsequently be used to sustain vessel operating systems or for use in electric sailing mode.
In addition to their hybrid capabilities, the new tugs are also more powerful than the vessels that they are replacing. The Damen ASD 2810 Hybrid packs a 60-tonne bollard pull: considerably more than the 22-tonne bollard pull of the ongoing Linge-class of tug.
This increase in bollard pull will support safe and efficient ship handling operations of the largest vessels of the Royal Netherlands Navy fleet, such as HNLMS Johan de Witt, HNLMS Rotterdam and the 204-metre long Joint Support Ship HNLMS Karel Doorman in all weather conditions.
Now that the tugs are in active service, Damen Shipyards Den Helder will perform an ongoing maintenance programme of all three vessels. This is a notable fact because this task is normally undertaken by the Royal Netherlands Navy itself. This is the first time that Damen has been called upon for ongoing maintenance works for the Dutch Navy for an extended period.
ship designer Ulstein Design & Solutions AS and ship owner ALP Maritime Services, the latter a subsidiary of Teekay Offshore Partners L.P. A vessel of this type typically tows oil rigs, or FPSOs, from the building yards to the installation site at the oil field. In addition, these vessels are outfitted with DP2 and anchor handling capacity in order to assist during the installation/hook-up phase for the towed objects. The vessels are 88.9 meters long and 21 meters wide. At the time of the contract signing, the oceangoing tug market was a new design area to Ulstein, and the largest single contract so far for Ulstein Design & Solutions AS. When developing the design Ulstein had to ensure that each vessel has the sufficient bollard pull and operational reliability to handle even the heaviest tows by only two vessels. Environment and fuel efficiency have also been important criteria. The vessels are classed with DNV’s Clean Design and Ice Class 1B notations, which allow operation also in restricted zones. Additionally, they are equipped as anchor handling vessels including stern roller, a three-drummed winch with 400-ton hoisting capacity, and with chain lockers for rig chain. The ships have a comfortable and spacious accommodation for 35 persons reflecting long periods at sea. Ulstein is also responsible for the deliveries of main components, such as engines, thrusters and propellers, winch, power distribution and thruster drives, control system and communication system. 
The three sister vessels are in different phases of construction. Vessel number two, the ALP Defender, will be the next one to be completed, while vessel number three, the ALP Sweeper, was launched on May 7, 2016. The final vessel will be named the ALP Keeper. Main characteristics: Long Distance Towing; High bollard pull: For the towing of very large floating objects; Also equipped for: Anchor Handling, positioning, mooring; Dynamic Positioning Class II; Worldwide work; Optimal seagoing characteristics (ULSTEIN X-BOW); Fuel efficient; Clean Design; Comfort Class Comf-V (3); Ice Class 1B; Fire Fighting (FiFi II); Cargo deck area: 550 m2; Four engines, capacity 18,000 kW / 600 rpm; Deck cargo 2,400 tons - 10t/m2 Max; Deadweight 4,250 tons.
