Alongside each other for one last time! Tuesday morning Ron Damman received a call from an employee of the harbor office: 'Are you busy?' 'Yes I'm quite busy, why?'. They told me they wanted a picture of all the tugboats alongside each other for one last time while it still could. Of course this was something I really wanted to do, so I went there just after noon. The first new tugboat, NOORDZEE, was on its way to Den Helder and the two oldest tugboats, LINGE and REGGE, are about to leave the Port of Den Helder.
Above at the photo you see, from left to right, de REGGE, ROTTE, HUNZE, LINGE en GOUWE (the 'A' boats) next to those you can see the BREEZAND and the MALZWIN. The BALGZAND is still at the naval shipyard for maintenance. After some 'research' Ron can tell you that the four 'A' boats will leave for England via Damen Trading. The LINGE, REGGE, ROTTE and the HUNZE are sold to MTS Towage in Brixham and Falmouth. The only "old" tug that will stay in service off the Royal Dutch Navy in the Port of Den Helder is the tug GOUWE.
Photo / text : Ron Damman www.newdeep.nl © China\r\n
Photo II: Wim Vrolijk\r\n
Technical specifications LINGE class:\r\n
(Dutch Navy Linge class) (sisterships: LINGE, HUNZE, REGGE, ROTTE)
380 GRT, L27,45m, B8,30m, Dr2,70m, Dp3,80m
2 scr +nozzle, 2x diesel 4t 8cyl Stork-Werkspoor type DRO-218K, 1600bhp-1177kW total, sp 12kn, bp 21t
A 874 LINGE
1986 -15/11: Casco launched by "Scheepswerf Bijlsma" at Wartena (NLD) (YN 638) (keel laid 12/06/1986)
1987: completed by "Delta Shipyard" at Sliedrecht (NLD) (YN 812)
1987 -20/02: delivered to the Dutch Royal Marine at Den Helder (NLD) (white wheelhouse roof)
(NLD flag, c/s PAIU)
2004: still in service
source: The Tugslist / Piet van Damme
by: Nico Ouwehand (National Dutch Towage Museum)\r\n
On Tuesday 9th February we received the message that Mr. R.W. (Rom) Scheffer passed away at the age of 85 years. During the sixties, seventies and eighties of last century Mr. Scheffer was a remarkable personality in the world of shipping. After his training to become an officer on board of ships, he sailed for some two years on freighters and passenger ships, i.e. for Van Nievelt Goudriaan and for KJCPL on Tjisadane.
Soon, it struck his masters that Rom Scheffer had quite some commercial qualities. At the age of 22 Mr. Scheffer decided to work ashore. He accepted jobs for foreign companies in South-Korea, the U.S., Hong Kong, Kuala Lumpur and Singapore. A.o. he chartered ships for a mining company that exported ore from Malaysia to Japan. When the mines were more or less exhausted and mergers took place, he was looking for a new challenge.
His reputation was already well-known and he was recommended to Mr. A. Lels, the man who, at that time one of the directors of L. Smit & Co, laid a plan on the table to establish a shipping company for supplying drilling platforms in the North Sea. In 1964 at the age of 33 Mr. Scheffer became the first employee and the first director of Smit-Lloyd, the company that Mr. Lels had in mind.
Thanks to the energetic approach of Rom Scheffer the company became a renowned firm in the offshore world and oil-industry. Oil-production at sea was still in its infancy and Mr. Scheffer was a pioneer as far as supplying drilling platforms were concerned. The original plan was to have seven suppliers built, however for each ship there was already a contract concluded before even being commissioned. After only some years dozens of Smit-Lloyd suppliers were sailing the oceans. Subsidiaries were established in a.o. Australia, Greece and the U.S.
In 1976 some of the subsidiaries of L. Smit & Co's Internationale Sleepdienst, among which Smit-Lloyd merged. Still the Smit-Lloyd vessels kept on sailing under their own wellknown colours for quite some time. One year after the merge Rom Scheffer was asked to accept the job of CEO of Smit International as a whole. Although his heart was still with Smit-Lloyd he accepted this difficult task. For ten years he was the leading personality of this world wide well-known towage and offshore company. During that period of time he encountered many problems. Both the markets for towage as well as offshore activities decreased. Yet, thanks to his inventive, however difficult decisions Smit International survived.
By 1987 Mr. Scheffer had to decide to step down. His health caused him too much troubles and he was right when he stated: You can't do this job in a more quiet atmosphere. Still after 1987 the maritime markets were facing difficult times. As a consequence in 1996 Smit-Lloyd was sold to the American Seacor company. That's certainly a fact that hurted Mr. Rom Scheffer. Although retired Mr. Scheffer kept on following the weal and woe of Smit International, the towage market as well as the situation in the offshore industry.
In 2006 he persuaded me to write the history of 'his' company, viz. the book "The Smit-Lloyd Story". An outstanding man in the maritime world passed away. He leaves his marks in the offshore history.
Maassluis, 13th February 2016
Embark on a cruise across the bathtub. Navigate the wading pool. Even splash around in the occasional mud puddle. There's no end to the Good Green Fun young sailors can have with the Green Toys Tugboat. This colorful craft floats great, and has a wide spout to scoop and pour water. Made in the USA from 100% recycled plastic milk containers that save energy and reduce greenhouse gas emissions, our trusty Tugboat is both good for the earth, and - most importantly - safe for the busy little folks who play there.\r\n
Manufactured in the USA Made from 100% recycled plastic No BPA, phthalates or PVC Meets FDA food contact standards Easy to clean and dishwasher safe Packaging made from recycled materials and printed with soy inks\r\n
Product Dimensions: 9" L x 5.25" W x 4.5" H
Product Weight: 0.44 lbs. - See more at:
Junior Design Awards - Highly Commended\r\n
Top 100 Newborn Essentials: Green Toys Tugboat\r\n
Fat Brain Toy Award\r\n
First Vroon AHTS launched at Fujian Construction of a series of six anchor handling tug supply (AHTS) vessels for Vroon is currently underway at Fujian Southeast Shipyard (FSES) in Fuzhou, China. The first of the vessels, VOS CHALLENGE, was launched in early December. The keel laying ceremony for VOS CHANCE, number three in the series, took place on 30 November 2015.The vessels are based on designs developed by Vroon, reflecting client specifications, market requirements and their inhouse offshore experience. The 65m vessels incorporate 425m2 clear deck space and what Vroon describes as 'hotel-type' accommodation for 39 crew and clients. They are SPS Coded and equipped with FiFi 1, DP2, class-leading anchor handling and towing winch (1,500m x 64mm) and 85 tonnes bollard pull. In addition, they have two 10 tonne super silent bow tunnel thrusters and one 8 tonne stern thruster for greater manoeuvrability. The vessels are fuel
efficient and comply with all latest safety requirements.VOS Challenge is scheduled for delivery to the company in spring 2016, with its sister vessels following later in the year. All six vessels will operate in Southeast Asia.
Source : Offshore Support Journal, February 8, 2016\r\n
Vroon, a Dutch shipping company, has announced through social media that the steel-cutting ceremony of NB Hull No. DN65M-V-1 took place at Fujian Southeast Shipyard yesterday morning.
The vessel, a 65 metres anchor-handling tug supply (AHTS) vessel, is scheduled for delivery to Vroon Offshore Services in 2015.
The AHTS will have a length overall of 65m, its deadweight will be 1700 tonnes, and will be capable of accommodating 39 people.
Vroon Offshore operates worldwide and has a fleet of around 160 vessels transporting dry cargo, containers and clean and dirty oil products, as well as a large fleet of offshore-support vessels.
Source: Vroon (April 18, 2014)
At the end of 2015 DSB Offshore was approached by Acta Marine, who were looking to add to their fleet a multicat-type vessel of around 30tbp. DSB, through their long involvement in Australia, were able to offer and negotiate the sale of an offmarket 2611 Eurocarrier (ex Ellen K), located in North Australia. 26.5m long, shallow draft, with 35 tonne bollard pull, she was built at Neptune Shipyards in 2013. Operating on a tight schedule, DSB liaised with buyers and sellers on a daily basis right through the holiday period to achieve a delivery in Singapore to the Buyers in January 2016. The Eurocarrier is now renamed 'Coastal Ace' and will begin work in February on a dredging and reclamation project in Taiwan. The vessel was delivered on time and in good order. Both Buyers and Sellers were satisfied with the deal.\r\n
(Press Release DSB, from Towing Line)\r\n
Multi (Eurocarrier 2611)
Basic Functions Anchor handling, dredger service, supply towing, hose handling and survey
Registered: IMO 9645554
254 GT, L26m, B11m
2 scr, 2x diesel, 2600bhp total, sp 10kn, bp 35t
2013: Built by "Neptune Marine Services BV" at Aalst (NLD) (YN 429)
2013: delivered to "GSS - Gareloch Support Services (Plant) Ltd" at Rhu, Argyll & Bute (GBR)
(GBR flag, c/s 2GWD7, MMSI:235101031)
2013: loaded on the 'Trina' in the Waalhaven for shipping to Singapore, to delivered in Australia
December 2015 sold to Acta Marine, Den Helder (The Netherlands) and delivered in January in Singapore. Renamed COASTAL ACE.
As MULTRASHIP in Terneuzen (Holland) has taken over the ETV (Emergency Towing Vessel) contract with the Dutch Government (Coast Guard) from Svitzer the IEVOLI AMARANTH is renamed in GUARDIAN and painted in the house style colours of MULTRASHIP. The ETV duties have been taken over from the temporarily ETV tug PRESIDENT HUBERT.\r\n
The technical and historical data of the IEVOLI AMARANTH in short:\r\n
Registered: IMO 9637363 (ABS 13250427) (RI 89152) /(NLD)ON 55477 /(NLD)brand:23509 Z 2013 /(NLD)EUR 027.23509
1450 DWT, 2721 GT, 325 NT, L65,72m(60,50), B15,50m, Dr6,00m - fifi, poll.contr., rescue
2 cpp +nozzle, 2 bowthr.600kW each, 1 sternthr.600kW, 2x diesel 4t 8cyl (2012) Caterpillar-MAK type 8M32C (nr.39082 +39083), 10876bhp-8000kW total @600rpm, sp 16kn, bp 120t
2012: Built by "Selah Makina Sanayi ve Ticaret AS" at Tuzla (TUR) (YN H65) (keel laid 28/06/2011)
2013 -18/01: delivered to "Marnavi Spa Transporti Marittimi" at Napoli (ITA)
2013 -08/03: chartered to the Dutch Coast Guard, optd "Svitzer Salvage BV" at Ijmuiden (NLD)
(NLD flag, regd IJmuiden, ON 55477, brand:23509 Z 2013, EUR 027.23509, c/s PCSY, MMSI:246911000)
pic. Sleep &Duwvaart 182 p.130 +Lekko Int.200 p.62-63
It is reported that the 1976 built Dutch registered with call sign PHRS tug HERCULES (Imo 7612620) from Iskes Towing & Salvage B.V. is sold to the Unterweser Reederei GmbH (URAG) at Bremerhaven (Germany) and will be renamed RONNEBECK. The tug was built by Jadewerft (Wilhelmshaven) GmbH at Wilhelmshaven (Germany) under number 138 and delivered to Primus J.W. Seetrecker GmbH & Co KG and managed by Hapag-Lloyd Transport & Service at Bremerhaven as HERKULES. In 1990 in charter of Alexandra Towing Co Ltd" at Liverpool (GBR), renamed TS HERKULES. In 1993 charter taken over by "Howard Smith Towage Ltd., London. In 1994: Sold to "Howard Smith Towage Ltd" at London (GBR), renamed GLADSTONE. In 2001 to Adsteam (UK) Ltd, Hull, stationed at Southampton. In 2007 taken over by Smit Harbour Towage UK Ltd and managed by Smit Harbour Towage Liverpool at Liverpool and renamed SMIT GLADSTONE. In 2007 sold to Iskes Towing & Salvage BV and managed by Sleepdienst B. Iskes & Zn BV at IJmuiden (Netherlands) and renamed HERCULES. She has a length of 30.76 mtrs, a beam of 8.84 mtrs and a depth of 3.61 mtrs. The two MaK 8M331AK diesel engines develope a total output of 1,766 kW (2,400 bhp) at 750 rpm. The Voith Schneider tug has a free sailing speed of 12 knots and her bollard pull is 30 tons.\r\n
Source: Tugs Towing & Offshore News
(Photo below: The original HERKULES of HAPAG Lloyd, photo BASM archives)
It is reported that the 1975 built Sri Lanka registered with call sign 4QYB Anchor Handling Tug Supply vessel MAHANUWARA (Imo 7412018) arrived at Jawandamal Dhannamal Pvt. Ltd., Alang for demolition. The AHTS is the former SMIT-LLOYD 114 built by N.V. Scheepswerven v/h H.H. Bodewes at Millingen aan de Rijn for Smit-Lloyd B.V., Rotterdam (Netherlands) under yard number 722. She has a length of 63.89 mtrs, a beam of 13.31 mtrs and a depth of 5,06 mtrs. The two Stork-Werkspoor TM410 main engines deliver a total output of 7.500 bhp. The bollard pull of the vessel is 100 tons and her free sailing speed is 14 knots. The vessel is classed American Bureau of Shipping.\r\n
Source: Tugs Towing & Offshore News
(Photo: Viral Shah)
Tug/Supply/AHT (sisterships: SMIT LLOYD 104, 105, 106, 107, 108, 109, 110, 111, 112, 114, 115, 116, 117)
Registered: IMO 7412018 (ABS 7514195) /(NLD)brand:14344 Z Rott 1975 /(NLD)IVR 27.14344 /(BHS)ON 715256
1293 GRT, 526 NRT, L63,93m(58,12), B13,31m, Dr5,05m, Dp6,35m
2 cpp +nozzle, 1 bowthr., 2x diesel 4t 6cyl (1975) Stork-Werkspoor (nr.3268 +3269) type 6TM-410, 9350bhp-6875kW total @550rpm, sp 14kn, bp 100t
1975 -11/07: Launched by "Scheepswerven v/h H.H. Bodewes" at Millingen (NLD) (YN 722)
1975 -16/10: delivered to "Smit-Lloyd BV" at Rotterdam (NLD)
(NLD flag, regd Rotterdam, brand:14344 Z Rott 1975, IVR 27.14344, c/s PHQH)
1988 -15/06: To "Normandie Shipping Co", mng "Smit International" at Singapore (SGP)
(BHS flag, regd Nassau, ON 715256, c/s C6DU6)
1996: To "Seacor Marine Inc" at Houma, La.(USA)
1998: To "Seacor Asia"
1999: To "Sri Lanka Shipping Co Ltd" at Colombo (LKA), renamed MAHANUWARA
(LKA flag, regd Colombo, c/s 4QYB)
2016 (january): To breakers in Alang, India
source: The Tugslist\r\n
Today, 14th December 2015, arrived at Iskes Towage and Salvage two new built LEGO(r) tug models at the scale 1 to 87: the GINGER (Imo 9507063) and BRENT (Imo 9507051). Master LEGO(r) shipbuilder Edwin Korstanje has created this two beauty's that are very detailed. The LEGO(r) ships are built with more than 2700 parts each. The original Ramparts 3200W sisters are built by Eregli Gemi Insa Sanayi ve Ticaret AS - Eregli Turkey and final outfitted by Gebr. Kooiman BV, Zwijndrecht; Netherlands. They were delivered to Ginger Tug BV and Brent Tug BV respectively and are being managed by Iskes Towing & Salvage BV, IJmuiden, Netherlands. They have a length of 33.10 mtrs, a beam of 13.60 mtrs and a depth of 5.40 mtrs. The two ABC 12VDZC-1000-166A diesel engines develope a total output of 5,300 kW (7,200 bhp) at 1000 rpm with a bollard pull of 80 tons.
(Source: Edwin Korstanje and Tugs Towing & Offshore News)
In the National Dutch Towage Museum in Maassluis (The Netherlands) also a LEGO model of an Iskes tug is shown in the current exhibition about the history of towing in Amsterdam and IJmuiden: The BERNARDUS.
Type: Damen ASD Tug 2810 Hybrid. Commissioned October 23rd 2012. Launched 9 October 2013 by "Santierul Naval Damen Galati SA", Galatz (Romania). Finished in 2014 at "Damen Shipyards Group NV", Gorinchem, Netherlands (YN 512319).
Dimensions: 295 grt. L 28,67m, B 10,43m, Dr 4,80m and Dp 4,60 m. Fire-fighting equipment.
Propulsion: 2 Azimuth rudder propellers in nozzles (diesel-electric), powered by a 100 kWh battery and 2 Tier 2 MTU diesel engines type 16V4000M53, in total 4.935 bhp (3.680 kW) at 1.600 rpm, speed 13 knots, bollard pull 57 tons ahead and 53,5 tons astern.
Delivery: 16 may 2014 to "Bernardus Tug BV", management by "Iskestugs BV", IJmuiden, Netherlands. Registration: IMO 9668025, Dutch flag, homeport IJmuiden, callsign PCUW, MMSI 244820145.
(source: The Tugslist, Piet van Damme)\r\n
This week the Damen new built Shoalbuster 3512 NOORDSTROOM was seen during technical trails at Europoort. Always a special moment for builder and owner, what should be the results of the bollard pull tests. The vessel achieved an average BP of 56.0 tons and a max. BP of 57.3 tons. And a free sailing speed of 11.5 knots. This special custom built triple srew tug/workboat, with a lenght of 34,8 mtr, a beam of 12,0 mtr. and a depth of 4,3 mtr. will join the fleet of Van Wijngaarden Marine Service BV, based at HardinxveldG'dam in The Netherlands. The basic functions for the NOORDSTROOM are towing, mooring, pushing, anchor handling, supplying, surveying, ploughing and crew transfer. This manouevrable tug/workboat is powered with 3 Caterpillar C32-TTA SCAC main engines, which develope a total output of 2.910 kW (3.957 bHP), transmitted by 3 fixed pitch propellers in Optima Van der Giessen Nozzles and an electric driven FPP bow truster. Free deck area measuring 145m², enough for handling 7x 20ft. and 2x 10ft. containers. She has an accommodation for 11 persons (conform 'ILO 2006 rules'). All cabins, galley, messroom, office and wheelhouse are heated and air conditioned. The NOORDSTROOM is classed Bureau Veritas: I # HULL • Mach, Tug Unrestricted navigation • AUTUMS, with Notions for Anchor Handling and Clean Ship.\r\n
( Source & Photo : Van W ijngaarden Marine Services / P. van Herwijnen, taken courtesy of Tugs Towing and Offshore Newsletter)\r\n
4 months earlier the following article was published (december 2015):
The hull of the Damen Shoalbuster type 3512 tug NOORDSTROOM with yard number 571732 towed by the tug IKAR has arrived the morning of 14th December 2015 on the new Waterway for her final outfitting. The hull comes from the Damen Polish yard. Its journey from Gdansk started on the 20th November. Weather conditions delayed the arrival of the new building for Van Wijngaarden Marine Services. After her delivery in Dordrecht, Netherlands, the new building tug will be further towed to the Damen Hardinxveld Shipyard for her final outfitting. The delivery date for the NOORDSTROOM is scheduled for the end of March, 2016. This new Shoalbuster type 3512 will be available for deployment wherever it is required. A bollard pull of 55 tonnes yet a draft of less than three metres will make her suitable for heavy towage in shallow waters, as will its ability to carry up to seven (7x 20 ft.) standard containers. NOORDSTROOM's Classification by Bureau Veritas: I # HULL • Mach, Tug Unrestricted navigation • AUT-UMS and notations: Anchor Handling & Clean Ship; Neth. Shipping Inspectorate: Unrestricted navigation; IMO: Inventory of Hazardous Materials (GREEN Passport).
In March 2016 the following message was published:
The Shoalbuster 3512 NOORDSTROOM was launched at Gorinchem and moved to Damen Hardinxveld for further fitting out and to get ready for delivery end of April. The NOORDSTROOM ", length 35.00 meters and a width of 12.0 meters, brings a range of benefits: - Bollard Pull of approx. 55 tons at 2.90 meters draft - Extensive working deck of 145 m² - Accommodation up to 11 personnel - Office room for the client, incl. V-Sat connection - Fuel efficient due to three main engines - Sustainable techniques on board, resulting in: "Clean Ship Notation" from Bureau Veritas - "Anchor Handling Notation" from Bureau Veritas The new 3512 will be available for deployment wherever it is required. A Bollard pull of 55 tonnes with a draft of 2.90 meters will make it invaluable for heavy towage in shallow waters, a HS Marine deck crane with a lifting capacity of 11.3 ton @16.5 metres. An ability to carry up to seven (7x 20 ft.) and two (2x 10 ft) standard containers, facilitate diving, survey, renewables and dredging operations.With a fuel bunkering capacity of 255.0 m³ and 43.0 m³ freshwater capacity and waterfallanchor handling / towing winch which hold a wire of 600 and 1000 meters, will the " NOORDSTROOM " also appropriate for long distance towageAs optional the "NOORDSTROOM" can fitted with the following equipment: - A-Frame (50 tons SWL) - Ploughing equipment - 4 points mooring system - Water injection dredging system - Diving ops. platform - ROV platform
Dutch towage contractor BMS Seatowage BV at Zierikzee has a new addition to its fleet in the form of the hybrid tug conversion SIL-JESKE-B built for Koedood BV by Shipyard Kooiman. Koedood supplied both the main and auxiliary engines and the electric motor/generator for the tug which has a bollard pull of 24 tons. SIL-JESKE-B has been completely rebuilt, including lengthening and widening, from an existing conventionally powered tug. In addition to the traditional mechanical diesel propulsion the tug is also equipped with electric motors driving the propellers. A combined diesel direct plus electric propulsion provides the maximum bollard pull for the vessel.
(Source: Maritime Journal; Photo: Vesseltracker)
On November 4th 2015, the Dutch Shipyard Padmos Stellendam BV and Rotortug BV signed the newbuilding contract for the ART10-15 training Rotortug© at the Europort Exhibition. The 10 tons bollard pull tug, designed by Robert Allan Ltd from Vancouver, will be outfitted according to her "sister vessels" of the ART 80-32 Class (winner of the KVNR shipping award 2015) and will be used as a training vessel in addition to simulation training. She will be outfitted according to superior yacht quality and will at the same time serve as a representation – and display vessel to show the Rotortug principle to prospective Clients. History repeats, because Shipyard Padmos Stellendam BV, co-designed and outfitted the first Rotortug class for Ton Kooren and will now construct his ART10-15 Training Rotortug©. Particulars: LOA: 14.95 mtrs; LWL: 13.90 mtrs; Beam mld: 8.00 mtrs; Nav draft: 3.30 mtrs and a Bollard Pull: 10 tons.\r\n
source: Hans van der Ster / Towingline
Towage and salvage specialist Multraship, through its 100 per cent owned subsidiary Novatug BV, has commissioned the construction of two evolutionary Carrousel Rave Tugs (CRTs) from Damen Shipyards Group. RAVE is short for Robert Allan Voith Escort. These new vessels will provide tug operators with more power, more freedom and more durability, as well as eliminating the risk of capsizing under a tow load. Construction of the CRTs will begin immediately under an agreement between Novatug, with Multraship as its first customer, and Damen subsidiary Van der Velden Barkemeyer GmbH. The hulls of the vessels will be built by German shipyard Theodor Buschmann GmbH in Hamburg, with final outfitting carried out by Damen Maaskant Shipyards in Stellendam, the Netherlands. Delivery of the Bureau Veritas-classed vessels is scheduled for first-quarter 2017. The RAVE design was developed by leading naval architecture consultancy Robert Allan Ltd, in conjunction with Voith GmbH. The CRTs have an overall length of 32 metres, and a bollard pull of minimum 70 tonnes. Propulsion is via two Voith thruster units and two ABC main engines of 2,650 kW operating at 1000 rpm. Free running speed is over 14 knots at 5,300 kW. The Carrousel tug's lower operational costs, speed of action and enhanced control over the tow can provide huge advantages over conventional tugs, for example by widening or even removing tidal and/or weather windows for certain ports. Novatug will offer the Carrousel Rave tugs on the basis of long-term bareboat charters, basically a financial or operational lease construction, which is both customary and proven in other capital-intensive industries such as aviation. Leendert Muller, managing director of Multraship, says, "Safety is always our overriding objective, and that it is why we have opted wholeheartedly to produce the Novatug CRT. This new tug design, for the first time, eliminates what has always been the most significant threat to safety in towing – the risk of capsizing under a tow load. The benefits in terms of efficiency and flexibility, meanwhile, are also enormous". "The involvement of Theodor Buschmann and Maaskant completes the so-called Novatug 'dream team' which, over the years, has benefited greatly from the input of Voith, Robert Allan, ABC and the Luyt Group, working closely together and using all their experience and expertise to produce a design which has been awarded the Dutch Maritime Innovation Award." Meanwhile, Multraship has also agreed a deal with Damen for a new state-of-the-art ASD 3212 tug as part of its planned fleet expansion to keep pace with increasing demand for its specialist services. The Dutch-flag, LR-registered Multratug 31 was built at Damen Song Cam, Vietnam. A sister vessel to Multratugs 19, 29 and 30, it will operate mainly in the Western Scheldt area. It has a maximum bollard pull of 83.2 tonnes and a maximum speed of 15 knots. The 453 gt vessel is powered by two Caterpillar 3516C engines and has two Rolls Royce Azimuth thrusters and a 2,800 mm-diameter controllable pitch propeller. The vessel's deck layout features a hydraulically driven escort double drum winch forward and single drum aft, and a 25 mt deck crane. There are two one-man cabins, four two-man cabins, a mess room and galley. Leendert Muller says, "This new tug is needed, because our workload is still increasing and we are confident this will be the case for several years to come. This is not an industry where you can stand still. If you want to stay at the top, you have to keep investing in new vessels, new equipment, new technology, and good people. That is what Multraship is doing, and will continue to do." The Carrousel towing system is as simple as it is effective, consisting of a relatively straightforward steel construction, basically a freely rotating ring (the actual 'Carrousel') fitted around the superstructure of the tug. It is on this freely rotating ring that the tug's towing point is located, as opposed to a conventional fixed towing point that has been the case for as long as towing has existed. Tugboats fitted with the Carrousel towing system can turn around freely relative to the tow without letting go of the line. When there is force on the line, the shifting towing point also changes the centre of force relative to the tug's centre of gravity. The tug's own hull profile can safely be used for generating braking and/or steering forces, based on the lateral resistance of the hull through the water and given the kinetic energy present in the moving tow and/or the current. A Carrousel tug can brake or steer a moving tow much better, faster, cheaper and from any position forward or aft, than any regular tug relying on installed power for braking or steering. A Carrousel tug simply cannot be capsized by a tow load. For its braking and steering operations, a Carrousel tug needs far less added energy, resulting in significantly reduced fuel consumption and emissions. The cost-saving potential on fuel alone is at least 25 per cent, depending on the operational profile of the tugboat. The fact that a tugboat with the Carrousel towing system depends on its lateral hull resistance more than its engines and propulsion systems in order to generate braking and steering forces also results in significantly less mechanical wear on the propulsion train, with lower annual repair and maintenance costs and a longer economic life for the tug itself.
(Press Release, adapted from Towing Line / Hans van der Ster)
The carrousel system saves lives
Novatug thinks it is simply unacceptable that lives are still lost during towing operations in 2015. And 'more of the same' simply will not work. More powerful engines? More brute force? That won't help. Well, maybe just a bit. Marginally. But on the whole, 'bigger' is definitely not 'better'. Novatug has the solution, and can feel justly proud of the fact. It has been a while, let's be honest about that. And that in itself makes it clear that we are not talking about something new. It's not an innovation; it has been two decades in the making. Novatug uses the mass of the adversary to win. Not by continually nudging it with an inert mass, but by taking control through fast and adept maneuvers.The carrousel construction makes it possible to execute unique maneuvers. Maneuvers which are not part of the age-old tricks of the conventional tugboat trade. Different. Safer. The maneuvers that the carrousel allows, combined with the hull and Voith propulsion, mean that the captain benefits from a greatly enhanced freedom of movement. He literally has more room to maneuver safely. It's not an innovation, it's been there for ages. We have only ever tried to equal and oppose the forces of nature by using increasingly powerful engines. But adding ten per cent of extra engine power definitely does not automatically imply an increased result of ten per cent. Far from it.
The Carrousel towing system
The Carrousel towing system is as simple as it is effective. It consists of a towing point on a straightforward steel ring, freely rotating around the superstructure of the tug. Novatug has taken the initiative to develop a game-changing harbour, terminal and escort tugboat, the Carrousel Rave Tug (CRT), around this innovative and patented Carrousel towing system. With the CRT Novatug entered a whole new era in towing. And this not just by using the Carrousel. By a clever combination of low-drag hull design, versatile Voith propulsion, robust ABC engines and special Luyt winch a tug has been developed that will set new and unprecedented standards in safety, fuel efficiency and pulling power. All this is further enhanced by Novatug's business model featuring worldwide service, fixed maintenance costs and lease options. With the development of the CRT, Novatug wants to thrust the tugboat industry forward by a gigantic leap. It's not just an innovation, it's putting thrust in nature.
Long-term bareboat charter
Novatug will offer the Carrousel Rave Tugs on the basis of long-term (up to 20 years) bare-boat charters, basically a financial lease, which is both customary and proven in other capital-intensive industries like aviation. All operational costs with respect to the CRT, e.g. costs associated with fuel, repairs, maintenance and crew, are borne by the towage operators. Together with its industrial partners, Novatug will offer various maintenance schemes for the tug's propulsion train, Carrousel ring and winch so that Novatug's clients are able to manage beforehand the ownership costs of the tugs down to a highly predictable daily rate reflecting the total operational lifecycle cost – only excluding fuel, other consumables and any possible repair costs. The industrial partners of Novatug are able to provide worldwide service.
Tug MULTRATUG 12 in november 2002 the first to be outfitted with the Carrousel system
An existing tug of Multraship (the MULTRATUG 12) was retrofitted with the Carrousel technology and put into regular harbour tug service with Multraship starting late 2002. Specific tests were also undertaken to measure performance and efficiency. Experience and tests with the prototype proved the enormous potential of the Carrousel technology: The Carrousel raises the dynamic braking and steering forces of the Multratug 12 to some 6 times its capability based on static bollard pull, and all that perfectly safely. In 'Carrousel mode' the Multratug 12 realised considerable fuel savings of some 30% overall, as compared to the Multratug 12 without using the Carrousel and on identical jobs. This is particularly impressive given that the MULTRATUG 12 (1) already has a slender hull and (2) has limited capability in 'normal mode' (static BP of just 20 tons), meaning that these comparisons had to be done on (the same) jobs whereby the 'Carrousel mode' was hardly challenged. The 'Carrousel effect' rises steeply when more performance is required. The tests were validated in the context of various Dutch innovation and cleantech subsidies awarded to the Carrousel towing system by the innovation agency of the Dutch government. These subsidies were for research aimed at cleantech solutions to help save fuel and emissions in general as well as in the maritime industry in particular. Academic institutions involved include TNO and the Delft University of Technology
(from: website Novatug: http://www.novatug.nl/)\r\n
video below: testing the carrousel system in Port Revel\r\n