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Feature 2 | TUGS


work, where maximum continuous load does not exceed 22% in total. Mid-range band provides the capacity for continuous fast transit and a high percentage of ship assist scenarios where maximum continuous load does not exceed 46% for extended periods. Finally, full-power band provides the capacity for continuous fast transit and the plant is capable of providing full-rated shaft horsepower (100%) for propulsion.


Demand The objective of the project was to achieve emission reductions. Current diesel engines have inefficient combustion at the low power levels that tugboats generally operate in.


The emissions benefits of the hybrid tug are expected to be greater than


the fuel savings due to the efficiency achieved at low power. Foss estimates that the emissions benefits will include a reduction in NOx of 44% in comparison to the conventional Dolphin tug and the same percentage of particulate matter (PM). It is believed that the


other main pollutants, SOx and CO2 should also reduce proportionally to consumption. This exceeds the current US Environmental Protection Agency’s (EPA) Tier 2 emissions requirement for marine engines. As a result, the tug design was awarded the EPA’s Clean Air Excellence Award for Clean Air Technology earlier in 2008. According to Foss and Aspin Kemp


& Associates, the hybrid tug will have the capability to utilise bio-diesel fuels and can take advantage of future energy


storage improvements, whether in battery technology, hydrogen fuel cells or other emerging technologies. Due to the flexibility of


the design


of the tug, the concept can be applied as a retrofit for existing tugboats. It is estimated that the cost of building the tug will be somewhere in the region of US$2.5 million when compared to the conventional Dolphin model. One of the benefits of hybrid technology


is that power sources are optimised - in Foss’ case the main engines, generators and batteries - to run only when needed. The hybrid tug will significantly reduce PM, NOx, SOx and CO2


the end of 2008 and estimated to be operating from December onwards. SBI


New towage provider for Antwerp


Newly established towage provider, Antwerp Towage, has commenced towage operations at the Port of Antwerp with four harbour tugs.


A


ntwerp Towage NV, a 50/50 joint venture between Fairplay Towage of Hamburg and


Multraship of Terneuzen, will be involved in the day-to-day operations of the four tugboats which will serve ships calling the river areas of the Port of Antwerp. Each of the companies comprising Antwerp Towage NV will supply two tugs. Under the terms of agreement, Fairplay


BV, the Dutch arm of the Fairplay group, will take a 50% shareholding in Muller Maritime Holding, the holding company for Multraship. The initial fleet consists of


the


65tbp tug Multratug 5, the 53tbp tug Fairplay-22, the 48tbp tug, Fairplay XVII, and the 35tbp tug Multratug 10. Multraship and Fairplay Towage intend to replace this ‘start-up’ fleet with newbuilds in due course, ranging from 65 – 80tbp. In case of need, additional tugs will be made available from Multraship Terneuzen


26


or Fairplay Rotterdam. Fairplay Towage comprises a group of


companies engaged in harbour towage in Hamburg and River Elbe ports, in German Baltic ports, in Rotterdam, as well as in the Polish ports of Szczecin and Swinoujscie. Fairplay expects a further three newbuilds in 2009. Multraship, a Dutch towage and


salvage company, has core activities in salvage, wreck removal, harbour towage, coastal and deep-sea towage, as well as services to the offshore and dredging market. It has recently taken delivery of a new multi-purpose tug with azimuth stern drive, Multratug 17 from Turkey.


Newbuilds Fairplay has recently taken delivery of Fairplay 30, and sister vessel Fairplay 31, which (at the time of writing) are under construction at Astilleros Armon at their Navia shipyard. It has ordered a further two tugs from Armon, for offshore


activities, with a scheduled delivery date for mid- and late 2009 respectively. With a loa of 39.00m and a width of 13.00m, the tugs will primarily trade in European waters with a bollard pull of 70tonnes abt. The tugs are fitted with 12-cylinder ABC-engines each


generating


2652kW at 1000rpm, powering two f ixed-propeller Schottel SRP2020 rudder-propellers and producing a bollard pull of more than 85tonnes and a free running speed of 14kts. The required onboard electricity is generated by two Volvo 6-cylinder diesel engines of Type D12D-A MG with a power output of 310kW each. The bow thrusters, installed by Schottel, are STT 110 LK (200kW). Fairplay 30 has been built according


to BV classifications with the notation: BV 1 + Hull + Mach + AUT UMS, TUG, FI-FI1, WATER SPRAYING, UNRESTRICTED NAVIGATION, ICE 1C. SBI


Ship & Boat International November/December 2008


emissions and


consume less fuel and emit less noise. The tug is due to be delivered towards


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