The Articulated Tug-Barge – A Case Study

Douglas M. Wolff, P.E.

Member, Vice President, Elliott Bay Design Group, Ltd.

ABSTRACT

This paper reviews the regulatory and operational advantages and disadvantages of the
articulated tug-barge unit, in which an independent tug, acting as a detachable power module, is
connected into the stern notch of the cargo-carrying barge by means of a pair of retractable pins.
In addition, this paper describes the contract design process of a 160,000 barrel capacity ocean
service petroleum products barge and its mate, a 6260 kW (8400 BHP) twin screw tug. Extensive
tank testing was performed to predict accelerations in the pilothouse as well as the dynamic forces
at the pin connections; the testing regime is described and results are discussed.

NOMENCLATURE
ABS – American Bureau of Shipping
ATB – articulated tug-barge
DMI – Danish Maritime Institute
EBDG – Elliott Bay Design Group
SBOT – Sause Bros. Ocean Towing
USCG – United States Coast Guard

1
 Figure 1 Tug and Barge Profile and Deck Plan

inspected, a tug measuring less than 300 U.S.

INTRODUCTION regulatory gross tons is an uninspected vessel.
Regulations pertaining to tank ships, tugs and oil
At least 43 articulated tug-barge units are currently barges are found in the Code of Federal Regulations
in service in the Western hemisphere, serving all three (Titles 33 and 46), USCG Navigation and Vessel
North American coasts as well as the Great Lakes, Inspection circulars, and the USCG Marine Safety
Hawaii and the Caribbean. Interest in ATBs is rapidly Manual, as well as SOLAS, which is applied to vessels
growing, due in large measure to regulatory influences on international voyages. To enhance marketing and
and the expected growth in floating processing, storage operational flexibility, SBOT made the decision early
and offloading facilities. in the design process that the subject vessels would be
In late 1999, Sause Bros. Ocean Towing teamed designed and constructed in compliance with relevant
with Elliott Bay Design Group to design an ATB for SOLAS regulations.
all-weather service on the west coast of the United
States, a route which is well known for stormy winter ATB Advantages
weather conditions, few ports of refuge, and an By far the largest advantage of the ATB as
unforgiving leeward shore. compared with a U.S.-flag tank ship or cargo ship lies
Selection of the ATB configuration was driven by in the USCG manning regulations. Depending on the
USCG regulatory considerations, while the size and level of automation, the regulations mandate a ship
functional arrangements were driven by the capabilities crew size of between 15 and 24, whereas an ATB tug
of the oil terminals to be served. will require a crew of no more than seven. The cost
savings resulting from this crew size differential has
REGULATORY REGIME been the primary economic driver for the expansion of
the ATB fleet.
USCG regulations dictate a higher standard of A safety argument favoring the ATB (as compared
safety, and larger crew, for a tankship or cargo ship to a ship) lies in the ability to disengage the tug and
than for a tug towing an unmanned barge. shift to a towing mode in the event of a major fire or
Additionally, the USCG ruled in 1981 that an ATB collision. In addition, the tug can be used
would, for enforcement purposes, be considered independently of the barge for oil boom deployment or
separately as a tug and a barge. This statutory other purposes.
differential forms the basis for the prevalence of coastal Compared to a towed barge configuration, the ATB
transportation tugs and barges in the United States. A offers several significant advantages, including
further benefit of the ATB concept is that, although increased speed, reduced fuel consumption, ability to
tank ships and oil barges are required to be USCG- transit in higher sea states, access to the barge at all
times, and elimination of the vulnerable tow wire

2
connections. Another benefit is that of reduced ATB Disadvantages
accelerations on the tug, resulting in greater crew Disadvantages of an ATB as compared with a ship
comfort and reduced fatigue. include speed, maneuverability, and the inherent "weak
A scheduling advantage, particularly for short runs, link" connecting the tug and barge.
lies in the ability for one tug to service two or more Significant hydrodynamic inefficiencies are
barges. An example of this would be the case wherein unavoidable when the tug operates in a notch. Severe
an empty barge is delivered to a terminal for loading, discontinuities in hull shape at the notch introduce
and a previously loaded barge is taken away turbulence, resulting in increased resistance and
immediately, avoiding down time for the tug and crew. reduced propeller efficiency. Additionally, the
This efficiency must be carefully balanced with the propeller diameter is limited by the light draft of the
issue of crew rest, but can result in near-full utilization tug. These issues combine to reduce total hull and
for the expensive propulsion unit. propulsive efficiency so that the ATB can be expected
Some study has also been given to the use of ATB to sacrifice one or more knots at full speed.
units where the voyage includes both river and ATB maneuverability may be marginally
coastwise legs. A smaller, less powerful tug could be compromised because the beam of the tug limits the
used for the river service segment, and a more powerful transverse distance between rudders. Rudders on a ship
tug could take over for the coastwise segment. This can be further apart transversely and so can provided
scheme would require careful scheduling, but might greater turning moment, particularly when one engine is
create significant economic advantages on a heavily backing down. For this project, no
traveled route.
The owner's construction philosophy is to specify
heavier-than-required scantlings and to perform regular
effort was made to document any differential in
maintenance for longevity. This philosophy dictated
maneuverability.
that hull materials at the sheer strake, hull and forebody
Use of a connection system, no matter how
be increased above those required by the
reliable, will always introduce the risk of unintentional
disconnection. Although a number of operators report
no such events, others have experienced connector
American Bureau of Shipping. SBOT decided to class
failure resulting in damage to both the tug and barge,
and forcing a change to the towing mode. These the vessel with ABS and to apply for the SafeHull
events, however, have been very rare and have not designation. SafeHull is a global finite element
slowed the pace of introduction of new ATB units. analysis of all critical hull structure, with special
Compared to a traditional towed barge emphasis on hull girder bending loads and cargo tank
configuration, ATB disadvantages include increased sloshing loads.
acquisition cost and reduced barge interchangeability.
PERFORMANCE PREDICTION PROGRAM
CONCEPT DESIGN PROCESS
To ensure safe and efficient performance when
Certain fundamental requirements were established subjected to the weather conditions of the North
at the start of the design process – these requirements American west coast, SBOT decided to invest in both
were the "drivers" in establishing length, beam and computational fluid dynamics (CFD) analysis and a
depth. rigorous model testing regime. The goals of this
SBOT had determined a market requirement for a prediction program were, in order of priority:
clean products transport with a capacity of about • Accurately estimating the forces at the connection
160,000 barrels. Individual tank size was established at pins
about 12,000 barrels, the typical size of the tanks at the • Determining accelerations at the upper pilothouse
terminals to be served. • Estimating speed in waves and still water
Schedule reliability was deemed to be very • Optimizing bow shape for excellent seakeeping
important. To achieve this requirement, it was and minimum resistance
necessary that the ATB have the ability to at predictable
• Optimizing skegs for effectiveness and minimum
speed in expected sea conditions, as well as possessing
resistance
the ability to cross the notorious Columbia River bar in
• Optimizing barge aft hull form for minimum
all but the most exceptional conditions. A
resistance.
comprehensive testing program, discussed below, was
Reliable program results are obviously dependent
conducted to ensure that performance goals would be
on the quality of the program input, quality of the
achieved.
calculations, and the quality of testing models and

3
methods. Key among the various inputs are the data recommendations arose from the CFD analysis:
used to create the waves for the model testing. • Making the barge aft waterlines finer would reduce
a predicted wave trough aft. This recommendation
Wind and Wave Data was incorporated into the lines plan.
Wind and wave data used in determining the model • Reducing the slope of the barge aft buttocks would
wave spectrum were collected by National Oceanic and reduce the likelihood of flow separation. This
Atmospheric Administration weather buoys moored off recommendation was also incorporated into the
the U.S. west coast between 1983 and 1993. Data was lines plan.
recorded every ten minutes and then processed by • Modifying the barge stem to a vertical profile
NOAA to create climactic data summary tables and would reduce wave-making resistance somewhat.
plots. This recommendation was not incorporated
Throughout the selected geographic range, annual because of concerns that a vertical stem profile
mean wind speed shows two peaks, averaging 14 knots would have reduced seakeeping capability.
(peaking at 16.6 knots) at 320° true and 12.5 knots • Changing the angle of attack of the skegs would
(peaking at 15 knots) at 170° true. result in improved flow patterns and reduced
The annual trend in significant wave heights resistance. This change was incorporated into the
showed the majority of waves were approximately two line plan.
and a half meters. When the monthly trends were
examined they nicely followed that of the wind trends Still Water Resistance Tests
with lower significant wave heights in the summer Using the lines plans as revised after inclusion of
months of one and a half to two meters. The larger CFD recommendations, Danish Maritime Institute
waves of the winter months ranged from two and a half fabricated wood models of the tug and barge at a scale
to three meters in height. of 23.45:1. The scale was selected to suit the model
Wave periods tended to be longer in the winter basin dimensions and to permit use of existing
months than in the summer months. On an annual propellers for the tug. Propeller characteristics were as
basis, the average wave periods ranged between six and follows:
eight seconds. Diameter: 0.1559 m
Analysis of the sea spectrum buoy data resulted in Pitch ratio: 0.7550
the following Ochi wave spectrum parameters: Length @ 0.7R: 0.0654 m
• Wind driven wave height: 2.70 m Blade area ratio: 0.6320
• Wind driven wave frequency: 8.4 seconds 4 blades, no rake.
• Wind driven shape parameter: 3.0 Barge appendages included the transverse bow
• Swell driven wave height: 4.30 m thruster tunnel and two skegs. Tug appendages
• Swell driven wave frequency: 14.3 seconds included three rudders, two shaft struts and two
• Swell driven shape parameter: 2.4 propeller bossings. The tug model was self-propelled.
Paint streamline tests indicated that the tug lines
CFD Analysis were as efficient as could be expected, given the fact
DMI performed analysis for the tug and barge in that the tug has bilge chines for simplicity of
both light and loaded conditions. Water velocity construction. Flow lines on the barge were very
distribution, wave patterns and tuft diagrams were reasonable except that some separation was evident at
created; see Figure 2 for a sample tuft diagram. the radiused intersection of the flat of bottom with the
Smooth water speeds were estimated at 13.90 knots and stern rake bottom slope. DMI recommendations to
12.90 knots, respectively. The following reduce the angle of the aft rake bottom slope were

Figure 2 Tuft diagram

4
incorporated into the lines plan. Flow line results were the designed irregular seas for both head and following
also used to fine-tune the angle of attack of the skegs. directions. Seakeeping responses were also measured
at zero speed for quarter head seas, beam seas, and
Still water resistance tests were performed at quarter following seas. The following parameters were
ballasted and full load barge drafts (9.14 m and 3.66 m, measured and recorded:
respectively) and with no trim. For both conditions the • Wave height and period
tug was ballasted to the design draft of 6.40 m. Both • Tug heave and pitch
drag resistance and free running resistance testing were • Propeller thrust, torque and RPM
performed. Results showed that the calculated • Connection pin loading (3 directions)
powering predictions were fairly accurate and that light • Accelerations at the upper pilot station (3 directions)
draft condition required less power than the loaded draft • Speed
condition. Top speeds for the designed engine power in Duration of each test was about ten minutes,
still water for light and corresponding to 50 minutes in full scale. The
loaded conditions were determined to be 13.9 and 12.9 condition of the tug and barge for the seakeeping tests
are shown in Table 1.
3500 350

Parameter Tug Barge

Draft, m 6.40 9.14
VCG, m 6.14 6.71
3000 300
GMT, m 2.01 10.06
Kxx 40% LOA 40% LOA
Kyy 25% LOA 25% LOA
2500 250
Kzz 25% LOA 25% LOA
Table 1
Loading from a 12m/s wind speed was imposed
and the maximum speed of the ATB in the light
P ro p e lle r re vo lu tio n (R P M )

2000 200
condition, in both head and following seas, was
measured at 9.0 and 12.5 knots, respectively.
P D (kW )

Forces at the pin connections were measured at a

1500 150
variety of vessel speeds and directions relative to the
wave train. As expected, the forces peaked when the
vessel wallowed at zero speed with the waves
approaching from an angle of 45° off the bow. Forces
1000 100 were compared with the design loading of the pins and
found to be within the range of safe operation.

Seakeeping Tests at SSPA

500 50 Additional seakeeping tests were performed at the
Marine Dynamics Laboratory of SSPA in Göteburg,
Sweden, using the irregular wave spectrum described
previously. Free running self-propulsion tests at 11
0 0
7 8 9 10 11 12 13 14
knots were conducted at the following headings: 0°
Ship speed (knots) (head seas), 30°, 60°, 90°, 120°, 150° and 180°
(following seas). The autopilot was allowed to steer the
Delivered Thrust, Light Draft Delivered Thrust, Loaded Draft
model in a soft mode, without forcing it to remain
Propeller RPM, Light Draft Propeller RPM, Loaded Draft
exactly on course.
Figure 3 Resistance curves Table 2 gives the condition of the tug and barge for
the seakeeping tests.
knots, respectively. See Figure 3 for a plot of the
results.

Seakeeping Tests at DMI

Initial seakeeping tests were performed at DMI.
Free running self-propulsion tests were conducted using

5
 CONNECTION SYSTEMS
Parameter Symbol Tug Barge
Draft forward, m TF 6.40 9.14 The great majority of connection systems currently
Draft aft, m TA 6.40 9.14 in service in North America were designed and
manufactured either by Bludworth Cook or
Displacement, MT ∆ 1756 28102
Intercontinental Manufacturing.
Vertical center of VCG 6.14 6.71 The Bludworth Cook system is based upon a single
gravity, m hinge point at the forward end of the notch. The tug is
Metacentric height, GMT 2.01 4.00 fitted with retractable skid pads at amidships port and
m starboard, and a hydraulically-actuated clamp at the
Roll radius of Ixx 5.59 9.51 stem. The tug enters the notch with one pad retracted
gyration, m (for side clearance) and advances until the clamp
Pitch radius of Iyy 10.29 40.75 engages the hinge mechanism. Once the clamp is
gyration, m secured, the retracted pad is extended. The two pads
Yaw radius of Izz 10.29 40.75 are lubricated and allow the tug to pitch about the stem
gyration, m hinge in an arc against the notch side plating. The tug
Table 2 is coupled in roll and heave to the barge.
Motions in the pilothouse were also measured and Similarly, the Intercon system allows the tug to
recorded at a variety of vessel speeds and directions pitch independently of the barge, but couples the ATB
(relative to the wave train). NORDFORSK establishes in heave and roll. The tug is fitted with retractable,
the following motion limits to ensure maximum crew hydraulically-actuated pins port and starboard, forward
effectiveness: of amidships. The pins are retracted as the tug enters
• Vertical acceleration (RMS): 0.15 g the notch, and are extended once aligned with ladder
castings that are built into the notch sides.
• Lateral acceleration (RMS): 0.12 g
SBOT performed their own research on connection
• Roll (RMS) 4°
systems and selected the Intercon system for this
Measured values at the pilothouse fell below these
project. The selected pin diameter was 1626mm (64"),
limits with the exception of the zero speed condition in
one size larger than indicated by the forces determined
a beam seaway. It should be noted that bilge keels were
from the seakeeping tests, but in keeping with SBOT
not fitted on the model for any of the testing.
construction philosophy.
Maneuvering tests demonstrated excellent
maneuverability at all tested speeds and relative
BARGE CHARACTERISTICS
directions, although a constant rudder angle of about
20° was required to maintain heading in a beam sea.
Length, molded 162.96 m
Length, design waterline 159.48 m
Survival State Seakeeping Tests at SSPA
Beam, molded 23.77 m
Survival state seakeeping tests were performed
Depth, molded amidships 13.11 m
primarily to measure the loads at the tug-barge pin
Design draft 9.14 m
connections and were based on the "hundred-year
Cargo capacity 161,940 bbl
storm" with the following Ochi wave spectrum
Ballast capacity 70,500 bbl
parameters:
Potable water capacity 11.0 m3
• Wind driven wave height: 6.34 m Fuel oil capacity 60.1 m3
• Wind driven wave frequency: 8.4 seconds
• Wind driven shape parameter: 3.0 Barge Arrangements
• Swell driven wave height: 7.41 m One of the first required decisions regarding the
• Swell driven wave frequency: 12.5 seconds arrangements of the barge was whether to have a flush
• Swell driven shape parameter: 2.4 deck or a raised trunk. The raised trunk configuration
In comparing these values with those defining the results in less total weight of steel. The Owner,
normal sea state, one can see a significant increase in however, favored the flush deck configuration based on
wave height. In practical terms, this spectrum indicates simplified maintenance and enhanced crew safety while
the expectation of encountering a 14 meter wave every working near the vessel side. Accordingly, the flush
3½ hours. deck design was adopted, see Figure 1.
Measured loads were considered when selecting Pump engine/generator houses are located forward
the connection pin size. of the amidships manifolds and are set well off of
vessel centerline for visibility of the full length of the
deck from the tug pilothouse.

6
 The foc'sle provides space for the cargo control Tank Configuration
room, workshop, day room, spill response equipment Seven pairs of tanks form the cargo block. At 99%
room, potable water tank, and chain lockers. The bow full, ten tanks have an approximate capacity of 11,850
thruster room below the foc'sle is accessed by an barrels each and four have an approximate capacity of
inclined ladder and houses the thruster, thruster engine, 10,500 barrels each. Tank capacities were standardized
air compressor, oily water pump, bilge pump and bilge to suit the shoreside tank capacities of the terminal
manifold. Arrangements are provided in Figure 4. facilities. In accordance with SOLAS regulations, wing
and double bottom tanks are fitted, and can be used for
ballast. An additional pair of ballast tanks for trim
control is located in the stern rake aft of the cargo
block. Total ballast capacity is 70,500 barrels, served
by two Byron Jackson 2-stage deep well pumps, each
with a capacity of 5000 barrels per hour at 21.3 m (70')
head.
A diesel oil storage tank is located in the cofferdam
space between the cargo block and the bow thruster
machinery space. The forward part of the port side
pump engine house contains two slop (stripping) tanks
with 26.5 cubic meter (7000 gallon) capacity each, a
fuel oil day tank, a dirty oil tank and an hydraulic oil
storage tank.

Structural Features
The entire barge is constructed of mild steel.
Scantlings were originally determined from the ABS
Rules for Barges; however, the Owner elected, late in
the design, to have the barge SafeHull certified, thus
applying ABS tank ship rules. The effect of the
application of the ship rules was an increase in
scantlings at the transverse bulkheads and stools. The
final midship section is shown in Figure 5 and includes
some specific scantling increases that reflect SBOT
Figure 4 Bow thruster machinery preferences.

Figure 5
Midship section

7
Cargo System TUG CHARACTERISTICS
The four main cargo pumps are Byron Jackson 4-
stage, diesel engine-driven, rated 5000 barrels per hour Length, molded 41.27 m
at 114 meter head (3500 GPM at 375'). These pumps Length, design waterline 41.10 m
are located in the #4 cargo tanks. The Detroit Diesel Beam, molded 14.02 m
Series 60 engines (rated 395 HP at 1800 RPM) that Depth, molded amidships 6.48 m
power the pumps are installed in the pump engine Design draft 6.40 m
houses port and starboard. Pump engines are Propulsion power 6260 kW
compressed air start and air cooled. Potable water capacity 68.1 m3
Stripping pumps are located on the main deck Fuel oil capacity 870.5 m3
forward of the port side pump engine house and are
powered by hydraulic motors. Arrangements
The manifold, shown in Figure 6, is located The ATB configuration imposes specific and
amidships and consists of four headers, each fitted with challenging tug design requirements. Most obviously, a
10" discharge valves port and starboard. Additionally, pilothouse must be located high enough so as to provide
each header pipe is fitted with a 10" hose connection at visibility when the barge is light and the tug has a full
the hose manifold aft at the aft side of the fuel load. Equally obvious is the need for the tug to fit
load/discharge manifold. into the notch. Not so apparent are the tight tolerances
Cargo stripping and vapor recovery systems are required to guarantee proper operation of the
installed; discharge headers are provided at the connection system, coupled with the need for adequate
manifold port and starboard. clearances to prevent binding when the tug pitches
within the notch. Because of these issues, fendering
selection must be made early in the design process.
Machinery Installation Fendering details are shown in Figure 7.
A diesel engine-driven transverse tunnel thruster is Below the main deck, the tug is designed to take
located forward. Based on windage studies, the thruster advantage of the archaic (and nonsensical) United
is rated at 559 kW (750 horsepower) to provide control States admeasurement rules. Careful placement of
of the forward end of the barge during docking
maneuvers.
Deck machinery consists of two fixed boom cranes
for hose handling, two windlasses with single mooring
drums, two double drum mooring winches, and two
single drum mooring winches. All deck machinery is
powered by a common medium pressure hydraulic
system An electro-hydraulic power unit as well as
engine-driven hydraulic pumps are located in the port
side pump engine house.
Air compressors are located in the bow thruster
room and in each pump engine house. Compressed air
is used for starting the thruster engine and cargo pump
engines (generator engines are electric start), for control
air, and for general services.

Electrical Installation
Two 95 kW diesel generator sets provide ample
power for barge electrical requirements. The rating of
the generators was selected to avoid the USCG-
inspection requirements for generator sets rated at 100
kW or more. Generators are located in the starboard
pump engine house.
A shore power connection is provided, but the
Owner chose not to provide an umbilical connection
between the tug and barge.

Figure 6 Cargo manifold

8
 USCG approved the waiver request, but stipulated that
a double bottom must be installed on vessel centerline
inboard of the main engine foundations, and that the
shell plating thickness outboard of the bottom must be
increased. These requirements were incorporated into
the design.
The Intercon coupler unit is furnished within a
structural box assembly that includes the transverse
bulkheads immediately forward and aft (located at
frames 17 and 23) as well as the main deck below, the
01 Deck above, and the side shell structure. This entire
assembly is fabricated to match the lofted lines plan and
will be dropped in place as a unit before the deckhouse
and tower are set on the vessel.
To reduce both topside weight and maintenance,
the tower structure above the 03 level is aluminum and
is welded to the steel structure below using explosion-
bonded bimetallic strips.

Figure 7 Elevation of tug fendering

ballast tanks and transverse non-tight bulkheads results

in gross tonnage less than 200, the point at which
additional manning requirements significantly increase
operational costs.
On the main deck, arrangements must be designed
around the coupling rams and machinery, which occupy
prime real estate forward of amidships. Arrangements
are shown in Figure 8.
Two complete pilothouses are provided; see Figure
9. It is expected that the lower pilothouse (at the 03
level) will be used whenever possible for reduced
motions. The upper pilothouse (at the 06 level) will be
used only when the barge is light or when improved
visibility is required.

Structural Features
Because the vessel will be classed, the structure
and machinery were designed in compliance with the
ABS rules for small ships.
Several structural features are noteworthy. Most
apparent is the forest of transverse bulkheads below the
main deck. These bulkheads serve only to reduce the
admeasured regulatory tonnage and would appear only
on a U.S flag vessel. Elimination of these redundant
bulkheads would reduce construction cost, lightship
weight and maintenance cost.
SOLAS regulations mandate a full double bottom
in the engine room. For the tug, however, a waiver Figure 9 Tug outboard profile
from this requirement was sought. The basis for appeal
was that a double bottom under the main engines would
raise the main engines, also raising their exhausts and
consequently the main deck, increasing hull depth and
raising the center of gravity, reducing stability. The

9
 Figure 8 Deck arrangements
Deck Machinery
For deck machinery, the tug is equipped with an
electric bow winch/capstan, a 610mm (24") diameter
electric stern capstan, a towline reel with 180m of not a part of routine operations. Should towing become
305mm (12") circumference emergency line, and a necessary, the emergency tow wire can be attached to
hydraulic crane for handling the rescue boat. Perhaps the tri-bitt on the main deck aft.
surprisingly, no tow winch is provided since towing is

10
 Electrical System
Propulsion Machinery Power to the paralleling main switchboard is
In keeping with fleet standards, the owner elected provided by two 150 kW diesel generator sets located
to have two simple drive lines, each consisting of a in the engine room. A 200 amp shore power receptacle
medium speed diesel engine, reduction gear, steel is provided, as is a 100 amp connector for power to the
shafting and open propeller. The machinery barge.
arrangement is shown in Figure 10. An 85 kW diesel generator set provides power to
Because the ATB is expected to operate regularly the emergency switchboard, which is connected to the
within California state waters, the main engines must be main switchboard.
certified for compliance with California air quality
emissions standards. The EMD 16-710G7B engine, Stability
rated 2983 kW (4000 BHP) at 900 RPM, is so certified As part of an ATB combination, the tug is required
and was chosen; a significant factor in the selection was by USCG regulations to meet stability criteria as an
the familiarity of the fleet engineers with the EMD line independent towing vessel. The combination of high
of engines. propulsion powering requirements, beam restrictions (to
The selected reverse reduction gears are Falk 3790 fit in the barge notch), and high vertical center of
MRH with a 5.57:1 ratio, resulting in a shaft speed of gravity (due to the tower structure) causes a need for
161.6 RPM. A shaft brake is fitted onto each forward careful analysis, and compromise, to ensure
shaft coupling. compliance. Required compromises include the use of
Propeller shafting is ABS Grade 2 steel, 12.45 aluminum for the tower structure and an increase in hull
meters long, covered with 5 mm of glass reinforced depth for greater freeboard.
plastic where exposed to sea water. Bearing liners are
shrink-fit stainless steel, 19 mm thick. Propellers are CONCLUSION
fixed pitch, open, five blade stainless steel, 3660 mm
diameter. SBOT is currently negotiating with several
shipyards for the construction of the tug and barge.
Other ATB's have recently come into service on the
North American west coast. It is expected that market
conditions will very soon justify acquisition of the
subject vessels, and that they will be in service in 2004.

REFERENCES

Danish Maritime Institute Report No. 1 "Still Water and

Seakeeping Tests", DMI 2000114, dated 7/19/2000
Danish Maritime Institute Report No. 2 "Seakeeping
Tests", DMI 2000114, dated 9/14/2000
Danish Maritime Institute Report No. 3 "Seakeeping
Tests in Survival Sea State", DMI 2000114, dated
11/6/2000
American Bureau of Shipping "Rules for Building and
Classing Steel Vessels"
American Bureau of Shipping "Rules for Steel Vessels
Under 90 Meters (295 Feet)"
Figure 10 Tug machinery space
OCHI, M.K., "Wave Statistics for the Design of Ships
For enhanced maneuverability, rudders are and Ocean Structures," SNAME Transactions, Vol. 86,
Tenfjord high lift flap type with independent port and 1978, pp.47 – 76
starboard controls.
NORDFORSK (VTT, Marintek, DMI, SSPA),
"Assessment of Ship Performance in a Seaway" 1987

11