1.

1 Aim of the project

Aim of this project is to prepare a preliminary design of an Ocean Going Tug to meet
the owner’s requirements given below:
Student Name Sidharth A

Roll. No. 21522036

Ship type Ocean Going Tug

Service Speed 13 knots

Route UAE port area

Classification Rules Lloyd’s Register

Bollard Pull 100t

Special requirements Fire-Fighting

Signature of the Project Guide

 CHAPTER 1
INTRODUCTION
 INTRODUCTION
A tugboat is a small but powerful vessel designed to assist larger ships during mooring,
berthing, and navigation in confined waters by towing or pushing them. As mega-ships
dominate modern maritime trade, tugboats have become essential for safe port entry
and departure, especially in narrow or congested waterways.
Beyond their primary role, tugboats also support operations like salvage, icebreaking,
firefighting, offshore towing, and supplying vessels with essentials like water and air.
Their strength comes from compact yet robust construction and advanced propulsion
systems.
Tugboats are crucial for moving non-self-propelled structures such as barges and oil
platforms, and are particularly effective where large vessels struggle with lateral
movements. While most tugs are built for coastal or open sea use, specialized river
tugs operate in calm inland waters but are unsuitable for rough seas.
The term “tug assist” captures their core function—helping larger ships navigate safely,
making them indispensable to global maritime logistics.
(ref: essence from project of EL TORO, a 100t bollard pull ocean ging tug by Bony M in 2022)

Applications Of a Tug:
The usage and operational roles of tugboats vary significantly from one port to another,
as each port has its own specific requirements, traffic conditions, and navigational
challenges. However, a common function across all ports is the tug’s role in pushing
or towing large vessels or barges. The actual deployment of a tugboat in any given
port depends on several key factors, including:
 The volume of port traffic,
 The types and sizes of ships to be assisted,
 The navigational obstacles such as narrow channels, turning basins, or
restricted areas,
 The environmental protection requirements,
 Applicable local laws and regulations, and
 The cargo or operational domains that the tug is required to support.
Classification Of Tugs on The Basis of Purpose:
On the basis of purpose, they serve marine tugs can be of two types:
1. Escort Tugs: The tugs which are designed generally to escort and manoeuvre
ferries and barges to their destination are known as escort tugs.

Harbour Escort tugs

([Link] - Google)
 2. Support Tugs: These are the tugs which provide support services at offshore
along with towing operations. These tugs play a significant role in berthing
operations.

Offshore Supporting tug

([Link] - Google)

Principal Types of Tugs on the basis of design:

Mainly tugs used in the marine industry are of three types which are briefed as under:
1. Conventional tug
2. Tractor tug and
3. Azimuth stern drive tug
1. Conventional Tug:
Conventional tugs represent the earliest and most traditional form of tugboat design,
dating back to the origins of tug development and still widely used across ports around
the world. These tugs are based on obsolete or classical principles, yet they continue
to perform essential functions in modern maritime operations. Despite having
comparatively lower manoeuvrability than advanced tug types, their reliability,
simplicity, and cost-effectiveness ensure their continued service in many port
environments.
With the advancements in marine engineering, conventional tugs are now commonly
powered by diesel engines, and typically equipped with either single or twin-screw
propellers. Based on their propeller configuration, these tugs are further categorized
into:
 Single-screw tugs (one propeller)
 Twin-screw tugs (two propellers)
 Triple-screw tugs (three propellers)
Among the single-screw variants, there are two subtypes:
 Right-handed conventional tugs
 Left-handed conventional tugs
with the right-handed type being more commonly deployed.
A key parameter used to express the towing efficiency of conventional tugs is their
bollard pull, which quantifies the pulling force generated by the tug under stationary
conditions.
The conventional tugboat relies entirely on the rudder and propeller combination to
generate steering and thrust, which limits its manoeuvrability when compared to more
modern tug types such as azimuth stern drive (ASD) or Voith schneider propulsion
(VSP) tugs. Nonetheless, their durability, ease of maintenance, and proven track
record make them a dependable asset in many port operations.
Advantages:
The main advantages or features of conventional tugboats are as follows:
 Conventional tugs have a simple construction, resulting in lower maintenance
and construction costs compared to other types of tugs.
 They are self-sufficient and do not require additional support systems.
 A smaller propeller results in greater open water efficiency.
 These tugs perform best in port-to-port towing operations, offering high
efficiency.
 They provide full support in both pushing and pulling operations during line
towing.
 Operating costs are relatively low, making them a cost-effective choice for
handling moderately sized vessels.
Disadvantages:
“Every coin has two faces”, so as the conventional boats. There may be certain
disadvantages of conventional tugboats and these are briefed as follows:
 Conventional tugs are based on outdated design principles, which affect their
overall performance.
 They are unidirectional and cannot operate in reverse without a reduction gear
to enable reverse thrust.
 These tugs are more prone to cavitation, impacting efficiency and durability.
 Compared to modern tug types, they offer lower stability and structural strength.
 Their application is generally limited to small and medium-sized vessels, while
larger ships require azimuth stern drive or tractor tugs for assistance.
 Limited manoeuvrability results in slower repositioning during operations.
 They have a higher risk of capsizing, especially during girting incidents; a
release hook is essential to prevent such accidents.
 Conventional tugs also have reduced astern power, limiting their effectiveness
in certain scenarios.
(ref: essence from project of EL TORO, a 100t bollard pull ocean ging tug by Bony M in 2022,
ChatGPT and Google)
2. Tractor Tug:
The defining feature of a true tractor tug lies in its use of two multidirectional propulsion
units. These units, which may resemble large rotating outboard motors or vertical axis
rotors, are typically installed side by side beneath the wheelhouse. This configuration
provides exceptional manoeuvrability when operated by a skilled tug master. The
towing point is positioned closer to the stern, allowing optimal utilization of the
propulsion thrust. As a result, the thrust remains outside the towing point, generating
a strong and effective turning moment.
The magnitude of thrust is determined by the angle of the rotating propulsion discs.
Additionally, the versatility of tractor tugs is significantly enhanced by the integration
of a towline system operated directly from a winch drum, controlled remotely via a
joystick from the bridge. This setup allows the tug master to adjust the towline length
effortlessly and precisely. Due to their superior manoeuvring capabilities, tractor tugs
have become the most widely employed type of tug in modern port operations.
Advantages:
It being the most important type of tugs, tractor tug has many positive points. Some of
its advantages are briefed as below:
 Tractor tugs offer full 360-degree thrust and rapid power response, making
them highly manoeuvrable.
 Unlike conventional tugs, they can quickly reposition as needed, providing high
efficiency and availability.
 They feature simple control systems and have a low risk of girting or capsizing.
 Known for their speed and performance, they handle close-quarters
interactions effectively.
 Their propulsion units are located near the turning point, allowing efficient
sideways movement.
 Ideal for restricted areas like lock channels, they don’t require a rudder and use
robust, reliable propulsion systems.
Disadvantages:
 Tractor tugs are highly powerful and effective, but they come with certain
drawbacks.
 They have lower bollard pull compared to ASD tugs.
 High capital and maintenance costs make them expensive to purchase and
operate.
 Repairs to their complex underwater units are costly.
 Their short turning lever can reduce handling performance in open seas.
 Full side thrusts can cause heeling angles up to 21°, posing risks when
alongside ships.
 Grounding can damage their sensitive underwater components.
 They have a deeper draft (up to 5m) than conventional tugs.
 Conventional tug masters require retraining to operate them effectively.
(ref: essence from project of EL TORO, a 100t bollard pull ocean ging tug by Bony M in 2022,
ChatGPT and Google)
 3. Azimuthal Stern Drive (ASD) Tugs:
These tugs are midway between conventional tugs and tractor tugs as these utilize
some of the benefits of both conventional and tractor tugs. It can have two towing
locations, one forward and one amidships and main propulsion is from two rotating
azimuth units which are placed rather like a traditional twin screw tug. Advantages:
These are considered more efficient than conventional tugs but less efficient than
tractor tugs. Major advantages of using ASD tugs are as follows:
• Better directional stability at speed
• They are more suitable hull form for open waters and working in a seaway
• They have improved bollard pull
• The azimuth units are easy to withdraw for maintenance and repair
• The maximum heel with side thrust is less than 15 degree which is in contrast
with tractor tugs having the value of twenty-one degrees.
• These tugs have a shallower average draft of 3m Disadvantages: These tugs
are difficult to work with as compared to tractor tugs and other drawbacks
working with these tugs are as follows:
• The side-stepping ability of ASD tugs is not so good.
• The squat at the stern and flooding of the aft deck has been acquainted with
occurrence with certain types when backing with full power
• They are still susceptible to girting or capsizing when using aft towing position.
• These types of tugs are slightly more at risk from the effects of interaction
• These have slightly Complex control systems
• These tugs are more susceptible to rubbish damage in propellers
(ref: essence from project of EL TORO, a 100t bollard pull ocean ging tug by Bony M in 2022,
ChatGPT and Google)

1.1 CHANGES HAPPENED OVER THE YEAR

In terms of stability and fundamental safety, tug designs have seen relatively little
change since the 1970s. What has significantly evolved, however, is the size of ships
and the accelerated pace of global shipping. This, in turn, has increased the demands
placed on tugs, their crews, and pilots to manoeuvre increasingly larger and more
unwieldy vessels into port with greater speed and precision. While tugboats have
become more powerful over the years, their physical dimensions—particularly their
length—have not expanded proportionately. This limitation is largely due to regulatory
constraints and operational pressures.
1.2 GENERAL FUNCTIONS OF TUGS
Tugs have many configurations in maritime commerce, form basic ship-assist
operations to making worldwide tow with valuable cargoes. The following are the most
readily identifiable functions of tug, each requiring quite different vessel
characteristics.
 SHIP HANDLING
Ship-assist remains the primary role of tugs worldwide. However, in many ports, the
volume of maritime traffic is too low to justify maintaining a dedicated fleet solely for
this purpose. In such cases, tugs are often used for a variety of tasks, including general
towage, supporting marine construction projects, and occasionally undertaking
salvage operations. These diverse roles often necessitate compromises in tug design.
With the global trend toward larger and more specialized ocean-going vessels, the
demands on assist tugs have increased significantly. As a result, there has been a
dramatic rise in both the power and, to some extent, the size of tugs over the past
decade. Modern ship-assist tugs are increasingly being built with omni-directional
propulsion systems—primarily Z-drives or cycloidal propellers—which offer superior
manoeuvrability and performance.
As tug operators and pilots become more familiar with the advantages of these
propulsion systems, the demand for new assist tugs with conventional screw
propulsion continues to decline. That said, in smaller or less busy ports, where budget
constraints are more pressing, simpler and more cost-effective conventional tugs still
serve a valuable role. Nonetheless, in general, fewer omni-directional tugs are needed
to perform docking operations compared to traditional tugs, thanks to their enhanced
handling capabilities.
 ESCORT TOWING
Escort towing differs from standard ship-assist operations by occurring at higher
speeds (typically 6–12 knots) and requiring tugs capable of delivering strong line
forces, especially if a tanker loses propulsion or steering. This practice became critical
after the Exxon Valdez spill, leading to the Oil Pollution Act of 1990. Since then, many
U.S. ports mandate tug escorts for tankers and some barges.
Escort tugs often operate tethered for faster response and better control, as free-
running tugs may face delays in connecting lines. The highest forces occur during
indirect towing, where the tug uses hydrodynamic forces—especially with a large
skeg—sometimes generating up to three times its bollard pull.
Such operations demand highly stable tugs, safe fallback behavior in case of power
loss, and skilled operators. Additionally, many ships lack adequate deck fittings to
handle these forces, so vessels under escort rules must be equipped with reinforced
towing points.
 COASTAL TOWING
This class of tug has seen limited inclusion in recent new-build projects, particularly
for dedicated towing operations. Instead, multi-purpose tugs have become more
prevalent. These vessels are primarily designed for ship-assist duties but are also
capable of undertaking limited coastal towing when port demand is low. The preferred
propulsion arrangement for such tugs typically includes conventional twin-screw
systems, featuring large propellers paired with fixed nozzles for improved thrust and
efficiency.
 OFFSHORE SUPPORT
A specialized class of tugs is employed primarily in support of offshore oil exploration
and production operations. These vessels are mainly used for anchor-handling and
rig-moving tasks, though many also perform limited supply functions. Unlike traditional
tugs, they often resemble offshore supply vessels, featuring large open aft decks and
open sterns to accommodate their operational needs. Most of these tugs are equipped
with conventional twin-screw propulsion systems, although Z-drive technology is
increasingly being adopted in cases where precise close-quarters manoeuvring is
essential.
 SALVAGE AND OCEAN TOWING
Over the past 10 to 15 years, there has been a significant decline in the number of
dedicated ocean salvage tugs operating globally. During this period, changes to
international salvage laws have introduced the concept of "Liability Salvage", allowing
salvors to receive compensation for intervening before a disabled vessel causes a
major pollution incident. Simultaneously, many coastal states have developed their
own dedicated "rescue towing" systems, granting authorities the power to tow disabled
vessels in order to protect their coastlines from environmental damage.
These developments have sparked ongoing debate between commercial salvors and
government agencies regarding the specific roles of such vessels and the appropriate
mechanisms for compensating their services. Despite the decline in traditional salvage
operations, tugs in this class continue to find employment in handling large tows,
particularly the relocation of oil rigs and substantial offshore structures.
 FIRE FIGHTING
The tug can perform firefighting operations, especially at oil terminals near the port
and transhipment region. The Fi - Fi unit must be capable of supplying a large quantity
of foam at a high rate of application.
1.3 MODERN TOWING OPERATIONS
There are four main positions around a ship where a tug will exert a towing force:
 FORWARD
Traditionally this has been the position for the first tug to be made fast. Although
new research has backed up modern thought that this is really the least effective
position in that the steering forces that can be exerted with a stem propelled tug
are minimal until the way is almost off a ship. Braking forces are nil until the tug
can either come around through 180 degrees or pull the ship into a tight turn to
reduce its speed. Not only is the bow the most difficult position for the tug at speed,
it is also the least effective point to apply a turning moment through the lever arm
being short and the applicable force being limited. Figure 1-Forward towing
operations

Forward towing operation

([Link]
[Link]?s=612x612&w=0&k=20&c=SShDA90nzsjWsDeZiKNw1PLeyRv3riQq3EoIIIhYs7c= -google)
  SHOULDER
This was a secondary position forward but is used to reduce the danger to the tug
and simplify the towing gear and crew requirements. Push/pull operations were
developed particularly in USA, Japan and Australia where lock systems did not
complicate the towing operation. However, the effectiveness of trying to turn a
vessel from here is somewhat similar to the forward position but several special
points need addressing. To turn a vessel, a tug positioned on the inside of the turn
(i.e. acting as a back spring against the ships motion) will assist the turn much
more than pushing from the outside of the turn. Indeed, the pusher may initially
drag the ship into a turn the wrong way due to the resistance of the tug inducing a
back spring effect. Swell conditions are the enemy of this operation as not only is
the tug likely to range up and down the ship's side, the short towlines used to
minimise any spring properties. However, off the berth the push on the shoulder is
invaluable. Modern ships with enormous flare and overhang often mean the tug is
positioned so far aft to be pushing at the pivot point meaning there is no turning
lever, merely a push bodily through the water

([Link]
([Link]
content/uploads/2019/01/Ship-Handling-Using-
d-k2AJ8-lc5XFUhs0zqUT2x4cA&s – google)
[Link] – google)

Shoulder towing operation

 QUARTER
Flare and overhang affect how far aft a tug can safely apply pushing force. While
pushing further aft improves effectiveness, it also brings the tug dangerously close
to the ship’s low-pressure zone and propeller. A safe approach usually involves
landing amidships, then moving aft to the towing lead, often located near the bridge
front. For a 30-metre tug, the safest position is to stay forward of the towline until
needed. Once in position—especially on the inside of a turn—strong turning forces
can be achieved.

Quarter towing operation

([Link]
01155/article_deploy/html/images/jmse-11-
[Link]?1685600867 -google)
  AFT
Line towing at the stem is now well recognised as the most effective towing position
with respect to both braking and steering assistance, but only since the advent of
modern manoeuvrable tractors such as the Voith Water Tractor has this become
day- to-day practice, since conventional tugs are only effective in this area at
minimal speeds. The single biggest advance in modern towing, that of indirect
towing came about through the hull design of the tractor with the skeg under the
after body. It was found that with careful positioning of the towing point above the
skeg, the tractors hull resistance (aided by the large skeg) when being pulled
through the water at oblique angles to the towline, could generate massive towline
forces far in excess of the nominal bollard pull. Furthermore, in contrast to other
towing methods the towline force actually increased with the ships speed.
Considerable research and development have gone into refining this towing
method particularly with escort towage becoming today's catchword with its
demands for dynamic assistance in potentially catastrophic circumstances of
steering and or engine failure in confined waters. In this operation, the hull and
skeg resistance generate the towline force with the propellers merely aligning the
hull to the correct towline angle both to itself and the ship.

Aft towing operation

([Link] -google)

FACTORS AFFECTING TUG PERFORMANCE

The following factors influence tug assistance:
 Port particulars, including: Restrictions in the fairway, port entrance, passage to a
berth, turning circle. Manoeuvring space at a berth or harbour basin, available
stopping distance, locks, bridges moored vessels, water depths, speed
restrictions, and so on. Berth construction, including type of berth: open, e.g. jetty,
or solid.
 The ship, including: Type, size, draft and under keel clearance, trim, windage, and
factors such as engine power ahead/astern, propeller type, manoeuvring
performance and availability of side thrusters and specific rudders.
 Environmental conditions, including: Wind, current, waves, visibility, Ice. Wind
forces Current forces Wave forces
 Method of tug assistance, including: Towing on a line, operating at a ship ‘s side
or a combination of methods
 The effect of ship ‘s mass and berth construction.
 Tug wash effect.
Difference Between Ocean-Going Tugs and Other Normal Tugs (e.g., Harbour or
River Tugs):
1. Purpose & Operation Area:
 Ocean-Going Tugs are designed for long-distance towing in open seas
and offshore operations, including salvage, rescue towing, and deep-sea
support.
 Normal Tugs (like harbour or river tugs) operate mainly in sheltered
waters such as ports, harbours, rivers, and canals for ship assist and
manoeuvring.
2. Design & Structure:
 Ocean-Going Tugs have robust hulls, higher freeboard, and are built to
withstand rough sea conditions.
 Normal Tugs are smaller with lighter construction suited for calm waters.
3. Power & Endurance:
 Ocean-Going Tugs have higher engine power (can exceed 20,000 HP),
greater bollard pull, and larger fuel capacity for long voyages.
 Normal Tugs have moderate power (typically 500–3,500 HP) and are
built for short-term, local operations.
4. Accommodation & Crew Facilities:
 Ocean-Going Tugs include full accommodation for extended missions
(weeks or months at sea).
 Normal Tugs have basic or minimal crew spaces, as they return to port
frequently.
5. Equipment:
 Ocean-Going Tugs are equipped with advanced navigation,
communication, salvage, and firefighting gear.
 Normal Tugs carry standard towing or pushing gear suited to their
specific tasks.
In summary, ocean-going tugs are larger, more powerful, and built for endurance in
challenging offshore environments, whereas normal tugs are optimized for short-
distance, sheltered water operations.
(ref: ChatGPT)

Route Study
The vessel is set to operate at the UAE port areas.
Data reflects daily vessel arrivals across UAE ports, showing a recent high of 658
ships on May 17, 2025, with a long-term median of 541 ships per day. Meanwhile,
daily departures peaked at 808 ships on May 16, 2025, with an average of about 539
departures per day historically. So, on an average day, UAE ports handle around 540
ship arrivals and 540 ship departures—totalling approximately 1,100 vessel
movements. This gives an annual estimate around 394,000.
Ref:
CEIC data - [Link]
ports-number-of-vessels/no-of-vessels-dubai-ports-arrival-annual-general-cargo
The Global Economy- [Link]
Emirates/Port_traffic/?utm_source=[Link]
Since OGT can assist oil riggs also, we have to consider the number of oil rigs in UAE
region. Toal of around 260 rigs are there in UAE region.
UAE total crude oil rigs – 59
Abu Dhabi rig count - 71
ADNOC drilling fleet – 129 owned rigs (target fleet by 2026- 148)
Ref:
Trading Economics – UAE Crude Oil Rigs
 Provides the monthly active crude oil rig count, historical averages, and record
highs.
 [Link]
MEES (Middle East Economic Survey) – Abu Dhabi Rig Count Hits New Record
High
 Article detailing Abu Dhabi’s January 2025 rig count breakdown (onshore vs
offshore) and oil-specific totals.
 [Link]
record-high/4d8b98f0-eae3-11ef-a510-25897d30d3ed
ADNOC Drilling – Operational and Financial Highlights
 Official fleet breakdown (land rigs, jack-up rigs, island rigs, barge rigs) and
details of rented rigs.
 [Link]
Highlights/Non-financial-measures
The National News – ADNOC Drilling $733m Contract for Three Island Rigs
 Confirms planned fleet expansion from 129 to 148 rigs by 2026.
 [Link]
gets-733m-contract-for-three-island-rigs

From these data’s we can conclude that an estimate of 158,000 – 178,000 vessels
need tug assistance per year, i.e. approx. 433- 487 vessels per day.
Considering offshore rigs / drilling units, an estimate of approx. 5- 15 moves per year
and apart by giving assistance in moving, for offshore petroleum berths, vessels must
use a minimum of two tugs for berthing/unberthing (e.g., LNG berths may require 3–
4)
Ref : [Link]
services-in-port?utm_source=[Link]
By analysing these data, it is evident that there is a significant demand for tugs across
the UAE port regions. The presence of oil rigs and other offshore platforms further
reinforces the clear and substantial scope for ocean-going tugs in the area.