Inaugural Paper
ROBIN SILVESTER, President & Chief Executive Officer, Port Metro Vancouver, Canada
SYNOPSIS:  None required.

How Safe are Today’s Tugs? A Review of Tug Safety
JOHN NOBLE, General Manager, International Salvage Union, UK
SYNOPSIS:  Several recent incidents involving tugs and anchor handlers have brought to the fore the inherent dangers associated with operating tugs in very different circumstances. This paper will offer the results of research into several specific incidents. Additionally, it will examine some of the wider issues involved in tug safety, including manning levels, tethered towing and equipment failures. Hopefully, it will be able to offer comment and advice regarding future safety in tug operations**.
•           **The author has conducted several tug studies both in casualty situations as part of the normal reporting process and as formal studies. The latter category includes the first post-Braer study into ETVs for the then MSA in 1993. More recently the author carried out a study for BP and Shetland Island Council looking at comparative tug operations in Sullom Voe, Mongstad, Hound Point, Milford Haven and Valdez.
•           If appropriate, a few minutes may be spent on an update on the Environmental Salvage issue.  This will depend on progress made and the ISU.

The Class Answer to the Rapidly Developing Tug Industry
GIJSBERT DE JONG, Product Manager, Bureau Veritas, France
SYNOPSIS:  Comparison between the tug rules of different class societies shows that there are some considerable differences in requirements. Apparently, standards are not at the same level, which is undesirable from a safety point of view and makes makes it difficult to develop standard designs. On top of that, the present day tug rules are not always up to date with regard to the latest technical developments, which creates difficulties for the certification of advanced equipment and systems.
Class Societies Bureau Veritas, Lloyd’s Register and American Bureau of Shipping acknowledge the industry’s pledge for more harmonisation and have created a ‘class JIP’ to develop a guideline for tugs, which will be submitted to IACS to seek class-wide support. The project focusses on the key issues, such as stability, towing equipment, escort operations and (fire) safety. The latest industry developments are taken into consideration, including the results of the Safetug JIPs, in which all three societies are participating.

Safetug II Project
JOHAN DE JONG, Business Unit Manager Ships, MARIN
EVREN ARMAOGLU, Project Manager Ships, MARIN
INGEBORG BRON, Project Manager Ships, MARIN
JORIS VANDEN BERG, Project Manager Offshore, MARIN
ROB GRIN, Senior Project Manager Ship, MARIN
DICK TEN HOVE, Senior Project Manager, MARIN
SYNOPSIS:  SAFETUG II as the continuation of SAFETUG I focused on a number of remaining aspects. First was improving the tug design through looking primarily into the reduction of the roll motions through design changes. Also, the issues of winch design and lines optimisation were addressed, with a view to offshore assist operations and human operator criteria.

Predicting Tug Behaviour by Analysis of Rated Performance of Coastal Tugs
ROBERT G ALLAN, Executive Chairman, Robert Allan Ltd, Canada
ANDRA PAPUC, Mechanical Engineer, Robert Allan Ltd, Canada
SYNOPSIS:  When approached to develop a new generation of coastal ‘line-haul’ tugs for British Columbia waters, Robert Allan Ltd proposed that the first step should be a thorough review of the opinions of crews on the performance of the current tug fleet, which the new design would ultimately replace. Since the majority of the current tug fleet was built more than 30 years ago, there are a lot of sea-miles of experience attached to those designs. An extensive study was performed on a sample of 12 tugs to identify in engineering terms those design parameters which result in ratings of ‘very good’ compared to ‘poor’ for a wide range of performance-related characteristics. The results were critical in guiding the development of a completely new standard design.

Changing the Fleet – New Vessels, Same People
ANDY CRAWFORD, Marine Operations Superindendent, Serco, UK
SYNOPSIS:  In brief the aims of the Vancouver Paper will be to:
- Set the Serco scene and background, highlight the challenges, describe the solutions and comment on the delivery and the lessons learnt. It will be familiar territory for many companies but perhaps unique in the volume, concurrency and diversity of the tasks.
- Focus on the tug based training – why we went the competency-based route with SeaWays, the use of simulators with both Transas and Force – current limitations and utility in their use. This would potentially bring joint speakers to provide credibility on their contributions.
Background
Serco Denholm Marine Services Ltd has a 15-year PFI contract valued at up to £1bn with the UK Ministry of Defence to deliver a wide range of marine services to the Royal Navy in the UK and for some services worldwide. The contract covers an extensive range of services that includes towage, passenger and transfer services, lighters (liquid and dry), oil pollution control and the buoy maintenance, military support for exercises, ranges and training (ie torpedo recovery). Serco Ltd – Marine Services as one of the UK’s largest marine operators, will manage, operate and maintain around 110 vessels and lighters (ranging from 12m workboats to a 4000gt trials ship) that collectively deliver this multi activity marine support. Key to the contract is the procurement for 31 new vessels to replace retiring tonnage.
The above will be expanded to provide the delegates with an appreciation of the diverse range of support services provided and the demands this makes on recruitment and competency training eg training staff to undertake mooring activities through to conducting underway transfer of passengers.

US Navy Towing and Salvage Ship Recapitalisation
CAPT MICHAEL HERB, Director, Operations; SUPSALV, Naval Sea Systems Command, USA
SYNOPSIS:  The US Department of the Navy has identified a need to recapitalise its fleet of tug and salvage ships as the T-ARS and T-ATF classes near the end of their service lives. The Navy staff and Military Sealift Command believe that commercial platforms currently in design or under construction can address the vast majority of needs and afford the opportunity to leverage commercial technologies in terms of hull forms, dynamic positioning systems, and bollard pull capabilities for the future fleet. Programme status and notional design features for the next generation of vessels will be presented.

Our Word is Our Bond. Shipbrokers in the 21st Century – a Snapshot of the Profession and Are They Really Needed?
STEVE DOUGAL, Managing Director, Century Marine Services Ltd, UK
SYNOPSIS:  Shipbroking has been revolutionised over the past 15 years with the advent of faster and cheaper communication. Many said the birth of the internet and easier communication would mean the death of shipbroking. And yet, as can be seen from recent attendances at ITS, broking is not only thriving but also growing.
From a broker’s point of view, this paper will explore the use of shipbroking in the salvage and tug-related markets – how it works, whether it adds value and why it has grown. And it will hopefully also answer the question ‘Are Shipbrokers really needed in the 21st Century?’

Update of the E3 Tug Development – Economically Viable, Environmentally Friendly, Efficient in Operation
RODERIQUE VAN ERP, Senior Engineer, Smit Engineering, The Netherlands
JOOST MATHÔT, Project Manager, Damen Research - Damen Shipyards Gorinchem, The Netherlands
PETER KORTEKAAS, General Manager, Smit Engineering, The Netherlands
JULES VERLINDEN, Innovation Engineer, Smit Engineering, The Netherlands
ROBERT VAN KOPEREN, Project Engineer, Damen Research - Damen Shipyards Gorinchem, The Netherlands
PEPIJN DE VRIES, Research Scientist, INMARES, The Netherlands
SYNOPSIS:  At Tugnology ’09 we published the first results of this project. At ITS 2010 we would like to present the methodology to determine the Environmental Impact Factor, as well as the results of the second stage of the project, the designing of the alternate propulsion configuration for a Damen ASD Tug 2810.

True Greening
BALDO DIELEN, President, Baldo Dielen Assessoria Ltda, Brazil
PETER KORTEKAAS, Smit, General Manager Engineering, The Netherlands
SYNOPSIS:  Today there are a number of  ‘green tug’ developments. This positive trend will eventually lead to a renewed tug fleet having reduced emissions. At this stage, however, ‘green’ tugs are too costly to become commercially viable, and they are not truly ‘green’ when considering the total energy balance. Smit is participating in a couple of ‘green tug’ developmements, including one project focusing on a commercially viable design which is intrinsically ‘green’ and which is based on proven technology. The related 1:10 scale tests will be completed by the end of 2009, with planned construction of the first full scale tug in 2010.

Foss Hybrid Tug – The Journey to the Future
SUSAN HAYMAN, Vice President, Environmental and Corporate Development, Foss Maritime, USA
SYNOPSIS:  This paper presents a chronology of the design and construction of the world’s first hybrid harbour tug as well as the impetus behind the concept. The paper focuses on the real world experience of operating the tug as a part of the Southern California fleet providing Green Assists™ to customers in San Pedro Harbour.
The perspective of the crew members and the nuances of operating the Foss Hybrid Tug are discussed, as well as the response from various stakeholders and customers. The engineering challenges associated with the construction and commissioning of this tug are also addressed, as is the status and results of emissions testing and cost savings experience to date.

Project to Build a Prototype Hydrogen-Powered Hybrid Electric Tug
CHRIS MULDER, Principal Naval Architect, Capilano Maritime Design Ltd, Canada
MARK MULLIGAN, President, Capilano Maritime Design Ltd, Canada
SYNOPSIS:  The new Canadian Electric Hybrid Tug, under development by Seaspan International Ltd, Capilano Maritime Design Ltd, DC Maritime Technologies Inc and Ballard Power Systems, is based on a successful class of Seaspan ship-docking tug already operating at the Port of Vancouver. It will be a fully electric vessel employing two fixed-pitched Z-drives that will be driven by electric motors of 1800 kW capacity each. These motors will be driven by a combination of hydrogen fuel cells, battery banks and diesel generator sets. The boat’s four hydrogen fuel cell generators will be supplied by Vancouver-based Ballard Power and will be marine versions of the company’s standard units (150 kW each) as fitted to busses, trucks and auxiliary vehicles.  The generators will be operated by hydrogen mixed with compressed air to provide electrical power that can either be directed to the drive motors or used to charge the batteries.  The hydrogen will be stored on board as a liquid at a very low temperature and converted to the gaseous state as required.
The vessel will operate as a standard ship-docking tug.  When dockside, it will be plugged into the grid to keep the batteries topped up. When on harbour duties, ship escort, standing by ships, delivering pilots or yarding barges, the tug will operate totally on electric power supplied by the hydrogen generators and battery bank.  As needed, the hydrogen generators will supply power to the Z-drives or to top up the batteries.  This means that for a large percentage of the day the tug will operate with absolutely zero emissions. Only when the tug captain decides that the ship-handling operation may require the full 55-tonne bollard pull will the diesel generator be brought online. Then, for the tug’s full potential of 55 tonnes bollard, the Z-drives will be powered by the battery bank in combination with the hydrogen generators and the diesel generators. It is projected that the new Electric Hybrid Tug will be ready for delivery by 2012

A Team Approach to Shipping Casualty Management
CAPT KEITH HART, COO, C-Mar Consultants, UK
CAPT GRAEME BOWLES, Director - P&I and Legal Services, BMT Marine and Offshore Surveys, UK
SYNOPSIS:  Today’s marine casualty is likely to be a complex affair, with numerous parties involved and many conflicting priorities. There is a virtually insatiable demand for information, with an expectation that comprehensive and accurate responses will be provided by return email. The workload imposed by such circumstances is simply too much for one or two people to manage. A team approach, with effective leadership and management, is required to harness the available resources and resolve the situation. The team may be multi-disciplinary and include individuals from competing firms. A cultural change is required to convert individuals into team players.

Co-operation in a Crisis Between Ship Interests and Salvors: the Salvor’s Perspective
TODD BUSCH, Senior Vice President & General Manager, Technical Services, Crowley Marine Services Inc, USA
SYNOPSIS:  Co-operation between the shipowner/underwriter and salvor is important for a successful salvage and should begin at first notification of a casualty. These efforts will go a long way in mitigating the potential for pollution, environmental damage, vessel or cargo damage, crew injuries and loss of life. 
Today’s salvages tend to be more expensive and technically complex compared to those in past years.  This is due to the size of the vessels, values of the cargos, external influences and governmental organisations. Coastal States are very proactive in protecting their waters, often becoming intimately involved in the aspects of the salvage. The salvor is often at the mercy of these influences, which ultimately translates to expenses for the shipowner/underwriter.
We will explore ways for the salvor and shipowner/underwriter to work closely together for a common goal. Some examples include: contracting terms and conditions, dealing with authorities, attendance of the vessel, places of refuge and safe delivery. Success should be measured by a win-win for both parties.

Co-operation in a Crisis Between Ship Interests and Salvors
CAPT FAZ PEERMOHAMED, Partner, Ince & Co, UK
SYNOPSIS:  In the stressful environment of a complex salvage situation, it is hardly surprising that friction tends to creep in between the involved parties albeit, at times, unintentionally. It is undoubtedly preferable, in the aftermath of a casualty, if salvors, shipowners and underwriters are able to co-operate throughout both the initial, and subsequent, stages of a salvage operation.
In this presentation we will cover enhanced co-operation in situations where salvors and owners/underwriters can, and should, work together towards common goals. These common goals comprise, for example, the contractual terms for the salvage, the assessment of the condition of the vessel, attendance on board, the need to formulate a salvage plan and, ultimately, agreement to a place of refuge and safe delivery.
Further topics which will be covered relate to demobilisation, in particular under SCOPIC, and co-operation between the salvors and the shipowners in assisting the authorities and presenting a united tough front to any unfair criminalisation.

Management and Control of Marine Casualties
CAPT DAVID POCKETT, Consultant, London Offshore Consultants Ltd, UK
CAPT NICK SLOANE, Managing Director – African Region, Svitzer Africa, South Africa
SYNOPSIS:  The UK has a Secretary of State Representative (SOSREP) vested with extensive powers when a marine casualty occurs. The system has been highly successful since its inception in 1999. Other nation states have different systems that, it might be argued, in some cases might increase rather than reduce the risk of pollution and human safety. Could the SOSREP system work globally, what are the prime hurdles and would parties involved with, and affected by a casualty, benefit?
This paper looks at marine casualty management and control with the above question in mind, and compares casualty management systems of various Nation States. It draws upon personal experience in attending numerous marine casualties worldwide, and highlights problems that confront the various key parties involved.

Smart Tools for Traditional Jobs
CAPT ALBERT LENTING, Managing Director, SiRi Marine BV, The Netherlands
SYNOPSIS:  In a traditional world of salvage operations (and ocean towage too) modern techniques are used these days. During all major salvages, the salvage master is accompanied by a naval architect (complete with state-of-the-art software programs). The preparations for ocean tows include in-depth motion analysis, environmental studies, etc.
Real-time monitoring on board a casualty or on a tug is now finally and easily available and is used as a ‘decision support tool’ to control the conditions of an operation. Communication has become easier to such an extent that without modern telecom facilities (mobile phones, internet, Irridium satellite phones, etc) the work would be difficult to do.
This paper will describe a range of techniques that are used these days and the emphasis will be on modern “motion, position and environmental” monitoring equipment.
Modern monitoring equipment available today:
- Quick response kits that are easy to transport and install;
- Telemetry enables condition monitoring at a distance (salvage tug, shore-based control centre);
- Independent power supply via solar cells or wind generators will guarantee continuous monitoring, also on “dead-ships”;
- A tool to provide the salvage master and naval architect with all the information they need to monitor the condition of a casualty and changes caused by internal (cargo discharging, pumping) or external (wind, waves, tugs);
- A tool to verify that motions/changes that are calculated actually happen (or not, and why not!);
- A tool that records all of the above for future evaluation and reporting purposes;
- With modern telecom facilities the information from the salvage site can be made available onshore (periodical reports, almost real-time);
- A powerful tool to satisfy the needs for accurate information from authorities, insurance and other third parties.
The paper will give various examples where and how monitoring equipment was used and gives a brief explanation about past and future developments

A New, Accurate Shipwreck Survey Method used during the Wreck Removal operations of New Flame
MARTIN DEAN, Managing Director, ADUS, UK
MARK J LAWRENCE, Technical Director, ADUS, UK
DAN SCHWALL,Vice President, Titan Salvage, USA 
SYNOPSIS:  Advanced Underwater Surveys Ltd (ADUS) is a new company set up to exploit recent advances made in sonar surveying and visualisation techniques at the Universities of St Andrews and Dundee in Scotland. ADUS was commissioned to survey New Flame in the Straits of Gibraltar to assist with the wreck removal operation. The results provided Titan’s salvage team with an incredible level of information about the wreck that would have been impossible for divers to collect. The data included an accurate position and depth for every visible feature, which was then presented to the client as images, and a 3D digital model of the wreck and surrounding seabed. A completion survey by ADUS then proved that wreck clearance had been accomplished to the agreed depth below the highest natural feature in the area. This unique ability to provide an unprecedented overview of any structure on the seabed should be of interest to those involved in other salvage or wreck removal operations.

Deep Water Location and Recovery of Military and Civil Aircraft: the Technical and Business Risks for the Maritime Responder – Air France Incident
CAPT MORGYN DAVIES OBE, Chief Salvage & Mooring Officer, UK Ministry of Defence, UK
SYNOPSIS:  The UK Ministry of Defence is the lead recovery authority for the maritime recovery of all UK military and civil registered aircraft. It has a significantly successful record of deep water location and recovery on a global basis and has close working relationships with other global providers of this capability. The recent loss of the Air France Airbus 330M and the major efforts to locate it, that have yet to succeed, indicate some of the fundamental problems associated with this kind of operation. The UK MoD recognised these problems in the early 80’s and has made significant efforts to mitigate the risk of non-recovery of military aircraft that crash in deep water. The presentation will cover;
Problems associated with locating crashed aircraft in deep water.
Equipment fitted to aircraft [both UK military and civil], the differences and complications arising from the differences.
The nature of recovery operations post location, the platforms and equipment required to undertake a successful recovery and practical aspects of the task.
Technical, Personnel and Business Risks and hazards associated with this kind of operation: including the handling of mass fatalities
A brief review of potential legal pitfalls that complicate this kind of operation.
Considerations for marine organisations engaging in this kind of activity.

Creative Salvage Engineering
CAPT J KENNETH EDGAR, Managing Director, Marine Response Consultants, USA
CHARLES GILLESPIE, Salvage Engineer/Salvage Master, Marine Response Consultants, USA
PHIL REED, Director of Salvage, Titan Salvage, USA
SYNOPSIS:  Historically, salvage calculations have been rudimentary hydrostatic and hull girder strength computations that have progressed in the past few decades as the result of regulatory demands towards basic computer-generated reckoning and rapid response calculations. With the advent of both more powerful computers and more proficient software, salvage engineering has become extremely flexible and creative. This highly entertaining paper utilises graphics and video to demonstrate the synergies of today’s calculative software to expand the depth and breadth of traditional salvage computations from 3D-modelling at concept subsequently advancing through detailed and complicated global and local calculations, probabilistic analyses, dynamic simulations, through detailed designs and ultimately presenting the results in formats that both the non-technical and technically astute end-user can readily assimilate.
The products of this creative salvage engineering can be drawn on by owners, regulatory agencies, underwriters, fabricators, sales and management staff in order to make knowledgeable decisions. Moreover, this inventive and synergetic salvage engineering allows the salvage professionals to simulate/game the salvage solution; yielding the methodological back-up and confidence in order to safely execute more complex and often non-traditional salvages in an asset and cost effective manner. The presentation of this paper will demonstrate a watershed of creative solutions to a complex salvage embracing multiple salvage facets – including environmental response, arduous diving, rigging, strength attachments, heavy lift, mooring and towing analyses – in a series of highly entertaining graphics and animations which are overlaid on video and graphics of the actual operations.

Environmental and Liability Salvage in 2010
CAPT JAMES T SHIRLEY, Jr, Consultant, JTS Marine LLC, USA
SYNOPSIS:  The concept of liability salvage, ie rewarding salvors based in part on the value of liabilities prevented, has been debated for 75 years. ‘Environmental salvage’, a subset of liability salvage, has finally attracted the attention of the professional marine salvage community. This paper will explore the historical context and merits of liability salvage, follow up on the comments and questions on the subject by speakers and delegates during ITS 2008, and describe the progress (or not) of the concept taking hold through contractual arrangements, legal proceedings, and authoritative commentary.

Key Techniques in the Integral Salvage of the Ancient Sunken Vessel Nanhai No1
JIANCHENG WU, Vice President, Guangzhou Salvage of Ministry of Transport of the PRC, China
ELVA DING, Deputy Commercial Manager, Guangzhou Salvage of Ministry of Transport of the PRC, China
SYNOPSIS:  Nanhai No1, an ancient sunken vessel from China’s Nansong dynasty, was discovered fully loaded with cultural relics, including a large quantity of delicate china. Salvage plans had to give adequate attention to the protection of these fragile treasures. With this in mind, an innovative salvage scheme was designed in which the whole vessel, together with all its contents, was first placed in a caisson, then lifted out of the water intact. This paper first introduces the overall scope of China Rescue and Salvage and this unusual salvage scheme, and then elaborates on key techniques used in the operation, including accurate underwater location of the vessel, sinking of the open caisson, threading cables through the bottom of the ‘box’ and then lifting the whole thing out of the water.

Development of a High Performance Ducted Propeller
YUICHI TAMURA, ZP Engineering & Design Group, Niigata Power Systems Co Ltd, Japan
YOSHIKI NANKE, ZP Engineering & Design Group Team Manager, Niigata Power Systems Co Ltd, Japan
MASAO MATSUURA,  Niigata Power Systems Co Ltd, Japan
NORIO ISHII, Akishima Laboratories (Mitsui Zosen) Inc, Japan
KOYU KIMURA, Akishima Laboratories (Mitsui Zosen) Inc, Japan
TADASHI TAKETANI, Akishima Laboratories (Mitsui Zosen) Inc, Japan
SYNOPSIS:  The demand for energy saving has recently increased because of a remarkable rise in the cost of fuel. High bollard pull performance is demanded of tugboats of the same horsepower and this poses a new challenge. This paper will show the advanced design of a ducted propeller which has a high bollard pull performance. A nozzle shape and propeller has been designed with the numerical simulation, where the optimum arrangement between the nozzle and propeller was researched. Open water tests were carried out to prove performance and, after the evaluation of the test results, this new ducted propeller was commercialised. The full-scale bollard pull test was conducted in the actual field. This paper will also present the details of the field test results.

New EPA Marine Rules; EPA’s Marine Engine Remanufacture Program – What Owners and Rebuilders Need to Know
ROBERT D HALLENGREN, Director Marine-Products, Caterpillar Marine Power Systems, USA
MIKE ELDRED, Technical Representative, Caterpillar Marine Power Systems, USA
SYNOPSIS:  This paper aims to explore the different emissions upgrade solutions for vessels to reduce emissions from existing, or in-use, population of marine engines, with particular focus on meeting the new EPA Marine Rules. These are engines that do not fall under new marine engine standards. This paper focuses specifically on the requirements set forth by the new rules as it relates to engines covered by EPA’s Marine Engine Remanufacture Program and the solutions available to bring these engines to EPA Tier 1 and/ or Tier 2 emission levels during a normal overhaul. It examines the cost-effective solutions of particular emissions upgrade groups to meet these new stricter emissions requirements.

Innovation in Tug Design
KOEN VONK, Manager Solution Engineering, Wärtsilä China Limited, China
WILCO VAN DER LINDEN, Sales Director Ship Division, Wärtsilä Netherlands BV, The Netherlands
SYNOPSIS:  Wärtsilä’s experienced vessel designers are looking into future possibilities for tug design. Experience and analysis of the tug and offshore markets give inspiration to developments in hull design and powering concepts. Broad input from the market peak of 2006-08, Safetug, ITS, Tugnology and references from owners will be utilised.
The unique position of Wärtsilä as ship designer and equipment manufacturer allows for thorough system integration. This optimisation of operability, operational efficiency and service intervals improves the environmental footprint of the industry.

Operating Experience with Modern High Speed Diesel Engines in Ship Assist Tugs and Related Requirements for Future Engine Development
SEBASTIAN SCHWARZ, Senior Manager Application Engineering Marine, MTU Friedrichshafen, Germany
BRIAN CASE, Development Series 4000 Marine, MTU Friedrichshafen, Germany
ANDREW PACKER, Application Engineering Marine, MTU Detroit Diesel, USA
DR CLAUS-OLIVER SCHALZING, Project Manager, Thermodynamics and Fluid Systems, MTU Friedrichshafen, Germany
SYNOPSIS:  MTU Friedrichshafen and MTU-Detroit Diesel will present a paper about the latest operating experience with modern high speed diesel engines in ship assist tug applications up to and beyond 70 tonnes bollard pull. One main aspect is the tug operation and mission profile and the derived requirements for the diesel engine, especially the torque characteristics required for rapid load changes due to acceleration and manoeuvring in exposed conditions. Actual field measurements on various ship assist tugs in the power range up to 6,500hp will be discussed together with possibilities for the utilisation and calibration of engineering tools, such as simulation software and diesel engine test bench for transient operation. The evolution of the series 4000 Marine engine technology from 1996 to 2009 will be presented in this regard as well as the challenges regarding future emission regulations. Fundamental requirements such as the lowest operating costs in the typical operating profile as well as the lowest visual emissions will be considered. An outlook towards the potential of an advanced, integrated hybrid concept in regard to further optimisation of the dynamic behaviour as well as fuel economy might be included.

The need for a Formal Towage Endorsement on a Master’s Certificate of Competency to Operate a Tug
CAPT ARIE REIN NYGH, Managing Director, Seaways Consultants Pty Ltd, Australia
SYNOPSIS:  Currently there is a requirement for formal endorsements on a master’s certificate to operate an oil or gas tanker, a passenger ship, a square rigger sailing ship, a high-speed ferry and a dynamically positioned vessel.
 It is also a given that it is impossible for a master to undertake harbour towage and/or escort towage operations on a new generation omni-directional tug without significant specialised training.
As a professional industry that prides itself on high standards, have we matured sufficiently to take the next step and promote formal endorsements on a master’s certificate to operate an omni-directional tugboat?
There are a number of likeminded colleagues in the towage industry who believe as I do the time has come for industry to take this important step.

STCW 95 – The Need for Internationally Recognised Certification for Vessels Less than 500grt
YVONNE ORR, Training & Development Manager, Maritime Craft Services (Clyde) Ltd, Scotland, UK
SYNOPSIS:  We operate in a global market so why is there no internationally recognised certification for smaller commercial vessels of less than 500grt within current STCW regulations? The first internationally accepted certificate of competency enabling someone to take full command of a vessel is the <3000grt Master COC, issued under regulation 11/2. Despite the STCW convention aim to ensure ‘uniform international maritime training standards’ the challenges facing operators of smaller vessels continue to pose a problem, with acceptance of certification varying from country to country. Is it time for STCW to recognise the scope of smaller vessels, including tugs, within the regulations? What can we do to facilitate this?

ShipArrestor Project 222575
DR CLAUS CHRISTIAN APNESETH, Project Manager, Miko Marine AS, Norway
SYNOPSIS:  A disabled – and sometimes abandoned – tanker on a lee shore is a well-known disaster scenario, for which an emergency solution is being sought using a helicopter-deployed, large-scale sea anchor.
Funded by the EU, a consortium of five enterprises and three research institutions will develop this concept in an exciting €1.4m, 24-month project.
The programme started on 1st October 2008 and will include practical testing of the effects of large sea anchors on the drift pattern of a disabled vessel and the feasibility of a helicopter-enabled towing connection to an abandoned forecastle.

Towage Liabilities – Are You Properly Covered? An Overview of P&I Insurance for Tug Owners (made simple!)
SIMON SWALLOW, Commercial Director, The Shipowners' Protection Ltd, UK
SYNOPSIS:  A potential threat arising from a declining freight market is that recognised towage conditions associated with the towage industry will be increasingly challenged. There are many aspects to towage that attract different risks and in turn different towage conditions such as harbour towage, ocean towage of rigs and platforms and offshore structures, river towage and salvage. What are your liabilities when performing these towage services? How can your P&I entry respond to the liabilities during a towage operation? Does the standard P&I entry cover you for these towage risks? And can different worldwide trading jurisdictions impact on your risks? What should you be looking out for and what experiences can be shared by the P&I industry?

Competition Works!
DORUS KNEGTEL, Vice President – Business Development & COO, Kotug International BV, The Netherlands
AJ KOOREN, President, Kotug International BV, The Netherlands
SYNOPSIS:  In the paper we would like to go into more detail about the present structures of the harbour towage industry in general; the specific services some operators (claim to) provide; the arguments that some ports are too small for more than one player; the interest of the customers who want to have a choice in a port; the advantages and disadvantages of a monopoly; the costs of competition; is there a return to profitability?; what would be the optimum model to secure the maximum service degree at the minimum costs and where can we find those models; recommendations on how to get there.

Co-operation Under the New OPA 90 Regime
PAUL HANKINS, Secretary/Treasurer, American Salvage Assoc. and Vice President of Operations, Donjon-Smit LLC, USA
SYNOPSIS: The impending implementation of the new salvage regulations written under OPA90, now scheduled for February 2011, create a unique set of issues and problems through which shipowners and operators must successfully navigate.
These issues include complex ones such as the tug identification requirements and required fire-fighting timelines. But there are also simpler issues, equally vexing to the owner, such as the manner in which the changes to the VRP are handled and presented to the USCG.
Specific issues that will be discussed in detail are:
Contracting and funding requirements;
Tug identification in each COTP zone;
OCONUS challenges;
Lightering and salvage equipment identification;
Identifying proper fire-fighting capabilities;
Response planning standards: facts and fiction;
Vessel Response Plan requirements;
Pre-Fire Plan identification and development;
Certification of the salvor by the planholder;
Cost implications.
This presentation will discuss these topical issues and propose reasonable solutions that should meet Coast Guard expectations and enable an owner to meet the intent of this new rule. It will also present some novel ideas which the Coast Guard might consider to make this planning process easier and more efficient for all concerned.