We are in the process of finalising the programme of speakers and papers for the conference. This section is being worked on and is due to be conpleted within the next week.

Inaugural Paper
Capt Jaap Lems, Chairman
European Harbour Masters' Committee, The Netherlands
No synopsis available at this time.

Hybrid Tug-Power and Reliability In a Green Package
Gary Faber, President and COO
Foss Maritime Company, USA
John Stratton, Project Engineer
Aspin Kemp & Associates, Canada
SYNOPSIS: This paper presents the new Foss 5,080hp hybrid tug, the impetus behind the innovation, the evolution of the idea into a workable concept, and its implementation on a new Dolphin-class tug. The hybrid system and its application in harbour assist work will be presented, illustrating how the hybrid system achieves significant reduction in emissions and fuel consumption while maintaining the same high performance standards as her sister Dolphin-class tugs. This drive for innovation, together with our desire to improve vessel emissions, has led to the development and construction of the hybrid tug. While the hybrid tug may be the most visible of our efforts to improve fleetwide performance, fuel economy and emissions, it is really only part of an overall effort of continuous improvement and innovation. A hybrid system is composed of electric and mechanical power sources with batteries playing a vital role in energy storage. The key to the design was finding the right combination of motor generators, batteries and diesel engines to provide the horsepower required by our customers and pilots to fit within the compact platform and weight limitations of a tugboat.

RAptures: Resolving the Tugboat Energy Equation
Ken Harford, President
Robert Allan Ltd, Canada
Vince Den Hertog, Project Engineer
Robert Allan Ltd, Canada
Robin Stapleton, Electro-Mechanical Engineer
Robert Allan Ltd, Canada
SYNOPSIS: On the crest of rising fuel prices, and of the demands for all types of vessels to reduce emissions, it is often difficult to separate the facts from the sales pitches. Faced with the frequent question of ‘how best to go green' (and also save some money!), Robert Allan Ltd set about to create a tool to analyse a wide range of options for typical harbour tug propulsion systems. RAptures (Robert Allan Ltd: Powering Tugs for Real Energy Savings) is a straightforward analytical tool which can be used for both a high level system comparison at the very early stages of a new design, and as well for the latter design stage comparison of very specific machinery selection options. With basic tug power and an operating profile as input, a direct comparison of diverse propulsion system options is possible, with outputs of fuel consumption, emissions, and installed costs.

Latest Developments for Low Emission Diesel Engines and Exhaust After-treatment for Tugs and Workboats
Sebastian Schwarz, Senior Manager
MTU Friedrichshafen GmbH, Germany
SYNOPSIS: This paper will focus on the aspect of ever-more stringent exhaust emission regulations as one major driver for diesel engine development.We will present MTU's latest engine development, the Series 4000M63 for workboats with advanced technology, enabling lowest fuel consumption and tug-oriented torque characteristics in combination with favourable emissions, complying with EU stage IIIA and EPA Tier 2 regulations.The preferred technology including Miller cycle valve timing and high efficiency variable turbo charging will be evaluated against workboat specific requirements. This new engine generation was introduced during SMM Hamburg in September 2008 and will be available as of July 2009.The further development of MTU's key technologies for diesel engines to fulfil future emission limits will be discussed. Technologies for further exhaust emission reduction, beyond EPA Tier 2 / Tier 3, comprising: -engine internal measures like exhaust gas recirculation (EGR), advanced Miller cycle;-engine external technologies including active and passive Diesel particle filter (DPF). Selective Catalytic Reduction (SCR) for NOx are presented along with field experience from Marine and other off highway applications:-DPF with passive regeneration in rail car; -SCR and DPF in Locomotive and commercial Marine application; -DPF with active regeneration in inland cargo vessel, including an evaluation of the technology regarding the impact on engine room & system design, operating and maintenance costs. Finally it will be concluded that future diesel engine technologies for workboats can and in some cases must profit from experiences that engine manufacturers make during the developments for other offhighway applications, which sometimes have more stringent emission legislations being effective some years earlier.

E3 Tug Development - Economically viable, Environmentally friendly, Efficient in operation
Fokke Jan Botke, Principal Engineer
SMIT Engineering, The Netherlands
Joost Mathot, Project Manager
Damen Research, The Netherlands
SYNOPSIS: SMIT International is currently involved in an R&D project to develop a ‘greener' tug for harbour and terminal use in cooperation with Damen Shipyards and Alewijnse.The project is referred to as E3, where the Es stand for Environmentally Friendly, Efficient in Operation and Economically Viable.The project is divided into three stages. In the first stage the environmental footprint of a DAMEN ASD 2810 tug will be determined for various operational conditions. The obtained information will be used as input and benchmark for the following stages. The second stage comprises designing and ultimately building a ‘greener' tug with the best currently available technology. In this stage, a propulsion configuration will be determined which matches best all conditions and constraints of the E3 project. In determining the best configuration, various options like diesel electric, hybrid drive, shore power and LNG fuels will be envisaged. Upon completion of the tug's construction, again measurements will be performed to establish the new environmental footprint and to verify if the E3 objectives have been met. In the third and final stage a preliminary design will be made based on emerging technologies, such as RIM drive thrusters, latest generation fuel cells, solar cell decks, etc. The environmental footprint of this design will be determined through computer modelling.Another, equally important, objective of this project is to determine proper environmental performance indicators for tugs. Applying the conventional criterion of a maximum amount of emissions per gram per ton per mile for tugs is in fact not correct. The new performance indicators will provide the tug industry with a means of comparing different designs on their environmental impact.At Tugnology '09 we would like to present the progress made and lessons learnt in this project.

A Battery-Electric Tug for Southern California - Concept Design and Evaluation
Sean A Caughlan, Marine Engineer
The Glosten Associates Inc, USA
Garth Wilcox, Marine Engineer
The Glosten Associates Inc, USA
Mark Kotik
powerInQ LLC, USA
SYNOPSIS: One of the fundamental problems with diesel-fuelled ship assist tugboats is that they are significant contributors to air and water pollution in and around ports worldwide. Environmental regulations, concern over climate change, and fuel price volatility are putting pressure on the tug industry to consider new approaches to marine propulsion power. Harbour tugs require a large amount of power in a small volume. They typically operate at full power only a small fraction of the time, which leads to inefficient utilisation of the diesel engines. New ideas including diesel electric, hybrid diesel electric, and LNG-fuelled engines have been proposed, but all continue to rely on fossil fuels.A battery-electric powered tug is a solution that responds to the environmental and efficiency issues, while enhancing performance and eliminating reliance on fossil fuels. This paper will present a concept design and discuss challenges as well as the advantages and disadvantages of a battery-powered harbour tug presumed to operate in the Ports of Los Angeles and Long Beach . A comparison will be made of the cost, performance, weight and volume of several different battery technologies.

Training and Professional Development of Tug Masters
Capt Arie Rein Nygh, Managing Director
Seaways Consultants Pty Ltd, Australia
SYNOPSIS: Seaways is a consultancy business specialising in the towage sector with its main focus on the training & professional development of tug masters, annual competency checking and auditing of tugs & towage operations. I personally have now trained over 100 ASD Z-Peller tug masters.The paper I wish to present at the 2009 conference is focused on two aspects:1. The training of tug masters with specific focus comparing the 'old' onboard operational training versus the 'new' simulator tug master training.2. The need and benefits of annual competency checking of tug masters in both operational and procedural knowledge.To complement my practical onboard training knowledge; on my trip to this year's Tugnology conference I am visiting Lamnalco's tug master training simulator in Dubai, MARIN in Holland (arrangement by Henk Hensen) and FORCE Technology tug master simulator training facilities in Denmark.

Training Methods Using Scale Tugboats
Capt Ronald Burchett, Owner
Burchett Marine Inc, Canada
Brandon Durar, President
JonRie Intertech, USA
SYNOPSIS: The tugboat industry has come a long way – we've built the super tugs, we've installed the render recover winches, we've added all the computer navigation systems available – but we still haven't implemented a training system that brings all of these elements together for successful tugboat operations. These new tugs are the most powerful and dynamic tugs that have ever been built, and we have no standards for training to match the sophistication of these vessels. What we need is a comprehensive training regime that would encompass every aspect of training to enable new captains and crew of these powerful vessels to utilize them to there fullest extent. In recent surveys of operational vessels it appears that the tugs we have now are being utilised less then 80 per cent of their potential; the customer is expecting 100 per cent. There is a desperate need for new training methods.One quarter-scale tugboats, approximately 7.9m long (26 feet) would be a superb choice for the training of new tug skippers. These scale tugs would be fully equipped with all the same equipment as real tugs, including realistic scale thrust and dynamics providing a base for skippers to build their skills while generating cost recovery.

Latest Developments in the Use of Tug Simulation and Tug Simulation Technology
Capt Bo Caspersen, Sales Manager
FORCE Technology, Denmark
Peter Sorensen
FORCE Technology, Denmark
SYNOPSIS: In 2007 the International Association of Lighthouse Authorities (IALA) produced a new guideline, use of Simulation as a Tool for Waterway Design and Aids to Navigation Planning. This paper will present this guideline and the role of tug simulation that is specifically mentioned in the guideline as well as the rationale for including tug simulation in this guideline. The paper will also present the latest development in tug simulation technology with emphasis on developments in the visual systems supporting tug simulation. In recent years the visual systems used for simulation has increased the perceived realism dramatically thus supporting tug simulation. Also the projector systems projecting the image to the visual theatre have improved in terms of brightness, contrast and capability of producing night simulation. New 3-chip technology for projectors is available and starting to be used for marine simulation. These systems in combination with development of new visual systems are offering a higher depth perception which is crucial for tug simulation and for eg identifying aids to navigation close to the same distance as in real life – something that has not been the situation for full mission bridge simulation earlier. The use of 3D stereoscopic view has been significantly improved and is now used to achieve enhanced realism and depth perception to the benefit of tug simulation.

High Performance Winches for High Performance Tugs
Presenter TBA
Markey Machinery, USA
Barry A Griffin, President
BA Griffin Associates Inc, USA
Blaine Dempke, President
Markey Machinery, USA
SYNOPSIS: In the past two years, Markey Machinery Company has been expanding its line of High Performance Render/Recover™ Hawser Winches to meet the demands for escort tugs that are being called upon to operate under increasingly strenuous offshore conditions. The new flagship model is four 760hp DESDF-48WF-760hp double drum hawser winches developed for Moran Towing and Groupo Boluda for use on tugs to be based at the new Energia Costa Azul LNG terminal located near Ensenada , Mexico on the Baja California peninsula. These tugs are required to bring tankers to dock in 3m 10-second period sea conditions and were preceded by 100hp, 200hp and 250hp versions developed for other customers. Markey is employing cutting-edge technologies such as 3D modeling, finite element analysis and numerical modeling in conjunction with model-testing to increase its capability to produce designs that meet the increasingly demanding requirements for ship assist and escort. As a contributing partner in the MARIN Safe Tug project, Markey is working to improve the overall safety and efficiency of the companies that operate at exposed offshore and near-shore terminals.

Escort Tug – Tow Winch Load Control
Derek Walker, Product Manager - Marine & Offshore
Hagglunds Drives AB, Sweden
SYNOPSIS: Tow winches have traditionally not been high technology equipment. Active escort tug tow winches are now a critical safety component. The tow winch forms the live connection between tug and tow. Load control performance is crucial in the effective performance of the tug. The quick release function creates a potentially high power requirement. This brings a tendency to make equipment more complicated than necessary. Hydraulic constant tension technology has been used in fishing industry auto trawl systems and the merchant vessel RORO ramp industry for years This combined with the development of high power density hydraulic motors and components give a simple controllable solution. Rather than introducing unfamiliar technologies the electronics of today can enhance the hydraulic muscle familiar with marine winches.Derek Walker , Marine and Offshore product manager for Hagglunds Drives has worked with marine and offshore winch drives systems for more than 25 years.

When Should the Towline be Retired?
Kris Volpenhein, Applications Engineer - Commercial Marine
Samson, USA
Robin Collett
Samson, UK
SYNOPSIS: Over the past few years the Industry has invested in new and more effective tug designs to enhance the method of towing. What has become apparent is that the connection between ship and tug – the tow line – is of primary importance in regards to operational safety. In recent years the industry has seen an expanding global acceptance of high-performance synthetic tow lines. This has created a need to better understand and improve synthetic tow line performance characteristics and retirement criteria. Following on from the paper given at ITS Singapore , this paper tries to answer the question, ‘when should the towline be retired?'. Several published standards and guidelines describe methods for inspection and retirement criteria and this paper will take a closer look at how these standards can best be implemented.It has been proven that the abrasive and demanding environment that is inherent in towing applications is typically the most dominant strength reduction mechanism. In response to this there have been significant advances and product innovation aimed at protecting synthetic lines against abrasion – including not only the effects on the towline itself but also the impact such practices can have on operations on board. This paper will evaluate the comparative differences in residual strength and general line condition between lines returned from field service having been used with a range of different levels of protection. Also, the paper will describe some of the operational advantages and disadvantages of using a wide array of chafe protection.

Fitting Fibre Towrope to the Towing Winch – A Guideline
Robert Underhill, Manager Rope Division
Total AMS Pty Ltd, Australia
SYNOPSIS: Most harbour tugs are fitted with a powerful hydraulic/electric winch to not only store the main tow rope, but to hold that rope in such a manner that the full power of the tug can be transferred from the propulsion units of the tug to the vessel being assisted via this rope.How can we ensure that the rope is secured and packed on to the winch so that the tug master can be confident that the rope will not slip, will not bury and can be relied upon to ensure that all towing operations can confidently be undertaken in a safe and speedy manner? In this paper I will present some concepts that can be built upon to provide a guideline for not only fitting fibre tow rope to tug winches, but how to maximise the life of those towlines by pre-tensioning ropes before use.

Equipment and Operational Issues for Terminal and Escort Work in Ice Conditions
Capt Jarkko Toivola, General Manager, Towage
Neste Shipping Oy, Finland
SYNOPSIS: As the remaining hydrocarbon and mineral resources of this planet are located in more and more challenging places, more and more tugboat operations will take place at locations where part of the year, sub-zero temperatures and varying ice conditions prevail. This paper covers the principals of the main technical and operational issues of terminal and escort operations in such conditions.The writer will describe the duties involved, including active escorting to the Neste Oil refinery terminals by DNV escort classified ASD tugs Ukko and Ahti on a year-round basis. A paper concerning these tugs during their construction was presented at ITS 2000 in Bilbao.The writer has 30 years' operational experience of Baltic winter trade, of which 17 years were on board conventional and azimuth thruster tugs for terminal and escort duties, as well as assisting STS operations in the Bay of Finland during winter/ice conditions. He has also worked as a training master for all kinds of azimuth propulsion vessels ranging from small double-ended ferries to +20MW propulsion power icebreakers, and has been consulted about different offshore and terminal operations for both open water and ice conditions at various locations worldwide.

Improving Marine Workplace Safety and Chances of Survival in MOB Incidents
Lindsay Lyon, CEO
Mobilarm Ltd, Australia
SYNOPSIS: Man overboard events are the single largest cause of marine fatalities, with the chances of death through falling off a vessel being 2.8 per cent over a 45-year working career. With odds this high it is vital that owners and workers alike do everything in their power to improve marine workplace safety. This means the development of strict safety routines and of course the use of common sense and an instinct for survival. However, technology also has a vital role to play in ensuring that casualties from MOB incidents are kept to a minimum through either structured shipboard solutions installed by the owner/operator or personal systems chosen by the crewmember. This paper will describe the challenge of marine workplace safety with focus on MOB and explore the differences in such systems from the perspective of a technology leader.

Integration of Rudderpropellers in the Ship's Structure
Manfred Heer
Schottel, Germany
SYNOPSIS: The continuing trend to higher powers coupled to larger rpm can cause problems with vibrations in tugs. At each point where the propulsion systems interact with the ships, hull vibratory forces will be injected in the construction. This is inevitable and the ship's construction should be such that it can absorb these forces. This paper describes the state-of-the-art in propulsion systems for tugs. It shows modern azimuthing propulsion systems (azimuthing propellers and shafting system) and will highlight the advantages and dangers of each system. It will be shown what can go wrong and will present examples of shafting systems that are less sensitive to misalignments. The paper will also provide an insight in the typical excitation of ducted azimuthing thrusters. It will show the result if investigations into the magnitude of these excitations. By means of modal analyses, samples will be given of good and inadequate constructions.

Voith Water Tractors in Exposed Conditions
Dr Dirk Juergens, Head Research & Development Department
Voith, Germany
SYNOPSIS: Tugs are required to work within increasingly exposed conditions. Therefore Voith Turbo Schneider Propulsion has developed the new Terminal Class(T-Class) Voith Water Tractor (VWT). This VWT type has special features, eg the Voith Roll Stabilization (VRS), the Voith Turbo Fin (VTF) and an active lateral thruster integrated into the fin. The behaviour of this tug type was tested in irregular waves. The VRS and the VTF are meanwhile mature systems. The T-Class VWT has additionally been tested using a simulator, which offers a prediction of the steering forces under several environmental conditions; already at an early project phase. New hull forms of the VWT have been developed by CFD with the aim of reducing the ship resistance.Model test results for high loaded Voith Schneider Propeller (VSP), using a high speed camera, will be presented. The VWT was tested in a cavitation tunnel at the University of Berlin to measure the load limits concerning cavitation of the VSP. The T-Class VWT is an interesting solution for LNG and Oil Terminals because it offers high, indirect and direct steering forces, especially in waves, as well as very low pitch and roll motions.