The future starts here

Of all the challenges facing the maritime industry, perhaps the one that most defines the moment is that of fuel uncertainty. With no way of knowing what fuel, or fuels, will be available, affordable – or perhaps, mandatory – in the future, the way forward lies in flexibility.

Competitive in today’s market...

That’s the thinking behind Damen Shipyards Group’s Fuel Flexible (FF) Tugs Range. This comprises a series of vessels prepared for conversion to various fuel solutions later in the lifecycle.

“The idea,” explains Damen’s Product Manager Tugs Erik van Schaik, “is that when making an investment in a tug today, you need something that is going to be able to compete in today’s market conditions.

... prepared for tomorrow’s

“However, this is an asset that is going to operate probably for the coming three decades, and those conditions are liable to change in that time. The Fuel Flexible Tug is built to operate on diesel, but can be adapted once we have gained more clarity.”

As well as being capable of operating 100% on carbon-neutral HVO biofuel, the tugs feature a space in which a battery and switchboard, or a methanol propulsion system, can be placed at the opportune moment.

Future-proof class notation

The tugs benefit from future-proof methanol-prepared class notation. They are also ready for installation of a future Damen Ultra Low Emission Vessel (ULEV) system. This is anticipated to combine a carbon-cutting diesel particulate filter (DPF) with Damen’s existing, IMO Tier III compliant selective catalytic reduction (SCR) system, which reduces marine NO_x emissions by 80%.

Damen has selected the propulsion methods available for the FF range based on a thorough analysis of various operational profiles, as well as an informed assessment of potential alternative solutions.

Options for various operations

For example, for a tug performing predictable, short-distance operations in a port or terminal, a zero-emissions solution using a battery and shore connectivity makes sense.

For a tug performing less predictable duties, or operating farther from shore, a carbon-neutral fuel such as methanol is likely to have more relevance.

Damen sees a strong case for methanol as a future fuel for tugs.

“Not only is it relatively high-density, it is also easy to store and transfer. There is also a strong business case; the multiple sources ensure that production can be scaled up, which means relative price stability in comparison with other carbon-neutral alternatives.

“Plus, with an established market in place for fossil methanol already, there is infrastructure in place, ready for the moment when green methanol will be more widely available,” states Erik.

The series so far

At the present time, Damen has engineered two tugs in the series. The ASD Tug 2713 FF, at 397 gross tonnes and 27 x 13 metres, is an ideal vessel for operating in a port or terminal. Its 90 tonnes of available bollard pull ensure its suitability for handling large vessels, including LNG carriers. Operating on diesel, the tug has a tank capacity of ± 126m³. With methanol, the tank capacity becomes ±115m³.

Damen has also designed an elongated version – the ASD Tug 3313 FF, which nonetheless is just 497 gross tonnes. This 33 x 13-metre vessel has a diesel tank capacity of ±240m³, and a methanol capacity of ±200m³. The vessel offers 100 tonnes of bollard pull ahead and has an extensive aft deck of 110m², strengthened to hold up to 5 tonnes per m².

With its size and capabilities, the ASD Tug 3313 FF is suited to a wide range of operations including long-distance towage, buoy and anchor handling, hose handling, oil pollution control, salvage, standby and rescue, and firefighting with a capacity of up to 7,200 m³ per hour.

Additionally, Damen is in the early stages of developing a third tug, the ASD Tug 2512 FF, a vessel that offers 80 tonnes of bollard pull. The tug draws on the successes of Damen’s ship-handling Reversed Stern Drive (RSD) Tug 2513, but as an ASD Tug, offers more versatility to perform a wider range of duties.

Investing with confidence

In creating the FF Tugs range, Damen has been careful to factor in CAPEX as a major consideration for vessel owners and operators.

“The issue facing owners and operators is broader than just uncertainty of what fuel solution will be available in the future,” says Erik. “It’s also about covering the costs of such solutions in advance of their becoming relevant.”

For one thing, he explains, the sustainably focused character of the tugs means they are more likely to attract funding possibilities. Additionally, the very nature of the designs ensures a degree of cost-efficiency.

“What we have done is create additional space for future installations. To account for the additional pressure of methanol, we have applied different welding procedures, and different tank constructions, and we’ve placed insulation in different locations, but other than that, the changes to the construction are not significant. The result is a series of vessels that are cost-comparable, per tonne of bollard pull, with a current, standard model. Of course, there will be a cost of conversion in the future, but this will come at a time when there is clarity, and when a return on the investment can be expected.

“Basically, if you think about what is necessary in the future and prepare the product for that, it’s not expensive. If you don’t think about it, and build a conventional tug, which you later want to operate with an alternative solution, then it is, at best, expensive, and in the worst case, impossible.”