Ship-Tug Interaction

SHIP-TUG INTERACTION
In simple terms, a ship making headway through the water has

zones of differing water pressures surrounding it. This results in a
positive pressure forward of its pivot point extending out from the
ship, whilst a low pressure or suction area exists all the way down
the ship's side from the pivot point to the propeller.
Near the stern this suction area is augmented by the flow of water into the
propeller space whilst the engine is turning ahead and, it should be noted, at
any time whilst controllable pitch propellers are engaged.
It should be remembered that the strength of these interaction zones and

the distance they extend out from the ship can increase dramatically, not
only with a small increase in ship speed but also if the ship passes into
shallow water and the pressure zones are restricted.
When a tug is working its way in towards the ship's fore body, with the
intention of passing a line forward, it may pass through one or more of these
important areas (see figure) and experience adverse handling
characteristics.
1
INTERACTION FORWARD
In position 1, if the tug is allowed to get in too close, it might be bodily

sucked into the ship's side. This might occur unintentionally in strong winds,
when a tug is in the lee of a large ship which is drifting down upon it. Once
trapped alongside it can be extremely difficult to get off again, unless the
ship's speed is substantially reduced thereby relaxing the strength of the
suction area. For the unfortunate tug master, this can be the start of a chain
of handling difficulties which can accumulate and end in disaster.
In position 2, the tug is again working in close to the ship's side and passing
through an area where it is half in and half out of the respective pressure
and suction zones. A positive force is pushing the bow out from the ship,
while another force is pulling the stern into the ship. This combined turning
couple will create a strong shear away from the ship which will require rapid
and bold use of both helm and power to correct it.
When working close in under the bows, in position 3, the tug may have run
slightly ahead of the ship's bow pressure zone and consequently find a very
strong positive force being exerted on the stern and rudder. This will give a
similar effect to that of putting the helm hard over towards the bow of the
ship and the tug could sheer rapidly across its path. Bold corrective counter
2
rudder with power will be needed instantly, but even then may be ineffective
against a force which can be very strong.
If the ship's speed is too high and the interaction forces correspondingly
severe, or if the tug master fails to keep control, the tug can find itself in
position 4 with alarming and fatal rapidity. The consequences may be
flooded decks and serious collision damage with the possibility of capsize
and loss of life.
INTERACTION AFT
When a tug is approaching to pass a line aft, it is also likely to feel the effect
of interaction and may experience some handling difficulties particularly if
the ship's speed has not been sufficiently reduced. The resultant interaction
forces may be too strong causing vigorous suction around the after body of
the ship.
When a tug makes its approach and is in position 1, it will be influenced by

this suction and may start to take a sheer towards the ship's stern. As this
may be a low pressure area, the tug will have less water resistance ahead of
it and may also experience an unexpected increase in speed. Unless quick
3
counter rudder/power action is taken, the tug will be drawn into the stern of
the ship and become stuck somewhere alongside in the region of position 2.
If the forces are so strong that the tug fails to respond to full rudder or
power, it may land heavily alongside. If the ship is in ballast or partly loaded
or has a large overhanging stern, the tug could be drawn into position 3 with
the possibility of serious structural damage to the tug's superstructure and
upper works.
Care should be exercised whenever a tug is working close under the stern.
Whilst it is the safest 'best practice' for a conventional propeller to be
stopped, it is not always practicable, and with controllable pitch propellers,
the tug's master should always be kept fully informed as to the status of the
propulsion unit when coming in close.
Whilst procedures vary from port to port, some tug masters may opt to
make their approach in relative safety from dead astern, on the centre line
of the ship. When close to stern, the first line is passed down to the tug's
bow and then the tug eases out to a safer position to complete making fast.

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SHIP-TUG INTERACTION

In simple terms, a ship making headway through the water has

It should be remembered that the strength of these interaction zones and

In position 1, if the tug is allowed to get in too close, it might be bodily

When a tug makes its approach and is in position 1, it will be influenced by

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