Sudan University of Science and technology

College of Engineering School of Mechanical

Engineering Production Department

Design of Tugboat

A Project Submitted in Partial fulfillment of the Requirements of the

Degree B.Sc. (Honor) in mechanical Engineering

Prepared by:
Ahmed Adel Awad Bilal
Ahmed Jamal Mukhtar
Ahmed Mamdoh Mohylden Edrees

Supervisor:
Ustaz. Alsiddig Abdelazim

October 2017
 ‫ﻗﺎل ﺘﻌﺎﻟﻰ‪:‬‬

‫ﻫ‪‬ﻭ‪ ‬ﺍﻟﱠﺫ‪‬ﻱ ﻴ‪‬ﺴ‪‬ﻴ‪‬ﺭ‪‬ﻜﹸﻡ‪ ‬ﻓ‪‬ﻲ ﺍﻟﹾﺒ‪‬ﺭ‪ ‬ﻭ‪‬ﺍﻟﹾﺒ‪‬ﺤ‪‬ﺭﹺ ﺤ‪‬ﺘﱠﻰ ﺇِﺫﹶﺍ ﻜﹸﻨﹾﺘﹸﻡ‪ ‬ﻓ‪‬ﻲ ﺍﻟﹾﻔﹸﻠﹾﻙ‪‬‬
‫ﻭ‪‬ﺠ‪‬ﺭ‪‬ﻴ‪‬ﻥ‪ ‬ﺒﹺﻬﹺﻡ‪ ‬ﺒﹺﺭﹺﻴﺢﹴ ﻁﹶﻴ‪‬ﺒ‪‬ﺔ‪ ‬ﻭ‪‬ﻓﹶﺭﹺﺤ‪‬ﻭﺍ ﺒﹺﻬ‪‬ﺎ ﺠ‪‬ﺎﺀ‪‬ﺘﹾﻬ‪‬ﺎ ﺭﹺﻴﺢ‪ ‬ﻋ‪‬ﺎﺼ‪‬ﻑﹲ‬
‫ﻭ‪‬ﺠ‪‬ﺎﺀ‪‬ﻫ‪‬ﻡ‪ ‬ﺍﻟﹾﻤ‪‬ﻭ‪‬ﺝ‪ ‬ﻤ‪‬ﻥ‪ ‬ﻜﹸلﱢ ﻤ‪‬ﻜﹶﺎﻥﹴ ﻭ‪‬ﻅﹶﻨﱡﻭﺍ ﺃَﻨﱠ ‪‬ﻬﻡ‪ ‬ﺃُﺤ‪‬ﻴﻁﹶ ﺒﹺﻬﹺﻡ‪ ‬ﺩ‪‬ﻋ‪‬ﻭ‪‬ﺍ‬
‫ﺍﻟﻠﱠﻪ‪ ‬ﻤ‪‬ﺨﹾﻠ‪‬ﺼ‪‬ﻴﻥ‪ ‬ﻟﹶﻪ‪ ‬ﺍﻟﺩ‪‬ﻴﻥ‪ ‬ﻟﹶﺌِﻥ‪ ‬ﺃَﻨﹾﺠ‪‬ﻴ‪‬ﺘﹶﻨﹶﺎ ﻤ‪‬ﻥ‪ ‬ﻫ‪‬ﺫ‪‬ﻩ‪ ‬ﻟﹶﻨﹶﻜﹸﻭﻨﹶﻥ‪ ‬ﻤ‪‬ﻥ‪‬‬
‫ﺍﻟﺸﱠﺎﻜ‪‬ﺭﹺﻴﻥ‪‬‬

‫ﺼﺩﻕ ﺍﷲ ﺍﻟﻌﻅﻴﻡ‬

‫ﺴﻭﺭﺓ ﻴﻭﻨﺱ ﺍﻻﻴﻪ ‪22‬‬

 Acknowledgment
Firstly, we would like to thank Allah, who blessed us with wiling to
accomplish this project we are so grateful to him for his help.

When we express our sincere grated to our supervisor T.alseedig abduelazim for
the continuous support, for motivation, and immense knowledge.

His guidance helped us in all the time of research and writing of this thesis. Beside
our supervisions, we would like to thank the department of mechanical engineering
for their insightful comments and encouragement, but also for the hard question
which helped us to widen our research from from various perspectives. We thank
engineer Ahmed Abdlamajed Shareef Aldeen for his help.
 Dedication
We dedicate this humble effort to our sweet and loving families whose
untiring support and assistance have made possible fruition to our efforts whose
affection, love, encouragement and prays of day and night make us able to get such
success and honor.

To our friends and classmates for their cooperation while conducting the
project. To respected teachers in school of mechanical engineering.
 ABSTRACT
In this research, have reduced the number of tugboats driven to a cargo ship
(50 thousand tons), by (towing and ship) process and used power of engines to
moved, and defeat the resistance force.

Sudan has numbers of ports and many of them are used in commercial
import/export trades, thus the available tugboats fleet has weight limitations.
Which leads to disability in accepting large heavy ships to be moored locally, the
main objective of this project is to Design a tugboat that has the ability of
maximum towing 50 thousand tons in deep water .the result of this project reduced
the number of tugboats driven to a cargo ship (50 thousand tons), by (towing and
ship) process and used power of engines to move the ship, and defeat the resistance
force.
 ‫ﺍﻟﻤﺴﺘﺨﻠﺹ‬

‫ﺍﻟﻬﺩﻑ ﺍﻟﺭﺌﻴﺴﻲ ﻤﻥ ﻫﺫﺍ ﺍﻟﺒﺤﺙ ﻫﻭ ﺘﺼﻤﻴﻡ ﻗﺎﻁﺭﺍﺕ ﺒﺤﺭﻴﺔ ﻟﻘﻁﺭ ﺴﻔﻴﻨﻪ ﻜﺘﻠﺘﻬﺎ ‪ 50‬ﺍﻟﻑ ﻁﻥ‬

‫ﺒﻭﺍﺴﻁﻪ ﻋﻤﻠﻴﺘﻲ ﺍﻟﺩﻓﻊ ﻭﺍﻟﺸﺩ ﻭﺍﻟﺘﻐﻠﺏ ﻋﻠﻰ ﻤﻘﺎﻭﻤﺔ ﺍﻟﻤﺎﺀ ﻭﺍﻟﻬﻭﺍﺀ ﻭﺍﻋﻁﻰ ﺍﻜﺒﺭ ﺴﻤﺎﺤﻴﻪ‬

‫ﻟﻠﺴﺤﺏ‪.‬‬
NUMBER TITLES PAGES

‫اﻵﯾﺔ‬ I
‫اﻹھﺪاء‬ II
Acknowledgment III
Abstract IV
‫اﻟﻤﺴﺘﺨﻠﺺ‬ V
Table of Content VI
List of Table VII
List of Figures VIII
CHAPTER ONE
INTRODUCTION
1.1 Introduction 2
1.2 Problem of Research 2
1.3 Project Importance 3
1.4 Project Aims and Objectives 3
1.5 Project Scope 3
CHAPTER TWO
LITRETURE REVIEW
2.1 Tugboat Background 5
2.1.1 Types of Tugboats 5
2.1.1.1 Deep-sea tugs 6
2.1.1.2 Harbour Tugboat 7
2.1.1.3 River Tugboat 9
2.2 Specification of the Tugboat in Sudan 9
2.3 Interaction with Ship 11
2.4 Historical Data & Previous Studies 13
2.4.1 Conventional Tugs 13
2.4.2 Voith Schnider (Tractor Tugs) 13
CHAPTER THREE
METHODOLOGY
3.1 Preface 24
3.2 Engine Specifications 25
3.3 Design of Energy and Force Propulsion 27
3.3.1 Kinetic Energy 27
3.3.2 Torque of Engine 27
3.3.3 Impulsive Force 28
3.4 Design of Rope 28
 3.5 Resistance of Water 31
3.5.1 Frictional Resistance 31
3.5.2 Residual Resistance 32
3.5.3 Air Resistance 32
3.5.4 Effect of Resistance Force 32
CHAPTER FOUR
RESULTS AND DISSCUTION
4.1 Calculated the Value of Energy and Forces 34
Effects
4.1.1 Kinetic Energy 34
4.1.2 Torque of Engine 34
4.1.3 Impulsive Force 34
4.1.4 Tension Force of Tugboat Rope 34
4.1.5 The Resistance of Water and Air 36
4.1.5.1 Effect of Resistance Force 36
4.2 Tugboat Model by Solidwork Software 37
4.3 Simulation Results 41
4.3.1 The Roller and the Rope 41
4.3.2 Study Results 44
CHAPTER FIVE
CONCLUSIONS AND
RECOMMENDATIONS
5.1 Conclusions 47
5.2 Recommendations 47
References
 FIGURE NO. FIGURE PAGE
2.1 Types of Tugboats 5
2.2 Deep Sea Tug 6
2.3 Harbour Tug 8
2.4 River Tug 9
2.5 Tugboat’s Contents 11
2.6 Pressure Zones 12
2.7 Methods of Connecting 15
the Rope
2.8 Luna tugboat 18
2.9 NOKOMIS Tugboat 19
2.10 The PEGASUS Tugboat 20
2.11 SOCONY Tugboat 21
3.2 Caterpillar C-280-12 26
Engine
3.3 HMPE Rope 28
4.2 Tugboat Front View 35
4.3 Tugboat Top View 36
4.4 Tugboat Back View 37
4.5 Tugboat Right View 38

TABLE\CHART NO. TITLE PAGE

2.1 Local in-use tugboats 10
propulsion
3.1 The Design 24
METHODOLOGY
4.1 rope (HMPE) 33
4.2 Towing Parts 39
4.3 Towing Parts 40
Specifications
4.4 Loads and Fixtures 41
4.5 Force Direction 41
4.6 Stress Simulation 42
4.7 Strain Simulation 43
CHAPTER ONE

INTRODUCTION

1
1.1 Introduction
Tugboat, small, powerful watercraft designed to perform a variety of
functions, especially to tow or push barges and large ships. In 1736 Jonathan Hulls
of Gloucestershire, Eng. patented a boat to be powered by a Newcomen steam
engine to move large vessels in and out of harbours. The first tugboat actually built
was the Charlotte Dundas, powered by a Watt engine and paddle wheel and used
on the Forth and Clyde Canal in Scotland. Screw propulsion for tugboats was
introduced in the United States about 1850, the diesel engine about 50 years later.
Tugs are still indispensable in berthing large ships. Oceangoing tugs are used for
salvage missions. Also, moving a ship without the chance of colliding with
underwater stones and leftover debris in some ports can be complicated process
also, there may not be large spaces for ships to move easily and move around. All
these difficulties can be avoided by tugboat transportation.

Many tugboats have firefighting monitors, allowing them to assist in

firefighting, especially in harbors without the usage of tugs, the anchoring process
may become unsafe and can cause serious damages. Added to that, a well-designed
tug with a powerful engine has a positive impact in an economical way.

1.2 Problem of Project

In Sudan we have numbers of ports and so many of them are used in

commercial import/export trades, thus the available tugboats fleet have weight
limitationsand the maximum horse power can obtained from a local tug is 4000
Hp. Which leads to disability in accepting large heavy ships to be moored locally.
Moreover, that has a negative commercial impact on the import/export process
therefore; increasing tugboats capacity and start to consider designing them
domestically will help to leap forward in river transportation field.

2
1.3 Project importance

The research contributes to the industries sector by constructing tugboats

natively. Which can reduce the cost taking in consideration ordering them from
foreign companies. It also enhances the river transportation process and increase
the maximum capacity of a ship to be towed using a tugboat. Which has an
important role in how many tugs are used to tow/push a ship into the port’s
mooring area.

1.4 Project Objectives

Designing a tugboat that has the ability of maximum towing range of (45~50)
thousand tons in deep water using an engine that produces up to (10.800) HP
obtained at (900) r.p.m.

1.5 Project Scope

Design a (Deep-Sea) configuration tugboat and focus on its towing roller and
pushing surface. And run them under simulation conditions to insure the desired
capacity.

3
 CHAPTER TWO

LITERATURE REVIEW

4
2.1 Tugboat Background
A tugboat is a boat or ship that manoeuvres vessels by pushing or towing
them. Tugs move vessels that either should not move by themselves such as ships
in a crowded harbor or a narrow canal, or those that could not move by themselves,
such as barges, disabled ships, log rafts, or oil platforms. Tugboats are powerful for
their size and strongly built, and some are ocean going. Some tugboats serve
as icebreakers or salvage boats. Early tugboats had steam engines, but today most
have diesel engines. Many tugboats are equipped with firefighting monitors in
order to assist the ship’s crew or the salvage company in controlling a fire on board
a passenger liner or ferryboat especially in harbors. A ship on fire is not only a
potential dangerous area for inexperienced crew and passengers, but as a result of
the fire there could be threat to the marine environment.

2.1.1 Types of Tugboats

Fig 2.1: Types of Tugboats

5
2.1.1.1 Deep-sea tugs

Seagoing tugs (deep-sea tugs or ocean tugboats) fall into four basic
categories:

1. The standard seagoing tug with model bow that tows its "payload" on
a hawser.
2. The "notch tug" which can be secured in a notch at the stern of a specially
designed barge, effectively making the combination a ship.
This configuration is dangerous to use with a barge which is "in ballast" (no
cargo) or in a head- or following sea. Therefore, "notch tugs" are usually built with
a towing winch. With this configuration, the barge being pushed might approach
the size of a small ship, with interaction of the water flow allowing a higher speed
with a minimal increase in power required or fuel consumption.

Fig 2.2: Deep Sea Tug

6
 The "integral unit", or "integrated tug and barge" (ITB), comprises specially
designed vessels that lock together in such a rigid and strong method as to be
certified as such by authorities (classification societies) such as the American
Bureau of Shipping, Lloyd's Register of Shipping, Indian Register of Shipping, Det
Norske Veritas or several others. These units stay combined under virtually any sea
conditions and the tugs usually have poor sea-keeping designs for navigation
without their barges attached. Vessels in this category are legally considered to be
ships rather than tugboats and barges must be staffed accordingly. These vessels
must show navigation lights compliant with those required of ships rather than
those required of tugboats and vessels undertow.

-"Articulated tug and barge" (ATB) units also utilize mechanical means to
connect to their barges. The tug slips into a notch in the stern and is attached by a
hinged connection. ATBs generally utilize Interco and Bludworth connecting
systems. ATBs are generally staffed as a large tugboat, with between seven and
nine crewmembers. The typical American ATB operating on the east coast
customarily displays navigational lights of a towing vessel pushing ahead, as
described in the 1972 ColRegs.

7
2.1.1.2 Harbour Tugboats

Fig 2.3: Harbour Tug

Compared to seagoing tugboats, harbor tugboats are generally smaller and

their width-to-length ratio is often higher, due to the need for a lower draught. In
smaller harbors these are often also termed lunch bucket boats, because they are
only manned when needed and only at a minimum (captain and deckhand), thus
the crew will bring their own lunch with them. The number of tugboats in a harbor
varies with the harbor infrastructure and the types of tugboats. Things to take into
consideration includes ships with/without bow thrusters and forces like wind,
current and waves and types of ship (e.g. in some countries there is a requirement
for certain numbers and sizes of tugboats for port operations with gas tankers).

8
2.1.1.3 River tugboats

Fig 2.4: River Tug

River tugs are also referred to as towboats or push boats. Their hull designs
would make open ocean operation dangerous. River tugs usually do not have any
significant hawser or winch. Their hulls feature a flat front or bow to line up with
the rectangular stern of the barge, often with large pushing knees.

9
2.2Specification of the Tugboats in Sudan

The table below describe the details of the local tugboats that operate in the
eastern costs:

Table 2.1: Local in-use tugboats propulsion

No Tug’s Name Built Engine Horse Knot L.O.A. Beam Draft Bollard
Type Power (M) (M) (M) Pull
(HP) (RPM) (ton)
1. KURMUK 2011 MAN 4612 13.7 28.67 10.43 4.6 55

8L21/31 (1000)
2. HYDOB 2011 MAN 4612 13.7 28.67 10.43 4.6 55

8L21/31 (1000)
3. TOMALAH 2009 MAN 2612 12.1 29.24 8.84 4.40 35.1

L23/30A (900)
4. WARATAB 2009 MAN 2612 12.1 29.4 8.84 4.40 35.1

L23/30A (900)
5. ELHAMADAB 2006 MAN 2612 11.9 30 8.84 4.40 34.4

L23/30A (900)
6. ALBARAKA 2004 MAN 2612 11.9 26.09 7.94 4.04 30

L23/30A (900)
7. GEBIET 1995 MAN 1526 9.5 22.5 7.25 3.75 22.5

L20/27A (900)

10
8. ARWAWEET 1994 MAN 1526 9.5 22.5 7.25 3.75 22.5

L20/27A (900)
9. SAWAKIN 1986 MAN 1632 10 22.15 6.60 3.42 24

L20/27A (900)
10. HEGLIG 2001 MAN 1632 10 24.25 7.20 3.00 24

L20/27A (900)

Fig 2.5: Tugboat’s contents

11
2.3 Interaction with ship

Since the ships are getting bigger, tugboats remain at their normal size which
is kind of small comparing to many ships. Statistic show that most of the accidents
that happen to the tugboats are caused by engaging with other ships.

When a ship is moving it creates two pressure zones around its self

1. High pressure zone in the front.

2. Low pressure or drag zone in the back.

Fig 2.6: Pressure Zones

12
 In the upper part (a) of fig(2.6) num.1 or the area marked by the sign \ is the
clear space of a tug to move at. Num.2 or the area marked by the sign + is the high
pressure drag area which is caused by the ship movement, a tug must keep a
distance from this area which is variable based on how big the ship is.

In the lower part (b) of the same fig num.1 is the correct path to approach the
ship is pushing process. Num.2 is the boundaries of the low pressure zone which is
caused by the thrust.

2.4 Historical Data & Previous Studies

As we discussed in the previous point () the modern types of tugboats, there
were only two major types of tugs in the past. The rest of types were categorized
based on their facilities, capacities, dimensions and functions and that was when
tugs played an important role in all kinds of ports.

Those types are:

2.4.1 CONVENTIONAL TUGS

There properties were:

1. Conventional thrusting rudder

2. The hook is placed in the middle of the tugboat and connected to a tackle
in the back of the tugboat.

13
2.4.2 VOITH SCHNIDER (TRACTOR TUGS)

There properties were:

1. Diesel Engine
2. Winch on board

The tackle or the GOB ROPE is a way to link the ship that is being towed to
the tugboat in order to change the center of gravity and to increase the availability
of the tugboat to perform hard turns if needed while the towing process is in
progress.

In the case of liner or forward towing process, it is recommended to connect

the wire directly to the hook in the middle for safety purposes and to keep a
distance between the two ships.

14
 Fig 2.7: Methods of Connecting the Rope

A tugboat's power is typically stated by its engine's horsepower and

its overall bollard pull. The largest commercial harbor tugboats in the
2000s-2010s, used for towing container ships or similar, had around 60-
65 tons of bollard pull, which is described as 15 tons above "normal"
tugboats.

15
 Tugboats are highly maneuverable, and various propulsion systems
have been developed to increase maneuverability and increase safety.
The earliest tugs were fitted with paddle wheels, but these were soon
replaced by propeller-driven tugs. Kort nozzles have been added to
increase thrust per kW/hp. This was followed by the nozzle-rudder,
which omitted the need for a conventional rudder. The cycloidal
propeller was developed prior to World War II and was occasionally
used in tugs because of its maneuverability. After World War II, it was
also linked to safety due to the development of the Voith Water Tractor,
a tugboat configuration which could not be pulled over by its tow. In the
late 1950s, the Z-drive or (azimuth thruster) was developed. Although
sometimes referred to as the Aquamaster or Schottel system, many
brands exist: Steerprop , Wärtsilä, Berg Propulsion, etc. These
propulsion systems are used on tugboats designed for tasks such as ship
docking and marine construction. Conventional propeller/rudder
configurations are more efficient for port-to-port towing.

The Kort nozzle is a sturdy cylindrical structure around a special

propeller having minimum clearance between the propeller blades and
the inner wall of the Kort nozzle. The thrust-to-power ratio is enhanced
because the water approaches the propeller in a linear configuration and
exits the nozzle the same way. The Kort nozzle is named after its
inventor, but many brands exist.

16
 A recent Dutch innovation is the Carousel Tug, winner of the
Maritime Innovation Award at the Dutch Maritime Innovation Awards
Gala in 2006. The Carousel Tug adds a pair of interlocking rings to the
body of the tug, the inner ring attached to the boat, with the outer ring
attached to the towed ship by winch or towing hook. Since the towing
point rotates freely, the tug is very difficult to capsize.

The Voith Schneider propeller (VSP), also known as a cycloidal

drive is a specialized marine propulsion system. It is highly
maneuverable, being able to change the direction of its thrust almost
instantaneously. It is widely used on tugs and ferries.

From a circular plate, rotating around a vertical axis, a circular array

of vertical blades (in the shape of hydrofoils) protrude out of the bottom
of the ship.

Each blade can rotate itself around a vertical axis. The internal gear
changes the angle of attack of the blades in sync with the rotation of the
plate, so that each blade can provide thrust in any direction, very similar
to the collective pitch control and cyclic in a helicopter.

17
 The first well developed Tugboat with its modern concept is an
American tugboat named Luna, its project was launched under the code
NOKOMIS (YT-142, later YTB-142 & YTM-142) in the middle of the
nineties, from(1940-1975) to be exact.

Before that date a severalattemptswere made to come up with a

machine to perform the tug’s function, the ships were made of iron and
that was in 1902 under the name of (TUG JUPITER)

Fig 2.8: Luna tugboat

The Luna shown in (Fig 2.7) Preservation Society (LPS) is a non-profit

organization dedicated to the restoration and preservation of the tugboat
Luna.

18
It is a well-known National Historic Landmark moored in Boston,MA.
The Luna was the first commercial diesel-electric ship-docking tug of its
kind and played an important role in the development of Boston Harbor.
It is the last surviving full-sized wooden tug on both the Gulf and
Atlantic coasts and its currently undergoing refurbishing process to be
putted in the museum.

"The tugboat's NOKOMIS shown in (Fig 2.8) is a 218-ton harbor tug,

was built at the Charleston Navy Yard. NOKOMIS tugboat was a
project between a Japanese company and the American marine’s
industries in March 1943.

Fig 2.9: NOKOMIS Tugboat

19
It was assigned to the Fourteenth Naval District for service at Pearl
Harbor. Reclassified YTB-142 in May 1944 and YTM-142 in February
1962, Nokomis operated in the Pearl Harbor area into the early 1970s. It
was stricken from the Naval Vessel Register in May 1973 and sold in
April 1975.

The Tug PEGASUS shown in (Fig 2.9) Preservation Project was an

effort under charter from the Regents of the State University of the State
of New York. And the project study took place in 1960 at the university.

Fig 2.10: The PEGASUS Tugboat

The Pegasus’s mission was looking forward to bring to the public access
to the waterfront of the great Hudson River and the Port of New York

20
and using the tugboat as a platform to interpret to the American’s
maritime history."

This excerpt shown in (Fig 2.10) is taken from the Tugboat Jupiter's fact
sheets "The charcoal iron tug JUPITER, built in the Philadelphia
shipyard of Neafie and Levy in 1982, is the oldest continually operating
harbor tug on the Delaware River. JUPITER as it is listed in The
International Register of Historic ships, was built in 1982 for the
Standard Oil Company of New York (SOCONY) and christened
SOCONY 14."

Fig 2.11: SOCONY Tugboat

21
CHAPTER THREE

METHODOLOGY

22
3.1 Preface
The towing process depends on three factors , these factors are : thrust power,
water resistance ( concidered as a coffecient of 0.3) based on previous studies and
the different types of water existed and maximum shear stress on the towing wire
wich is shown in equ (3.3),(3.4). For the first factor Thrus power it is the major
factor to start the towing operation therefore, the larger the ship is the larger power
that generated by the engine is reqiared. The power generated is firstly used to
ovtercome the static energy of the large ship to be towed which is always larger the
the dynamic energy, secondly it is used to control the direction of ship during th
operation. It is a fact that several tugboats are needed to complete one tow prosses ,
a lead tugboat to performe the tow process ( it can also be two tugs if the ship was
very large and the capacity of one tug is not suffiecnt) and two other tugboats to
guide or to control the diresction of the ship by pushing it on the two sided ( left &
right ) while the tow is being proced .

In process of tug and push the ship in this research used two types of
tugboats was used, one of them drives (push) in the same direction as the motion,
and the other tugboat is tug the ship in the same direction as the motion , the
velocity of both tugboats same.

23
 Chart 3.1: The Design METHODOLOGY

Design

Fuel capacity content Type:

Initial Dimension:
Of: • Deep-sea tugs
Length: 44m
Fuel oil overflow: • Harbor
Breadth: 14.03 Tugboats
2,118 gallons (8.02 m3)
Depth:7.62
Dirty oil: 1,153 gallons (4.36 m3) • River tugboats
Design Dra : 6.4 m
Oily water: 1,225 gallons
Material Construction: (4.64 m3)
mild Steel (ASTM A36
Hydraulic oil: 570 gallons (2.16
Steel)
m3)
Net weight: 2000 tone
Freshwater: 19,060 gallons
Power:
(72.15 m3)
Engine provides
Gray water: 6,474 gallons
up to 10880
(24.51 m3)
BHP
Sewage holding: 5,582
(diesel)
gallons (21.13 m3)

Foam storage: 1,436 gallons

(5.44 m3)

Lube oil: 2,900 gallons

(10.98 m3)

24
3.2 Engine Specifications
Power Range: 4640-5440 BHP (3460-4056 BKW)

Speed Range: 900 RPM

Emissions: IMO II

Aspiration: TTA

Bore: 11 in (0.279 meter)

Stroke: 11.8 in (0.299)

Displacement: 13546.0 in3 (344 meter)

Rotation (from flywheel end): Counter clock wise or clockwise

Configuration: Vee 12, 4-Stroke-Cycle Diesel

Length: 182.0 in (4.620 meter)

Width: 80.0 in (2 meter)

Height: 134 in (3.4 meter)

Dry Weight: 57276.0 lb (29 tons)

The engine is shown in (Fig 3.2)

25
 Figure 3.2: Caterpillar C-280-12 Engine

3.3 Design of Energy and Force Propulsion

Process of selecting Engine power depends on tonnage requires.

3.3.1Kinetic Energy

K.E = ∗ M ∗ V (3.1)

Where:

K.E= Kinetic Energy

M= Total Mass of Tugboat (Tanks of Fuel + Engines + Other Equipment) = 2000

tons

V= Velocity of Tugboat.

26
3.3.2Torque of Engine

P= T*ω
(3.2)
Where:
T = Torque of engine
ω = Angular Speed

3.3.3Impulsive Force

Impulsive force is a force that pushing ship to move its direction.

F = M(U − U ) (3.3)

Where:

F = Impulsive Force

M = Mass of Tugboat

U = Velocity of Impulsive

U = Primary Velocity

3.4 Design of Rope

Process of selecting tugboat rope should have high characteristics, in order to

increasing their abrasion and temperature resistance.

Material: HMPE (High Modulus Polyethylene)

Abrasion resistance: perfect, suitable for heavy duty operations.

- Can afford load >100 thousand tons - Diameter of rope: 72 mm

27
The Equation

P=V*F (3.4)

Where:

P = Power of the Engines

F = Tension Force on Rope

V = Velocity of Tugboat

Figure 3.3: HMPE Rope

28
3.5 Resistance of Water

To move a ship, it is first necessary to overcome resistance, i.e. the force

working against its propulsion. The calculation of this resistance plays a significant
role in the selection of the correct propeller and in the subsequent choice of main
engine.

General a ship’s resistance is particularly influenced by its speed,

displacement, and hull form. The total resistance consists of many source-
resistances.

This can be divided into three main groups:

1. Frictional resistance
2. Residual resistance
3. Air resistance

The influence of frictional and residual resistances depends on how much of

the hull is below the waterline, while the influence of air resistance depends on
how much of the ship is above the waterline. In view of this, air resistance will
have a certain effect on container ships which carry a large number of containers
on the deck.

3.5.1 Frictional Resistance

The frictional resistance RF of the hull depends on the size of the hull’s
wetted area AS, and on the specific frictional resistance coefficient. the friction
increases with fouling of the hull, i.e. by the growth of algae, sea grass and
barnacles.

29
3.5.2 Residual Resistance
Residual resistancecomprises wave resistance and eddy resistance. Wave
resistance refers to the energy loss caused by waves created by the vessel during its
propulsion through the water, while eddy resistance refers to the loss caused by
flow separation which creates eddies, particularly at the aft end of the ship.

3.5.3 Air resistance

In calm weather, air resistance is, in principle, proportional to the square of
the ship’s speed, and proportional to the cross-sectional area of the ship above the
waterline. Air resistance normally represents about 2% of the total resistance.

3.5.4 Effect of resistance force

F=M*A (3.5)

Where:
M = mass of tugboat

A = acceleration

30
 CAPTER FOUR
RESULTS AND DISSCUTIONS

31
4.1 Calculated the Values of Energy and Forces Effects
4.1.1 Kinetic Energy
From the equation of Kinetic Energy founded:

K.E= ∗ ∗ (4.1)

M= 2000 Tons= 2000000 kg

v= 7 knots = 3.7 m/s

K.E = ∗ 2000000 ∗ (3.7 ) = 13690 * 10 kw

4.1.2 Torque of Engine

From the equation of torquefounded:
P= T*W (4.2)
W= (2*N* )/60 =(2*3.14*900)/60 = 92.2 rad/sec
Power of tugboat engine = 8113kw
T= (8113*10 )/92.2 = 87.99 kn.m

4.1.3 Impulsive force

From the equation ofImpulsive forcefounded:
In the push tugboat impulsive force was used (the amount of motion), the
primary velocity ( ) value is 0, because before process of impact, and Velocity
of Impulsive ( ) is the velocity on impulsive in the impact moment and value of
velocity equal 3.7 m/s,also the mass of the tugboat effect on the same direction of
movement (tug process), all of those react on the ship by the amount of motion
( *m).
F= M( − ) (4.3)
− = 7 knots=3.7m/s, =3.7 m/s), =0
M = 2000000 kg
F = 2000000*3.7 = 7.6*10 N.S

32
4.1.4 Tension Force of Tugboat Rope
In the tug process the tension force effect in the structure and the rope that
connected to the roller. The speed of tug process don’t exceed (7knots =3.7 m/s)
P=V*F (4.4)
P= 8113kw
V = 3.7 m/s
F = (8113*10 )/3.7 = 2192.70 KN

Table (4.1): specification of the loads effect on the rope (HMPE)

Diameter Circ. maximum Breaking

(mm) (inch) load
(KN)
36 4.50 912
38 4.75 1010

40 5.00 1140
44 5.50 1380

48 6.00 1610
52 6.50 1920
56 7.00 2190

60 7.50 2520
64 8.00 2880
68 8.50 3260

72 9.00 3630
76 9.50 4020
80 10.00 4510

33
 The value of Tension force effect on rope and roller connect =2192.70 KN
2192.70 KN56 mm
The diameter rope selected is 72 mm 3630 KN (maximum effect tension force),
There is permission to add more tension force.

4.1.5 The Resistance of Water and Air

Resistance (RT)= Frictional resistance + Residual resistance+ Air resistance =

0.3 Approximate

4.1.5.1 Effect of resistance force

Total resistance effect on motion.
F=M*A (4.5)
A = 0 (there is no acceleration because the velocity value is constant)
The amount of motion in pushing tugboat= 2000*10 *3.7*0.1= 7.4*10 N.kg
(direction of motion).
In tug process slope angle equals10 .
Tug force = csc 10*2192.70*10 = 2159.38 KN (direction of motion).
The Force of the Ship Weight (fraction force) = 50000000*0.1−2195.70*sin 10
*2159.38*10
= 5*10 KN (opposite of the direction of motion).
Total force in the direction of motion = 2159.38*10 +7.4*10 = 9.59*10 KN.
The value of the total force is greater than the value of fraction force, and then
the ship can be moved.

34
4.2 Tugboat Model by Solid work Software
The models shown in figures (4.2),(4.3),(4.4) and (4.5) describe the
tugboat’s projections that were used to connect the towing parts with. In
order to run the towing process simulations and discover the the results.

Figure 4.2: Tugboat, front view

35
Figure 4.3: Tugboat, Top view

36
Figure 4.4: Tugboat, Back view

37
Figure 4.5: Tugboat, Right view

38
 4.3 Simulation Result
4.3.1 The roller and rope
the tension force effect to roller is 2192.70 KN

Model Information
Table (4.2): Towing Parts

Model name: Part1 -sim1

Current Configuration: Default
Solid Bodies
Document Name and Document Path/Date
Treated As Volumetric Properties
Reference Modified
Boss-Extrude77
Mass:331476 kg
Volume:42.2263 m^3 C:\Users\iceland\Desktop\Par
Solid Body Density:7850 kg/m^3 t1 -sim1.SLDPRT
Weight:3.24847e+006 N Oct 21 19:57:12 2017

39
 Table (4.3): Towing Parts Specifications

Model Reference Properties Components

Name: ASTM A36 Steel SolidBody 1(Boss-

Extrude77)(Part1 -
Model type: Linear Elastic
sim1)
Isotropic
Default failure Max von Mises
criterion: Stress
Yield strength: 2.5e+008 N/m^2
Tensile strength: 4e+008 N/m^2
Elastic modulus: 2e+011 N/m^2
Poisson's ratio: 0.26
Mass density: 7850 kg/m^3
Shear modulus: 7.93e+010 N/m^2

Curve Data:N/A

40
 Table (4.4): Loads and Fixtures

Fixture name Fixture Image Fixture Details

Entities: 4 edge(s)

Type: Fixed Geometry

Fixed-1

Resultant Forces

Components X Y Z Resultant

Reaction force(N) -2.19404e+006 -4.91553 -1.20929 2.19404e+006

Reaction Moment(N.m) 0 0 0 0

Table (4.5): Force Direction

Load name Load Image Load Details

Entities: 1 edge(s)
Reference: Face< 1 >
Type: Apply force
Values: ---, ---, 2.19405e+006 N
Force-1

41
4.3.2 Study Results

Table (4.6): Stress Simulation

Name Type Min Max
Stress1 VON: von Mises Stress 17236.2 N/m^2 2.41407e+007 N/m^2
Node: 18838 Node: 1236

Part1 -sim1-Static 1-Stress-Stress1

Name Type Min Max

Displacement1 URES: Resultant Displacement 0 mm 0.201316 mm
Node: 2606 Node: 1237
In figure 4.6 the magnitude of stress we found the stress is 2.028N/m^2<
maximum stress 2.43 N/m^2
- The stress simulation Table (4.6) shows that when the force is to be applied
which is (2192.70K N) the maximum stress is concentrated in the middle
thus, the entire mechanism survived the test and it can handle the discussed
towed weight.

42
 Table (4.7): Strain Simulation

Name Type Min Max

Strain1 ESTRN: Equivalent Strain 6.61404e-008 5.89553e-005
Element: 1969 Element: 13325

Part1 -sim1-Static 1‫ ﺣﺸﻘﻒ‬-Strain-Strain1

In figure 4.7 strain of material structure, we found the strain is 4.93<maximum

stain 5.89l.

- The strain simulation Table (4.7) which accurse due to stress shows that
when the force is to be applied (2192.70 KN), the strain also happened to be
placed in the middle of the part thus, the entire mechanism strained within
the controlled limit.

43
 CHAPTER FIVE

CONCLUSION AND DISCCUTION

44
5.1 Conclusion
In this project a tugboat was design with high specifications made of mild steel
select engines with high capacity can be pushing and to towing huge ship
(40~50) thousand tons using an engine that produces up to (10.000) HP
obtained at (900) r.p.m, identifying influential forces, determined maximum
stresses and strain of the structure and determined maximum tension force
effect on rope and increase permeation of towing process.

Finally, this project open a wide door for boat deigns in Sudan.

5.2 Recommendations
1. Use the hybrid engines with (LNG) liquefied natural gas to reduce
fuel cost and maintenance the engines.
2. This design can be modified into a river tugboat with some
differences and can be used as an investment.
3. The towing parts can be supported even more to assure that no failure
can take place, only if needed.

45
 REFERENCES

1. Jane's Ocean Technology 1979-80 / Jane's Yearbooks, 1979 - ISBN 0-531-

03902-1. On Tugboats: Stories of Work and Life Aboard / Virginia
Thorndike - Down East Books, 2004. Under Tow.
2. A Canadian History of Tugs and Towing.
3. ‫ ﺷﺎرع اﻟﺒﻠﺪﯾﺔ‬-‫ھﯿﺌﺔ اﻟﻤﻮاﻧﺊ اﻟﺒﺤﺮﯾﺔ اﻟﺴﻮداﻧﯿﺔ – اﻟﺨﺮﻃﻮم‬
4. Donal Baird - Vanwell Publishing, 277 p., 2003 - ISBN 1-55125-076-4
Pacific Tugboats: / Gordon Newell - Superior Publishing Company 1957,
Seattle Washington. Primer of Towing / George H. Reid - Cornell Maritime
Press, 1992.

46