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Coupled Dynamic Simulation of a Tug-Towline-Towed Barge based on the

Multiple Element Model of Towline

Article  in  Journal of Navigation and Port Research · December 2012

DOI: 10.5394/KINPR.2012.36.9.707

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Journal of Navigation and Port Research International Edition
Vol.36, No.9 pp. 707～714, 2012 (pISSN-1598-5725/eISSN-2093-8470)
DOI : http://dx.doi.org/10.5394/KINPR.2012.36.9.707

Coupled Dynamic Simulation of a Tug-Towline-Towed Barge

based on the Multiple Element Model of Towline

†Hyeon Kyu Yoon, Yeon Gyu Kim*

† Dept. of Naval Architecture & Marine Engineering, Changwon National University, Changwon 641-773, Republic. of Korea
* Maritime and Ocean Engineering Research Institute, KIOST, Deajeon 305-343, Republic of Korea

Abstract : Recently, tug boats are widely used for towing a barge which transports building materials, a large block of a ship, offshore
crane, and so on. In order to simulate the dynamics of the coupled towing system correctly, the dynamics of the towline should be well
modeled. In this paper, the towline was modeled as the multiple finite elements, and each element was assumed as a rigid cylinder which
moves in five degrees of freedom except roll. The external tension and its moment acting on each element of the towline were modeled
depending on the position vector’s direction. Tugboat’s motion was simulated in six degrees of freedom where wave and current effects
were included, and towed barge was assumed to move in the horizontal plane only. In order to confirm the mathematical models of the
coupled towing systems, standard maneuvering trials such as course changing maneuver, turning circle test and zig-zag test were
simulated. In addition, the same trials were simulated when the external disturbances like wave and current exist. As the result, it is
supposed that the results might be qualitatively reasonable.

Key words : Tug-towline-towed barge, Multiple element model, Coupled dynamics, Maneuvering simulation

1. Introduction and hydrodynamic force acting on a barge due to rough

Recently, according to the development of the global
economics and the international division of labor, the
quantity of goods transported at sea increases dramatically.
While a large special-purpose ship is used for transporting
the cargos for long range, a tugboat and a towed barge is
widely used for short range and coastal transportation. In
our country, shipbuilding industries have been much
developed, and they have tried to enlarge their production
capability. For this reason, many blocks of a newly
constructing ship are made in other area such as western
area of Korea or China. In case of transporting such
blocks, towing system composed of a tugboat and a towed
barge is frequently used. In addition, towing system is also
used for delivering dredged sand, offshore crane,
construction materials, and so on. More than 1,200 tugboats
are used in Korea and the number increases rapidly.
Towing system is less course-keeping stable than the
conventional single ship. Also, it is dangerous when it runs
in harsh environmental condition. The collision accident of
Samsung offshore crane barge and Hebei Spirit tanker
which occurred in the west sea of Korea in 2007 was due
to the drifting barge towing offshore crane after towline
was broken. Towline could not endure very large inertial
weather condition(You, 2011).
In order to simulate the motion of a tugboat and a
towed barge and predict tension acting on a towline
correctly, towline dynamics should be well established.
Several kinds of models describing towline dynamics,
which are catenary model, fixed length model, and finite
element model have been suggested(Berteaux, 1976; Yoon
et al, 2011; Yoon et al, 2012). Catenary and fixed length
models assume that towline shape is predetermined. For
this reason, those cannot describe various situations such
as floating on the free surface, high frequent fluctuating,
and so on. In this paper, finite element model was used of
which final mathematical form has been already described
with respect to the element-fixed coordinate as the
vector-matrix forms(Yoon et al, 2012).
The mathematical models of a towing system consist of
independent models of a tugboat, a towed barge, and a
towline and the coupled adjacent conditions in various
environmental conditions. The motion of tugboat was
simulated in six degrees of freedom where wave and
current effects can be included using Froude-Krylov force
and the impulse response function for input wave, aerial
drag and relative velocity to water. On the contrary, a
towed barge was assumed to move horizontal plane only,

†Corresponding author, hkyoon@changwon.ac.kr 055)213-3683

* ygkim@kiost.ac 042)868-3642
Note) This paper was presented on the subject of "Coupled Dynamic Simulation of a Tugboat and a Towed Barge besed on the Multiple Finite
Element Models of a Towline in Asian Conference on Marine Simulation and Simulator Research 2012 proceedings.

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 Coupled Dynamic Simulation of a Tug-Towline-Towed Barge based on the Multiple Element Model of Towline

and it was assumed that the wave effect could be
neglected. In order to confirm the mathematical models of
the coupled towing system, standard maneuvering trials
such as course changing maneuver, turning circle test and
zig-zag test were simulated. In addition, the course
changing maneuvers were simulated when the external
disturbances like wave and current exist.
positive z axis is upward. Also, the center of the element
of the towline is the centroid of the element volume, and
its x-axis is positive forward and its z-axis is positive
upward. The subscript in Fig.1(b) is the index of the
element of the towline.
2.2 Towline

As shown in Fig. 2, towline is divided into N elements.

2. Equations of motion The forward end position of the zero element is attached at
the towing point in the tugboat, and the afterward end
2.1 Coordinate systems position of the N element is attached at the towed point on
the barge. Adjacent elements are connected by the spring
In order to describe the motion of the towing system,
and the damper, and those are freely moved depending on
earth-fixed coordinate system and body-fixed coordinate
the force balance.
systems are defined as shown in Fig. 1.

Z
Barge
z ,w Tug Joint N
Joint 0

Y r
y ,v x,u Element N-1
Element 0
p
q
Joint j Joint j+1
Element j-1 Element j+1
o
Element j

Fig. 2 Configuration of the towing system (Yoon, 2012)

X
O
In order to describe the five degrees of freedom
(a) Earth-fixed and tug and towed barge-fixed coordinates
equations of motion of the element of the towline except
roll, we assumed that the shape of each element is a
yj,vj xj, uj cylinder of which sectional mass is uniformly distributed.
qj Fig. 3 depicts the force components acting on the j-th
element, and the equations of motion presented by
oj
rj vector-matrix form is as follows;
zj,wj
Element j     ′                     , (1)
         
(b) Towline element-fixed coordinate where,  : mass of the element
 : added mass of the element
Fig. 1 Coordinate systems
 ′ : rate of the velocity components

Body-fixed coordinate systems are redefined as the  : Coriolis force of the element

tugboat-fixed, the towed barge-fixed, and the element of   : Coriolis force of the added mass

towline-fixed coordinate systems. As stated above, towline  : drag due to enclosing fluid
is divided as many elements and those are dealt with 
  : material damping of the element
independent bodies and connected at the joint point. 
Therefore, every element of the towline has its body-fixed
 : hydrodynamic force

coordinate system. The linear displacement is represented  : buoyancy

in the earth-fixed frame denoted by O-XYZ, while the  : weight

equations of motion of the components of the towing  : tension

system are described in the body-fixed frames denoted by and, the underbar in Eq.(1) represents vector.
o-xyz. External force and moment acting on a body The detailed models of the force components acting on
component can be more easily described in the body-fixed an element of towline are referred to Yoon(2012) and only
frame than the earth-fixed frame. The origin of the the typical models are summarized again in this paper.
body-fixed frame of the tugboat and the towed barge is The x-directional added mass is assumed as zero and
the cross point of the longitudinal center line, the water the y and z-directional added masses and the added mass
line, and the midship section, and the direction of the moments of inertia are the same as the full cylinder of

- 708 -
 Hyeon Kyu Yoon, Yeon Gyu Kim
which density is the same as the enclosed fluid. Coriolis
force of the added mass can be modeled by using the
added mass model mentioned before and the relation
between inertial coordinate and non-inertial coordinate like
element-fixed coordinate.
Drag force is simply modeled using axial and side drag
coefficients and the square velocity component for each
direction. Lift force and the moment due to hydrodynamic
damping force were neglected following the assumption
that the drag is much larger than the lift.
Impact force due to water entry of the element was
simply modeled using the time changing rate of the added
mass during entry. And, buoyancy was modeled as same
as the weight of the element depending on the vertical
position of the center of the element.
Material damping force is included in order for the
deformation of the towline which will be represented by
the element’s attitude to be calculated stably
reasonably even though the stiffness of the element is
large. For this reason, it might be difficult to determine the
correct values, and it should be determined empirically
after comparing with the sample test result of the towline.
In this paper, we assumed that the y and z directional
material damping coefficients are one tenth of
x-directional one, and the standard damping ratios of
y-direction is 0.5. The real damping coefficients are
calculated considering the maximum tension of the element
provided by the maker of the towline.
Finally, tension, which acts on the forward and afterward
joint points of the each element, is modeled by multiplying
the stiffness into the distance(  ) at the joint points of
 force exerts relatively high oscillation on the floating body,
adjacent elements.    is updated as time marching and
 it can be neglected in case of the towed barge. Current
tension of the j-th afterward joint point which is the same
magnitude but the opposite direction at the j+1-th forward
joint point of the j+1-th element can be calculated. When
the distance between the center of the j-th element and
the forward joint point of the j+1-th element is less than
the half of the length, tension will not be acted, and
modeled that its value should be zero logically.
2.3 Tugboat
Tugboat dynamics was modeled based on Newton’s
second law with respect to the tug–fixed coordinate as
shown in Fig.1(a). In general, since the tugboat is smaller
than the towed barge in size, it might be easily influenced
by the environment such as wave, and current. For this
reason, the six degrees of freedom motion of a tugboat
were considered.
If the notations of the motion and the force are defined
as the same as the ones in Eq.(1), the equations of motion
of tugboat are as follows;
    ′                   (2)
         
  
    
where,  and  are thrust and rudder force respectively,
 
and subscripts wave, and current are environmental forces
due to those names.
In Eq.(2), velocity vector consists of surge, sway, heave,
roll, pitch and yaw velocity. Buoyancy is calculated
considering the submerged volume which will be changed
at every time step. Hydrodynamic force is updated by
mathematical polynomial model depending on the motions
and the hydrodynamic coefficients determined by the
empirical formulas. Wave force is calculated as the radiation
force determined by convolution integral of the motion
velocity and its impulse response function and Froude-
Krylov force(Newman, 1977). Current effect is considered
and
as the relative velocity to current velocity when the
hydrodynamic force is calculated(Fossen, 1994). Finally, the
magnitude of tension is the same as the one of the
magnitude of tension at the forward position of the 0-th
element of the towline, and the direction is opposite each
other.
the
2.4 Towed barge
As assumed earlier, the towed barge is not easily
influenced by the environmental condition because of its
box-type shape. For this reason, it is proper that its
dynamics was considered only for three degrees of freedom
motion in the horizontal plane. Since the first-order wave
which influence on the slow-varying drifting of the barge
was considered using the same methods in case of tugboat.
The towed barge’s three degrees of freedom equations of
motion are as follows;
    ′        (3)
   
where, velocity vector components are only surge, sway
and yaw velocities, and weight and buoyancy is always
balanced because attitude is not changed for all time under
the above assumption.
3. Simulation
3.1 Towing system
The typical specifications of the towing system
consisting of a tugboat, a towed barge, and a towline used
in this paper are listed in Tables 1～2. Towline was 115 m
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 Coupled Dynamic Simulation of a Tug-Towline-Towed Barge based on the Multiple Element Model of Towline

in length which should be over 90 m to satisfy the 3.2 Straight running

regulation for a towing system running in the sea along
As the simplest condition, straightly running was
the coast(KR, 1999). It was divided into 11 elements and
simulated in order that the coupled dynamics of the towing
the indices of the elements of the towline, the tugboat and
system established in this paper works correctly. Fig. 4
the towed barge are defined in Fig. 3.
800
Tug
Table 1 Principal dimensions of the tugboat and the towed 600 Barge

barge 400

X [m]
Value 200
Item
Tug Barge 0

Length overall (m) 20.0 48.0 -200

0 50 100 150 200 250 300
Time [s]
Breadth (m) 4.30 15.0
Depth (m) 1.99 3.0 (a) X trajectory
Draft (m) 1.02 1.0 12
Displacement (ton) 41.7 626.4 Tug
Barge
8
x of towing point (m) 2.0 24.0

u [m/s]
z of towing point (m) 1.0 3.0 4

Table 2 Principal dimensions of the towline -4

0 50 100 150 200 250 300
Time [s]
Item Value
Total length (m) 115.0 (b) Forward velocity
Diameter (m) 0.05 Fig. 4 Simulation results of the tugboat and the barge when
Weight per unit length (kgf/m) 1.725
straight running
Max. tensile intensity (ton) 16.0
800
Element 0
Z Element 5
L=115m 600 Element10
Tug
X [m]

0 1 2 3 4 5 6 7 8 9 10 Barge 400
0 Element

l=10.45m 200

Fig. 3 Configuration of the elements of the towline 0

0 50 100 150 200 250 300
Time [s]

Hydrodynamic coefficients were obtained using Kijima's (a) X trajectory

empirical formulae(Kijima et al, 1990) which are valid for a 3

conventional ship. For this reason, the barge might be Element 0

Element 5
more stable than the conventional one without skeg. In 2 Element10
Z [m]

order to confirm the simulation program and identify the

1
characteristics of the towing system's maneuverability,
various simulations were carried out following the 0
0 50 100 150 200 250 300
scenarios listed in Table 3. The initial condition for all Time [s]

scenarios, which a tugboat and a towed barge are at the (b) Z trajectory
same position and the tugboat accelerates after simulation 16
starts, are common. 12
Element 0
Element 5
Element10
θ [degree]

Table 3 Simulation scenarios 4

Class Scenario Remarks 0

Straight running Acc. included -4

0 50 100 150 200 250 300
Time [s]
Course changing 45˚ for port
Calm sea (c) Pitch angle
10-10 Zig-zag Tugboat
35 Stbd turn Tugboat
Fig. 5 Simulation results of the elements of the towline
Disturbed Beam sea Sea state 2
when straight running
sea Side current 0.5 knots

- 710 -
 Hyeon Kyu Yoon, Yeon Gyu Kim

shows the X trajectories and forward velocities of the 400

tugboat and the towed barge, and Fig. 5 shows the X and 300 Tug
Barge
Z trajectories and the pitch angles of the 0, 5 and 10-th

Y [m]
200

elements of the towline. 100

As shown in Fig. 4.(a), the distance between the tugboat
0
and the towed barge keeps well about 115 m which is the 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600
X [m]
original towline length. Tug is accelerated freely before it (a) XY trajectory
runs the distance of an element length of towline, and then 4

it is decelerated because towline pulls the tugboat as 0

δr [degree]
depicted in Fig. 4(b). In Fig. 5, after about 40 seconds, the
-4
tension starts to act on the barge, and the 10-th element
-8
becomes tight, then the barge’s inertia and towline
element’s restoring force increase. Such a similar situation -12
250 300 350 400 450 500 550 600 650 700 750 800
Time [s]
occurs again since around 145 seconds and the barge goes
(b) Rudder angle
to steady state because there is not any restoring force
acting on the barge. 0.2

φ [degree]
3.3 Course changing in calm sea -0.2

As the more complex case than the previous straight -0.4

running, the changing course to 45˚ port side was -0.6

250 300 350 400 450 500 550 600 650 700 750 800
simulated. The detailed scenario was that the tugboat runs Time [s]

straightly for 300 seconds and then changes course (c) Roll angle
following the command of PD controlled autopilot. Fig. 6
Fig. 6 Simulation results of the tugboat and the barge when
shows XY trajectories of the tugboat and the towed barge,
course changing
and rudder angle and roll angle of the tugboat. Positive
rudder angle makes the heading of a tugboat turn 400

starboard and positive roll means to incline starboard side.

300
Fig. 7 shows XY trajectories, yaw angles and pitch angles
Y [m]

200
of several elements of the towline. Element 0
Element 5
100
As shown in Figs. 6～7.(a), the towing system changes Element10

the preselected course well. Roll of the tugboat occurs 0

400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600
X [m]
largely inward when it starts to change its course and its
time series are very similar to the ones of rudder angle. It (a) XY trajectory
means that roll angle of the tugboat is related to the 60

rudder force as well as the tension from the barge because

ψ [degree]

40
the towing point of the towed barge is higher than the
tugboat as listed in Table 1. 20 Element 0
Element 5
Element10

3.4 10-10 Zig-zag 0

250 300 350 400 450 500 550 600 650 700 750 800
Time [s]

Figs. 8 and 10 show the simulation results of the 10-10 (b) Yaw angle
zig-zag test of the tugboat. Before the zig-zag test starts, 2.0

the towing system keeps straight running for 300 seconds 1.6
Element 0
Element 5
Element10
in order to be steady state.
θ [degree]

1.2

As shown in Fig. 8, the overshoot yaw angle is very 0.8

small because the tension due to barge prevents changing 0.4

course, and after opposite execution of the rudder angle, it 0.0

250 300 350 400 450 500 550 600 650 700 750 800
helps the tugboat change opposite direction. The changing Time [s]

pattern of the heading angles of tugboat and towed barge (c) Pitch angle
are similar to the sea trial case of the conventional
Fig. 7 Simulation results of the elements of the towline
different tugboat and the towed barge as shown in Fig.
when course changing

- 711 -
 Coupled Dynamic Simulation of a Tug-Towline-Towed Barge based on the Multiple Element Model of Towline

100
9(Yun et al, 2012). Fig. 10 shows that the element near the Element 0
Element 5
tugboat responds faster than the one near the towed barge. 50
Element10

However, higher oscillated motion occurs in the element

Y [m]
0

near the tugboat because of the restoring force of the -50

elements of the towline.

-100
500 1000 1500 2000 2500 3000 3500
X [m]
100
Tug
Barge
(a) XY trajectory
50
20
Y [m]

0 Element 0
Element 5
10
Element10

ψ [degree]
-50
0
-100
500 1000 1500 2000 2500 3000 3500 -10
X [m]

(a) XY trajectory -20

200 400 600 800 1000 1200 1400 1600 1800
Time [s]
15

10
Tug (b) Yaw angle
Barge
ψ [degree]

5 0.3
0 Element 0
0.2
Element 5
-5 Element10

r [degree/s]
0.1
-10 0

-15 -0.1
200 400 600 800 1000 1200 1400 1600 1800
Time [s] -0.2

(b) Yaw angle -0.3

200 400 600 800 1000 1200 1400 1600 1800
Time [s]
12

8
(c) Yaw rate
δr [degree]

0
Fig. 10 Simulation results of the elements of the towline in
-4 case of 10-10 zig-zag test
-8

-12
200 400 600 800 1000 1200 1400 1600 1800 test. The test starts after straightly running for 300
Time [s]
seconds which is the same as the case of the zig-zag
(c) Rudder angle
test.
Fig. 8 Simulation results of the tugboat and the barge in As shown in XY trajectories in Figs. 11～12, the
case of 10-10 zig-zag test element near the tugboat has large turning diameter. The
surge velocities are oscillated within 0.1 knots. Also, low
frequency motion of the elements far from the tugboat
lasts for long time until the towing system becomes
steady.

3.6 Course changing at beam sea

Figs. 13～14 show the simulation results of the towing

system which changes the course in beam waves of which
direction is from port to starboard. The scenarios after this
section are all the same as the course changing in calm
[x-axis : sec. | y-axis : Deg.]
sea which changes the course of 45˚ port direction. Wave
was assumed as the long-crested irregular wave composed
Fig. 9 Sea trial result of the tugboat and the towed barge of 10 regular wave components divided using the ITTC
in case of 10-10 zig-zag test(Yun et al, 2012) wave spectrum(Lewis, 1989).
XY trajectories and yaw angle are similar to the case
3.5 35 starboard turn of changing course in calm sea except that the highly
oscillation motion occurs due to the first-order wave
Figs. 11～12 show the simulation results of the towing
force.
system when it carries out the 35º starboard turning circle

- 712 -
 Hyeon Kyu Yoon, Yeon Gyu Kim

1000 500
Tug Tug
Barge 400 Barge

800
300

Y [m]
200
600
100
X [m]

0
400 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500
X [m]

(a) XY trajectory
200

50

40
0

ψ [degree]
0 -200 -400 -600 -800 -1000 30
Y [m] Tug
20 Barge
(a) XY trajectory
10
0.5
Tug 0
Barge 250 300 350 400 450 500 550 600 650 700 750 800
0 Time [s]
r [degree/s]

-0.5 (b) Yaw angle

-1
Fig. 13 Simulation results of the tugboat and the barge
-1.5 when course changing at beam sea
200 400 600 800 1000 1200 1400 1600 1800
Time [s]

(b) Yaw rate 50

Element 0
2.00 40 Element 5
Tug Element10
ψ [degree]

Barge 30
1.96
20
u [m/s]

1.92
10

1.88 0
250 300 350 400 450 500 550 600 650 700 750 800
Time [s]
1.84
200 400 600 800 1000 1200 1400 1600 1800
Time [s] Fig. 14 Yaw angles of the elements of the towline when
(c) Surge velocity course changing at beam sea
Fig. 11 Simulation results of the tugboat and the barge in
case of 35 stbd turn 3.7 Course changing in side current

1000
Figs. 15～16 show the simulation results of the towing
Element 0
Element 5
system which changes the course in side current. Current
Element10
800 flows from port to starboard.
Since the stable yaw angle is -90˚, the towing system
600 changes the course negatively before the positive yawing
X [m]

moment has been developed. Fig. 15(c) shows that the

400
rudder deflection calculated by the autopilot is larger than
the case of course change in calm sea depicted in Fig.
200
6(b). When the tension acts on the barge, highly oscillating
0
motion occurs and after a little time passed, the towing
0 -200 -400
Y [m]
-600 -800 -1000 system changes the course positively.
(a) XY trajectory
0.1 7. Conclusion
Element 0
0 Element 5
Element10
r [degree/s]

-0.1 The coupled dynamics of the towing system which

-0.2
consists of a tugboat, a towed barge, and a towline was
-0.3
established based on the finite element model of the
-0.4
200 400 600 800 1000 1200 1400 1600 1800 towline and Newton’s second law. In order to confirm the
Time [s]
established dynamic model, various maneuvering scenarios
(b) Yaw rate
in calm sea and at real sea where wave and current exist,
Fig. 12 Simulation results of the elements of the towline in
were simulated.
case of 35 stbd turn

- 713 -
 Coupled Dynamic Simulation of a Tug-Towline-Towed Barge based on the Multiple Element Model of Towline

200
which was sponsored by Maritime & Ocean Engineering
Tug
0 Barge
Research Institute, KORDI.
Y [m]

-200

-400 References
-600
0 300 600 900 1200 1500 1800 2100 2400
X [m] [1] Berteaux, H. O. (1976), Buoy Engineering, John Wiley
(a) XY trajectory & Sons, pp. 97-134
30 [2] Fossen, T. I. (1994), Guidance and Control of Ocean
Tug
20 Barge Vehicles, John Wiley & Sons, pp. 84-90
ψ [degree]

10 [3] Kijima, K., Nakiri, Y., Tsutsui, Y., Matsunaga, M.

0 (1990), "Prediction Method of Ship Manoeuvrability in
-10
Deep and Shallow Water", MARSIM & ICSM
-20
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 Proceedings, Japan, pp. 311-319
Time [s]
[4] Korean Register (1999), Regulation for the towed
(b) Yaw angle
vessel, RB-12-01, Korean Register, p. 5
0
[5] Lewis, E. V. (1989), Principles of Naval Architecture
-4 2nd Rev. Volume III - Motions in Waves and
δr [degree]

-8 Controllability, The Society of Naval Architects and

-12
Marine Engineers, pp. 26-40
[6] Newman, J. N. (1977), Marine Hydrodynamics, The
-16
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 MIT Press, pp. 307-311
Time [s]
[7] Yoon, H. K., Lee, G. J., and Kim, S. Y. (2011), “Causal
(c) Rudder angle
Analysis of a Tugboat Capsizing based on a
Fig. 15 Simulation results of the tugboat and the barge Dynamical Simulation”, International Journal of Ocean
when course changing in side current System Engineering, Vol. 1, No. 4, pp. 211-221
[8] Yoon, H. K., Lee, H. S., Park, J. K., and Kim, Y. G.
30
(2012), “Dynamic Modeling and Simulation of a
20
Towing Rope using Multiple Finite Element Method”,
ψ [degree]

10

0 Element 0 Journal of Navigation and Port Research, Vol. 36, No.

Element 5
-10 Element10 5, pp. 339-347
-20
[9] You, K. P. (2011), “A Study on the Navigation Rules
-30
0 100 200 300 400 500 600
Time [s]
700 800 900 1000 1100 1200 in the Oil Spill Accident of M/T Hebei Spirit”,
Fig. 16 Yaw angles of the elements of the towline when Master’s Thesis, Dept. of Maritime Police Law, Mokpo
course changing in side current Maritime University, pp. 1-15
[10] Yun, K. H., Kim, Y. G, Yeo, D. J. (2012),
As the result, the dynamic model can estimate the "Maneuvering Characteristics of Tug-Barge from the
maneuverability of the towing system properly in common Results of Sea Trial Test", Journal of Navigation and
sense. In the future, if those simulation results compare Port Research, Vol. 36, No. 1, pp. 15-20
with the ones of the real sea trial or free running model
test, and then the dynamic model is improved, it can be Received 2 May 2012
widely used for predicting the towing performance by Revised 28 May 2012
towing simulation and for educating tug-handling mate by Accepted 20 June 2012
using simulators.

Acknowledgements

This research was financially supported by "Changwon

National University in 2011～2012" and the project
“Development of simulation technique of the towing system
considering the material characteristics of the towing line”,

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