Issued by : Approved : Ship Board Manual Vol.

2
Towing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0121 Rev. Nbr : 0000
Position : SQM Position : MD Date : 04/01/10 Page : 1 of 6

0121 TOWING

1. GENERAL
The prevailing circumstances will determine the nature of the tow to be undertaken.

In a planned tow, the procedures to be adopted should be agreed with the towing master
who, knowing the capabilities and the type of equipment available to him, can suggest a
towing arrangement that will best suit the intended voyage.

In an emergency tow, account should be taken of the size, horsepower and

manoeuvrability of the assisting ship when deciding upon the towing arrangement
which, due to the circumstances, may be unconventional.

Although small tugs may not be capable of towing a disabled ship, they can influence
drift direction.

2. PREPARATIONS FOR TOWING

Once the master has decided that he requires the assistance of a towing ship, he should
immediately begin to plan the possible methods of making the towing connection.
The nature and extent of the damage to the distressed ship will be relevant in deciding
whether she should be towed from the bow or the stern to minimize further damage
while under tow.

Early communications should be established, with the towing ship to exchange

information and to decide what preparations should be made on the ship to be towed.
This may include preparing the insurance/towing wire for use or breaking the anchor
cable on deck or having proper shackles and chain available for use, with a towing
bracket.

When deciding upon the towing arrangement, it should be noted that the greatest
stresses occur when the inertia of the disabled ship is being overcome and, later, during
her tendency to yaw. It is at these times that the towline is most likely to part. In order
to minimize the risk of parting the tow line, the highest possible resilience should be
incorporated. One possible means of achieving this may be by lowering the ships
anchor and cable a little way and connecting the tow line directly to the cable with the
anchor still attached.

If the towing ship is an ocean-going tug, the tug master is most likely to prefer to have
his own towing pendant attached to the distressed ship. If time allows, the tug master
will incorporate into his towline a length of chain where the connection leads through
the fairlead of the ship to be towed.

Consideration should be given to the means for transferring the towing hawsers
between the two ships. On ships fitted with steam winches, but where steam pressure
Issued by : Approved : Ship Board Manual Vol.2
Towing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0121 Rev. Nbr : 0000
Position : SQM Position : MD Date : 04/01/10 Page : 2 of 6

cannot be raised, it may be possible to use compressed air. Helicopters with a lift
capacity of 2-3 tons hove on occasions been used to facilitate the connecting of
towlines. In appropriate circumstances use can be made of rocket throwing guns to pass
on initial light line, to be followed by successive lines of increasing size. Another
method is for the tug to tow a lifebuoy with a messenger across the bows of the disabled
ship which can then be grappled by the disabled ship.

The fairlead or chock to be used should be chosen carefully as not only does it have to
be of strong construction to take the load imposed upon it, but it should also provide a
smooth guide for the towline in various directions. Roller fairleads are usually
unsatisfactory because of their inadequate radius. Fixed fairleads/chocks with the
largest- possible radius of curvature are preferable.

3. CONNECTING THE TOW

Radio communication should be maintained during the connecting up operation,
preferably between the bow and the towing ship and ample manpower should be
standing by forward.

Initial connection between the ships will normally be made by passing a light line, such
as a heaving line, and using this to take on board a messenger, which in turn will be
used to pass a wire between the ships. Should it prove impossible to lift the tug's towing
gear on board due to lack of steam, or high freeboard, or for other reasons, it may be
practicable to lower the anchor and several shackles of cable so that the towing line may
be connected directly to the cable.

An alternative method which has been used satisfactorily on board a VLCC is using a
light line and subsequent heavy messenger passed back to the tug, whereafter the chafe
chain is heaved up to the towing point on the disabled vessel, using the tug's own
power.

It should be borne in mind that, especially in difficult conditions, the towing ship may
be in a hazardous position, and also that it will take some time to make a connection.
Furthermore, a wire of 70mm diameter would need a lift of about 10 tons to raise it
onboard.

The tow line may be secured on board the disabled ship in one of several ways, for
example by either turning up on two or more sets of bitts or securing in a towing
bracket or a chain stopper.

When the anchor cable is used, precautions should be taken to prevent the cable from
running out. Claws, pawls or other mechanical means may be employed.

If the assisting ship is positioned astern, the after mooring winches and mooring wires
can be set up to form a bridle using a suitable shackle. The render load of the winch
brakes can vary considerably depending on the type and condition of the brake linings
fitted. If possible therefore, the winches should be left in gear with steam and brakes on
during the tow. If should be remembered that the render load of winch ree1 brakes is
Issued by : Approved : Ship Board Manual Vol.2
Towing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0121 Rev. Nbr : 0000
Position : SQM Position : MD Date : 04/01/10 Page : 3 of 6

normally.60% of the minimum braking load (MBL) powered of the wire designed to be
fitted to the particular winch, rather than a specific tonnage figure, when the pull comes
from the first layer on the drum.

If two small tugs are available, it is most important that they are connected to the some
end of a large disabled ship either forward or aft. Putting one tug at each end will only
swing the disabled ship and will not decrease the drift speed - it may in some
circumstances increase it.

4. COMMENCING TOWING
Before commencing the tow continuous radio communication should be established
between the ships. No action should be taken in regard to navigation or engine
manoeuvres by either master without first informing the other.

Usually a tug may more easily turn a disabled ship head to weather by initially towing
ahead in order to gain way on the ship. However, this headway should not exceed about
1 knot for maximum effect. Indeed, speeds in excess of this may hinder the tug.
Alternatively, a tug may attempt to turn a disabled ship into the weather by towing
directly into the weather. A tug of lesser power may manage to turn a ship by making
use of the 'weather vane' effect by holding the bow and letting the stern drift downwind.

When a master is not certain which method will be most effective it may be wise to tow
directly into the wind at first. If this is not successful, the turn into the weather can be
attempted by first gaining headway.

It may well be easier to turn a ship stern to wind rather than head to wind. However,
once turned stern to wind, towing may be difficult due to the tendency of the ship to
sheer; nevertheless the direction of drift can be significantly influenced.

If it is available, the ship's steering gear, properly used in conjunction with the tug will
also help the manoeuvre and assist the tow to steady on the required course.

If the disabled ship's steering gear cannot be used, the rudder should, where possible, be
secured amidships. Securing the rudder, as well as assisting towing, will minimize any
damage that could be caused by the rudder slamming in heavy seas. When a disabled
ship is towed ahead with an unsecured rudder, the rudder may well slipstream
amidships and be no problem, but if engines are being used, the propeller race can
cause the rudder to assume a hard over position with consequent steering difficulties. If
the ship is to be towed astern, a secure rudder in the amidships position may well be
necessary to the success of the venture.

A rudder which is not secured will probably move to a hard over position as the ship
gathers sternway and thus will make it extremely difficult to control the ship.

Where it is advisable to secure the propeller to avoid engine damage, this can usually be
done by engaging the turning gear, although this may be more successful on a motor
ship than a turbine ship.
Issued by : Approved : Ship Board Manual Vol.2
Towing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0121 Rev. Nbr : 0000
Position : SQM Position : MD Date : 04/01/10 Page : 4 of 6

If the ship has suffered loss of steering, use of the ship's engines may assist the tug in
getting the tow under way by altering the ship's heading with respect to the weather. In
order to achieve an optimum towing speed when the disabled ship cannot steer, it
should be noted that most ships have the least tendency to yaw when heading directly
into the wind, although some VLCCs and ULCCs may settle best on a heading 20º or
30º off the wind. Ship's engines should not be used except as advised by the tug.

Alterations to the trim of the disabled ship within permissible stress limits may help to
improve manoeuvrability under tow. A trim by the stern of 1 in 100 is normal for
towing from forward.
When towing from aft a trim by the head 25% greater, (i.e. I in 80), is recommended as
this will improve the manoeuvrability of the tow.

Resistance to Tow (tonnes)

Size of Ship Being Angle of Yaw Speed Through Water Speed Through Water
Towed
2 Knots 3 Knots
00 2.3 4.3
24,000 tonnes 100 5.5 11.4
deadweight
200 8.7 18.7
300 13.0 28.3
00 4.7 8.5
68, 000 tonnes 100 10.8 25.5
deadweight
200 17.3 37.0
300 25.8 56.0
00 6.2 11.3
112,000 tonnes 100 14.8 30.5
deadweight
200 23.4 50.2
300 35.0 76.5
00 7.9 14.0
260,000 tonnes 100 15.2 30.0
deadweight
200 39.6 85.0
300 51.8 112.7
TABLE - Resistance to Tow in Still Water Conditions
Note. Depending on sea conditions, the forces can be three times greater than
those tabulated
Issued by : Approved : Ship Board Manual Vol.2
Towing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0121 Rev. Nbr : 0000
Position : SQM Position : MD Date : 04/01/10 Page : 5 of 6

Table indicates the magnitude of the forces involved when a ship is being towed in still
water. The table takes account of a combination of speed, yaw and a 20-knot wind.
Issued by : Approved : Ship Board Manual Vol.2
Towing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0121 Rev. Nbr : 0000
Position : SQM Position : MD Date : 04/01/10 Page : 6 of 6

5. EMERGENCY TOWING PLAN

a. TOWED METHOD
i. Fore Station
 3 Mooring Ropes
 Anchor Plan
ii. AFT STATION
 3 Mooring Ropes
 Towing Wire Ropes (30MM X 3 Meters X 3 Pcs)

b. ACTIONS TO BE CARRIED OUT

1. Radio Broadcast Warning (Mayday, Pan Pan, Security)
2. International Code of Signals
Day Time: 2 Black Ball Shape And “Z” Flag – 1 Require A Tug.
Night Time: NUC (Not Under Command) Light - 2 Red Lights In Vertical
Line
3. Day Light Signalling To Vicinity Vessel
4. Emergency Check List For ‘Main Engine Or Steering Failure’ ‘Collision’
‘Stranding Or Grounding’ ‘Fire’ ‘Flooding’

c. HOW TO SECURE WITH A TOWING LINE FROM TOWING

VESSEL
1. To Be Sent Messenger Line by ‘Line Throwing Gun’
2. Make Fast 3 Mooring Lines of Towing Vessel at Ship’s 3 Mooring Lines
Which Are Made Past on Ship’s Bitt.
3. To Be Connected At ‘Joining Shackle’ Of Anchor Chain With ‘Buoy
Shackle’ Together With 3 Mooring Lines Of Towing Vessel
4. Make Fast 3 Mooring Lines of Towing Vessel at ‘Towing Wire Rope’
(30MM X 3 Meters X 3 Pcs) Which Are Made Fast On Ship’s Bitt.