STC-GROUP

Towing Manual

Offshore and Ocean Towage

with related shipping matters
and opinions

Jan ter Haar

www.stc-group.nl
 Towing Manual

Offshore and Ocean Towage with

related shipping matters and opinions

Jan ter Haar

Author

Captain Jan ter Haar

ISBN/EAN 978-90-810900-2-5

©STC-Group
All rights reserved; no part of any STC-Group publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means,
electronic, mechanical, photocopying, recording, or otherwise without the prior written permission of the STC-Group.
Preface

Asa visiting teacher at the Shipping and Transport College (STC-Group) in Rotterdam, I was approached
by the college staff, in December 2005, to write a manual on the subject of ocean towing. The target
group would be the students of Higher Professional Education Level. The request seemed appropriate
given my 40+ years of experience in the field, and so the journey began. As with all writing the start is
the most difficult. I adopted the approach of beginning with a general review, followed by more detailed
design and working specifics; I inserted personal commentary where I thought it would be of value.

My enthusiasm for tug boats is shared by a large number of "tug boat lovers" worldwide. I hope that
devotees and students alike find the material interesting. Hopefully it raises curiosity, not only for tug
boats, but for shipping in general.

The manual makes use of case histories which apply to the entire shipping sector-this is reflected in the
title "Towing Manual - Offshore and Ocean Towage with related shipping matters and opinions". You
will find that my opinion is clearly conveyed in this manual. The purpose of putting this opinion to print
is to challenge the reader, so that he/she may gain better understanding of the subject matter.

Much information in way of pictures and drawings has been received from Fairmount Marine BV in
Rotterdam and Damen Shipyards in Gorinchem. The latter has contributed with drawings of their tug
boat design for which I am very grateful.

Sjoerd Groenhuisfrom the STC-Group was my support and coach during the project. He wrote the largest
part of the stability chapter and endured my "nagging". I would like to thank Sjoerd for this. John
Hutchins, also from the STC-Group, made efforts to rephrase my Dutch-English into English-English.
Because of his critical view, he contributed highly to the publication. I would also like to thank him.

Finally, I would like to express my gratitude to the STC-Group for their confidence.

Jan ter Haar

Oosterhout, November 2010
 Contents

1 Introduction 1

2 General 2
2.1 Purpose and area of work 4

3 Construction 8
3.1 General 8
3.1.1 Hull form 8
3.1.2 New design (1) 9
3.1.3 Aft ship 10
3.1.4 Towing rails (see figure 8) 11
3.1.5 Aft deck 11
3.1.6 Whale gang 13
3.1.7 Rubbing strake 13
3.1.8 Boarding 13
3.1.9 Location of deck winches 14
3.1.10 Stern rollers 15
3.1.11 New design (2) 16
3.1.12 Towing pins 17
3.1.13 Stoppers 18
3.1.14 Towing bitts 19
3.1.15 Position of the wheelhouse 19
3.2 Means of Transportation and launching 21
3.3 Hoisting gear 23
3.4 Anchors 24

4 Winches 26
4.1 Towing winches 26
4.2 Storage winch 33
4.3 Nylon winch 34
4.4 Towing hooks and appurtenances 34
4.4.1 Towing hooks 34
4.4.2 New design (3) 35
4.4.3 New design (4) 36
4.4.4 New design (5) 38

5 Propulsion 39
5.1 Propulsion - motors 39
5.1.1 Diesel Electric propulsion 41
5.1.2 "Father and son" system (figure 67) 44
5.2 Propulsion - propellers 46
5.2.1 Bow thrusters 48
5.2.2 Vertical Axis Propellers 50

II
6 Working conditions 52

7 Fire-fighting capacity 53

8 Oil spill response 56

9 Towing material 57
9.1 Towing wire 57
9.2 Pennant wire 59
9.3 Towing sling 60
9.4 Towing chain 61
9.5 Towing shackle 61
9.6 Triangle plate or monkey face (see figure 84) 63
9.7 Recovery wire 64
9.8 Towing stretcher/spring line 64
9.9 Protection sleeves 67
9.10 Gog rope 69
9.11 Stoppers 71
9.12 Control and maintenance 71

10 Pre-towing arrangements 72

11 Emergency Towing Gear 82

11.1 History 82
11.2 The System 83
11.3 Dyneema® 85

12 Departure 87
12.1 Voyage Planning 87
12.2 Leaving for sea 88
12.3 At sea 91
12.3.1 Example of paying out 92
12.3.2 Attaching the gog rope 92
12.3.3 Gog rope hawse pipes 93
12.3.4 Changing course 93
12.3.5 Setting the course 94
12.3.6 Heaving To and Drifting (figure 112) 95
12.3.7 Transfer of the tow 96
12.3.8 Bunker transfer at sea 98
12.3.9 Anchoring with the tow 100
12.3.10 Towing together with multiple tug boats 101

13 Other ways of towing 104

13.1 Escort tugs 104
13.2 ATB, ITB or TBU (figure 119) 106

III
 14 Anchor chasing 110

15 Stability 114
15.1 Ocean going tugs 114
15.1.1 Introduction 114
15.1.2 Criteria 115
15.2 Inland tugs 122

16 Contracts 124

Abbreviations 126

Annex 1 129
IMO Guidelines for Safe Ocean Towing

Annex 2 145
A Proposal for Harmonised International Regulations for the Design and Construction of Tug boats

Annex 3 163
Carrousel Tug Design

Annex 4 175
IMC Thrustliner harbour tug design

Annex 5 181
Nozzle design

Annex 6 183
Voith Cycloidal Rudder

Annex 7 189
Navigation and Vessel Inspection Circular No. 12-83
Intact Stability of Towing and Fishing Vessels

Annex 8 207
Examples of Contracts

IV
 TOWING MANUAL 2010 INTRODUCTION

1 Introduction

For abbreviations see list at page 126 et seq.

This manual covers the subject of towing, but in particular ocean towing and the offshore industry.

In the historical context, towing commenced at the time the diesel engine was invented to provide
assistance to sailing ships in calm weather. The big leap forward in particularly the Dutch ocean towing
industry started with the transportation of dredging material over long distances. Later came tug assistance
to ships in distress, near the homeport and coast, followed by tugs on salvage station worldwide. The
commencement of the offshore industry aided greatly in the development of ocean towing.

In the past there was a clear distinction between ocean towage1 and the offshore supply trade, the latter
primarily used for supplying offshore oilrigs and platforms of the oil industry. Nowadays this distinction
has almost vanished and the design of vessels in the trade has become multifunctional.
Economics are the driving force in tug design and, as earlier mentioned, this has resulted in the arrival
of multifunctional tugs. The traditional ocean towing companies such as Smit International have actively
participated in design changes and by having done so participated in the "decline" of the traditional
ocean towing. The development can be clearly seen in the comparison of ship design over the years.

1 The IMO in the Guidelines for Safe Ocean Towing (see Annex 1), Chapters, Definitions. MSC/Circ. 884, defines Ocean Towingas: "Towing
operations where the distance between designated ports of refuge or safe anchoring along the route is more than 24 hours, taking into
account weather conditions". A distinction here is made between coastal and ocean towing!

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 TOWING MANUAL 2010 GENERAL

2 General

Worldwide one will meet all kinds of tug boats since a variety of products need to be towed, from small
barges to large semi-submersible pontoons and varying from a small locally operating vessel to a large
internationally sailing container vessel, bulk carrier and oil tankers (VLCC - Very Large Crude Carrier,
ULCC - Ultra Large Crude Carrier). Additionally this list will include: drilling platforms and offshore
contracting material, towing journeys covering short and long distances, salvage tugs and escort tugs.
In particular escort tugs2, which are rather specialized, were developed in the wake of major oil tanker
spills.

Smaller3 and older tugs still find themselves pressed into worldwide service as a result of globalization.
As an example, ships are often built in individual sections or parts, these sections are not necessarily built
in the same shipyard or even in the same country. As a result, transportation of these sections or parts
is often facilitated by sea. Even the first generation AHT's may not serve the purpose for which they were
designed, often they are pressed into the most basic towing operations.

The traditional tug boat with closed stern has been replaced in most cases by the AHTS-Anchor Handling
Tug Supply vessel or the AHT - Anchor Handling Tug because of their great versatility and therefore
economical efficiency.
The measurement of how big/strong a tug boat is, in the past was indicated by "ihp" - indicated horse
power, which now has been changed into BP - bollard pull (pulling force). In the past when "ihp" was
mentioned a typical sarcastic remark "they took also the captain's razor into account”4 followed.
When trials for the bollard pull certificate5 are conducted it is essential to pay attention to the under keel
clearance - UKC - during the test and a check must be made to determine exactly what power the
engineer had applied when requested. A bollard pull test is a one time event, dependant on various
circumstances and though there are factors involved beyond simply horse power, the concept of BP is
a more reliable measure of the tugs power.

Forty years ago mariners were impressed by an ocean going tug of 70 tonnes bollard pull, yet today this
is a BP measurement common to terminal tugs assisting large vessels within the port area.

Terminal tugs of 90 tonnes bollard pull capacity and over were ordered in 2007 and have been delivered.

A logical step for these categories of terminal tugs is that they will also conduct coastal towages and
occasionally the larger ocean transit. The latter of course depends amongst other elements on the bunker
capacity of the tug.

2 One has to consider that in the past, a tug made fast during a canal transit also acted as an escort tug by guiding/following ships from the
fairway buoy to inside the breakwaters.
3 Small in way of power in this context equates with small pulling force. Example: ocean going tug displacement 1120 tonnes, 47,50 metres
l.b.p., 4000 ihp, «27 tonnes BP.
4 As an example 22,000 ihp coincides with 13,500 bhp.
5 The official terminology is “documented bollard pull".
The procedures for obtaining a certificate for “Continuous Bollard Pull" are described in the IMO "Guidelines for Safe Ocean Towing" -
Appendix A. (See also footnote 1).

2
 TOWING MANUAL 2010 GENERAL

In 1975 a tug with BP of 180 tonnes was considered the strongest tug in the world yet today we regularly
see tugs in excess of 200 BP.

The shipping industry has evolved in such a way that single screw tugs are becoming the exception,
though a single screw ship is more economical for long ocean passages twin screw ships experience
greater manoeuvrability which is often the deciding factor when considering tug design.
Variable or Controllable Pitch Propellers-VPP or CPP- running in a Kort nozzle provide great efficiency,
but fixed pitch propellers running in a Kort nozzle still exist. Single screw tugs and/or twin screw tugs
both are often equipped with a bow thruster (1 or 2) and/or stern thruster6 creating exceptional
manoeuvrability.

When the type of tug boats (escort tugs included) that operate coastwise only, and/or are being employed
in the offshore contracting work then the focus changes towards the highly manoeuvrable type of tractor
tugs. Highly manoeuvrable tractor tugs are in fact the preferred type for offshore contracting. Tugs
provided with Azimuth Stern Drives - ASD, Voith Schneider propellers, Z-pellers, Azimuth thrusters7,
Azipod/Azimuth thrusters, Rotor tugs, Schottel propellers and so on, utilize propulsion systems that
enable the ships to arrive at the most limited and confined locations.
Some examples of these above mentioned tractor tug types are shown below.

In the past famous towing companies designed their own tug boats, nowadays standard designs, as
shown in the figures above, are being ordered8. The biggest players in this field are Damen Shipyards in
Gorcum, The Netherlands, Rolls-Royce Marine, formerly known as Ulstein in Norway, which is a member
of the Rolls-Royce group of companies and Robert Allan Ltd. in Vancouver, Canada. Their designs are
to be found worldwide, ordered and also built, on their own yards or under license.

As seen above there is a great variety of available options when dealing with tug boat design. Almost
everything is possible but at the end of the day it will be the type of work, the contract and the price
which dictates the type of ship. In nine out of the ten cases the price will be the decisive factor. To quote
a U.S. president: "It is economy, Stupid".

6 A stern thruster requires a deeper draft, thus are more likely associated with the larger tugs.
7 Azimuth thrusters exist in many types such as Azimuth pulling propellers, Azimuth swing (swing-up azimuth thruster), Azimuth contra
rotating thrusters, mountable types and retractable types.
8 Standard designs are naturally more economical, additional requirements will always come at a price.

3
 TOWING MANUAL 2010 GENERAL

2^1 Purpose and area of work

A tug boat is built for the special purpose of towing any kind of vessel or floating material. For sea
transport there are the ocean going tugs and for inland transport and harbour services there are the
harbour - river tugs. As earlier mentioned, we will limit ourselves to the field of ocean towing and the
ocean going tug.
The ocean going tug is, relatively speaking, a small ship, with a large propulsive power and a relative
large bunker capacity.

Large ocean going tugs have a bunker capacity of over 2000 m3, which gives them a range of 45-55 sea
days.

In principal a tug boat does not carry cargo, her cargo is the tow behind her! As a mate on a freighter
pays attention to the cargo on deck and in the holds, on a tug boat the tow has first priority9.
The only cargo, if one may say so, which a tug boat has on board consists of the material and spare
equipment essential for an efficient and safe voyage.

Although a romanticized atmosphere and a scent of heroism surrounds an ocean going tug, one should
never forget that after all it is a ship as all others and as a consequence she must comply with all relevant
regulationsand rules as applied to sea going vessels. This includes certification of the ship itself, certification
of material, crewing10, stability regulations etc. not to forget the certificates required for the equipment
and material used with the towing of any object.

What in general is being towed? In principal everything that floats can be towed. If we make a distinction
between the various industry sectors it provides an opportunity to compare present and past and high­
light the changes and new developments in the trade.

Below is a list of objects to be towed and the relation to the work being performed. This list will be
followed by a discussion of how the classification is related to the work performed.

• Marine Contracting material

• Oil rigs and oil platforms
• Anchor handling of oilrigs, lay barges etc.
• FPSO - vessels or units
• Newly built ship hulls
• Ships
• Ocean going pontoons / barges
• Lay barges, derrick barges and crane ships
• Mooring and unmooring services to offshore terminals, offshore installations and stand by services
• Rescue services
• Escort services to oil tankers

9 Because of this, the officer on duty on a tug boat tends to spend a considerable amount of time looking astern, though appreciates the
need for a 360° look out.
10 STCW regulations for the size of ship are applicable, however in the IMO Guidelines for Safe Ocean Towing, Chapter 5, paragraph 5.1,
5.2 mentions the need of additional crew in case of an unmanned tow.

4
 TOWING MANUAL 2010 GENERAL

In the past the towage of contracting material such as bucket and suction dredgers and related equip­
ment, was quite common but nowadays such voyages are mainly limited to shorter distances within the
radius of the respected working area. With regards to larger distances the material will usually be loaded
on submersible and/or semi-submersible pontoons that will be towed or loaded on self propelled (semi­
submersible) heavy transportation vessels.
Connected to this, contractor's material has also changed. Large dredging units such as trailing suction
hopper dredgers - TSHD - have had for decades the ability to navigate independently.

With respect to the towing of oilrigs for the offshore industry, large changes have been taken place.
Oilrigs are divided into 2 groups "jack-up rigs", with the legs on the seabed and "semi-submersible rigs",
which are anchored to the seabed or, in deep water, maintaining a position via a DP - Dynamic Positioning
system. Up until the 1970's all rigs were towed "wet" which means they were towed with the hull in
the water. In the mid 70's the first jack-up rig was put on a semi-submersible pontoon and towed over
long distance to her location. This was such a great success as much in time as in prevention and avoid­
ance of damage, that it has changed the market instantly and dramatically. Since then due to economic
reasons jack-up rigs are only towed "wet" over short distances.

When the need arises to move a jack-up rig we can use a number of options: 7. We could make use of
a semi-submersible vessel (dry tow), 2. Utilize a semi-submersible barge/pontoon (dry tow) or 3. Utilize
tugs only (wet tow). The advantages with dry tows are better damage control and higher sea speed.
However, when considering a distance of 400 miles in fair weather (as an example) waiting for trans­
portation may be excessively time consuming and costly and so can be the (early) mobilization and
demobilization of a semi-submersible vessel from some place else. It is for this reason the simplest
solution would be to use the existing tugs in the field (already on contract).

Semi-submersibles rigs can be transported and towed "dry", but will be still often towed wet. In the past
they were considered as "dead" units, yet today are equipped with thrusters that assist during the tow
and by doing so keep the number of assisting tugs to a minimum. Unlike jack-up rigs these platforms
will when moving over a short distance often sail on their own power with an AHTS as an escort tug.

Rig moves over short distances occur on a regular basis and are being executed with a number of tugs.
Rig moves are mostly done with the assistance of AHT's which do the anchor handling. Anchor handling
is the breaking out, retrieving and the re-deployment of anchors and chain. "Rig move" is a trade name
indicating the movement of a rig from one location to another.

Concrete oil production platforms permanently stationed in large extensive oil fields and heavy weather
areas are normally towed by high bollard pull tugs (4-5 units of 150-200 tonnes BP each) from the
construction site to the final offshore location.

Towage of FPSO's11 (Floating Production, Storage and Offloading vessel or unit) at present is a regular

11 A FPSO is a dedicated designed vessel that is being used to develop smaller, less profitable offshore oil fields. This often was a converted
oil tanker.
Nowadays these units are very large dedicated new buildings that are regularly being launched in order to be installed on offshore oil fields.
The FPSO solution saves the construction of expensive pipeline systems offshore and onshore and the construction of a permanent produc­
tion platform. Political instability of an oil producing country might also influence the decision to build a FPSO.

5
 TOWING MANUAL 2010 GENERAL

event. In the past they were converted oil tankers, but today are newly built and of considerable size.
For towing purposes they typically require 3 tugs of 200 tonnes BP each.

Semi-submersible

Jack-up rig FPSO at buoy

Tugs can also facilitate the towage of hulls of newly built ships from a foreign shipyard to the main yard
in order to be assembled and made to one new ship.

Tugs can assist the towage of ships which have suffer engine damage or and are unable to continue the
voyage on own power.

Sea going pontoons; as dry or semi-submersible structures carrying a variety of cargo.

Lay barges - LB12, derrick barges - DB and semi-submersible crane vessels - SSCV. Although the larger
units13 amongst them are always self-propelled, they are always escorted by a tug that later, when arriving
on location, will act as an anchor handler.
Lay barges progress via their anchors that are continuously replaced by AHT's along the projected trail,
but the very large deep sea lay barges progress along the trail with their DP propulsion system.

Additionally, there is a 50-70 tonnes BP category, which are tug boats that serve offshore tanker terminals
or have long-term contracts for assisting tankers arriving at FPSO's and SBM14 moorings to collect their

12 Such as Aliseas' LB "Lorelay" and LB "Solitaire".

13 Large units are Heerema's SSCV's "Balder", "Hermod" and "Thialf" and also Saipem's "Saipem 7000" with lifting capacities (two cranes
in tandem) of 6,000-14,000 tonnes and the earlier mentioned Lay Barges.
14 SBM also is a proper company name.

6
 TOWING MANUAL 2010 GENERAL

cargoes. Since these tug boats also serve as a stand by boat in case of incidents, they will often be
equipped with fire fighting monitors15 and pollution control equipment.

Lastly is the assistance of vessels in danger, termed as salvage. Part of such assistance is being done by
tug boats and their crews. The rendering of assistance of ships in danger can vary from taking a ship
under tow that has engine problems, prevention of running aground, refloating of vessels, shipboard
fire fighting or keeping ships afloat including safe delivery in a safe haven16.
For the common towage duty every tug boat is equipped with the necessary gear, but for the more
complicated salvage case additional equipment is required, which may not normally be available. For this
purpose there are salvage tugs with additional equipment on board, such as portable (submersible)
pumps, hoses, generators, compressors, patching material, fire fighting units and fire fighting monitors,
anchors and wires.

A relatively recent development in the tug boat world is the escorting of ships, mainly oil tankers, which
became a major topic after a series of large environmental disasters. The role of the tug boat is to take
a position tethered to the stern and accompany the tank ship during the voyage. Specific for this duty
the shipbuilding industry has developed a new and highly manoeuvrable tug, the so-called escort tug.
These types of tugs are able to maintain a higher than normal speed to prevent loss of time during the
escort period17.

Locations where escort tugs are being used are at present mainly the fairways and channels leading to
oil terminals such as Norway to the Statoil Mongstad Terminal18, United States - Prince William Sound
(Alaska), Puget Sound (Washington State), LOOP (Louisiana), United Kingdom - Isle of Wight (Fawley
Terminal). (Also see the remark in Chapter 2.1 "General").

Each of the mentioned types of tug activities operates under a specific term of contract. This will be
discussed at a later stage.

15 Fire fighting monitors with FiFi notation. This can be FiFi 0—III and defines the requirements in way of capacity.
E.g. FiFi I is 2 monitors of 1200 m3/hr. each, minimum throw length 120 metres, minimum throw height 45 metres. This configuration is
most common on escort tugs.
Offshore stand by tugs often have FiFi II or FiFi III which means larger capacity and larger and higher throw (see also ANNEX 2, Table 25).
16 The so-called Place or Port of Refuge.
Regarding Legal regulations and national experiences in relation to Places of Refuge, read: "Places of Refuge for Ships"- Emerging
environmental concerns of a Maritime Custom. Edited by Aldo Chircop and Olof Linden. ISBN 90 04 14952 X.
17 Mariners with manoeuvring knowledge will appreciate the danger of travelling at high speed when transiting a narrow.
18 See: www.bube.no in particular the video visualisation of the tug boat escorting.

7
 TOWING MANUAL 2010 CONSTRUCTION

3 Construction

3.1 General

The purpose for which the tug boats will be used and the requirements, demanded by the client, will to
a large degree dictate the design and construction of any ship. Ice conditions, frequent adverse weather
areas with high and long sea states and the work environment are also elements for consideration19.

Though the purpose and work environment are reflected in the design of the vessel, class requirements
and national legislation determine specifics. The classification societies differ in individual requirements,
though claim when an owner decides for whatever reason to change class, they should accept the ship
in class as it is, without mandatory adaptation to the rules of the new classification society. Mr. Robert
G. Allan, president of Robert Allan Ltd. (see also page 3) expressed his frustrations in an excellent paper
during the 2006 ITS - International Tug & Salvage Convention in Rotterdam. He highlighted the differ­
ences, between Classification Societies which are IACS - International Association of Classification
Societies20 - members. As an example of these differences between ABS, BV, DNV and LRS reference is
made to ANNEX 2 in this manual.

3.1.1 Hull form

When ice conditions need to be taken into consideration21 strengthening in accordance with Ice Class22
must be considered. The owner will decide the extent of construction required taking into consideration
the Class requirements.

Ships that are designed for performing in heavy weather areas, such as the sea north of Norway, will be
heavily built with high bows and high bulwarks and ample drainage, a large propulsive power and
adequate manoeuvrability. Tug boats, in particular salvage tugs permanently on dedicated salvage
stations23, can be designed for speed in order to arrive quickly at the scene of a ship in distress. One will
then experience another length/width ratio (see figures 1,2 and 3 and compare data) as compared to
tugs which rate pulling power as the priority.

(Maximum) Draft also plays an important role in sea keeping capability of the vessel. As the pulling force
will vary with a change of draft, deeper draft equates to better handling ability in heavy weather.

19 This includes areas such as Canada, Norway, Baltic Sea, Caspian Sea and Southern Africa not to forget East Russia - Sakhalin.
20 IACS members in general are the larger Class Societies such as ABS - American Bureau of Shipping, BV - Bureau Veritas, DNV - Det Norske
Veritas, GL - Germanischer Lloyd, LRS - Lloyds Register of Shipping, CCS - China Classification Society, KR - Korean Register of Shipping,
NK - Nippon Kaiji Kyokai, RINA - Registro Italiano Navale.
IACS has a consultative status with the IMO since 1969. See: www.iacs.org.uk.
21 These are adjustments of the frame distances, both longitudinal and transverse in the bow section and in the aft ship in particular the rudder,
propeller shaft and propulsion system.
22 There are different "Ice Class notations". The most stringent rules are of the FMAand SMA (Finnish Maritime Administration and Swedish
Maritime Administration), the "Finnish-Swedish Ice Class rules" namely: 1A, 1A-Super, 1B and 1C. There also are Ice Classes II and III, but
these do not really apply for difficult, moderate and even light ice conditions.
Every Classification Society carries her own "Ice Class notation". For a comparative list with FMA/SMA "Ice Class notation" and the
"notations" of the individual Classification Societies. See: www.fma.fi.
23 Salvage station means that a dedicated ocean going tug remains in a dedicated port for the sole purpose of sailing to ships in distress in
nearby sea areas. These occasions occur particularly in the bad weather seasons such as Winter in the North Atlantic, North Indian Ocean
- SW Monsoon, South African coast in winter time. Well known and famous salvage stations have been: Horta - Azores, Penzance -
Landsend, Brest, Capetown.

8
 7. Zwarte Zee: LPP: Width = 5.5:1
2. SmitWijs Rotterdam: LPP: Width = 4.3:1
3. John Ross24: LPP: Width = 5.4:1

The newly built tugs of Harms Bergung in Hamburg with the names
“Magnus" and “Taurus", delivered in 2006, have a ratio of 3.7:1 as
does the new series of Fairmount tugs "Fairmount Sherpa", "Fairmount
Summit" etc.

3.1.2 New design (1)

The offshore industry is very active in looking into

new hull designs. Aside from the economical benefit
of fuel consumption, prevention of damage and
safety of the crew are primary considerations. Safety
prevention and avoidance of injuries to crew­
members and other personnel is also an important
economical factor!

It has to be said that the requirements for safe

working conditions, as is demanded on the Norwe­
gian continental shelf, are of the highest calibre and
play an important role in the design.
There are considerable advantages to be realized
from hull design and in particular the shape of bow
and stern. Stern design will be addressed later in
this manual but for now we will address bow
design.

24 The present name is "Smit Amandla".

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 TOWING MANUAL 2010 CONSTRUCTION

Rolls-Royce Marine - Ulstein (see also pages 2 and 3), designer of offshore vessels, has delivered a new
AHTS on the market in 2005, the Ulstein AX104 with her most prominent feature the ULSTEIN X-BOW™
(see figure 4). Contrary to norm, the bow slopes backwards instead of forwards, in an inverted flare.
The ship cleaves the waves in a way that reduces noise and vibrations25. Apart from lower fuel consump­
tion, the bow shape improves comfort of life on board resulting in a better rested crew.

The hull shape reduces the slamming of waves against the ship and results in minimum spray on deck
contributing to greater operational safety when working in rough seas.

3.1.3 Aft ship

In paragraph 3.1.2 we discussed construction and hull form. With respect to towing operations great
emphasis is directed to the stern of the ship where the crew work and towing gear must be handled
quickly and safely.
The towing wire whether paying out or hauling in must occur over the stern safely and efficiently and
when sliding from side to side move freely to avoid damage to the towing wire while ensuring
manoeuvrability of the vessel. The towing wire is considered to be the tug boat's most important asset
regarding terms of contract.

One will also see that the tug boat's aft section has, over the years, undergone quite some transformation.
Cone is the traditional closed stern and given way to the open smooth stern design allowing the essential
smooth movement of the towing wire across the aft deck.

5 Traditional closed stern

6 Open stern with hinged tow rail

The foregoing 3 pictures (figures 5,6 and 7) depict the various phases until the ultimate accepted smooth
stern form as shown in figure 726.

25 We will revert to the subject of Noise and Vibrations at a later stage.

26 The author prefers to see more curvature in the corners. This would encourage the free and smooth movement of the towing wire and as
a consequence the safety of the personnel on the aft deck.

10
 TOWING MANUAL 2010 CONSTRUCTION

3.1.4 Towing rails27 (see figure 8)

A smooth shape of the aft ship, especially the stern, helps guarantee the lifespan of the towing wire28.
The beautiful camber of the aft ship, as can be seen in figure 5 has become a rare occurrence due to the
expense of construction29. In the past the towing rails contributed to the smooth movement of the towing
wire and were an added safety element for the crew. Tugs have become multi-taskers, with the added
responsibility of anchor handling. In this situation the cost of construction of towing rails is not favoured
with new tug designs30.
Due to safety concerns and damage control31 longitudinal bulwarks have replaced the towing rails (see
figure 9).

Going back to the safety of the personnel on the aft deck, these additional longitudinal bulwarks are also
marking the deck limits to be used for cargo carrying. It allows a free escape passage to the crew on the
aft deck. In such passage way often an official escape route from the engine room to the deck has been
marked.

The open deck style has become the norm allowing for greater diversity of operational duties.

3.1.5 Aft deck

Due to the new aft section designs, gone are the old style hatches of the salvage or towing hold (see
figure 10) and (emergency) steering gear room (see figure 12), engine room covers and skylights. The
hatch constructions give access to below deck spaces, which include the earlier mentioned salvage or
towing hold where salvage and towing equipment is stored.

Through the hatches of the salvage and towing holds, the stored towage equipment and salvage gear
is being lifted to deck by means of a deck crane or derrick. Small and light weight material can be carried

27 In the US Gulf towing rails are also known as "Dutch bars" or "Texas bars".
28 Same counts for the construction form of the bulwarks, which mean the shape of the capping/gunwale will prevent damage to the towing
wire!
29 Technically too expensive.
30 Exceptions to the rules are the tug boats that serve as dedicated coastguard coastal protection vessels. These vessels are often built with
towing rails because they lack the multifunctional commercial task like the others. Instead they just serve for coastal protection, which is:
make fast and tow! As an example see the new French tugs "Abeilles Bourbon" and "Abeilles Liberté".
www.abeilles-international.com or www.bourbon-online.com.
31 One must consider the danger of the towing wire being caught behind bollards and especially the tearing away of vent pipes of the double
bottom ballast and fuel tanks.

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 TOWING MANUAL 2010 CONSTRUCTION

to deck via a watertight door. These hatch constructions must also comply with the requirement of
additional buoyancy and the division of the aft deck into "compartments". This is done to reduce the
influence of the free water surface on the ship's stability, which is an essential design due to the closed
aft deck construction.

In addition large volumes of water on the aft deck put the safety of the crew at risk. To aid in removal
of water large scuppers with shields were designed and known as tilting shields (see figure 12). They are
closed by entering waves and opened by water retreating off the deck. The horizontal axis, round which
the shield is hinged, is somewhat higher than the centre line. The lower part is pushed against the bulwarks
by the incoming wave. Vertical iron bars situated over the openings prevent the mooring lines or other
from being washed over the side. Maintenance of these moving shields is recognized as a priority32.

To further reduce the free surface effect on the aft deck of a tug boat with closed stern, flood barriers
were constructed on the larger open deck spaces, as a kind of compartmentalization. These barriers in
turn became also used as a protection to the air vents of the double bottom tanks (see figure 11).

32 We will revert to this subject in the Stability chapter.

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 TOWING MANUAL 2010 CONSTRUCTION

The situation changed with the open stern, where large quantities of water do not normally remain on
deck for long periods. Open stern and bulwark design facilitates better drainage of seas shipped on deck,
(see figure 13).
Regardless of the aft deck design and any special water freeing arrangement, all tugs are required to
have a standard scupper arrangement.

3.1.6 Whale gang

On Dutch tugs there are two terms which are associated with ocean towing, "whale gang" and “ rubbing
strake"33. Generally the whale gang34 is the fore and aft corridor between cabins, however on board of
the Dutch ocean going tugs the word is used forthe protective passage way towards the accommodation
where the deck crew hauls the towing gear on deck. The large warping drum used for the hauling of the
towing gear was situated in this "protected area" near the winch room and accommodation entrance.
With the introduction of the open deck spaces, whale gangs have gone out of use.

3.1.7 Rubbing strake

The "rubbing strake" is the fender system which is constructed at the "sheer strake" on tug boats. The
rubbing strake offers protection in full or partly around the ship and specifically around the stern. Her
construction gives an important contribution to the longitudinal strength of the ship. This rubbing strake
is constructed of a pipe or box and consists of different compartments35. The lower part tapers to help
ensure wires, shackles or anchors do not become fouled. This design arrangement also exists in the areas
where lifeboats, work boats or launch boats work.
The rubbing strake can be as wide as desired, but wide is preferred since it facilitates personnel transfer
in open sea. Although this rubbing strake will be regarded as afender it is wise to use additional protection
such as rubber fenders, tyres or other means when going alongside objects protected or otherwise.

3.1.8 Boarding

In the paragraph above it is already mentioned that a rubbing strake, when sufficiently wide facilitates
the transfer of personnel. On ships which provide terminal services bulwark doors are often constructed
to facilitate embarkation and disembarkation. Such a bulwark door does not often appear on ocean going
tugs36 because it intercepts the slope of the bulwark and as a consequence hampers the free movement
of the towing wire.
One can construct permanent foot supports in the bulwark but this is an expensive solution. The alternative

33 A book by that name in Dutch, "Van Walegang en berghout" - ISBN 9064554455 - has been written by N.J. Ouwehand and similar names
have been given to exhibitions concerning ocean towing in the National Towage Museum in Maassluis - The Netherlands.
The Dutch word "berghout" is related to the other Dutch word "berghoutsgang" which is translated into English "sheer strake". The
English word "rubbing strake" fits best with the Dutch word "berghout".
34 Etymologically the word is linked to whaling; it was the sheltered place on deck where whales were torn apart.
Similar shelter was provided to tug boat crews when heaving in the towing gear. The first tug boat captains coming from the northern
provinces of The Netherlands introduced this practice as they were used to on the smaller vessels. It appeared to be a very practical solution
for safe working on deck.
35 In the past these rubbing strakes had been filled with vegetable oil as preservation. Today the use of vegetable oil is not used due to envi­
ronmental regulations.
36 However the new Fairmount tugs do have bulwark doors. It is positioned in front of the wire stoppers on the longitudinal tow rail, such
that the towing wire does not meet any hindrance. Such a bulwark door is then always situated in the so-called Rescue Zone.

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 TOWING MANUAL 2010 CONSTRUCTION

is a wooden or aluminium outboard bulwark ladder that is hung vertically outboard off the gunwale with
railing hooks or the traditional pilot ladder which can be used with various craft.

A short pilot ladder surely is very efficient when personnel have to be transported to and from the tug37
with a small launch38, especially at the end of a long journey when the tug boat, because of the fuel
consumption, has a large freeboard.

The applicable IMO39 regulations for pilot transfers

- "Required Boarding Arrangements for Pilot”,
which are recommended by the IMPA40 should be
adopted for the safe transfer of any person. The
detailed instructions are available on the "Pilot
boarding card"41 which is present on the bridge.
The use of bulwark stanchions and inboard bulwark
ladders42 supplement the transfer measures
mentioned earlier.

It is of great importance that the rubbing strake

tapers off at the lower end where embarkation/
disembarkation takes place in order to prevent
a tender or workboat etc. to be caught with her
gunwale and be pushed under or capsized.

An alternative transfer method uses a "personnel

basket" (see figure 14) and is almost common when
transferring persons to and from rig platforms.

Rule: The person always stands on the outside, life vest and helmet on, luggage inside the basket!

Use of this apparatus in the North Sea and Norway has become obsolete due to accidents, however in
other parts of the world the personnel basket is still in use. Worldwide, major oil companies resort to
helicopters even for small volume transfer.

On large construction platforms specially designed hydraulically driven accommodation ladders are
common.

3.1.9 Location of deck winches

Previously we discussed the reasoning behind the absence of engine room covers on the aft deck of the

37 With unmanned tows the tow must be visited regularly as per safety regulations. Should the tow line part the tow must also be visited.
38 Work boat or Zodiac (Zodiac as a brand name has become the generic name for rubber boats).
39 International Maritime Organization (see also IMO Pilotage Resolution 960).
40 International Maritime Pilots Association.
41 Can be downloaded from www.internationalpilots.org (IMPA website).
42 Both inboard and outboard ladders can be made out of wood, but nowadays they are mainly made of aluminium.
See: www.verhoef-alu.nl, bulwark ladders.

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 TOWING MANUAL 2010 CONSTRUCTION

new tug boats. The same need for ample deck space, applies with regards to the location of the aft deck
winches.
This section is devoted to the category of deck winches which encompass:
• Wind lasses/warping drums (mooring, unmooring or retrieving towing gear).
• Snubbing or gog rope winches for the guidance of the towing wire.
• Capstans43 for mooring and unmooring, checking ropes, wires and chains, heaving in of pennant
wires, handling I relocating anchors on deck etc.
• Tugger winches44.

On tug boats (see figures 15A, 15B) many of these type of winches were located on the aft deck space.
AHTS and AHT vessels (see figure 16) on the other hand have an entirely different deck lay out.

15A Capstan, also in use as snubbing winch. 15B Outermost arrows indicate the warping drums, 16 Typical tugger winch arrangement.
innermost arrows indicate the snubbing winches
with permanent steel wire ropes.

3.1.10 Stern rollers

Stern rollers are also items that have been subject to change. Generic tug types like the original ocean
going tug and the first anchor handler tug design were equipped with stern rollers of different types.
The traditional ocean going tug with her closed stern possessed one horizontal and 2 vertical rollers in
the sternpost (see figure 17), of which the horizontal roller had to be raised manually and the 2 vertical
rollers manually lifted around a horizontal pin. In a later stage this all became hydraulically operated (see
figure 18) and bridge controlled.
Retrieval oftherelatively light towing gear is best accomplished when the towing wire lies directly astern45.
Utilization of stern rollers helps ensure the stern bulwark does not become dented46 or chafed inhibiting
the free lateral movement of the wire.

43 Smit Lloyd, one of the early offshore supply companies bought by Seacor in the nineties, favoured a capstan in the ship's stern due to the
great convenience when handling anchors on deck. This design received considerable support.
Today the design is used less due to the use of hydraulic stoppers and pins.
44 Tugger winches can be permanently installed or rented. They are available either as a pneumatic or as an electric hydraulic winch. The
capacity usually ranges between 2 tonf. and 10 tonf. Generally speaking the tugger wire will be used for a variety of deck activities.
45 The towing wire lying astern and between the rollers also prevents the propellers becoming fouled. Though important for all type of ships
it especially concerns tug boats and anchor handlers due to the nature of the work.
46 When in use a wire should be veered or heaved perhaps one foot or so, to prevent local wearing. Once a week can be sufficient but weather
and/or sea conditions might require an increase.

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 TOWING MANUAL 2010 CONSTRUCTION

Anchor handlers have a more heavily constructed stern roller (see figure 19) due to the nature of work47.
(See also page 5 i.r.o. rig moves).

The original anchor handling tug-AHT - was primarily designed with speed in mind, attending to pipe
laying barges and derrick barges etc. (see also page 6). As such she was normally a tug boat with partly
open stern, small horizontal diabolo-shaped roller with a tow/bulwark rail across the stern, as neither
buoys nor anchors are taken on deck.

17 See the hand wheels for raising the horizontal roller and see the 19 First generation stern roller AHTS
hinges and counter weight of the vertical rollers.

Subsequent debates on the subject of stern arrangements of multitasking tug boats have resulted in the
following generalization:
Rollers 1/3-1/2 width of the vessels beam48.
Rollers and stern slope sideways up to the bulwarks49. (See figures 7 and 9 and footnote 26).

3.1.11 New design (2)

In the section " New design (1)" reference

was made to the ULSTEIN AX104 (an
AHTS) and its aft design. One hazardous
anchor handling operation in particular
is capturing the pennant wire which is
being winched down from a platform or
capturing the anchor buoy through
lassoing. The operation is currently
performed by the crew standing and
balancing on the stern roller (see figure
20). The main dangers to crew working
in this area are falling overboard or
becoming fouled in the roller.

47 Semi submersible rigs often start off with 8 anchors, when a rig move has to be made to another location 8 anchors have to be retrieved
and 8 anchors have to be re-deployed. Nowadays, especially on deep water, many rigs are equipped with 12 anchors.
48 The stern roller diameter is ± 2,00-3,00 metres. SWL « 350 Ts. The newest "Maersk A" type AHTS do have stern rollers of 4,00 metres
diameter. SWL 800 Ts.
49 There will be exceptions to this rule.

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 TOWING MANUAL 2010 CONSTRUCTION

Enhanced safety on the aft deck has been realised by the development of a new stern design and the
introduction of the Safe Anchor Handling System - SAHS - developed by Ulstein and ODIM50. With this
system the stern roller is replaced by a hydraulic ramp or platform that tilts 5° forward or backward and
can be deployed both horizontally and vertically. (See figures 21 and 22).

Instead of the crew balancing on the stern roller, a hydraulically operated "pennant catcher" (see figure
21) is deployed and the crane operator manoeuvres the pennant towards the stern. When the pennant
is caught by the catcher and secured the anchor can be heaved on deck.

The system also involves 2 tugger cranes running on

rails along either side of the deck (figure 22). The cranes
with their movable arms are used to drop a lasso over
the buoy after which the buoy is pulled on deck.

Due to the inherent danger of capturing buoys various

methods other than the tugger cranes have been
investigated by the competition51. One method
involves a movable A-frame with manipulators for
the lassoing and an arrangement to retrieve the buoy
and anchor on deck (see figure 23)52.

3.1.12 Towing pins

Going back in time we can conclude that the vertical rollers in fact are substitutes of the old towing pins.
The old style of towing pins were simply pieces of solid round steel bars of ± 2 feet (60 cm) length placed
in the tow rail or in the stern53 and employed when paying out or retrieving the towing gear. Especially
with a rolling vessel the benefit of using the towing pins were realized even if little force was exerted
preventing the fouling of the propellers.

50 Company name of Norwegian firm specialised in (hydraulic) solutions for the seismic, oceanographic and deep sea offshore industry.
51 See: www.hydrakraft.no. Hydrakraft has recently (1/2006) been purchased by ODIM.
See also the "Safer Deck" system of Rolls Royce: www.rolls-royce.com/marine/products/deck_machinery/safer_operation.jsp.
52 The stringent safety regulations on the Norwegian shelf stimulate innovation!
Safety is also of great economical value! Improvement of safety is a type of double edged sword. The individual benefits directly in
personal protection and the company benefits in the long run with fewer accident claims.
53 When not in use the pin holes were filled to avoid the towing wire chafing the hole causing damage.

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 TOWING MANUAL 2010 CONSTRUCTION

The old style towing pin had the ability to bend down54 when under an unexpected force. It prevented
the tug boat from being caught at and controlled by the tow line, hampering her manoeuvrability55. This
tug could then "drop off" the tow line as it is called.

As a point of interest, in the industry, the hydraulically operated rollers which move up and down are
still referred to as "towing pins".

3.1.13 Stoppers

Stoppers on board of ships are commonly used with mooring line operations. The common deck operations
on AHTS vessels also require stoppers and with the heavy anchor wires and chains whether they are
rope, chain or pelican hook operated, inherent dangers exist.

On board the modern design tugs including AHTS vessels and AHT's towing pins56 are accompanied by
hydraulic stoppers such as the "Karm Fork"57 (see figure 25), "Shark Jaw" (see figure 26) or "Ulstein
Tong". These stoppers supersede the more archaic pelican hook58 (see figure 24) which was widely used
in the past.
The invention of the Karm Fork tremendously improved the safety on the aft deck and facilitated the gear
handling on deck not only with anchor handling but also with connecting and disconnecting a tow.

24 The clip needs to be knocked over with a sledge

hammer.
Arrows up indicate the top plate/holding down plate
of the towing pins.

All gear is certified and has a Safe Working Load - SWL59. A SWL of 300 tonnes is typical for the modern
stoppers and the Shark Jaws can have a capacity of 750 tonnes SWL.

54 Occasionally the old towing pin had preference over the vertical manually operated roller as shown in figure 17. This is no longer the case
when hydraulic rollers are being used.
As a safety measure the first vertical hydraulic rollers in 1974 on the new ocean going tugs of Smit International moved sideways from a
vertical position towards a horizontal position, if excessive pressure was applied.
Proper maintenance through greasing is a necessity with this roller type.
55 This will be discussed in the manoeuvring chapter as well.
56 See figure 25. The towing pin can be rotated in such way that the top plates/holding down plates form a gate that prevents the wire or
chain of striking up.
57 Karmoy Winches AS reside on the Norwegian island of Karmoy and are the designers of the Karm stopper.
58 Many oil companies/contractors forbid the use of pelican hooks on board.
The initial "catching” of a wire or chain by: pennant/work wire taken from a nylon, anchor or snubbing winch is safe, secure and fast.
59 SWL ought to be replaced by WLL - Working Load Limit, however in shipping brochures SWL still is mainly being used; for that reason we
still use it here.

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 TOWING MANUAL 2010 CONSTRUCTION

3.1.14 Towing bitts

Towing bitts and transversal hawse pipes are two objects that must be mentioned since they are typical
to tug boats. Both objects are constructed on the aft deck60. The use of transversal hawse pipes will be
discussed within the separate chapter "At sea" -12.3. Sub-chapter: 12.3.3.

The towing bitts (see figure 27) are a very heavy towing bollard, of which the vertical posts rise from the
double bottom tank top through the lower decks to the main deck. These vertical posts are, on deck,
individually connected by means of a heavy horizontal cross girder61. Such towing bitts can be used for
the belaying of a towing cable.

Occasionally one will find towing bitts on the new,

smaller type tugs. Where in the past towing bitts
were a normal tool on board of the old generation
tug boats, the new generation ocean going tugs,
AHTS vessels and AHT's included, have a towing
winch in its place. This will be discussed in greater
detail later.

The towing bitts will be positioned at the front of

the aft deck near the pivoting point when going
ahead. The bitts are not only strong and heavy in construction, but also large in diameter due to the
minimum required bending ratio62.

3.1.15 Position of the wheelhouse

On page 10 reference was made, identifying the aft of the ship as the area where the real work was
carried out. Surprisingly it took some time before it was appreciated that a good view of the aft deck
was a necessity for safety and efficiency. Not to forget the direct communication possible between the
captain and the mate/helmsman. Likewise it facilitates a proper look out when doing a straight forward
tow (see also footnote 9). It is perhaps obvious that a clear communication by sight and sound between
Captain and crew and facilitation of a clear view astern are desirable.

In the early 1960's Wijsmuller63 in IJmuiden/Netherlands, built their new ocean going tugs "Jakob van
Heemskerck" and "Willem Barendsz" and also their "province class" vessels (see figure 28) with smoke
stacks. These carefully positioned smoke stacks replaced the traditional funnels which due to their position
and size were not optimal for tug work.

60 Often on the smaller tug boats, one will find smaller towing bitts on other places, such as the fore castle deck.
These bitts will then be used for berthing and mooring during alongside - on the hip (see Chapter 12.2 figure 107 and text) - transportation
of the tow. Regardless of location and dimensions the bitts are of comparable construction and strength. On inland tow boats, these bitts
often are the only pulling point.
61 In the Dutch language this horizontal girder has a specific name, "kalf", which means "calf" in English.
62 The bending ratio between wire diameter and towing wire bearing surface diameter should be not less than 1:7. This bending ratio will
return when winches (Chapter 4, 4.1 footnote 99) and hawse pipes are discussed and especially in Chapter 11.2.
63 The present name is "Svitzer Ocean Towage" in Hoofddorp / The Netherlands.

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 TOWING MANUAL 2010 CONSTRUCTION

In 1974 Smit International of Rotterdam built the "Smit Rotterdam”64 (see figure 29) with a wheelhouse
positioned further aft improving the view towards the working deck and tow.

This was a break through in tug boat design. The benefit was that the bridge members could with a turn
of the head, monitor activity forward and astern.
Until the mid 1970's it was still common practice for the operator to stand outside on the aft bridge, (see
figure 30)65 manoeuvre and operate the towing winches, gog rope winch, searchlights and attend to
navigation duties. Ten years later this only occurs on the older type vessels.

Perhaps one can say that the first offshore supply vessels have been a transitory phase66 in design in
between the construction of tug boats as shown in figure 28 and 29. The initial design concept of Smit's
22.000 ihp. class tugs have become the industry standard.

It can be appreciated that small design improvements are always encouraged and the 360° view wheel­
house is no longer the exception (see figure 31)67.

64 Now renamed in "Rotterdam" and owned by “Svitzer Ocean Towage".

65 The Germans e.g. Bugsier Reederei- und Bergungsgesellschaft mbH from Hamburg and also the South Africans (then Pentow, today Smit
South Africa) had already a kind of control room/aft bridge built over the aft deck. (See figures 10 and 113).
66 Also Smit's 11.000 ihp class tugs (figure 30) was a kind of transitory phase. The aft bridge as shown in figure 30 was referred to as the
"catwalk". (Catwalk also is the name for the connecting bridge on tankers from forward to aft).
67 This is ideal in the offshore industry and for the attending surveyors when lying next to a platform.
(Ensure that surveyors and other personnel on board who are not crew members should sign a Letter of Indemnity!).

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3.2 Means of Transportation and launching

Transportation to and from the tow must be facilitated whether the tow is manned or not. This is accom­
plished with the aid of a dedicated workboat or a workboat which can double as a MOB boat68. The
management and engineering department must consider that not only personnel but also material and
equipment must be transported to the tow.
If the boat is required to carry material and equipment, care must be taken to ensure damage to the boat
is not incurred, which would compromise its role as a LSA.

As was previously mentioned on page 4, an ocean going tug is a sea going vessel by law and must comply
with all requirements for sea going vessels. Sea going vessels are obliged to carry a MOB boat, so for
economical reasons one can ask why not a MOB and workboat in one? There are obvious functional
considerations when considering this option. Customizing a workboat while maintaining legal requirements69
as far as workboats are concerned may compromise its LSA status as per LSA code70.

If the decision is made to use workboats as MOB's and visa versa, then at least one side of the vessel
will be rigged for man-over-board situations in line with the appropriate regulations.
Details of the launching device71 are also covered under strict regulations. The MOB boat is bound to
regulations while a workboat can be launched by a regular work crane I recovery and launching installation.
However it is advisable to use at least the regulatory MOB standards72 for launching devices since such
will create greater flexibility of use.

It is ideal in terms of time and ease of operations if the boat can be launched from either port or starboard
side. Considering that tugs can experience a degree of rolling, workboats housed amidships take more
time to launch, require more manpower and thus increase the chance of injury to personnel and or
damage to equipment.
It is recommended that modifications be made to the underside of the rubbing strake in the launching
area to avoid the boat being caught on the under edge and capsizing (see also the remark - in italics - on
page 14 with the subject of "Boarding").

Workboats can be either of full polyester or inflatable rubber boat construction. The rubber boat construction
comes in the form of a Rigid Inflatable Boat - RIB73. The size of engines for both types of craft must fulfil
mandatory requirements as they are Class certified.

68 Until the seventies, a lifeboat as required under SOLAS was also used as a workboat on the older tugs. This was not an ideal situation!
SOLAS = Safety of Life at Sea.
69 Apart from the SOLAS requirements there will be national labour regulations in which references are often made to Industry Standards like
ISO. Also bear in mind it is common practise for shipping companies to have a head office in one country yet their vessels may be registered
in another.
70 LSA code = Life Saving Appliances code.
71 Example: According to the British MCA - Maritime & Coastguard Agency: The launching and recovery installation must comply with
applicable legislation and BS, EN and ISO regulations. Also with "SOLAS", "LOLER"-Lifting Operations and Lifting Equipment Regulations
and the "Health and Safety at Work Act". (See: www.mcga.gov.uk).
72 There is a mandatory minimum standard. If the vessel chooses a higher standard then this standard must be maintained as per the Class
society requirements.
73 A RIB is a boat with a solid often polyester or aluminium hull and inflatable sectioned gunwales/tubes/floafers. The initials RHIB mean Rigid
Hull Inflatable Boat.

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 TOWING MANUAL 2010 CONSTRUCTION

When the RIB is used as workboat and employed with the transport of wires, it is advisable that the
rubber gunwales possess extra protection.

Exercising in launching and even more important in recovery74 is a necessity75 as it is an extremely

hazardous event. The procedures need to be clear and simple. Remember, emergencies do not always
occur in fine weather with daylight conditions, so your crew must be prepared for all situations. When
skilled crew are attending, a boat can even be launched in adverse weather and sea conditions, such as
wind force Beaufort 7. One has to be alert and on a high tempo of operation when launching and on
recovery when hooking in the crane. The event is not a success until all crew members are safe back on
board.

Special hooks, different from a standard crane hook, have been designed specifically for this type of
operation (see figures 32, 33 and 34). The standard crane hook must then be replaced or a special "quick
release" hook has to be added or hung in by means of a master link (figure 32) or steel wire pennant (see
figures 33 and 34). The quick release hooks are either activated by handle or steel wire pennant. Workboats
on the other hand utilize a 4 leg sling assembly76 for launching and recovery. This differs from the permanent
systems with which dedicated MOB or rescue boats are equipped with. Such a dedicated device (see figure
32) occupies too much free space in a workboat and would obstruct the workboat duty.

It is not only the boat crew that has to be well trained as the same applies for the crane driver. Every
crane driver must be alert and act fast when launching or recovering a boat, observing not only the
activity on board the boat but the sea and wind conditions.

74 Recovery requires more practice than launching!

75 Most incidents with boats occur during unhooking, hooking in and transfer.
The "Lifeboat Incident Survey-2000" of the OCIMF is worth reading. See: www.ocimf.com.
76 All lifting equipment must be certified, including the hooks.

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 TOWING MANUAL 2010 CONSTRUCTION

Items of note for workboat crews:

• Never unhook when the boat is at the top of a wave or swell77!
• Always carry a sharp knife when boarding a boat for transportation.
• Wear the appropriate safety gear.
. When launching or recovering only a minimum of crew allowed in the boat78!
• Keep the propeller clear. Watch the painters!

3.3 Hoisting gear

With most new ship designs cranes are favoured over derricks and the same rule applies to tugs. Hoisting
gear on a tug can serve two goals. However hoisting gear designed for one specific task will be the easiest
to operate. It is common for the rescue boat to have a designated hoist which has limited lifting capacity,
minimal outreach and though not a requirement is often slow in handling.

The choice of crane type, ability and positioning are

based on the type of work expected and an additional
appreciation must be given for working in extreme
weather conditions. One would assume locating a crane
close to the outboard side would aid in versatility but
in fact this position makes the work area more suscep­
tible to the sea conditions due to the rolling especially
when alongside another vessel. A typical solution is to
provide a pedestal which enables the crane to work at
an elevated position. This keeps the crane clear of
shipping seas but increases its vulnerability. Alterna­
tively, the crane may be located further inboard79.

To help prevent damage to the crane while the vessel experiences rolling when alongside another vessel,
Yokohama fenders80 (see figure 35) are employed.
Basically an elevated crane or a crane close to the outboard side will necessitate the carrying of Yokohama
fenders on board.

The following are examples of crane loads of two large ocean going tugs: e.g. "SmitWijs Singapore’’
(Built 1984) - Crane outreach: 14/6 metres, corresponding load: WLL 3/6 tonnes and the "Fairmount
Sherpa" (Built 2005) - Crane outreach: 7 metres, WLL 8 tonnes.

77 Tie a piece of rope of approximate 5-7 ft. (11/z-2 metres) to the hook. Often the crane wire will be double reeved because of the boat
weight, this in turn means the hook comes down slow or not at all without load. The rope allows the hook to be pulled downwards and
towards the boat crew. It gives control and creates safety, preventing head injuries! Remember to use a hard-hat!
78 Embarking/disembarking of the personnel should be from/on the main deck.
79 A DP - Dynamic Positioning - vessel can always manoeuvre itself into and maintain the ideal position when transferring equipment.
80 The name is derived from the manufacturer "The Yokohama Rubber Co, Ltd." The fenders had been manufactured at first in 1958 to be
used in whaling. Now they are widely used as large capacity energy absorbers in StS - Ship to Ship transfers of large tankers at sea. (See
also: www.fendercare.com).
See figure 35. Look at the combined netting and tyres around the fender maintaining the shape when compressed and preventing fender
damages through direct contact.

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 TOWING MANUAL 2010 CONSTRUCTION

Working Load Limit (WLL) is the maximum force which a product is certified to support in general
service when the pull (or lift) is applied in line, unless noted otherwise with respect to the centreline
of the product. The WLL of a component is specified by the manufacturer.
WLL should in theory replace SWL in describing the capacity of items such as hooks, slings and shackles.
(See also footnote 59).

All cranes must be certified and tested as per applicable regulations81.

3.4 Anchors

As with each vessel the requirements for the anchors, chains, mooring lines, quantities, lengths, diameters
and strengths will be found on the Midship Section plan of the ship. These measures are related to the
vessel's Equipment Number (EN)82. The law makes no distinction between types of vessels and the legal
requirements are minimum requirements. When an owner, for operational reasons, decides to take
heavier anchors, longer chains, more mooring lines, longer and greater WLL, he is free to do so. But, as
earlier mentioned, when it is decided to go for more, heavier, stronger etc. then any associate gear must
comply with the corresponding requirements.

As an example we will use the data of the m.t. "Fairmount Sherpa". Her EN is 833.5 Letter T83. In the
table84 these data bring us to the following: anchors - stockless: 2x 2460 kilograms, anchor chain 467.5 m
x 44 mm (GR.2) or 38 mm (GR.3), towing wire 1x 190 m85 with a breaking load of 480 kN86, mooring
lines 4x 170 m with a breaking load of 137.3 kN87.

The actual anchors on board of the "Fairmount Sherpa" are 2x 1980 kg high holding power88 type
anchors with a total chain length of 660 metres x 38 mm (GR.3). A special design anchor such as a high
holding power anchor is allowed to have less weight and the total chain length may increase to 200
metres. The chosen anchor type in our case has become the AC 14 type (see figure 36).

High Holding power anchors originally are so called because their holding power was 3 to 4 times greater
than normal anchors of equivalent weight. Developments have increased their efficiency. The efficiency
index is the ratio weight/holding power. The holding power, depending on the soil type, is determined
by two main factors which are the fluke area and penetration.

81 In The Netherlands a division of the Ministry of Transportation is the legal authority as it is in most countries. However certification and
control has often be transferred to the Classification Societies. Based on their advice the government will issue the relevant certificates.
82 Equipment Number is: A2/3 + 2.0hB + 0.1 A. For further explanations see Nautical Handbooks, Manuals of Seamanship, Manuals of Ship
construction, the book "Ship Knowledge” and the Class websites. See also ANNEX 2 in this manual!
83 This is a Class notation. In our example it is LRS - Lloyds Register of Shipping.
84 See website of J.Wortelboer Jr. (www.wortelboer.nl) scroll to wortelboer products, tables and equipment table for the requirements related
to the Equipment Number.
GR. = Grade, is an indication for steel quality.
85 This towing wire is the tug emergency towing pennant, not the "tow wire”.
86 10 kN « 1 metric Ton. (9,8 kN = 1 tonf).
87 Beware! Weights and breaking loads are per unit, length is the total length. E.g. mooring lines 4x 170 metres means 4 mooring lines with
a total length of 170 metres.
88 Look for anchor details at the website of GJ. Wortelboer Jr. (www.wortelboer.nl) or Anker Advies Bureau B.V. (www.flipperdelta.com)
and Vrijhof Anchors B.V. (www.vryhof.com).
The author is of the opinion that every modern vessel should be equipped with High Holding Power anchors. The traditional anchors are
nice in the garden!

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 TOWING MANUAL 2010 CONSTRUCTION

High holding power anchors such as the Pool anchor and the AC 14 anchor are very good anchors for
regular shipping. Should regular shipping switch to the anchor types (Super High Holding Power of Class
A, B or C) as is being used in the dredging and offshore industry, one would meet difficulties to break
out and recover these anchors without a designated Anchor Handling Tug for the anchor retrieval, due
to the deep penetration of the anchors.

The discussion regarding anchors on the modern type vessels in The Netherlands was triggered by the
disaster with the chemical carrier "Maassluis" in 1989 (Skikda/Algeria). In connection with this disaster,
the IMC Group in Rotterdam developed at the request of the Dutch Shipmasters' Association (NVKK =
Nederlandse Vereniging van Koopvaardij Kapiteins) a software program as an aid with anchoring, the
so-called "Anchorplan(See: www.imcgroup.nl).

When a comparison is made between the ground tackle89 on board of the "Fairmount Sherpa" (see
previous page) and a similar tug boat like the somewhat smaller "SmitWijs Singapore"90 then one will
see the choice of anchor on the "Singapore" is of the high holding power type Pool anchor (see figure
37) 2800 kgs each and a total chain length of 655 metres with a 54 mm diameter91.

Ships have a certain degree of latitude with regards to choice of gear. The ground tackle options with
regards to chain length, diameter and anchor type depend on the work type. As an example one vessel
the "Fairmount Sherpa" selected a high holding power anchor with greater chain length only while the
"Singapore" selected all parts of the ground tackle to be greater than the minimum requirement.

Deep water mooring occurs frequently in the offshore industry as does anchoring with a tow. For this
reason, on a tug boat92 one will often encounter anchoring gear in excess of the minimum requirement.

89 Ground tackle is the total of anchors, anchor cables and cable fittings used in anchoring a vessel.
90 Renamed in "Singapore".
91 The Grade of the chain is not known for this example.
92 In the early years in The Netherlands, there were dedicated mate certificates for tug boats. When sitting the oral part of the exam for ocean
going tug boats the following question was always asked: When you visit the focsle deck how do you recognize it is a tug boat? Answer:
The anchor chain is bigger than required.

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IIWI.1

TOWING MANUAL 2010 WINCHES

4 Winches

4.1 Towing winches

The IMO “Guidelines for Safe Ocean Towing"93 (see also the footnote at page 2), Chapter 12, 12.2
state that a towing vessel should be equipped with a towing winch.

No mention is made as to the quantities of towing winches. Since each tug boat is obliged to carry a spare
towing wire, one should say that two winches ought to be common. This certainly is the case with the
larger tug boats where long towing wires of 1000 metres and over is the rule. Parting of a 1000 metre
towing line otherwise will turn out into an extremely time consuming operation.

It is possible on board of AHT's and AHTS vessels, to use the anchor handling winch as a spare towing
winch.

The towing winch and associated gear is often protected from the elements by being enclosed or partly
sheltered under a deck space. The decision for protection or lack of it rests with the ship owner and the
associated costs.

Depending on the tug boat's bollard pull, the winch will be larger and stronger, will have an adapted
foundation in accordance with the required forces, and will have an increased wire capacity.
The towing winch brakes should have a static holding capacity related to wire dimensions and the MBL
- Minimum Breaking Load - of the towing wire. The towing winch design and her size inclusive of the
foundation and additional supports must be able to cope with the breaking load of the main towing
wire94 without creating permanent deformations to the structure.95

The name “main towing wire" is a funny name. In

this context it is used since this is the name given
in the IMO Guidelines. The terminology “main
towing wire" suggests the spare towing wire is less
important, which of course is not true. Main and
spare wire have to be of equal strength and profes­
sionals in the field also have the spare equal in
length. Nobody can tell when a towing wire will
part and as a consequence then your spare wire will
become the main towing wire.

93 These Guidelines are meant for: Quote "commercial towing operations which, by their nature, are not salvage or rescue towing services"
Unquote.
94 In the past on Smit's smaller tugs (until 4500 ihp) the two towing wires differed in length and diameter although both wire sizes complied
with the regulations. This has almost become obsolete. For certain it is unwise!
95 See: IMO "Guidelines for Safe Ocean Towing" Chapter 12, 12.4.
Winch manufacturers in their technical data sheets will always mention their winches comply with the abovementioned IMO Guidelines.
See: www.hatlapa.de /downloads/datasheet_dm8_towingwinches.pdf.

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 TOWING MANUAL 2010 WINCHES

The standard towing winch positioning on a tug boat is slightly forward of the pivot point as the vessel
moves ahead96. There is a difference in winch location when we view the variety in vessel designs be it
a dedicated tug boat or an AHTS. Should the tug boat be of an AHTS type then the aft deck will be
considerably longer and used as a work area and the towing winch located further forward.
The pivot point will then be "artificially''97 created on deck by means of a removable hawse pipe (see
figure 38) or a limited length of heavy chain with a saddle, shackle or tackle (see figure 39) across the
towing wire.

Alternatively the pivot point will be located in the wire gates near the winch location in the area of the
crash barriers98 (see figure 40), wire catchers on the cargo rail (see figures 41 and 38) or a towing bitt
depending upon design.

The location of this point will also have an influence on the manoeuvrability of the vessel99 when
towing.

Towing winches exist in a variety of configurations, single or double drum and in a linear100 or waterfall101
design. Winches can also be electrically or hydraulically driven - High Pressure (HP) or Low Pressure (LP) - or
diesel driven winches or a combination of the mentioned examples. A choice can also be made to have 1 or
2 winch driving motors. Operational requirements and other associated costs will be deciding factors including
delivery time in the choice of winch options. Tailor made winch designs can be delivered on request.

Towing winches require a great deal of energy to operate and often an extra generator is required. It is
wise to pre-warn the on duty engineer in good time to avoid embarrassment.

Every winch motor or the actuator must be provided with a clearly visible emergency stop activated from
different positions102.

96 Pivot Point is meant in this context as the point from which the aft ship turns underneath the towing wire. The nearer towards the stern,
the more difficult it will be for the tug to turn. The tug boat then is tied to her wire as we call it. A bit before the middle gives the most
preferred turning effect.
97 Artificially is perhaps not the correct word, but it is chosen to express that the pivot point is not a permanent part of the construction.
98 Crash barrier is the heavy construction on deck against the accommodation or towing winch room which prevents deck cargo from causing
damage in bad weather.
99 Beware; the bending ratio of all of the mentioned constructions must be in relation with the wire diameter. (See also footnote 62).
100 Linear refers to side by side.
101 Waterfall indicates that the winch positions are in a cascade configuration.
102 The crew should know all the remote positions for the emergency stops. Typically emergency stops once pressed will stay pressed until
reset.

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 TOWING MANUAL 2010 WINCHES

As mentioned on the previous page it is recommended that the brake holding capacity of the winch is
in relation with the MBL of the largest tow line to be used103.

It has to be taken into account that on a trans ocean passage often the towing wire is paid out until the
innermost tow line layer on the drum.

The drum diameter104 is important not only because

of the relation with the wire diameter but also
because of the required heaving or lifting forces (see
figure 42). This must be considered when heaving
in a fully paid out wire especially with adverse
weather and sea conditions as the tow is pushed
and dragged by sea and wind.

On AHTS vessels and AHT's this applies even more

for the special anchor handling winch with the
breaking out of the anchors during anchor handling
42 For the case of a wheel or winch the force is always tangent
operations.

The anchor handling wire or work wire, which is the wire that will be used for the breaking out of the
anchors from the soil and eventual recovery on deck, is usually short in length. This short length helps
prevent multiple wire layers on the drum. Utilizing only one layer prevents the wire, when full load is
being applied, from being pulled through lower layers on the drum and causing damages to the wire
beneath.

A minimum of 3 turns of the anchor handling wire or work wire on the drum should, in theory, be
sufficient (think of the cargo runner on the cargo winch or crane winch drum) plus the aft deck length
and some additional slack metres that will facilitate the work procedure on the aft deck. Sufficient drum
space will remain for the buoy pennant wire to be turned on and a full load can be applied when breaking
out the anchor from the soil, without pulling through the layers beneath.

A winch can often be put in single or double gear, however when the applied force becomes too large,
the winch will stall105.

It is wise to have a larger drum diameter then the minimum requirement in relation to the initial wire
diameter106:
• Practice proved that loads become larger then originally expected.
• Larger drum diameter expands the life span of a towing wire.
• Larger drum results in fewer layers; as a consequence there is less wire to be spooled.

103 See IMO "Guidelines for Safe Ocean Towing", Chapter 12, paragraph 12.3. See also figure 42.
104 The drum radius, with towing winches inclusive the wire layers on the drum, is the arm of the pulling/lifting moment.
See also: http://pergatory.mit.edU/2.007/Resources/calculations/motorcalc.html#motorpower .
105 The definition of stalling is: the minimum torque required, in Nm, bringing the motor shaft to a full stop.This stalling power is often being
found in the winch specifications.
The brake holding power will be larger then the stalling power.
106 See also: www.unols.org/publications/winch_wire_handbook_3rd_ed/10_single_drum_winches.pdf.

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 TOWING MANUAL 2010 WINCHES

43B

In the past the spindle band brakes for towing winches were manually operated107. The newer designs
implement a pneumatic or hydraulic system, and the manual operation is only in the event of emergencies,
a logical result of technical progress and remotely controlled systems. Pneumatically or hydraulically
activated cylinders (see figure 43A) pull or release the spindle band brakes as required.

Hydraulic and pneumatic brake systems must be provided with an emergency release application in the
event of an emergency or black out108.

Emergency release is required if risk of damage or capsizing of the tug boat is imminent. Deformation
. Since the bitter end of the towing wire is clamped to
of the winch during a crisis must be prevented109110
the outside of the winch, the crew must remember to unfasten the clamp(s) before the wire takes
weight’1'10.

Attention: towing with the towing winch engaged/in gear should never be done!

The winch often has only one motor to operate the various drums. To facilitate this arrangement the
gears must be able to be "engaged" or "disengaged" as required via a clutch and de-clutch system
sliding along a shaft (see figures 43A and 43B).
When using the anchor windlass this operation is done manually but the towing winch will employ
hydraulic or pneumatic remote controls which can be viewed via a CCTV from remote positions such as
the bridge with signalling lamps on a designated panel.

Another similar winch device is called a wildcat (see figure 43A). This has the same requirements with
respect to remote control operation.

107 As still applies to most anchor winches.

108 The term "black out'' is generally used in shipping to indicate power has been lost affecting generators, auxiliaries and main engines.
This often happens unexpectedly, though such a situation can be created intentionally for technical reasons.
109 See also IMO "Guidelines for Safe Ocean Towing”, Chapter 12, paragraph 12.4.
110 A hydraulic wire cutter also is an option.
In the past there always was a heavy axe on standby, hanging in the towing winch room.
The bitter end connection or bracket in a chain locker serves the same goal.

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 TOWING MANUAL 2010 WINCHES

“Wildcat" is the name found in the manufacturer's winch specifications. These can be common
winch heads for the heaving of wires, but also can be the winch head for the retrieval of oil rig anchor
chain during rig moves. The winch head then resembles the gypsy as is common with the regular anchor
windlass. When a chain gypsy as a stand alone head is geared with the anchor handling winch it is
called "cable lifter".

Good practise dictates that the wires on the drum must be properly spooled. This means all turns should be
tight against each other with no slack in the turn preventing that the wire will be pulled through the under­
neath wire wraps. A device called a "spooling device" can be employed to help satisfy this requirement.

A spooling device position depends

on the distance of the spooling gear/
hawse pipe or gate to the drum. The
ratio has to be not less then 20:1,
which means wire length from the
spooling device or hawse pipe in
relation to half of the drum width
(see figure 44)111
112. On board tug
boats this ratio requirement results
in occupation of excessive deck space, as a consequence a "wire spooling device" will be employed.

With regards to wire wraps on the drum, the first wrap (layer) is the most important. Often subsequent
wraps will follow the track of the first to ensure a consistent arrangement (see figure 44). To simplify this
spooling grooves can be machined in the barrel of the drum according to the wire diameter that will be
used, this will result in either a helically grooved113 barrel (see figure 45) or a LeBus114 grooved barrel115
(see figure 47) of which the latter is used for larger diameter wires. The LeBus design complies with para­
graph 12.7 of the IMO "Rules for Safe Ocean Towing", and must comply with the 20:1 ratio otherwise
a spooling device will still be necessary.

111 "Warping head" is also a commonly used name. However since this name is also used for the regular mooring heads, it is the opinion of
the author that such name, in this context, only suits the main head of the towing winch. This can be found on board of the old tug boats
in the whale gang (see also footnote 34) which is being used for the retrieval of towing pennants and towing bridles.
112 In the world of hoisting cranes the maximum fleet angle should not be more than 2°30' . When non-rotating or rotation resistant wires are
being used the fleet angle should not be more than 1°30' otherwise employment a spooling device is advised.
113 This is more often in use for small diameter wires, such as crane wires.
114 This is a proper name. Inventor of the LeBus spooling system (see: www.lebusintengineers.com).
115 Except for a permanent grooved barrel, LeBus also has a system that consists of 2 sleeves (see figure 46) that must be mounted on a bare
drum.

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 TOWING MANUAL 2010 WINCHES

The spooling device can be locally automatic, manual, or remotely operated. The spooling can be
monitored via the CCTV from the bridge. Overriding of the automatic system is always possible either
locally or from the bridge control panel.

The spooling device (see figure 48) must be adjusted

to the diameter116 of the wire that will be winched
on. It is guided by one shaft and a second pre­
machined diamond screw type shaft or bi-directional
long pitch screw that steers it either to the right or
to the left. Having arrived at the end of a wrap near
the flange, a limit switch will command the change
of spooling direction. The wire runs between fair
lead heads that guide the wire in its left and right
movement. When the first wrap has correctly been
winched on the drum, the wire will follow the
underlying track and spooling will go smoothly. It
is important to maintain the correct velocity of
heaving for good spooling. Nowadays there are also
systems with servo-drives on a single-thread lead
screw with limit switches and sensors that can measure the wire diameter and adjust the velocity of the
spooling accordingly117. This latter system will be more maintenance prone than the system described
and shown in figure 48.

In the past there was a single-thread lead screw with 2 guiding shafts that supported the spooling device.
That spooling device had to be moved manually by a hand wheel either to the right or to the left. Often
a sledge hammer was used to avoid excessive spacing between the different turns. Attention, skill and
speed were the decisive factors for the fast and proper spooling of the towing wire. A well and skilful
spooled wire will extend the lifespan of the wire. It's economy stupid!

Towing wire speed and wire length measuring instruments are, in general, being recommended as are
load measuring devices. (See also IMO "Guidelines for Safe Ocean Towing" - Chapter 12).
Should the system be designed as remote, a proper control panel with CCTV should be employed. (See
figure 49 - left part of the panel - and figure 50 - right part of the panel)118.
• TV circuit with at least 4 screens
• Control levers for the different winches
• Control levers or buttons for engaging/disengaging winches
• Control levers or buttons for winch brakes on/off
• Control levers for single or double gear
• Control levers for wire spooling
• Buttons for aft deck rollers

116 The wire diameter will reduce a bit when a wire has been longer in use and as a consequence the accuracy of the spooling device also
declines. Manual interference in the spooling process may become necessary. (See also footnote 106).
117 The author has never experienced such a system but it appears that such a system will be more in use on board of cable laying and oceano­
graphic vessels which require more delicate spooling than on board of tug boats.
118 When systems have remote operation positions there must always be an additional local control.

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 TOWING MANUAL 2010 WINCHES

• Buttons for aft deck stoppers

• Buttons to start/stop winches
• Indication lamps for engage/disengage or on/off
• Emergency stop
• Emergency release
• Load measuring device
• Wire length reading device
• Slack wire measuring device (optional)

On page 26 we indicated that the brake holding capacity of the winch should be in relation with the
MBL of the main towing wire. With towing operations there are generally two conditions which will
occur. There will be a straight pull on the winch or the pulling force is being distributed over a set of
traction sheaves or rollers (see figure 51) and the winch. In such a case the towing winch takes only a
part, usually one-third of the force. The other two-third of the force is being absorbed by the traction
sheaves or rollers119. The advantage is a smaller winch and a lighter winch foundation and construction,
something that suits well when space is limited especially in height.

The interaction with the traction

sheaves occurs during the paying out
of the wire. The traction sheaves
slow the speed of payout and this
can cause a slack wire on the drum
resulting in loops and severe damage
to winch and wire. To prevent this,
a slack measuring device should be
used. (See last bullet point on
previous page).

51
As mentioned earlier a well and

119 The principle of the traction sheaves is based on the same principle of bollards. The sheaves that turn are being braked and the wire stalls
itself.

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 TOWING MANUAL 2010 WINCHES

skilful spooling extends the lifespan of the towing wire. It is common to have wires of 1300, 1500 and
even 2000 meters length. It is of great importance that the towing wire is sufficiently tensioned when
being put on the drum for the first time. For one reason or another, the proper tension is never applied
when spooling the wire while the vessel is alongside. It is best to pay out a full wire length when the tow
has arrived deep water and heave her back in again. A wire that has not spooled on a winch while under
tension will be pulled through the underlying wraps when the actual towing starts. This can result in
severe damage to the towing wire and the consumption of precious time when the wire has to be cleared
(see also page 28).
A wire when freshly put on the winch needs to be reeved (take as an example the traction winch
configuration in figure 51). Since a wire with a soft eye or with a thimble or socket either spliced or
clamped cannot be reeved and not be spooled correctly on the bare drum, the wire's bitter end has to
be made with a spliced "flemish eye”120 or a welded artificial eye though the latter can only be done on
the larger diameter wires.

A cable grip/cable sock or "Chinese finger" (see figure 52) also is an option often used when reeving
wires.

The bitter end of the towing wire is most often

clamped to the outside of the winch flange to
facilitate quick release in the event of an emergency.
(See also footnote 110).

With small winches such as cargo winches or tugger

winches, the wire is connected to the bare drum
with a strap or bracket. Such an arrangement in our
case would damage the wire and obstruct the proper
spooling on the bare drum.

A full wrap consisting of a small diameter wire

spooled on the bare drum serving as a “weak link"
is also an option.

4.2 Storage winch

Another winch type where the larger diameter wires will be spooled is the storage winch. These are
drums which house the spare towing wires and pennants. Various drums are available for the storage of
the different wires. They can all be individually driven by one low powered motor, provided a proper
gear clutch system connects them together. The brake system is normally manual and light weight.
Depending on the design as with an ocean going tug, AHT or AHTS vessel, these storage winches can
be located under deck in a designated wire storage room. Alternatively when dealing with a tug boat or
types previously mentioned, the storage can be located one deck above the main towing winch to ensure
proximity to main winch. Storage winches do not normally have spooling devices due partly to cost and
partly to the fact that smaller wires have thimbles or sockets which prevent spooling.

120 A synonym is "winch eye". 2 strands of the wire in opposite direction turned in and spliced back.

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 TOWING MANUAL 2010 WINCHES

4.3 Nylon winch

Nylon winch is the name used for the winch that is on board primarily to facilitate, the retrieving and
paying out of the stretcher or spring line121. If a nylon winch is not present the retrieving operation must
be done in stages122 by means of the large warping heads of the deck winches. The nylon winch can also
be used for storage of pennant wires. The winch is also very useful in the retrieval of the towing gear
and also with the paying out of the gear. The use of such winch improves the speed of the making fast
process and improves the overall safety of the crew on the aft deck (see footnote 58 2nd part). The
storage capacity of the drum is limited because of the relative small drum width. Spooling devices are
almost obsolete with these winches and the brake holding power is generally less in comparison with
the towing winch. The nylon winch however is very helpful when a port call has to be made or a river
approach that requires a short towing connection.
The operations required for this nylon winch will have a bearing on the brake holding power requirement.

Similar operations as mentioned above can be done with the anchor handling winch, but as mentioned
before the brake holding power, in comparison with the nylon winch, is much larger since this winch
often acts as a spare towing winch (see also page 26). The anchor handling winch on board of an AHT
or AHTS vessels can be put in high or low gear (also single/double gear)123 due to the great forces that
sometimes must be applied when breaking out an anchor from the soil.

4.4 Towing hooks and appurtenances

4.4.1 Towing hooks

Towing hooks will be found on harbour tugs engaged in coastal voyages, offshore terminal services, at
offshore installations and also optionally on local salvage tugs. Very large ocean going tugs124 will not
possess towing hooks.

For fast operations the towing hook is an ideal means of connecting. Towing hooks with a SWL of 100
tonnes, TL - test load - of 150 tonnes are common. Mampaey Offshore Industries in Dordrecht - The
Netherlands also can provide towing hooks with a SWL of 250 tonnes125.

As mentioned earlier with towing winches and the necessity of a quick release system, the same is required
with reference to towing hooks. Emergency release of the tow is possible by releasing the hook or disc
such that it drops downward releasing the eye of the tow wire.

121 See Chapter 9.8.

122 Hauling in of a stretcher in stages mainly occurs when dealing with large diameter ropes that cannot easily be put on a capstan or warping
head.
A dedicated messenger (5-8 inch circumference / 40-64 mm 0 = V/2-2V2 inch diameter) on the capstan or head will be used for this
purpose. Such a messenger will be connected to a grommet that is taken around the stretcher or directly tied to the stretcher with a ring
hitch (synonyms are "bale sling hitch" or "lark's head"). (See: "The Ashley Book of Knots" or "The Complete Book of Knots & Ropework"
by Geoffrey Budworth). The stretcher will then be pulled on deck in stages.
123 Example of different winches with pulling forces and related winch speeds: AH winch: Low gear 100 tonf. - 6 m/min., high gear 50 tonf. -
12 m/min., towing winch: 80 tonf. - 15m/min., gog rope winch: 14 tonf.
124 Since towing winches are quite commonly used. See ANNEX 1 - IMO Guidelines Chapter 12, 12.2.
125 See: www.mampaey.com (Also for the DOT system. See Chapter 4.4.2 New Design (3)).

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 TOWING MANUAL 2010 WINCHES

In such action, great care is demanded for the crew on the aft deck. One has to verify at first that not
a single crew member is near the towing hook!!

53 54

The "quick release" system can be either an Electro-Pneumatic Remote Control (= EPR) system (see
figures 53, 54) or an Electric-Hydraulic Remote Control (=EHR) system, to be controlled from the bridge
and/or from deck by means of push buttons. In addition there must always be a manual system locally
available.

Towing hooks come in all shapes and sizes depending upon the type of tow wire. Consideration need
not only be given to whether the tow line is nylon, polypropylene, steel wire or to the MBL. It must also
be given to the bending ratio between wire or rope diameter and the towing wire or rope bearing surface
diameter which will affect the selection of the hook itself. (See also footnote 62).
Towing hooks are available with a swivel mounted on deck (see figure 53) and sliding on a rail track126.

4.4.2 New design (3)

The towing hook design of sliding on a rail track has resulted in a new revolutionary towing concept
called the " DOT system", which means Dynamic Oval Towing. The design employs an oval shaped deck
rail and free running carriages that support the towing hook to travel freely 360° (see figures 55, 56 and
57)127.
The system can be mounted on existing tug boats and can be used with many if not all propulsion systems.
The design improves the ship's stability with sideways pulling and because of this the design resembles
the carrousel tug. This is not a surprise because the IMC group from Rotterdam - The Netherlands (see
also page 25, 2nd paragraph) is responsible for the design.

126 Type Seebeck - Similar type of hooks are being used as mooring hooks on oil terminals as single hooks or double, in groups of 3, 4 or 6
with or without capstan etc. (see: www.tsu-gmbh.de) (see also: www.mampaey.com).
127 A 30 tonnes SWL towing hook is in production. Larger/heavier systems are being developed just as a system with a towing winch.
In April 2008 the first harbour tug provided with a DOT system has been commissioned by the Peterhead Port Authority - Scotland - UK.

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 TOWING MANUAL 2010 WINCHES

4.4.3 New design (4)

In the report above regarding the Dynamic Oval Towing system the name of the carrousel tug was
mentioned as a new design tug boat (see also ANNEX 3). The carrousel tug boat design is unique because
it makes use of a variable tow point which is not normally considered in propulsion technology.

The carrousel consists of 2 parts. An inner rail mounted around the deckhouse and an outer ring rotating
around the same deckhouse, mounted with roller bearings on the inner rail. These roller bearings are
mounted with rubber blocks on the inside of the outer ring to allow for minor inaccuracies and to provide
for modest damping.

This new design has undergone not only laboratory testing at the Technical University in Delft - The
Netherlands and at MARIN -Maritime Research Institute Netherlandsat Wageningen - The Netherlands
but also in at sea conditions. The tug boat "Multratug 12”, was converted into a prototype carrousel
tug which completed testing in 2002. Two new buildings have been ordered for 2006.

The carrousel tug design provides 360° free rotation to the towing wire. Because of this it is not only the
usual static bollard pull - BP - of the tug boat that is being used, but the dynamic pulling - DP - force is
being optimized128. The regular pulling force becomes 5 times higher.

A factor of 5 seems rather optimistic, but this factor has actually been achieved with the prototype testing
of the converted “Multratug 72". During the towing tank tests this factor of 5 was even exceeded. Much
depends on the underwater hull form and the length b.p. of the tug boat as well as the type of engines.
With today's tug boats and engines a factor of 3 or 4 should be expected.

128 This way of dynamic pulling is still being used in the refloating operation of grounded vessels. The tug boat starts sheering and the displace­
ment of the tug boat is then utilized to increase the pulling force. The static pull increases accordingly. When sheering the quartermaster
however has to be very alert and pay a careful attention to the wire angle with the tug boat. Athwart-ship is the maximum allowed towing
wire angle, bringing the towing wire direction more to the bow of the tug will result in a slack wire, a condition that will often result in
a parting of the towing wire when a correction is made. The quartermaster must check on the wire angle and steer accordingly.
Also attention must be paid to the breaking load of the wire because of the relation of Bollard Pull and MBL, which does not comply with
the standard requirements of a dynamic pull.
Sheering with a twin screw tug is less effective in comparison with a single screw tug.
Nowadays the capacity of a tug is measured against her Bollard Pull, but the aspect of Dynamic Pulling is not considered, with the exception
of dedicated escort tugs.
Static pulling, with the use of propellers only is called pulling in the “direct mode" and dynamic pulling is called pulling in the "indirect mode".

36
 TOWING MANUAL 2010 WINCHES

Because of this proven increase of

pulling force one of the main advan­
tages of the design is cost saving.
This costsav/ngtechnique is realized
by-less power/ higher pulling force
- and additionally, due to the 360°
free rotating tow point on the outer
ring of the carrousel it has the added
benefit of increased safety. Capsizing
has become virtually impossible. (See
figure 58).

Nevertheless always ensure the watertight doors on deck are closed when engaged in towing
operations129.

Figure 58 shows the difference in the radial pulling force (C) and the traditional point of attachment (N).
G is the Centre of Gravity of the tug boat.
Because of the freely rotating carrousel the towing force always is via the shortest connection with the
assisted ship. The pulling force (C) in the side keeps the tug boat up and prevents her from capsizing.

The carrousel tug will be equipped

with 1 stern propeller and 1 bow
thruster and 2 motors for reliability.
In 80% of the time operation with
one engine will be sufficient, which
has obvious economical advantages.
Also on the long haul a single screw
is more economical than twin screw.

Single screw ships with modern very

efficient rudder systems like Becker, Schilling etc.130 help ensure the vessel remains very manoeuvrable.

The carrousel tug is a perfect design for escort tugs131 because of the high speeds that can be maintained
(see also footnote 2 and footnote 17) and the exceptional dynamic load ability132.

129 Open deck doors are one of the most common causes of capsizing during towing operations. Harbour towing specifically when trailing
athwart ships behind a ship is particularly hazardous.
130 The Germans are very well known for their rudder designs. Becker, Barke-Becker, Schilling are frequently seen on ships.
Rolls Royce, the owner of Ulstein, constructs the Hinze flap rudder and the Ulstein High lift flap rudder. All these rudders are flanking
rudders.
Lips in Drunen - The Netherlands constructs her efficiency rudders. The engine manufacturer Wartsila owns Lips. This facilitates a close
connection between motors, propellers and rudders, which is very desirable when the relation between design and efficiency is of
importance.
131 Same applies for the DOT system.
132 The carrousel tug design is called the " Escort (combi) tug for harbour towage and escort" BP. 65 tonf. It can deliver a Dynamic Pull of 120
to 250 tonf.

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 TOWING MANUAL 2010 WINCHES

In an attempt to penetrate the escort market carrousel tugs utilize a towing winch which rotates with
the carrousel. This winch consists of an upper and lower drum133 (see figures 60 and 61) the arrangement
utilizes a storage drum and traction drum (see also figure 51) since the full length of the wire is not always
used. The total force is shared between the two drums. The winch is constructed with a slight elevation
(see figure 60) and is powered by 2 independent power packs134 that rotate on the carrousel (see figure
59). These power packs are positioned opposite to the winch and mounted on the carrousel. They are
provided with a proper protection against sea water and good access for maintenance.

4.4.4 New design (5)

A direct derivative of the carrousel tug and the DOT system is the Thrust liner (see also ANNEX 3).
Though, the Thrust liner design is a harbour tug design and beyond the scope of this manual, its design
is worthy of mention. The Thrust liner also uses the 360° free rotation of the towing wire and is designed
to use a tractor type propulsion such as Voith Schneider or ASD, together with a skeg135- single or
double - for the optimal dynamic pulling forces. A second tow point on the stern is provided. A newly
designed 360° rotating towing winch together with an ATC system - Automatic Tug Connection - create
a very safe and powerful tug (see ANNEX 4).

133 The upper drum is the storage drum and the lower drum is the traction drum. (This is best seen in figure 61).
134 A power pack is an independent diesel generator. It can be a diesel-electric or diesel-hydraulic unit.
135 See: The Dutch encyclopaedia “De Taal van het Water” (freely translated it means "The Language of the Water”) says:
1. A skeg is the keel extension in front of the rudder (of some yachts). The skeg supports the flow of water along the rudder blade, while
helping to protect the rudder.
2. The extension or widening of the stem below the waterline.
The Dutch "Binnenvaart encyclopaedia" ("Encyclopaedia for inland shipping”) says: vertical longitudinal sheet/plane centred underneath
the aft ship. See also: http://en.wikipedia.org/wiki/Skeg.

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 TOWING MANUAL 2010 PROPULSION

5 Propulsion

5.1 Propulsion - motors

Propulsion and the power that can be developed by the installed motor(s) is obviously an important
factor when talking about tugs. The power is expressed in kilowatts (kW)136.
The pulling force/ bollard pull is derived from the engine horse power.

It was mentioned earlier that a single screw tug can be more economical then a twin screw tug.
At one time twin screw vessels were rare and only found in use with passenger vessels.
Originally tug boats were single screw vessels, but with the arrival of supply vessels engaged in the
offshore industry and later the AHTS vessels, twin screw became more common. This move towards
twin screw was supplemented with bow thrusters.

In the past one screw also meant one motor, which as the reader can imagine can pose problems.
There are inherent dangers when operating a tug with one engine, as an example a blackout at an
inopportune moment could lead to disaster. Aside from the obvious navigational problems and black
out can also result in the tow coming in close proximity to the tug, or worse.

The concept of two motors on one shaft began after the end of the last world war. This arrangement
created a higher degree of dependability and improved the safety of tug and her crew considerably.
During sea repairs the motor concerned can be disengaged137 and the voyage can temporarily continue
under reduced power.

Later when two propellers were introduced, one motor and associated propeller could be stopped with
pitch/vane position set to zero138.

With the ocean going tugs becoming bigger and the power increasing, the motor types have changed.
The type of work and economics will remain the deciding factors when choosing an engine type. Fuel
price is a primary concern when deciding on an engine. The following factors play a role in the type and
cost of a fuel: density139, viscosity140, pour point141, sulphur content142, flash point, water contents,

136 1 kW = 1,35HP, 1 HP = 0,74 kW (HP is old fashioned).

137 A well-known brand of coupling is the very flexible "Vulkan'' clutch/coupling. See: www.vulkan24.com. Other brands are Geislinger. See:
www.geislinger.com, Stromag. See: www.stromag.com, Centa. See: www.centa.info/. Factsheets can be downloaded from all mentioned
websites.
138 Zero pitch/vane position = according to the earlier mentioned Dutch "Encyclopaedia for inland shipping": The propeller blade position of
a Controllable Pitch Propeller where the blades are in a longitudinal/lateral position.
In aviation as per the Dutch pilot portal "Airwork/ kennisbank (knowledge desk)" it is said as: When the propeller blades have achieved
such an angle that the propeller refuses to turn. In this way the propeller has the least resistance in case of a motor failure.
139 The density/specific gravity as a standard uses a reference temperature of 15°C. In the bunkering world the term API Gravity is also being
used. This is an American standard with a reference temperature of 60° F, which coincides with 15°C.
140 Viscosity, in our case kinematic viscosity, is being indicated by centistokes - cSt. This indication divides the fuel types such as MGO, MDO,
IFO or HFO and is of importance for the fuel pumps and the motor type. The reference temperature is 50°C. Other viscosity references can
be degrees Saybolt (Saybolt Universal Seconds - SUS or SSU), seconds Redwood or degrees Engler. A higher cSt. indicates a heavier fuel.
141 Pour Point is indicated in degrees. The lower the pour point the better the fuel will continue to flow, if not heated. This is especially of great
importance with the transfer of bunkers and/or cargo in salvage conditions. For many fuel types of 15 cSt and higher, the pour point
temperature limit in unheated condition lies with 30°C. The majority of fuels do have a lower pour point. It is recommended to maintain
the bunker tank temperature at least 5-7° higher than the pour point in order to avoid the release of waxes in the oil.
142 The sulphur content is of importance because of the corrosion inside the motor and because of the emission. Sulphur-dioxide is major cause
of acid rain! Particularly on the US West coast and Alaska rigid environmental regulations have been enacted. See also IMO ANNEX VI of
MARPOL 73/78.
Special chemicals like fuel additives can be added to the fuel for the reduction of sulphur and water etc.

39
 TOWING MANUAL 2010 PROPULSION

sediment etc. Additionally the density of the fuel will influence the fuel price, (for more details see
footnotes)143.

Life in the towing world is economically driven. Had the offshore industry been more progressive with
design and manoeuvrability, deep sea towing would have looked sooner at more economical ways of
propulsion to combat the high fuel prices144. The transition of high speed gas and/or diesel motors towards
motors consuming heavier fuel on board of ocean going tugs was made in the early seventies during the
first oil crisis. Permanent tank heating was fit into the fuel tanks and Smit in particular installed blenders145
on its large ocean going tug boats to enable reception of various grade fuels worldwide.
StorkWerkspoorDiesel - SWD - now part of Wartsila, prepared for the future with the 9 and 6 cylinder
TM 410 motors. These new engines ensured heavier fuels could be consumed contributing to consider­
able cost reductions. In general the "heavy fuels" used by ocean going tugs and offshore craft are
considerably lighter than the heavy fuels typically used by merchant navy cargo ships. The type of work
and excessive manoeuvring is a governing factor in the type of fuel used, which explains the differences
in fuel types used in deep sea towing and AHTS vessels.
In the 1970's 120 cSt. fuel was considered quite heavy, yet today in deep sea towage IFO = 180 cSt., is
commonly used.

The type of motors which will be installed on the ship still is the buyers' decision. In standard designs
however the ship builder prefers to install their own standard motor in the ship since all data of such
motors is readily available at the yard. The lay out of the whole system with fuel pumps, purifiers and
other appurtenances has been tried and tested; growing pains if they have ever existed, have been solved
and removed. Ultimately the yard will be in a position to serve their client better. The customer however
always has final say and not only on engine type146.

The type of motor will also dictate the length of the ship. A motor of the TM 410 type with 9 or 6 cylinders
and a power of 5.000 kW and 3.400 kW respectively equates to 5 metres in length147.
The new carrousel tug boats (see Chapter 4.4.3) of a 33 metres length will be equipped with 2 General
Electric 7FDM-V12 motorsand combined power of 4.580 kW. The annotation V12 indicates 12 cylinders
per motor. V-shape installation also equates to space saving in length.

143 See: www.bunkerworld.com/technical/ and http://en.wikipedia.org/wiki/Fuel_oil Each bunker port has Fuel Testing Laboratories. Their
surveyors sample during and after the bunkering and conduct quality tests as per contract. Well-known laboratories are: Intertek-Caleb
Brett (see: www.itscb.com), SGS - Société Générale de Surveillance (see: www.sgs.com) but a number of Classification Societies can provide
a similar service.
144 In the offshore industry fuel is often compensated financially. Here also the high fuel price starts to play a role, although MGO and MDO
fuels are still favoured in the offshore.
As a comparison the fuel prices in USD per mt. in Rotterdam for 23 September 2009. IFO380 $412.50, IFO180 $432.50, MDO $539,
MGO $ 579. Low Sulphur - LS - fuel is about 3-5% more expensive.
See: www.bunkerworld.com/markets/prices/nl.rtm.fpr.html.
145 Blending = the mixing of 2 types of fuel into one type. One has to carefully check the compatibility of both types. Testing systems are
available to ensure an incorrect mixture is not introduced into the engine system.
As with people, incompatibility will not work!!
146 Damen Shipyards mainly equips her standard tug boats with Caterpillar engines, but other brands are also accepted as per owner's
request!
147 Ocean going tug with 9 cylinders motor Lbp 65 metres, 6 cylinders Lbp 58,50 metres.
In the seventies of last century, Dutch law dictated the length of the ship and the demanded minimum crew requirement. Many designs
were deliberately kept below the 75 metres length because of these crew requirements that had been enforced by Dutch maritime law
w.r.t. minimum manning requirements.

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 TOWING MANUAL 2010 PROPULSION

The newly built ocean going tug boats of Rotterdam based Fairmount Marine B.V. (see figure 9) have
a total power of 12.000 kW. Consisting of 2x 2 Wartsila W 6L 32 motors, i.e. 4x 6 cylinders (see figure
62), which means 12 cylinders on one propeller shaft. The length between the perpendiculars for this
vessel is 66,60 metres.

The choice for 4 motors, as always, is an economical decision. If the vessel is ahead of her ETA, 2 motors
can be stopped and de-clutched and the voyage will continue under reduced power. In the offshore
industry "keeping going" is a way of life thus 4 motors, 2 by 2 are almost standard with new buildings.
Also dependability will have improved considerably with this engine configuration.

The Fairmount ship in figure 62 possesses 2 Wartsila shaft generators (see red circles) of 1.200 kWe
(1.500 kVA).
Shaft generators save fuel and reduce maintenance as opposed to the common generator systems.

Two Caterpillar diesel generators of 400 kW each provide 370 kWe (462 kVA) of electrical power when
not sailing and provide additional capacity when required e.g. during anchor handling operations. These
types of diesel generators consume MDO while the shaft generators are driven by the main engines.
Naturally the ship has, as per regulations, an emergency generator. This generator is 110 kW and provides
99 kWe (124 kVA).

Each outside motor, as presented in the figure, can in a de-clutched position drive the fire pumps (see
blue circles in figure 62).

5.1.1 Diesel Electric propulsion

The majority of the world shipping fleet utilizes a traditional propulsion system, which means a diesel
engine driving directly or via gear box the propeller shaft, which often is coupled to a shaft generator
(see figure 64).
So far diesel electric systems (see figure 63) appear only occasionally.

In the offshore many operations require variable speeds and this opens the way for diesel electric
propulsion. The diesel electric arrangement provides greater flexibility in generator use and consequently
very efficient maximum output pending on ship speed required. Additionally, with consideration to

41
 TOWING MANUAL 2010 PROPULSION

environmental regulations the discharge of carbon dioxide (CO2) and nitrogen oxide (NOX)148 is greatly
diminished. (See also footnote 142 and "father and son" systems in Chapter 5.1.2).

Typical delivery from SF.S consist of

• G1+G2+G3 - Generators for aux.cngincs

• Ml M2
* Electric motors for main propulsion
• M3 Electric motor for azimuth thruster
• M4 + M5 Electric motors for tunnel thrusters
• F Frequency converters
• Y/D Y/D starters
• AT Autotransformer starters
• CP Control Panels for thrusters
Option»
• SWBD Switchboards
• DO Complete diesel generator sets
• E&C Engineenng.calculations and commissioning

63

Typical delivers from STS consist of

■ G1+G2+G3 - Generators for aux.engines

• SG1 + SG2 Shafi generators
• Ml Electric motor for azimuth thruster
• M2 M3 Electric motors for tunnel thrusters
■ Y/D starters
• AT Autotransformcr starters
• CP Control Panels for thrusters
Options
• SWBD Switchboards
• DG Complete diesel generator sets
• E&C Engineering,calculations and commissioning

64

148 See IMO - ANNEX VI of MARPOL 73/78 Regulation 13 w.r.t. NOx emissions.

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 TOWING MANUAL 2010 PROPULSION

Passenger cruise ships in this respect enjoy a good reputation. Being amongst the most modern of all
vessels they utilize a diesel electric system together with shaft generators, delivering fuel efficiency and
addressing stringent environmental regulations.

Manufacturers claim a saving of fuel costs in the region of 30% per annum is realised by the use of the
diesel electric system149 especially for vessels serving the offshore oil industry. Although the initial
investment in a diesel electric system is € 1.3 million greater in comparison to the conventional system,
the difference in investment will be paid back in 3 to 4 years. With an estimated economical life of
20-30 years for a ship, the benefits are clear.
Another advantage is the free choice where to install the diesel engines in relation to the propeller shaft(s)
as one can do without dedicated auxiliary generators.

Other advantages are:

• Superior reliability, multiple generators
• Very dependable because of exchange of generators
• Economical, maximum output per generator at different speeds
• Less wearing of parts
• Less space occupied especially because of the shorter propeller shaft
• Reduced operational noise and vibration
• Reduced operational costs, reduced crew

A diesel electric system can be installed as well an

inboard system with propeller shaft(s) (see figure
63) as a "podded"150 system (see figure 65).

149 It is the author's opinion that this "claim in savings" due to compensation of fuel costs by the oil companies/contractors is only slowly
becoming appreciated.
However Ulstein with her ULSTEIN AX104 design started to make the change (see also - Chapter 3.1.2 New design (1)). They say: "It is
both financially and environmentally beneficial!"
150 Podded: indicates that the propulsion system is partly external and hangs as a "pod" underneath the ship.

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 TOWING MANUAL 2010 PROPULSION

In figures 66 A and 66 B two simple schematic examples of diesel electric propulsion are shown151.

5.1.2 "Father and son" system (figure 67)152

A process that has been developed

in the last few years is the so-called
"father and son" system that links
2 diesel motors via a gear box to one
shaft. The difference with the situa­
tion as described on page 39 is that
now both motors have a different
capacity, as suggested by the term
"father/son". Often there will be a
25% difference in capacity between
67
the two motors, in which the son is
less powerful than the father. This
arrangement provides a flexible system in which economic sailing decisions such as speed required, can
be considered The choice for a "father/son" system is normally adopted when 2 or 3 permanent types
of operation prevail as often occurs in the offshore. The economical benefit however is to find in the
right choice of motor combinations e.g. father and son or father or son.

151 (see also: www.scel.no/ses/ses-en/innhold/systemer-produkter/diesel-electric-systems.html).

SES = Scandinavian Electric System AS and is part of the Rolls Royce group.
152 See: www.scana.no,www.mak-global.com and www.cat-marine.com.

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 TOWING MANUAL 2010 PROPULSION

It is possible as shown in figure 67 to add a shaft generator via a gear box to the system.
This leads us to consider the PTO/PTI - Power Take-Off/Power Take-In - system.

PTO/PTI machines are specially designed and function either as a shaft generator (PTO) or as an electro
motor (PTI). They are geared via a gearbox and clutch to drive as PTO any auxiliary such as a shaft
generator, pump or compressor or as a PTI to deliver electrical power and function as emergency propulsion
or auxiliary propulsion. (In short terms, PTO brings power to the switch board and PTI takes power from
the switch board).153 (See figure 68).

PTO can be used as a primary system or a secondary system. When used as a primary system power is
generated by the turning of the engine, when used as a secondary system the power is generated by the
turning of the propeller shaft.
PTI can serve as a "booster" providing extra propulsion capacity or as auxiliary - c.q. emergency
propulsion capacity, the so-called "take me home" mode. This type of auxiliary propulsion compliments
the main propulsion system and functions as diesel-electric propulsion.

The manufacturers of ship propulsion systems suggest the following advantages exist:
• Emergency propulsion system in the event of a main engine failure.
• Insurance premium savings when a PTO/PTI system is being installed.
• A standby emergency propulsion system during harbour maintenance and repair services to the main
engine.

153 See: www.bakkersliedrecht.com,www.wartsila.com,www.manbw.com,www.sam-electronics.de,www.scana.no/scana-volda/

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 TOWING MANUAL 2010 PROPULSION

• Especially tank vessels then can release the standby tug boat.
• Reduced noise emissions.
• Propulsion is more economic.
• When serving as a "booster" providing extra propulsion capacity.

5 .2 Propulsion^ propellers

This manual has discussed propulsion and followed the progression from single to twin screw, twin screw
with bow thruster and single screw with bow thruster and stern thruster. Due to operational requirements
and related manoeuvrability, azimuth propellers and other related types were invented. (See also page 3
and footnote 7).

Although fixed blade propellers are still seen, propellers rotating in a nozzle154 have become almost
standard, especially in new buildings.

A 4-bladed propeller was seen over the years as the most efficient single screw type, while the vision
with twin screws was on 3 blades.
Recent studies indicate a 5 blade situation to be the most efficient. It is however a combination of blade
number, screw diameter and numberofrevolutionsthat finally will dictate the highest efficiency especially
fuel savings.

The ratio of motor cylinders to numbers of blades plays a factor with respect to cavitation and vibration
in the propeller shaft. One general rule exists which is, the number of cylinders should not be a multiple
(e.g. double) of the propeller blade number155.

A propeller is most efficient in one defined position; however the VPP and CPP systems due to their ease
of use and quicker response are being preferred over the fixed propeller system.
A choice for CPP or VPP systems reduces the propeller efficiency from a P.C. - Propulsive Coefficient-of
0.42 to 0.39156.
Since the propeller design is made for a designated blade position and propeller pitch, every change of
pitch will influence the propulsive efficiency. A fixed propeller in a nozzle is the most economical for tug
boats engaged on long ocean voyages, provided they are solely towing.

With regards to propulsive efficiency the nozzle arrangement always scores. It is amongst the greater
improvements in the field of propulsion in comparison with the "free or non-ducted propellers". The
design is in existence since 1934. (See also footnote 154).

154 At page 3, 2nd paragraph the name Kort nozzle is mentioned. Kort comes from Professor Ludwig Kort, one of the inventors/researchers
for higher propeller efficiency. The invention exists since 1934.
There are however, many kinds of nozzles and a variety of manufacturers.
See also: www.wartsila.com,www.manbw.com and http://en.wikipedia.org/wiki/Kort_nozzle.
155 Example: 8 cylinders and 4 propeller blades is not a good combination.
In general the greater the number of propeller blades the less vibrations experienced. This is particularly important for the on board living
environment.
156 A Propulsive Coefficient of 0.33 is very inefficient, whereas 0.42 is regarded as better than average and a P.C. of 0.55 is excellent, yet
almost unachievable.

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 TOWING MANUAL 2010 PROPULSION

The Maritime Research Institute Netherlands - MARIN - in Wageningen has conducted extensive
research of nozzle shapes in relation to ship type. Each type is assigned a specific number such as 19A,
22, 24 and 37 (see figure 69). The last two types are used for craft discussed in this manual.

70 Wartsila HR nozzle 0 3850 mm, L = 1925 mm.

For the complete nozzle construction see ANNEX 5.
69

The nozzle shape resembles the profile of the wing of an aircraft.

The flow of water towards the propeller is accelerated by the pressure difference fore and aft of the
nozzle. This creates an additional forward propelling force. Of the total thrust, up to 40% can be
generated by the nozzle itself.

The ratio between nozzle diameter and nozzle length will be roughly 2:1157158
(see figure 70). The access
opening is larger than the exit opening and at the propeller position the opening is smallest.

Propeller manufacturers which invest in new nozzle designs do so under the heading "high efficiency
nozzles" and are comparable to the 19A design. A “high efficiency nozzle" with a specially designed
propeller and inflow can improve the pulling force by 30%15S.

Previously nozzles were favoured due to the ability to maintain steerage at slow speed and increased
pulling power. Today with high efficiency tunnels (see figure 70) they are also in favour due to the added
advantages, listed below, at speeds of 15-20 kts.
• Fuel saving
• Larger pulling force
• Greater speed

In the 5th paragraph of Chapter 5.2 we discussed in general terms the variable pitch propeller and its
efficiency. When dealing with tug boats some background information should be provided.

157 Originally the length-diameter ratio of the nozzle is 0.5. With the nozzles type 22 and 24 this ratio changes to .8 and 1.0 respectively.
158 Wartsila Propulsion Netherlands B.V., before known as Lips in Drunen - The Netherlands produce the Lips HR Nozzle. It produces 10%
more thrust in comparison with the 19A type. (See figures 69 and 70).
MAN B&W also has developed a "high performance nozzle" known as the AHT - Alpha High Thrust.

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 TOWING MANUAL 2010 PROPULSION

In the period before "ducted propellers", propulsion was designed either for pulling power or speed. In
the field, the names "pulling propeller" and "speed propeller" were used.
Simply put one propeller has a greater efficiency with pulling and the other with free sailing speed. The
difference lies in the varying pitch as with VPP we identify a different pitch angle. Though tugs are
primarily used for pulling (or pushing), tugs engaged in salvage operations place a greater need on speed
and arrival time.
A tug boaton salvage station in first instant benefits more from a "speed propeller" than from a "pulling
propeller" since the rewarding of the contract or a successful salvage depends on the time of arrival.
Speed when towing is secondary. (See also page 8 concerning stationed salvage tugs and footnote 23
on the same page).

It should be appreciated that optimum propeller pitch varies whether the tug is towing or simply underway.
Weather conditions, sea state and draft are the decisive elements when considering speed. When consid­
ering the actual towing operation the dimensions and deadweight of the tow are of greater importance.
Each condition requires a different propeller pitch in order to arrive at the optimum ratio between speed
and fuel consumption. Here a submerged propeller plays a very important role (see also page 2 the
remarks regarding the Bollard Pull test - and page 8 regarding the draft).

It should be remembered, when dealing with a propeller nozzle arrangement, the system acts as if it
were a vacuum cleaner. Certainly in the offshore industry where ships often call at small and shallow
ports there is a great chance to suck objects into the nozzle. Any item can find its way into the system
from car tires (often broken fenders) to mooring ropes not to forget the large towing stretchers. Even
the large double type towing stretchers of 22 inch circumference single part, which is 0176 mm single
and 0352 mm double, complete with socket (see figure 86) can be sucked in. Delay, damages and
expenses can run high!
Additionally, try to avoid ‘‘backing up" when retrieving the tow linel

As many seamen are aware, a right handed propeller when going astern acts to move the bow to
starboard. When dealing with variable pitch propellers the direction of the bow remains unchanged
whether the pitch change results in ahead or astern propulsion (this is correct in theory, though some
actual reports suggest otherwise). Often variable pitch propellers will be left handed to satisfy the ‘‘bow
to starboard when going astern" familiar condition.

5.2.1 Bow thrusters

On page 3 the subject has briefly been mentioned. The bow thruster is installed for greater manoeuvra­
bility and not for forward propulsion. Though, with a jet system and the arrival of azimuth thrusters,
swing-up thrusters and retractable thrusters159 (see also page 3 and footnote 7) they provide the ability
to use the thruster as a "bring me home" system. Naturally this is not a solution for long distances and
bad weather situations. Usually the thruster will be mounted in a tunnel hence the name tunnel thruster,
while the term bow thruster is also commonly recognized and occasionally one will encounter a retractable
thruster.

159 Retractable is very useful as we discussed earlier in the same paragraph. When a tug boat or AHT however is being deployed in a salvage
operation and as a consequence has to sail in shallow waters, a tunnel thruster is more advisable.

48
 TOWING MANUAL 2010 PROPULSION

The bow thruster improves the manoeuvrability; it produces 180° thrust i.e. 90° to starboard and 90° to
port. The propeller is placed near the ship's centreline for equal thrust to both sides. Rotating in narrow
and limited spaces has become possible and the ship can be docked almost anywhere as required. For
larger tugs consideration must be given to the greater effects of wind, lateral wind area, current and
corresponding thruster power16Oavailable.

The thruster position should be as far forward as possible in order to achieve the most effective turning
lever arm. When stopped the lever arm will be maximum, when making forward speed the arm will
reduce because of the forward shift of the ship's pivot point. This explains the reduction of the thrust
effect when the speed of the ship is increasing.

Generally speaking the effective bow thrust reduces with 25% with a speed ahead of 3 knots and with
50% with a speed of 7 knots.

When considering a bow thruster, ship's width and especially draft play role, as the thruster must be well
submerged. It can be appreciated that heavy sea and swell will have an effect on the ability of the thruster
to provide maximum power. If the arrangement of thruster size and tunnel arrangement is not adequate
then another option is to use two or more thrusters with smaller diameter in tandem161.

The owner can choose either a fixed blade propeller or a bow thruster with a variable pitch.

Bow thrusters are powered via a gear box that will be positioned in a dedicated space nearby the thruster
tunnel. The drive can be either diesel driven or electric or hydraulic. Electrical drive favoured due to the
stepless transmission. The bow thruster propeller itself mostly is 4-bladed162.

Much attention is given to the number and size of blades, and the room that the propeller has in the
tunnel i.e. the tunnel dimensions. Additionally the blade shape referringto high skew or moderate skew163
is of concern not only for propulsion efficiency but with regards to the noise level164.

There are rules of thumb with regards to position and design of bow thruster tunnels. This is described
in a ‘‘Noise & Vibration Design Guidance - Bow Thrusters" van ‘‘Noise Control Engineering-NCE" in
Billerica - MA - USA.

160 On board it is general practice to complain about a too low powered bow thruster. Justified or not, 100 hp produce 1 tonf. thrust. The bow
thrusters vary between 600 kW/800 hp and 2250 kW/3000 hp.
Conditions like current, wind direction and force should never be neglected while at sea! There is no better bow thruster than a strong
current!
161 With the new Ulstein AX104 design (see Chapter 3.1.2) retractable or tunnel mounted thrusters, with propeller diameters of 2400 mm and
2500 mm are addressed.
162 A thruster can be said to have “Kaplan-type blades" The name comes from Professor Viktor Kaplan, an Austrian engineer who at the
beginning of the 20th century invented a propeller type water turbine with adjustable blades (see figure 71).
163 The word "skew" is a professional term common to all languages. It indicates, in simple terms, the deformation/bending/asymmetry of
the propeller blade. Tug boats, in order to prevent vibrations use moderate-skewed propellers.
164 When discussing noise level caused by bow thrusters many suggest the noise itself only lasts a few minutes. With large vessels this can be the
case, however offshore vessels and especially AHT's and AHTS's servicing of oil rigs and platforms demand regular use of the thrusters.

49
 TOWING MANUAL 2010 PROPULSION

The guide describes the minimum distance from centreline tunnel until the bottom, the minimum
distance until the maximum freeboard, minimum tunnel length etc. It also advises that the hull shape
down stream of the tunnel should be dished and more design rules apply such as following the
predominant water flow direction. The type of attachment of the thruster in the tunnel, the chamfered
entrance shape and the shape of the grid in front of the tunnel entrance (see figure 72) etc., all contribute
to the reduction of noise and vibrations in the ship. (See also: www.thrustmastertexas.com, Tunnel
thrusters, Tips on Thruster Installation).

Rolls Royce has designed the Super Silent type tunnel thruster (see figure 73)165 with double mounted
tunnel. This design can reduce noise by 15 dB when compared to standard designs. When combined
with extra measures such as floating floors a noise reduction of 25dB or more can be realised.

5.2.2 Vertical Axis Propellers

One propulsion and manoeuvrability arrangement which must be discussed is the Voith Schneider system,
which falls under the category of "Vertical Axis Propellers’’ (see figure 74 and the Voith Tractor Drive
picture on page 3). This system performs as if the propulsion and bow thruster were working in perfect
harmony. Voith Schneider cycloidal propeller is the official name. The propeller blades are vertical and
rotate simultaneously in a rotor casing. The blades oscillate around their own vertical axis and generate
thrust in any direction regardless of the ships heading166. Combined with the large skeg astern this system
provides a large degree of manoeuvrability and ease of maintaining course. As earlier mentioned, the
system generates thrust in any direction without stopping the driving motor or altering its direction.
Originally the system was employed by harbour tugs because of its great steering/propulsive force at
low speed, but now it is expanded to encompass offshore work, short coastal towing and escort work.
The increasing powers and bollard pull and the demand to assist in rig moves, have naturally shifted
these types of tug boats to sea and at present the system is one of the most ideal propulsion systems for
escort tugs.

165 See: www.rolls-royce.com/marine/product/propulsion/tunnel/default.jsp .

See also: www.vandervelden-marinesystems.nl m.b.t. EPS™ thruster. Winner of the Maritime Innovation Award 2006 in The Netherlands.
166 See: http://users.pandora.be/sleepbedrijf/SL-New.html or google to Towing Company Antwerp > Tug boats > Our Fleet > Voith-Schneider
cycloidal propellers.

50
< < TOWING MANUAL 2010 PROPULSION
-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Voith originally had strong competition with the

ASD and Z-peller systems, since the original Voith
system was 30-40% less efficient than traditional
propeller propulsion. Competition forces innovation
and Voith has now improved the system by enlarging
the blade length, changing the blade angle curve
and increasing the number of blades to 6.

In addition the protective guard around the propeller

blades has been modified and reduced from 10 struts
to 4 which exert a nozzle effect and increases
propeller thrust.

01
03
Rotor casing.
Kinematics.
02.
04
Slade.
Control rod.
The protective guard is installed to protect the
05 Hydraulic actuating ram 06 Bevel gears.
07 Spur reduction gears 08. Drive drum; propeller blades when running aground or if there
09 Propeller housing. 10 Plain thrust.
11 Roller beanng. 12. 00 pump.
is a lateral contact with an assisted vessel. Together
with the skeg of which the lower part is in line with
the protection guard, it will be used as a support
during dry docking.

As mentioned in the earlier paragraphs the Voith Schneider system is in high demand for escort duties.
For escort tugs an additional modification has been introduced to improve efficiency. The Voith Turbo
Fin (VTF) is a high lift profile skeg with a rotating cylinder tube at the leading edge.

Another Voith innovation with only 2 blades, originating from the first VSP system, is the Voith Cycloidal
Rudder - VCR - (for details see ANNEX 6). The VCR can also be installed on large vessels either in
a passive sense as a rudder, or in an active sense as a VSP which will create additional steering power
when manoeuvring in small areas.
Should the main engine fail, the VCR in the active mode can be used as an emergency backup propulsion
system. It will function in a "take me home" capacity or as minimal propulsion to protect the ship from
calamities167.

167 See: www.voithturbo.com.media7vhos_vcr-e.pdf.

51
 TOWING MANUAL 2010 WORKING CONDITIONS
1

6 Working conditions

When discussing engines consideration must be given to the health and safety of the crew. Noise and
vibration introduce a fatigue element upon the crew affecting their performance and well-being and is
often a contributory factor in accidents. Welfare of the crew relates directly to economics and ship builders
consider this factor when designing ships, building ships and installing individual units.

On the foregoing pages the subject of noise and vibrations has already been mentioned. Extra information
concerning noise and vibration can be found throughout this manual168. Worldwide there are various
acts and regulations addressing safety. In the United Kingdom the health and safety issues are governed
by the Merchant Shipping Act 1995, The Merchant Shipping and Fishing Vessels (Control of Noise at
Work) Regulations 2007169 (coming into force for sea going vessels on 6th April 2011) and The Merchant
Shipping and Fishing Vessels (Control of Vibration at Work) Regulations 2007170 (came into force 23rd
February 2008). These Regulations implement Council Directive 2OO3/1O/EC (OJ No L 042,15.2.2003,
p.38) on the minimum health and safety requirements regarding the exposure of workers to the risks
arising from physical agents (noise) (seventeenth individual Directive within the meaning of Article 16(1)
of Directive 89/391/EEC171).
The previously mentioned Council Directive is a requirement for all of the European Union, not just the
United Kingdom.

Accepted IMO regulations concerning noise level make allowance for transitional periods. These regulations
are contained in IMO Resolution A.468 (XII) - Code on Noise Levels on Board Ships. The newly added
article 9.35a is applicable.
The new legislation has reduced the maximum acceptable limit of noise exposure by 5 dB bringing the
level to 80 dB for the required provision of hearing protectors and 85 dB for compulsory use of hearing
protectors including special measures that must be taken by the employer.

The values mentioned previously are based upon weighted average of the daily noise exposure level.

The EEC Directive contains minimum requirements. It is important to mention that the employer may
have an obligation to provide information and safety gear but the employee also has a duty to wear the
prescribed safety gear (article 13).

168 See: Chapter 3.1.2- footnote 25, Chapter 5.1.1- see: the advantages of diesel electric propulsion, Chapter 5.2 - vibrations propeller shaft
and footnote 155, Chapter 5.2.1. - bow thrusters and footnote 163, footnote 164 and the Super Silent tunnel thruster.
169 Merchant Shipping No. 3075.
170 Merchant Shipping No. 3077.
171 Council Directive 89/391/EEC of 12 June 1989, on the introduction of measures to encourage improvements in the safety and health of
workers at work.
See also: http://www.mcga.gov.uk.

52
 TOWING MANUAL 2010 FIRE-FIGHTING CAPACITY

7 Fire-fighting capacity

As is earlier mentioned in this manual, (see Chapter 2.1 - Purpose and area of work, last paragraph)
a tug boat like all sea going vessels must comply with applicable legislation. A tug boat accordingly is
equipped, as per SOLAS requirements, with measures to fight on board fires.

Equipment on board of tug boats that will be used for external fire-fighting are in addition to the SOLAS
requirements. Owners will equip their vessels with monitors, foam, additional fire man's outfits, additional
air breathing apparatus etc. for monetary reward by obtaining contracts. When the tug, AHT or AHTS
carries extra fire-fighting gear in compliance with the industry standard, it will be classed and contracted
as a fire-fighting vessel.

The industry has agreed on fire-fighting standards172, in the form of FiFi notations. These notations vary
from FiFi 0 or FiFi V2173 to FiFi III. (See also footnote 15 and ANNEX 2 Table 25, regarding the different
Class requirements).

75 76

Both vessels are equipped with LRS certified FiFi I foam/water remotely controlled monitors of 1200 m3/hr. each.
See figures 75 and 76. See also figure 76 for deluge system around the accommodation and supply lines to the monitors.

Although new buildings are being equipped, as a minimum, with FiFi I capacity (see figures 75 and 76)
to improve the attainment of contracts, FiFi 0 or FiFi 16 for external ship fire-fighting should be sufficient.
When fighting ship fires with tugs, several factors come into play. Proximity to the other vessel must be
maintained as well as an appreciation of stability, longitudinal strength and the cargo on board. (See
figures 77 and 78).

Two monitors are the minimum requirement and are often located on an additional mast platform or on
the monkey island atop of the wheelhouse. This will increase throw length and height of the water jet

172 These are offshore standards. See also websites of fire equipment manufacturers as mentioned in footnote 173 and “google" with FiFi
notation.
173 FiFi 0 and FiFi 1/2 are technically identical, they are a non-classified arrangement with a monitor capacity of less than 1200 m3/hr. Mostly
they will have a capacity of 600 m3/hr. with a throw length of 100 metres and a throw height of 45 metres.
See also: www.ansul.nl/export,www.ajaxfire.nl has become www.ajaxchubb.nl also to find under http://www.utcfireandsecurity.com,
www.akerkvaerner.com and www.skum.com.

53
 TOWING MANUAL 2010 FIRE-FIGHTING CAPACITY

(see figures 75 and 76). The fire-fighting pump often is linked to one of the main engines as can be seen
on the ship drawing of the new Fairmount tug on figure 62. The outermost starboard motor and the
outermost port motor control one fire pump each. Often in front of the accommodation or behind the
deck house there are additional manifolds in order to connect extra fire hoses as required and facilitate
physical close quarter approach of fire-fighters.

If the fire fighting monitors of FiFi I, II or III equipped tugs, are directed at the sea surface the tugs can
reach speeds between 4-6 knots. This speed is obtained by the force of the water jet alone.

Salvage tugs are often provided with 600-1000/1200 m3/hr. portable FiFi units174 (see figure 77 and
footnote 173).

In the early nineties Pyrocool Technologies, Inc from Lynchburg VA, USA joined the market with two
new products. Pyrocool FEF and Pyrocool AR175 were fire fighting agents alternative to the traditional
foam concentrates. The great advantage was the cooling effect, the environmental safety, biodegrad­
ability and the mixing ratio of 0,4% with water contrary to the 3% and 6% of the other foam concen­
trates.

The reduced mixing is particularly interesting since spare space is a commodity on sea going vessels. In
1994 SMIT Salvage (then still named Smit Tak) used the agent when fighting the fire on board of the
motor tanker "Nassia" in the Bosporus - Turkey.

Often ships sail with fire extinguishing foam on board176. It is housed in a foam tank with a limited capacity
varying between 8 and 12 cubic metres. Such quantities are not sufficient to extinguish a major ship fire,
for such cases extra foam will be supplied in drums and carried on deck (see figure 77). The foam
concentrate will be introduced in the line via a portable line proportional device and mixed with water.

174 In ship salvage, portable FiFi units are being air lifted and put on chartered tugs of convenience that then can assist in the fire-fighting.
175 See http://www.pyrocool.org/index.htm or google with "Pyrocool" as the subject.
176 There are many kinds of fire extinguishing foams, biological as well as chemical. There is light foam, medium foam and heavy foam, each
kind with the own application. Well-known types are AFFF - Aqueous Film Forming Foam, AR - AFFF - Alcohol Resistant - etc., Protein
Foam and Fluor-protein Foam and within these different foams there are many subdivisions.
For more information see the website of the Kidde Fire Fighting organisation (www.kidde-fire.com) and the websites of the firms mentioned
in footnote 173.

54
 TOWING MANUAL 2010 FIRE-FIGHTING CAPACITY

Because of the limited shelf life of the foam concentrate ships often sail with empty foam tanks until
a contract demands otherwise. Within an offshore contract the contracting company/oil company will
have a large foam stock ashore as a part of the mandatory contingency plan. These foam stocks are
checked and documented by the foam supplier. National Foam - NF - a division of the Kidde Fire
organisation177 is one such producer and worldwide supplier of foam concentrates.
Environmental laws dictate regulations for the use and storage of fire extinguishing foams.

177 Kidde Fire organisation in turn is a UTC - United Technologies Company - Fire and Security company that is based in Hartford - Connecticut
- USA. (See also footnote 173).

55
 TOWING MANUAL 2010 OIL SPILL RESPONSE

8 Oil spill response

(See also remark on page 7)

As there is a special tank for fire extinguishing foam concentrates ships can also have a dedicated tank
for chemical dispersant in the event of oil pollution178. The unit will include a simple outboard spraying
boom with a typical tank capacity of 8 to 12 m3. The system works well for a minor spill of low viscous
oil but will be insufficient for moderate or large spills. For moderate spills there are more robust tools
required depending on the type of oil product and any environmental factors179.
In the offshore industry oil spill response is a part of the compulsory contingency plan. Coastal States
typically make multi-lateral and/or bi-lateral agreements for mutual assistance for large pollution
incidents180.

Dedicated national environmental agencies and oil companies comply with the obligatory requirements
for contingency plans. Connected to this obligation is the requirement for equipment to be on standby,
stored in a warehouse or other including means to load and unload equipment as required. Long term
chartered vessels often have on board provisions that facilitate immediate installation of pollution control
equipment181.

"Spills" have been categorized in 3 divisions namely Tier 1, Tier 2 and Tier 3.

Tier 1 = having equipment locally on site to deal with a minor operational spill.
Tier 2 = having access to regional in-country resources, both personnel and equipment, shared under
a mutual aid agreement in order to be able to deal with a larger spill.
Tier 3 = a major oil spill that cannot be managed with the Tier 1 and Tier 2 resources because of her
volume and complexity and where additional international expertise and resources have to be provided
for an adequate and effective response.

178 Many countries do not support the use of chemicals in oil pollution response. As an example the Netherlands have prohibited the use of
chemical detergents since 1990, while others allow chemical detergents under special circumstances only.
179 Most states do have an environmental agency or Environmental Protection Agency - EPA that will be in charge.
In The Netherlands this agency is the North Sea directorate. The directorate predicts a spill of 30,000 m3 can be cleared within 3 days with
the available response capacity.
Response costs will vary widely per State. (See: http://www.itopf.com/spill-compensation/cost-of-spills/ ).
180 Regarding the North Sea coastal states it is the "Bonn Agreement". Regarding the North Atlantic the "Lisbon Agreement", regarding the
Mediterranean the "Barcelona Convention"and regarding the Baltic it is the "Helsinki Convention".
181 Oil companies often have contracted OSRL - Oil Spill Response Ltd. in the United Kingdom. This especially is necessary to cope with Tier
3 pollutions (also there is the EARL - East Asia Response Pte Ltd. in Singapore) (see: www.oilspillresponse.com).

56
 TOWING MANUAL 2010 TOWING MATERIAL

9 Towing material

In the foregoing chapters we discussed the tug boat and the related details concerning manoeuvring,
winches, engines etc. We will now consider the towing material, which is the necessary equipment to
be on board of a tug boat enabling the ship to carry out the function for which it was designed.

Before a towing operation is to commence the vessel must receive a "Towing approval certificate'’ issued
by a surveyor from a firm such as Noble Denton182. This certificate indicates that all the towing equipment
has been certified and that the tow itself is seaworthy. It is a legal obligation to receive such a certificate
and has implications for business, safety and insurance, which will be dealt with in detail later.

A typical towing equipment list will contain the following:

• Towing wire
• Pennant wire
• Towing sling
• Towing chain
• Towing shackles (Bow and D-type)
• Triangle plate
• Retriever wire
• Stretcher
• Towing sleeves
• Gog rope and saddle
• Wire/chain stopper

9.1 Towing wire

The equipment will include more than one towing wire. Normally there will be two on the towing drums
and one or two on stand by reeled on the storage drum or coiled in a hold or on deck. (See also the
remark regarding the main towing wire and the emergency towing wire in Chapter 4.1). The length of
the towing wire (for minimum length see ANNEX 1 - IMO Guidelines Section 12,12.9) is dependant on
the size of the towing winch drum and the nature of the planned voyages. The length is also dependant
upon the relation between wire diameter and tug bollard pull (see also Chapter 4.1: Towing winches).
Wire lengths of 1300 until 2000183 metres are common on the large ocean going tugs.

It is a regulatory requirement that one end fitting of the towing wire must be fitted with an eye with
thimble (see figure 79) or a spelter socket fitting (see figure 80)184. The other end should be such that it
can be easy connected to the towing winch drum (see Chapter 4.1 footnote 120 and in same chapter
the last paragraphs in italics).

182 Well-known firms that issue towing certificates internationally, are: BMT Marine & Offshore Surveys (Incorporating The Salvage Associa­
tion and BMT Murray Fenton Ltd) - BMT = British Marine Technology (see: www.wreckage.org;www.bmtmarinerisk.com and www.bmt.
org), Noble Denton (see: www.nodent.co.uk) and London Offshore Consultants - LOC (see: www.loc-group.com). All firms are originally
British and have their home base in London with secondary offices abroad.
183 The advantage of an initial ample wire length is that after the usual “wear and tear" one can easy cut 100 metres off the wire without
jeopardizing the wire length requirements. Clever economics!
184 These types of wire fittings are called "hard eyes".

57
 TOWING MANUAL 2010 TOWING MATERIAL

Figure 79 is a superloop spliced eye

with thimble and swaged sleeve or
clamp. Figure 80 shows an open and
a closed spelter socket. In the past
the wire was poured around in the
socket with molten tin but nowadays
the molten tin is being replaced by
synthetic resin, a so-called cold
socketing compound.
Well-known brands are "Socket-
Fast" of Philadelphia Resins, PA,
USAand "Wirelock" of Millfield Enterprises (Manufacturing) Ltd. in Newcastle upon Tyne-UK. These
cold socketing resins consist of 2 components which are the resin and a catalyst/hardener. Careful
preparation and cleaning of the wire and socket are of paramount importance. An hour after the
connection is being made it can be loaded to 75% of its strength. Both connections, superloop as well
as the spelter socket are regarded as 100% wire terminals.

Another name for "superloop splice" is "american splice" and in the USA it is called a "Molly Hogan".
The wire is split into two parts of strands and these strands have to be rejoined in the opposite direction.
Alternatively such a superloop spliced eye fitted with bulldog grips is a quickly made and reliable end
fitting185. (See figures 81 A, 81B and 81C for the basic explanation to make such a splice).

Towing wire diameters that coincide with a 180 - 200 tonf BP have a size of 74 to 76 mm (see also
ANNEX 1 - IMO Guidelines for Safe Ocean Towing especially Section 11, 11.1 and Section 12).

The required minimal breaking strengths of the towing wires are exhibited in tables (see ANNEX 1 - IMO
Guidelines Section 12,12.11) and linked to the BP in tonnes. Noble Denton in the "General Guidelines
for the Towage of Ships" Report No. 0026/NDI uses a slightly different standard.

185 An end fitting without a thimble or socket is called a "soft eye".

58
 TOWING MANUAL 2010 TOWING MATERIAL

9.2 Pennant wire

Usually several pennant wires of various lengths can be found on board. They can vary between 30 to
120 metres and possess a hard eye at each end. The usual lengths as known by the author are 30, 60
and 120 metres. (Pennant lengths of 30,50 and 100 metres also exist as can be met on the new Fairmount
tugs that are frequently named in this book).

Why lengths of 30, 60 and 120 metres, ‘‘the author speculates": 220 metres is a full coil of wire rope
or mooring rope. From a 220 metres coil one takes a1x 120 and a 1x60 metres pennant with superloop
clamped thimble. (With really heavy wires a V/2 clamp or sleeve is used). Wire damage of a 120 metres
pennant can still produce a 60 metres pennant length and wire damage to 60 metres can produce
a 30 metres pennant length. Another possibility Is that the English measurements of 100 ft, 200 ft and
400 ft equate closely to 30, 60 and 120 metres.

The pennant wire ought to be slightly thinner than the towing wire. A 68 mm 0 diameter pennant should
be linked to a 74 mm 0 towing wire and a 71 mm 0 pennant to a 76 mm 0 towing wire. The pennant
is thinner and as a consequence weaker than the towing wire. In the English speaking community it is
often referred to as a "fuse wire" and tug boat crew and ship owners are somewhat relieved to hear
that during towing operations, the fuse wire parted rather than the hard to change and expensive towing
wire. Economics!

Items of note:
• It should be accepted that the parting of a towing wire always occurs at the least opportune moment.
Re-rigging, preparation and reconnecting consume a considerable amount of time.
• An aged towing wire and new pennant can negate the benefit of the fuse wire properties.
• Overall it is best to simply avoid parting the towing connection.

The pennant length to be used will be chosen by the tug boat captain and will depend on several factors.
A 30 metres pennant is often long enough to be used for connections within the port area. There should
always be sufficient wire slack on the aft deck to connect safely. A 60 metres pennant will often be used
as a spare connection for use at sea. It provides extra slack allowance for sea conditions. The larger the
swell or seas the longer the pennant, and it is common to use a 120 metre pennant in the heaviest of
seas. When tug and tow have to transit through heavy swell areas, such as the oceans south of Africa,
captains will often choose a 120 metres186 pennant wire because it provides the necessary slack of the
pennant on the aft deck allowing the crew to safely reconnect.

In summary, the pennant wire should not be too short and be of sufficient length to compensate for
mishaps. Mishaps in this context refer to complications on the aft deck, manoeuvring and compensation
for tug tow interactions.

186 The mandatory ETA - Emergency Towing Arrangement for tank vessels > 20.000 tonnes dwt. requires a pennant length of at least twice
the lightest seagoing ballast freeboard at the fairlead plus 50 metres. This clearly is based on connecting in adverse weather conditions.
The 120 metres pennant mentioned in this chapter is based on the same principle.

59
 TOWING MANUAL 2010 TOWING MATERIAL

It is true that a shorter pennant allows for more convenient shortening up when calling at and entering
a port. Longer pennants have the advantage of ease of connection when dealing with tows and calling
at the next port can be dealt with later. It can be appreciated if and when things go wrong at sea; a longer
pennant helps ensure reconnection time is minimized.

Pennant wires will also be used as the legs of a towing bridle. Depending on the width of vessel or barge
one can choose a 30 metres or 60 metres pennant. The ideal angle apex is 60°-90° but in practise the
resultant is normally less.

When pennant wire is used with a composite bridle (chain and pennant) it is called a “chain extension
pennant"187. A composite bridle is considered a non-permanent solution. The bridle chafing chain is
then extended with a wire pennant as it makes the bridle as a whole, lighter and easier to handle.
A full chain bridle will be heavy and difficult to handle. (See also Chapter 9.4 “Towing chain").

9.3 Towing sling

The towing sling is similar to a towing pennant but the length rarely exceeds 30 metres.
It has a soft eye on one end and a thimble on the other end. Often both ends are superloop spliced and
clamped.
A sling is often used when a connection must be made quickly and/or when executing a short sea voyage.
The soft eye is put around a bollard and the tug starts pulling when the towing connection is
completed.

The disadvantage of using an eye on the bollard is evidentwhen letting go orbringingin slack (something
that always has to be done mechanically either by winch or tackles). In order to remove the eye from
the bollard when disconnecting, the weight must be taken on the line in order to free the eye.

Whenever heaving in or releasing the sling, ensure the eye should be closed by a rope seizing to avoid
it catching on an obstacle.

A substitute for the towing sling is a pennant wire with one bitter end and a thimble/hard eye on the
other end188. The advantage is that letting go will always be possible without the requirement for
mechanics. The bitter end with winch eye can be pulled on deck through any fairlead and the pennant
wire can be belayed on one or several bollards. Making fast by this method requires extra cable length
resulting in a pennant of not less than 60 metres.

187 Such a pennant is not a "fuse wire''. When a pennant wire is used for this purpose its diameter is often similar to a towing wire.
188 In the region of Rotterdam - The Netherlands, where the Dutch towing company "Smit International" has her home base; such a pennant
wire is called on board of the tugs a “Hoekse draad". Translated into English it means a “Hook wire pennant”. Etymologically the origin
most probably is derived from salvage tugs moored in the port of Maassluis. Maassluis is located near the entrance of the New Waterway
to Rotterdam. The tugs would sail to a ship in distress near the Hook of Holland and offer the pennant that could be pulled through any
fairlead. Saving valuable time and pull the casualty into safety, entering the river near the Hook (of Holland).

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9.4 Towing chain

The towing line is liable to chafing in the area of the fairlead or hawse pipe. To counter this it is common
to allow for a chain connection in this area. It is particularly useful in bad weather or if experiencing
a heavy sheering. This not only applies for long distance tows, but also when the towing voyage will be
a relatively short sea trip.

Additionally to decrease the friction on the chain fairlead area it is common to grease the fairlead,
particularly with a sheering tow. Creasing should be carried out before departure and regularly during
the voyage. The greasing is also a benefit for wire rope arrangements.

The length of a towing chain189 as witnessed by the author is normally 41/2 or 9 metres. This length may
well be related to a typical anchor chain length of 2716 metres. (Fairmount carries on board of her new
tug boats towing chain of 271/2 and 15 metres, 76 mm 0 with pear shaped end link of 97 and 92 mm 0
respectively).
The diameter/strength will be in relation to the Bollard Pull.

The length of towing chain, as with the anchor chain, should always consist of an odd
number of links to avoid a turn in the chain!

Towing chain usage as found in composite bridles consist of a length of chain outboard and extended
with a pennant wire. Details of the pennant wire use within the bridle arrangement can be found in
Chapter 9.2. On offshore barges permanent rigged bridles will be of the full chain type.

Based on the common use of towing bridles at least 1 even number of towing chain and towing slings
should be carried on board of a tug boat.

9.5 Towing shackle

Towing shackles exist as D and Bow shackles. (Regarding the strength requirements see: ANNEX 1 - IMO
Guidelines for Safe Ocean Towing Section 12, 12.14). The standard D-shackle arrangement has the
shackle acting as the connection between towing wire, stretcher and pennant. The Bow shackle is being
used as the connection between the towing pennant and the bridle legs.

Because of the paying out overboard of the towing gear from the aft deck of the tug boat, the bow of
the shackles should always point into the direction of the tow. The thimble at the end of the towing wire
often consists of a closed socket/thimble or almost closed thimble, through which only the pin of the
shackle can pass through. This in itself does not create a problem, but this is not the only connection
configuration in this area; so attention is required. (See figures 88 A and 88 B).

189 Our discussion in this chapter deals with towing chains on tug boats. IMO requirements with regards to tankers > 20.000 dwt refers to
towing chains of different length requirements and is called a "chafing chain”.

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 TOWING MANUAL 2010 TOWING MATERIAL

Thimbles in pennant wires and the end links of chains should not have an excessive inside width and/
or bow width. Correct size will help prevent shackles from lying incorrectly should the line be paid out
incorrectly. Should this occur it should be attended to immediately otherwise the shackle can open190.
One option is to reduce the opening by fitting a plate in the thimble or end link or alternatively closing
the space with rope taken in “racking turns" (it can be compared with a kind of mousing). This could be
avoided of course if when purchasing the thimble the inside dimension was simply taken into account.

In the past, SMIT International used their own design towing shackle(s) which consisted of a bolt and
a wedged safety pin. (See figure 82191).

SMIT favoured their own design due

to concerns over bolts bending,
damaged screw threads and the
wedged safety pin arrangement; in
their opinion easier to open than the
traditional bolt and nut. This view
was not generally shared on board.
Offshore market requirements lead
to improved design and quality
standards. This improved the weight
to strength ratio and introduced safety factors of 5 and 6192. The weight reductions of the shackles
together with the increase of strength improved the working conditions on deck. Crosby shackles (bolt
marked red) and Green Pin shackles193 (bolt marked green) in the towing and offshore industry are
accepted standards.

The shackles used for the towing

connection should be safety bolt
shackles (see figure 83). Note in
same figure 83 the perfect alignment
and fit of the nut and thread and
hole for the safety pin.

Shackles should always be secured

with a safety pin!

Standard screw pin collar shackles will

normally be used for quick and
temporary gog rope connections.
(See Chapter 9.10). All shackles need to be secured and this type is normally secured with a seizing wire.

190 The author has'experienced shackles opening even in fine weather.

191 Figure 82 is copied from the "Diktaat Praktische Zeesleepvaart” - (Ocean towage Manual) of Smit International Ocean towage and Salvage
Company.
192 Design Safety Factor = Catalogue Ultimate Load divided by Working Load Limit.
193 Crosby and Green Pin are officially registered names.
Crosby belongs to The Crosby Group Inc. from Tulsa - OK, USA and Green Pin belongs to Van Beest from Sliedrecht - The Netherlands.

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 TOWING MANUAL 2010 TOWING MATERIAL

Straight line towing connections use D-shackles and because of this there will be more D-type shackles
than Bow type shackles on board.

Lifespan of the wire and maintenance of strength are influenced by correct diameter of fair leads, towing
bitts, bollards, ratio of the shackle diameter and wire diameter etc. (see also footnote 62, footnote 99
and the remark in Chapter 4.4.1).
The wire bearing surface is perhaps one of the most under rated areas of attention. Care also must be
taken to ensure the right ratio when a shackle is attached to a soft eye or a shackle is used with the gog
rope instead of a bronze saddle to slide over the towing wire. (See also Chapter 9.10).

9.6 Triangle plate or monkey face (see figure 84)

A triangle plate is the triangular plate that connects the bridle apex with the towing pennant wire. The
shackles can only be connected in one manner (see figure 85) and incorrect lying of shackles as described
in the 3rd paragraph of the towing shackle subject in Chapter 9.5 should be avoided (see also footnote
190).

Often there are 4 pieces of triangle plate on board, one plate for the main and a second for the spare
connection and one piece as spare. The benefit of having 4 pieces of triangle plate is that the option to
execute a dual tow is possible, though simply use of a Bow shackle with 2 D-shackles is an alternative.
In such case it is important to check for the correct lie of the shackles. (See remark Chapter 9.5 Italics).

On barges and other large objects like FPSO's there are permanent towing bridles consisting of full
lengths of chain with triangle plates as the connection between the bridle legs and the permanent chain
pennant. (See also the subject "Towing chain" Chapter 9.4).

84 85 See how the shackle bolt is inserted from the top.

Triangle plates just like all other towing gear must be certified (see arrow figure 84). Attempts to reduce
weight are always on the minds of the designers and every gram of weight reduction is applauded by
the ships crew.

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Synonyms for the word "triangle plate" are "monkey face", “flounder plate", "delta plate", “fish
plate(Union plate is the old fashioned expression for the triangular plate being used with the topping
lift fall with mast derricks and it has also been in use when loading and discharging with derricks in the
union purchase mode).

The Hamburg based German towing and salvage company Bugsier Reederei- und Bergungsgesellschaft
mbH & Co once invented an alternative triangle plate in a ring shape, in an attempt to reduce weight,
subdivided into 3 sections, with the name “Bugsier-Ring".

9.7 Recovery wire

Each bridle has a recovery or retrieving wire (see figure 85 red arrow). A recovery wire, as the name
suggests, is a wire whose sole use is the recovery or retrieval of the bridle or pennant wire after the
disconnection of the tug boat and the release of the towing bridle.

If the pennant, be it chain or wire rope, belongs to the permanent rigging of the tow, then the tug boat
disconnects and the bridle and pennant is retrieved by the tow through heaving. Afterwards the bridle
and pennant will be re-rigged.
Should the pennant belong to the tug boat then there are two options. Either the tug boat comes alongside
the tow to retrieve the pennant or the tug remains connected and retrieves the pennant once in port.
Recovery wires help ensure gear is not dragged on the bottom to be caught by uncharted objects.
Recovery wires can be single wires supported by wire extensions, physically carried to the windlass, or
permanently rigged to a winch. The winches may be air, electrical or diesel driven. Very occasionally the
recovery must be done by hand with the aid of tackle(s), such as the Tirfor grip hoist/manual winch194.

9.8 JTowing stretcher/spring line

The towing stretcher referred to in the IMO Guidelines as the "fibre rope pennant" can be a part of the
overall towing connection. It provides stretch in the towing line in addition to the stretch that is achieved
by the tow line catenary. It helps to reduce the effects of swell and heavy seas.

Depending upon the number of towing wires spooled on the towing winches, there will normally be
a stretcher on board for each towing wire including one spare in the hold. Occasionally there will be
more than one spare, since for each stretcher in use, in theory there should be a spare.
Towing stretchers are not used on all vessels, the Dutch crews195 are familiar with its use and normally
carry a stretcher as standard equipment. The German crews have often been seen to tow only with the
bare wire. Towing wire stretch can be achieved by slacking off the wire using a catenary196 principle.

194 This is a product of the Tractel group. Besides the manual models, there are also pneumatic and hydraulic powered versions available. See:
www.tractel.com.
195 "Svitzer Ocean Towage" since March 2007 based in Hoofddorp -The Netherlands (formerly known as SmitWijs with her base in Rotterdam),
most likely is the only ocean towage company globally known, that carries stretchers on board as a normal piece of equipment.
196 On board of ocean going tugs that carry towing wires of 74 mm 0, a catenary larger then 50 metres can be observed, when the wire is
slackened away to full length.

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Additionally adding lengths of chain within the towing connection is also possible, as do United States
crews and some others involved in long distance towing197. In ocean regions with a long swell such as
in the extra tropical gale zones in the Southern Hemisphere, a towing stretcher is certainly recommended.
The breaking strength of a stretcher is sometimes more then 2 times the breaking strength of the towing
wire. (Noble Denton in her Towing Instructions Manual requires at least 1.5 times). (See also ANNEX 1
- IMO Guidelines for Safe Ocean Towing Chapter 12, paragraph 12.15).

One can dispute the value of a towing stretcher but there is no room for debate when considering towing
on short scope with swell and/or adverse weather conditions198. A shortened wire thus less catenary will
be necessary when calling at a port and a transport can end up in the situation described earlier.

Length and circumference or diameter of the stretcher reflects the stretch.

• Double towing stretchers of 75 metres length and 21 inch circumference199 single line or 168 mm
diameter (double 336 mm 0 see figure 86) are being used on ocean going tugs of 180 tonnes
BP.
Svitzer Ocean Towage (formerly SmitWijs) on 180 tonnes BP tug boats carries double towing stretchers
of 55 metresand 30 metres length, 79% inch circumference/156 mm 0 single part (double 312 mm 0).
Breaking strength of single part 470.000 kgf., double stretcher 707.000 kgf. (single x factor 1,5).
• Also on 120 tonnes BP tugs they carry double towing stretchers of 18 inch circumference single line
= 144 mm 0 (double 288 mm 0).
• And with 75 tonnes BP they carry double towing stretchers 15 inch circumference single line =
120 mm 0 (double 240 mm 0).
• An AHTS of 100 tonnes BP carries a towing stretcher of 140 mm 0 single with a length of
200 metres.

Note the different end connections of the individual towing stretchers (figures 86, 87, 88A and 88B). In
the past Smit International used the pear-eye terminals for the 15 inch double stretchers and for the
smaller, lighter, type stretchers. When the stretchers became heavier and went to 18 inch and 21 inch
Smit changed to the thimble with fork design (figure 86). This type could be connected to the towing
wire with only one bolt. The end connection with pear shaped eye (figure 87) is connected to the towing
wire by means of a D-shackle (figure 88A) which is the conventional connection and still the most
used200.

Note figure 88B; the connection "stretcher with forked thimble - towing wire with closed spelter socket",
connected with extension link and D-shackle. The extension link with D-shackle facilitates the
connecting.

197 The chain pennant that is sometimes being used in case of a permanent chain bridle brings the same effect.
198 The stretch in a nylon hawser under normal circumstances can reach 20%, when parting the stretch can have reached the limit of 40%!
199 In the past rope sizes were expressed in inches circumference. Although this is an historic measurement it can still be seen today. Circum­
ference in inches multiplied by 8 gives the diameter in millimetres.
200 This type of connection is typically observed in manuals and directions for ship masters that become engaged in towing. (See the ICS/
OCIMF publication "Peril at Sea and Salvage" - A Guide for Masters).

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88A 88B

A double towing stretcher in fact is a single stretcher that has become a grommet by means of a hawser
short splice. This grommet will be tensioned and the bends will be provided with protective clothing against
chafing in the thimbles201. The thimbles are inserted and tensioned seizings202 are put below the thimbles
and equally divided along the grommet (see figure 86) making it one stretcher. (See also footnote 122).

In the past the stretcher was made of nylon, yet it is common on board to refer to the stretcher as nylon
and the term nylon winch, referring to the winch on which the stretcher is spooled. The materials/fibres
have changed so much that the appearances have become deceptive. Rope manufacturers are constantly
experimenting with rope composition, weighing cost and performance, as such new names for rope
evolve from the manufacturer203.
The industry and its equipment are constantly changing, with new designs and theories204. Most new
products are of value but the company must weigh carefully the added cost and add value of all new
entities.

201 This requires the thimble size to be larger than the stretcher size!
The thimble should be treated with a special coating to reduce friction as much as possible. Friction produces heat and can destroy the fibre
by melting. Heat draining is important, therefore to keep the area cool a quality coating must be used as well the cooling effects of the
ocean. When possible keep the thimble submerged.
202 Roughly there will be 15 seizings in a grommet of 30 metres.
203 See: www.tensiontech.com, this is a very interesting website of TTI - Tension Technology International for the terminology of material
names and product names of types of lines, ropes and hawsers and other related matters.
204 Conferences and exhibitions always provide new and interesting materials. However the price always has to be worth the product!

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As an example of new developments Marlow ropes “ Supermix" 205 was extremely flexible and retained
its properties even after long towing voyages. Competitive pricing and also crew satisfaction with its
handling ability lead to this replacing the nylon stretcher.

UV-radiation destroys synthetic ropes206. Whether lying on the deck or spooled on the winch, the ropes
should at all times be covered207.

Although most rope manufacturers in their product specifications mention that their product is well
equipped against chemicals. The experienced mariner will also avoid chemicals coming in contact with
ropes, despite manufacturer's reassurances208.

9.9 Protection sleeves

A protection sleeve is a piece of equipment meant to protect the towing wire against chafing. The towing
wire slides across the towing rails (see also Chapter 3.1.4) and bulwark and will sustain chafing damage
if preventive measures are not taken (see figure 89).

A preventive measure that will facil­

itate the sliding of the towing wire
and reduce the wear is greasing of
the towing rails and stern. (See also
the remark in Chapter 9.4 Towing
chain). This however is the minimum
action required and therefore protec­
tion sleeves should be used. In the
past steel U-shaped steel bars with
wooden lining, becoming two half
rounds with wooden lining clamped
together was typical. Since the late
sixties synthetic sleeves are used and
slid onto the wires. The name of the
synthetic material is "vulkollan"209.
89

205 The product name "Supermix" is a mixed fibre consisting of polyester and polypropylene. Originally developed by Marlow’s Marine Offshore
Ropes division which is now part of Bridon International.
Svitzer Ocean Towage now uses towing stretchers with the product name "Superleomix" of the rope factory Van der Lee from Oudewater
- The Netherlands. This also is a HS - high strength - mixed fibre of polyester and polypropylene.
Because of the quality improvement over the years - (HS) - Svitzer Ocean Towage changed to a 191/2 inch circumference towing stretcher
in stead of the previously used 21 inch circ. Since hawsers are priced by weight, this was a welcomed change.
See: www.touwfabriekvanderlee.nl/index_eng.php?pagina=home.
206 The only exception is Dyneema.
207 On board such deterioration can best be seen when checking the polypropylene lines around life buoys.
208 Same applies for mooring ropes. Also try to keep them dry.
209 Vulkollan® is a trade name of Bayer AG. Polyurethane produced with Desmodur® 15. Only this particular product of very specific polyurethane
may carry the name Vulkollan. See: www.pu.bayer.com.
Be aware some other companies attempt to use the brand name "Vulkollan" when marketing their polyurethanes.

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When spooling a new towing wire on the drum one has to think ahead about the required amount of
protection sleeves to be slid on the wire.

A choice can be made of a towing wire covered with sleeves that fully covers the aft deck or a sleeve
distribution on the wire that only covers the towing rails and stern. The first choice makes life easier
because one parcel of sleeves only has to be positioned and secured.
A set of protection sleeves that covers the aft deck fully is often preferred due to the repeated movement
of the tow wire from starboard to port and its clockwise and anti-clockwise rotation.

Do not forget to grease all areas which will come in contact with the sleeves!

There are also synthetic sleeves that

can be compared with the earlier
mentioned two half rounds with
wooden lining. The two parts also
are screwed together and known as
a "towing shoe".

The sleeves (see figure 90 - new

sleeves) are kept in location on the
towing wire by means of screw
clamps or brackets (see figures 89
and 90 - encircled) which are
clamped on the towing wire fore and aft of the towing sleeves. One should try to make a compact set
of sleeves which means pulling the sleeves tight together when tightening /clamping the brackets.

During the voyage the screw clamps must be checked on a regular basis, since they can loosen due to
. For this reason lock nuts are used on sleeve clamps outboard.
vibration and rocking of the wire210211

NB. When paying out the towing wire and heaving in, one must put a wire managed stopper along and
around the towing wire and behind the sleeves. This prevents the sleeves from sliding outboard or being
heaved on the towing winch drum.

If the towing wire is equipped with a full length of sleeves across the aft deck and damage occurs, then
the vessel will have the spare sleeves on the wire available as per the requirements as presented in ANNEX
1 - IMO Guidelines etc. Section 12,12.8: "A sufficient number of spare towing sleeves should be carried
on board". Since sliding new sleeves on the wire can only be done when the wire is off the drum, then
an alternative sleeve arrangement will be fitted in the area of the towing rails and stern2'11.

The alternative solution is the "towing shoe". (See earlier in this chapter).

210 In order to avoid the movements of the brackets on the towing wire, sometimes the wire pitch is welded at the inside of the bracket.
211 Be sure to carry sufficient screw clamps or brackets on board!

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9.10 Gog rope

The topic of "gog rope" and the respective gog rope and snubbing winch has been mentioned previously
in Chapter 3.1.9 "Location of deck winches”.

Often there are 2 gog rope winches and as a consequence 2 gog ropes are immediately available with
an additional spare wire on board for each. Occasionally one capstan212 (see figure 15A) for similar use
can be found in this area and occasionally there is none.

The gog rope system is designed to bring the towing line directly straight astern of the vessel, if the
towing line for whatever reason goes slack and lies alongside of the tug. Keeping the towing line directly
astern will prevent fouling of the propeller(s).

In addition the gog rope will be used to control sudden movements of the towing wire across the aft
deck. An example of this is when the towing wire moves from starboard to port because of a sheering
tow and it gets stuck on the stern because of a poorly sloped shape, the gog rope can pull the wire over
before too much tension is placed on the wire. This will prevent a sudden uncontrolled movement of the
tow wire across the aft deck and help avoid unnecessary injuries. (See also Chapters 3.1.3 "Aft ship"
and 3.1.4 "Towing rails" and footnote 26).

With respectto working safely on the aft deck, both

the crew and bridge personnel share responsibility.
The crew must always work on the safe side of the
tow wire. The safe side is defined as the direction
from which the tow line is moving. Position of the
tow, relative to line position must always be
considered. The bridge personnel must also be
aware of the relative tow position, crew location
and expected movement of the tow line. Demand
a safe working attitude!

When the towing wire is in between the towing

pins it provides afeeling of safety, however profes­
sional seafarers will always remain cautious!

As earlier mentioned the gog rope function is to pull

back, as quick as possible, the towing wire after parting and/or when the wire has fallen slack alongside
of the tug boat, straight over the stern and by doing so guarantee a free propeller213.
This means that the gog rope always pulls transverse to the towing wire (see figure 89). Therefore it will
be lead from the snubbing winch via a deck eye or fair leads to the connection at the towing wire. This

212 This still occurs occasionally on the old tugs.

213 Tug boats due to their nature of work have a higher risk of fouling their propeller. To help prevent this, the tug propeller is located as deep
and as far forward as possible. This applies more to single screw tugs than to twin screw tugs and therefore the latter requires even more
attention. (See also remark in Chapter 5.2 regarding propeller nozzles acting as vacuum cleaner).

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type of connection is made with a bronze saddle (see figure 91 )214. Bronze material has been chosen
because this material is softer than the towing wire material and as such prevents chafing damage to the
towing wire caused by the saddle.

The attached photograph (figure 91) shows the saddle lying on the wire protection sleeve.
In the foregoing paragraph a saddle on a bare wire is mentioned.

It is also possible, by keeping the gog rope a bit tensioned, to give more steering control to the tug. One
disadvantage can be that the tug boat may set to leeward. A gog rope requires, depending on sea and
weather conditions, constant attention. One can see that having a gog rope winch with a constant tension
setting would be a bonus.

However, in adverse weather conditions and/or with a sheering tow the gog rope and winch, require
continuous manual control.

No gog-rope at all is another option. It is then advisable to use a chain length of 3 to 6 links. The chain
should allow some movement in the wire. Towing companies in the United States employ this chain
method for ocean passages. The disadvantage, as earlier mentioned, is the tug boat "being tied to the
towing wire" and therefore being dependent of wind force and sea conditions and the related tow-tug
position, will be strongly set to leeward. There is a danger here that the tow pulls the stern of the tug
towards her. In order to prevent this occurring, the tug boat must slacken the towing wire allowing the
stern of the tug boat to move underneath the same towing wire and alter course simultaneously enabling
the tug to steer to windward. An alternative manoeuvre (but not advisable and in good weather and
good sea conditions only) to reach the same result is to increase engine power.

When the tug boat does not execute this manoeuvre and wind and sea increase, and the tow takes control
this is termed as: "the tug boat has dropped off" or "has dropped off the wire". (See also footnote 55).

In Section 12, 12.19 of the IMO Guidelines etc. (see ANNEX 1) the gog rope arrangement is identified
as prevention for athwartship pull. This can occur with a heavy sheering tow. If the towing wire been
fixed in one position, the tow would pull the tug boat into the wire direction as described previously.

In the earlier mentioned example of an optional gog rope being guided on the capstan, a composite wire
rope215 of 90 metres length is used. With the increased towing capacity of tug boats together with
permanent gog rope winches these composite wire ropes became full steel wire ropes. On ocean going
tugs of 180 tonnes BP and over these ropes normally have a diameter of 40 mm (which equals the
dimensions of the 4000-4500 ihp. tug boat's towing wire) and a length of 400 metres.

214 When the towing stretcher/hawser still is over the aft deck, at departure or when calling at a port, a rope grommet can be put across the
hawser. This grommet can be connected to the gog rope by means of a shackle.
215 The mentioned composite wire rope is a 6 strand rope consisting of 3 rope strands and 3 wire strands alternately laid. Such ropes are very
rarely produced and on request only.
You will find this on old tug boats only.
A common mooring rope will sustain too much chafing damage.

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9.11 Stoppers

Logically the topic of stoppers should find itself in this section. However, this particular topic has already
been covered in Chapter 3.1.13.

9.12 Control and maintenance

Equipment should be checked during and after each voyage. Each time you haul in the towing wire
inspect it for damage or wear and remember to comply with the IMO requirement of maintaining
a "towing log". See ANNEX 1 - IMO Guidelines etc. Section 12, 12.17 and Appendix B.
The Towing Log will be requested by a surveyor prior to the issuing of a towing certificate. In addition
both company and ship's crew appreciate not only the legal aspect but also the safety aspect of main­
taining such records.

Svitzer Ocean Towage has marked her wires by cutting numbers in thimbles or has numbers welded on
sockets and end-links of chains and similarly with shackles. The numbering system helps to keep track
of all gear whether for maintenance purposes or when sharing equipment with other vessels.

It is difficult to maintain towing equipment. Of course shackles can be greased, but wires, pennants and
hawsers are best maintained by using them. Greasing of wires on the drum is only superficial and for a
general positive impression only. The grease must penetrate to the core and thus must be drenched in
grease otherwise it is a waste of time and money. It is not possible to perform this on board. Occasionally
a wire will be reversed or a part of 100 metres length is cut off and a new socket or thimble is inserted.
With a towing stretcher/hawser however, thimbles can be positioned in anew bend. Contrary to drenching
a towing wire as is mentioned earlier, this action can be executed on board.
With winches for tensioning and the correct gear the crew should be able to refit the hawser and put
new seizings. Such a refit takes a full day216.

Pouring sockets can also be done, requiring only thorough cleansing and close attention to detail. (See
also footnote 216).

Chains on the other hand require little attention. Oiling has been discarded due to environmental concerns
(though oiling of chains always has been disputable). A substitute can be found in the use of tallow. In
fact the best maintenance is constant use and dry stowage.

Simply caring for the equipment you use is one of the best forms of maintenance. Basic things like,
greasing of tow rails, stern and fairleads, washing mud off chains and wires when retrieving and ensuring
the towing pins and rollers are in the up position and working/rotating when paying out or heaving in
the towing connection are just a few things to consider.

216 Refitting a hawser challenges your seamanship skills.

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10 Pre-towing arrangements

Before a tow can leave for sea arrangements covering all aspects of the job must be carried out. This
preparation is in fact not only making the proper gear ready but also making the tow seaworthy.
Reference can be made to: preparing for "Safe Ocean Towing" as mentioned in the IMO Guidelines
(see ANNEX 1).

Consideration must be given to the type of tow and the associated insurance requirements. (See also
Chapter 9 "Towing material", the introduction part 2nd paragraph and footnote 182).

When making a tow ready for a voyage, it is similar to making any sort of vessel ready for a voyage.
Consideration must be given to the entire process up to the safe completion of the voyage. There will
be a clear distinction between a manned or unmanned tow. With a manned tow217 the crew on board
will often use the on board facilities such as auxiliary generators for lights, pumps and winches, regularly
check elements such as the correct working of navigation lights, bilges remain dry, tow connection is in
good order etcetera. Unmanned tows will require more initial care and allowance for transfer of personnel
during the voyage for inspection. These measures and provisions can be the re-lighting of the navigation
lights as well as pumping of the bilges, ballasting or de-ballasting of the tow, checking of lashings, change
or re-charge of batteries for starting motors or of the illumination.
An unmanned tow will necessitate stricter requirements.

The IMO Guidelines etc. Section 5, 5.2 indicate that the manning ought to be of such a quantity that
an unmanned tow can be boarded at sea. It reads: ‘‘The manning should, in addition to operating the
vessel, be sufficient to ensure that it will be possible to board the unmanned towed object, if planned,
in an emergency situation".

It is common practice and prudent to regularly inspect an unmanned tow during the voyage. A tow is
cargo and it is common practice to take all precautions to monitor its condition.

Consideration must be given as to the completion of the voyage and whether the arrival port must make
extra provisions. The tow may be an operating unit rather than a ship for scrap. As such the voyage may
have to be divided into sections. It is possible the tow must make a stop over to be commissioned and
then be transported to the final destination.

One can be forced to split the voyage into two parts.

1 A voyage from port to port.
2 In the port of arrival the unit is made operational and from there it will be towed to her final
location218.

217 A great advantage of the manned tow is that good information and early warnings in respect of ship behaviour can be exchanged with the
tug boat.
Additional crew on the tow not being the ships own crew, are called ship riders. A ship rider "rides the tow".The dedicated ship rider is
almost extinct.
In exceptional circumstances like salvage, salvors will ride the tow in order to continuously monitor and improve the condition of the salved
vessel during the voyage to a place of safety.
When there will be riders on the tow, one has to care for provisions, drinking water etc.
218 Such a condition can result in two different towing contracts.
 TOWING MANUAL 2010 PRE-TOWING ARRANGEMENTS

Below are listed a few considerations for the tow:

• Stability details of the tow must be known.
• Draft at commencement of voyage. (Important for the arrival port, but also to keep track of the
watertight integrity during the voyage).

In the case of an unmanned tow, a line of approximate 30 cm/1 foot wide will be painted just over the
waterline, right on the vessel's bow, in such a way that on the tug boat the duty crew can observe
a change in draught.

• Draft considerations with respect to freeboard and depth will influence the passage planning and
give an indication of the expected lateral wind force and seas likely to be shipped on deck.
• Trim of 1 % by the stern is the general rule as a trim by the head can result in sheering.

This rule of thumb concerning trim however is disputable. Large offshore barges, VLCC's and ULCC's
actually demonstrate improved speed when trimming by the head.

If the towing speed is less than expected, ballast arrangements may be reconsidered on board of the
tow. This certainly is useful during long trans ocean passages.

• Rudder is fixed in midships and the propeller prevented from turning219.

• Navigation lights220, required day shapes and life saving appliances when dealing with a manned tow
and ladders to board the tow if it is unmanned.
• Pumps and small generators shall be put on board if required.
• Closure of deck openings in general and in the accommodation unit as well in the engine room.
• Stowage of patching material for leaks if required.

Let us now consider towing material and preparation from the side of the towed vessel.

How do we connect? We will start from the condi­

tion as if a towing contract is already rewarded to
the contractor. Although all objects that go to sea
will be equipped with bollards, in this example most
of the objects will be equipped with special points
of attachment, the so-called strong points. These
can be heavy pad eyes on deck, towing brackets as
the Smit bracket (see figure 92) or stoppers like the
AKD stopper (see figures 93A, 93B and 93C)221.

219 In case of the propeller shaft these "lashings" can become heavy constructions. The shaft should be prevented from turning since mostly
there will be no lubrication at all during the voyage and this can cause damages also to gearbox and main engine.
With ships equipped with very large propellers (8-9 metres diameter) that are being towed to the scrap yard or ship yard for a second life
conversion as a dumb unit, the propeller(s) is removed prior to the towing voyage. It results in increase of speed and consequently fuel
saving for the tug boat.
220 In the past navigation lights used oil and gas, while today batteries and even sun panels are common. All lights must comply with the Rules
of the Road at Sea/ The Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREGs).
221 The name Smit bracket as well as the name AKD stopper refers to the original designers, Smit International from the Netherlands and AKD
Engineering Ltd from the UK. These are now brand names which can create confusion when purchasing.

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One thing they all have in common is that everything must be certified. The manufacturer will always
mention that the design complies with the OCIMF requirements.

The Smit bracket originally is designed for towing and the AKD stopper originally is designed for the
mooring of tankers on SBM buoys offshore. They are not-patented designs and drawings are freely
available or available upon request222.

Pad eyes seldom are being used because of the difficult release of such a connection. When they do
appear, they will be found on barges and units equipped with a permanent towing bridle.

A bridle (see also Chapters 9.3, 9.4 and 9.6) for

a long trans ocean towing passage is in most circum­
stances the best desired connection for the tow.
This is certainly the case with wide objects and the
benefit is immediately seen when towing on a short
scope, as there is obviously a better control of the
tow compared to a single tow point. For towing of
large objects such as those found in the offshore
industry, permanent and full chain bridles (see figure
94) are often used. If the tug boat crew must prepare
the bridle then it will often be a composite consisting
of chain and pennant. (See also Chapter 9.2 last paragraph, with regards to chain extension pennant
and footnote 187).
The composite will consist of D-shackles for the straight line connection and triangular plate or Bow
shackle for the connection of chain or pennant legs. (See the subjects "Towing shackle" in Chapter 9.5
and "Triangle plate" in Chapter 9.6).

222 Smit's engineering department has design drawings of various bracket sizes available and will forward these upon request.
The ocean going tugs of Svitzer Ocean Towage carry spare Smit brackets on board with the intention to weld them on the tow.

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The length of the bridle legs can easy be calculated starting from a maximum apex of 90°223. Take the
measurements of the available material on board and calculate what combination leads to an apex of
in between 90° and 45°.

When two objects are towed together this is termed a dual tow, and a bridle will be rigged preferably
with different leg lengths. This difference in leg length creates a larger transverse component of the
force vector at the side of the longer bridle leg, causing the tow to sheer into that direction. Starboard
tow will have a longer leg on the starboard side and the port tow will have a longer leg on the port
side224, such arrangement causes starboard to sheer to starboard and port to sheer to port, away from
each other. (See figure 95).

When engaged in a dual tow, the individual tows will be put on different wire length. The larger tow
will become the aftermost and its tow line will be paid out at such a length (achieving catenary) that
the lighter tow can freely move across the aft tow's towing wire.

Do not forget to connect the retrieving wire to the bridle apex!

95

According to the regulations an emergency towing connection must be rigged on each tow. This connection
exists even if the tow is manned. When this towing connection is rigged on the bow of the towed object
then attention has to be paid to avoid fouling after parting of the main towing connection. It is for this
reason that the 2nd towing connection should be rigged within the main towing connection (See figure
96). (See also the remark in Chapter 4.1 regarding the main towing connection = 1st towing connection
and the emergency towing connection).

223 Apex 90° and an isosceles triangle gives 1:1 :J2. The distance between the fairlead and bracket is known.
224 These length differences are only very small, adding one or 2 shackles to a leg are sufficient. This should in theory always work correctly,
yet each tow has its own characteristics and thus will react differently under the influence of wind and sea.

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The only difference between

a manned tow and an unmanned
tow concerns the necessity in rigging
emergency towing gear alongside
the tow and leading it to aft (figure
98) as is done with unmanned tows
contrary to have it rigged at the bow
(figure 96).

96

In this example the pennant In figure 96 is coiled. Right laid wire should be coiled clockwise from outside
to inside, to prevent the wire fouling when it is paid out. Each turn should be lashed by a rope, as shown
in the diagram.

Take care when standing in proximity to wires coiled on deck! Stay behind the turns!

An alternative to coiling wire is to use "french loops” (see figure 97). This method helps ensure the line
and even chains run out smoothly. Note the line is prepared transversely and each bight is lashed.

97

When a tow is unmanned the tug boat must retrieve the emergency towing connection without assistance
from the tow. For this procedure see diagram 98. You will see that the pennant is rigged differently then

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shown in figure 96. Usually the pennant is guided alongside to aft and lashed with ropes225. A floating
messenger line is tied to the pennant thimble and released overboard together with a clearly visible
marker buoy226. (See figure 98). The tug boat can approach and pick up the messenger line, bring it on
board, put it on the windlass and while slowly proceeding forward pull free the pennant wire by heaving.
Heave the pennant to the aft deck and connect it to the on deck prepared towing line.

98

The retrieving of a messenger line requires cautious manoeuvring in order to avoid the fouling of the
propeller.
Establish first the drift direction of the tow! This indicates in which direction the messenger is being
dragged through the water. The crew will throw a grapnel227 across for retrieving the messenger.

Taking into account that the tug boat must be able to connect to the emergency bridle in the worst
circumstances and conditions, a pennant length of 100 to 120 metres is the best choice as explained in
Chapter 9.2. "pennant wire" and footnote 186.

In order to connect quickly it is essential to tie the

messenger in the correct manner to the pennant
thimble. The messenger will be tied with 3 single
hitches around the pennant wire and a rolling hitch
well below the clamp/socket and lashed with rope
along the thimble (see figure 100). Tying the rolling
hitch well below ensures an easy connection
procedure due to the ability to move with the
thimble after the lashing has been cut. In between
the hitches the messenger is lashed to the wire
pennant and to the thimble or socket as earlier
mentioned. (Heavy duty type "tie wraps" can serve
the same goal).

When the thimble arrives on deck, the lashings are cut and the aft deck crew will have sufficient slack in
the pennant end to make the connection.

225 The outboard and alongside lashing of a pennant wire can be a bit tricky: it must be lashed not too loosely that it will part during the voyage,
not too tightly because it has to part when being pulled on.
226 Usually an orange floater is used as the marker buoy. Floaters with prominent appendages like lights etc. hamper bringing the line on board.
When you are aware of the drift direction, you will know where to find the messenger in the water!
227 Such a small grapnel can easy be constructed on board. It is much handier than a boat hook.

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Figure 99 is a picture from the 5th edition of the book "Peril at Sea and Salvage" (see also footnote
200). This method is incorrect!

Figure 100, taken from the "Diktaat Praktische Zeesleepvaart"228 of former Smit International Ocean
Towage and Salvage Company, shows the correct procedure. The lashings can be cut from the thimble
and the slack of the freed thimble facilitates an easy connection229. Separate securing is not necessary
since the messenger will be tight.

Though the drawings show application on barges the principle can be used on all types of vessels.

When using a towing sling for rapid connecting and short-sea passages (see Chapter 9.3), abrasion or
chafing can be a problem. A protection sleeve or "towing shoe" around the sling that is situated in the
fairlead (see Chapter 9.9 "Protection sleeves") can be used as a temporary measure230.

A sling or wire is normally used when there are no special towing provisions such as pad eyes, brackets
or stoppers (see also page 74). In this case bollards will be the only option when towing ships. Barges
and offshore units which are not always self-propelled will have permanent strong points designed for
towing.

To answer the question whether there are sufficient bollards and are they strong enough, fairleads and
bollards will be identified with SWL or MBL and the certificates will be found on board, (see figures 101A
and 101B).

In general ULCC’s and larger type vessels will have sufficiently strong fairleads and bollards. As a point
of reference most vessels have bollards of 40-60 tonf. SWL with the larger vessels 60-130 tonf. SWL.
(A bollard stronger than 200 tonf. SWL will be an exception). When excessive bollard pull is required

228 It is the Dutch translation for "Manual for Practical Ocean towage".
The company name, Smit International Ocean Towage and Salvage Company no longer exists.
229 Taking a shackle behind the thimble also is an option but then there will be less wire at the end for easy connecting. With this method also
the messenger has to be tied to the thimble in order to prevent tumbling.
230 Temporary, because the sleeve rests in the fairlead with an angle, this shape causes the "hard” wire to sag, damaging the "soft” towing
shoe and become exposed to abrasion and chafing.

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the load must be spread over sets of bollards. Bear in mind the bollard pull of a tug can be sufficient to
tear the ship's bollard off the deck! (See figure 102).
This certainly is applicable in salvage cases when a ship has to be refloated and where the pulling force
can be at least equal to the static bollard pull of the tug boat.

When using a bridle, the pulling force is distributed to both legs, but depending on the position of the
tow in relation to the tug boat and certainly if the tow sheers, one leg of the bridle can receive the full
load. Additionally, the load change with each sheens another element to consider when selecting wires
for the bridle legs.

A sheering tow is one which moves from starboard to port and vice versa (see figure 103). When the tow
in her sheer is straight behind the tug boat the heading differs 90° with the tug boat heading. The tow
gains also speed in this wrong direction while the tug boat has fallen back to minimum speed but maximum
pulling force and so the tow will start to move back towards the tug boat. With the relative high speed
the tow has obtained the tow can even reach a position some degrees ahead of the beam relative to the
tug. As the tug continues to exert force, the tow can move again towards the tug and end up 90° in
relation to the tug but on a reciprocal heading. The tow describes a kind of a figure eight through the
water from starboard to port vice versa.

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The IMO "Guidance on Shipboard Towing and Mooring

Equipment"231, provides standards for the design and construc­
tion of shipboard fittings and supporting hull structures
associated with normal towing operations e.g. harbour/
manoeuvring and towage services like escort (see Section 3 of
the Guidance).

Figure 96 shows a main and emergency bridle while page 78

suggests that towing principles are alike on all ships. What this
indicates is that there are alternatives to the rigging of towing
gear. A lack of sufficient bollards, a lack of fairleads can force
a condition that only one bridle is being rigged as a main bridle
and in an emergency a single pennant wire can be used taken through a bow panama lead (see figure
104).

Earlier it was mentioned that excessive pulling force should be spread over a set of bollards. When using
only on lead, take on a few turns only on the first bollard, allowing the wire pennant to slip through to
successive bollards and distribute the load equally.

Each turn of the wire around the bollard has to be pulled through by winch or tackle. Do not forget to
lash or to put a seizing232 on each turn!

Large tugs are equipped with large diameter wires that have large thimbles, big shackles etc. For this
reason it always is more difficult to make fast a large tug boat to a small ship than a small tug boat to
a large ship. Difficulties can arise when you consider hawse-pipe/fairlead diameter and bollard size in
relation to towing gear dimensions.

However there are solutions:

A Two athwartship bollards can be used as one set.
B A chain can be put around the anchor winch base whereupon a towing connection can be made.
(See figure 105233).

A towing sling is not recommended due to the sharp edges in this type of arrangement, and especially
if a long sea passage is expected.

C A connection can be made on the ship’s anchor chain234.

231 MSC/Circ. 1175, 24 May 2005.

232 Putting a seizing wire on each turn (especially the top turn), prevents the wire from jumping up and off the bollards.
233 Figure 105 is copied from the German report "Arbeitsgemeinschaft "Küstenschutz" - The Wadden Sea: Maritime Safety and Pollution
Prevention of Shipping. (See also: www.kuestenschutz.com). With this tow arrangement the ship will steer to starboard.
234 The advantage of an anchor chain is that it also can act as chafing chain and can be slackened creating a longer towing connection and
larger catenary. A large catenary is desirable in poor weather conditions.

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There are many alternative ways to make a tug boat fast such as lashing around the accommodation or
mast base235.

105

235 It has been experienced in the past that due to poor arrangements on the focs'le a sling was passed around the ships accommodation. The
ship was then towed stern first. It should be appreciated that this situation is only suitable for a large tug and small ship.

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11 Emergency Towing Gear

It has been mentioned earlier that often the name "emergency towing equipment" is used when the
secondary or spare towing connection is discussed. (See as an example ANNEX 1 - IMO Guidelines for
Safe Ocean Towing, Section 13,13.13). It is the opinion of the author that this naming is misleading and
suggests that the equipment is somehow substandard. In fact as mentioned in Chapter 4.1, the spare
connection should be as reliable and strong as the main connection. A distinction should be made
between emergency towing equipment and secondary/spare towing connections.
Emergency towing equipment is a mandatory provision which is required by the IMO on board of tankers
of 20.000 tonnes deadweight and above. In the industry, reference is made to the mandatory Emergency
Towing System - ETS. (In the regulations the term is Emergency Towing Arrangements - ETA).

11.1 History

After the "Amoco Cadiz" disaster, (the Liberian tanker which in 1978 ran on the French Atlantic coast),
questions were raised whether a strong tug on location could have prevented the disaster. Connected
to this question were two other questions namely: "Was it possible to get a connection quickly on board
of the tanker and was there a strong point on board the tanker which would allow the tug to utilize her
full pulling force?"
The basic conclusions drawn from this discussion was that tankers should have a dedicated strong point
and a sufficiently strong and long pennant, prepared to be deployed to the tug boat that comes to the
rescue. This could safe time and prevent a stranding.

The author would like to make the following remark: bad weather conditions also mean bad weather
for the tug boat, the tug boat cannot pull at full force without running the risk of parting her towing
wire and certainly not when she is on short scope (see also Chapter 9.8 “Towing stretchers "). In addition
a tug boat in a bad sea state will loose much power by maintaining her position relative to the tow/
casualty.
A larger tug boat however with a greater draught and length and as a consequence more hull form in
the water has a better sea keeping capability in adverse conditions and therefore be more effective in
towing236. (See also Chapter 3.1.1).

Calling for assistance early and connecting quickly are the key elements which prevent disaster.

On 17 November 1983 the IMO Assembly at her 13th session adopted Resolution A.535 (13) wherein
the guidelines and requirements for the emergency towing arrangements on tankers were defined.
The MSC - Maritime Safety Committee of the IMO recommended the same in her Resolution MSC.35(63),
that was adopted on 20 May 1994. (1994 is the year following the “Braer” disaster near the Shetland
Islands - UK).
Ten years later and a second disaster was needed before sufficient IMO members enforced the Resolution
by having it ratified.
Also the USA "OPA 90 Act-Oil Pollution Act 1990"237 following the "Exxon Valdez" disaster in Alaska

236 Anybody can make fast in good weather.

237 OPA 90 demanded an Emergency Towing System on tank vessels sailing on her coasts, regardless of the ratification of the IMO resolution.
Without this arrangement vessels where not allowed to trade within the U.S.

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and the Lord Donaldson recommendations in his report "SaferShips, CleanerSeas" followingthe “Braer"
disaster accelerated the process.
Amendments238 have been made to the original resolution but these mainly centred on technical
issues.

The amendment DE 49/WP.5 (see footnote 238) of the IMO Subcommittee Design and Equipment
addresses mandatory emergency towing procedures to be carried on board of all ships.

IMO Resolution A.535(13) adopted as a SOLAS requirement is important since it stipulates certain
components will be integrated during the construction process.

11.2 The System

As earlier mentioned the emergency towing arrangement for tankers >20.000 tonnes deadweight is
a SOLAS requirement and accordingly must be put on newly built ships239.
Each arrangement must comply with the Resolution requirements. The Classification Society accordingly
will issue a certificate on behalf of the Administration. Such a certificate will be issued after a satisfactory
prototype test. Many systems have been developed and almost each shipyard has adopted a system that
will be standard on the new-built ships240.

The new ship will have a full pre-rigged system at the stern and a non-pre-rigged system at the bow or
visa versa.

Aft = pre-rigged: Pick up gear

Towing pennant
Fairlead
Strongpoint
Roller pedestal (depending on design)
Chafing gear (depending on design)

Forward = Non pre-rigged: Fairlead

Strongpoint
Roller pedestal
Chafing gear

238 Resolution MSC.132(75) adopted on 22 May 2002 and DE 49/WP.5.

239 Since the system has to be put on the tankers in question as a standard, the expenses are being absorbed in the construction costs. The cost
of an extra pre-rigged system (forward) is marginal compared to the cost of an entire new vessel, and might prove to be most economical.
The initial argumentation was for a full pre-rigged system aft only. The reasoning was that “one is always able to deploy aft", this statement
however is highly disputable. See the "Prestige" disaster in November 2002 at the NW coast of Spain. Google for more details!
Also in addition, the drift heading of a disabled tanker and the corresponding drift direction of the deployed pick up gear does not facilitate
an easy recovery.
240 The owner is free to choose one system over another. It is the author's opinion that because of an expected price increase this will almost
never occur, especially when the system is officially certified.

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The towing pennant must comply with the strength and length requirements. The fairlead in this case a
Panama lead must comply with strength requirements and dimensions.
The strongpoint or towing bracket must comply with strength requirements.
The chafing gear or towing chain must comply with strength - and length requirements.

The strength requirements refer to the relevant components on board of a tanker > 20.000-50.000
tonnes deadweight which must be at least 1.000 kN SWLand at least 2.000 kN SWLon board of tankers
> 50.000 tonnes deadweight. The strength should be sufficient for all relevant angles of tow line i.e. up
to 90° from the ship's centreline to port and starboard and 30° vertical downwards.

The length requirements regarding the pennant wire are: a length of at least twice the lightest sea going
ballast freeboard at the fairlead plus 50 metres.

Regarding the chafing chain/towing chain: The chafing chain should be long enough to ensure that the
towing pennant remains outside the fairlead - and free of the bow - during the towing operation. A chain
extending from the strongpoint to a point at least 3 metres beyond the fairlead will satisfy this
requirement.

The fairlead dimensionswill most often be 600 x 450 mm and be of the Panama lead type. The geometry
should give adequate support for the towing pennant during towing operation which means bending
90° to port and to starboard side and 30° vertical downwards. The bending ratio should not be less than
7:1 (towing pennant bearing surface diameter to towing pennant diameter). (See also footnote 62 and
footnote 99).

The pick up gear, messenger line must be provided with a marker buoy241 at the tail. (See also footnote
226).

The ship's personnel must inspect all emergency towing components at regular intervals and maintain
the same in good working order. This must be recorded in the ship's logbook.

The previous items detail what the ship's staff should know and should be known by the tug boat crews
on board a dedicated emergency response vessel-ERV engaged in a government contract or a commercial
salvage tug boat.

The weak link, as per the author's opinion, in the system of the Emergency Towing Arrangement, is the
required deployment time: 15 minutes for a pre-rigged system and 1 hour for a non pre-rigged system.
The pre-rigged system is a system that should be capable of being deployed in a controlled manner by
one person. In practice the pick up gear/floating messenger must be sent by the ship's crew before
abandoning the ship. This messenger will then be retrieved from sea on board of the arriving rescue tug

241 Some typical drawings of the Emergency Towing Arrangement show marker light buoys at the tail of the messenger or floating pick up
line. This corresponds with note 3.1.6 of the requirements that reads: "all emergency towing components should be clearly marked to
facilitate safe and effective use even in darkness and poor visibility".
The reader should be aware from a practical point the above method does not really facilitate the picking up of the messenger line from
the water. A single orange floater is a more practical option. Do not try to catch the cat at the tail, throw the grapnel across, well within
the length of the messenger. (See also page 77, paragraph in italics print and footnote 226).

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boat. The tug boat then starts heaving in the pennant from the ship in distress and connects the pennant
to the towing line when it arrives on the aft deck.
The non pre-rigged system will only be a matter of retrieving a chafing chain from its storage and connect
it to the mandatory "strong point". (This is on board of the ship in distress).

With a good working system these 15 minutes can be realized even in adverse weather conditions.
Unfortunately the requirements read "in harbour conditions" so, in the real environment where time
really counts, the time restriction does not apply. The downside is that almost every system on the
market will comply with the requirements, which was not the intention and does nothing to advert
disasters.

Via Resolution MSC. 132(75) (see also footnote 238 and 239) the words "pre-rigged" and "non
pre-rigged" have been introduced. This allows the owner to choose for either a full system on the bow
or at the stern.

11.3 Dyneema®242

An alternative for a wire rope pennant is a pennant made of Dyneema® HPPE - High Performance Poly-
Ethtylene or HMPE - High Modulus PolyEthylene fibres. It is a man made fibre from a gel spinning
process, but a rope243 compared with a wire rope and possesses the same strength, same diameter and
only 10% of the weight of a wire rope. The dyneema rope has a specific gravity of 0.97 and thus floats,
which is certainly desirable. It has little elasticity of ~ 3% after use, excellent UV-resistance (see also
footnote 206, 207 and 208) and stands well under dynamic loads (excellent for towing operations!).
Brands like "Ultraline®"244 (Bexco ropes), "Steelite®"245 (Bridon), "Amsteel Blue®"246 (Samson Rope) or
"Plasma®"247 (Puget Sound Rope) are generally being used in harbour towage and the escort of sea
going ships.
Mooring ropes made of dyneema fibres are being used also in ship salvage and in the offshore industry
with deep water moorings. However, dyneema ropes are not yet employed in long distance ocean
towing.

One of the problems that arise is the tension relief on the winch drum after the completion of the
heaving. Though the elasticity is only 3% a back lash is produced on the drum and traction sheaves (see
figure 51, see also footnote 119) which can cause damage to the rope through heat and abrasion. Also
pulling through the underneath layers is a recurring problem which needs a solution. (See also
page 33).
ODIM (see also footnote 50) Norwegian winch manufacturer has started a JIP - Joint Industry Project
in order to tackle these problems that also appear in the offshore with "deep water moorings".

242 See: www.dsm.com/en_US/html/business/marine.htm or www.dsm.com/en_US/html/hpf/applications.htm .

Spectra is the name used in the USA for this fibre.
See: www.tensiontech.com the very interesting website of TTI - Tension Technology International (see also footnote 203).
243 Because it is a rope, attention must be paid to chafing or abrasion! Smooth fairleads/Panama leads without dents are vital.
244 See also: www.bexco.be.
245 See also: www.bridon.com.
246 See also: www.samsonrope.com.
247 See also: www.psrope.com.

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A proposed solution is a new winch concept called CTCU - Cable Traction Control Unit.

It is expected that the very limited catenary of the dyneema rope will, for now, prevent its use with
heavy, ocean towing.

Dyneema ropes because of the limited weight are excellent for use with salvage and especially strandings.
Connections can be made within a few hours and the line is so light helicopters can assist (see figure
106A, Band C).

For mandatory Emergency Towing Arrangement on tankers see Chapters 11, 11.1 and 11.2. Making
fast in adverse weather conditions will be easier due to the relative light weight of the pennant line and
provided the required chafing chain in the fairlead is used, chafing of the pennant rope will be
prevented.

The melting point of 145-150°centigrade of Dyneema was by one of the Classification Societies regarded
too low in relation to tanker fires and thus undesirable. The statement is irrelevant since tanker fires
produce local temperatures of 1000-1200"centigrade and wire rope exposed to such temperatures is
not reliable either.

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12 Departure

12.1 Voyage Planning248

Prior to departure the master will develop a voyage plan. Voyage or Passage planning is one of the items
that will be requested by the certificate issuing surveyor before he issues the towing certificate. Voyage
planning is also important for logistic reasons. It will provide insight into whether there are sufficient
bunkers, food and fresh water on board for the journey, and give an estimation of the arrival time. Of
course there is the option to conduct a fuel transfer at sea and take provisions simultaneously by chartering
a local vessel. With regards to provisions and crew change only it is not uncommon to hire a helicopter
service.

Often and certainly with large projects a contract will be made with Weather Routeing Services such as
Weather News/Ocean Routes, MeteoGroup/Meteo Consult and other national weather services which
issue long term weather forecasts249.

When considering departure, an important factor in relation to the weather is the sea room that will be
required and the water depth. Water depth is important since the length of towing wire can be increased
which means more catenary and accordingly more elasticity in the overall towing connection.
With a longer towing scope naturally more sea room is required for navigation. (A total length of the
transport of 1500-1800 metres is no exception).
Sea room is also required if a tow is lost and requires reconnecting. Reconnection is a lengthy process.
At first the parted towing gear hanging overboard from the tug boat's stern must be retrieved on deck
and the new towing gear for reconnection, such as towing line, stretcher and shackles must be prepared
on the aft deck. Only then can the tug boat proceed and make fast on the emergency or 2nd towing
connection of the tow. (See also Chapter 9.2).

As per safety regulations, a new emergency connection must also be made (weather permitting). This
connection will normally be a reconstruction of the original connection! 250

Towing by nature is a slow process. Often the chosen route may be longer in distance but ocean currents
and weather considerations will compensate making the passage time shorter.
The chosen routing, considering weather and sea conditions is often up for debate. In brief it can be said
that a towing tug boat more or less follows the sailing ship routes as is described in the British Admiralty
“Ocean Passages for The World".

It is an advantage to set course lines some distance away from the coast, to allow for re-connection time
should something go wrong251. In addition offshore routes outside of the regular shipping routes have
less traffic.

248 See also: IMO Resolution A. 893 (21) 25 November 1999, Guidelines for Voyage Planning.
249 Correct routeing of ships has been proven to gain time, save money and prevent damage. However "there is nothing less predictable than
the weather" and this is a phrase one always has to remember on board.
250 You have not successfully arrived until the tow has been delivered and the voyage is completed.
251 This is considered basic seamanship.
In the past few years coastal states have introduced minimum distance restrictions on tankers. This is designed to allow repairs to be carried
out, or time for tugs to assist in the unlikely event (see also footnote 261).
A dedicated tug boat on salvage station is a major preventive measure.

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12.2 Leaving for sea

When the preparations for towing have been completed and inspection of the tug and tow by surveyor
(see also footnote 182) is satisfactory, a "Towing approval certificate" will be issued. Upon receiving
clearance from the authorities the transport can depart for sea.

It should be noted that both tug and tow must be provided with the relevant certificates252 required for
sea going vessels. The certificates will be issued by the class societies on behalf of the national
authorities.

Departure weather criteria is often mentioned in the towing certificate such as: sailing is not permitted
with a wind force over 5 Bft or a weather report predicting at least 3 days of favourable weather conditions.
Conclusion: when in port the weather must be watched closely and the departure must be correctly
timed.

Depending upon the berth location and route out of the harbour, harbour tugs will be required. Much will
depend on the general weather condition, wind force and wind direction, local circumstances such as current
strength and direction, requirements of the harbour authorities or requirements of the underwriter.
Sometimes, only one harbour tug as a stern tug which later can be used as a steering tug will suffice.
Sometimes the tow must be delivered to the ocean going tug by multiple harbour tugs, due to limited
water depth or other local restrictions.

Tugs offering assistance may be required as by port regulation/contract/(towing) master253 to follow or

assist directly until in open waters. With multiple tugs in operation clear and concise communication is
paramount.

For the entire passage from berth to sea a scope as short as possible will be used. If a stretcher is used
then it will run across the full deck length. The gog rope arrangement must then be adjusted accordingly.
Either pass a large grommet across the hawser and shackle in to the original gog rope or take a loop of
a mooring rope254 across which can be heaved. (See also the subject "Gog rope" in Chapter 9.10 and
footnote 214).

A smaller, usually unmanned, tow can be taken stern first alongside the tug boat and with the tow "on
the hip" the transport will leave as one unit to sea (put fenders or tyres between the two objects).
Having arrived at sea the tug boat will proceed at a reduced speed, let the forward lines go first, which
causes the tow to start turning, then let go the aft lines and the tow will end up in a towing position.
The last ropes should be slip ropes so that crew can remain on board the tug and do not need to be
transferred from the tow.

252 Attention! The tow also requires a deratting certificate.

253 When calling at a port the master must make clear the position for making fast and the quantity of the harbour tugs required. It is in his
interest to take and maintain the lead in this respect.
254 Often the soft eye is hung over a bollard or a small towing bitt and the free end is heaved. Although a better option is to simply belay the
one end which enables letting go the rope from both sides at all times.

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When sailing in the "on the hip"

mode, take care the stern of the
tug is free of the tow, as seen in
figure 107. This ensures steerage
is maintained.

Sailing with 2 tows is also an option.

One tow on the hip and the second
tow on short scope and with cross
lines255 behind the tug (see figure
108). Such option can only be done
with smaller tows. When tows
Red = towing wire and
bridle become larger then it will be one
Black = mooring ropes tow on short scope behind the tug
false figure 108) and the second tow will be deliv­
ered at sea by harbour tugs. The
same will apply when engaged with
3 tows. If the tow consists of small
barges then a configuration of one
alongside starboard and one alongside port and number three with cross lines behind is an option.
Alternatively the arrangement could be to have one barge on the hip starboard or port and number two
and three moored alongside on short scope behind the tug.

With such complex configurations fine weather is a necessity to avoid damages to tug and tow(s). In
principle the captain will wish to maintain control of the tows himself. If however weather and sea state
deteriorate the tows may have to be delivered separately by harbour tugs. Not only will this increase the
cost of the operation but the captain will need to make this decision at least one day in advance.
Tow arrangement must also be considered not just for the departure situation but also for the duration
of the journey to sea, whether it is long river towage, dense traffic, use of locks or bridges etc. The use
of tugs is up to the captain but may also be mandated by the harbour authority.

Since there often are two towing winches on board available it is quite common that each individual
tow, when it concerns a tow consisting of 2 objects, is made fast on a separate wire. It creates a higher
safety margin. (See also page 75 with regards to the dual tow).

A tandem tow arrangement where 2 or more vessels are made fast to one towing wire and where each
vessel is connected to the vessel ahead, is almost extinct at sea. It is doubtful that this type of towing
arrangement will even get a towage approval certificate

When taking three tows to sea, the 3rd tow often has to be slackened via the towing bitt and belayed,
since there are not normally three towing winches on board. The crew must prepare the full towing wire
carefully on deck and pay it out by hand.

255 Cross lines give better control of the tow. It prevents the bow of the tow from turning.

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Note: Never forget before commencing to pay out a towing wire via the bitts, to secure the bitter end
with a carpenter stopper ’’6. (See figures 109A and 109B).

An alternative for the 3 vessels tow can be 2 vessels on one towing wire but with the use of a triangle
plate or monkey face with separate pennant wires made to semi-independent tows. (See also the subject
triangle plate in Chapter 9.6).

This last example resembles a Parallel tow, which is a way of towing where two or more vessels have
been connected on a position at the same towing wire. This method of towing does not appear very
often and only gets a towing approval certificate when carried out in climatic benign areas and sheltered
waters.

Having considered tows of 1, 2 and 3 tows we now arrive at the arrangement for 4 tows. Healthy
competition pushes companies to discover new ideas and arrangements.

(Be aware that innovations should not push the price through the roof but to the contrary. The market
will respond positively to innovation and a good price. Resistance to exploration of new ideas and
concepts puts a company at a disadvantage. Of course there is money at stake, but safety must always
take priority and the relation between tug power and tow size plays a major factor).

Towing of scrap ships has always been a marginal business. In order to beat the competition and stay in
business Smit decided to take 4 vessels in tow simultaneously. In the accompanying figure Smit has taken
four ships with two ships on each towing wire. (See figure 110). The ocean passage was accomplished
with the use of a separate triangle plate at each of the two towing wires from where pennants of different
length were connected to the bridles of the scrap vessels. Such an operation requires careful planning
and preparation. The ocean tug departed the berth with two ships secured to each other, while the other
two ships were towed to the ocean going tugs in open water.
257. (See also page 75). He must
The tug boat master must decide which vessel will be last in the tow256
consider things such as: transiting of one tow line over the other, draught, lateral point, wind exposure/
centre of effort etc. Questions are raised such as: Is there sufficient sea room? What is the direction and

256 A carpenter stopper is also being used in ship salvage when using the salvage tackle during the refloating of grounded vessels.
257 The principle is; largest/heaviest tow will be the last vessel on the longest towing line.

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strength of the wind and current? How exactly will the transfer occur and how should everything be
made fast? In all these considerations water depth plays an important role!

Some time ago during an ocean passage in the Pacific Ocean a tug had 4 ships in one tow and one of
the towing pennants parted. The skilled tug master transferred crew members to the ship and the tow
was reconnected. As imagined this is an operation requiring significant skill by all concerned. It can be
regarded as an excellent example of seamanship and manoeuvring. It requires patience and is a long
drawn out delicate operation.

110

An ocean going tug with tow will always be piloted to sea258. Though pilots are experts at manoeuvring,
the decision in which to place the Con, on the tug or tow, needs to be in agreement with the tug boat
master. On large tows it is common to have 2 pilots, one on the tug and one on the tow. Tug masters
are reminded the pilots are in an advisory position only. The tug boat master will know more about
towing and must maintain the lead in this respect.

When disembarking the pilot, attention must be paid to providing a proper lee, bearing in mind the
relatively small freeboard of the tug boat. Occasionally it may be better to use a short pilot ladder
outboard. Guidance on correct embarking and disembarking procedures can be found in the separate
section "Boarding" Chapter 3.1.8, within this manual.

12.3 At sea

Once at sea the tow will be slackened behind the tug boat. Towing wire length as mentioned earlier, is
depending on the water depth. (See also Chapter 9.8 with the subject "towing stretcher" and page 75
in relation with "catenary" and footnote 257).

258 In The Netherlands in the past, a salvage tug on salvage station was exempted from pilotage and pilot dues.Today there are a few exemp­
tions regarding compulsory pilotage.

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If too much wire is paid out in shallow water and for any reason speed is reduced the slack of the wire
will sink on the sea bed, and act as an anchor to the tow. Additionally the wire now risks running foul
of bottom obstructions and can be damaged.

The same applies during arrival, when shortening and heaving in the towing wire. It is a procedure that
must be executed well in advance of the arrival.

In addition to the previous paragraphs, it has to be remembered that shorter scope, depending weather
and sea state, often is followed by a reduced power of the tug because of reduced catenary. It also affects
the ETA - Estimated Time of Arrival.

12.3.1 Example of paying out

For this example we will depart from Rotterdam bound for the Atlantic Ocean via the Dover Strait and
the English Channel. On the river - New Waterway-the tow is short behind the tug boat. The stretcher
length across the aft deck together with pennant length and bridle dictate the distance to the tow. When
in open water the stretcher is slackened behind the tug, the stretcher, pennant and bridle now reach
their full length. Having disembarked the pilot, being clear of anchored vessels and having passed Maas
Center buoy (water depth approx. 20+ metres), the towing wire is paid out another 100 metres. In the
shipping lane (water depth 30 to 40 metres) another 100 metres of towing wire will be slackened. In this
example the total length of the transport will now be 500 metres +/-100 metres. Passing Dover Strait
and being free of the sandbanks, the towing wire will be paid out to 400 metres until the transport has
passed Ushant and has reached the end of the continental shelf259, whereupon the tow will be slackened
behind the tug boat until full towing wire length. A towing wire length of 1000 until 1200 or sometimes
even more metres can be realised260.

12.3.2 Attaching the gog rope

As mentioned earlier, on the very first leg of the journey a mooring rope (see also footnote 254) is even­
tually used as a gog rope and afterwards when the stretcher has been slackened behind the tug boat the
dedicated gog rope (see subject "gog rope" Chapter 9.10) will be connected to the towing wire. Protec­
tion sleeves (see subject "protection sleeves" Chapter 9.9) are not firmly attached to the towing wire
until it has been paid out to the full towing length. As a preventive chafing measure the towing wire,
will be slackened just a bit during the morning and/or in the evening. This gives the wire afresh "mark"
as is it called on board of Dutch ocean going tugs. (See also footnote 46).
Remember to grease the towing rails and the stern during the voyage, even when protection sleeves are
in place on the towing wire!

Connecting a gog rope to a single wire is a simple procedure but what is the best practice when considering
a dual tow or 3 or 4 vessels in tow?
As mentioned previously there are often 2 gog rope winches on board a tug boat, which would mean

259 This is the 200 metres depth contour, formerly known as 100 fathoms contour. Deep water by definition in the tug community refers to
depths of over 200 metres.
260 The actual size of course will be dependant upon tug boat inventory and the dimensions of the tow.

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each towing wire, in case of a dual tow, can have its own independent gog rope. Independently moving
tow wires and tows, due to difference in size, wind exposure and draft, can become problematic for the
towing operation. One solution is to secure the wires together as seen in the diagram below (figure 111),
this will facilitate movement of the wires as one unit and prevent crossing of the wires.

A good solution also is the use of special gog rope hawse pipes but this will mostly not be done before
the towing wire is paid out to the final required length.

12.3.3 Gog rope hawse pipes

in

Gog rope hawse pipes are strengthened leads in the bulwark supports on the aft deck, a kind of fair lead
on each side of the tug in proximity to normal gog rope connection (figure 111). The towing wires are
connected by means of a seizing so do have some tolerance in lateral movement. But when some move­
ment is permitted the seizing will preferably be kept in board. This requires a slow and controlled course
change, changing in small increments allowing the tow to follow then changing a bit more.

12.3.4 Changing course

Course changes when dealing with tug and tow require a greater anticipation with regards to Rate of
Turn - RoT, corresponding diameter and available sea room. It is the responsibility of the duty officer to
ensure all course changes, based upon the total length of the transport, are executed in good time and
safe manner for crew and shipping interests. (See also footnote 9). The gog rope connection helps the
tug facilitate a controlled course change. The duty officer must be aware of any slack in the gog rope
after the tow has steadied on her new course.

As all qualified officers are aware, special conditions exist with the Collision Regulations for towing
operations. The bridge officer must be wary of making assumptions such as the other vessel a) knows
the regulations and their application, and b) is aware of the tow and wire arrangement, length etc..

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In the past, ships have attempted to pass between tug and tow and unfortunately similar attempts will
continue due to inattentive ship deck officers. Also for this reason it is good to have an idea of the
towing wire catenary, although it might only be beneficial to the peace of mind.

12.3.5 Setting the course

As already mentioned in Chapter 12.1 with the subject "Voyage planning", consideration must be given
to coast proximity by the master with respect to laying course lines for a tug voyage plan based on the
time required to compensate for unpredicted events. Weather predictions, prevailing winds and currents
play a decisive role.
Nevertheless a tug boat with tow always has to provide more caution when laying off a course line than
a light sailing tug boat261.

Prior to approaching narrows and/or straits the tug boat will have already transmitted her own principal
data to the coastal station or the Vessel Traffic Control Centre including the data of the vessel/object
being towed. Such information should not only include the ship's data but the total length of the trans­
port and the speed through the water. The information that will be broadcasted via radio by the coastal
station in regular intervals will always be accompanied by the request to all ships to give a wide berth to
tug and tow. (The tug boat itself will also broadcast a similar request by VHF).

Although VHF communication is common practice, the duty officer must consider that the signalling
lamp/aldis lamp can still (certainly during the dark hours), be of great help if doubt arises as to the
intention of other vessels262
Additionally showing the direction of the towing line and/or the tow by means of the search light is
a very effective action.

The abovementioned Vessel Traffic Control Centres" representthe "competent authority" as mentioned
in the "IMO - Guidelines for Safe Ocean Towing" - Section 14. In An Emergency. 14.1. The tug must
always report to the VTS any danger to shipping or the environment with respect to tow adrift or other.
(See ANNEX 1).

The ship's heading will also be dependent on the type of tow. A floating dock for example, that still
carries cranes on the dock sides will have a shallow draft in relation to its length and height and as a
consequence has a great wind exposure. Pitching of the floating dock should be avoided and rolling will
affect the cranes on the deck. (See footnote 263).
Marine engineers conduct strength test and other calculations to help ensure an incident free ocean
passage. The seamanship however has to be provided by master and crew of the tug boat.

Large ocean engineering and surveying firms as the earlier mentioned Noble Denton and LOC etc. (see
footnote 182) have set standard requirements for the industry such as Noble Denton with their "General
Guidelines for the Towage of Ships" and "General Guidelines for Marine Transportations". These

261 The USA has regulated along the coast of Washington State a mandatory minimum distance from the coast of 50 nm. for transiting tankers.
Such a requirement serves the same goal.
262 A light signal of at least five short and rapid flashes = Attention. I seriously doubt your intentions!

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requirements introduce environmental limits and guidelines for departure and safe passage.
Large offshore transports will be provided with tow monitoring systems in order to be able to measure
and read the tow motions, forces and stresses in the tow. Change of heading may be necessary to remain
within the required and allowed limits263.

12.3.6 Heaving To and Drifting (figure 112)

A close eye will be kept on the weather during the entire voyage. Extra heavy weather conditions like
deep depressions or lows and/or hurricanes can have disastrous consequences to the success of the
voyage. Anticipation in good time is essential. Aside from the normal pressure ship captains face regarding
weather, safety and keeping to schedule, hurricane navigation for merchant navy vessels is a special
consideration. The average merchant ship will consider running away from a storm centre however, tows
rarely have this option.
A towing tug boat, relatively speaking, has a low speed and with the deterioration of the weather this
speed only decreases much to the dismay of the crew.
Heaving to, may have to be considered during heavy weather.
When heaving to there are basically two options available. One option is to keep the weather on one

263 Until 30/35 years ago a floating dock was towed in two individual parts. With the wet transportation of a jack up rig, the legs were partly
cut and shortened and transported on deck of the platform itself. Both, floating dock and jack up rig were again refitted in a harbour.
Greater knowledge and technology have made this operation an exception.
Today we will see specialized vessels and barges for large and exceptional transports. (See also page 5).
See also: www.siri-marine.nl for Tow Monitoring System - "SafetyMax Motion Monitoring".
In ship salvage with grounded vessels such as large container carriers affected by torsion, the "SafetyMax Motion Monitoring" system can
be a great aid.

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quarter and slowly steam away from the weather. The disadvantage with this method is the possible
requirement for added sea room and naturally one should avoid the tow overtaking the tug!
The alternative strategy is to head into the weather. The disadvantage with this method is the danger
that the wind and seas may increase dramatically and seriously affect the tow especially if it has a large
wind exposure. In severe weather the tow may take the tug under tow. Before this occurs the tug may
take the option to alter course and head into a position where they travel with the drift and engines on
minimum to stay ahead of the tow. Such a procedure requires maximum attention and skill. (Maintaining
some steerage in the tow will avoid excessive rolling).

The goal with towing in heavy weather is to anticipate how the tow will act in the wind and sea
conditions. The inattentive master can find him/herself over-compensating and producing excessive
strain on the tow wire. The master can also find him/herself constantly trying to manoeuvre the tug to
lie ahead of the tow.

If the tug boat master is inattentive and the course change comes too late, a large and quick alteration
may be necessary to stay ahead of the tow. Fast and large course alterations will bring excessive force
on the towing wire. There is a chance of parting the wire due to the excessive force which can be coupled
with the bow of the tow turning.
When changing course bear in mind that at the start of the turn the pulling force will be less. The tow
already drifts and the drift speed will increase, forcing the tug to increase speed and power as well in
order to have the bow of the tow turned in time.
This necessitates a quick reply by the tug boat to stay ahead of the tow. An experienced tug master will
be able to anticipate on circumstances including expected reaction of the tow, while considering available
sea room.

If the tow takes the tug boat under tow the tug may be in danger of capsizing. In the industry this is
called "girting". If this risk exists, emergency release or cutting of the tow wire may be the only option.
(See also page 115).

12.3.7 Transfer of the tow

The transfer of the tow is an operation tug boat crews may have to execute at the approach of so-called
strategic positions such as Cape Town, Singapore and near the Panama Canal. The decision to transfer
a tow can be due to several factors but the most common is economics. This decision lies with the
company itself and is within their interests to help facilitate a logistically well distributed fleet worldwide
to realize contracts.

Proper logistics reduces light sailings and mobilization time both of which cost money and affect the
contract price.

The tug boat company alone cannot simply decide to transfer the tow, permission of the owner and the
underwriter is required. They will most often leave it to the approval of the contracted surveying firm
that has issued the original tow approval certificate. This means the tug boat that takes over the tow
must also comply with the minimum original towage requirements. A physical check of the tug boat can
be deemed necessary before the permission to transfer will be granted.

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The decision to transfer towing gear (chains, bridles, pennants, wire etc. or parts) to the next tug varies
whether the next tug belongs to the same company, or an agreement exists between companies. When
an agreement exists tugs sail under management contract in a pool system with standardized material.
There are a few options to help facilitate a transfer: the towing equipment can be transferred by working
boat, or the transfer of pennants and chains could be linked together and brought on board by means
of a mooring rope or gog rope wire from the aft deck via the stern of the receiving tug boat.
Transferring a tow is a time consuming operation and therefore it normally begins at first light and involves
a full day's work.

In one scenario the tow could have

a permanent bridle, pennant and its
own emergency towing gear. The
original tug will then shorten the
towing wire until the pennant arrives
on deck. The original tug will have
already received a messenger or wire
rope from the new tug. The pennant
will then be disconnected from the
stretcher or towing line and shackled
in to the standby wire rope264 or
messenger of the new tug boat. Once
the slack is taken up the original tug
boat releases the pennant. The new
tug boat heaves the pennant on deck
and shackles it in to the prepared stretcher or towing wire (figure 113). At this stage the transfer is deemed
complete and responsibility now lies with the next tug.

Another option is the complete release of the tow, whereupon the bridle including the pennant wire will
be recovered by means of the recovery wire (see figure 85 and figure 94). The temporary or permanent
riders on the tow then prepare the recovered gear for transferring the pennant to the receiving tug.
When all is prepared and the tug boat informed accordingly she will proceed and receive the heaving
line and messenger line on the aft deck and retrieve the pennant on deck and shackle with the prepared
stretcher or towing wire. In such transfers good weather and sea room are preferred.

Documents will be handed over as will all other necessary particulars. (See also Chapter 9.12 - Control
and maintenance. The Italic printed remarks). At completion of the tow transfer, the captains will record
the details in their logbooks and notify their office/commercial department which in turn notifies the
client or their substitute - the marine surveying company.

Do not forget to transfer Weather Routeing and other services!

264 This wire rope can be a gog rope of sufficient length, permanently stored on the gog rope winch.

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12.3.8 Bunker transfer at sea

As previously mentioned under the heading of Voyage Planning (Chapter 12.1), bunkering in mid voyage
may be required. (See also the remark in Italic regarding the range of large tug boats in Chapter 2.1
"Purpose and area of work").

Should the tug decide to enter a port for bunkers, some options are available.
1 The tow can be taken into the port.
2 The tow can be anchored on the roads at a designated anchorage.
3 The tow can temporarily be transferred to a locally chartered tug boat.

Options 1 and 2 bring extra expenses like harbour dues, harbour tugs etc. and delay. Option 3 is a viable
solution, but the receiving tug must comply with all the requirements previously mentioned for tow
transfer. (See Chapter 12.3.7 "Transfer of the tow").

Some organization is required for an at sea bunker transfer and details such as chartering a vessel to
transport which has the ability to "pump" the bunkers should not be overlooked.

It is also possible the tow itself carries the required bunkers or, a tug boat or AHT(S) carries the bunkers
required. Both options will be discussed in this chapter, starting with the transfer of bunkers at sea by
tug boat or AHT(S).
(Transfer of bunkers in good weather, or sheltered waters, by dedicated self-propelled bunker barge or
tug boat/AHTS which will moor alongside, will not be discussed).

It should be appreciated that the pumping distance between chartered tug or AHTS and tug may be as
much as 100 metres through a 6 inch or 15 cm diameter hose. Based on these data care must be taken
by the owner/technical department to consider the viscosity of the ordered bunkers (see also page 39
with regards to fuels). It is also wise to confirm the type of coupling connection265 before the chartered
tug/AHTS makes the journey to the agreed bunkering location.

Usually the transferring tug boat will carry bunker hoses and a transfer pump. Several pre-arrival
requirements are necessary:
1 The hoses must be connected and pressure tested to check for tightness.
2 The hose must be tied in bends along a messenger/mooring rope. (This must be done when the rope
is tensioned in order to have the seizings fitting tightly when the tension is released and the rope lies
slack. One seizing must be put at each coupling and each individual coupling must be secured!).
Take care to keep sufficient rope length free on each side for making the connection!
3 A hose cap should be on the end of the hose when it is being transferred!

265 Unlike dedicated ocean going tugs; anchor handling tugs and anchor handling tug supply vessels usually carry a wide variety of couplings
on board due to their nature of work which often involves transfer of fuels, drilling water, potable water etc. to offshore platforms.

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The operation:
• The transferring tug boat will make fast on the bow of the towing tug boat which is receiving the
bunkers.
• Next she will pass a towing sling with soft eye connected to the towing wire.
• The transferring tug boat manoeuvres in front of the bow of the receiving tug and passes at the same
time, both towing connection and transfer hose, which will be taken individually by the crew of the
receiving tug boat through separate hawse pipes or fairleads and made fast on the focsle deck. The
transferring tug boat then slowly proceeds and pays out the towing connection including the transfer
hose from the aft deck. Having arrived at the required distance, the towing connection will be secured
in such a way that no force will be put on the bunker hose transfer connection (figure 114).

Depending on the location of the bunker connection the receiving vessel can have a length of transfer
hose lying on deck, likewise she can have a booster pump rigged on deck in order to speed up the transfer
operation.
During the bunker transfer the voyage can safely continue.
At the end of the transfer operation the hose must be emptied and blown with compressed air. The hose
end is then capped and lowered back on the aft deck of the transferring tug boat. Then the towing
connection will be released and the operation is completed.

114

When a trans ocean towing passage is made with multiple tugs towing one object, usually the bunker
transfer operation will be executed by the tugs in the transport itself. For which one of the tugs will leave
the transport.

Clients will have been notified and agree, on this bunkering arrangement before the voyage
commences. The bunkering procedure will be detailed in the voyage plan and discussed during contract
negotiations.

The tug from which the bunkers will be received will first discharge as much as possible, then sail to
a designated port for refuelling. Regarding the transfer the captains on board can decide either to conduct
the fuel transfer as described earlier in this chapter - which includes disconnecting and transferring the
tow connection to the other tug at first - or in a way that will be described below.
For this other method of fuel transfer, which is very efficient, both tugs need to be equipped with cranes
or derricks in which the transfer hoses can be hung. The two tugs will proceed close to each other, with

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one slightly forward of the other - a position that can be achieved by just reducing some power. This is
the preferred position allowing the aft tug to take a lead on the "leading tug"266 and steer accordingly.
If possible the leading tug will use the aft crane and the other tug will use her focsle crane for handling
the hose. The transfer hose connection will be hung in a wide bend267 with lifting slings268 in the crane
hoist. The crane operators on both ships slacken and heave as necessary in order to avoid excessive load
on the hose connection.

Earlier we have mentioned transfer of bunkers from the tow itself. It is a relatively simple operation when
dealing with a manned and semi-operational unit, such as an offshore unit. It is simply a matter of
shortening the towing wire sufficiently to receive the fuel transfer hose and/or messenger. Additionally
good weather and favourable sea conditions are a requirement for bunkering in general.
The viscosity of the fuel to be transferred together with the hose diameter and hose length will dictate
the rate of the fuel transfer.
Careful attention has to be paid to the compatibility of the different fuel types (see also footnote 145).

The operation can be a bit more complicated when the bunker fuel is carried on an unmanned tow.
• Which fuel tank fits the purpose?
• What fuel type?
• What will be hose distance on the tow and the overall length requirement of the hose? Is a transfer
pump and booster pump required?
• Is there sufficient material on board to undertake such an operation?
• The estimated location of the fuel transfer must be agreed by the surveyors and authorities with
regards to environmental legislation - MARPOL requirements.
• Does the tug carry sufficient crew on board for the execution of such an operation, since personnel
has to be transferred to the tow?
• Will all safety requirements be met?

The actual fuel transfer operation will not differ too much from other fuel transfers except that more
planning, preparation and time will be required.

12.3.9 Anchoring with the tow269

The operation of anchoring with a tow, without the aid of other tug boats is a rather lengthy process.
If other tug boats are available they will be used to aid in speed reduction and retarding forward or
reverse movement. Naturally in such an operation wind and current can play an important role in the
speed reduction.
Nevertheless it will be an operation that takes some hours.

266 "Leading tug" is the common name for the tug boat in charge when multiple tugs are engaged with the same tow. Usually this will be the
most powerful tug boat.
267 Such a bend is best acquired with a dedicated special curved coupling or saddle with lifting eyes as can be seen on bunker barges and with
the Royal Navy. One alternative is the use of hose guides and if improvisation is required, car tyres lashed with heavy duty tie wraps.
268 Preferably polyester webbing slings.
269 See also Chapter 3.4 "anchors" and the corresponding footnotes.

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Unlike ships which have to only consider themselves with regards to wind-current-speed-holding ground
and other elements, the tug must consider the tow and all the permutations that it entails. From an
operational standpoint the tow wire must be gradually shortened, ensuring it does not foul on the bottom
and the tug must at all times remain in control of the tow. The operation is a combination of speed
reduction, stopping and shortening towing wire. As is with every vessel the mass of the tow determines
the time. Current and wind may have extra effects on the tow when considering draught and wind
surface area.

The crew will be transferred to the tow by workboat or zodiac and charged with making everything ready
for dropping the anchor. It will not be unlike anchoring a merchant vessel, the anchor should be walked
out and when letting go, executed properly. When everything is ready for anchoring the "riding crew"
will inform the tug boat.

This operation is normally started well in advance in case of unforeseen difficulties.

The basic rules of anchoring still apply, use of the current and or wind to arrange for the correct heading
and a slow astern movement when laying out the chain.
A very low speed ahead is also a good way to bring a tow at anchor270. The speed should be reduced
below half a knot and at this point the tug boat has already seized pulling. She must only take care to
keep the towing wire clear of the sea bed and maintain a proper position with regards to the towing
connection.

When having arrived on location the tow can be swung around, the speed decrease will be immediate
and considerable.

Once the tow has been anchored, the tug can make fast alongside the tow to retrieve gear and crew.
Pending clearance and other formalities she can moor alongside the tow in a "stern to bow" mode but
remain connected until further notice.

Official completion of the voyage is only upon acceptance and signature of a "Delivery Note"271. Until
signed, the tug is responsible for the tow and all associated responsibilities.

12.3.10 Towing together with multiple tug boats

In some situations more than one tug will be required to transport a tow safely. The most common
multiple tug jobs involve large offshore constructions. Two tug boats but also multiple tug boats like 3 to
6 may be required to move the largest objects.
Mostly multiple (5-6) tug moves, involve large offshore buildings over short distances from construction
site to final production location.
A heavy tow that requires 2 to 3 tug boats is not an exception and will be met on a regular basis in long
distance towing. The customer/client, engineering firm and the underwriters dictate the required pulling

270 Such an anchoring manoeuvre can be compared with the "running moor” manoeuvre in regular shipping.
271 This can be a standard form made by the tug boat owner with differences in some details. However, captains can make up such a form on
board as well!

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force and make this a contractual requirement in the negotiations with the tug boat company. Adherence
to this contractual requirement will be confirmed by the surveyors issuing the towing certificate.

When multiple tugs are being used it is common for the strongest tug boat to take the lead (see also
footnote 266). The captain of this "leading tug" is regarded as the "tow master" as mentioned in ANNEX
1 - IMO Guidelines for Safe Ocean Towing.

Alternatively the main contractor of

the towing operation may specify
the tow master and leading tug.

Organizational command lines should

be established, discussed and agreed
upon before the transport sails. The
communication concerning the tow
will always go through the "leading
tug” and all information needs to be
shared with the other tug boats. It is
good practice during the entire
voyage that the individual captains
communicate daily by radio.

It is vital that all communication be shared between the masters on each vessel. It is however prudent
to ensure that all the captains do not share the same watch. Instead it would be wise to ensure the
captains stagger their watch routine to ensure each watch in the unit has a senior person available.

When towing with multiple tugs correct team work is essential especially for events such as a lengthening
or shortening operation which must be carried out in an agreed cycle. For this reason a timely start of
especially the towing wire shortening operation when arriving at the location is required.
The "leading tug" sets the speed and heading during the towing operation and all actions such as change
in pulling force, slackening and shortening the towing wire etc. are initiated by the leading tug. In practice
it is easiest for the other tugs if from their own bridge, they are able to see the aft deck of the lead tug
which enables them to follow any course change (figure 115). The tug then sails on the leading tug’s
heading. If this method is not followed it can lead to course deviations by the other tugs. The duty officer
on board the leading tug must then take over and make corrections.

Earlier in this chapter the position of the "tow master" is mentioned. The tow master is the responsible
person during the transportation. The position is defined and described in the IMO Guidelines for Safe
Ocean Towing (ANNEX 1).
With very large transports, this tow master may find his/her base or command/control station on the
towed object. Course alterations will be initiated from this position and all other required actions such
as increasing/decreasing pulling force, slackening/shortening towing wire etc. (figure 116).

It should be realized that a short scope with several tug boats pulling at full power can often produce
a negative towing effect, especially with deep drafting objects. This can be seen from the accompanying

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photo (figure 116), where considerable counter current caused by the propeller wash of the tugs acts
on the tow. The speed can be reduced to almost zero. The solution will be to spread the tugs and/or
increase the scope.

The team must be well aware of

possibility of this negative effect in
confined areas especially in areas
such as the Norwegian Fjords with
narrow passages and well defined
and steep shore lines. In this case tug
boats will have to sail on a short line
and close to each other.

In figure 116 you will see behind

each tug boat a series of large
diameter balls in the water so-called
floaters (this is indicated by the
arrow). These floaters surround the
towing pennant which has been connected to "brackets" or “pad eyes" on the concrete base of the
towed structure. These floaters prevent the towing wire from acquiring a steep angle from the stern into
the water which may hamper the manoeuvrability of the tug.

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 TOWING MANUAL 2010 OTHER WAYS OF TOWING

13 Other ways of towing

13.1 Escort tugs

Chapter 2 "General" (see also footnote 2) and Chapter 2.1 subject "Purpose and area of work" mentioned
that escort tugs are a recent development in the towing industry and have been developed mainly for
tanker safety. (See also footnote 17 and 18).
The tugs are designed to operate272 at high speeds as the required escort distance may be considerable.
In addition, the tugs are of the highest standards with respect to manoeuvrability, power and stability.
The port authority will determine the specific requirements of the escort operation.

The escort tugs in general273 will be equipped with skegs and a Voith Schneider propulsion (VSP),
aZ-drive I Z-peller system274 or Azimuth Stern Drive (ASD) due to their excellent manoeuvrability. These
types of tug boats are categorized under the collective name of "tractor tug". (See Chapter 2 “General"
including footnote 7 and also Chapter 5.2.2 "Vertical Axis Propeller").

Usually the VSP tug will send a tow

rope to the ship from the aft deck,
while the ASD tug usually connects
the ship with a tow rope from the
bow.Thus, the VSP escorts "making
stern way" and the ASD tug escorts
"making head way", both types
usually are tethered to the stern of
the tanker because braking and
steering of the tanker (figure 117) is
the most important escorting
manoeuvre.

W/'th the Voith Schneider Fin First Tractor Tug-FFTT- concept the manufacturer has reversed the usual
configuration on board of the tug. Aft has become forward and forward became aft. (See: www.bube.
no/escorttugtech.asp).

Braking and steering and tight quarter manoeuvring or turning short is executed by utilizing the dynamic
pulling force in the so-called "indirect mode”. The indirect mode makes the effective pulling force
a multiple of the certified bollard pull (see also Chapter 4.4.3 "New design (4)" and corresponding
footnotes 128 until 132).

When there is sufficient sea room, the ship can be stopped or experience a speed reduction soonest, by
the escort tug pulling the stern alternatively full to starboard and full to port or pulling the stern full
around275(see figures 11 SB and 118C).

272 Operate means escorting and intervening when necessary.

273 See Carrousel tug and the DOT system respectively Chapter 4.4.4 "New design (4)" and Chapter 4.4.3 "New design (3)".
274 The expression Z-drive or Z-peller is used if the propeller is mechanically driven. The propelling shaft makes 2 angles which produce a kind
of Z-shape. When the propeller is electrically driven it is called an Azimuth thruster.
275 The first manoeuvre can be compared with the "backing and filling" of single screw manoeuvre. The manoeuvre of pulling the stern full
around can be compared with the "Williamson turn" which is the well-known man over board manoeuvre. The rudder manoeuvre imme­
diately reduces the ship's speed by 30-40%.

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If an emergency situation arises during escorting, due to rudder/steering problems and/or engine problems
there will be three options available276, these are:
• Reduction of the speed by pulling. It is called "retard".
• Assisting in turning short. This manoeuvre is called "assist”.
• Correcting the turn by pulling in the opposite direction and return the ship to the original heading.
This manoeuvre is called "oppose".

11 SB

11 SC

The first option given is rather straight forward, simply stop the forward movement. The second option
is used when the ship encounters engine problems and subsequent loss of steering. The last option of
intervention is used if the vessel encounters steering problems. Specifically with the 2nd and 3rd option
one should realize that sufficient sea room must be available.

Having an escort does not negate the rules of prudent seamanship, for example, this type of operation
is considered to be in confined waters and as such the vessel should have both anchors ready for letting
go.

The amount of escort tugs will be limited to one or two but never more. Typically the ship is met and
connected 2 to 3 nautical miles before the entrance, narrows, fairway or canal. Ships that always ply the
same route will have a dedicated tow pennant hanging outboard at the stern. This tow pennant can be
hooked by the escort tug whereupon it will shackle in its own tow rope or wire. Foreign flag ships will

276 Figures 118A, 118B and 118C have been taken from the concept study "Study of Tug Escorts in Puget Sound" - prepared for State of
Washington, Department of Ecology, Lacey, Washington, File No. 04075,6 December 2004 by The Glosten Associates, Seattle, Washington.
(www.glosten.com).

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normally use the tow rope of the tug boat when escorted due to the excessive forces experienced when
pulled in the "indirect mode". In most cases ships mooring ropes will not be able to withstand such
forces. Dyneema® ropes in many occasions will be the tow rope used by the escort tug (see Chapter 11.3
"Dyneema®").
When making fast, the escort tug will take between 2-10 minutes but on average it should take
5 minutes.

The tanker should have a dedicated277 bollard and fairlead for use in this special towing arrangement
and it is the responsibility of the ships crew to ensure this is utilized.

13.2 ATB, ITB or TBU (figure 119)

119

ATB - Articulated Tug and Barge, ITB - Integrated Tug and Barge or TBU - Tug Barge Unit is a combination
of individual units consisting of a tug boat and a cargo barge278. They are most common in the western
hemisphere especially on the United States coast, the Canadian lakes, the Caribbean, the Hawaiian
islands, with Finland in Europe and Japan in the eastern hemisphere.

The order of evolution for these units was ITB, TBU and finally ATB. Regulations regarding these units
originate in the United States of America namely the U.S. Department of Transportation via the United
States Coastguard (NVIC 2-81) as supervising authority and the classification societies, (mostly American
Bureau of Shipping (ABS) and Lloyds Register of Shipping (LRS)).
In a combination unit the tug boat always functions as the propulsion unit and is considered as the
engine.

An Integrated Tug Barge of which the propulsion unit only can operate as a pushing tug, that is not
equipped or not capable of separating from the barge and towing on a hawser, the so-called "Pushing
Mode ITB tug" is regarded as one unit i.e. as a ship. As such the regulations apply as per aggregate

277 Dedicated with regards to special WLL, diameter and smoothness.

278 See also www.crowley.com.
The word barge indicates the vessel does not have its own propulsion. However there are cargo barges that can carry 20.000 or 30.000
tonnes cargo. As ocean tank barges they must comply with all requirements for regular oil tankers, such as double hull etc.

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tonnage of the combination. Being regulatory regarded as one ship enforces the mandatory application
of lights and shapes as per ColRegs, SOLAS requirements and stability requirements and is also applicable
for the manoeuvrability of the combination279.
The connection between both units is rigid or articulated and should remain in the pushing mode
throughout a voyage under all anticipated weather conditions which a ship of comparable size could
anticipate on a comparable route.

The other ITB Mode type is the "Dual Mode ITB” of which the tug in the tug and barge unit, functions
either as a pushing tug or as a towing tug. The Dual Mode ITB tug during the voyage can separate safely
from the barge and shift to the hawser towing configuration at designated sea states. For certification
and inspection purposes the tug and barge of a Dual Mode ITB will be considered as separate vessels.
The option to separate tug and tow affects such items as application of the COLREGS - showing of lights
and shapes - and safe manning of the unit. The influence on the manning regulations280 can result in
a cost reduction of 30-50%.

Because barge and tug boat are being considered as separate units, the tug boat must comply with the
independent stability criteria for individual tug boats.

The modern type "dual mode ITB” is known as an Articulated Tug/Barge (ATB) unit. Being articulated
means that the tug boat when docked into the barge notch and pushes, it will move independently of
the barge. The special designed connection system allows the ATB to stay connected until seas of 25 ft
(8 metres) high and ensures the tug's hull never makes contact with the barge.

NB. Nowadays there are also "articulated" systems in the Pushing Mode designs.

In all tug barge designs the barge will be designed with a stern notch into where the tug boat will dock
bow first. With this arrangement connections will be made from the tug boat with wires, chains or
permanent provisions or with a combination of the two systems.

The ATB or "dual mode ITB" must demonstrate, when required by the authorities, that it can safely
and readily disconnect from the barge without impairing the stability and/or structural integrity of either
unit. Disconnecting within 5 minutes is considered to be an acceptable time limit.
The master or operator should be informed regarding the maximum sea state which the tug can routinely
disconnect and the maximum sea state the tug can safely reconnect.
The master must be provided with and have an understanding of, the procedures for this operation.

“Pushing mode ITB's" shall be capable of maintaining the connection and restricting excessive relative
motion between tug and barge in adverse weather conditions. There is no requirement to demonstrate
disconnection, since it is intended that these units remain connected at all times except in extreme
cases.

279 The tug boat/pushing unit dictates the manoeuvrability of the combination. The overall width of the tug boat dictates the individual distance
between rudders and propellers.
280 A comparison: Ship: 15-24 crew members, ATB tug boat: 5-7/9 crew members.

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The most popular manufacturers of tug barge connection systems are US firms like Intercon281 with its
Intercon Tug-Barge Coupler (figures 120A, 120B and 120C) and Bludworth Cook282 and its ATB Flexible
Connection System. The European manufacturer, Beacon Finland Ltd. Oy.283, of Finland competes
successfully selling the JAK®-ATB Coupling system to barge owners in Europe (e.g. Scandinavia) as well
as in the USA and Canada and so does Japanese Taisei Engineering consultants with couplers of the
"ARTICOUPLE"284 and "TRIOFIX" series. (The Articouple system resembles the Intercon system and
vice versa).

In the ATB configuration the tug boat's hull avoids touching the barge due to the Intercon Pin type
system. In this system the pins are hydraulically or electrically actuated and retractable as they extend
into ladders in the barge notch (figures 120B and 120C). The extension keeps the tug free of the barge
and allows the tug to pitch about a transverse connection between tug and barge. All other motions are
restrained so that tug motions match barge motions in roll and heave. Figure 120A shows the pins
retracted in free sailing condition. The pins are situated on port and starboard side of the tug ahead of
amidships and can have a diameter of 64 inches (1626 mm).

The Bludworth Cook system (figures 121 A, 121B and 121C) is different. The tug boat has a hydraulic
calliper type clampon the bow (figure 121B) and docks in ata vertical bar at the apex of the barge notch.
The tug boat moves along the vertical bar when pitching (figure 121 A).

The pads (figure 121C) on both sides of the tug boat position the vessel in the deep notch. These movable
or fixed side pads take up the space between the tug and barge and restrict the roll of the tug. In this
design the retracted bow will dictate the pitch limit.

281 Intercontinental Engineering-Manufacturing Corporation, Kansas City, Missouri, USA. (www.intercon.com).

282 Bludworth Marine, LLC - Houston, Texas, USA. (www.vesselrepair.com).
283 See: http://www.beaconfinland.com/jak.htm.
284 See: www.articouple.com.

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 TOWING MANUAL 2010 ANCHOR CHASING

14 Anchor chasing

In Chapter 3.1.11 "New design (2)" the SAHS - Safe Anchor Handling System and buoy catching is
mentioned, but the operation of "anchor chasing" still needs to be addressed.

There is a difference between "fishing" for an anchor and chain detached and lost from a ship, which is
lying on the sea bed and "chasing" anchor mooring lines of floating offshore platforms. "Anchor fishing"
is normally done by a tug boat or salvage boat and "anchor chasing" is done by an AHT(S).
The equipment used by the vessels will often be different. When "fishing", the tug boat or salvage vessel
will use a grapnel as a tool (figures 122A and 122B) while the AHT(S) will use a "chaser" (see figures
124A and 124B) as the recovery tool.

The tug boat recovering the detached anchor and chain cable will run its search pattern perpendicular
to the expected and reported direction of the lost anchor chain or wire. During the search the grapnel
will be dragged across the sea bed until it catches (figures 123A and 123B). Such a catching is immediately
noticed on board of the tug because the grapnel towing wire will jump up. Obviously the grapnel, in
order to operate at its best, has to be dragged flat as possible across the sea bed. This will be managed
by attaching a length of chain cable in between the towing wire and the grapnel. Keep the angle of the
grapnel towing wire as little as possible at the point it enters the water and ensure the tug moves at slow
speed. A slow speed is necessary to prevent the grapnel from bouncing across the seabed.

As can be seen in figures 122A, 122B, 123Aand 123B the presented grapnel can be used for the "fishing"
and catching of anchor chain. The fluke of the grapnel is shaped to prevent the chain from sliding along
the fluke see photo 122A.
If a wire is to be "fished" attention must be paid to the balance of the wire ends in order to avoid the
shortest end to slip from the grapnel flukes/arms. The individual must determine the running direction
of wire or chain in order to know which end to heave.

Chasing an anchor is a different operation. Semi-submersible oil rigs, platforms, FPSO's are in an anchor
pattern permanently moored with multiple anchors.

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 TOWING MANUAL 2010 ANCHOR CHASING

Oil rigs have a minimum of 8 anchors and nowadays in deep water especially semi-submersible rigs
start with 12 anchors. (See also footnote 47).

stage 1

123A

124A

Often the anchors are buoyed off and can be heaved on the deck of an anchor handling vessel in the
regular procedure. However the buoy pennant can fail in service through wear285, then it will become
impossible to recover the anchor in the usual way and carry it back to the rig or platform. If only one or
two anchors are to be recovered then an option is to heave the entire rig over the anchor and let the rig
break out and retrieve the anchor. When this is not an option the AHT has to prepare itself for the
recovery of the chain cable or wire by means of chasing.

Since the chain or wire cable is still deployed and lying with a slow curve towards the sea bed, it is easiest
to pick it up near the rig. The crew of the tug boat will also know where the anchor is located. The tug
will use a J-chaser (figures 124A and 124B) which will be lowered to about 1/3 of the water depth. When
the chain cable or wire is being caught, the AHT proceeds into the direction of the anchor and tows the
chaser286 along the chain or wire until contact is made with the anchor shank. The anchor then can be
broken out and freed from the sea bed and heaved on deck (figures 125A, 125B and 125C).

285 Wear to the pennant is caused by the continuous movement of the large buoys by the waves.
286 It is advised that the chaser pennant should be at least 1.5 times the waterdepth.

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 TOWING MANUAL 2010 ANCHOR CHASING

Due to experience, the shape of these "chain chasers’’287 has evolved over the years. Dimensions and
shape of the chasers depend on the type of rig and the related equipment of chain cable and/or wire
that is being used.

As a practical solution for anchor buoys and pennant wires, the permanent chain and/or wire chaser (see
figures 126 and 127) was introduced at the end of the eighties. A permanent pear-shaped ring is connected
around the chain or wire by means of a pennant wire. The chaser will be towed - "chased" - along the
chain/wire, similar to the J-chaser operation. When the anchor must be deployed the AHT receives the
chaser pennant from the platform or rig. The AHT then secures the pennant to the anchor winch, the
platform slackens the anchor away from the anchor rack and the anchor will be heaved on deck of the
AHT and run out. After the anchor is lowered to the sea bed and the platform has tensioned and tested
the mooring line, the chaser will be towed back to the platform and the chaser pennant will be returned
to the platform. When the anchor has to be retrieved the opposite operation must be executed.

287 The weight of grapnels and chasers varies from ±1300 kgs - 3000 kgs with a SWL varying from 100-250 tonnes. Chain dimensions,
breaking-out forces etc. will dictate the SWL of the chaser.
See: www.balmoral-group.com/marine/products,www.unirig.com,www.gamorris.co.uk .
See: www.vryhof.com and the excellent Vryhof "Anchor Manual" published for the last 20 years. In this manual anchor handling is very
clearly explained with all ins and outs, including the characteristics of anchors types, tensioners, mooring line catenaries, friction coefficients,
holding capacities etc.
See also the website of the Anker Advies Bureau (free translated Anchor Advisory Bureau) www.wortelboer.nl/anchors_chaincables/23/
technical_details.

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 TOWING MANUAL 2010 ANCHOR CHASING

In deep sea moorings permanent chasers will always be in place.

Additionally the composition of mooring systems will be a combination of wire and cable due to the
excessive length required.

The aperture shape of the chaser varies from pear-shape to oval to round depending on designer/
manufacturer288 (see figures 126 and 127, see also footnote 287). Of importance in the design is the
large riding radius at the foot of the ring in order to avoid cable and wire damage.
The 1:7 ratio wire diameter to riding /sliding surface is the minimum requirement. (Figure 127, see also
footnote 62).
With all these activities the anchor handling wire and/or pennant chasing wire must remain on the
stern roller of the AHT. This is a stability requirement! Also the trim and free board of the AHT is of
importance289!

288 Figure 126 shows a common model, figure 127 shows the Bruce Ring Chaser, a light weight type chaser, especially designed for deep water
moorings with special attention for the large riding radii to avoid cable damage like wire, chain and HMPE (Dyneema).A wide variety of
models is in stock and available on the market.
Figures 122 until 127 are copied from the Marine Equipment Handbook of BALMORAL MARINE.
289 The chaser can be caught or stuck on the cable or chain, much the same as a snagged fishing net with trawling.
See also: the disaster - capsizing and sinking during anchor handling - of the AHTS "Stevns Power" on 19 October 2003 offshore
Nigeria. Casualty Report of the Division for Investigation of Maritime Accidents of the Danish Maritime Authority, www.dma.dk.
See also: Norwegian Public Report: "The Loss of the "Bourbon Dolphin" on 12 April 2007".
Http://www.regjeringen.no/en/dep/jd/Press-Center/pressemeldinger/2008/report-on-the-loss and the "Animation of the probable course
of events that lead to the accident".

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 TOWING MANUAL 2010 STABILITY

15 Stability

£5.1 Ocean going tugs

15.1.1 Introduction

Reference has earlier been made to stability in the below chapter/pages.

• The division of the aft deck and the bulwark scupper shields in relation with the free water surface
in Chapter 3.1.5 together with the accompanying figures and footnotes.
• The Emergency release with the subject "Towing winches" Chapter 4.1.
• The DOT system in Chapter 4.4.2 "New design (3)”.
• The Carrousel tug in Chapter 4.4.3 "New design (4)" with footnotes and ANNEX 3 and the remark
and footnote 129 regarding the watertight doors on the aft deck that must be closed.
• Heaving To and drifting with the similar subject in Chapter 12.3.6
• The use of the stern roller when anchor and chain chasing. Also the remark that attention must be
paid to trim and sufficient free board. (Read the casualty report regarding the "Stevns Power" and
the report regarding "The Loss of the "Bourbon Dolphin" on 12 April 2007” see footnote 289).

The IMO Guidelines for safe Ocean Towing (ANNEX 1) do not provide additional guidelines with regards
to the stability of tug boats. When a tug boat does not tow, it must comply with the stability requirements
of a regular ship of comparable dimensions. See IMO Resolution A 749(18) Code on Intact Stability for
All Types of Ships and the Amendments in MSC 75(69).

The Maritime Safety Committee of the IMO has revised the IS - Intact Stability-Code with the intention
to adopt some basic requirements (see MSC 78/24/1-16 December 2003). The revision has become
the 2008 IS Code and entered into force on 1 July 2010.

Tug boats almost never carry cargo on deck. This is contrary to Offshore Supply Vessels - and also the
AHTS, where the crew certainly has to keep an eye to the contents of containers on deck. The question
often arises as to the accuracy on documented weight in relation to actual weight of each item.
A draft check is an absolute necessity when taking containers on deck.

A deck cargo of pipes/casing requires special attention due to the interaction with water on deck. It may
mean the planned course and speed need to be reconsidered290.

A point of attention for Anchor Handling Tugs - AHT and AHTS-es is the volume of the chain lockers.
Certainly in deep sea areas or at the transition from shallow to deep sea the rig will have more chain
deployed. If this cable can not be stowed in the chain lockers291 then it may be necessary to stow some
shots on deck of either AHT or rig. This question is of importance for both ship stability as economical
impact, since it is desirable that no extra workload is placed on the rig during an anchor handling
operation.

290 Seethe loss of the "Smit-Lloyd 102" 31 December 1970. The verdict of the Dutch Admiralty Court-(Merchant Marine Council) in December
1971.
See also the book "Tot ondergang gedoemd" of the Dutch author R. Sodenkamp. ISBN 90 2281963 9 - Freely translated it means “ Destined
to be wrecked".
291 AHT's do have a chain locker capacity varying from 4 lockers with an aggregate capacity of 1100 m3 up to 4 lockers with an aggregate
capacity of 160 m3 and everything in between.

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 TOWING MANUAL 2010 STABILITY

By law a stability booklet with different standardized loading conditions is provided for all seagoing vessels
and tugs are no exception. Loading conditions are calculated and delivered by the ship builders. The
stability data scenarios available to the tug crew mostly concern variations of fuel and ballast conditions.
Provided these conditions are adhered to, then safety should be maintained. The mariner however still
is tasked with correct interpretation of the data supplied.

The newly built and the youngest generation of ocean going tugs, AHT's and AHTS-es will usually be
equipped with computer programmes for the ship stability. These programmes will be class approved.
Any stability programme not class approved must be used with great caution.

Like other ships, the ocean going tug must possess sufficient stability in orderto resist the heeling moment
in adverse weather conditions such as caused by wave actions. With regards to stability a towing
operation brings in several extra factors. As an example one has to consider a situation when the towing
wire does not lead directly astern. A most critical condition arises like tow tripping, when the tow reverses
and the tow starts towing the ocean going tug. If the tow takes control of the tug it may result in being
pulled abeam292 which can result in huge amounts of water on deck. (See Chapter 12.3.6 "Heaving To
and Drifting").

15.1.2 Criteria

As mentioned earlier stability requirements for sea going tug boats must at the very least comply with
stability requirements as required for other sea going vessels. The requirements as mentioned in IMO
Resolution A 749 (18) are mandatory for vessels up to a length of 100 metres l.b.p. Regarding vessels
with a length greater than 100 metres l.b.p. the requirements are a recommendation only. In most cases
these recommendations, will be adopted by the Classification Societies.

Aside from GM and dynamic stability requirements the wind criteria must be considered. For details
regarding these general recommendations reference is made to the specific IMO requirements as mentioned
above as well as the usual stability textbooks.

Tugs by the nature of their work must consider extra stability elements. The following passages address
these elements.

Heeling moment caused by towing: A tug boat that tows with the towing wire on the beam will experience
an additional heeling moment caused by the tension in the towing wire as experienced with a very heavy
sheering tow. (See also figure 89 and page 79 including figure 103).

Because of these beam forces the tug boat can commence drifting. This develops a similar but opposite
lateral hull force that together with the wire tension becomes a torque (heeling moment). For the
magnitude of the force a defined value has to be accepted as is shown in next table.

292 A towing abeam situation can arise when the gog rope parts under severe strain and/or when the towing wire jumps over the towing pins.
A similar situation can arise when the tug tries to overcome the situation of being towed.

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 TOWING MANUAL 2010 STABILITY

Type of Propulsions Bollard pull Percentage

of bollard
pull at 90°
(kg per SHP) (towing abeam)

13,5 kg 50 %
Twin screw with open propellers or other types not listed below

Twin screw with open propellers and flanking rudders 13,5 kg 50 %

Twin screw with conventional non-movable nozzles 16 kg 50 %

Water Tractor tug with twin propeller Z-drive 16 kg 70 %

(steerable propeller with nozzles & conventional twin screw with
steerable propeller)

Water Tractor tug with twin cycloidal propellers 13,5 kg 70 %

(vertical axis)

As can be seen in the table, the tension in the towing wire is specified and dependent on the type of
propulsion of the tug boat and not the magnitude and mass of the towed object.

(See also Chapter 13.1: Escort tugs in reference to "indirect mode" and dynamic pulling and also the
references made in footnotes 128 until 132).

For the heeling moment this force must be multiplied with the arm between the point of application
of the towing wire and the lateral point of the hull force. For the sake of convenience the lateral point
of the hull force has been accepted as the Centre of Buoyancy - VCB - in a condition without heel.

With an increasing heel the heeling moment reduces due to the arm reduction of this torque. The
requirements start from the reduction and/or variation with the cosine of the heeling angle. The heeling
moment caused by the towing force/tow rope pull divided by the displacement gives an arm that in the
static stability curve can be compared with the arm of the righting moment.
Given that stability criteria requirements are fixed for the residual dynamic stability above the arm of the
heeling moment, following steps therefore must be taken:

A Determine the arm of the heeling moment (moment/displacement).

B Multiply the arm with cosine <p.
C Put this arm in the static stability curve.
D Determine the static heel (intersection heeling curve/righting arm).
E Add 40° to the intersect heeling (or to a lesser heel as the down flooding angle is less than 40°).
F Determine the residual dynamic stability under the righting curve from intersect up to this total heel
in metre-radians.
G The residual stability should not be less than 0.09 metre-radians.

A second additional test is required in relation to the heeling moment caused by fire fighting monitors
(figure 128).

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 TOWING MANUAL 2010 STABILITY

A water jet directed abeam creates a reaction force (R) that makes the tug boat drift in the opposite
direction. (See also: Chapter?: Fire-fighting capacity) The drifting causes again a hull resistance (S) that
in relation with the reaction force creates also a heeling moment.
For the stability criteria the arm (moment/displacement) will be calculated as per following formula:
Arm= {[Z(R ' h) + IS * (KB - e)J / (9.81 * △)} * cos.cp.

R = Reaction force of waterjet (kN).

S = thrust of main propulsion (kN).

The arm will be determined by the vertical distance

from the fire-fighting monitor until the Vertical
Centre of Buoyancy (B).

This heeling moment divided by the displacement

can then again be superimposed in the curve of
static stability.
The intersection with the arm of the righting moment
will be the static angle. According to the criteria this
angle will not be greater than 5°.

It should be noted that hull resistance is not adopted

in the formula. It indicates the heel that will be
obtained by the tug boat before it starts drifting.

As can be expected, the criteria dictate higher stability requirements to towing tug boats. The dynamic
stability requirement for regular ships is 0.09 metre-radians until a heel of 50°. With regards to a towing
sea going tug a residual stability of 0.09 metre-radians is required above the heeling moment caused by
the towing force. When these requirements are met then in many cases the requirement of maximum
5° angle, caused by the fire-fighting monitors, will also be met.

As an example two loading conditions are given from the m.t. "Fairmount Sherpa" of Fairmount Marine
B.V. in Rotterdam. This is an AHTS that conducts towing and offshore services such as "anchor
handling".

Under the condition "Departure - with deck cargo" the AHTS will comply with the static and dynamic
stability criteria. The residual stability up to 42° (intersect + 40) with this condition is substantially greater
than the required 0.09 metre-radians.

The least favourable condition "Arrival - no deck cargo" still amply complies with the requirements for
sea going tugs.
With allowance of the fire-fighting monitor creating a reaction force of 100 kN, the heel appears to
remain far below the "Departure - with deck cargo" condition.
For the "Arrival - no deck cargo" condition the heel is approaching 5 degrees. (Though the assumption
of 100 kN errs on the high side).
In the official hydrostatic data of the AHTS, this calculation has not been made.

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 TOWING MANUAL 2010 STABILITY

Items: Starting condition - Departure with deck cargo

Wind surface 571 m2

Block coeff. 0,718
Wind arm (0 gr.) 0,042 m
Wind gust arm 0,063 m

weight KG moment
LIGHTWEIGHT 2950 7,00 20650,00
DEADWEIGHT 3093 4,52 13980,36
Free Surface Moment 1490,00
Total 6043 36120,36

KG' 5,98 m
KM 8,28 m
G'M 2,30 m

Heel (h) 0 5 10 20 30 40 50 60 70
KN sin(h) 0 0,723 1,436 2,686 3,752 4,666 5,358 5,739 5,871
KG' sin (h) 0 0,521 1,038 2,044 2,988 3,842 4,579 5,176 5,617
Arm 0 0,202 0,398 0,642 0,764 0,824 0,779 0,563 0,254

Area under righting arm curve

0,009 0,026 0,091 0,123 0,139 0,140 0,117 0,071
at intervals

Cumulative area (mrad)

0,009 0,035 0,126 0,248’ 0,387 0,527 0,644 0,715
* = round up

Wind arm 0,042 m at 0 degr.

Wind gust 0,063 M

Cb 0,718
d 6,35 m
B 18,00 m L.b.p 66,60 m
B/d 2,83
C1 0,92 *100
Ak/(L B) 47,63
C2 1,00
k 0,96
OG -0,37
T 9,72 sec.
r 0,70
s 0,081
Rolling amplitude 22,8 degr.

Bollard pull 30.000 HP Tow force 480 tonf

Tow arm 0,0794 m

Fire gun arm Arm = {[Z(R * h ) + 2 S * (KB-e)]/ (9,81 * △ ))•’ cos cp.
No. of guns 2
h 12 m Fire gun: arm at 0 degr. 0,06 m
S total 1917 kN
KB 2,5 m
E 2m
R total 100 kN

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 TOWING MANUAL 2010 STABILITY

---------- righting arm --------- windarm ............. windgust (1.5)

- - - -tow arm --------- fire gun arm — - - dynamic stability

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 TOWING MANUAL 2010 STABILITY

Items: Starting condition - Arrival no deck cargo

Wind surface 739 m2

Block coeff. 0,684
Wind arm (0 gr.) 0,094 m
Wind gust arm 0,141 m

Weight KG moment
LIGHTWEIGHT 2950 7,00 20650,00
DEADWEIGHT 452 2,92 1319,84
Free Surface Moment 818,00
Total 3402 22787,84

KG' 6,70 m
KM 8,97 m
G’M 2,27 m

Heel (h) 0 5 10 20 30 40 50 60 70
KN sin(h) 0 0,789 1,581 3,211 4,710 5,676 6,286 6,608 6,610
KG' sin (h) 0 0,584 1,163 2,291 3,349 4,305 5,131 5,801 6,294
Arm 0 0,205 0,418 0,920 1,361 1,371 1,155 0,807 0,316

Area under righting arm curve

0,009 0,027 0,117 0,199 0,238 0,220 0,171 0,098
at intervals

Cumulative area (mrad) 0,009 0,036 0,153 0,352 0,590 0,811 0,982 1,080

Wind arm 0,094 m at 0 degr.

Wind gust 0,141 m

Cb 0,684
D 3,94 m
B 18,00 m L.b.p: 66,60 m
B/d 4,57
C1 0,80 *100
Ak/(L B) 61,64
C2 0,99
K 0,96
OG 2,76
T 10,74 sec.
R 1,15
S 0,074
Rolling amplitude 24,2 degr.

Bollard pull 30.000 HP Towforce 480 tonf

Tow arm 0,1411 m

Firegun arm Arm = {[Z(R * h ) + 2 S * (KB-e)]/ (9,81 * △ ))♦ cos <p.

No. of guns 2
H 12 m Fire gun: arm at 0 degr. 0,10 m
S Total 1917 kN
KB 2,5 m
E 2 m
R total 100 kN

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15.2 Inland tugs293

It would appear that stability criteria are not available for all types of inland vessels which have under
gone modification.
Inland towing and pushing tugs belong to this category.

Evidence collected from investigation based upon a series of incidents, suggests that a lack of under­
standing exists with crews regarding operational and theoretical stability matters in the entire inland boat
sector. This lack of knowledge and experience can be witnessed in three specific branches of inland
shipping. This lack of knowledge is caused by the specific operational circumstances of these branches
and/or because of the lack of sufficient residual stability of the boat itself which makes its employment
critical.

These three branches of inland shipping are:

• Push and tow boats, especially the converted tow boats.
• Pontoons, especially barges provided with permanent or temporary pieces of equipment.
• Boats and barges with a bin.

From the investigation in question (see footnote 293) it appears that stability problems with push/tow
boats (mainly built before 1970) were caused by alterations made to the boat which resulted in the
shifting of the original centre of gravity. These alterations to the boat could have been an elevated bridge
house, the installation of a pushing bow, the capacity increase of the fuel tanks or re-motoring. Addition­
ally the rudder area often will be enlarged.
The owners do very little if any research into the effect this will have on the stability of the boat. These
considered "minor" alterations can have a large negative influence.
The boats, at first delivery, usually possess sufficient stability. This stability however is considerably
reduced because of intermediate modifications and conversions. These modifications and (minor)
conversions often are not reported to the competent authorities such as; in The Netherlands "The
Transport and Water Management Inspectorate" - Merchant shipping294.

The employment of these boats as well for pushing as towing assistance creates an unsafe situation. As
a result of the decreased demand in inland towing, skippers are employed who have minimum towing
skills and expertise. Skills however, which are essential for competent operational deployment.
In order to correct this situation, the Dutch Transport Safety Board offered some advices for the
industry:

293 See the report of The Dutch Transport Safety Board (Since 1 February 2005 - The Dutch Safety Board) - The Hague, August 2004. "De
stabiliteitsrisico's van binnenschepen en drijvende werktuigen" - (The Stability Risks of Inland Vessels and Floating Equipment)
www.onderzoeksraad.nl.
The report is based on the experience and related incidents in the Dutch inland waters. An English version might be available on request.
www.safetyboard.nl.
294 In the United Kingdom the "Maritime and Coastguard Agency" - MCA and in the USA - the "United States Coast Guard" - USCG.

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 TOWING MANUAL 2010 STABILITY

• Develop a procedure in which apparent small conversions or modifications to a boat or changed

working procedures that influence the stability is implemented. This shall be a standard procedure
by owners/skippers with a stability check or an inclination test of which the results will be reported
to the competent authorities.

• The development of a useful methodology for crew members that provides immediate insight in the
stability criteria and the respective limits of the vessel for daily use.

The U.S. Coast Guard published criteria for towing and fishing vessels in their “NVIC 12-83 of the U.S.
Department of Transportation". These requirements are made in relation with the previously mentioned
IMO Resolution. Also there will be requirements found for OSV's (Offshore Supply Vessels) in the Code
of Federal Regulation viz. 46 CFR Part 174.

Since the research data in the NVIC 12-83 is of value, this circular in full has been copied and printed in
ANNEX 7.

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 TOWING MANUAL 2010 CONTRACTS

16 Contracts
(see ANNEX 8)

Since the objective of this manual was to examine all aspects of tug boats and related shipping matters,
this last subject deals with contracts.

In the early days the in-house legal department of tug boat companies would draw up their own contracts.
To avoid confusion and facilitate quick decisions it was agreed to develop uniform contract types in
a standard format. Unambiguous standard box type form contracts were agreed between the different
parties concerned.
The Baltic and International Maritime Council - BIMCO295 with the headquarters in Copenhagen, Denmark
has played an important and leading role which resulted in the well-known and widely accepted
"Supplytime'', "Towcon" and "Towhire'' contracts296.
Revision of the contracts takes place when the market demands and as a consequence the contracts are
referred to by revision date.
As an example this has resulted in "Supplytime 89" and the revision "Supplytime 2005” developed in
close cooperation with the International Support Vessel Owners' Association - ISOA.
The "Towcon" and "Towhire" contracts are being recommended by the International Salvage Union
- ISU and the European Tugowners Association - ETA.

The official and full names of “Supplytime", " Towcon" and “ Towhire" respectively are:" Uniform Time
Charter Party for Offshore Service VesselsHowever in the 2005 version it changed into “BIMCO Time
Charter Party for Offshore Service Vessels", “International Ocean Towage Agreement (Lump sum)"
and "International Ocean Towage Agreement (Daily Hire)".
Each contract of which the abbreviated name finishes with “-con " refers to a type of contract based
upon payment of an agreed fixed amount of money and the name that finishes upon "-hire" refers to
a daily hire contract.

BIMCO can be considered as the world's most important organisation in relation to the development
of maritime contractsand related forms and clauses. It is estimated that three quarters of the transactions
in the shipping industry occurs with BIMCO approved forms. The entire shipping industry is being
provided with documents such as Charter Parties, Bills of Lading, Cargo Receipts and special contracts
on request of the industry such as the offshore industry, heavy transportation and wreck removal.

Examples of these contracts and clauses can be downloaded from the BIMCO website (see footnote
295) and membership allows full access to and the use of all forms, of which there are many.
The abbreviated user names state the kind of trade and type of contract such as:

• BARECON 2001 - BARECON 89 Standard Bareboat Charter Revised.

• BARCEHIRE 94 - Standard Barge Bareboat Charter Party.
• HEAVYCON Contract- Standard Transportation Contract for Heavy and Voluminous Cargoes.
• WRECKHIRE99, WRECKSTAGE 99and WRECKFIXED 99-International Wreck Removal and Marine
Service Agreements (Daily Hire, Lump Sum - Stage Payments and Fixed Price - “No Cure, No
Pay".

295 BIMCO is the world largest private shipping organisation with ± 2720 members (2006/2007). See also: www.bimco.dk or www.bimco.
org.
296 These abbreviations are the Code names of the mentioned contracts and referred to accordingly.

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 TOWING MANUAL 2010 CONTRACTS

Each tug boat will, if possible, render assistance at sea to a commercial ship. It may present itself as
a salvage tug and for that reason the Lloyds Standard Form of Salvage agreement "LOF 2000" is
mentioned in this chapter. Depending on how much assistance is required, the owner/manager of the
vessel concerned will enter into a certain type of contract with the tug boat company.

It may occur during the course of the salvage contract that a salvor wants to hire a tug boat that belongs
to a third party owner without allowing this same third party to become sub-contractor in the salvage
operation and participant in the original contract. In the past for such occasions often a BIMCO Towhire
orTowcon contract was used, nowadays the International Salvage Union - ISU - the Society of Salvage
Companies has developed a special contract form with the names "SALVCON 2005" and "SALVHIRE
2005". As mentioned earlier, the dates reflect the year in which the contractwas adopted and the suffixes
"-con" and "-hire" reflect the fixed payment-or daily hire contract.
These contracts also are designed according to the BIMCO contracts box type principle.

All abovementioned contracts including the wreckhire, wreckstage, wreckfix contracts can be downloaded
from the ISU website, www.salvage-marine.com. This also applies for the LOF 2000 - Lloyds Standard
Form of Salvage agreement 2000, which can also be downloaded from www.lloyds.com.

As in all contracts a departure port and arrival port will be identified. The master of the ocean going tug
having arrived at the final destination will produce a "termination or delivery form / delivery note" to
the owners or their representatives297. Signing of the form by both parties confirms acceptance of delivery
of the tow and releases the carrier of their responsibility.

This also applies for the salvage contract such as LOF 2000, where a port or place of delivery the so-called
“Agreed place of safety" in Box 3 will be agreed upon and noted.

Such termination and/or delivery forms cannot be downloaded from one of the earlier mentioned
websites. These forms however are customary letters that only differ in small detail depending on the
towage company.
Tug boat captains may have these forms already on board or can produce such a letter themselves. (See
also Chapter 12.3.9 last paragraph and footnote 271).

297 When it concerns a ship or any other self-propelled unit, the captain is regarded as the company representative and as such he is authorised
to sign such forms.

125
 Abbreviations

ABS American Bureau of Shipping EPR Electric-Pneumatic Remote control

AFFF Aqueous Film Forming Foam EPS Expanded Polystyrene

AG Aktiengesellschaft ER Engine room

AH Anchor Handling et seq et sequens

AHT Alpha High Thrust ETA Estimated Time of Arrival

AHT Anchor Handling Tug ETA Emergency T owing Arrangement(s)

AHTS Anchor Handling Tug Supply vessel ETA European Tugowners Association

API American Petroleum Institute ETS Emergency Towing System

AR Alcohol Resistant F Fahrenheit

ASD Azimuth Stern Drive FEF Fire Extinguishing Foam

ATB Articulated Tug and Barge FFTT Fin First Tractor Tug

ATC Automatic Tug Connection FMA Finnish Maritime Administration

Bft Beaufort FPP Fixed Pitch Propeller

BHP Brake Horse Power FPSO Floating Production, Storage and

BIMCO The Baltic and International Offloading

Maritime Council FPSU Floating Production and Storage

BP Bollard pull Unit

BS British Standard ft foot, feet

BV Bureau Veritas GL Germanischer Lloyd

C Celsius GmbH Gesellschaft mit beschrankter

CCS China Classification Society Haftung

CCTV Closed Circuit Televison GR. Grade

CFR Code of Federal Regulations HFO Heavy Fuel Oil

Circ. Circular HMPE High Modulus PolyEthylene

circ. circular, circumference HP Horse Power

ColRegs Collision Regulations HP High pressure

CPP Controllable Pitch Propeller HPPE High Performance PolyEthylene

cSt centistokes HR Hoog Rendement = High efficiency

CTCU Cable Traction Control Unit HS High Strength

dB decibel IACS International Association of

DB Derrick barge Classification Societies

DE Sub-Committee on Design and ICS International Chamber of Shipping

Equipment (IMO) i.e. id est

D.E. Diesel Electric IFO Intermediate Fuel Oil

DNV Det Norske Veritas IHP Indicated Horse Power

DOT Dynamic Oval Towing IMC International Maritime Consultancy

DP Dynamic Positioning ook Dynamic IMO International Maritime Organization

Pull (pay attention to the context) IMPA International Maritime Pilots'

EARL East Asia Response Pte Limited Association

eg- exempli gratia = for instance Inc. Incorporated

EHP Effective Horse Power IPK see IHP

EHR Electric-Hydraulic Remote control IS Intact Stability

EN European Norm ISO International Standards

EN Equipment Number Organization

EPA Environmental Protection Agency

126
ISOA International Supply Vessel Owners' NF National Foam

Association NK Nippon Kaiji Kyokai

ISU International Salvage Union Nm Newton meter

ITB Integrated Tug and Barge NtM Notice to Mariners

ITS International Tug & Salvage NVIC Navigation and Vessel Inspection

IVW Inspectie Verkeer en Waterstaat Circular

JIP Joint Industry Project OCIMF Oil Companies International Marine

kgs kilograms Forum

kN kiloNewton OK Oklahoma

KR Korean Register of Shipping OPA Oil Pollution Act

kVA kiloVoltAmpère OSRL Oil Spill Response Limited

kW kilowatt OSV Offshore Supply Vessel

kWe kilowatt - electric Oy Osakeyhtiö = Limited company

LB Lay barge PA Pennsylvania

LLC Limited Liability Company P.C. Propulsive Coefficient

Lbp Length between perpendiculars Pte Private

L.o.a. Length over all PTI Power Take-In

LP Low pressure PTO Power Take-Out or Power Take-Off

Lpp Length between perpendiculars RHIB Rigid Hull Inflatable Boat

LOC London Offshore Consultants RIB Rigid Inflatable Boat

LOF Lloyds Open Form RINA Registro Italiano Navale

LOLER Lifting Operations and Lifting RINA Royal Institute of Naval Architects

Equipment Regulations RoT Rate of Turn

LOOP Louisiana Offshore Oil Port SA Salvage Association

LRS Lloyds Register of Shipping SAHS Safe Anchor Handling System

LS Low Sulphur SBM Single Buoy Mooring

LSA Life Safety Appliances SES Scandinavian Electric Systems

LSF Lloyds Standard Form SF Safety Factor

Ltd Limited liability company SGS Société Générale de Surveillance

m metre SHP Shaft Horse Power

mt metric ton(ne) SMA Swedish Maritime Administration

MARIN Maritime Research Institute SOLAS Safety of Life at Sea

Netherlands SSCV Semi Submersible Crane Vessel

MARPOL Marine Pollution Act STCW Standards of Training, Certification

mbH mit beschrankter Haftung and Watchkeeping

MBL Minimum Breaking Load SSU Saybolt Seconds Universal

MCA Maritime & Coastguard Agency StS Ship to Ship

MDO Marine Diesel Oil SUS Saybolt Universal Seconds

MGO Marine Gas Oil SWD Stork-Werkspoor-Diesel

min. minute SWL Safe Working Load

MOB Man over board TBU Tug Barge Unit

mrad metre-radians TL Testload

MSC Maritime Safety Committee Ts Tonnes

NCE Noise Control Engineering TSHD Trailing Suction Hopper Dredger

NEN Nederlands Normalisatie-instituut TSU Technische Dienste, Sicherheit und

127
 Umweltschutz GmbH

TTI Tension Technology International

TU Technical University

UK United Kingdom

ULCC Ultra Large Crude Carrier (> 300.000 tonnes deadweight)

USA United States of America

USCG United States Coast Guard

USD United States Dollar

UV Ultra violet

VCB Vertical Centre of Buoyancy

VCR Voith Cycloidal Rudder

VHF Very High Frequency (Radio)

VLCC Very Large Crude Carrier (200.000-300.000 tonnes deadweight)

VPP Variable Pitch Propeller

VS Voith Schneider

VSP Voith Schneider Propeller

VTF Voith Turbo Fin

WLL Working Load Limit

WT Watertight

128
 Annex 1

IMO Guidelines
for Safe Ocean Towing
 INTERNATIONAL MARITIME ORGANIZATION

4 ALBERT EMBANKMENT
LONDON SE1 7SR
E
Telephone: 0171-735 7611
Fax:
Telex:
0171-587 3210
23588 IMOLDN G
IMO

Ref. T1/3.02 MSC/Circ.884

21 December 1998

GUIDELINES FOR SAFE OCEAN TOWING

1 The Maritime Safety Committee, at its seventieth session (7 to 11 December 1998), considered
Guidelines for safe ocean towing, as prepared by the Sub-Committee on Ship Design and Equipment (DE)
at its forty-first session (9 to 13 March 1998) and, in order to enhance safety of navigation and
environmental protection, agreed to the need for such Guidelines for commercial towing operations which,
by their nature, are not salvage or rescue towing services.

2 Recalling the adoption by the eighteenth session of the Assembly of resolution A.765(18) on
Guidelines on the safety of towed ships and other floating objects, including installations, structures and
platforms at sea and the availability of guidance to minimize the danger to navigation from towed objects,
which have broken adrift from the towing vessel, have grounded or are out of control, the Committee
approved the Guidelines for safe ocean towing, as set out in the annex.

3 Member Governments are invited to implement the annexed Guidelines and bring them to the
attention of all parties concerned with ocean towing operations.

***

I:\CIRC\MSC\884.WPD

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 TOWING MANUAL 2010 ANNEX 1

MSC/Circ.884

ANNEX

DRAFT GUIDELINES FOR SAFE OCEAN TOWING

Contents

Page

1. Purpose ...................................................................................................................................... 2
2. Application.................................................................................................................................. 2
3. Definitions .................................................................................................................................. 2
4. Responsibilities .......................................................................................................................... 2
5. Manning of towing vessels and towed objects ........................................................................ 3
6. Planning...................................................................................................................................... 3
7. Preparation ................................................................................................................................ 4
8. Survey ......................................................................................................................................... 4
9. Design environmental conditions.............................................................................................. 4
10. Weather forecast ....................................................................................................................... 5
11. Towing vessel requirements...................................................................................................... 5
12. Towing equipment ................................................................................................................... 6
13. Towed object.............................................................................................................................. 8
14. In an emergency ..................................................................................................................... 10

Appendix A: Bollard pull testing procedure

Appendix B: Towing log

I:\CIRC\MSC\884.WPD

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 MSC/Circ.884
ANNEX
Page 2

1 PURPOSE

The objectives of these Guidelines are to ensure safety at sea, prevention of human injury or loss
of life, avoidance of damage to the environment, in particular to the marine environment, and to property
through providing minimum recommendations for the organization, planning and execution of ocean
towages and the design of associated equipment.

2 APPLICATION

2.1 These Guidelines are applicable to international ocean towing operations from one State to another
State. However, these guidelines may also be used for any other ocean towing operation.

2.2 These Guidelines do only apply to commercial towage operations, which are not in the nature of
salvage. However, amongst towing vessels available to undertake such towing, priority should be given
to those which are fitted to the nearest extent in line with section 12.

2.3 The status of these Guidelines is advisory.

3 DEFINITIONS

Bollard Pull (BP) Documented continuous bollard pull

Breaking Load (BL) Documented minimum breaking load

Ocean towing Towing operations where the distance between designated

ports of refuge or safe anchoring along the route is more
than 24 hours, taken into account weather conditions.

Tow The towing vessel, including towing vessel equipment and

the towed object including its towing equipment, cargo
and cargo securing

Towage The complete towing operation

Towing equipment All towing equipment on the towing vessel and the towed
object used to effect the towage

Towing master The manager responsible for the towage. A Tug master
may be designated as Towing master

Tug master The master of a towing vessel

1 and 10-year return periods The most unfavourable combination of extreme

environmental conditions, comprising wind, wave and
current, that can be expected statistically every 1 and
10 years respectively.

4 RESPONSIBILITIES

4.1 Organizational command lines should be established and responsibilities and duties clearly defined
before a towage commences.

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4.2 The towing operation should be in charge of a competent towing master, normally being either the
master of the towing vessel or the master of the leading towing vessel, in case the towed object is towed
by more than one towing vessel.

4.3 The towing master is responsible for the towing operation. In preparation for the towing operation,
the towing master should consider these guidelines, as appropriate. The towing master should also consider
what regulations are applicable during the towage, as well as ensuring that all relevant safety measures as
he finds necessary are implemented.

4.4 Nothing in this section shall set aside or limit the towing master's/tug master's authority in
accordance with maritime laws.

5 MANNING OF TOWING VESSELS AND TOWED OBJECTS

5.1 Towing vessels should be manned to operate the towing vessel on a 24-hour basis in accordance
with the STCW Code.

5.2 The manning should also, in addition to operating the vessel, be sufficient to ensure that it will be
possible to:

establish a new towing connection; and

board the unmanned towed object, if planned, in an emergency situation.

5.3 If the towed object is manned, the number of personnel on board the towed object should, as far
as possible, be limited to the necessary crew only.

5.4 Considerations should be given to the need to safely transfer personnel and equipment between the
towing vessel and the towed object when such operation is planned to take place in an emergency situation.
Personnel under transfer should have life jackets or immersion suits, carry suitable radiocommunication
equipment and portable lights. In selecting immersion suits, due regard should be given to the degree of
body heat-loss protection necessary in the area of operation.

6 PLANNING

6.1 All aspects of the towage should be planned in advance, taking into account such factors as
maximum anticipated environmental conditions as reflected in section 9.1, including tidal streams, current
and water depths, as well as the size, windage, displacement and draft of the tow. Possible cargo and cargo
securing arrangements on board the towed object should also be taken into consideration. Strength
calculation of non-routine cargo securing arrangements should be carried out. Weather routeing advice
should be obtained and used where available and appropriate, and careful consideration given to the bollard
pull of the towing vessel(s) to be employed, cf. section 9.4. The towing arrangements and procedures
should be such as to reduce to a minimum any danger to personnel during the towing operations.

6.2 There should be a contingency plan on board the towing vessel to cover the onset of adverse
weather, particularly in respect of arrangements for heaving to or taking shelter. Personnel should be
familiarized with their responsibilities and duties in an emergency situation in accordance with this
contingency plan. If the towed object is manned, the contingency plan should also be carried on such object.

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6.3 There should be operation or towing manuals on board the towing vessel which describe routine
towing operations and additional manuals to describe any special towage requirements, of which due
account should be taken.

7 PREPARATION

7.1 The tow should not proceed to sea until a satisfactory inspection of the tow has been carried out
by the towing master and, if requested or for any reason considered necessary, by any other competent
person.

7.2 The towing operation should not commence unless the environmental conditions prevailing, and
forecast, will allow the tow to achieve safe sea room where the tow is not endangered by a lee shore or
other navigational hazards.

7.3 Where operational limitations have been identified for the tow, procedures should be put in place
to prevent the tow encountering conditions in excess of the limitations. Such procedures may include
weather routeing or safe shelter locations, or both.

8 SURVEY

In cases, where particular circumstances or factors signify an increased risk to the tow, or where
the risk cannot be evaluated on the basis of seafaring and nautical knowledge and experience alone, the
owner of the towing vessel, owned s) of the towed object or the towing master/tug master should apply for
survey in accordance with these guidelines by a competent organization or authority, as appropriate.

9 DESIGN ENVIRONMENTAL CONDITIONS

9.1 The towed object, including cargo and securing arrangements, should be capable to withstand the
loads caused by the most adverse environmental conditions expected for the season and areas in question.
*

9.2 The duration of a towing operation is measured from the time the operation is started until the tow
is in a safe condition at its arrival location. If there are locations along the route where the towed object can
safely be located, the duration of the towing operation can be measured between such locations.

9.3 For long duration towing operations passing through areas having different sea state characteristics,
the worst sea state for the route should be considered when selecting the cargo securing arrangements and
the equipment to ensure watertight integrity of the towed object.

9.4 The continuous bollard pull of the towing vessel(s) involved should be sufficient to maintain station
keeping of the tow in the following environmental conditions, acting in the same direction:

- Wind: 20 m/s
- Significant wave height: 5m
- Current: 0.5 m/s

*If found appropriate, the following guidance for design environmental conditions should apply:

Duration of towing operation Return period

< 5 days 1 year
> 5 days 10 year

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Other criteria may be acceptable if high confidence on the weather forecasts and experience data for the
actual waters can be obtained.

10 WEATHER FORECAST

10.1 Where possible a weather forecasting source should be available on a 24-hour basis for the whole
towing operation.

10.2 Weather forecasts should, as a minimum, contain the following information:

- Synopsis of the area

- Wind speed and direction
- Wave height and period
- Swell height and period
- Outlook for the next 48 hours.

10.3 In certain high risk situations, or when such forecast may be seasonally unpredictable, consideration
should be given to obtaining a second weather forecast.

10.4 Weather forecasts should be received on the towing vessel (and received or relayed on the towed
object if manned) at least every 24 hours during the towage. Where there are specific weather limitations
imposed, then more frequent forecasts may be appropriate, and possible direct communication with the
forecaster if significant changes are expected.

11 TOWING VESSEL REQUIREMENTS

11.1 Towing vessels should carry on board appropriate valid cargo ships certificates according to their
size.

The following documents should also be provided:

- Documentation of bollard pull

- Documentation of all towing vessel equipment, ref. section 12

11.2 The continuous bollard pull (BP) at maximum continuous rated power of the main propulsion
machinery should be documented. The testing procedure in Appendix A or a similar procedure should be
adhered to.

11.3 When selecting towing vessels for long distance towing operations, special considerations should
be given to the following:

the vessels propulsion and steering gear are appropriate for the proposed towage operation;

the towline should not hamper the vessel's manoeuvrability under extreme environmental
conditions; and

the towing gear can be handled safely and effectively.

11.4 Towing vessels should have an adequate reserve of fuel depending on the duration of the towing
operation. If refuelling on route is necessary, suitable arrangements should be provided before towing
commences.

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11.5 Towing vessels should keep a towing log with information according to Appendix B. Further, it
should keep an engine log for main propulsion machinery and auxiliaries required for the towage, which
as a minimum should contain information related to running hours and unscheduled events.

11.6 Towing vessels should have a documented maintenance system for all important systems including
communication and navigation equipment, main and auxiliary machinery, and steering and towing gear.

11.7 Notwithstanding the above requirements, all towing vessels, irrespective of their size, should have
as a minimum:

.1 marine radar in compliance with relevant recognized performance standards appropriate

for the size and operation of the vessel;

.2 adequate self-sufficient fire suppression capability;

.3 installation of the following equipment:

.3.1 a searchlight that can be directed from the vessel's main steering station;

.3.2 two VHF-FM radios with Digital Selective Calling capability if not already
equipped with Global Maritime Distress Safety System (GMDSS);

.3.3 an illuminated card type magnetic steering compass or an illuminated flux gate
magnetic compass (with a reserve power supply) that can be read at the vessel's
main steering station;

.3.4 an echo depth-sounding device that can be read at the vessel's main steering
station; and

.3.5 an electronic positioning device; and

.4 the following on board:

.4.1 currently corrected marine charts of the area to be transited, published by an

appropriate authority, of a scale large enough to make navigation of the area
possible; and

.4.2 any other useful currently corrected navigational publications and notices.

12 TOWING EQUIPMENT

12.1 The towing equipment should be designed according to the below mentioned recommendations
and recognized standards. The towing arrangements should be suitable for the particular tow and of
adequate strength.

12.2 The towing vessel should be equipped with a towing winch.

12.3 It is recommended that the towing winch brakes should have an appropriate static holding capacity
to that of the documented minimum breaking load (MBL) of the largest towline to be used. The holding
capability should be calculated for the outermost towline layer on the winch drum at which towing will be
performed.

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12.4 The design and scantling of the towing winch, including supports, should be capable of
withstanding the breaking load of the main towing wire rope without permanent deformation.

12.5 It should be possible to release the tension on the winch drum(s) in an emergency and in all
operational modes. The end attachment of the towing wire rope to the winch drum should be of limited
strength, thus forming a weak link in case the towline has to be run out. After an emergency release the
winch brakes should revert to normal function without delay. It should also be possible to carry out the
emergency release sequence (emergency release/application of brakes) even during a black-out.

12.6 It is recommended that on board towing vessels, whenever practicable, the winch should be fitted
with equipment for measuring the tension in the towline. This equipment should, as a minimum, record
the mean tension and the tension peaks, and the information should be displayed in the wheel house.

12.7 Means should be provided to spool the towline effectively on the drum(s).

12.8 Towline protection sleeves, or other means should be provided to prevent the towlines being
damaged by chafing or abrasion. There should be no sharp edges or obstructions at the stem of the vessel
that may damage the towlines during operation. A sufficient number of spare towline sleeves should be
carried on board.

12.9 An appropriate length for the towline should be determined using established criteria. Where no
such criteria has been established, the minimum required length (L) of the main towline should be
determined from the formula;

L= (BP/BL)xl800 m

where: BL = Documented breaking load of the towline,

BP = Continuous bollard pull

12.10 All wire ropes in use should have the same lay (i.e. right hand, left hand, etc.).

12.11 The minimum documented breaking load (MBL) of the main towline should generally be in
accordance with the following table.

Bollard pull (BP) (tonnes) <40 40-90 >90

MBL (tonnes) 3.0xBP (3.8-BP/50) BP 2.0xBP

12.12 A spare towline satisfying all requirements for the main towline should be kept on board the towing
vessel.

If the towing winch is equipped with two drums the spare towline should preferably be stored on the winch
drum, readily available for use.

The alternative is to have a spare towline which should be in position and so arranged to ensure that
transfer to the main towing drum is easily, quickly and safely effected.

In case of two towed objects whereby two independent towlines (main and spare) are to be connected, an
extra spare towline should be on board, arranged as specified above.

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12.13 All wire rope terminations should be hard eyes, i.e. reinforced thimbles or spelter sockets except
for the end connection to the drum on the towing winch.

12.14 All connecting items like shackles, rings, etc., should have an ultimate load bearing capacity of
minimum 50% in excess of the documented minimum breaking load (MBL) of the towing arrangement
to be used.

12.15 If fibre rope pennants are used, the pennants should be in a sound condition and the minimum
breaking load of any fibre rope pennants should not be less than:

2.0 times the tow line MBL, for tugs with bollard pull less than 50 tonnes;

1.5 times the tow line MBL, for tugs with bollard pull greater than 100 tonnes; and

linearly interpolated between 1.5 and 2.0 times the tow line MBL for tugs with bollard pull
between 50 and 100 tonnes.

Fibre rope pennants should be of grommet construction and be terminated with hard eyes, and should not
normally be connected directly to the apex of the towing bridle.

12.1 6 The towing vessel should be equipped with sufficient spare equipment to completely replicate the
towing arrangements, unless found impractical.

12.1 7 Inspection of the towline should be carried out on completion of each towing operation. The results
of the inspection should always be recorded as a basis for decision on future inspection programs. The
inspection should also be noted on the towing log (Appendix B ).

12.1 8 No part of any towline arrangement should be used for the towing operation if:

the reduction in cross sectional area due to wear, abrasion, corrosion and broken wires
exceeds 10% or there is severe kinking, crushing or other damage resulting in distortion
of the rope structure;

end sockets or other towline terminations such as thimbles, etc., are damaged, deformed
or significantly corroded.

12.1 9 If relevant, gog ropes or alternative arrangement should be provided to prevent athwartship pull,
and to facilitate retrieving of the towline. The arrangement should be remotely operated from a safe
position. A spare gog rope should be carried on board.

13 TOWED OBJECT

13.1 Every towed object, whether manned or not, should be assessed and provided with a confirmation
of its fitness to be towed, covering all below mentioned requirements.

13.2 The towed object should have adequate intact stability in all the loaded and ballast conditions
expected during the voyage. Compliance with any applicable damage stability criteria should be verified,
if not unreasonable due to special conditions. Such damage stability should be demonstrated to the extent
the towed object may have been previously documented to.

13.3 Prior to sailing, the watertight and weathertight integrity should be confirmed by an inspection of
the closing arrangements for all hatches, valves, airpipes, and other openings through which water might

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enter the towed object and affect its stability. It should also be confirmed that any watertight doors or other
closing arrangements within the hull are securely closed and that any portable closing plates are in place.

13.4 Towed objects should be at a suitable draught and suitably trimmed for the intended voyage,
commensurate with the stability condition demonstrated in accordance with section 13.2.

13.5 It should be documented that the towed object has adequate structural integrity in relation to the
cargo loads, the design environmental conditions and other foreseen loads during the voyage. Where
applicable, reference should be made to the towed object's loading manual.

13.6 The cargo securing arrangements (ref. section 6.1) and weather protection for the cargo, equipment
and stores carried on the towed object should be carefully examined to ensure that they are adequate for
the voyage. Where applicable, reference should be made to the towed object's cargo securing manual.

13.7 Where applicable, a bridle should normally be used for connection of the main towing wire rope
to the towed object. Chains should be used in way of chafing areas such as fairleads.

13.8 All connection parts (e.g. each leg of a bridle) should have a documented minimum breaking load
(MBL) exceeding the breaking load of the towing arrangement.

13.9 Towline attachments should be designed to resist the towline pull from any likely direction, with
use of fairleads if necessary. The design and arrangement of the towing fittings should take into account
both normal and emergency conditions.

13.10 The ultimate strength of any towline attachment (bracket or bollard and their foundation) should
not be less than 1.3 times the minimum breaking load of the towing arrangement which is to be attached.

13.11 Fairleads should be designed to accommodate the chafing chain and should be shaped so as to
prevent excessive bending stress in the chain links.

13.12 A bridle recovery system should be fitted on the towed object, strong enough to be utilised after
towline breakage, in case the bridle is planned to be used again during the towage.

13.13 Emergency towing equipment should be provided in case of bridle failure or inability to recover
the bridle. This equipment should preferably be fitted at the bow of the towed object and should consist
of a spare bridle or towing pennant fitted with a floating rope and buoy allowing it to be picked up without
any significant hazard.

13.14 Towed objects should exhibit the navigation lights, shapes and, if manned, make the sound signals
required by the International Regulations for Preventing Collisions at Sea, 1972, as amended. Due
consideration should be given to the reliability of the lights and sound signals and their ability to function
for the duration of the voyage. When practicable, a duplicate system of lights should be provided.

13.15 Boarding facilities should be rigged on each side of the towed object.

13.16 When appropriate, the rudder should be secured in the amidships position and measures taken to
prevent the propeller shaft from turning.

13.17 Life-saving appliances in the form of lifejackets and life buoys shall be provided whenever
personnel are likely to be on board the towed object even if only for short periods. When personnel are
expected to remain on board for longer periods of time, liferafts should also be provided. If the freeboard
is more than 4.5 m, liferaft davits should be provided, unless rendered impractical due to the design or
conditions of the towed object.

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Whenever the towed object is continually manned, the riding-crew should be provided with adequate
supplies of food and water, cooking and sanitary facilities, radio equipment, including means of
communication with the towing vessel, distress signals, life-saving and fire-fighting appliances.

13.18 Towed objects should be equipped with an anchor, suitable for holding the towed object in severe
weather conditions, that is securely attached to a chain cable or wire and is arranged for release in an
emergency by persons on, or boarding the towed object, unless rendered impractical due to the design or
conditions of the towed object.

13.19 To reduce the risk of pollution, the amount of oil carried on the towed object should be limited to
what is required for the safety of the towed object and/or towing vessel and for their normal operations,
provided no risk to the environment will result from the removal of oil from the towed object.

14 IN AN EMERGENCY

14.1 Should the tow present a direct danger to navigation, offshore structures or coastlines through
breaking adrift or for some other cause, the master of the towing vessel is bound by SOLAS regulation V/2
to communicate the information by all the means at his disposal to ships in the vicinity, and also to the
competent authorities at the first point on the coast with which he can communicate.

14.2 In all cases, the arrangements for recovering the tow, should it break adrift, should be made in
accordance with good seamanship, bearing in mind the seasonal weather conditions and area of operation.

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APPENDIX A

BOLLARD PULL TESTING PROCEDURE

1. A proposed test programme should be submitted prior to the testing.

2. During testing of continuous bollard pull (BP) the main engine(s) should be run at the
manufacturer's recommended maximum torque according to maximum continuous rating.
Verification of the actual output should be requested during the test.

3. During testing of overload pull, the main engine(s) should be run at the manufacturer's
recommended maximum rating that can be maintained for minimum 30 minutes.

The overload test may be omitted.

4. The propeller(s) fitted when performing the test should be the propeller(s) used when the vessel
is in normal operation.

5. All auxiliary equipment such as pumps, generators and other equipment which are driven from the
main engine(s) or propeller shaft(s) in normal operation of the vessel should be connected during
the test.

6. The length of the towline should not be less than 300 metres, measured between the stem of the
vessel and the test bollard. A minimum length of twice the vessel length might be accepted.

7. The water depth at the test location should not be less than 20 metres within a radius of 100 metres
of the vessel. If the water depth of 20 metres cannot be obtained at the test location, then a
minimum water depth which is equal to twice the maximum draft of the vessel may be accepted.
It should be noted that reduced water depth may adversely affect the test results.

8. The test should be carried out with the vessel's displacement corresponding to full ballast and half
fuel capacity.

9. The vessel should be trimmed at even keel or at a trim by stem not exceeding 2% of the vessel's
length.

10. The vessel should be able to maintain a fixed course for not less than 10 minutes while pulling as
specified in items 2. or 3. above. Certified continuous bollard pull is the average reading of the
10 minutes period.

11. The test should be performed with a wind speed not exceeding 5 m/sec.

12. The current at the test location should not exceed 0.5 m/sec. in any direction.

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13. The load cell used for the test should be approved by a competent body and be accurate
within +/- 2% within the range of loads to be measured and for the environmental conditions
experienced during the test.

14. An instrument giving a continuous read-out and also a recording instrument recording the bollard
pull graphically as a function of time should both be connected to the load cell. The instruments
should if possible be placed and monitored ashore.

15. The load cell should be fitted between the eye of the towline and the bollard.

16. The figure certified as the vessel's continuous bollard pull shall be the towing force recorded as
being maintained without any tendency to decline for a duration of not less than 10 minutes.

17. Certification of bollard pull figures recorded when running the engine(s) at overload, reduced RPM
or with a reduced number of main engines or propellers operating can be given and noted on the
certificate.

18. A communication system shall be established between the vessel and the person(s) monitoring the
load cell and the recording instrument ashore, by means of VHF or telephone connection, for the
duration of the test.

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APPENDIX B

TOWING LOG

Vessel:........................................................ Datc/Mastcr sign.....................

Main Towline: (Installed).............................. Breaking Load: (M/T)............. Length/Dia:............ Insp.Date/Year:..............
Spare Towline: ...... ......................... Breaking Strain: (M/T)............ Lcngth/Dia:............ Insp.Date/Year:..............
Main Towline: Lubrication (L) Maintenance (M) Date:..................................... Ref.lnsp.Reports etc.:
Spare Towline: Lubrication (L) Maintenance (M) Date:..................................... Ref. I nsp. Reports etc :
Towed Object:.......................................... Towline Connected: Date/Hours ......... Position: ....
Length of Bridle (M):................................ Towline Released: Date/Hours............................. Position: ....................................

TOWING INFORMATION (NOON + MIDNIGHT OR TWICE A DAY)

FROM TO Duration of wire Wire tension Wire length ENVIRONMENTAL Wire length Remarks
rope used (total (M/T) (m) CONDITIONS Adjusted + - (m)
days/hours)
Date/year Hours Date/year Hours Max. Aver. Wave Wind
(height/direct./p (force/direct.)
eriod)

Total to be transferred to page Remarks:

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 Annex 2

A Proposal for Harmonised

International Regulations for the Design and
Construction of Tug boats

Reproduced with the kind permission of the ABR Company Ltd. UK,
organisers of the ITS (International Tug & Salvage) Conventions, www.tugandsalvage.com

145
 A Proposal for Harmonised International Regulations for
the Design and Construction of Tugboats________________

Robert G. Allan, P Eng., President, Robert Allan Ltd.

SYNOPS/S: There is a diverse array of rules and regulations that govern the design and construction of tugs
around the world today. These include the often conflicting requirements of the various IACS members and a
multitude of individual national regulations and standards. Under SOLAS and Load Line rules, many regulations
that were conceived for full size ships present major challenges to efficient tug design and operations, with
results that frequently do not necessarily improve the safety of the tug.

Tugboats are mobile assets that work in waters around the - vessels making international voyages
world, generally performing the same sorts of tasks, - vessels > 24m in length
regardless of geography. It stands to reason therefore that - vessels >150 GRT
the same regulations and safety standards should apply to
them, regardless of where they operate, or in which country The most salient requirements of these regulations are the
they were built. When a tug is bought and sold on the following:
international market, owners often have to spend large
amounts of money to prove compliance with a different set • Minimum requirements for bow height and freeboard
of rules to those under which it was constructed. The current • Minimum heights for coamings on doors and vent
system defies all logic. openings

This paper examines many of the discrepancies between • Requirements for lifesaving equipment
rules for basic tug design and construction for some of the • Requirements for extensive communications equipment
major IACS members, and proposes the basis of a more • Fire safety equipment, including fire-smothering systems
uniform standard. For purposes of comparison, sample
‘typical’ tugs of 24m, 30m and 36m in length are used as Although SOLAS is strictly speaking not applicable to tugs
baseline cases. under 500 GRT and/or not engaged in international voyages,
many flag states invoke the requirements of SOLAS at much
Topics of comparison include voyage classification, hull smaller limits, without giving due thought to the implications of
construction, outfitting, towing gear, machinery and piping these rules to small working craft. Even at 500 GRT (typically
systems, and finally, and perhaps most critically, stability about a 33 to 34m tug), the requirements of SOLAS can
criteria. The classification societies selected for this negatively impact the safe working arrangement of a tug,
comparison are believed to represent the majority of the tug especially the requirement for a rescue boat and davit that
fleet internationally, certainly in the Western world and in can interfere significantly with sightlines etc. In a harbour tug
Southeast Asia, and include: the need for such a rescue boat is questionable, and alternate
means of crew safety could be considered. These regulations
• American Bureau of Shipping (ABS) however also underlie many of the rules of the Classification
• Bereau Veritas (BV) Societies, and are often invoked for vessels not making
• Det Norsk Veritas (DNV) international voyages and not necessarily above the defined
GRT limits.
• Germanischer Lloyd (GM)
• Lloyd’s Register of Shipping (LRS) The Loadline Rules also affect tug design seriously, in
particular the requirement to have watertight closures on
‘Position 1 ’ air intakes to the machinery spaces less than 4.5m
INTERNATIONAL REGULATIONS above the main deck. This requirement is one that could
Tugs, like most other vessels, are impacted by the major IMO easily be reduced for tugs with voyage limitations at least, and
regulations; SOLAS, and the International Loadline really ought to be considered in the context of the overall size
Convention (ILLC). These regulations impact tug designs at of vessel, and not expressed in absolute terms of height.
the following break-points:

• SOLAS; applies only to: VOYAGE CLASSIFICATION

- vessels making international voyages Voyage classification notations assigned by the various
- vessels > 500 GRT Classes restrict the zone of operation of the vessel. These
- vessels > 300 GRT for majority of radio regulations voyage restrictions may allow reductions in hull scantlings and
ground tackle for operations in less exposed waters. The
• Loadline; applies only to: various Class requirements are as follows:

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• ABS: • GL:
Service restrictions are based on the geographical Ships complying with the construction rule requirements
location in which the vessel is intended to operate, for a restricted range of service can have the notations
however no construction or outfitting allowances are below included in their classification. Otherwise the vessel
based on these restrictions. will be considered to have an ‘unrestricted’ service
• BV: capability.

Assigns voyage classifications to ships based on - M (restricted international service):

generalised geographical areas as follows: is limited to trade along the coast, provided that the
- unrestricted navigation - operation in any area and any distance to the nearest port of refuge and the offshore
period of the year distance do not exceed 200 nautical miles
- K (coastal service):
- summer zone - operation only within the
geographical limits defined in is limited to trade along the coasts, provided that the
ILLC 1966 for Summer Zones distance to the nearest port of refuge and the offshore
distance do not exceed 50 nautical miles. [Where a
- tropical zone - operation only within the
permissible distance of less than 50 nautical miles has
geographical limits defined in been fixed for a ship, the relevant distance will be added
ILLC 1966 for Tropical Zones
in brackets behind the notation K in the class certificate,
- coastal area - operation only within 20 e.g. K(20).]
nautical miles from the shore - W (sheltered water service):
and with a maximum sailing
this service notation is limited to trade in shoals, bays,
time of 6 hours from a port of
harbours or similar waters, where heavy seas do not
refuge or safe sheltered
occur (note: ‘heavy’ seas are not defined)
anchorage
• LRS:
- sheltered area - operation in sheltered waters,
i.e. harbours, estuaries, Offers service restrictions based on specific geographical
roadsteads, bays, lagoons operational locations. Service factors are specially
and generally calm stretches considered. For restrictions classified as coastal, the
of water and where the wind distance is not to be more than 23 nautical miles from
force does not exceed shore. (Why the distance of 23 nautical miles was chosen
Beaufort 6 as opposed to 20 or 25 nautical miles is a distinct
mystery!) Further, why distance from shore is a
DNV: benchmark when sea-states can vary dramatically
Bases voyage classifications on the seasonal zones depending upon locale and are far more critical to a
defined in the ILLC, and by distances (in nautical miles) vessel’s survivability is also a major question in voyage
from the nearest harbour or safe anchorage. Table 1 classification.
shows the voyage classes available:
Table 2 summarises and compares these various voyage
classifications:
Distance from Shore
DNV (nautical miles)
Sen ice Area HULL CONSTRUCTION REGULATIONS
Seasonal Zones
Notation
Winter Summer Tropical Subdivision
R0 250 N/A N/A All Classes use the same standard for location of the
collision bulkhead.
RI 100 200 300
R2 50 100 200 No Class requires a one-compartment standard of
R3 20 50 100 subdivision for a tug under 90m in length. A prudent owner
R4 5 10 20 however should be specifying such a standard for almost any
tug over 30m in length. It is a possible but difficult standard
RE Enclosed waters to achieve in shorter tugs.
Table 1 DNV Voyage Classifications

Distance from Shore

(nautical miles)
0 5 20 50 100 200
I
ABS Specially considered
BV Coastal Unrestricted
DNV R4 R3 R2 RI | R0
GL K(20) K(50) M | Unlimited
LRS Coastal Specially considered
Table 2 Voyage Classification and Limitations for Major IACS Members

147
 Hull Section Modulus
The hull section modulus (SM) is a measure of the overall
longitudinal strength of the vessel. Although in general, small
vessels (especially tugs) will typically be far in excess of the
minimum for longitudinal strength, this data must still be
calculated by the designer and then verified by Class.

Figure 1 below illustrates the minimum required hull SM

for three typical tugs, from 25m to 36m in length.

Minimum Required Hull Section Modulus

Figure 2 Comparison of Section Modulus Coefficient for

Various Classification Society Rules

Societies. For instance, BV uses a fairly scientific approach,

whereby the designer must calculate the pressure on each
part of the hull and then perform detailed calculations for
each structural member. Although this approach is thorough,
it is also very time-consuming and expensive. The ABS
r~7l A0S T— DNV I IGL LRS approach is much more empirical, hence is much easier to
apply, but can only be considered accurate for a certain range
Figure 1 Comparison of Hull Section Modulus of vessels. Hull scantlings are further complicated by
Requirements for Various Classification Society Rules
corrosion allowances, material factors, and other variables.
GL and LRS have the lowest requirements, while ABS has
the highest. For a 24m tug ABS requires a SM twice that of Another significant factor is the selection of scantling draft,
GL and LRS. This difference is reduced as vessel size which dictates the hydrostatic load on the side framing.
increases. Interestingly, ABS requirements for a 24m tug Scantling draft is nominated as 0.85D by GL and LRS, and
exceed those of GL and LRS for a 30 m tug. 0.90D by DNV. Rather than using scantling draft, ABS and GL
add margins to the scantlings for conventional side framing
BV does not require a specific SM for vessels not covered (for cargo ships) for tugboat service; 25% and 20%
by SOLAS, but rather specifies the minimum cross-sectional respectively. These discrepancies result in significant
area of the strength deck. The other four Classes use the differences in scantlings for the same tug between the various
same basic formula for calculating the minimum hull section Classes.
modulus, as follows:
A full hull scantling comparison is much too extensive within
SM = k ■ n ■ C ■ L2 ■ B ■ (CB + 0.7), where: the confines of this paper, however a direct comparison of
k- material coefficient midship section scantlings was made for the three model
n - service area coefficient tugs.
C - wave parameter
L - rule length To simplify the calculations for minimum scantling
B - beam requirements, the following assumptions were made:
CB - block coefficient
1. Reductions for end brackets are not taken into
Not all Classes allow a reduction in SM for material factors account.
or service area coefficient. ABS and LRS restrict the block 2. Vessels are assumed unrestricted in both area of
coefficient to a minimum of 0.6, and DNV to 0.5, while BV operation and service.
and GL set no minimum.
3. All material factors are given a value of 1.
The major difference is in the wave parameter ‘C’. For 4. Scantlings are based on the midship section geometry.
each Class, this coefficient is a function of the length of 5. All adjacent compartments are assumed to be dry.
vessel. As can be seen in Figure 2, this coefficient is almost
the same for ships with a length of 90m. For smaller vessels 6. Margins for corrosion have not been taken into
however, the coefficient varies tremendously, and account.
inexplicably, between Classes.
Tables 3, 4, and 5 show the minimum midship hull scantlings
As a consequence, although the same equation is used for for the three typical tugs.
defining minimum hull SM, the results vary significantly. This
difference is less significant in larger ships but increases as Where:
the size of the vessel decreases. As tugboats generally fall
into the shorter end of the length spectrum, this difference s - distance between adjacent members (frame
can be a significant factor in the basic hull design. spacing)
I - length (span) of the member
z - distance from the baseline to the mid-span of
Hull Scantlings the member
The methods used for calculating minimum required hull
scantlings vary tremendously between Classification Fortunately, the scantlings determined by Class rules usually

148
 TOWING MANUAL 2010 ANNEX 2

Longitudinal Strength: show up as much less than those used by the prudent
Hull section modulus (cm’) 0.0660 — 0.0400 0.0281 0.0301 designer or owner. What owner would allow a tug to be built
Plating Thickness (mm): with side shell plating of 6 or 7mm as permissible by Class?
Bottom plating 7.1 7.2 7.5 1 7.0 8.8
Side shell plating 6.9 6.3 5.8 6.2 6.4 Note that the rules generally call up thicker steel on the hull
Weather deck plating 5.3 5.6 5.9 5.9 7.4 bottom than on the sides, even with the above mentioned
Centre Girder: l = 8 .8 s = 2.3 added margins, which is certainly contrary to the working
Section modulus (cm’) 5683.0 2882.5 — — —
675.7 —— 615.4
reality of tug service. Clearly the basic scantling regulations
Web depth (mm) 1276.0 679.4
Web thickness (mm) 15.8 8.0 8.3 7.0 6.6 for tugs are inadequate for typical harbour service, based on
Flange area (cm2) —— 12.5 26.6 13.9 empirical evidence.
Floors: I = 2.3 s = 0.6
Section modulus (cm') 90.8 72.5 — 81 1 —
Web depth (mm) 326.3 52.2 675.7 5600 615.4
Web thickness (mm) 6.3 6.5 6.4 8.6 9.7 STRUCTURAL FIRE PROTECTION
Flange area (cm ) — 20.6 —• 15.8 Reference:
Side Frames: 1 = 2.7 z - 2.5
Section modulus (cm') 60.9 63.0 47.4 74.5 59.0
Side Web Frames: 1 = 2.4 z « 2.5 • ABS - Part4, Chapters, Section 1; 1.1
Section modulus (cm) 142.2 130.6 110.8 155.9 —- • BV - Part E, Chapter 21, Section 5; 2.1.1
Web depth (mm) 302.9 — 250.0 —
Web thickness (mm) ___ &0_ — 5,2 | 8.0 — • DNV - Part 4, Chapter 10, Section 2; B700
Table 3 Minimum Hull Scantlings for a Typical 24m Single • GL - Part 1, Chapter 1, Section 22; E
Bottom Tug • LRS - Part 6, Chapter 4, Section 3.1

ABS BV DNV GL LRS Class requirements for structural fire protection are largely
Longitudinal Strength: governed by SOLAS, however in many instances these
Hull section modulus (cm5) 0.0998 — 0.0768 0.0572 0.0567 requirements, which are applicable only to vessels over 500
Plating Thickness (mm): GRT, are invoked by Class or national authorities for much
Bottom plating 7.5 7.4 8.1 7.6 9.7
7.2 6.7 6.1 6.4 6.9 smaller vessels. The requirements are summarised below:
Side shell plating
Weather deck plating 5.5 5.7 6.1 6.1 8.3
Inner bottom plating 7.5 — 5 1 5.7 6.5 • ABS:
Centre Girder: 1 = 9.4 s 22
Web depth (mm) 719.9 766.7 707.6 845.0 742.3 j Does not define any structural fire protection requirements
Web thickness (mm) 7.1 8.4 6.8 9.5 9.9 | for vessels not covered by SOLAS.
Floors: 1 = 2.2 8 = 0.6
Web thickness (mm) 5.7 6.9 6.4 75 6.9 • BV and DNV:
Side Frames: 1 = 2.6 z = 3.3 Have the same requirements, defining insulation
Section modulus (cm ) 52.8 38,3 42,9 66 7 64,3
requirements for the engine room and for the wheelhouse.
Side Web Frames: 1 = 2.4 z = 2.5
Section modulus (cm ) 207.9 130.6 287.2 399,0 — i No requirements are stated for the galley or other service
Web depth (mm) 375.0 — — 264.0 — or accommodation spaces.
Web thickness (mm) — 5.3 . 8.0
• GL:
Table 4 Minimum Hull Scantlings for a Typical 30m Double Directs the reader to the SOLAS requirements for ships
Bottom Tug less than 500 GRT but states that deviations may be
made based on vessel size and type. GL requires A-0
ABS BV DNV GL LRS
insulation around a galley.
Longitudinal Strength: • LRS:
Hull section modulus (cm’) 0.1513 0.0654 0.1320 0.1020 0.1008
Plating Thickness (mm): Specifies insulation requirements for the engine room and
Bottom plating 7.3 7.6 8.0 7.4 9.8 for the galley. Require A-0 insulation around the galley, but
Side shell plating 7.0 6.6 8.0 7.4 6.7 not if it contains only coffee makers, toasters,
Weatherdeck plating 5.6 5.9 6.2 6.2 8.6
7.7 — 4.9 5.4 6.5
dishwashers, microwave ovens, water boilers, or similar
Inner bottom plating
Centre Girder: 1 = 10.5 s= 1.7 appliances each with a maximum power of 5 kW, or
Web depth (mm) 7777 590.9 742.5 962.0 7992 electrically-heated cooking surfaces or hotplates, each
Web thickness (mm) 7.3 8.6 7.1 10.6 10.4 having a maximum power of 2 kW and a surface
Floors: 1 = 1.7 s = 0.55 temperature not above 150°C.
Web thickness (mm) 5.9 7.1 6.6 8.6 7.4
Side Frames: 1 = 1.8 -4 0
Section modulus (cm1) 19.3 21 4 37.1 25 5 52.7 Table 6 summarises the various Class requirements for a
Side Web Frames (Lower): 1 = 1.4 z = 2.3 typical tug configuration, consisting of an engine room with a
Section modulus (cm5) 117.6 90.0 83.3 234.8 —
— —
galley and accommodation above:
Web depth (mm) 178.1 250.0 —
Web thickness (mm) 4.8 — 53 8.0 —
Side Web Frames (Upper): 1= 19 z=4 0 These discrepancies can create significant anomalies in
Section modulus (cm5) 92.8 80.8 78.0 105.9 — layouts. Particularly in smaller tugs, there is often a good
Web depth (mm) 241.3 — 250.0
— __ argument for having an open plan arrangement with galley
Web thickness (mm) 5.4 8.0
and mess area sharing a common space. This can be safer,
Table 5 Minimum Hull Scantlings for a Typical 36m Double avoiding a multitude of smaller enclosed spaces, and
Bottom Tug certainly creates a more spacious, comfortable area for the
crew.

Location ABS BV DNV GL LRS

Deck above engine room and galley — A-60 A-60 A-60 A-30
Boundary between galley and accommodation spaces — — — A-0 A-0
Table 6 Comparison of Structural Fire Protection Requirements

149
 DECK MACHINERY AND FITTINGS General Requirements
Reference: There is a diverse array of requirements amongst the Classes
for deck equipment, deck outfitting, and the disposition of
• ABS - Part 5, Chapters 8 and 13 towing related gear. Some Classes are very prescriptive, while
others remain silent on many aspects of the design, leaving
• BV - Part E, Chapter 14
that (thankfully) to the discretion of the operators who are
• DNV - Part 5, Chapter 7, Section 2 those who best understand the operation of a tug.
• GL - Part 1, Chapter 1, Section 25
• LRS - Part 4, Chapter 3 Tables 7 through 10 below summarise the most salient
points called up in the various Class rules. Although clearly
the objectives are similar, the lack of consistency is surprising.

ABS BV DNV GL LRS

Bulwarks in the fore body to be inclined inward to reduce damage — Y — Y —
Working point of the towing force to be as low as possible Y — — Y Y
Towing equipment to be arranged on ship's centreline — Y — — —
Rollers or fairleads to be arranged so as to contain the towline within the design
Y — — — —
limit of sweep
Effective means to be provided to lead and restrain the towline over the stem Y — — — —
Tow rope protection sleeves or other protection to prevent directly pulled tow ropes _
— — — Y
from chafing
Deck fittings in way of the towline sn eep to be protected from towline fouling Y — — — —
Deck openings shall be avoided in the towline sweep area Y — — Y —
Emergency exit from the engine room is to be provided — Y Y Y Y
Emergency exit near the centreline of the vessel — Y — Y Y
Emergency exit as high as possible — Y — — Y
Emergency' exit hatch covers to have hinges arranged athwart ship — — Y Y Y
Emergency exit hatch covers should be capable of being opened/closed watertight
— Y Y — —
from both sides
Legend:
— - Not mentioned in section specified
N - Not required by Class
Y - Rule applicable to Class

Table 7 General Deck Fittings and Outfitting Requirements

ABS BV DNV GL LRS

Quick-release operation from bridge C Y Y Y R
Towing hook is capable of sustaining the breaking load of the towline without per­
Y — Y — —
manent deformation
The force necessary to open the hook under load is not to be greater titan 150 N 1 — Y — Y —
The towline can be immediately released regardless of angle of heel and direction
Y Y Y — Y
of tow line
If a pneumatic slip device is used, a mechanical slip device must also be provided — — — Y —
Unintentional slip is to be avoided — — — Y —
Notations:
Legend:
C - ABS lias an optional notation (QR) used for vessels that have a
— - Not mentioned in section specified
quick-release device operation from the bridge
N - Not required by Class
R - LRS recommends a quick-release be operational from the
Y - Rule applicable to Class bridge, but it is not a requirement
1 - GL requires 250 N when operating from the bridge

Table 8 Regulations Related to Towing Hooks

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 TOWING MANUAL 2010 ANNEX 2

ABS BV DNV GL LRS

Quick-rclease possible at the bridge C Y Y R
Following operation of die quick-release device, winch driving motor must not start
— — Y —
again automatically
Following operation of the quick-rclcasc device, normal brake operation must be
— — Y Y
restored immediately
Emergency release must always be possible — — Y Y
Use of brakes must always be possible — — Y — —
In case of power operated brakes, manual operation should be provided — — — Y —
Towing brakes should not be released in the case of power failure — — — Y —
If the main engine supplies the power for the towing winch, a generator should also
— — — Y —
be supplied
Brake levers shall return to the slopped position when released — — — Y —
Controls for emergency release must be protected from unintentional operation — — Y — —
Operation levers shall return to the stopped position when released — — — Y —
Operation levers shall be able to be secured in the stop position — — — Y —
Identical release equipment available at all release stations — — Y — —
Tow rope is to be led to the w inch dram in a controlled manner under all foresee­
— — — Y —
able conditions
End attachment of towline to have a weak link — Y Y Y —
Notations:
Legend:
C - ABS has an optional notation (QR) used for vessels that have a
— - Not mentioned in section specified
quick-release device operation from the bridge
N - Not required by Class
R - LRS recommends a quick-release be operational from the
Y - Rule applicable to Class
bridge, but it is not a requirement

Table 9 Regulations Related to Towing and Hawser Winches

ABS BV DNV GL LRS

Freeboard to be arranged so that excessive trim is avoided at high angles of heel — — Y Y —
A bulwark to be fitted all around the weather deck Y Y Y Y —
Powered line handling equipment to be provided Y — — — —
Active escort tow ing to be carried out via a w inch, without use of the drum brakes N2 Y Y Y Y
Slip device is to pay out tow line if pull exceeds the following percentage of the
— 50 50 50 50
tow line breaking strength
Equipment for measuring pulling force in the tow rope is to be provided — — — Y Y
Notations:
Legend: C - ABS has an optional notation (QR) used for vessels that have a
— - Not mentioned in section specified quick-release device operation from the bridge
N - Not required by Class R - LRS recommends a quick-release be operational from the
Y - Rule applicable to Class bridge, but it is not a requirement
2 - ABS allows escort vessel to be fitted with towing hooks

Table 10 Regulations Related to Escort Towing Gear

Towing Hook/Winch Position • LRS - 'the position of towline connection is normally to

Four of the five Classes specify the preferred longitudinal be five to 10 per cent of the ship’s length abaft
position of towing apparatus for tugs towing over the stern. amidships’
Each regulation requires that the towing device is generally All the above are rooted in classical tug design theory, and
placed directly behind the deckhouse, but there are subtle although good guidance for conventional screw tugs, are
semantic differences, as noted below: outdated in the context of modern ASD or VSP equipped tugs.

ABS - towing winch is to be 'close but abaft of the

centre of gravity’ Towline Strength
DNV - towing winch is to be 'located as near as The regulations define the minimum breaking strength of the
possible to the mid length of the vessel’ towline for both towing and escort tugs. However, each Class
calculates the required towline strength differently.
GL - 'the attachment point of the tow rope shall be
arranged closely behind the centre of buoyancy'

151
 Society Towing Escort
ABS "Static Bollard Pull" as submitted to the Society "Static Bollard Pull" as obtained through trials
"Maximum Mean Bollard Pull measured during
BV N/A
the test"
DNV "Maximum Continuous Bollard Pull (BPcont)" "Maximum Mean Towing Pull as measured dur-
as determined through trials (sec Figure 3) ing the test"
"Towrope Pull (or tlie bollard pull, if the towrope pull is not defined) stipulated by the owner."
GL
This may be verified bv a bollard pull test.
LRS N/A "Maximum Design Tow line Force"

Table 11 Definition of Design Force (DF) used to Calculate Towline Strength

Table 11 defines the design force (DF) requirement for

each Class. Figure 3 illustrates the definition of Bollard Pull
(BP) used in the DF definitions.

Figure 4 Comparison of Towline Strength Requirements

Figure 3 Definitions of Bollard Pull Terminology
towline. BV and LRS however do not specify minimum
breaking strengths for towlines.
Towlines
Reference: Table 12 summarises the towline strength requirements of
• ABS - Part 5, Chapter 8, Section 3; 5.1 each Class. Figure 4 illustrates the resulting line strength
requirements for towing service as a function of Bollard Pull
• BV - N/a (BP).
• DNV - Part 5, Chapter 7, Section 2; D 104
• GL - Part 1, Chapter 1, Section 25; C 4.3 Towlines for Escort Towing Operations
• LRS - N/a Reference:
• ABS - Part 5, Chapter 13, Section 6; 5.1
Breaking Strength • BV - Part E, Chapter 14, Section 2; 4.4.1
Most Classification Societies add a safety factor to the • DNV - Part 5, Chapter 7, Section 2; D 104
design force (DF) to obtain the minimum strength for the
• GL - Part 1, Chapter 1, Section 25; C 4.3
• LRS - Part 4, Chapter 3, Section 9.2.1
Society Design Force (kN) Breaking Strength (kN)
DF < 500 2 DF Breaking Strength
ABS 500 <DF< 1,000 DF + 500
All Classes specify a minimum breaking strength for towlines
DF > 1,000 1.33 DF used for escort towing operations. These line strength
BV N/A minima are defined as the product of Design Force (in kN),
DF < 392 3DF as defined above, and a margin of safety.

(... 0.SDF} Table 13 summarises the requirements of each

DNV 392 <DF<883 3.64------------ \DF
V 50-9.81 J Classification Society.

DF > 883 2.2 DF Figure 5 illustrates the anomalies in breaking strength

DF<200 2.5 DF requirements created by these differences in definition.
GL 200 <DF< 1,000 (2.625 - 6.25X10-1 DF)dF
DF> 1,000 2DF
LRS N/A
Table 12 Towline Strength Criteria

152
 TOWING MANUAL 2010 ANNEX 2

Equipment Number
Society Design Force (kN) Breaking Strength (kN)
The equipment number (EN) is used to select the
ABS 2DF appropriate anchor and the associated chain length and
DF < 588 3DF diameter for any size of vessel. The equipment number is
calculated including factors for the vessel’s displacement,
BV 588 < DF < 785 fó-— df}df cross-sectional area, and profile windage area. The formula
I 9.81 ) used for calculating EN for tugs is typically:
DF > 785 2DF
EN = A213 + 2aB + 21 hibi + 0.1A
DNV 2.2 DF
DF < 200 2.5 DF Where:
GL 200 < DF < 1.000 (2.625 -6.25x10“* ■ DF^DF A - moulded displacement (tonnes)
DF> 1,000 2DF L - rule length (metres)

LRS 2.5 DF D - moulded depth (metres)

Table 13 Escort Towline Strength Criteria a - freeboard from the summer load waterline
amidships (metres)
B - greatest moulded breadth (metres)
bi - width of widest superstructure on each tier (metres)
hi - the height of each tier of superstructure having a
breadth greater than B/4
A - profile area of the hull within the rule length and
superstructures within the rule length having a width
greater than B/4 (m2)
BV has adopted an alternative simplified equation based
only on the principal dimensions of the vessels, as follows:

EN = K X (LBD)213

Where:
K = 1.3 for tugs with navigational notation of
Figure 5 Comparison of Towline Strength Requirements for Unrestricted Navigation’
Escort Tugs versus Bollard Pull = 2.2 otherwise
Given the generally ‘typical’ form of most tugs, such a
GROUND TACKLE simplification is welcome.
Reference:
Table 15 shows the ground tackle required on a typical 24
• ABS - Part 5, Chapter 13, Section 6; 5.1 metre tug, based on unrestricted service
• BV - Part E, Chapter 14, Section 2; 4.4.1
ABS BV DNV GL LRS
• DNV - Part 5, Chapter 7, Section 2; D 104 Equipment Number 145 134 145 145 145
Stocklcss bower anchors
• GL - Part 1, Chapter 1, Section 25; C 4.3 - number 2 2 2 2* 2
- mass per anchor (kg) 390 400 420 420 420
• LRS - Part 4, Chapter 3, Section 9.2.1 Stud-link chain cables (metres):
- total length 275 192.5 275 275 275
Chain diameter (mm):
- mild strength 20.5 20.5 20.5 20.5 20.5
General - high strength 17.5 17.5 17.5 17.5 17.5
Table 14 summarizes the general requirements for ground ♦ Except as noted in Table 14
tackle of the five Classes examined. Table 15 Ground Tackle Requirements for a 24m Tug for
Unrestricted Service

ABS BV DNV GL LRS

Anchors arc in general to be of the stocklcss type Y Y — — —
Weight of head of a stocklcss anchor including pins and fittings is not to be less
Y — Y Y —
than 60% of the total anchor weight
Total length of chain to be divided equally between tire two anchors — — Y Y —
For tugs involved only with berthing operations, one anchor is sufficient if a spare
— — — Y —
is readily available on land
Mass of individual anchors may vary by 7% of table value but total anchor w eight
— — Y Y —
must not be less than required
Legend:
— - Not mentioned in section specified
Y - Rule applicable to Class
Table 14 Class Requirements for Ground Tackle

153
 Requirements for the number of anchors and the chain 5. LRS allows for a reduction of anchor mass and chain
diameters are the same for all Classification Societies. diameter for restricted service of two number ranges
However, anchor mass and chain length vary. DNV, GL, and below the calculated value.
LRS have the strictest requirements, while BV have the least
onerous requirements. GL, to their credit, does recognise Table 17 summarises the requirements for a 24 metre tug
that fitting two anchors to a harbour tug is excessive and with a restricted service notation. The ABS requirements are
permits only one. unmodified from Table 15, as no defined reductions are
included in the regulations. BV has a reduced equipment
As seen in Figure 6, BV allows shorter chain lengths for number due to the variance in coefficient "k" in their formula.
equipment numbers below 300.
ABS BV DNV GL LRS
Equipment Number 145 134 145 145 145
Stocklcss bower anchors:
- number 2 2 2 2 2
- mass per anchor (kg) 390 350 378 360 300
Stud-link chain cables (metres):
- total length 275 192.5 275 247.5 275
Chain diameter (mm):
- mild strength 20.5 20.5 20.5 19 20.5
- high strength 17.5 17.5 17.5 17.5 17.5
Table 17 Ground Tackle Requirements for a 24m Tug for
Restricted Service

Summary: Ground Tackle Requirements

The requirements for anchors and anchor chains are fairly
uniform for unrestricted navigational service, however BV
requires chain length well below that of the other four
Classes.

Once voyage restrictions are introduced however, there is

Figure 6 Chain Length Requirements per Equipment no standardisation of equipment requirements between the
Number Classes. The calculations are complicated by the diverse
methods for assigning navigational restrictions.

Reductions for Service Notations There sould be provisos in all rules that permit NO anchor
Each Classification Society has a unique way of gear to be carried for dedicated harbour service, as such
incorporating the navigational notation into the selection of equipment is never used, and simply interferes with safe
anchoring equipment: working operations and causes long term maintenance
costs.
1. ABS specifies that equipment may be specially
considered for limited service, however no systematic
means of reduction is given, and it is thus left to the PROPULSION MACHINERY
Society’s discretion.
Main Propulsion Machinery
2. BV’s formula includes a coefficient based on The general requirements for classing main propulsion
navigational notation reducing the equipment number machinery are quite similar, although some minor differences
for restricted service, and thus reducing the anchor exist.
mass and chain length.

3. DNV quite logically reduces the requirements for Shaft Diameters

restricted service based on a percentage of the Reference:
tabulated values. Table 16 shows the per cent • ABS - Part 4, Chapter 3, Section 1; 7.1
reduction of each component as a function of service
notation. DNV also provides an alternative for • BV - Part C, Chapter 1, Section 7; 2.2.2
reducing the number of anchors with an increase in • DNV - Part 4, Chapter 4, Section 1; B 208
anchor mass and chain size. However there is • GL - Part 1, Chapter 2, Section 4; C 2
unfortunately no reduction to a single anchor for the
• LRS - Part 5, Chapter 6, Section 3; 3.1.1
most restricted services.
Stockless Bower Anchors Stud-Link Chain Cables Shaft diameter (D) is defined by the following relationship
Class
Number
Mass Change per Length Diameter to power, rpm, and material properties:
Notation Anchor (%) Reduction (%) Reduction (%)
R0 2 0 0 0
RI 0
C
2 0 0 D = 100 ■ k • 3 /----------------
R2 2 -IO 0 0 J R (J+160
R3 2 -20 0 0
R4 2 -30 -20 -IO Where:
RE 2 -40 -30 -20
k - factor based on the type of shafting. For intermediate
Table 16 Variation in EN for Voyage Classifications per DNV shafts with integral forged coupling flanges or with
shrink-fitted keyless coupling flanges, k is taken as
4. For tugs for coastal service, GL allows the selection 1.0
of equipment based on one number range less than R - shaft’s rotational speed determined at power P (rpm)
the calculated value. U - minimum tensile strength of shaft material (N/mm2)

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 TOWING MANUAL 2010 ANNEX 2

C - a shaft strength factor dependent upon vessel length normal operational conditions of propulsion and safety, and
and power “minimum comfortable conditions of habitability”.

BV uses a simplification of this formula for ships not covered

C Emergency Sources of Electrical Power
under SOLAS. The '100 ■ k and '------------' terms are
U+ 160 Reference:
replaced by a single factor that varies based on the type of • ABS - Part 4, Chapter 6, Section 2; 5.17
shaft material. This factor ranges from 71 for high strength • BV - Part E, Chapter 21, Section 4; 2.5
alloys to 126 for carbon steels.
• DNV - Part 4, Chapter 8, Section 2; B 101
Table 18 identifies the variations in the factor 'C' as a • GL - Part 1, Chapters, Section 3; C 3.1
function of vessel length and power. • LRS - Part 6, Chapter 2, Section 3.1.1

ABS thus logically offers some credit in shaft size to DNV, GL, and LRS exclude ships less than 500 GRT from a
smaller vessels. equirement for emergency electrical power supplies. ABS
covers ships under 500 GRT that have electrical plant of 75
kVA and above. BV also has a separate requirement for
emergency power supplies for ships of less than 500 GRT.

Table 19 summarises the regulations for emergency

sources of power for each Class. This is an excellent
example of where service notation should dictate what
emergency power supply should be fitted. For the vast
Table 18 Shaft Strength Factor ‘C’ Requirements as a
majority of harbour and near-coastal tug operations, 3 or 6
Function of Power
hours of emergency battery power should be more than
adequate. Vessel size sould not be a factor.

ELECTRICAL SYSTEMS
PIPING SYSTEMS
Main Source of Electrical Power
Reference: Bilge Systems
• ABS - Part 4, Chapter 6, Section 2; 3 Reference:
• BV - Part C, Chapter 2, Section 3; 2.2.3 • ABS - Part 4, Chapter 4, Section 3
• DNV - Part 4, Chapter 8, Section 2; B 101 • BV - Part C, Chapter 1, Section 10; 6.7
• GL - Part 1, Chapter 3, Section 3; B 1 • DNV - Part 4, Chapter 6, Section 4; H
• LRS - Part 6, Chapter 2, Section 2 • GL - Part 1, Chapter 2, Section 11; N
• LRS - Part 5, Chapter 13, Sections 5 and 6
All of the five Classes have the same requirements for the
main sources of electrical power. Each requires at least two All Classes require two bilge pumps, one of which may be
electric generators to meet the ship service electrical driven by the main propulsion system. The regulations allow
demand. The capacity of the generating sets are to be such reductions in this requirement for small vessels as listed
that in the event of one generating set being stopped, it will below:
still be possible, without recourse to the emergency source
• ABS - one fixed power driven pump and one portable
of power, to supply those services necessary to provide
hand pump for ships less than 20m in length

ABS BV DNV GL LRS

Size of vessel applicable (GRT) < 500 < 500 >500 > 500 >500
Minimum size of generator sets to invoke standards (kW) > 75 — — — —
Power source can be a generator or battery Y Y — — —
Power source must be located above main deck and outside of
Y Y — — —
machinery space
Power source must be accessible from an outside deck and be aft of
Y — — — —
the collision bulkhead
Generators must have an independent fuel supply Y Y — — —
Generators must have an independent cooling system — Y — — —
Power source must start and connect to the switchboard automat­
ically in the event the main power supply fails or a transitional Y — — — —
source of power must be supplied
Tire emergency switchboard to be installed as near as is practicable
Y — — — —
to the emergency source of electrical power
Legend:
— - Not mentioned in section specified
Y - Rule applicable to Class
Table 19 Emergency Power Requirements (Tugs < 500 GRT)

155
 • BV - special consideration will be given to hand pumps • DNV - Part 4, Chapter 10, Section 2; B
• DNV - for ships less than 100 GRT and with navigational • GL - Part 1, Chapter 2, Section 12; E
restriction RO to R4, one power driven pump, and • LRS - Part 6, Chapter 4, Section 5
one hand pump
• GL - for ships less than 100 GRT one power driven Classes have regulations for fire safety for vessels both
pump, and one hand pump above and below 500 GRT. Tables 22 through 24 summarise
• LRS - special consideration will be given to the number the requirements for vessels under 500 GRT only. For
of pumps for small ships and, in general, if there vessels > 500 GRT, SOLAS requirements prevail.
is a Class notation restricting a small ship to
harbour or river service, a hand pump may be
accepted in lieu of one of the powered bilge
pumping units

Table 20 outlines the required internal diameter of the main Table 22 Fire Hydrant Requirements
bilge line as well as the minimum bilge pump capacity for
each Class.

Bilge Pump
Vessel Length Bilge Line Diameter
Capacity
(metres) (metres) (mJ/hour)

L < 20 metres d = 25 5.5

20 < L < 30.5 d = 38 _____ 11 .36
ABS
30.5 <L <45.7 d- 25 +1.bS^L (B + D) 14.33
but greater than 63 mm
d = 25 + I.bXy/l. (B + D) 0.00345 d2
BV
but greater than 35 mm
DNV
GL d = 25 +1.68^/. (B + D) 0.00575 d2
LRS
Table 20 Minimum Bilge System Requirements

24 Metre Tug 30 Metre Tug 36 Metre Tug

(L = 20.8 metres) (L = 27.8 metres) (L = 32.6 metres)

ID of main bilge line (mm):

Table 23 Fire Pump and Related System Requirements
ABS 38 38 66
BV 55 • 61 66
DNV 55 61 66
GL 5’5 61 66
LRS 55 61 66 Pump Requirement
*
Pump capacity (mVhour):
ABS Above 20 Metres: Length Capacity
11.36 11.36 14.33 • One independently power-driven pump: (metres) (in/hour)
BV 10.53 12.72 15.16 - one power-driven pump may be attached to
DNV 17.54 21.20 25.26 propulsion unit
Below 20 Metres:
GL 17.54 21.20 25.26 • One power-driven pump:
LRS 17.54 21.20 25.26 - may be attached to propulsion unit
• One liand-opcratcd pump:
Table 21 Comparison of Bilge System Requirements for - minimum of 1.1 m/hour capacity
Typical Tugs Above 150 GRT:
• One independently power-driven pump
• One additional power-driven pump
Below 150 GRT: No capacity requirements
The use of hand-powered pumps is restricted to only very • One power-driven pump
• One hand-operated pump
small ships. Both BV and LRS specially consider their use
Above 150 GRT: As per SOLAS. Chapter 11-2/10.22
while ABS allows their use on vessels less than 20m. DNV • One independently potter-driven pump
and GL refer to a 'small ship' as one less than 100 GRT. This • One power-driven pump: But greater (han 15 tn /hour
- located outside main ftre pump space
discrepancy in the rules could allow for one less mechanical DNV Below 150 GRT:
• One power-driven pump:
pump depending on which Class is selected. - may be attached to propulsion unit
• One hand-operated pump
The largest difference in bilge system requirements is in Above 300 GRT: (o. 104+ £>) + ! 541/
the main bilge line diameters and pumping capacity. DNV, • One pow er-driven pump:
- may be attached to engine not exclusive!)' But not less than 25 nr/hour
GL, and LRS all have uniform requirements. BV shares the intended to drive this pump
- may be attached to propulsion unit if line
requirement for pipe diameter but allows for a much smaller shafting can be detached from main engine
pump capacity. ABS permits (logically) both a reduced pipe Below 300 GRT:
• Oik power-driven pump:
diameter and a reduced pump capacity. - may be attached to engine not exclusively
intended to drive tliis pump
- may be attached to propulsion unit if line
sliafting can be detached from main engine
Shipboard Fire Safety Systems Above 150 GRT (oASjl.[BtD)i2.2sf
• Oik fixed pump
Reference: LRS • Oik portable pump But need not exceed 25 tri /hour
Below 15(1 GRT:
• ABS - Part 4, Chapter 5, Sections 1 and 2 » Oik ponable pump
• BV - Part E, Chapter 21, Section 5 Table 24 Fire Pump Requirements

156
 TOWING MANUAL 2010 ANNEX 2

General Requirements quite similar, although the designation varies between

The number and spacing of hydrants are to be arranged Classes. Major differences do exist however in the
such that the number of water jets specified in Table 22, permissible number of pumps allowed, the requirement for
each from different hydrants, can reach any normally water spray systems, and the possible use of aluminium
manned position on the ship. deckhouses. Tables 25 and 26 below summarise the
requirements for a Fi-Fi 1 designation for the Classes
Table 23 defines the comparative Class requirements for reviewed.
fire pumps, fire mains, and fire hoses.
Compressed Air Starting Systems
Table 24 compares the specific number and capacity
requirements for on-board fire pumps. Reference:
■ ABS - Part 4, Chapter 2, Section 1; 13

Fixed Fire Extinguishing Systems • BV - PartC, Chapter 1, Section 10; 17

Regulations for installing fixed fire extinguishing systems for ■ DNV - Part 4, Chapter 6, Section 5; I and Part 4,
vessels less than 500 GRT vary between Classes as follows: Chapter 3, Section 1; B 900
■ GL - Part 1, Chapter 2, Section 11; L and Part 1,
• ABS - required with total power greater than Chapter 2, Section 2; H.2
750 kW and machinery spaces where an
• LRS - Part 5, Chapter 2, Section 7 and Part 5, Chapter
oil fuel unit for heated fuel oil is installed
2, Section 8
• BV and DNV - required in Category A’ machinery
spaces for vessels larger than 350 GRT Tables 27 and 28 summarise the requirements of each
• LRS - requires the system for all Category A’ Class for compressed air systems and air control systems
machinery spaces respectively. BV is unique in not requiring two compressors;
although it is unlikely a prudent owner would take advantage
• GL - not specified for vessels under 500 GRT
of this opportunity. Clearly each Class has different aspects
of these systems about which it is prescriptive.
Fire-Fighting Systems, Off-Ship
Reference: STABILITY
• ABS - Part 5, Chapter 9 The various Classes are unfortunately as diverse in their
• BV - Part E, Chapter 16 stability requirements for tugs as they are in requirements for
hull and machinery design. Each has a slightly different take
• DNV - Part 5, Chapter 7, Section 5
on required standards for stability for both conventional
• GL - has Fi-FI designations in its rules, however the towing vessels and for escort towing. One of the most critical
details of the requirements could not readily be differences is in the recognition (or lack thereof!) of the
identified. impact of omni-directional propulsion systems on tug
• LRS - Part 7, Chapter 3 performance and safety. As noted below, there remain many
instances where the significant beneficial effects, or indeed
The requirements for off-ship Fi-Fi systems are generally the potential negative aspects of Z-drives or VSP propulsion

Class 1 Class 2 Class 3

DNV

DNV

> 1
ABS

ABS

ABS
LRS

LRS

LRS
GL

BV

BV
GL

GL

CQ Q
3 3 3 3
No. of water monitors 2 2 2 2 2 3 4 4 4 4
(4) (4) (4) (4) (4)
Discharge per monitor 24(H) 2400 24(H) 2400 32(H)
1200 1200 1200 1200 1200 (18(H) 1800 2400 2400 2499 1800
(m'/li) (1800) (1800) (1800) (2400)
No. of pumps 1 -2 1 1-2 2 1 2-4 2 2 4 2 4 2 2-4 2 2-4 2 4 2
Total pump capacity
24(H) 2400 2400 2400 24(H) 7200 7200 7200 7200 7200 96(H) 9600 9600 9600 10000
(m3/h)
120 180
Range (metres) 120 120 120 120 150 150 150 150 150 150 150 150 150
(150)
70 110
Height (metres) 45 45 50 45 45 70 70 80 70 70 70 70 70
(90)
Hose connections per 8
4 4 4 4 4 8 8 6 8 8 10 8 8 8
side (10)
Hose diameter (mm) 38-65 45-70 50 — 38-65 38-65 45-70 50 38-65 38-65 45-70 50 — 38-65
Hose length (metres) 15 20 15 20 15 15 20 15 20 15 15 20 15 20 15
16
No. of hoses 8 8 ° 3 8 16 16 12 16 16 20 16 16 16
(20)
8 8 16
No. of spray/jet nozzles 4 4 8 16 16 6 8 16 20 8 8 16
(20)
Firemen's outfits 4 4 4 4 4 8 8 6 8 8 10 8 8 8 «
Fuel oil capacity for
24 24 24 24 24 96 96 96 96 96 96 96 96 96 96
monitors (hours)

Table 25 General Requirements for Fire-Fighting Ships

157
 ABS BV DNV CL LRS

Monitors
Local controls must be provided Y Y Y Y —
Remote controls must be prov ided Y Y Y Y Y
Monitor valves to be such as to prevent hammering — Y Y Y —
At least two independent control systems shall be included so that in case of failure
Y — —
less than 50% of the monitors arc disabled
Electrical controls protected from overload and short-circuit Y — Y - —
Hydraulic and pneumatic systems to be duplicated 2 Y Y Y Y —
Control equipment to be clearly marked Y Y Y — —
At least two monitors to be equipped to make the dispersion of the waterjet poss­
Y Y Y —
ible (spray jet)
Monitors must be able to deliver an even jet of water without pulsations Y Y Y —
Controls to be protected from external damage Y __ —
Control systems to be designed with redundancy such that lost control can be re­
stored in 10 minutes — Y — — —

Water Spray System

Required as part of base class I 5 Y N Y Y N
Water spray system to be separated so that it is possible to turn off areas not ex­
— * — Y Y
posed to direct heat
IO litres/minutc/m2 to be provided but can be reduced to 5 litres/minutc/m2 for
Y Y Y Y Y
class A-60 insulated steel
All exterior boundaries to be steel 4 Y Y Y — —
Spray system to cover all vertical areas of the hull, superstructure, and deckhouses
Y Y Y Y Y
including water monitor equipment and foundations
Drainage plugs shall be fitted to avoid damages by freezing water Y — Y —■ —
Spray systems must also cover crowns of machinery spaces and other spaces con­
taining combustible materials. — Y Y
Spray systems must also protect liferafts, lifeboats, and rescue boats — Y — —
Pumps and Piping Systems
Pumps must have piping arrangements that protect from overheating at low deliv­
ery rates Y Y Y — —
Pumps to be protected from being started when the suctions arc closed — Y Y _ —
Maximum water velocity between pumps and monitor's (m./s) 4 4 5 —
Pipes must be protected against internal and external corrosion Y Y Y Y
Multiple pumps must have similar capacity Y — — - Y
Piping systems to be protected from ov erpressurc Y — — Y Y
Piping to be laid out such that all monitors can operate off one sea chest — — — Y —
Water Inlets
Water speed should not exceed 2 m/s in suction lines Y Y Y —. —
Sea suctions arc not to be used for purposes oilier than fire-fighting Y Y Y Y
Suctions must be positioned so dial they are not affected by the ship's motions or
Y Y Y Y —
propellers
Suctions to be as low as possible to prevent clogging and surface oil intake Y Y — — Y
Valves with a nominal diameter exceeding 450 nun to be provided with a power
Y Y — —
actuation sy stems as well as a manual operation dev ice
Tlie seawater suction valve, water delivery valv e. and pump prime movers to be
operable from the same position - Y Y — —
Suction lines to be as short and straight as practicable — Y Y — —
Independent water suctions for each pump Y — — — —
Seawater inlets to contain a filter (strainer plate or strums) at the vessel’s shell Y Y Y Y .—
Filler area must be twice that of seawaler inlet valves Y Y Y Y —
Effective means of clearing must be provided (low pressure stream or compressed
Y Y — Y
air)
Each inlet must have a shutoff valve operational from the monitor control station Y — Y —
Hydrant and Hoses
Waterjet flow of at least 12 metres to be prov ided Y — — Y
At least half of the hose stations to be located on the main weather deck Y Y — Y
Pressure in manifold shall be between 2.5 and 5 bar — — Y .— —
Half the hose connections to be able to operate simultaneously at 5 bar — — — Y —
Legend:
1 - BV, DNV. and GL specify manual controls
— - Not mentioned in section specified
2 - BV and DNV allow just the control power units to be duplicated
A - Allow ed by Society but not required
3 - Where water spray systems arc not required additional Class
for classification
notation is given to vessels with such protection
N - Not required by Class
4 . - BV also requires all steel be insulated to A-60 standard if no
Y - Rule applicable to Class
water spray system is prov ided

Table 26 General Fire-Fighting System Specifications and Details

158
 TOWING MANUAL 2010 ANNEX 2

Compressed air systems to be designed to prevent overpressure in the system

Connections to be made for cleaning die air container and pipe lines
Discharge pipes from the starting compressor to be led directly to the starting air
receivers
Two air receivers of approximately equal size
Total capacity is enough for 12 starts for a reversible and six starts for a non-
rcversibie engine
Two compressors to be provided with capacity to fill the air receivers in 1 hour
Non-reluni takes nnisl be fined at compressor outlets
Ik engines mi .I be able K> sun from de id ships wilhoul (he cvlcmal aid
Non-rclum valves must be installed al the starting air supply connection to each
engine_______ ____ ______ _ ____
The entn of oil into the air system should be minimal
Suitable drainage to be provided in the entire system
Air treatment should be provided (oil. waler, etc.)
Air receiver valves should be designed to avoid pressure shock
Use of flexible hose is permitted only where necessary
A safely valve to be fitted behind each pressure-reducing valve
Legend:
* - When only one air compressor is used for filling the air receivers, there arc to be at least tw o air receivers
— - Not mentioned in section specified
N - Not required by Class
i Y - Rule applicable to Class______________ _______ ___
Table 27 Class Requirements for Compressed Air Engine Starting Systems

Table 28 Class Requirements for Compressed Air Control Systems

on towing stability are simply not recognised. Lloyd’s does A - displacement (tonnes)
not even address the unique character of towing vessel 0 - angle of heel
stability as distinct from other standard vessel types.
TA - heeling moment arm due to towing (metres)
The following subsections deal with the unique GZ - righting arm (metres)
requirements for both conventional and escort towing as
interpreted by the various Classes. The stability requirements for towing tugs are very similar for
ABS, BV, and GL. Each requires a given amount of dynamic
stability while towing. However, GL requires more righting
Conventional Towing Stability area than do ABS and BV. DNV only considers the maximum
Reference: heeling moment (at no specific angle of heel) compared to
• ABS - Part 5, Chapter 8, Appendix 1 the maximum righting moment. LRS does not specify any
special stability requirements for towing tugs.
• BV - Part E, Chapter 14, Section 2; 2.2.2
• DNV - Part 5, Chapter 7, Section 2; E 100 The majority of Classes identify the impact on heel, and
• GL - Part 1, Chapter 1, Section 25; F 2 hence overall dynamic stability, of the lateral overturning
moment that can be generated by the vessel's own thrust.
• LRS - n/a
This recognition is to a large degree traceable to the
significant work of Storch™ which forms the basis of the
Definitions current USCG and ABS rule requirements. The following
equation is common to all classes, but as noted each group
d - towline moment arm (metres)
seems to have been compelled (regrettably) to put their
BP - maximum bollard pull (tonnes) individual interpretation on the subject:

159
 c-BP-d Classes themselves. As noted in Table 31, the two largest
TA = ■ cos 0
A Classes simply require adherence to some undefined
‘recognised standard’:
“c”, is a lateral thrust factor, obtained from Table 29.
Society Heeling Arm Criteria
Where:
ABS Comply with a "recognized standard"
Ai - The area under the righting arm curve from the Taken from sea trials 4-21.25 A 2:1.4
BV
angle of equilibrium to a specified angle “alpha" Assumed constant 4. A,
Ai = a GZdQ Taken from sea trials iL 1 25 4. > 1 4
DNV
©E Assumed constant
GL Calculated based on lever arms Proof of stability
LRS Comply with a "standard recognized by
the National Administration"
Az - The area under the heeling arm curve from the Table 31 Escort Towing Stability Criteria
angle of equilibrium to a specified angle “alpha"
A2 = a TAdQ Where:
©E
0e - Angle of equilibrium (i.e. the first intersection of the Ai - The area under the righting arm curve from the
heeling arm and the righting arm) angle of equilibrium to 20°
a - Angle from Table 30 Ai = 20‘ GZdQ
®e
Az - The area under the heeling arm curve from the
Society Towline Moment Arm «1) Criteria
. Top of tow ir*g bitt to VCG C = 0 7 azimuth propulsion angle of equilibrium to 20°
(or Italf draft) c 0.5 otherwise 4i — A: > 0.09m ■ rad
BV Towing hook to half draft c = 1.0 azimuth propulsion Ai—A:>0 09m • rad Az =20' TAdO
Fastening point of hawser TA (6 -0)<0.5 GZ 0E
0.6 GZ is to be taken as the maximum or
to propeller shaft
at 30’. whichexeroccurs first Az - The area under the righting arm curve from zero
pi Working point of towline 0.7 to a
to VCG At —A:>0 Um - rad
Az = “ GZdQ
Table 29 Towing Stability Criteria
Az - The area under the heeling arm curve from zero
to ot
A simple analysis of the maximum lateral thrust available Az = “ TAdQ
from omni-directional propulsion systems will indicate that
a - The lesser of the angle of down flooding and 40°
the factor of 0.7 is closest to the correct one, hence BV
seriously penalises any ASD or VSP design in terms of
Of the Classes that do address escort towing in a sensible
stability.
fashion, none takes into account the yawing moment created
by the longitudinal separation of the towing point and the
Society 0. centre of thrust. The US Coast Guard has at least attempted
Lesser of: to address this subject, even in their conventional dynamic
a. Downflooding angle stability criteria121, giving credit for this longitudinal
ABS
separation.
b. 0|.: + 40°
Lesser of:
a. Downflooding angle SUMMARY
BV
b Angle of maximum GZ The foregoing is a comprehensive, yet far from exhaustive
c. 40° comparison of the major discrepancies between the
Lesser of: requirements of the major Classification Societies that
a. Downflooding angle operate in the tugboat market. It is clear that the differences
GL
b. Second angle of intersection of the right arm are probably rooted in past experience and empirical
and heeling arm relationships, as well as different interpretations of the
Table 30 Critical Angles for Stability requirements of SOLAS and the ILLC. Those differences
however cannot be considered rational in any sense, and in
many instances defy logic. For example why do bilge pump
Escort Towing Stability capacities differ, or more critically, why do stability standards
differ?
Reference:
• ABS - Part 5, Chapter 13, Section 4 The objective of this paper is to highlight the differences
• BV - Part E, Chapter 14, Section 2; 4.2.1 and the need for a unified standard. There is not time nor
space to propose a comprehensive unified standard, but
• DNV - Part 5, Chapter 7, Section 16; D
hopefully this will stir some in the industry to join with the
• GL - Part 1, Chapter 1, Section 25; H 7 author in lobbying for such a standard to make our collective
• LRS - Part4, Chapters, Section 9.1.3 lives a great deal easier, or ideally to work together to
formulate and present such a standard to IACS.
In this most challenging of tug services, the major Classes
are most diverse in their requirements. Of these, only DNV Table 32 following is a suggested framework for how the
appear to have done any serious analysis of the demands various requirements could be structured, and upon what
facing escort tugs. Some have simply copied DNV’s factors they might be best based in the International Tug
requirements, whilst others defer to the National Authorities, Standard (ITS ??) of the future:
a route positively fraught with peril, as these Authorities in
general know much less about the issues than do the

160
 TOWING MANUAL 2010 ANNEX 2

Item Description Correlation to: Notes/Rationale

Tug duty Harbour, coastal, Voyage, function Can make a strong case for much simpler machinery in­
ocean, escort stallations and outfit requirements for tugs dedicated to
harbour towage
Voyage class DNV categories pro- Duty Most practical distinction
vide useful basis, but Distance from shore Not a reliable measure of operating conditions, nor of
need "duty" modifier safe refuge locations
Sea-state Most sensible criteria, but would be difficult to provide
correlation in design requirements to sea-state without
exhaustive evaluation/research
Hull scantlings Side shell and framing Power/displacem ent Provides a measure of the possible accelerations to which
ratio side structure could be subject
Duty Harbour tugs need to be more "armoured" than larger
ocean-towing vessels
Side shell and framing Hull depth Use D = scantling draft and consider an absolute
minimum shell thickness of 8 mm for small tugs
Hull section Hull length Most tugs unaffected by longitudinal bending as a struc­
modulus tural design criteria, until L > 50 metres or more
Voyage, duty Vessels operating in harbours are not exposed to any sea
conditions of consequence
Structural fire General Duty, voyage In the absence of statistical data on causes/impact of fires
protection on tugs, assume that risk is same regardless of duty. Pro­
vide A-60 insulation around engine room
Galley Room area, crew size For smaller vessels, safety may be enhanced by having
shared galley/mess space
Control stations Fi-Fi rating Provide protective spray to wet outside of vessel. Inter­
nal insulation does not protect structure from external
heat
Deck fittings Duty Strength of fittings related to function
Power Strength of fittings related to thrust
Ground tackle Anchor size Voyage, duty Anchor should be related to service. Majority of harbour
and terminal tugs never anchor, and are faced with cost
of maintaining the ground tackle and having to locate it
in least interfering location
Cable strength Voyage, duty Cable length and strength should be correlated to
expected sea state conditions and local water depths
Anchor position Voyage, duty For harbour tugs in particular, locating anchors aft frees
up critical space on fore deck, and improves crew safely
Towing winches Winch performance Power, voyage Brake rating and line pull/speed are defined by oper­
ational requirements, set by Owner. Abort function
strongly recommended
Winch position Propulsion type, New generation of tugs have re-defined winch location
function, voyage and design criteria.
Towline strength Towing Service Bollard pull Line strength = 2.5 x BP is a well-proven criteria
Escort service Fs and Fb Line strength = 4 x Fs suggested to deal with large
dynamic loads
Shaft strength Power, torque Largely unaffected by tug length
Emergency Voyage, duty, tug Use of high-capacity battery systems more practical than
electrical power size emergency gen-sets, even in larger tugs

161
 Item Description Correlation to: Notcs/Rationale

Bilge systems Pump capacity Duty', voyage Should be a flow rate required to maintain equilibrium
based on an assumed ingress rate, but w hat rate ?
Number of pumps Duty, voyage For vessels in limited service one pump should suffice.
Use of independent submersible pumps should be per­
missible
Pipe size Pump capacity According to flow rate
Possible still related to length/tug size ???
Fire extinguish­ Duty, voyage Independent of GRT or power: Unless proven to be a
ing system serious risk based on accident statistics
Engine room volume Defines required gas volume
Fi-Fi systems Pump capacity Dutv All regulations are uniform as is
Number of pumps Dutv Non-essential service, should permit one
Monitor range Duh
Structural fire protec­ Does not protect outer shell, which is what is required:
tion What about glazed areas ?
Deluge system ____________________ Permit use of "umbrella" type spray systems
Compressed air Number of air cylin­ Duty, voyage Issues of redundancy versus reliability. Limited voyage
systems ders service could permit single receiver
Number of com­ Duty. voyage Issues of redundancy versus reliability. Limited voy age
pressors service could permit single compressor
Compressor capacity Engine tvpc Standard 6 start requirement
Other ancillary
Duty, voyage, power
systems
Stability Towing criteria Power, configuration Criteria need to reflect the geometry of the tug, and its
Geometry of hull and ability to generate large overturning moments. Longitud­
drives inal separation of thrust point and tow-point need to be
____________________ acknowledged
Escort criteria Power, configuration Criteria need to balance the ability of tire tug to generate
Fs and Fb high indirect forces with its ability to resist the over-
Geometry of hull and turning moments
drives
Communications Duh', voyage —
Navigation
Duty, voyage —
equipment

Table 32 Proposed Framework for an International Tug Regulation Standard

Acknowledgement: Reference:
The author is indebted to the hard work, perseverance, and [1] Storch, R.L. Stability of Offshore Tugboats, Marine
attention to detail of Mr. Evan Martin, a student of Naval Technology. October 1972, The Society of Naval
Architecture at Memorial University of Newfoundland, who Architects and Marine Engineers.
compiled the copious IACS member data in the report during
a work term employed at Robert Allan Ltd. [2] USCG 46 CFR 173.095, Towline Pull Criteria, as
amended by Marine Safety Centre Technical Note
01-01, Sept 17, 2001, and Marine Saftey Manual Vol. IV,
Ch. 6, Sec. 6.E.2.

162
 Annex 3

Carrousel Tug Design

163
 Carrousel Tug Design
By Dr. M. van der Laan IMC
Synopsis____________________________________________
Nowadays tug design can be characterized by keeping the
hull direction in line with the towing wire and rotating the
thrust force 360-degree around. The new carrousel tug
design can be characterized by rotating the hull direction free
from the towing wire.
This carrousel consists of a large horizontal ring, rotating
around the accommodation and fitted with the towing wire.
The attachment in the side reduces the heeling moment
sharply and enables to use the full extent of the dynamic hull
forces for escorting (steering and braking).
Fig. 2 The effect of a radial support (C) and normal attachment (N)

For conventional tugs, this support was placed near the

center of lateral resistance (CLR). With the newer tug and
propulsion types appearing, the towing point was moved
away from the CLR towards bow or stern to ensure that an
‘overload’ in the towing wire would lead to a rapid turn of the
hull axis in line with the force and thereby prevent capsizing.
This feature in combination with wide-bodied hulls offers a
fairly good protection against capsizing instead of the radial
support and is widely applied on modern ASD and tractor
tugs.

1.3 New towing wire attachment: The carrousel

This paper describes a new revolutionary patented approach
to connect the towing wire to the ship’s hull with a full circular
Fig. 1 Scale model of the carrousel on a conventional Combi tug ring, the so-called carrousel. This carrousel offers three
important features:
1. Introduction 1) All around flexibility
The carrousel ring can rotate freely all around without
1.1 Present design focus on propulsion limitations and towing operations can be freely changed from
The past 20 - 25 years design of harbor tugs has bow to stern use or vice versa, see fig. 3.
concentrated on developing and improving the propulsion
and the associated maneuverability. Propulsion moved from
single to double prop, various nozzles and rudder types were
introduced and finally the propulsion developed into
omnidirectional thrust by two or more thrusters [1], [2] or VSP
[3]. This development forms the base of the present day
tendency of fully omnidirectional propulsion with ever
increasing bollard pull and with to a lesser extent use of
hydrodynamic forces by skegs and/or box keels [4] and [5].

1.2 Little focus on towing wire attachment

In contrast to the extensive developments in tug propulsion,
relative little developments were seen in the towing wire
attachment to the ship’s hull. Already dating back to the
fifties, many tow hooks were based on some kind of radial
support (e.g. ‘Seebeck patent’) using a half circular vertical
guiding support of the towing hook to move the attachment
point towards the side and thereby reduce the heeling arm,
see fig. 2. Radial supports have also been used to support
fairleads instead of towing hooks. For further recent
developments on radial support, see e.g. [6],

2) Large stability enables to increase hydrodynamic

forces
The carrousel is based on the same principle as a radial
hook, but now extended to the full ship’s width. Hereby a

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 TOWING MANUAL 2010 ANNEX 3

large increase in stability is achieved, which can be used to 2.1.2 Design study: Thrust Lift Liner (TLL)
increase the hydrodynamic forces. The Thrust Liner was purely based on bollard pull and low
speed assistance. For higher speed assistance the use of
3) Towing wire attachment point near lateral center hydrodynamic forces was investigated by large skegs below
The stability feature enables to position the carrousel right the carrousel, leading to the following logical solution:
above the center of the lateral resistance and thereby Keep the Thrust all around and the hydrodynamic Lift
maximize the towline forces and minimize the need for forces in transverse direction
steering propulsion on the tug. in line with the towing Line
This solution could be achieved by a double skeg
The carrousel is independent of the propulsion type and can arrangement below the carrousel and a twin thruster
therefore be applied to any type of tug design and propulsion arrangement: One thruster in the bow (SB) and one mirrored
type (and to a wide variety of smaller sized workboats). aft (PS). By this arrangement, the center of the thrust
However, in this phase already special attention is drawn to remains all around below the carrousel and the heading of
the attractive combination of the carrousel with conventional the hull can be controlled.
shaft propulsors. This combination raises the performance of
‘conventional’ tugs to a significant higher level, leaving many
of the clear drawbacks of these tug types behind.

The carrousel is still in an ongoing development and practical

experience will finally determine the overall performance and
use as stern and/or bow tug(s). Therefore in this phase, all
comments and criticism are welcome to assist the
development, the application of the carrousel and to improve
the design in a joined effort.
Fig. 5 Thrust Lift Liner in side view
Special attention is also drawn to the safe operational deck
procedures for the freely rotating winch for both stern and
bow area. 2.1.3 Design study: Carrousel on conventional tug
One topic of further development is the design of a compact Although the effectiveness of the TLL was without any doubt,
winch on the rotating carrousel. the necessity of thrusters was discussed and the associated
increase in draught (similar as for tractor tugs). Further
developments lead to the focus on longitudinal shaft
propulsion and transverse hydrodynamic forces, with the
2. Development of the concept following solution:
2.1 Background Keep the thrust longitudinal and the hydrodynamic lift
During the on-going development of various new tug forces transverse in line with the towing line
concepts, the carrousel itself formed a clear and important This solution could be achieved by a double skeg
step forward and is therefore considered in detail in this arrangement below the carrousel and conventional
paper. single/twin propulsion aft, possibly assisted by a small
(retractable) thruster in the bow.
2.1.1 Design study: Thrust Liner (TL)
The design options are summarized in table 1 below:
In 1997, IMC started a preliminary design study for future tug
development in the Port of Rotterdam, with a clear focus on
Carrousel THRUST LIFT
harbour assistance: Low towing speeds, large bollard pull
development below towline below towline
and little hydrodynamic lift / drag forces.
The most logical solution for this setting is based on a force Thrust Liner Centered 360 -
vector diagram: (TL) degree around
Keep the Thrust vector all around in line with the towing Thrust Lift Liner Centered 360 Centered
Line. (TLL) degree around transverse only
This solution could be achieved by one thruster located Conventional Centered Centered
below a freely rotating winch around the accommodation. Carrousel Tug longitudinal only transverse only
Table 1 : Carrousel development

2.2 Functioning
The carrousel offers three new functional aspects:
2.2.1 All around flexibility
Traditionally tug design concentrated on towing over the
stern behind the accommodation offering a free range of
slightly more than 180 degrees for the towing wire. However,
for many jobs more freedom is required and therefore the hull
is turned 180 degrees. Modern ASD tugs use the same
Fig. 4: Thrust Liner in side view principle and rotate the whole hull and towing wire around the
thrusters.

'............. ’

165
 However, the thought of easily changing towing over stern to The dynamic towline aspects are described in chapter 4 on
bow or vice-versa, has always been an ideal for tug model testing and show no danger for capsizing due to
operators. dynamic towline forces. However, other external forces may
Further, since the towline attachment point coincides with the still lead to capsizing of the tug I
CLR, changes in towline loads do no longer turn the tug’s hull
direction. This enables to control the hull and sailing direction What are then the practical implications ....? In order to take
properly and offers a whole range of new opportunities in advantage of this large radial support of the carrousel, the
assistance. tug must heel to a certain degree (typical 10-15 degrees)
to counter the large towing forces. Therefore, already in the
Two typical examples, one for aft tug, second for bow tug, design stage, due consideration of these angles on the
see fig. 18 and 19: functioning of the machinery and crew must be included.
I) Aft tug sails bow first with towing wire over bow (A):
a) To brake the ship at higher speeds, the tug's hull is The traditional danger of ‘deck immersion as last warning
turned rectangular to the flow using the maximum before capsizing', is technically no longer present for a
hydrodynamic drag forces (wire over side) (B). carrousel tug, although psychological still present I
b) To steer/pull the ship, the tug sails along outer circle Even a substantial amount of water on deck, leaves still
forward and starts pulling the ship, (wire over stern) (E). sufficient stability safety margin to ensure proper towing
II) Bow tug sails bow first with towing wire over stern (I): operations. Also operations in exposed port areas with
a) To brake the ship at higher speeds, the tug sails along significant wave heights can be performed safely.
outer circle aft and the hull is turned rectangular to the
flow, dragging alongside the ship (wire over bow/side) What is then the final limitation to towline force ... ? Primarily
(L). the strength of the towing gear itself (including dynamic peak
b) To brake the ship at lower speeds, the tug reverses and values) and the buoyancy of the tug’s hull. Instead of the
sails backward braking with full bollard pull ahead (wire traditional heeling angle limitation, the master requires the
over stern). practical use of a towline load tensioning meter and a clear
sight on the water flow over deck.
2.2.2 Large stability enables to increase
hydrodynamic forces (lift & drag) 2.2.3 Towing wire attachment point near lateral
The large effect of the wide radial support for a typical center
carrousel tug design is shown in the following graph, see fig. In modern escort tugs the attachment point of the towing wire
6: is located substantially before the lateral center (in indirect
mode) primarily for stability reasons in case of overloading.
Stability curve for tug In the carrousel tug, the stability issue is solved by the large
radial support. Therefore the attachment point of the towing
wire can be positioned right above the center of lateral
resistance, producing the highest tow-line forces : Ratio
towline force / hydrodynamic force = 1 (higher than values
mentioned in [6] for Towliner 0.78 and Tractor tug 0.63).
The force diagram for the carrousel tug is shown in fig. 7.

Towline force

Fig. 6 Graph of Heeling leverarm for Normal and Carrousel, Righting

leverarm and hatched safety margin carrousel.

For a normal tow line attachment near the ship’s center, the
heeling lever shows a slight increase, for the carrousel
however, the heeling lever lowers rapidly downwards and
reaches 0 (!) nearby 50 degrees. Propeller thrust
For the maximum towline load, the static equilibrium for the
Normal heeling leverarm (N) is 31 degrees, for the Carrousel
heeling arm (C) the angle is reduced to only 18 degrees. Far
more important for the safety of the tug is, of course, the
stability range, which shows a generous safety margin for the Hydrodynamic force hull + skeg(s)
carrousel, see also Area Ratio concept [7],
Analyzing the above stability curve, the conclusion is clear Fig. 7 Force balance for carrousel tug in indirect mode
and simple:
Capsizing due to towline force is statically no
longer possible for the carrousel tug III

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 TOWING MANUAL 2010 ANNEX 3

2.3 Advantages of new carrousel 3. Preliminary design of

2.3.1 Cost
Building cost carrousel
Compared to a modern omnidirectional propulsion system for 3.1 Introduction
tugs, the conventional shaft system with FPP or CPP offers a The design of the carrousel forms a close interaction with the
substantial reduction in cost. Further, the efficiency of shaft tug design, the chosen beam (at deck level), the position in
propulsion with large diameter propellers is higher (typically length in relation to the CLR, the position in height in relation
15-35 %), see table 2. This advantage can be either used to the stability range and the general arrangement.
to achieve a higher bollard pull, or to install smaller main Based on the tug interaction, the optimal structural design for
engines. the carrousel shall be investigated leading to the conceptual
Name no. kW Pull kgf/ in % design presented in this paper. Finally, operational
eng (ton) kW considerations are discussed.
VSP Ajax [3] 2 3460 90 13 61%
ASD Thorax [5] 2 2646 90 17 80% 3.2 ) Interaction with tug design
ASD Smit 2 1830 61.3 17 79% 3.2.1 Diameter
Mississippi [8] The diameter of the carrousel is chosen nearby the beam of
RT Magic [2] 3 1566 75 16 75% the vessel for the following reasons:
Zeus [9] 2 2709 101 19 88% • Optimization of the stability effect of the carrousel
Multratug 12 3 331 21 21 100% • Maximize the deckhouse space within the carrousel
Carrousel Tug 2 2025 86 21 100%
Table 2 : Propulsion efficiency 3.2.2 Position on the vessel in length in relation to
the CLR
The relative low additional cost of the carrousel with standard The optimal position in length shall be determined by
rollers does still favor the total building cost of the carrousel hydrodynamic investigations (including model tests). The hull
tug and offers a reduction in range of 15 - 25 % compared to can be compared to an aeroplane foil with lift and drag
omnidirectional propulsors. components; the center of lateral resistance (CLR) varies
between 1/3 and 1/2 of the length (lift/drag). Detailed
Operational cost investigations of the position should be made in close
The use of hydrodynamic forces instead of I in addition to interaction with the hull shape and the fitting of skegs, see
propulsion power offers a sharp reduction in operational cost e.g. [3],
due to lower fuel consumption and shorter running hours.
This also result in less environmental pollution.
3.2.3 Position on the vessel in height in relation to
Further the proven conventional shaft technology results in
lower maintenance cost. And finally, the carrousel is based the stability range
on sealed roller bearings with long maintenance intervals. The optimal position in height is a clear compromise between
small initial heeling arm and a large stability range. The first
Note: most significant reduction in fuel cost is achieved, when having a traditional low position with little freeboard and small
a stern carrousel tug brakes the ship by hydrodynamic heeling angles (e.g. 6 - 12 degrees) when towing, but as a
dragging sideward 90 degrees to the flow, nearly without result also small stability range and rapid water on/over deck.
propulsion power (fig. 18, cond. B) The second having a rather unconventional high position with
a large freeboard and large(r) heeling angles when towing (
e.g. 12-18 degrees), but as a result a large stability range, a
2.3.2 Effectiveness
large excess of buoyancy and minimal water on/over deck.
All around flexibility
For large towline force and extreme conditions various model
The carrousel can be used both as bow and stern tug and
tests have shown that the second strategy of a higher
offers easy and flexible operation plus additional safety to
freeboard provides better results.
control the hull direction independent of the external tow
force.
Large hydrodynamic forces 3.3 Structural design
The large assistance forces for steering and braking During the development of the carrousel structure a large
increasing with ship’s speed and can be used effectively to variety of concepts were considered and designed. In
assist a ship at higher sailing speeds. principle, two versions were considered:
• A strong fixed circular‘T’ shaped rail, fitted with a small
moving part-circle ‘U’-shaped horizontal trolley (similar
2.3.3 Safety
as used vertically for lifting equipment) equipped with a
The risk of capsizing due to towline forces is minimized and
tow hook.
the tug can be safely used in exposed areas with waves.
• A fixed inner ring with rails and a large full-circle ring
The large safety margin offers additional potential to counter
with rollers all around the circle and equipped with a tow
a possible ‘accident’.
hook.
Although simplicity favored the first solution, structural
optimization clearly favored the second solution.

167
 Based on the design mission and the hydrodynamic Fig. 8 Side and top view of Multratug 12 with carrousel
investigation, the loads shall be determined with a horizontal 3.5.3 Entering the deckhouse over the carrousel
and vertical component. For small sized tugs, entering the deckhouse shall be done
by passing over the carrousel. For large sized tugs, a
3.4 Conceptual design separate entrance from the lower aft deck be/ow the
This paper is limited to the main parameters of the design, carrousel can be made.
without a detailed explanation of the design parameters.
• Stiff inner ring forming integral part of deck structure and 4. Design investigation carrousel
accommodation support
• Flexing outer ring forming against stiff inner ring
on existing conventional tug
• Rollers between fixed inner and rotating outer ring As part of the design study into the new carrousel and the
• Number of rollers fitted on outer ring (fixed according to fitting on new tug designs, more insight is required on the
loading pattern turning with outer part) practical and operational aspects of such a new design
concept. Therefore the new carrousel was first investigated
• Structural optimization performed with the use of FEC,
on board of an existing tug design.
showing advantage hinged towing arms

3.5 Operational aspects 4.1 Choice of test tug

For the carrousel tug three parameters appear important: Various existing tug types have been considered for
3.5.1 All around rotating of carrousel retrofitting a carrousel, with specific attention to
Although in principle not different from present day towing maneuverability and structural integration of the carrousel.
operation, safe operational deck procedures are necessary Finally the Combi tug Multratug 12 of Multraship Towage &
and no human action should be performed on deck during Salvage was chosen as a good compromise, see fig. 8 and
towing. During pickup of the connection and release of the table 3.
towing connection, the carrousel rotation shall be Main data Multratug 12
temporarily blocked to allow safe deck operations. L= 28.50 m
B= 6.60 m
3.5.2 Sailing at substantial heeling angle and water on Tbase = 2.60 m
deck Main Prop (CPP) 900 hp / 2.6 m
For the carrousel tug with large towline forces, these Thruster (retract.) 450 hp/1.0m
parameters can increase substantially, introducing additional Bollard Pull 21 ton
risks for crew on deck. Combined with the free rotating Lat. Area = = 60 m2
towing wire, deck operations should be minimized under Table 3 : Main data test tug

these circumstances. Note: The design has a rather small freeboard, which limits
the maximum hydrodynamic forces, see model results.

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 TOWING MANUAL 2010 ANNEX 3

4.2 Model testing scale 1:15

Scale model tests were performed in the towing tank basin
Delft University of Technology, see fig. 9 and 10. Before
these test measurements, the Radio Controlled model was
already tested in respect to the longitudinal position of
carrousel in relation to CLR and the general maneuverability
(additional skegs fitted below carrousel).

Fig. 11 Tow-line force versus angle of attack

Please note that a towline force of 85 ton results in a heeling

angle of only 16 degrees I

4.2.2 Capsize test

In order to determine the behavior of the tug under increasing
snap loads, the tug was pulled sideward by the towing
carriage, see fig 12. The maximum measurement of the force
and the heeling angle is shown in fig 13 and 14. Higher loads
were not considered realistic, since the towing wire strength
was already substantially exceeded.

Fig. 9 Sailing ahead / wire over stem

Fig. 12 Capsize testing with sideward snap loading

Force (ton)

Fig. 10 Sailing ahead / wire over side (~ 60 ton)

4.2.1 Measurements of tow-line force

A systematic variation of towing angles and sailing speeds Fig. 13 Capsize test Force versus time
were performed, see fig. 11. The maximum forces were
limited as follows:
• At small angle of attack limited by the buoyancy of the
hull (stern submerges slowly above 80 ton)
• At large angle of attack limited by the propulsion control
to counter rotation.

Fig. 14 Capsize test Heeling angle versus time

169
 4.2.3 Tug performance diagram Often present tug limitations are considered the maximum
The systematic measurements were combined in a tug scope of assistance e.g. [5],
performance diagram, see fig. 15. The diagram shows the
large potential in hydrodynamic forces for the carrousel tug. 5.2 Clear separation of design scope inner / outer
The most remarkable part is obviously the large steering port
forces compared to ASD / VS escort tugs, due to the slender Tug assistance of larger ships can in general be divided into
hull (lift drag ratio up to 9 :1). two phases:
1) At relative higher speeds (5-10 kn) entering port: The
ship is using it’s own propulsion / rudder and the tugs are
running alongside with slack wires. Due to the higher speed
and propulsion power the ship can be reasonably controlled.
For additional maneuverability at high speeds, only a stern
escort tug can be used to steer or brake the ship.
2) At relative lower speeds (0-5 kn) in ‘inner’ port: The ship
is only marginally using it's own propulsion and rudder and
both the bow and stern tugs are offering additional pull (and
push) to maneuver the ship to the right position. The tugs are
primarily used for transverse forces on the ship and the own
propulsion is used for the longitudinal force. Often however,
the ship requires constant propulsion thrust on the rudder for
steering and this requires an aft tug to brake constantly.

Regarding the new potential of the carrousel tug the following

key words are:
1) Higher speed ^large hydrodynamic forces, both
steering and braking
2) Lower speeds all around flexibility I focus on thrust
Fig. 15 Tug performance diagram
This leads to two different design perspectives, summarized
in the table 4, fig 16 and 17 and the results thereof in table 5
4.3 Real scale testing (progressing)
below:
The conversion of the real tug has recently started and
extensive tests are planned for this summer, aiming to
validate the model results and to investigate the practical use Inner Port: Des. A Outer Port: Des. B
of the system in real-life tug assistance of ships. Focus on Thrust Thrust & Hydrodyn.
Video material of the real tug in action is planned to be Assistance Low speeds Low & High speeds
available at the date of the conference. Carrousel Above drag center Above lift center
In lift -> stern pulled In drag -> bow
4.4 Conclusions & recommendations to ship turned to ship
• The carrousel tug is an ongoing development showing
good prospects. L / B ratio Small (2.5-3.5) Large (3.5 - 5)
• The lessons learned and coefficients derived from the Length oa < 33 m (Panama) > 35 m (seakeeping)
scale model and real size testing can be used properly Hull shape Fat & round Sharp & slender
for newbuilding. Lateral area Centered midship Over whole length
• Large buoyancy is of crucial importance in order to Skegs Short twin set Along full length
maximize the hydrodynamic forces.
• Even a narrow hull (LI B ratio 4.3) with a carrousel can Propulsion Twin CPP Single CPP (escor­
properly counter capsizing loads. (possible FPP) ting) + bow thruster
• The slender hull enables a high sailing speed and a high Diameter Large diameter Large diameter
lift / drag ratio. Steering High Lift Rudders Steerable nozzle(s)
Maneuverin Easy turn stern Easy turn bow
9 forward forward
Full Control Ahead Ahead & Astern
5. Ship design Engine fail. Reverse direction Bow forward
5.1 Mission profile Table 4 : Inner / Outer port designs
Proper design starts with both a clear knowledge and
definition of the mission profile, the essential question with all
new developments is related to the 'unfamiliar' design
potential: What are the current market requirements based
on the present operated tugs and what could be the market
requirements when considering the full potential of the
carrousel tug.

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 TOWING MANUAL 2010 ANNEX 3

multi-purpose and will be probably based on a combination of

both designs.

5.3 Operational impact

5.3.1 Design A: Inner port’
This design can be seen as a key alternative to the ASD I
tractor principle of turning the whole hull instead of only the
propulsor. For full optimal thrust the hull needs to be turned
with the stern towards the ship. Tug can also be fully used as
bow tug.
Advantages:
• Simple and robust propulsion concept
• High propulsion efficiency by large propeller diameter
and optimal free flow astern
• Stability performance of carrousel enables to increase
hydrodynamic fins / skegs (if necessary)
• Use as bow and stern tug possible
• Easy braking astern tug by dragging sideward
Disadvantages
• For full bollard pull, the hull needs to be turned requiring
slightly more time than turning an omnidirectional
propulsor.
Summarizing: All-around cheap and robust propulsion
concept

5.3.2 Design B: ‘Outer port’

This design can be seen as a key alternative to the (reverse)
tractor tugs with hydrodynamic fins or the new generation of
ASD tugs with box keels under the bow.
Further design offers possibility to use features running
ahead and astern and both as aft and bow (!) tug.
Advantages:
• Simple and robust propulsion concept
• High lifting I dragging forces due to attachment point
near hydrodynamic center
• Stability performance of carrousel enables to increase
hydrodynamic fins / skegs
• Very high Lift / Drag ratio for high steering forces at high
speeds
• Running astern in Combi tug mode
• Stern and bow application possible
• Bow application enable high dynamic steering and
braking forces (doubling effect!)
Disadvantages
• Longer hull requires more turning time.
Fig. 17 General Arrangement of Outer Port Design B Summarizing: Large hydrodynamic forces concept
Combi Tug

5.4 Propulsion considerations for carrousel tug

Pre-Design Study Inner Port: Outer Port:
design ‘Inner/Outer’ port
Carrousel Design A Design B
In contrast to conventional escort tug designs, the towing line
Loa = 33 m 37 m
attachment point is positioned in the optimum lateral
B= 11 m 10 m pressure center and therefore requires only marginal steering
Tbase = =4m = 4.5 m forces to turn the hull in the flow.
Power = = 4000 kW = 4000 kW
Dp = 2x 3.3 m 1x 3.9 m 5.4.1 Typical tug positions
BP = = 85 ton = 80 ton For escorting and harbor assistance in principle five
Lat. Area = = 120 m2 = 190 m2 conditions can be discerned for an aft tug with bow forward
Dyn.Pull. (10 kn)= = 150 ton = 225 ton assisting a ship at 5 -10 kn : see fig 18.
Table 5 : Pre-Design parameters Inner / Outer port designs

Note: To clarify the difference in mission profile, both designs

have been defined accordingly. However, designs are often

171
 1) Straight behind ship in direct (arrest) mode bow
forward with reversed propulsion (A)
The tug’s hull is straight in line with the flow (direct mode)
and the braking force is generated by reversing the
propulsion.

2) Straight behind ship in indirect (arrest) mode with

reversed propulsion (K)
The tug’s hull is under a large angle (> 45 °) with the flow
(indirect drag mode) and contributes largely to the braking
force. The propulsion is partly used to control the tug's angle
and partly used to counter the lift component which is ‘pulling’
the hull forward.

3) At an angle behind ship in drag mode with partial

forward propulsion (C)
Condition similar to condition 2, but tug is moved away from
a straight line behind the ship. Propulsion is primarily used to
control the tug’s angle, whereby the angle in respect to the
ship is controlled.

4) At an angle behind ship in lift mode with partial

forward propulsion (C-D)
The tug’s hull is under a moderate angle (< 45 °) with the flow
(indirect lift mode) and contributes largely to a combined
steering and braking component. The propulsion is partly
used to control the tug’s angle and partly used to move
forward.

5) Alongside ship in lift mode with (full) propulsion (D-E)

The tug’s hull is under a moderate angle (< 30 °) with the flow
(indirect lift mode) and contributes to a large steering
component. The propulsion is (fully) needed to counter both Fig. 19 Various positions for the bow tug
the hull resistance and the lift induced drag component
(increases rapidly with increasing lift). 5.4.2 Typical propulsion results for carrousel tug
In order to quantify above propulsion conditions, a number of
For a so called Combi-tug design equipped with a small propulsion alternatives were selected for the carrousel tug
(retractable) bow thruster, the sailing direction can be with focus on design A) Inner port design:
reversed with stern forward. Hereby the propeller and nozzle • Thruster with FPP and CPP of 2800 mm
work in their design condition with a higher efficiency than • Shaft driven FPP of 3000 mm
with reverse flow. • Shaft driven CPP of 2800 / 3000 / 3300 mm
A normal Combi-tug continuously sails in this reverse All propulsion alternatives are twin arrangements and driven
direction, but a carrousel tug with a (retractable) bow thruster by the same 2025 kW 1000 rpm main engines.
can change easily working direction over bow or stern
without human action on deck or any time delay. As typical conditions, the maximum thrust astern in condition
1 and the maximum thrust ahead in condition 5 are validated.
Please note that a carrousel tug connected to the bow of the To cover the typical (escorting) speeds, values of 6 knots and
ship can also perform condition (G), (F) and (L at lower 10 knots ahead and astern were calculated, see fig. 20
speed), see fig. 19. This offers a completely new approach to (produced by John Crane-Lips).
ship’s assistance for the bow tug, whereby large
hydrodynamic steering and braking forces can be added to 5.4.3 Conclusion propulsion
the bow of the ship I
• With same diameter, the BP of shaft FPP and CPP is
higher than of a thruster
Summarizing above conditions, the carrousel tug design
• CPP diameter increase to 3300 mm offers approx. 20%
requires propulsion primarily along the longitudinal axis in
increase in BP above thruster 2800 mm.
either forward direction or reverse direction with a wide range
of positive and negative inflow speeds. • CPP offers similar ‘braking’ behavior as 180 degree-
rotated thruster at lower speed.
• Optimal braking performance at higher speeds subject
to further study with respect to cavitation I vibrations.
• Shaft FPP has limited reverse thrust and is less suitable
for carrousel tug.

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 TOWING MANUAL 2010 ANNEX 3

Thrust vs flow speed

Acknowledgements

The author wishes to express his sincere thanks and

appreciation to the following contributors to the ’carrousel tug
project’: Dutch Shipping Inspectorate, Dutch Agency on
behalf of Ministry for energy and environment (NOVEM),
SENTER, Dutch Council for Transport Safety, Multraship
Towage & Salvage, Mampaey Offshore Industries, John
Crane-Lips, Delft University of Technology, Techno Metal
Industry, Breskense Scheepsbouw en Machinefabriek,
— FPP Thruster 2800 -*■ CPP Thruster 2800 FPP Shaft 3000
Osborne Load Runners, Holland Roer Propeller.
CPP shaft 2800 — CPP shaft 3000 CPP shaft 3300

Fig. 20 Propeller Efficiency

References

1. Jansen, Joop., Damen ASD Tugs - an Ongoing

6 Overall conclusions & Development, ITS 2000, Proceedings of the 16th
International Tug & Salvage Convention, May 2000.
recommendations 2. Kooren, Ton., Quadvlieg, Frans., Aalbers, Arie., Rotor
Tugnology, ITS 2000, Proceedings of the 16ltl
• The carrousel is an ongoing development with good International Tug & Salvage Convention, May 2000.
prospects, offering a new revolutionary approach to 3. Allan, Robert G„ Bartels, J.E., Molyneux, D.,T/ie
connect the towing wire to the tug's hull. Development of a New Generation of High-Performance
• The carrousel offers two clear operational advantages of Escort Tug, ITS 2000, Proceedings of the 16th
all around flexibility and large hydrodynamic forces. International Tug & Salvage Convention, May 2000.
• Use of hydrodynamic forces instead of propulsion 4. Allan, Robert G., Developments in Escort Tug
reduces fuel consumption, pollution and engine running Technology, ITS ’98, Proceedings of the 15lh
hours. International Tug & Salvage Convention, November
• The large stability effect of the carrousel enables to 1998.
locate the towing point near the center of lateral 5. Amundsen, Carl J., Optimised Escort Tug for Norske
resistance. This in return enables to control the tug’s Hydro’s Sture Terminal Part 2, ITS 2000, Proceedings
heading safely independent of towline load variations. of the 16th International Tug & Salvage Convention, May
• The carrousel effectively prevents capsizing due to 2000.
towline forces. 6. Gale, C., Perceived Advantages ofZ-Drive Escort Tugs,
• Carrousel can be combined with various propulsor ITS '94, Proceedings of the 13th International Tug &
concepts, depending on the required application Salvage Convention, 1994.
• Combination of carrousel with conventional shaft CPP 7. Hendy, N.R., Freathy, R.G., Reflections on escort tug
offers an attractive economic alternative, both regarding stability, Ship & Boat International January/February
building and operational cost. 1994.
• Carrousel allows to control the bow tug safely, whilst 8. Kok, F. Oplevering Smit Mississippi, Schip&Werf de
using the full steering and braking potential. Zee Mei 1999.
• Preliminary design analysis shows two advantageous 9. Information Sheet of Alfons Hakans OY AB AHT Zeus.
design concepts, one for all around flexibility and the
other for maximum hydrodynamic forces. For low
assisting speeds the bollard pull counts, for higher
assisting speeds the hydrodynamic forces count.
• Due to bow-first sailing and the large stability safety
margin, the towing operations can even be performed in
adverse weather and wave conditions.
• The carrousel offers more effectiveness with less
investment. The use of the large hydrodynamic forces
may even lead to a reduction of the number of tugs. More information: IMC Dr. M. van der Laan
• Together with increasing escorting speed, the Tel. 31-10-2417403 Fax: 31-10-2417404
hydrodynamic lift forces of the carrousel tug increase, E-mail: [email protected]__________________
thereby enabling safe operations at higher speeds.
• Substantial increase in towline forces may require
additional strengthening on the side of the ship.
• Even fitting a carrousel on a conventional tug can be
attractive due to the large improvements in operational
performance and safety.

173
 Annex 4

IAAC Thrustliner
harbour tug design

175
 IMC T hrustLiner harbour tug des ign
A radically new towing concept offers substantial improvements in terms
of financial, operational & safety performance, based on unique feature:

360 degree rotating towing winch located above thruster,

both rotate free of the ship’s hull and sailing direction.
This enables:/"hrust in Line with Pull 360 degrees around

New features include:

• Free 360 degree rotation of towing wire
• A large stability range eliminating the risk of capsizing.
• Single I Double thruster unit(s) below winch centre
• A second towing point above the aft skegs for optimal dynamic
sheering forces during escorting
WINCH 360 DEGREE ROTATION

176
 TOWING MANUAL 2010 ANNEX 4

Structure Centre of Winch

• Centre of winch is formed by a hollow pipe.
• The hollow pipe is fixed to hull structure at bottom
and accommodation on top
• Access from accommodation into hull is done via
hollow pipe
• Hollow pipe is used as centre axis of winch, winch
structure can rotate free on bearings around this pipe.

Structure Winch
Winch structure built up by circular frames around hollow pipe with bearing. Frames
support a conventional winch with small height
Towing wire turns total winch structure around hollow pipe
Winch drum with small diameter & large breadth

Large stability: Force acting at

low height and near the side

• Totally free 360 degree rotation without restrictions

• Energy transfer either by powerpack on winch structure or high speed rotation ring with
generator I hydraulic packs.
• Direct wire pull from winch, less chafing / wear of the towing wire

177
 THRUST LINER CONCEPT

Conventional tug operations:

Step 1 : Manoeuvre tug to right position and direction from towing object (both position of
the tug and the direction of the towing arrangement need to be controlled)
Step 2 : Manoeuvre slowly when loading the towing wire (concerning load on wire and risk
of capsizing)
Step 3 : Start towing with increasing power (up to full bollard pull)
Typical time to start towing 2-3 minutes

New Thrust Liner operations:

Single step : Set thrust direction and
Tug follows chosen magnitude
thrust direction Thruster will be directly set to the
entered value and tug will sail
rapidly along outer circle of towing
wire from point A along point B to
point C and tow in the selected
direction at selected magnitude.

Typical time to start of towing 1

minute. Time is crucial to control
motions of towing object.

Tug manouvres
along outer circle
Automatic course correction will
redirect thruster to manoeuvre
from point A, along point B to
point C.
This instead of moving along
point B’ with slack towing wire
• Limited snap / peak loads
• No risk of capsizing

Operations / manouvrinq
• Flexible use both at bow and
stern side
• Increased towing efficiency
during manouvring
• Large dynamic sheering forces from skegs during
escorting (using 2nd towing point aft)
Escorting
Control Tow above skegs
• Tractor tug steering performance
• Absolute thrust direction based on gyro compass
input
• Manouvring of tug’s hull follows automatically
thrust control direction
• Ergonomic control system for master
• Direct control input from pilot possible

178
 TOWING MANUAL 2010 ANNEX 4

Various alternative / features

• 360 degree winch on
* Tractor Tug
* Voith-Schneider Tug
* ASD tug
• Partial deck railing
• IMC’s ATC (Automatic Tug Connection)
System eliminating the need for personnel
on deck during operations.
• A planing hull form in combination with CPP
thruster to facilitate speeds up to 22 knots in
VSP Tug
free sailing condition.
• Single or Double thrusters (standard range
FPP, CPP or VSP)

Design parameters
• Wide body hull & flat bottom shape for
planing (optional ‘V’-shape in bow)
• Cheap flat panel hull structure
• Thruster and winch structural support
directly integrated
• Safe double side’ to improve damage
stability
• Engine room in aft end

More information from

IMG Shipping & Offshore Design
tel. 31 -(0)10-2417403
fax. 31 -(0)10-2417404

179
ü'ii
Annex 5

Nozzle design

181
00
KJ

N-oooi H07-O8Z /i
 Annex 6

Voith Cycloidal Rudder

183
 VOITH

Voith Cycloidal Rudder (VCR)

New Propulsion and

Manoeuvring System
for Ships

vs 3235e

184
 TOWING MANUAL 2010 ANNEX 6

Modelled
on the VSP®

Based on the Voith-Schneider Pro­ Passive mode of operation

peller (VSP) that has been the hall­
mark of safety, precision and In passive mode the rotor casing only
manoeuvrability for approx. 75 performs partial rotations in both direc­
years the Volth Cycloidal Rudder tions. Thus the locked rudder blades
(VCR) was developed. It is a new are adjusted relative to the inflow and
propulsion and manoeuvring sys­ transverse forces for steering are
tem for all ships that must operate generated.
with a maximum of manoeuvrability
over the entire speed range. The passive mode of operation of the
Voith Cycloidal Rudder is identical to a
conventional ship’s rudder and is used
Function principles of the VCR for cruising speed of the vessel.

As with the Voith-Schneider Propeller,

the Voith Cycloidal Rudder has a rotor Active mode of operation
casing with a vertical axis of rotation.
Two rudder blades lying parallel to the in active mode of operation, controlla­
axis of the rotor casing project from it. ble thrust, stepless in direction (0-360°)
and magnitude will be produced. The
uniform rotation of the rotor casing is
There are two different modes of ope­ superimposed by an oscillating move­
ration: ment of both blades around their own
axis. The oscillating amplitude is the
Passive and active.
determinant factor for the thrust ampli­
tude. The phase between 0° and 360°
controls the thrust direction. Therefore
an identical thrust can be generated in
all directions. Both variables - thrust
magnitude and thrust direction - are
controlled by the hydraulically activa­
ted kinematics of the Voith Cycloidal
Rudder with a minimum of power con­
sumption.

This mode of operation is selected for

slow-speed operation of the vessel,
e.g. during estuary trading or in the
Fig. 1 (front) and fig. 2 harbour as transverse forces of the
3D-view of Voith Cycloidal Rudder. conventional rudder may be insuffi­
cient because of reduced inflow
Fig. 3 speed. In emergency situations, i.e.
Manoeuvring possibilities in passive mode of black-out of main propulsion, the Voith
operation (rudder function). Cycloidal Rudder offers a secondary
propulsion and guarantees take home
Fig. 4
Manoeuvring possibilities with two „active"
capability.
Voith Cycloidal Rudders astern:
a movement ahead/astern
b turning on the spot
c starboard/port ahead
d transversing.

185
 Safety for
Your Ship

The dual mode of operation of the problems with the Voith Cycloidal Stabilisation of vessels
Voith Cycloidal Rudder provides a Rudder. Transition from movement
number of important properties and astern, turning on the spot to move­ Some vessel types - ferries, cruisers,
application possibilities that are ment ahead is stepless. This is of mega yachts - are regularly equipped
important for many maritime appli­ major importance in harbours without with roll stabilisers to dampen the rol­
cations, civil or naval and that con­ tug fleet. Side thrusters, which cause ling movement in heavy seas. In prin­
tribute as a whole to an increased problems in high-speed vessels, may ciple these stabilisers can be replaced
ship safety. be replaced. with the Voith Cycloidal Rudder. It is
possible to couple steering and roll
stabilisation electronically.
Low-resistance rudder for Redundancy of propulsion and
high-speed operation steering Contrary to conventional stabilisers,
roll stabilisation is possible with the
Conventional rudders are designed for Important for ship safety is the redun­ Voith Cycloidal Rudder in active ope­
producing sufficient rudder forces with dancy of propulsion and steering by ration even during standstill and low
small inflow forces. At high vessel installing the Voith Cycloidal Rudder, speed of the ship.
speeds rudder area is oversized which is completely independent from
because of the squared dependence the main propulsion. In case of black­
of rudder force to speed and produces out of the main propulsion , the active
additional resistance. mode of the Voith Cycloidal Rudder is
emergency propulsion securing full
As a consequence of the alternative manoeuvrability.
modes of operation of the Voith
Cycloidal Rudder as active rudder
(slow speed) and passive rudder (crui­ Propulsion for special applications
sing speed) the required rudder area
can be designed for service speed. The Voith Cycloidal Rudder may not
Especially for high speed ships this only act as emergency propulsion but
reduces significantly the appendage also as propulsion for slow-speed ope­
resistance of the rudder. Due to the ration. For fast container ships for
reduction of rudder area acoustic instance it is difficult to operate in
noise radiation will also be influenced restricted channels with reduced
positively. speed. These vessels maintain relati­
vely high speeds. Reducing the speed
requires alternate engine starting and
Improved manoeuvrability stopping.
in comparison to conventional
propulsion arrangement Further examples are the operating
profiles of frigates or corvettes. The
By arranging two Voith Cycloidal rud­ operational area must be reached
ders astern all manoeuvres necessary quickly but in operation slow speed
during close quarters manoeuvring with minimum noise and maximum
and berthing are possible. Due to the manoeuvrability may be necessary.
360° thrust variance and the relatively These requirements can be best fulfil­
high forces the manoeuvres can be led by a combination of one conventio­
executed very precisely without tug nal propeller with two Voith Cycloidal
assistance. Rudders. Depending on the design,
with Voith Cycloidal Rudder as sole Fig. 5
Further advantages of the Voith propulsion (switched-off main propulsi­ Examples of ships suitable for
Cycloidal Rudder are available during on) speeds from 0 to 6 or 8 knots can VCR-application: container ship, corvette,
movement astern. There are no inflow be reached. ferry, cruiser.

186
 TOWING MANUAL 2010 ANNEX 6

Superior Technology
on the Seas of the World

Fig. 6
VCR-installation variants astern.

Fig. 7
CAD-station for VCR-development.

Subject to modification due to technical development.

Voith Schiffstechnik
vs 3235e Printed in Germany W DA 7.03 2500

GmbH & Co. KG

Postfach 2011
89510 Heidenheim/Germany
Tel. ++49/73 21-37-65 95
Fax ++49/73 21-37-71 05
E-mail: [email protected]
www.voith-marinetechnology.com

VOITH
Engineered reliability.

187
 Annex 7

Navigation and Vessel inspection Circular No. 12-83

Intact Stability of Towing and Fishing Vessels

189
 NVIC 12-83
15 Nov 1983

NAVIGATION AND VESSEL INSPECTION CIRCULAR No. 12-83

Electronic Version for Distribution Via the World Wide Web

Subj: Intact Stability of Towing and Fishing Vessels; Re search Results

Ref: (a) Roach, C.D., "Tugboat Design," Trans. SNAME, 1955.

(b) Miller, E.R., Ankudinov, V., "Evaluation of Current Towing Vessel Stability Criterion and
Proposed Fishing Vessel Stability Criteria - Task HI," HYDRONAUTICS, Inc. Technical
Report 7311-3 (NTIS No. AD AO 19-831).

(c) McGowan. J. F., Meyer, R.B. ,"Has Stability Delayed the Delivery of Your Tug?,"
Marine Technology, SNAME, Jan. 1980.

1. PURPOSE. The purpose of this Circular is to formally publish the results of Coast Guard
sponsored research on intact stability criteria of towing and fishing vessels. This Circular is not
intended as regulation nor are the research findings offered as a substitute for regulation. This
Circular will provide a medium for exchange of research information regarding intact stability
criteria for the design and consultant community.

2. APPLICATION. The stability criteria recommended by the researcher may be applied to tugboats,
offshore supply vessels, fishing vessels and other similar hull forms of approximately 90 to 180
feet in length which are engaged in towing operations. Application to vessels outside that range
should not be used without further investigation.

3. BACKGROUND.

a. In the late 1960's, the Coast Guard published the "Weather Criterion" (46 CFR 170.170)
for cargo and miscellaneous vessels. This regulatory standard requires a minimum
metacentric height (GM) as protection against the hazard of wind heeling forces. The
application of this criterion was originally intended for cargo ships of conventional size,
arrangement and form.

b. A provision (46 CFR 170.173) is included in that regulation for establishing equivalent
levels of safety for "special case" cargo and miscellaneous vessels to which the Weather
Criterion does not apply. Such vessels are those of unusual proportion and form, those
which may carry cargo above decks, and those which may be involved in special
operations such as towing.

190
 TOWING MANUAL 2010 ANNEX 7

NAVIGATION AND VESSEL INSPECTION CIRCULAR No. 12-83

c. Since January 1974, the Coast Guard has been applying either of two towline pull criteria
to vessels which are engaged in towing operations. One of those is a GM or "static"
criterion which was derived from a theoretical formula by RADM C.P. Murphy which is
discussed in references (a) and (c). The other alternative criterion is a required moment
area or "dynamic" criterion based on the same physical principle of capsize. Both are
offered as protection against the hazard of self-tripping.

d. There are no Federal regulatory stability standards for fishing vessels. The Coast Guard
has been active in the development of recommended standards at the International
Maritime Organization (IMO). Those international recommended standards have been
published as IMO Resolution A. 168 (NVIC 3-76) and the International Conference on
Safety of Fishing Vessels, 1977.

e. In January 1976, a Coast Guard funded research project on the stability of towing and
fishing vessels was completed. The results of that project are published in a three volume
report which is concluded in reference (b).

f. The research project surveyed the U.S. towing (including tugboats and offshore supply
vessels) and fishing fleet and prepared detailed stability calculations for 51 such vessels as
representative samples. Four of those representative vessels were extensively model tested.

g. In the final report, reference (b), five stability criteria are recommended, all of which are
published in Enclosure (1) of this Circular.

4. DISCUSSION.

a. Regarding the application of any stability criterion to the complexity of a vessel/seaway

system, it is generally accepted that total safety or reliability is not possible to attain. The
prevailing philosophy is that a vessel should be provided with sufficient stability to survive
extreme case service conditions if it is handled competently by the crew and if no
equipment or material failure occurs.

b. It must be understood that criteria which are based on a limited test program and analyses
are necessarily tentative.

c. The following guidelines and assumptions were used by the researcher in the deve lopment
of the recommended intact stability criteria:

(1) The criteria are only to apply to towing, fishing and supply vessels which are of a
size and form covered by the analysis or experiments that form the basis of the
criteria.

(2) Stability criteria which apply to operations at sea should result in a stability level
which reduces the probability of capsize for a properly handled vessel in a defined
extreme sea condition.

(3) Proper handling of the vessel includes compliance with conditions assumed i n the
stability calculations (i.e., openings closed, tanks pressed up) and the avoidance of
local areas where unusual conditions exist such as over shoals or in surf.

191
 NAVIGATION AND VESSEL INSPECTION CIRCULAR No. 12-83

(4) Only hazard situations which logically exist together, such as high winds with
large waves, need to be considered. However, a margin should be added to the
stability level predicted for capsize in extreme conditions to account for
uncertainties in the analysis.

(5) Deterministic extreme sea conditions can be defined on the basis that, for wave
lengths which are critical, the wave steepness is limited by wave breaking.

(6) The use of extreme conditions and margins in the criteria supplies a reasonable
allowance for crew error or equipment failure in less than the most extreme
conditions.

(7) Stability criteria which apply to normal operations, such as the towing vessel
tripping criteria, should prevent capsize of a vessel which is not properly handled
by its crew or which is subject to errors by others, up to arbitrarily defined limits.

(8) The resulting criteria should not be so stringent that large segments of the fleet
could not satisfy them and still operate economically.

d. There are two basic types of stability criteria, namely general criteria and specific criteria.
The general type criterion, such as Rahola and the IMO criteria, published in NVIC 3-73,
is usually applied to provide protection against many capsize hazards and is based on data
from the casualty history of a group of vessels. A specific type criterion is one in which the
measure and level of stability is defined to prevent a certain type of capsize hazard under
given environmental conditions. Specific criteria should be applied as a set to take into
account those hazards that a particular vessel may be expected to encounter.

e. The recommended intact stability criteria in Enclosure (1) were developed on the concept
of a set of specific criteria. The major reasons that the researcher did not choose the
general criteria were:

(1) the questionable statistical base available for use in general experience criteria,
and

(2) the lack of information on the effects of specific environmental conditions which is
inherent with general criteria.

f. The set of specific criteria recommended are as follows:

(1) Tow Tripping Criterion - This is directed at the hazard caused by action of the tow
or assisted vessel relative to the towing vessel.

(2) Self Tripping Criterion - This is directed at hazards caused by improper

application of power and rudder angle by the towing vessel.

(3) Low Speed Operation with Water on Deck Criterion - This is directed at the
hazard of operations at low speed in head and following seas in combination with
a buildup of water on deck causing large angles of heel.

192
 TOWING MANUAL 2010 ANNEX 7

NAVIGATION AND VESSEL INSPECTION CIRCULAR No. 12-83

(4) Operation in Following Seas at Moderate and High Speed Criterion - This is
directed at the hazards of operation in following and quartering seas at
speed/length ratios of about 0.8 and higher.

(5) Wind Heel with Rolling Criterion - This is directed at the hazards of a vessel being
subjected to a wind gust while rolling.

g. The following notes apply to the above criteria:

(1) All five criteria are based on GZ curves calculated assuming a constant trim
moment rather than constant trim with heel.

(2) In all cases, the vessel's full range of loading conditions (including free surface)
should be investigated. Reference (c) contains recommendations for minimum
loading conditions to be considered on tug and tug supply vessels. Unusual loading
conditions such as topside icing should be included as appropriate.

(3) Special operating conditions other then towing, such as lifting heavy weights over
the side, dragging fishing nets, off-center passenger load, etc. should be checked
separately if appropriate.

(4) Both the tow tripping and self tripping criteria are intended to apply to
conventional tug, tug supply and fishing vessels when involved in towing
operations. The criteria apply to such vessel types with single or twin screw
propulsion, with or without nozzles, but they do not apply to such vessels with
paddle wheels or vertical axis propellers.

(5) The downflooding point for tow and self tripping should be considered the lowest
edge of an opening giving access below deck (i.e., door, tank vent, engineroom
vent, etc.) not fitted with an autoclosure. Downflooding for all other criteria
should be any opening not fitted with a weathertight or watertight closure.
Reference (c) provides further discussion of the location and type of downflooding
points of vessels that tow.

h. The recommended criteria as a set or individually may offer greater vessel design
flexibility than existing general criteria. This is because each type of hazard faced and the
specific design features which influence the degree of hazard are defined and tested.
Therefore, for each specific criterion there are fewer unknowns and consequently a less
conservative safety factor required.

i. A fleet impact analysis in reference (b) determined that the recommended criteria required,
on the average, 10 percent less GM than the existing USCG "static" towline pull criterion.
No comparison was made to the USCG "dynamic" towline pull criterion.

5. ACTION. Coast Guard personnel are encouraged to provide wide dissemination of these research
criteria, but are cautioned not to accept them in lieu of published regulatory standards. Designers
and consultants are encouraged to consider these recommended criteria for specific design
applications and to compare them to present standards for towing and fishing vessels. The Coast
Guard would appreciate receiving comments on any operating experience, research, or economic
impact studies related to the application or suitability of these criteria.

193
 NAVIGATION AND VESSEL INSPECTION CIRCULAR No. 12-83

un.hein „
Chief,0,.,-a tf y.lsrche'ttf

End: (1) Stability Analysis Methods for Towing and Fishing Vessels.

NON-STANDARD DISTRIBUTION:

Ce: Baltimore (45); Alameda (40); Port Arthur, Elonolulu, Seattle (35); Miami, Mobile, Long Beach
(25); Norfolk, Jacksonville, Portland OR (20); Boston, Portland ME, Charleston, Anchorage (15);
Cleveland (12), Cincinatti, Louisville, Memphis, Nashville, Paducah, Pittsburgh, St. Louis,
Savannah, San Juan, Tampa, Galveston, Buffalo, Chicago, Detroit, Duluth, Milwaukee, San
Diego, Juneau, Valdez 10); Providence, Huntington, St. Paul, Wilmington, Corpus Christi, Toledo
(5).

C:m New Orleans (140); New York (70); Philadelphia (35); Houston (25); St. Ignace (5); Sturgeon Bay
(4).

D: 1 CG Liaison Officer MILSEALIFTCOMD M-65 STRAT MOB, CG Liaison Officer

JUSMAGPHIL (1).

ZTC-68

194
 TOWING MANUAL 2010 ANNEX 7

Enclosure (1) to NVIC No. 12-83

STABILITY ANALYSIS METHODS

FOR TOWING AND FISHING VESSELS

1. TOW-TRIPPING CRITERION.

The vessel should have positive residual righting energy and a static angle of heel no greater than
the angle of downflooding when comparing the righting moment curve to the constant heeling
moment (K) calculated by the equation:

K = Q x C2 x —x V2 x A(/z x cos© + C3 x /ƒ)

where:

K- heeling moment (ft-lbs)

Ci - drag coefficient (from Fig. 1)
C2 - correction to drag coefficient for heel angle (from Fig. 2)
rho = mass density of water
V= towing speed (ft/sec)
A- projected underwater lateral area (sq ft)
h= height of towing bitt above waterline (ft)
C3 - location of center of lateral force as a fraction of draft below waterline (from Fig.
3)
H= draft (ft)
3 = heel angle (degrees)

195
 Enclosure (1) to NVIC No. 12-83

LONGITUDINAL TOW POST LOCATION / WaTEALINE LENGTH

( FiVD OF STERN)

FTG» 1 - DRAG COEEEICIB3T FROK TOM-TRIPPTUG TESTS

196
 TOWING MANUAL 2010 ANNEX 7

Enclosure (1) to NVIC No. 12-83

HEEL
/D R A G COEFFICIENT A l ZERO
APPARENT DRAG COEFFICIENT

HEEL ANGLE / ANGLE FOR 5U6ME ROE KE OF DECK EDGE AT MID5H IPS

PIG- 2 - EEjlC COEPFICIEJU EiATIO VS. lOFJULLlZBl HEEL OGLE

197
 Enclosure (1) to NVIC No. 12-83

HEEL ANGLE /ANGLE FCR 5UBMÉRGENCE OF DECK EDGE Al MIDSHIPS

FIG. 3 - DEPTH OF CEHTEH OF LATERAL FOECE

AS A FlDtCirW OP KEEL AJUJLE
Notes:

a. Model test data were used to develop a formulation for tire tow tripping heeling moments.

b. Tire towing speed, V, selected for the criterion is critical and should be subject to further
analysis. A recommended approach would be to find a number of specific tow nipping
casualties and, using the proposed criteria, calculate the relative velocity necessary to
cause the casualty. The criterion would then be based on the upper limit of the velocity.

c. The researcher designated 5 knots (8.44 ft/sec) as the upper limit which might be expected.

SELF-TRIPPING CRITERION

Tire vessel should have positive residual righting ener gy and a static angle of heel no greater than
the angle of downflooding when comparing the righting moment curve to the constant heeling
moment (K) calculated by the equation:

K = C4 x C5 x T x (// x cos0 + C6 x ƒƒ)

where:

K= heeling moment (ft-lb)

198
 TOWING MANUAL 2010 ANNEX?

Enclosure (1) to NVIC No. 12-83

C4 = 0.70 (effective fraction of bollard thrust which can be expected on towline over the
beam) - See Note "a"
C5 = (collection factor for longitudinal location of towing bitt (Fig. 4) - See Note "a"
T- maximum bollard thrust (lbs)
h= height of uppermost pail of the towing bitt above waterline (ft)
C6 = 0.52 (effective center of resistance as a fraction of draft below waterline)
H- mean draft (ft)
0 = heel angle (degrees)

LONG I Tub INAL TOW POST LOCATION / WATERLINE LENGTH

( PiVO OF SlfRN)

flQ. 4 - DEDUCTION IN EFFECTIVE HÊELING MOMENT VS. LON ST TO JIN Ab

TON POST LOCATION IN 5ELF-TEIPPIN0 TESTS

Notes:

a. Applies to conventional single or twin screw propulsion, with or without nozzles. The
value of C4 and C5 for novel propulsion and steering systems should be determined on a
case by case basis. The coefficient, C4, did not appear to be veiy sensitive to the size and
location of die rudder or propeller for the models tested.

b. Model tests were used to develop towline tension forces in Fig. 4.

3. LOW SPEED OPERATION WITH WATER ON DECK CRITERION.

The heeling moment curve for both head and following seas calculated using the following equation
should intersect the stillwater righting moment curve at le58 than 85 percent of the maximum
righting moment and at an angle less than the angle of flooding.

199
 Enclosure (1) to NVIC No. 12-83

J \/ ft \
(C~/(AX 28o) X/W +/(F)
where:

K- heeling moment (ft-tons)

T= bollard thrust (tons)
L= waterline length (ft)
F= average freeboard (see Fig. 6) of exposed weather deck (ft)
A= platform area (see Fig. 6) of exposed weather deck (sq ft)
B= beam (ft)
C= 20 for following seas; 10 for head seas
ƒ($) =function of heel angle (see Fig. 5)
F(T) = T(h + H/2) x sin(20 deg) for vessels that tow at sea ==> 0.0 for all other vessels
h= height to towing bitt above waterline (ft)
H= draft (ft)

PIC. 5 - HEELING MOMEHT DUE TO ÏATBt 0W DECK

IN HEAD AND P01XÜWIBC SEAS

200
 TOWING MANUAL 2010 ANNEX 7

Enclosure (1) to NVIC No. 12-83

FLUSH DECK VESSELS

FOLLOWING SEAS HEAD SEAS

DECK AREA DECK AREA

Deck Area Included to Entire Deck Area
2/3 óf LWL Forward of Stem Except area of Hone
Exclude Area of H««e

FREEBOARD FREEBOARD
Average of Freeboard at Average of freeboard at
Stem and Ct Midships Bow or>d at Midships

RAISED FOC'SLE VESSELS

DECK AREA DECK AREA

Deck Area Included to Deck Aree is Areo af Fbc'sle Deck
Aft End of Foe’ilo or Area of Forward Third of Vestel
Exclude Area of Home Which ever is Larger. In Order to-
be Considered a Raised Fbc'de, its
Height Must be 4 Ft. Exclude Area
of Home on Foes! e .

FREEBOARD FREEBOARD
Average of Freeboard at Average of Freeboard or Fore
Stern and at MTdihips and Aft End of Foe'si e. If
Height Less than 4 Ft. ,Use
Average Freeboard at bow
and Midship» -

FIG. 6 - DEPTHITIONS FOR UBE IK LOW SPEED OPERATIC» WITH

WATER OH DECK CRITERIOli

201
 Enclosure (1) to NVIC No. 12-83

RAISED ROOP VESSELS

FOLLOWING SEAS HEAD SEA5

DECK AREA DECK AREA

Deck Areo to Include Poop Deck Entire Areo Excluding Kaine Aft
Or Area to 1/3 of Length FWD ta Poop.
of Stern.To be Considered a
fated Poop iti Height Must
Exceed 2 Ft.

FREEBOARD FREEBOARD
Average Freeboard at Afi and Same as for Flush or Raised
FWD End of Raised Poop if Foe'si e os Appropriate
Height Exceeds 2 Ft. if Lower,
Average at Stem and Midships

FIG &- - CONCLUDED

Notes:

a. The phenomena of water buildup on deck are very complex. The development of a
mathematical analysis was beyond the scope of this research project. The researcher's
approach to the problem was to develop an empirical criterion based on model tests.

b. The influence of bulwark height and freeing port area is not well defined. In some cases the
freeing port area allowed water to accumulate on deck faster than it could run off. It would
be prudent to give special consideration to vessels with no bulwarks or very large freeing
ports.

c. Certain assumptions made in order to determine the effective head of water on deck were
arbitrary, but gave reasonable results.

d. The computer program used in calculating relative vessel motions and deck wetness used
linear formulation which, while not applicable to large motions, produced reasonable
agreement between measured and calculated pitch.

e. Since the calculation of the amount of water on deck is very empirical and subject to
considerable uncertainty, a significant righting moment margin of safety is suggested in the
criterion. The criterion requires that the intersection of the heeling and righting moment
curves should occur at less than 85 percent of the maximum righting moment.

202
 TOWING MANUAL 2010 ANNEX?

Enclosure (1) to NVIC No. 12-83

f. Wind heel could also occur simultaneously with water on deck. Th is has been considered
in the margin allowance. However, a wind heel term can be added to the criterion if the
margin is not considered to be sufficient.

4. OPERATION IN FOLLOWING SEAS AT MODERATE AND HIGH SPEED CRITERION.

The area under the righting arm curve from upright to 40 degrees heel, with the vessel poised on a
wave with its crest centered at amidships must be equal to or exceed the area, E, determined by the
equation:

E = C7 x

where:

E= required area under the righting arm curve from upright to 40 degrees heel (ft- deg)
C7 = energy coefficient determined from Fig. 7
V= vessel volume of displacement (cubic ft)

FIG. 7 - filQUlfiED ‘I" AT 40 DB3EEES ÏHEF P0I5KE OR A WAVE

203
 Enclosure (1) to NVIC No. 12-83

Notes:

a. For vessels up to about 250 feet in length on the loaded waterline, the wave used for the
calculations should have a length (crest to crest) of 1.8 times the vessel loaded waterline
length and a height (crest to trough) of 0.12 times the wave length.

b. The extreme wave steepness proposed for the criterion would not be sensible for vessels
larger than about 250 feet in length. Consideration should be given to using modified wave
dimensions on a case by case basis.

c. In extreme light load conditions, when the KG height is large relative to the draft (KG/H
exceeds 1.4), large sway roll coupling moments may exist which could cause capsize.
Therefore on a case by case basis, stability should be increased by requiring a greater
value of the area, E, than that calculated by the criterion equation.

d. For vessels which are only expected to operate in areas of good weather or where a safe
harbor is nearby, a smaller ratio of wave height/wave length could be used. This should be
decided on a case by case basis.

e. If the vessel carries a cargo which can trap water (for example open pipe on the deck of a
supply boat) or has a well deck structure which can trap water for significant periods, the
weight of trapped water should be accounted for in the KG and the displacement used in
the calculation of stability.

f. The researcher hoped to compare model test data for this criterion with the analytical
capsize prediction methods developed at University of California (Paulling). However, tire
analytical method did not become available in time, so it was necessary to adopt a more
empirical approach.

5. WIND HEEL WITH ROLLING CRITERION.

Each vessel should be designed so that the constant wind heeling moment line and the stillwater
righting moment curve, when plotted as on Fig. 8, yields a range of positive stability to leeward
(0R) of at least 4.5 times the RMS roll angle (0RMS) where:

0R = range of stability to leeward = 02 -

0, = second intercept of the constant wind heeling moment line with the stillwater
righting moment curve

0] = fust intercept or mean heel angle

0^5 = RMS roll angle, = 0.65 x 0, in protected waters, = 10 degrees in open water

Tire constant wind heeling moment which defines the constant wind heeling moment line on Fig. 8
should be calculated using the equation:

K = 0.004 x V2 x A x h
where:

204
 TOWING MANUAL 2010 ANNEX 7

Enclosure (1) to NVIC No. 12-83

K= wind heeling moment (ft- lb)

V= wind speed (kts)
A= projected area above waterline (sq ft)
h= moment arm = vertical distance from the center of “A” to center of underwater
lateral area or approximately one-half draft (ft)

Fig. 6 - ST *BI LITT EEQ UI EEMSTS FOft MIND HEEL Ml TH ROLLITW

Notes:

a. This classic wind heel criterion does not relate to the real dynamics of a ship rolling in
gusting winds. It is highly idealized and very arbitrary in the selection of the initial heel
angle. No model tests were conducted in the development of this criterion.

b. Computer analyses of non-linear roll equations of a ship in irregular waves and a gusting
wind were used. Calculations were carried out in the time domain.

c. The effective wave slope for irregular waves was calculated from the summation of 10 sine
waves with random phases and amplitudes and frequencies to approximate a Pierson-
Moskowitz wave spectra.

d. Very little reliable quantitative information about wind loads v arying with time was
available. Therefore, it was assumed that the wind heel moment was constant for this

205
 TOWING MANUAL ANNEX 7

Enclosure (1) to NVIC No. 12-83

study. It was assumed that the limiting wind variance is about 1.5 times the mean wind
velocity. The wind moment was assumed to be independent of roll angle.
e. Capsizes do not necessarily occur when the vessel is subjected to a sharp wind gust after a
large roll to windward. Rather, a capsize seems to be a random event which depends on the
phasing of the roll, wave slope and wind gust.

f. If the vessel is expected to trap water on the lee side deck, the mean heeling moment due to
this should be added to the wind heel moment.

g. The most arbitrary assumption in this criterion is the RMS roll angle selected for the
criterion. This should be a function of the actual sea spectra, hull shape, roll natural
period, damping devices such as bilge keels and the roll restoring moment at large heel
angles. The selection of a RMS roll angle for use in this criterion deserves further study,
including experimental verification.

h. IMO has developed a severe wind and rolling criterion for the intact stability of passenger
and cargo vessels over 24 meters in length (SLF 28/13 Annex 5 dated 14 March 1983).
That criterion supplements the criteria of the recommendation on intact stability for
passenger and cargo vessels under 100 meters (Resolution A.167(ES.IV) as amended by
Resolution A.206(VII)). It may be of benefit to compare stability parameters and relative
levels of safety offered by these 11(0 criteria to this recommended wind heel with rolling
criterion.

206
 Annex 8

Examples of Contracts
 1. Place and date of Contract
BIMCO
TIME CHARTER PARTY FOR OFFSHORE SERVICE VESSELS
CODE NAME: SUPPLYTIME 2005 PART I
2. Owners/place of business (full style, address, e-mail and fax no.) 3. Charterers/place of business (full style, address, e-mail and fax no.)
Revised 1989 and 2005.
First issued 1975.

4. Vessel’s name and IMO number (ANNEX A) 5. Date of delivery (Cl. 2(a) and (c)) 6. Cancelling date (Cl. 2(a) and (c))

7. Port or place of delivery (Cl. 2(a)) 8. Port or place of redelivery/notice of redelivery (Cl. 2(d))
(i) Port or place of redelivery

(ii) Number of days’ notice of redelivery

9. Period of hire (Cl. 1 (a)) 10. Extension of period of hire (optional) (Cl. 1(b))
(i) Period of extension

(ii) Advance notice of declaration of option (days)

11. Automatic extension period to complete voyage or well (Cl. 1 (c)) 12. Mobilisation charge (Cl. 2(b)(i))
(i) Voyage or well (state which) (i) Lump sum

(ii) Maximum extension period (state number of days) (ii) When due

13. Early termination of charter (Cl. 31 (a)) 14. Number of days’ notice of early 15. Demobilisation charge (lump sum)
International Support Vessel Owners’

termination (Cl. 31(a)) (Cl. 2(e) and Cl. 31(a))

(i) State yes, if applicable

(ii) If yes, state amount of hire payable

Association (ISOA), London

16. Area of operation (Cl. 6(a)) 17. Employment of vessel restricted to (state nature of service(s)) (Cl. 6(a))
Adopted by

18. Specialist operations (Cl. 6(a)) 19. Bunkers (Cl. 10)

(i) State if vessel may be used for ROV operations (i) Quantity of bunkers on delivery and redelivery

(ii) State if vessel may be employed as a diving platform (ii) Price of bunkers on delivery

(iii) Price for bunkers on redelivery

(iv) Fuel specifications and grades for fuel supplied by Charterers

20. Charter hire (state rate and currency) (Cl. 12(a), (d) and (e)) 21. Extension hire (if agreed, state rate) (Cl. 12(b))

22. Invoicing for hire and other payments (Cl. 12(d)) 23. Payments (state mode and place of payment; also state beneficiary and
bank account) (Cl. 12(e))
(i) State whether to be issued in advance or arrears

(ii) State by whom to be issued if other than the party stated in Box 2

(iii) State to whom to be issued if addressee other than stated in Box 3

Copyright, published by

24. Payment of hire, bunker invoices and disbursements for Charterers’ 25. Interest rate payable (Cl. 12(e)) 26. Maximum audit period (Cl. 12(g))
BIMCO, Copenhagen

account(state maximum number of days) (Cl. 12(e))

27. Meals (state rate agreed) (Cl. 6(c)(i)) 28. Accommodation (state rate agreed) 29. Sublet (state amount of daily increment of charter hire) (Cl. 20)
(Cl. 6(c)(1))

continued

Printed and sold by Fr. G. Knudtzons Bogtrykkeri A/S, Vallensbaekvej 61, DK-2625 Vallensbaek. Fax: +45 4366 0708

208
 Copyright, published by BIMCO, Copenhagen
First published 1985. Revised 2008 Explanatory Notes for TOWCON 2008 are available from BIMCO at www.bimco.org Recommended by: International Salvage Union (ISU)
TOWING MANUAL 2010

continued
ANNEX 8

209
 TOWHIRE 2008
Recommended by: International Salvage Union (ISU)

BIMCO International Ocean Towage Agreement

(Daily Hire)

PARTI

1. Date and place of Agreement

2. Tugowner/place of business (Cl. 1) 3. Hirer/place of business (Cl. 1)

I. Tow (name and type) (Cl. 1) 5. Gross tonnage/displacement t

6. Maximum length/maximum breadth & towing draught (fore and aft) 7. Flag and place of r
Explanatory Notes for TOWHIRE 2008 are available from BIMCO at www.bimco.org

8. Registered owners 9. Classification

10. P&l liability insurers

12. Particulars of cargo and/or ballast and/or other property on board the tow

13. Tug (name and type) (Cl. 1) Flag and place of registry

15. Gross tonnage 16. Classification Society

17. P&l liability insurers

18. Certificated bollard pull <if any) 19. Indicated BHP

20. Estimated da/ly avjSraSte bunker (Xeons ption in good weather and smooth water

(a) at ower witnstow

(b\at full sea speed Without tow

21. Winches and main towing gear

Copyright, published by BIMCO, Copenhagen

22. Nature of service(s) (Cl. 2)

23. Place of Departure (Cl. 11) 24. Date of departure 25. Place of Destination (Cl. 12)

26. Contemplated route (Cl. 22)

continued

210
 TOWING MANUAL 2010 ANNEX 8

LOF 2000

LLOYD’S STANDARD FORM OF SALVAGE AGREEMENT

(Approved and Published by the Council of Lloyd’s)

NO CURE-NO PAY

1 Name of the salvage Contractors: 2 Property to be salved:

The vessel:

her cargo freight bunkers stores and any other

property thereon but excluding the personal
effects or baggage of passengers master or crew
(referred to in this agreement as “the Contractors”) (referred to in this agreement as “the property”)

3 Agreed place of safety: 4 Agreed currency of any arbitral award and security
(if other than United States dollars)

5 Date of this agreement 6 Place of agreement

7 Is the Scopic Clause incorporated into this agreement? State alternative: Yes/No

8 Person signing for and on behalf of the 9 Captain

Contractors
or other persons signing for an on behalf of the
property

Signature: Signature:

A Contractors’ basic obligation: The Contractors identified in Box 1 hereby agree to use their best endeavours
to salve the property specified in Box 2 and to take the property to the place stated in Box 3 or to such other
place as may hereafter be agreed. If no place is inserted in Box 3 and in the absence of any subsequent
agreement as to the place where the property is to be taken the Contractors shall take the property to a place
of safety.
B Environmental protection: While performing the salvage services the Contractors shall also use their best
endeavours to prevent or minimise damage to the environment.
C Scopic Clause: Unless the word “No" in Box 7 has been deleted this agreement shall be deemed to have
been made on the basis that the Scopic Clause is not incorporated and forms no part of this agreement. If the
word “No" is deleted in Box 7 this shall not of itself be construed as a notice invoking the Scopic Clause within
the meaning of sub-clause 2 thereof.

Page 1 of 2

211
 1: Date and Place of Agreement INTERNATIONAL SALVAGE UNION
LUMPSUM SUB-CONTRACT
SALVCON2005 PART I

2: Hirer; Place of Business 3: Owner; Place of Business: (Part II, Clause 11.3)

4: Detail and Specification of Vessel Hired under this Agreement; (Part 11, Clauses 1.2, 1.3 & 27)

5. Name of Owner’s P&I Insurers

6: Details of Casualty; (Part II, Preamble, Clauses 1.1, 8.1 & 8.3)

a) Name:

b) Flag:

c) Place of Registry:

d) Owners:

e) Length:

f) Beam:

g) Maximum Draft:

h) Displacement:

i) Details and Nature of Cargo

j) Any other Casualty details relevant to this Agreement:

7: Condition of Casualty; (Part II, Clause 3.1)

8: Location of Casualty; (Part 11. clause 3.1)

212
 TOWING MANUAL 2010 ANNEX 8

1. Date and Place of Agreement: DAILY HIRE AGREEMENT

SALVHIRE 2005 PARTI

2. Hirer; Place of Business: 3. Owner; Place of Business: (Part II - Clause 1.3)

4. Detail and Specification of Vessel hired under this Agreement; (Part II - Preamble and Clauses 1.2, 1.3, 2 and
26).

5. Name of Owner's P&I Association:

6. Details of Casualty; (Part II - Preamble, Clauses 1.1, 6.1 and 6.3)

a) Name:

b) Flag:

c) Place of Registry:

d) Owners:

e) Length:

1) Beam:

g) Maximum draft:

h) Displacement:

i) Details and Nature of Cargo:

j) Any other Casualty's details relevant to this Agreement:

7. Condition of Casualty:

8. Location of Casualty:

010396 ©ISU
241105

213
Over 40 years of sea-going experience of which more than 30 years experience in ocean towage
and salvage is expressed in this "Towing Manual". Jan ter Haar started his sea-going career in
1960 as a deck officer in the merchant navy on general cargo ships with the V.N.S. - N.V.
Vereenigde Nederlandsche Scheepvaartmaatschappij, which later became one of the partners
in the Nedlloyd merger. He transferred to the field of ocean towing and salvage in 1972, where
he sailed as chief officer and captain on the ocean going tugs of Smit International. The
merchant navy as much as ocean towage and salvage both have been highly appreciated,
despite the large differences between those area's. It is not sure that his career had developed
likewise without the major merger of shipping companies which took place in the early
seventies. Certainly it would have been less challenging and less diversified. The education
and experience gained in the merchant navy years have proven to be very valuable in towage
and salvage and have marked his career.

The Towing Manual presents technical issues and also opinions. Forty years of experience
results not only in experience as laid down in this manual but also in opinions, opinions about
the beautiful art of shipping, as with many experienced seafarers. In the rapidly changing world
of shipping, seamen have opinions or should have opinions and express them. They know the
trade by experience. They can issue guidelines and warnings based on this experience.

JAAR, J. TER’OFFSHORE. TOWING MANUAL

<BN J08109002X Artnr 1411555

'G A-BOEK £ 4Qf|

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