Working With Tugs.pdf

WORKINGWITH TUGS

tugBoats:E 5/5/08 15:45 Page 1

WORKINGWITH TUGSA VIDEOTEL PRODUCTION

AUTHORAlan Palmer

84 NEWMAN STREET, LONDON W1T 3EUTELEPHONE +44(0)20 7299 1800FACSIMILE +44(0)20 7299 [email protected]

WEB www.videotel.co.uk

p r o d u c t i o n s


WORKINGWITH TUGS

A VIDEOTEL PRODUCTIONin association with

THE STEAMSHIP MUTUAL UNDERWRITING ASSOCIATION (BERMUDA) LTD

THE PRODUCERS WOULD LIKE TO ACKNOWLEDGE THE ASSISTANCE OF

THE MASTERS, OFFICERS AND CREWS OFArnold Maersk, Cornelius Maersk, Kirsten Maersk

Evie KnutsenSvitzer Tugs

Victory, Warden, Morag, Sir Bevois, Lady Madeleine, Lyndhurst, Bentley, Surrey and SussexSolent Towage TugsTenax and Thrax

The Pilots and Staff of ABP Southampton

A.P. Mller Mrsk A/SBouchard Transportation Co., Inc.British Tugowners AssociationThe China Navigation Co. Ltd.

Great Offshore Ltd.HR WallingfordInterManager

International Maritime Organization (IMO)Lamnalco GroupNautical Institute

Rickmers Reederei GmbH & Cie KG

CONSULTANTS: Damian Crowley / Jeremy DanielTerry Lawrence / Matthew Winter

PRINT AUTHOR: Alan PalmerPRODUCERS: Kathrein Gnther / Peter WildeDIRECTOR: Michael Caine

WARNINGAny unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of the accompanying video isstrictly prohibited and may result in prosecution. COPYRIGHT Videotel 2008This video and accompanying workbook training package is intended to reflect the best available techniques and practices at the time ofproduction. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation whoor which has been in any way concerned with the production or authorised translation, supply or sale of this video for accuracy of anyinformation given hereon or for any omission herefrom.


WORKING WITH TUGS VIDEOTEL PRODUCTIONS

INTRODUCTION 4

1 CARRYING OUT SAFE TOWING OPERATIONS 5PROBLEMS ENCOUNTERED IN TODAYS TOWING OPERATIONS 5PLANNING FOR SAFETY 6ASSESSING THE RISK 11BEST PRACTICE 12

2 CARRYING OUT A SAFE HARBOUR TOWING OPERATION 15THE MAIN CHALLENGES OF TOWING INTO/OUT OF HARBOURS 15CARRYING OUT A SAFE HARBOUR TOWING OPERATION 16COMMUNICATION, COMMUNICATION, COMMUNICATION 19MOST COMMONLY USED HAND SIGNALS 23

3 OFFSHORE TOWING OPERATIONS 24THE MAIN CHALLENGES OF OFFSHORE TOWING 24OFFSHORE ADDITIONAL RISKS 25BEST PRACTICE OFFSHORE 26

4 EMERGENCY TOWING ARRANGEMENTS 28

5 SUMMARY PUTTING IT ALL TOGETHER 33

6 TEST YOURSELF QUESTIONS 34

7 FURTHER SOURCES OF INFORMATION AND REFERENCE 44

8 APPENDICES 45RISK ASSESSMENT FORM 45SHIP HANDLING WITH TUGS SAFETY DOS AND DONTS 46WORKING WITH TUGS A QUICK GUIDE FOR THE CREW 47

9 TEST YOURSELF ANSWERS 48

VIDEOTEL PRODUCTIONS

CONTENTS

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VIDEOTEL PRODUCTIONSWORKING WITH TUGS

INTRODUCTION

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Towing one of todays large vessels into or out of port or towing offshore is anoperation that is fraught with potential danger.In port, you are often working in a restricted space with limited room for manoeuvre, whilst long-distanceoffshore tows have their own special problems.

The loads and forces involved in towing are also high. Add to this the unpredictability of weather, tide andsea conditions and it is clear that towing can be a very dangerous operation.

It is essential, therefore, to minimise risks by ensuring good operational procedures by everybodyinvolved by Masters, bridge team officers and deck crew, as well as Pilots and the Masters and crew oftugs.

This guide is designed to help you work with tugs in the safest way possible. It is not a comprehensiveguide as to how to work with tugs, but deals primarily with the safety issues involved.

Use this guide alongside the companion video, Working with Tugs, to give your crew members moredetailed knowledge on the subject.

For further study, there is a separate Videotel training course available.

For clarity and to avoid confusion, it is important to note that throughout this booklet, the wordvessel or ship refers to the ship that is being towed, not the tug.



1 CARRYING OUT SAFE TOWING OPERATIONS

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PROBLEMS ENCOUNTERED IN TODAYS TOWING OPERATIONS

Towing vessels by using tugs has always been a potentially hazardous operation.Today it has become even more so, for a number of reasons:INCREASED VESSEL SIZE due to economic pressures, todays vessels are larger and more powerful,which often makes them more difficult to manoeuvre within the constraints of their draft and the sizelimitations of many ports.

INCREASED TRAFFIC increased traffic and more complex harbour operations are making ever greaterdemands on tugs and their crews.

GREATER VARIETY OF TUGS with many new types of tug now in operation, it is important that seniorcrew members are aware of the power or limitations of the tugs they are working with.

COMMUNICATION ISSUES with many different ethnic crew members on board, each needs to understandwhat is going on and what is expected of them during towing operations. Communication is vital toensure safe towing.

PORTS REGULARLY HANDLE VESSELS AT THE OPERATIONAL EDGE WITH RESPECT TO SIZE,DRAUGHT, NUMBER OF VESSELS AND CAPABILITY OF THE TUGS in order to maximise earning capacity which severely limits the margins for error and calls for the most careful planning and implementationfrom all parties involved.


PLANNING FOR SAFETY

With so many inherent dangers involved in towing, it is important to rememberthat tug crews depend on the professionalism of vessel crews and vice versa.In short, a safe tow depends on good teamwork between everyone involved. This in turn requires a sharedunderstanding of towing techniques, tug capabilities and the ships requirements.

It also requires effective communications to be established - and maintained - between the Master, thePilot, the Tugmaster, the bridge team and deck crew.

It is important that both crews fully understand what is going to happen. Where and when the operationwill begin, and where and when it will finish, and what manoeuvres are entailed.

For harbour operations it is, therefore, essential that a plan exists and that operational procedures areagreed in advance by Pilots, Tugmasters and port authorities.

In planning a safe tow, its necessary to consider the following elements:

PLANNING BETWEEN THE PARTIES INVOLVED IN THE TOW

Pilot/Vessel Master ExchangeIn addition to the standard information passed to the Pilot, it is recommended that the Master provide thePilot with a deck General Arrangement showing the layout and safe working load (SWL) of the mooringfittings, where known, and inform him: which fairleads, chocks, bitts and strong points can be used for towing the SWL of this equipment areas of hull strengthened or suitable for pushing and relevant identification marks employed (this information isneeded due to variations in ship construction and the appropriate area frequently being out of line with thechock)

about using ships mooring lines as towlines, which is not recommended (except in an emergency) as thestrength may not be in accordance with tug towing force and may therefore limit the tugs performance

of any special features (i.e. controllable pitch propellers, thrusters, etc.)



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The Pilot should advise the Master: the tug rendezvous time and position the number of tugs and the mode of towage the type of tugs to be used and their bollard pull(s) if escorting, the maximum towline forces that the tug may generate at escort speeds maximum planned speed for the passage the method by which the ships crew should take on board and release the tugs tow line the prohibition on the use of weighted heaving lines that on release, the tugs gear should be lowered back always under control areas of the transit posing particular risks with respect to the possible use of the tug intentions with regard to use and positioning of the tug(s) for berthing manoeuvres intentions with regard to use of the tug(s) in an emergency (escort operations) primary and secondary VHF channels for use in the operation

Pilot/Tugmaster ExchangeThe Pilot and Tugmaster should, as a minimum, discuss the following issues: the SWL of the vessels chocks, bitts and strong points to be used for towing. (Failure to provide this informationcould result in broken equipment)

the tug hook-up point, taking into account the prevailing weather and sea conditions, for escorting operations (ifappropriate) and berthing

if active escorting, the start point of the escorted passage the maximum speed of the tug passage details in their entirety while accompanied by the tug(s), particularly details of any swing manoeuvre,release position and sequence of release

berthing details in their entirety, including tug positioning around the vessels hull and the vessels requiredposition on the berth

intended and emergency use of ships anchors any unusual items regarding the particular vessel as identified during the Master/Pilot exchange if appropriate, any shallow water or bank effect areas where significant surges may be experienced that mightadd to the tug loads

the Tugmaster should advise the Pilot if the tug is experiencing a failure or reduction in its ability to manoeuvreor deliver full bollard pull as far in advance as possible of the scheduled manoeuvre

The pilot should then keep the ships masterinformed of relevant information from thePilot/Tugmaster exchange.



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TYPE OF TUGSThe type of tug used is largely dependent on those available.

Pilots and Tugmasters are accustomed to the assisting methods used in the port and to the type of tugsused in that port. Understanding the advantages and shortcomings of their tugs, they are able to advisethe Master about their suggested use of tugs.

Different tug types have different qualities, with each offering its own balance of power andmanoeuvrability; each having its own capabilities and limitations:

SINGLE SCREW TUGS Least manoeuvrable, yet still common in many places, they have similarcharacteristics as a single screw ship, yet the effects are more pronounced due to a larger propeller.Owing to relatively restricted manoeuvrability, single screw tugs are more dependent on holdingthemselves against the side of the ship and on lines to maintain their position.

TWIN SCREW TUGS Twin screw tugs are more powerful, manoeuvrable, and reliable than single screwtugs. A twin screw tug has the ability, albeit limited, to maintain a 90 degree angle alongside through theuse of opposed engines.

TRACTOR TUGS/TUGS WITH DIRECTED THRUST Directed thrust tugs allow for much moremanoeuvrability than twin screw tugs. Directed thrust allows use of full power in instances where a twinscrew tug would use opposed engines.

Variants include Voith Schneider, Azimuth Stern Drive, Z peller, fwd tractor



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NUMBER OF TUGS AND TYPE OF TOWThe number of tugs required will depend not only on the type of tug but on the support needed:

TOWING POSITIONS

TUG EFFECT ON SHIP'S HEADINGThe different colours show the effecta tug will have on the ships heading

= Braking/astern

= Tugs creating a turningmoment to starboard

= Tugs creating a turningmoment to port



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STERN TOWS are still used for port manoeuvring in many parts of the world, but are better used forlonger distances and in open waters.

ALONGSIDE/HIP TOWS are used when tight control and manoeuvrability are required in restricted waters.

ACTIVE ESCORT TOWS can assist steering and braking from the stern of the vessel.

PASSIVE ESCORT is where the tug is standing close by the vessel in case it is needed. In this situation itsimportant that both tug crews and ships crews remain at all times in a state of readiness as passiveescort can rapidly turn to active when things go wrong.

METHODS OF ACQUIRING AND CASTING OFF THE LINESThe vessels Master, Pilot and Tugmaster must also determine: whether the vessel is reinforced to take the tug in the pushing position whether the vessels lines or the tug lines are to be used the best method for picking up and casting off a towline where and how the lines from the tugs are being acquired where the lines are being cast off

SAFE WORKING LOADS (SWL)The vessels Master and Tugmaster need to know the SWL for the vessels bitts and leads in order toavoid possible accidents.

SPEED OF TOWEverybody involved needs to know and agree on the minimum and maximum speed of tow, as well as theminimum steerage speed of the vessel.

WORKING CHANNELS FOR RADIO COMMUNICATIONSTugmaster, Pilot and Master of the vessel need to agree and set the working channels for their radios toensure the best communication.

LOCATION OF VESSELS BITTSThe Tugmaster should be informed of the positions of the ships appropriate fairleads and bitts, as wellas the SWL of those bitts.



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ASSESSING THE RISK

Once the Master/Pilot exchange card has been exchanged between the Master ofthe vessel, the Pilot and the Tugmaster, and a detailed towage plan has beendiscussed, the next stage is to assess the risks involved.The forces involved in towage operations are considerable the weight of equipment to be manhandled;the power of winches, capstans and engines; and the forces of wind, wave and tide. There is also therelative difference in power, size and manoeuvrability of the vessels involved.

Taken together, these can create a volatile and hazardous environment in which mistakes have seriousconsequences.

A standard risk assessment should be carried out for each and every towing operation and varied forindividual circumstances.

The risk assessment should cover:

What hazards are involved in the manoeuvre?

What hazards will be represented by the equipment used?

Where would equipment failure present the greatest danger?

Who is most at risk on both vessels?

What will happen if communications fail?

Will other vessel movements create a hazard? And where?

What effect will wind and tide have?

Is visibility likely to deteriorate during the operation?

Does the cargo itself add to the risks involved?

If there is a problem, what action will be taken?

The risk assessment should ascertain the level of risk (low, medium, high), what will be done to reducethe risk if it is unacceptable, and the residual risk when safeguards are in place.

To help you check off these factors, you can find a Risk Assessment Form in Appendix A.



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BEST PRACTICEAccidents are often the result of a number of failures called an error chain. To prevent errors occurring,it is necessary for each party involved in the towing operation to understand exactly what is required atevery stage of the operation.

Operations such as mooring and towing impose great loads upon ropes or warps, gear and equipment.As a result of the imposed loads, sudden failure in any part of the system may cause death or seriousinjury to personnel. Masters should avoid crew members being stationed or necessarily working in thebight of warp or rope formed by the lead from the winch or windlass round and through the fairleads andover-side. In any case, the consequences of failure in any part of the system must be carefully consideredand effective precautions taken.

Listed below are the best practice steps to becarried out to ensure safer towing operations.

REGULAR EQUIPMENT INSPECTION, MAINTENANCE, TESTING AND CERTIFICATIONAll fixed and running gear, including ropes, must be regularly and carefully maintained, tested, certifiedand inspected for wear, damage and corrosion.

In particular, it is necessary to ensure that pedestal roller fairleads, lead bollards, mooring bitts, etc. are: used appropriately and within their design capabilities correctly sited and effectively secured to a part of the ships structure which is suitably strengthened

For the deck crew to perform their tasks effectively, equipment must work faultlessly. Roller pins onfairleads may wear and fracture if not regularly greased and inspected. A faulty fairlead can damage acostly rope, which may subsequently part, leading to personal injury. It is possible for a fairlead to beripped off the deck. If there is an angle, the fairlead can fly across the deck and possibly hit someone.



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Bitts and Smit brackets are subjected to heavyloads during towing operations. They should beinspected regularly, especially if they have beenrepaired, as welds have been known to fail.

Ropes and wires can also fail if not maintained. Wires should be checked for corrosion, kinks or wornindividual wires or strands, and oiled or greased regularly. Ropes should be checked for damage, chafingand internal wear that indicates hard usage. Ropes with short splices along their length and those witheye terminations formed by a bowline should not be used for towing operations.

A worn towrope or a bad lead may cause a line to part and control of the vessel may not be recoveredbefore the initial accident causes significant damage and loss. When a line parts, there is extreme dangerfor anybody nearby.

Its also essential that the tug winch on-loadrelease should be tested regularly to ensure it isable to function under load.

ENSURING WATERTIGHT INTEGRITY OF TUGSWhen a tug is engaged in any towage operation, all watertight openings should be securely closed. Inaddition, all these openings should be marked with a sign stating that they are to remain closed duringtowage operations.

ON TIME ARRIVALFor tugs, punctuality is essential. It avoids any risks that may occur from hasty assessments and allowsextra time for unforeseen difficulties with communications, crewing or equipment.

In busy ports, port planners, Pilots and Tugmasters need to allow sufficient time between berthingoperations of vessels and transfer to the next vessel.



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PROPER BRIEFING AND COMMUNICATIONThe Tugmaster should assess the Pilots instructions and query any that seem unworkable, or suggest asuitable alternative whenever it is considered better. The tug deck crew should also be properly briefedon the operation by way of a toolbox talk and risk assessment of the job ahead.

It is equally important that the vessels deck crew is briefed on the plan and what is required of them ateach stage.

ESTABLISHING THE CORRECT BITTSSometimes there can be confusion as to which bitts are designed for low stress tasks, such as tying upand securing barges alongside, and those which are designed for towage. Get it wrong and it is possiblefor bitts to be torn out of the deck, because of the large forces involved in towing.

Masters should know the safe working loads of the bitts on their vessels and provide this information tothe Pilot.

Winches on vessels should never be used to make fast towing lines. They should always be made fast tobitts designed for towing operations.

PROPER IDENTIFICATION OF MESSENGER AND TOW LINESIt is essential that the vessels deck crew clearly identifies which lines should be used in towing. Thisshould be achieved through a toolbox talk explaining that the tow line will be heaved aboard by amessenger.

In the past, it has been known for crews to mistake a tugs messenger line for the towline and make fastwith this. The result of this misidentification can vary from delay to the securing operation, to a partedmessenger line and loss of control of the vessel.

Lighter messenger lines can also be deceptive. The vessels deck crew may start hauling the messengerline by hand but then struggle when the heavier tow line hits the water. This causes delays while themessenger is stoppered and transferred to the winch.

It is important to control and care for lines when passing them from tug to ship, and vice versa, to avoidcontact with the tug thrusters and propellers.

The bridge of the ship should be kept fully informed by deck and tug crews when lines are clear of thewater and when it is safe to use the propelling machinery.

[Image 246]



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THE MAIN CHALLENGES OF TOWING INTO/OUT OF HARBOURS

Operating in a harbour or port brings its own set of specific challenges. With heavyshipping traffic, limited manoeuvring space and time pressures, care and vigilancemust be maintained at all times if a safe towing operation is to be carried out.

It is also worth remembering that most harbour towage operations are conducted under contracts whichimpose liability upon the owner of the towed ship for any loss or damage that it causes to other vesselsor port installations even if it is the tug that is at fault.

This legal liability means that it is particularly important for those on board the towed ship to doeverything within their power to ensure that the towage proceeds without incident.

Careful planning is essential and that should include an assessment of the worst case situations, withagreed actions to be taken by all persons involved in the tow.

The over-riding objective is an incident-free operation, avoiding injuries to personnel, damage to theenvironment and property loss.

CONVENTIONAL TOWINGA great deal of the worlds towing operations take place using conventional tugs with a single screw andthe towline connected to a towing hook. In this situation, tugs can often deliver an unwanted force thatincreases the ships speed.

A forward tug on a line can assist in steering to both sides, but a stern tug at higher speeds can only givesteering assistance to one side. So only at very low speeds is steering control to both sides and control ofthe ships speed possible.

Capsizing (girting) is possible with both a forward and a stern tug, as a result of the position of the towingpoint and the induced strong transverse forces (should the tug fall off position). To minimise the risk ofgirting, a completely reliable quick release system should be used. A radial towing hook or equivalentsystem also decreases the risk of capsizing.

The ability to provide stopping assistance is nil for forward tugs towing on a line and limited to very lowspeeds for stern tugs towing on a line. Ships engines should be handled with care when tugs are close tothe stern. Tug positions should always be carefully planned in advance.


2 CARRYING OUT A SAFE HARBOUR TOWING OPERATION

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In short, the pushing effectiveness of conventional tugs decreases quickly with increasing ships speed:pulling is only possible at zero or low speeds, depending on whether a stern line is used. Ships speedshould be carefully controlled to take account of the limited capabilities of a conventional tug operating ata ships side.

CARRYING OUT A SAFE HARBOUR TOWING OPERATION

BEFORE THE OPERATION BEGINS

The Master of the vessel must be satisfied that the tugs being used are adequate for the task, i.e. thatthey have both the right power and speed to be able to complete the towing operation, taking intoaccount any unexpected contingencies

The Tugmaster and Pilot must be made aware of the minimum speed of the towed vessel, i.e. thespeed at which steering control can be maintained

The Pilot must know the power of the tugs, which is important if s/he asks for full power at any pointduring the tow

Communications channels must be established and agreed by vessel Master and crew, Pilot andTugmaster and crew (see Section 8)

DURING THE OPERATION

Establish Good Communications between Vessel Master, Pilot and TugmasterGood communication from the bridge of the vessel must be established between the Pilot and theTugmaster as frequently the tugs will be out of sight.

Therefore, it is also important that the Pilot keeps the vessels Master fully informed of orders given andconfirmed by the tugs. When the Pilot and Tugmaster communicate in a national language notunderstood by the Master, then the Master should be informed in English. The Tugmaster should keepthe Pilot fully informed of his/her manoeuvres.



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PROTECT THE VESSEL DECK CREWTowing necessarily involves the vessels deck crew in handling lines. Every precaution should be takenand procedures adhered to in order to prevent accidents and injuries:

Make sure the working area is safe and free from trip or slip hazards

Remain alert to what the crew is doing

When casting off, as the line is slackened, the swell will often drop the tug and tighten the line. Thiscan be dangerous for the deck crew on the larger vessel handling the line, which may be snatchedtaut causing injuries to those in close proximity. Crew should stand well clear until the tow line hasbeen sufficiently slackened to avoid any injury or damage

Deck crews must keep well clear of towlines as weight is put on. Best practice requires that peopleare not on the mooring deck in the vicinity of a tow rope under strain

Ensure the crew are wearing the proper personal protection clothing. Normally this would be: safetyhelmets, safety shoes, close-fitting boiler suit and gloves



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DANGER TO THE TUG AND CREWOne of the greatest moments of danger for the tug is when picking up or passing a towline from the bow.The vessels overhang can make it difficult for the tug to close. At speed, the tugs steerage can beaffected by large bow waves. Hydrodynamic forces can push the tug away and then suddenly suck it intothe bows. At this point it is possible for the tug to be overrun. By operating at a safe speed this interactioncan be reduced:

When making fast and casting off at the vessels bows, a heaving line that is long enough and light enough toallow the tug to stand off as far as possible should be used

When the line is acquired by the vessel, its deck may be out of sight of the tug. The tugs crew need to know whenthe line has been made fast, as the tug cannot leave its station until this is confirmed

It has been known for a vessels deck crew to walk away without informing the tug that the line is made fast,leaving the tug in a potentially dangerous position where it is unable to move for fear of injuring the vessels crew

When casting off at the stern, it may be tempting to drop the line onto the tugs deck below. But with freeboardsof six metres or more, a heavy rope will acquire enough energy to seriously injure the tug crew below. It mayalso foul the tugs propulsion system if released before the tug is ready to take the line

It is also important that the tug does not heave in the towline rapidly and heave the messenger taut while thevessels crew are still manhandling the messenger. Many vessels crew are injured in such circumstances, withhands trapped in parts of the messenger and the bitts or legs struck by the snaking messenger as it disappearsoverboard. Good communication and understanding between the vessel and tug at this important part of theoperation is essential

The risk of injury is particularly high at the end of an operation, when the crew of the vessel may be relaxed andless vigilant and when the tug crew may be anxious to move on to their next job. This can entail the tug crewretrieving their lines at an inappropriate speed, causing danger for the vessels crew

It is important that the towing line is lowered carefully and that any messenger line is not released until the tugis in a position to retrieve it safely

Many injuries have been caused by throwing weighted heaving lines onto a tugs deck. Heaving lines shouldcontain no additional weight within the monkeys fist

Stern tugs in the escort role can suffer from loss of power as the wash from the vessel can disrupt thepropulsion system on the tug. It is essential that the vessel increases power only when the tug is ready and in theescort position

Equally, when a Pilot or Master goes astern or ahead without warning, the tug can be pulled towards the vessel.Any significant change to engine speed, direction or rudder angle must be notified in advance and acknowledgedby the Tugmaster



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DANGER BULBOUS BOWSVessels with bulbous bows can present an added hazard to tugs, especially when the vessel is laden andthe bulb is out of sight under the water or when operating at night.

The vessel Master must make the Pilot aware of any underwater obstacles. Warnings should be clearlymarked on the vessels hull.

Thrusters can also be hazardous to tugs and should not be used when tugs are manoeuvring closealongside in their vicinity at either the bow or stern.

COMMUNICATION, COMMUNICATION, COMMUNICATION

With so many potential sources of danger and misunderstanding in towingoperations, the one element which is crucial to all tug operations is good, clearand effective communication between all parties involved in the tow.Tug personnel, bridge teams and ship deck crew must all be able to contact one another using the mostappropriate means of communication. Most often this will be by two-way VHF radio.



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VHF RADIO

VHF communication is a vital component of safetowage operations. It is essential that thoseonboard the vessel, the tug(s), where appropriatethe mooring/line boats, and those on the berth,are able to communicate promptly throughout thetowage operation, should the need arise.

Prior to towing operations being undertaken, the Master, Pilot and Tugmaster(s) should establish suitablemeans of communication, exchange relevant information (e.g. speed of vessel), and agree a plan for thetowage operation.

Before operations begin, all radios should be tested to ensure that the Pilot can talk to the Tugmasterand the vessel Master to his/her crew.

Pilots and linesmen should also carry a fully charged spare battery for their handheld VHF.

Once VHF communications have been established, tested and Pilot/Tugmaster/linesmen and boatmeninformation has been exchanged, personnel should restrict transmissions to the essential business inhand.

During operations, it is important that effective communications should be maintained between:

(a) the tug and the bridge team

(b) the ships tow party (ies) and the bridge team

There is no verbal standardisation for VHF communications with tugs, though the following guidance issuggested:

Give the tug name prior to the command

Do not give the name of the operator- this could be confusing

Use power references (EASY - 1/3; HALF - 2/3; FULL - 100 percent)

Reference tug commands to ownership (for example, GUARD pull easy to port)

When asking for push or pull, include the direction that the force is to be applied, port, starboard,forward, aft (for example: "Pull easy to starboard; Pull easy to starboard 45 degrees forward)

In any event, the Tugmaster should repeat any order that he has been given

The Tugmaster should maintain the action of the last command until changed by another command

In the event of VHF communication failures between the vessel and tugs, many ports prescribe localsound signals for maintaining communications. Reference should be made to port directives and thePilots advice sought in such circumstances



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PILOT AND MASTERThe Pilot and the Master should exchange information regarding the Pilots intentions, the shipscharacteristics and operational parameters as soon as possible after the Pilot has boarded the ship.

The ICS Master/Pilot Exchange Forms (AnnexesA1 and A2 of the ICS Bridge Procedures Guide) orthe company equivalent format should becompleted by both the Master and Pilot to helpensure ready availability of the information andthat nothing is omitted in error.

The exchange of information regarding pilotage and the passage plan should include clarification of:

Roles and responsibilities of the Master, Pilot and other members of the bridge management team

Navigational intentions

Local conditions including navigational or traffic constraints

Tidal and current information

Berthing plan and mooring boat use

Proposed use of tugs

Expected weather conditions

After taking this information into account and comparing the Pilots suggested plan with that initiallydeveloped on board, the Pilot and Master should agree an overall final plan early in the passage beforethe ship is committed. The Master should not commit his/her ship to the passage until satisfied with theplan. All parties should be aware that elements of the plan may change.

No go beyond points should be established, in the event that the tugs arrival is delayed for whateverreason.

Contingency plans identifying possible abort points and safe grounding areas should also be made andfollowed in the event of a malfunction or a shipboard emergency. These should be discussed and agreedbetween Pilot and Master.

The Pilot must keep the vessels Master fully informed of orders given and being confirmed by the tugs.Where the Pilot and Tugmaster communicate in a national language not understood by the Master, theMaster should be informed in English. The Master must also advise the Pilot when the tugs have beenmade fast or let go and their position as advised by the deck teams.



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The Master should also advise the Pilot when his/her mooring teams advise that tugs are secured, inorder that this information can be relayed back to the tugs by the Pilot. The Tugmaster should not putweight on the towline until such positive confirmation from the Pilot is received. Visual signals directlyfrom the mooring party to the Tugmaster can be misinterpreted.

PILOT AND TUGMASTERWhen communicating with the tugs, the Pilots orders should be clear, have only one interpretation andbe addressed to a named vessel.

The Tugmaster should acknowledge the instruction and identify his tug.

Remember that any misinterpretation of verbal instructions could have severe consequences, leading todamage, accidents and even fatalities.

VESSEL DECK CREW AND VESSEL BRIDGE CREWThe Master must keep the bridge and deck teams fully advised of the towing and berthing plan. The deckteams, in turn, must confirm back to the Master when tugs have been made fast or let go, and of anyabnormalities to the plan, e.g. excessive weight on the tow line, excessive vessel speed for the tug toapproach, tug under the bow or stern, etc.

VESSEL DECK CREW AND TUG CREWIts often difficult for the vessels deck crew to communicate directly with the crew on the tug. Yet this isan area which can affect the whole viability of the operation.

In most cases, hand signals should be used byboth sets of crew during the towing procedure.The most common standard hand signals shouldbe used. These are featured below. Make sure alldeck crew are familiar with them.



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MOST COMMONLY USED HAND SIGNALSPhotocopy this page and distribute to crew so they can learn and be tested on their hand signals.



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STOPOne hand raised abovethe shoulders, with openpalm facing forward

RAISE or HEAVE AWAYA circular movement ofthe hand above the head

LOWERAn outstretched armdownwards with handopen and circulating

SECURE, MAKE FASTor IT IS MADE FASTCrossed arms in front

of the body

EMERGENCY STOPBoth hands raised abovethe shoulders, with openhands facing forward

TAKE THE STRAINor HOIST SLOWLYA raised hand with thefist being clenched andunclenched (inching)


THE MAIN CHALLENGES OF OFFSHORE TOWINGOffshore operations entail all the risks associated with harbour operations but longer timescales anddistances make it even more challenging, with a need to pay particular attention to:

Planning and risk assessment such as the development of a tow plan

Condition, size and loading of the towed vessel or platform

Effect of wind, tide, current and sea conditions

Details of destination berth

Multiple towing operations

Working language of vessel and tug crews

Contingency planning


3 OFFSHORE TOWING OPERATIONS

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OFFSHORE ADDITIONAL RISKSTowing offshore carries a number of additional risks over and above those encountered in harbour andport situations:

CHANGING WEATHER, WIND, TIDE AND CURRENTSOn a long tow, theres more time for the conditions to change. Winds, tides and currents can affect thetow differently at various stages in the operation. If the weather deteriorates, you need to know howmuch extra power is required and available to tow the vessel in heavy seas.

There also has to be awareness of the state of the tides at the time of arrival at the destination. Shouldthe weather worsen, contingency plans to find the nearest port of refuge en route need to be made.

DAMAGE/FAILURE OF EQUIPMENTOn a long tow, there is also more strain on equipment and more time for it to fail. The tow line should bepaid out periodically to avoid chafing at the same spot in contact with the towing vessels stern. A suitableprotector should be fitted to the tow wire to mitigate damage caused by the wire rubbing the stern roller,crash rails, stern gate or tow rail.

Particular care needs to be taken to monitor the similar chafing contact point on the vessel being towedand if necessary the contact point freshened. On offshore structures and vessels this is usually alleviatedby the use of short lengths of chafe chain leading from the Smit Bracket through the overside lead. Thestrain should be taken off the tow wire while physical visual inspection is being performed.

CATENARY OF THE TOWWIREIn offshore tows a major consideration is the depth of water and clearance depth of obstructions inrelation to the depth of the catenary of the tow wire. A detailed passage plan is required to consideravoiding underwater obstructions snagging the tow wire or the wire chafing on the seabed, this isparticularly relevant in areas like the North Sea and parts of the Baltic. It may be necessary to reduce thelength of the tow wire when nearing the coast to avoid such obstructions and seabed chafing.

LACK OF IMMEDIATE EMERGENCY ASSISTANCEIf something goes wrong, emergency assistance is further away.

COMMUNICATIONS DIFFICULTIESWith more than one tug normally involved and with larger vessels being towed, communications can bemore difficult, increasing still further the need for careful planning and good communications.

In short, with longer timescales and added distance, offshore operations require even more carefulplanning and risk assessment.



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OFFSHORE UNITSOffshore units, such as semi-submersible rigs, jack-up rigs and barges may have unusual hull shapesgiving rise to unpredictable towing characteristics. Extra care has to be taken when towing thesestructures, especially in confined waters or busy shipping lanes.

Many offshore towing operations involve two or more tugs arranged in parallel. Double, tandem or in-series tows may also be encountered. All such operations restrict the ability of the tug and tow tomanoeuvre and so extra care must be taken with passage planning to ensure that the operation isconducted safely. Special considerations include the provision of adequate searoom and concisecommunication between all the vessels involved.

Wires, shackles, links and other towingequipment used in the offshore industry isgenerally much larger than that used in harbourtowing activities. Personnel engaged in handlingsuch equipment should take extra care and uselifting appliances and other handling aids so faras possible to minimise the risk of personalinjury.

BEST PRACTICE OFFSHORE

INSPECT ALL EQUIPMENT THOROUGHLY BEFORE COMMENCING TOWING OPERATIONSAs re-rigging a tow in heavy weather is a difficult and dangerous task, it is essential that all equipment lines, winches, and bitts - is in good order before setting out. Emergency tow lines must also be availableon the towed vessel.

Check and Protect Tow linesOffshore, towlines tend to be longer, allowing a greater catenary effect and safeguarding bitts and lines.

With the varying movement of towing vessel and tow there is rarely a constant distance between thetowing vessel and tow. As the towing power is increased, the tow line will start to lift out of the water andit is possible for the tow line to become tight and exert a sudden shock load to the towing systems. Thecatenary effect helps to avoid shock loads as the weight of the tow line absorbs the load.

Additional measures taken to minimise shock loads in towlines offshore, especially in shallower water,are the use of surge chains and nylon stretchers in the tow arrangement between towing bridle and tugtowline.

However, wear and tear on lines is much greater, with chafing a constant threat. This can be minimisedby changing the length of line slightly, at frequent intervals, so that wear at the lead or rail is minimised.



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Use Correct Navigation Lights and Day Signals/Navigational WarningsThe greater the distance between the tug and tow, the greater is the hazard to both and other shipping. Itmay not be obvious that the tug and tow are linked and vessels may try to pass between them.

To avoid this risk, correct navigation lights and day signals must be used. Tug searchlights may also beused so far as is possible to illuminate the tow line and indicate the relationship between the tug andthe towed object. In congested waters navigational security warnings should be broadcast.

Maintain Vigilance at all TimesBeing vigilant and aware of the situation at all times and by all means available is vital. Busy sea lanesare particularly hazardous especially near harbour entrances where crossing traffic is encountered.

It is essential to observe the International Regulations for the Prevention of Collisions at Sea (1972).

A careful lookout using all available means willgo a long way to mitigating risks, by ensuring thatthe Tugmaster has a comprehensive picture oftraffic around the tug.

Whilst engaged in collision avoidance, the handling characteristics of the tow and the time taken to takeappropriate readily apparent action has to be borne in mind. In addition, when towing in busy shippingchannels the dangers of overtaking vessels with high closing speeds has to be remembered.



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INTRODUCTIONSteering and propulsion failures may occur on any type of vessel. All vessels should prepare foremergency towing by maintaining emergency towing equipment on board, installing procedures for whenand how to deploy it, and training personnel in the implementation of those procedures. Ideally, theseprocedures and these training and equipment requirements will be incorporated into each ships ISM-approved Safety Management System.

This section covers the emergency towing arrangements required by vessels. Each emergency fitting oritem of equipment provided must be clearly marked with any restrictions associated with its safeoperation, taking into account the strength of its attachment to the ships structure.

TANKERSThe IMO regulations state that emergency towing arrangements must be fitted at both ends on boardevery tanker of not less than 20,000 tonnes deadweight.

For tankers constructed after 1 July 2002, the arrangements shall at all times be capable of rapiddeployment in the absence of main power on the ship to be towed and easy connection to the towing ship.At least one of the emergency towing arrangements should be pre-rigged ready for rapid deployment.

In addition, emergency towing arrangements at both ends should be of adequate strength, taking intoaccount the size and deadweight of the ship, and the expected forces during bad weather conditions.

For tankers constructed before 1 July 2002, the design and construction of emergency towingarrangements must be approved by the Administration, based on the guidelines developed by the IMO.

SHIPSShips must be provided with an emergency towing procedure. Such a procedure must be carried aboardthe ship for use in emergency situations and should be based on existing arrangements and equipmentavailable on board the ship.

The procedure should include:

Drawings of fore and aft deck, showing possible emergency towing arrangements

Inventory of equipment on board that can be used for emergency towing

Means and methods of communication

Sample procedures to facilitate the preparation for and conducting of emergency towing operations


4 EMERGENCY TOWING ARRANGEMENTS

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RECOMMENDATIONS FOR SHIPS WITHOUT EMERGENCY TOWINGEQUIPMENT ON BOARD

STRONG POINTSIf the vessel does not have dedicated emergency towing equipment installed (such as a Smit Bracketsystem), identify strong points forward and aft to which an emergency tow line can be attached.

It is important to identify the strong points on the ship that may be used foremergency towing before an emergency towing situation occurs.Mooring bitts fore and aft must be secured to structural members to be strong enough to withstand theforce of a tow line in the event of an emergency.

A towing bridle of suitably strong material may be used to distribute the force between mooring bitts.

Another strong point used successfully for emergency towing is the anchor windlass on the bow. A largechain may be secured around the base of the windlass with shackles so that an emergency tow line canbe attached.

The anchor chain itself may be used as an attachment point for the tow line if the chain is secured fromrunning out.

TOW LINES, PENNANTS, AND MARKER BUOYSTugs and other rescue vessels that provide emergency towing are equipped with tow lines that can bepassed to a disabled vessel. However, under adverse weather conditions, it may not be possible tosuccessfully pass a tow line to the deck of a disabled vessel, which may also have no power.

The vessel should ideally maintain a towing pennant or bridle of adequate strength that may be attachedto a strong point(s) and passed through a chock(s) to the water. A brightly-coloured floating buoy shouldbe secured to the end of the pennant or bridle via messenger lines of suitable size and length so the towvessel can easily locate, retrieve, and secure it to their tow line.

A disabled vessel with no power for deck winches will have to pay out one or more tow lines to the towvessel in a controlled manner. Many ships today use Spectra, Plasma, or other very strong syntheticmooring lines which may be adequate to arrest the drift of the vessel until a stronger tow line isdeployed. Other types of mooring lines are not recommended for emergency towing.



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All emergency towing gear should be approved by a naval architect or marine engineer and endorsed bythe appropriate classification society prior to use. This is essential to ensure the safety of personneldeploying this equipment.

EMERGENCY TOWING PROCEDURES, TRAINING, AND DRILLSHaving suitable emergency towing equipment on board your vessel is the first step. The next step is toestablish procedures for when and how to deploy the equipment. The best way to ensure readiness is tohave clearly written emergency towing information and procedures that include:

Identification of the location and capacity of each strong point

Location, capacity, and use of shackles, connecting links, and other connection equipment

Connection procedures, including use of a line-throwing gun, if available

Basic towing safety, including emergency release procedures

Lights and day shapes to be displayed and radio broadcast warnings

In addition to clearly written procedures, it is essential to ensure crew members are trained to safelyconnect and deploy the equipment under emergency conditions. The crew should conduct regularly-scheduled emergency towing drills. An emergency towing drill is recommended at least every six monthsor when a significant number of crew members are replaced.



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SAMPLE EMERGENCY TOWING CHECK LIST

SOME ACTIONS TO BE TAKEN BY THE MASTER (M) OF THE DISABLED VESSEL AND THETOWING VESSEL OPERATOR (TVO)

1 M Establish communication with local maritime authorities and towing vessel.

2 M/TVO Maintain radio communication while connecting tow line and during emergency towing.

3 M/TVO Radio broadcast warnings are periodically transmitted (every 15 minutes).

4 M/TVO Display appropriate lights and day shapes for the vessel not under command and for theowing vessel.

5 M/TVO Plot the disabled vessels position frequently, and calculate set and drift. Communicateposition, set and drift frequently to local authorities and the towing vessel(s) assisting.

6 M/TVO Determine whether the disabled vessel should be towed from the bow or the stern tominimise damage or improve handling under tow.

7 M Determine the most suitable strong points for tow line connection, taking intoconsideration the safe working load and breaking strength of tow lines.

8 M/TVO Consider size, horsepower, and manoeuvrability of towing vessel when deciding upontowing arrangement.

9 M If available, ensure that electrical power, hydraulic pressure, compressed air, or steam isavailable for deck machinery such as winches and windlasses.

10 M Choose fixed fairlead or chock with the largest possible radius of curvature for the tow lineor bridle to ensure optimum manoeuvrability while under tow.

11 M/TVO Determine how the tow line will be transferred between the disabled vessel and the towingvessel, including use of line-throwing appliance, if available. If a helicopter is to assist inthe operation, make preparations for helicopter operations.

12 M/TVO Ensure proper personal protection equipment is worn (gloves, eye protection, etc.) bypersonnel involved in the towing operation. ENSURE THAT PERSONNEL STAY OUT OF THELINE OF PULL OF THE TOW LINE, PENNANT, AND BRIDLE LEGS.

13 M/TVO Ensure that proper tools are readily available near tow line or bridle connection point(s).

14 M/TVO Ensure that tow line connection points are as free of obstructions as possible.

15 M/TVO Decide on the towing plan and how often communications will occur once the tow isundertaken.



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ADDITIONAL FACTORS TO TAKE INTO CONSIDERATION

1 If it is not possible to pull the towing vessels tow line on board the disabled vessel, consider thepossibility of using the anchor chain as the point of connection. If this method is used, takeprecautions to ensure that the anchor chain does not run out. This may be accomplished byemploying pawls or other chain stoppers. DO NOT DEPEND ON THE ANCHOR WINDLASS BRAKEALONE

2 The greatest tow line stress occurs when the inertia of the disabled ship is overcome and later, ifyawing is experienced. It is at these times that the tow line is most likely to part

3 If the disabled vessel has steering, the vessels rudder may be used to maintain a steady courseastern of the towing vessel

4 If the vessel being towed does not have steering, the rudder should be secured amidships to minimisedamage to the rudder, steering gear and hull in heavy seas. If the disabled vessel is being towed fromthe stern, a rudder not secured amidships will tend to go hard-over as the ship gathers sternway andmake it extremely difficult to manoeuvre during towing

5 If the disabled vessel has no steering but does have propulsion, the engines of the disabled vesselmay be used to assist in getting the tow underway. SHIPS PROPULSION SHOULD NOT BE USEDUNLESS ADVISED BY THE TOWING VESSEL

6 Consider altering the trim of the disabled vessel to improve manoeuvrability under tow

The above sections printed with the kind permission of Captain Laura Stratton, MNIVessel Inspector/Policy Analyst, Washington State Department of EcologySpill Prevention, Preparedness, and Response Program

TECHNICAL INFORMATION ON EMERGENCY TOWINGFor additional information on emergency towing, including appropriate equipment, tow line breakingstrength guidelines, and detailed emergency towing procedures, see:

Peril at Sea and Salvage A Guide for Masters by the International Chamber of Shipping (OCIMF).



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Whether undertaking harbour or offshore operations, following the best practice of these guidelines willhelp Masters, Pilots and Tugmasters to work safely and efficiently.

There is much the Tugmaster can do to reduce risks to both the vessel, crew, and - very importantly - tothe mooring crew of the vessel being towed, while ensuring that the customer remains satisfied with theservice.

Understand the constraints under which other vessels are operating.

Exchange information about minimum steerage speeds, the best speed for making fast, winch loads andbollard design strength.

For HARBOUR OPERATIONS, standard operating procedures should exist and be updated regularly.

For OFFSHORE OPERATIONS a plan should be created before commencing the tow. Reflect on the risks,and assess ways of reducing them. Then define and agree the best risk management strategy in eachcase.

Ensure COMMUNICATIONS are sufficient to achieve good cooperation between the bridges of the tug andtowing vessel, and from those bridges to their respective deck crews.

Slow down. The vessels speed is crucial. If it is travelling too fast there is a real risk of accidents; if it istoo slow before the tugs are secured, control of the vessel may also be lost.

Inform the other vessel and get confirmation before making any significant changes to speed or rudderangles, and before initiating any significant manoeuvres.

Power should be used with care both by the Pilot and Tugmaster.

Be sure about the capability of bitts which ones are for mooring and which for towing operations.Masters need to know the safe working limits for each.

Treat lines under load with great respect. Tugs can put more than one hundred tonnes bollard pull on aline. Some tugs in the offshore industry have maximum bollard pulls well in excess of 300 tonnes. Anyonecaught by a line is likely to sustain serious injury.

Ensure all equipment is regularly inspected, well maintained and ready for use.

Ensure the correct number of tugs are available, well in advance.

With proper planning, maintenance and training, towage will be a safer, more effective activity foreveryone.


5 SUMMARY PUTTING IT ALL TOGETHER

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1 WHAT MAKES TOWING BY TUGS MORE HAZARDOUS THAN IT USED TO BE?SELECT AS MANY ANSWERS AS YOU THINK ARE CORRECTFROM THE FOLLOWING STATEMENTS:

a Increased vessel size making them more difficult to manoeuvreb More traffic in generalc Smaller, less powerful tugsd More complex harbour operationse Unpredictable weatherf Greater variety of tug typesg Difficulties in communication

2 WHEN YOU ARE PLANNING A SAFE TOW, WHICH OF THE ACTIONS BELOW AREIMPORTANT? SELECT AS MANY ANSWERS AS YOU THINK ARE CORRECT FROMTHE FOLLOWING STATEMENTS:

a Good teamwork between everyone involvedb Understanding of towing techniques, tug capabilities and the ships requirementsc Effective communications between the Master, the Pilot, the Tugmaster,the bridge team and deck crew

d Agreeing a plan and operational procedures in advance

3 WHEN PLANNING A TOW BETWEEN THE PILOT AND THE MASTER OF THE VESSEL,WHICH OF THE FOLLOWING STATEMENTS ARE TRUE AND WHICH ARE FALSE?

a The Master should provide the Pilot with a deck General Arrangement showing the layoutand safe working load (SWL) of the mooring fittings

b The Master should inform the Pilot which fairleads, chocks, bitts and strong points shouldbe used for towing

c The Pilot should inform the Master of the SWL of the tugs equipmentd The Master should inform the Pilot of which areas of his/her vessels hull are strengthenedor suitable for pushing

e The ships mooring lines should be used as towlines


6 TEST YOURSELF QUESTIONS

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4 WHEN THE PILOT IS ADVISING THE MASTER OF THE VESSEL ABOUT A TOW THATIS ABOUT TO TAKE PLACE, WHICH OF THESE PIECES OF INFORMATION SHOULDBE GIVEN? SELECT AS MANY ANSWERS AS YOU THINK ARE CORRECT FROM THEFOLLOWING STATEMENTS:

a The tug rendezvous time and positionb The number of tugs and the mode of towagec The type of tugs to be used and their bollard pull(s)d Maximum planned speed for the passagee The method by which the ships crew should take on board and release the tugs tow linef Primary and secondary VHF channels for use in the operation

5 WHEN THE PILOT AND TUGMASTER ARE PLANNING A TOW, WHICH OF THEFOLLOWING STATEMENTS ARE TRUE AND WHICH ARE FALSE?

a There is no need to check the SWL of the vessels chocks, bitts and strong pointsto be used for towing

b The maximum speed of the tug should be communicatedc The weight of the freight on board the vessel needs to be communicatedc The passage of the vessel into the harbour details while accompanied by the tug(s)should be communicated in advance

6 THE NUMBER OF TUGS REQUIRED FOR TOWING WILL DEPEND ON(SELECT ONE FROM THE FOLLOWING ANSWERS):

a The type of tug usedb The weight of the vessel to be towedc The support needed to tow the vessel to its destinationd The type of tugs used and the support needed

7 MATCH THE TYPE OF TOWWHICH IS BEST SUITED TO THE TOWING SITUATION.IF YOU THINK A STERN TOW IS BEST USED FOR LONGER DISTANCESPUT 1 WITH A AND SO ON.

1 Stern tows a When tight control and manoeuvrabilityare required in restricted waters

2 Alongside/hip tows b Where assisted steering and braking fromthe stern of the vessel is required

3 Active escort tows c Better used for longer distances and inopen waters

4 Passive escort d Where the tug is standing close by thevessel in case it is needed



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8 ANSWER TRUE OR FALSE TO THE FOLLOWING STATEMENTS:

a The vessels Master and the Tugmaster do not need to know the SWL for the vessels bittsand leads

b Everybody involved needs to know and agree on the minimum and maximum speed of the towc The minimum steerage speed of the vessel is not important in a towd It is not necessary to inform the Tugmaster of the positions of the ships appropriate fairleadsand bitts and their SWL

9 WHEN CARRYING OUT A RISK ASSESSMENT FOR A TOWING OPERATION,WHICH ONE OF THESE STATEMENTS IS CORRECT:

a A standard risk assessment should be carried out only in exceptional circumstancesb A standard risk assessment should be carried out for each and every towing operationc A standard risk assessment should be carried out for each and every towing operation,but varied for individual circumstances

d A standard risk assessment need not be carried out for most common towing operations

10 WHICH FACTORS SHOULD BE TAKEN INTO ACCOUNT IN CARRYING OUT A RISKASSESSMENT? SELECT AS MANY ANSWERS AS YOU THINK ARE CORRECTFROM THE FOLLOWING STATEMENTS:

a The hazards involved in the manoeuvreb The hazards involved in the equipment usedc The people most at risk on both vesselsd The communications between tug and vessel towede The possible hazards caused by other vessel movementsf The effects of wind and tideg Visibilityh Risks posed by the cargo

11 IN MOORING AND TOWING, WHAT IS THE MAIN DANGER TO SEAFARERS ON THEDECK OF THE VESSEL BEING TOWED? SELECT ONLY ONE FROM THE LIST BELOW:

a Running agroundb Collision with another vesselc Death or injury caused by the failure of on-board ropes and gear



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1 IF YOU HAVE A COLLISION WITH DOCK INSTALLATIONS, JETTIES OR ANOTHERVESSEL WHEN BEING TOWED, WHO IS RESPONSIBLE BY LAW FOR THE DAMAGECAUSED?

a The Tugmasterb The Master of the vessel being towedc The Pilotd The owner of the towed ship

2 WHAT SHOULD THE PILOT AND TUGMASTER DO BEFORE CARRYING OUTA HARBOUR TOWING OPERATION? ANSWER TRUE OR FALSE TO THEFOLLOWING STATEMENTS:

a The Tugmaster and Pilot must be made aware of the minimum speed of the towed vesselb The Pilot must know the power of the tugsc Communications channels should be left open and adaptable to further agreement

3 DURING A HARBOUR TOWING OPERATION, WHICH OF THE FOLLOWINGSTATEMENTS ARE TRUE AND WHICH ARE FALSE?

a Good communications must be established between vessel Master, Pilot and Tugmasterb The Tugmaster can operate independently of the Pilot

4 TOWING NECESSARILY INVOLVES THE VESSELS DECK CREW IN HANDLING LINES.WHICH OF THE FOLLOWING ARE IMPORTANT IN ENSURING THAT ACCIDENTS ANDINJURIES ARE PREVENTED? SELECT AS MANY ANSWERS AS YOU THINK ARECORRECT FROM THE FOLLOWING STATEMENTS:

a Ensuring that the working area is free from trip or slip hazardsb When casting off, stand well clear of the tow linec Keep well clear of tow lines as weight is put ond) Wear the proper personal protective clothing



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5 WHAT SHOULD A VESSELS CREW DO WHEN MAKING FAST AND CASTING OFF ATOW LINE? ANSWER TRUE OR FALSE TO THE FOLLOWING STATEMENTS:

a Ensure that the heaving line is long enough and light enough to allow the tug to stand offas far as possible

b Confirm to the tugs crew when the line has been made fastc When casting off at the stern, drop the line onto the tugs deck belowd Be careful and vigilant right to the end of a towing operation

6 TWO-WAY VHF RADIO IS A VITAL COMPONENT OF SAFE TOWAGE OPERATIONS.ANSWER TRUE OR FALSE TO THE FOLLOWING STATEMENTS:

a It is essential for everyone involved in the towing operation to communicate promptly throughoutb All radios should be tested before operations begin to ensure they are working properlyc Radios should be used to exchange all types of information regardless of its relevance to thetowing operation in hand

d If you are involved in the operation, you should always give your name when talking on the radioe The Tugmaster should never repeat any order that s/he has been given

7 WHEN PILOT AND MASTER EXCHANGE INFORMATION, WHAT SHOULD THATINFORMATION INCLUDE? SELECT AS MANY ANSWERS AS YOU THINK ARECORRECT FROM THE FOLLOWING STATEMENTS:

a The roles and responsibilities of the Master, Pilot and other members of the bridgemanagement team

b Navigational intentionsc Local conditions including navigational or traffic constraintsd Tidal and current informatione Berthing plan and mooring boat usef Proposed use of tugsg Expected weather conditions



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8 DECK CREW AND TUG CREW ARE OFTEN REQUIRED TO COMMUNICATE BY HANDSIGNALS. MATCH THE HAND SIGNALS BELOW TO THE MEANINGS.

a A circular movement of the hand above the head

b A raised hand with the fist being clenched and unclenched (inching)

c One hand raised above the shoulders, with open palm facing forward

d Both hands raised above the shoulders, with open hands facing forward

e An outstretched arm downwards with hand open and circulating

f Crossed arms in front of the body

1 Stop 2 Emergency Stop3 Take the Strain or Hoist Slowly 4 Raise or Heave Away5 Lower 6 Secure, Make Fast or It is Made Fast



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1 WHEN TOWING OFFSHORE, WHICH OF THESE STATEMENTS ARE TRUE OR FALSE?

a It is important to develop a tow plan before the operation beginsb A risk assessment is not necessaryc It is important to consider the condition, size and loading of the towed vessel or platformd Wind, tide, current and sea conditions are all important to take into accounte Details of the destination berth can be sorted out nearer the arrival timef If something goes wrong, a contingency meeting should be held

2 WHICH OF THESE FACTORS IS IMPORTANT ON A LONG TOW? SELECT AS MANYANSWERS AS YOU THINK ARE CORRECT FROM THE FOLLOWING STATEMENTS:

a Wind speedsb Knowing how much extra power the towing tugs can generatec State of the tide at your destinationd Speed and direction of any currentse The nearest port should an emergency occur

3 WHAT MEASURES SHOULD BE TAKEN TO STOP THE TOW LINE CHAFING ANDENDANGERING THE TOW? SELECT AS MANY ANSWERS AS YOU THINK ARECORRECT FROM THE FOLLOWING STATEMENTS:

a Pay out the tow line periodicallyb Fit a suitable protector to the tow linec Keep the tow line in one positiond Change the tow line when worne Monitor the tow line on the vessel being towed and freshen the contact point if required

4 IN OFFSHORE TOWING, WHICH OF THESE STATEMENTS IS TRUE AND WHICHIS FALSE?

a The depth of water and clearance depth of obstructions in relation to the depth of the catenary ofthe tow wire is very important

b Underwater obstructions need to be dealt with as they are encounteredc In shallow sea areas like the North Sea and parts of the Baltic, when nearing the coast, the lengthof the tow line could be reduced to avoid sea bed obstructions

d Communications between vessels on a long tow is easiere Towing offshore units such as rigs and barges is safer than normal towing



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5 WHICH EQUIPMENT NEEDS TO BE CHECKED THOROUGHLY BEFORE OFFSHORETOWING OPERATIONS? SELECT AS MANY ANSWERS AS YOU THINK ARE CORRECTFROM THE FOLLOWING STATEMENTS:

a Linesb Bittsc Winchesd VHF radiose Protective personal clothingf Spare tow lines

6 IT IS IMPORTANT TO CHECK AND PROTECT TOWLINES REGULARLY WHENOFFSHORE TOWING. WHY? SELECT AS MANY ANSWERS AS YOU THINK ARECORRECT FROM THE FOLLOWING STATEMENTS:

a Because towlines tend to be longerb Because there is rarely a constant distance between the towing vessel and tow,putting its own stress on the lines

c To minimise shock loads to the tow

7 WHEN TOWING OFFSHORE, WHICH OF THESE STATEMENTS IS TRUE ANDWHICH IS FALSE?

a Navigation lights and day signals must always be usedb The greater the distance between the tug and tow, the greater is the hazard to both and to othershipping

c Never use tug searchlights to illuminate the tow lined Do not broadcast navigational security warnings in congested waters

8 WHICH REGULATION IS IT ESSENTIAL TO OBSERVE WHEN TOWING OFFSHORE?SELECT ONE OF THE FOLLOWING:

a Marine Highway Codeb International Regulations for the Prevention of Collisions at Sea (1972)c IMO Working with Tugs offshore regulation 1.26



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1 WHERE SHOULD EMERGENCY TOWING PROCEDURES AND TRAINING ANDEQUIPMENT REQUIREMENTS BE RECORDED ON BOARD? SELECT ONE OFTHE FOLLOWING:

a On posters displayed prominentlyb In the Masters logc In the vessels ISM-approved Safety Management System

2 EMERGENCY TOWING ARRANGEMENTS MUST BE FITTED AT BOTH ENDSOF TANKERS BUT WHAT SIZE OF TANKER SHOULD THIS COVER? SELECTONE OF THE FOLLOWING:

a 5,000 to 9,000 tonnes deadweightb 9,000 to 20,000 tonnes deadweightc Over 20,000 tonnes deadweight

3 SHIPS MUST ALSO BE PROVIDED WITH EMERGENCY TOWING PROCEDURES.WHICH OF THE FOLLOWING MUST BE CARRIED ON ALL SHIPS? SELECT AS MANYANSWERS AS YOU THINK ARE CORRECT FROM THE FOLLOWING STATEMENTS:

a Drawings of fore and aft deck, showing possible emergency towing arrangementsb Inventory of equipment on board that can be used for emergency towingc Means and methods of communicationd Sample procedures to facilitate the preparation for and conducting of emergencytowing operations

4 IF YOUR SHIP DOES NOT HAVE EMERGENCY TOWING EQUIPMENT ON BOARD,WHAT SHOULD YOU DO? SELECT ONE OF THE FOLLOWING:

a Wait until an emergency and hope for the bestb Identify strong points forward and aft to which an emergency tow line can be attachedc Discuss the problem with the Master of the vessel



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5 WHICH OF THE FOLLOWING POINTS ON A SHIP SHOULD BE CONSIDERED FORATTACHING AN EMERGENCY TOW LINE TO? SELECT AS MANY ANSWERS AS YOUTHINK ARE CORRECT FROM THE FOLLOWING STATEMENTS:

a Structural membersb Anchor windlass on the bowc Anchor chain if secured from running out

6 WHO SHOULD APPROVE ALL EMERGENCY TOWING GEAR? SELECT AS MANYANSWERS AS YOU THINK ARE CORRECT FROM THE FOLLOWING STATEMENTS:

a The Master of the vesselb A naval architectc A marine engineerd The Pilote The Tugmasterf The appropriate classification society prior to use

7 HOW OFTEN SHOULD EMERGENCY TOWING DRILLS BE CARRIED OUT ONTHE VESSEL? SELECT ONE OF THE FOLLOWING:

a Once a yearb Once a monthc Every 3 monthsd Every 6 months or when a significant number of crew members are replaced

8 IF THE VESSEL IS DISABLED AND HAS TO BE EMERGENCY TOWED,WHICH OF THESE STATEMENTS IS TRUE AND WHICH IS FALSE?

a Communications must be established with local maritime authorities and the towing vesselb Radio communication should not be made while connecting the tow line and during theemergency towing

c The disabled vessels position should be plotted frequently and reported to the local authoritiesand assisting vessel(s)

d The size, horsepower, and manoeuvrability of the towing vessel should be considered whendeciding upon the towing arrangement

e A towing plan should be decided upon only after towing has begunf The disabled vessels rudder should not be used during the tow, even if it has steering capabilityg If the disabled vessel has no steering but does have propulsion, the engines of the disabledvessel may be used to assist in getting the tow underway

h The ships propulsion should not be used unless advised by the towing vesseli The trim of the disabled vessel should never be altered under tow



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FURTHER READINGBow Tug Operations with Azimuth Stern Drive Tugs, Captain Hank Hensen (Nautical Institute)

Code of Safe Working Practices for Merchant Seamen, Maritime and Coast Guard Agency(ISBN 0 11 5523693)

International Best Practices for Maritime Pilotage, International Chamber of Shipping(ICS)/Intertanko/Oil Companies International Marine Forum (OCIMF)

Peril at Sea and Salvage A Guide for Masters, International Chamber of Shipping (OCIMF).

Recommendations on Training and Certification and Operational Procedures for Maritime Pilots,IMO Resolution A.960 (23)

Tug Use in Port, Captain Hank Hensen (Nautical Institute)

Tug Use Offshore in Bays and Rivers, Captain Hank Hensen (Nautical Institute)

VIDEOTEL PRODUCTIONSInteraction, Code 13

Pilot on Board! Working Together, Code 945

Risk Assessment at Sea Training Course, Code 867

Who Needs It? Personal Protective Equipment, Code 597


7 FURTHER SOURCES OF INFORMATION AND REFERENCE

44


APPEN

DIX

A:R

ISKASSESSM

ENTFO

RM

DESCR

IPTIO

N:

DATE:

DEPA

RTM

ENT:

RISK

ASSESSM

ENTNO.:

Hazard

Consequences

SeverityLikelihood

InitialActions

toReduced

Reduced

Finalriskfactor

topeople

riskreduce

riskseverity

likelihoodfactor


8 APPENDICES

45


APPENDIX B

SHIP HANDLING WITH TUGS SAFETY DOS AND DONTS

Do: Make sure the tugs are ordered in good time Give clear instructions to the Tugmaster Listen to any advice offered by the Tugmaster Advise the Tugmaster prior to each stage of the manoeuvre Advise the tug prior to all engine movements Give the Tugmaster time to react Advise the Tugmaster of any areas which cannot be pushed Lower the tug's rope when letting go

Do not: Make the tug fast against the advice of the Tugmaster Manoeuvre the vessel without advising the tug Use excessive speed with the tug made fast (maximum 8 knots) Drop the tug's rope into the water Let go of the tug without advising the Tugmaster Work against the tug


8 APPENDICES

46


APPENDIX C: WORKING WITH TUGS A QUICK GUIDE FOR THE CREW

MAKING FAST All crew to wear full protective clothing Do not wear rings, bracelets or anything which might catch on equipment Crew to be properly briefed and clear signals agreed Establish clear communications Working area to be free of slip and trip hazards Ensure all equipment is in good order Throw heaving lines into clear area, not directly at tug-crew

UNDER TOW Do not stand on bights, ropes or lines Stand away from tow rope in a place of safety Whenever possible, use Panama leads in preference to roller leads Supervisor to keep tug in sight but move clear at first sign of tow rope stress Do not place eye of tow rope under horn of inboard bitt. Although this seems to be common practice,the correct method is the upright closest to the fairlead, as there is less tearing stress on the weldsholding the bitts to the deck

Keep decks clear and never allow ropes to tangle

LETTING GO Be aware that the tow may release without warning Release tow only after the weight has been eased and when ordered to do so Tow line must always be released in a controlled way by means of a messenger line Ensure that messenger line has adequate turns on the drum end to control it One crew member guides tail of messenger, remainder stand clear


8 APPENDICES

47



1 CARRYING OUT SAFETOWING OPERATIONS

1 a, b, d, f, g

2 a,b,c,d

3 a Trueb Truec Falsed Truee False

4 a,b,c,d,e,f

5 a Falseb Truec Falsed True

6 d

7 1 c2 a3 b4 d

8 a Falseb Truec Falsed False

9 c

10 a, b, c, d, e, f, g

11 c

9 TEST YOURSELF ANSWERS

48

2 CARRYING OUT A SAFEHARBOUR TOWING OPERATION

1 d

2 a Trueb Truec False

3 a Trueb False

4 a, b, c, d

5 a Trueb Truec Falsed True

6 a Trueb Truec Falsed Falsee False

7 a, b, c, d, e, f, g

8 1 c2 d3 b4 a5 e6 f



3 OFFSHORE TOWINGOPERATIONS

1 a Trueb Falsec Trued Truee Falsef False

2 a, b, c, d, e

3 a, b, e

4 a Trueb Falsec Trued Falsee False

5 a, b, c, f

6 a, b, c

7 a Trueb Truec Falsed False

8 b

9 TEST YOURSELF ANSWERS

49

4 EMERGENCY TOWINGARRANGEMENTS

1 c

2 c

3 a, b, c, d

4 b

5 a, b, c

6 b, c, f

7 d

8 a Trueb Falsec Trued Truee Falsef Falseg Trueh Truei False


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Working With Tugs.pdf