Ready Availability of Towing Arrangements

READY AVAILABILITY OF TOWING ARRANGEMENTS:
3.1 To facilitate approval of such equipment and to ensure rapid deployment,

emergency towing arrangements should comply with the following criteria:
3.1.1 The aft emergency towing arrangement should be pre-rigged and be

capable of being deployed in a controlled manner in harbour conditions in not
more than 15 min.
3.1.2 The pick-up gear for the aft towing pennant should be designed at least
for manual operation by one person taking into account the absence of power
and the potential for adverse environmental conditions that may prevail during
such emergency towing operations. The pick-up gear should be protected
against the weather and other adverse conditions that may prevail.
3.1.3 The forward emergency towing arrangement should be capable of being

deployed in harbour conditions in not more than 1 h.
3.1.4 The forward emergency towing arrangement should be designed at least

with a means of securing a towline to the chafing gear using a suitably
positioned pedestal toller to facilitate connection of the towing pennant.
3.1.5 Forward emergency towing arrangements which comply with the

requirements for aft emergency towing arrangements may be accepted.
3.1.6 All emergency towing arrangements should be clearly marked to

facilitate safe and effective use even in darkness and poor visibility.
3.2 All emergency towing components should be inspected by ship personnel

at regular intervals and maintained in good working order.
Tractor Tug:
Tractor Tugs: The design of tractor tugs is unlike that of conventional tugs.
The propulsion units are fully turning controllable pitch blades, able to give
thrust in any direction and act as steering units or azimuthing fixed or
controllable pitched propellers. The propulsion units are placed far ahead of
the towing point, close to the pivot point thereby producing a large turning
momentum. This potentially gives a poor steering performance, which is
overcome by fitting a large centreline skeg. Their general characteristics are:
 Full power available in all directions

 Quick response to engine movements.
 Very maneuverable, especially in tight sea space.
 Reduced risk of girting / girding.
 Reduced maneuverability if towing from forward at higher speeds.
 Reduced directional stability, particularly in open waters.
 Reduced bollard pull per kilowatt output.
 Relatively deeper in draught therefore increased risk of bottom damage
from grounding.
 Increased training required for tug masters.
Tow Plan:
Planning and preparation before a Tow
commences might include:
 Assessing the size and type of vessels or barges to be towed and any
limitations of the tow.
 Confirmation that the tug is of suitable; size, manning, sea-keeping,
horse power (HP) and bollard pull (BP).
 Tow wire and towing equipment is suitable for the planned tow.
 Route to be taken and passage planned, including safe transit times
(day/night transits), times when passing through narrows, under bridges
or areas of high traffic density, tight bends in rivers and adjacent river
berths.
 Noting: and areas of reduced depth, tidal limitations and currents
expected during the voyage.
 A list of bridges with maximum and minimum height; tide height for each
arch to be passed under showing the bridge’s maximum air-drafts.
 Weather forecasts to include outlook for at least 48 hours.
 Confirmation of sufficient fuel, water, spares on board.
 Navigational information and warnings.
 Recommended speeds to comply with river regulations.
 Connection and disconnection arrangements.
 Stability of the tug and towed unit.
 Emergency contingency plans.
Preparations on board the Tug:

It is essential that checks should be completed on board the tug and vessel or
barge to be towed, which should include:
 All water / weathertight openings are securely closed with signs

indicating that they should remain closed for the duration of the voyage.
It is a reality that tugs have capsized as a result of doors and ports
being left open when in difficulty, e.g. girting. Down flooding is a real
danger to small tugs.
 Life-saving and fire-fighting appliances must always be operational.
 Navigational equipment, wheelhouse whistles, horns, shapes for day
signals and communication gear are fully operational.
 All critical machinery prior to commencing a towing operation should be
confirmed as operational – this would include; main engine, steering
gear and towing equipment (winches, wires) etc.
 All personnel are fully familiar with the intended towage plan and their
responsibilities.
 Any change of fuel and ballast to the tug and/or tow have been fully
calculated and the crew are aware of any factors of concern.
Checks on board the towed vessel or barge:

The tow should not proceed until a satisfactory inspection of the tow has been
carried out by a competent party.
Checks should include:
 Condition of the towing arrangements

 Condition of the anchoring equipment if fitted. If not fitted some
authorities require a temporary anchor to be supplied of an adequate
weight.
 Condition of tow including an inspection of the peaks and buoyancy
spaces to check for water ingress.
 Watertight integrity of the unit to be towed; obvious signs of damage,
especially in the hull and deck plating. Hatchways, ventilators, doors,
scuttles, manholes and other openings are closed and sea valves shut.
 Fore and aft drafts, appropriate freeboard for the voyage and no
evidence of a list. Generally a slight trim by the stern ensures that the
tow is laterally stable when towed.
 Air draft of the tow, appropriate for the voyage and bridge transits.
 Power is available for navigation lights.
 Safe method of boarding available (portable or fixed rungs).
 Emergency towline rigged.
 Life-saving and fire-fighting appliances are in good condition and in the
regulatory number required.
 Cargo, whether it is bulk cargo (within the holds), containers or break
bulk cargo can shift causing the barge to capsize and sink and therefore
stowage and securing arrangements must be verified as adequate for
the intended voyage prior to departure.
 Some bulk cargoes pose a serious hazard, including spoil and certain
ore cargoes which are liable to liquefaction e.g. spoil cargoes can
contain a high amount of moisture which can assume a liquid state in a
seaway and can cause the barge to lose stability, list and even capsize.
 Reference should be made to the IMO International Maritime Solid Bulk
Cargoes (IMSBC Code). When it is suspected that cargoes with high
moisture content have been loaded onto a barge advice should be
sought.
 If cargo is liable to move e.g. vehicles and timber, the lashing
arrangements and sea fastenings should be inspected.

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READY AVAILABILITY OF TOWING ARRANGEMENTS:

3.1 To facilitate approval of such equipment and to ensure rapid deployment,

3.1.1 The aft emergency towing arrangement should be pre-rigged and be

3.1.3 The forward emergency towing arrangement should be capable of being

3.1.4 The forward emergency towing arrangement should be designed at least

3.1.5 Forward emergency towing arrangements which comply with the

3.1.6 All emergency towing arrangements should be clearly marked to

3.2 All emergency towing components should be inspected by ship personnel

 Full power available in all directions

Preparations on board the Tug:

 All water / weathertight openings are securely closed with signs

Checks on board the towed vessel or barge:

Checks should include:

 Condition of the towing arrangements

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