11.

EMERGENCY TOWING PROCEDURE

Note
Should a tow present a direct danger to navigation, offshore structures or coastlines through breaking
adrift or for some other cause, the master of the towing ship is bound by SOLAS V/2 to communicate he
information by all the means at his disposal to the ships in the vicinity, and also to the competent
authorities at the first point on the coast with which he can communicate.

In all cases, the arrangement for recovering the tow, should it break adrift, are to be made in accordance
with good seamanship, bearing in mind the seasonal weather conditions and are of operation. Refer
AnnexI for IMO Resolution A765(18)

11-1 Passing a tow to another tug

11-2 Recovering a Lost Tow

There are occasions when a tug must recover a lost tow at sea. Towline chafing, a mechanical break, or other
circumstances may cause the tow to separate from the tug, making it necessary to recover the tow. In other
cases, the original tug may become disabled or even abandon a tow. Procedures used to recover the lost tow will
be affected by the presence of personnel on the tow, sea and weather conditions, existing contingency plans, and
assets available.

• If the tow is unmanned and the weather and seas favorable, a boarding party may be put on
board the tow, a messenger passed, and the tow reconnected by routine procedures or
connecting a secondary towline.

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 • If the tow is unmanned and the weather does not permit sending a boarding party, the tow ship
should attempt to retrieve the secondary pendant by means of the floating pendant or marker
buoy. The tow ship can either recover this using one of its small boats or by grap.

11-3 Approaching a Drifting Tow

There are as many variations of approaching a drifting tow as there are variables in wind and sea. Good
seamanship is required to approach and safely take in a drifting tow of any size.

11-3.1 Establishing the Relative Drift

The first step in approaching a tow to be picked up at sea is to establish differential drift between the vessels
involved. This is critical for positioning the tow properly and voiding a collision. Despite obvious differences in size
and configuration, vessels’ rates of drift are also affected by a host of other variables, including displacement,
draft, stability, trim, damage, seas, wind, sail area, location of the superstructure, and currents. The above water
hull configuration determines the tow’s relative heading into the wind. Depending on trim, ships having a greater
portion of their superstructure aft tend to head into the wind; ships having a greater portion of superstructure
forward tend to lie with the wind from aft of the beam to astern. A midship superstructure will normally cause a
ship to lie with the wind abeam. With relative drift between tug and tow determined, and the state of the seas and
wind taken into consideration, the tug can make its approach.

11-3.2 Similar Drift Rate

Below figure describes a tug’s approach across the wind and seas where similar drift rates exist. The tug begins
an approach leading to pass close aboard on the weather bow; the messenger and towline can then be passed.
The tug keeps station while passing messengers and making the connection.

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11-3.3 Dissimilar Drift Rate
Where dissimilar drift rates exist, a downwind approach may be executed, as seen in

When approaching a ship lying broadside to the wind, tug speed should be
slow, but fast enough to offer good steerageway. Because on-station time is short, a messenger must be passed
quickly. The towline can be passed in the lee of the ship’s bow. This situation requires a special effort to keep all
lines clear of the propellers. Once connected, acceleration should be slow and maneuvering sequences gradual.

Note
A towline is passed by messenger to the tow. It is generally preferable to have the tug pass the messenger and
towline. The messenger may be passed by a hand-thrown heaving line, rocket, line-throwing gun or a small boat.

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11-4 Towed Object Flooding

11-4.1 Partial Flooding

x Inform the Company and the nearby port control.
x Shorten the tow as much as the situation permits and go alongside the towed object. If the tug cannot be
taken alongside the towed object lower the rescue boat and board the towed object
x Investigate the reason for flooding and arrest the leak.
x Pump out the ingressed water using portable pumps or by any other means available.
x Observe for some time that there is no further leaks.
x Inform the same to Company and the nearby port control and continue the tow.

11-4.2 Full Flooding and Sinking of Towed Object Inevitable.

x Inform the Company and the nearby port control.
x Shorten the tow as much as the situation permits and go alongside the towed object. If the tug cannot be
taken alongside the towed object and the towed object is taking in water, be well away from it and
disconnect the tow. Note the position of the sinking towed object which helps in salvaging.
x Inform the same to Company and the nearby port control and continue the tow

Both the above conditions are for unmanned towed object. If manned shift all the persons from the towed object
to the tug. Always keep all available communication channels open and continuously monitor

11-5 Collision
If collision occurs either to tug or towed object.
Stop engines immediately and sound emergency alarm, take head count, evaluate the damage to own vessel/
towed object and follow emergency response plan given in ISM manual (WI 1.4), like informing the Coast
guard/Local authorities/Nearest port, preparing rescue boat, fire fighting equipment in case fire, pollution
response in case of pollution( Refer SOPEP manual).

11-6 Grounding
If grounding occurs either to tug or towed object.
Stop engines immediately and sound emergency alarm, take head count, evaluate the damage to own vessel/
towed object and follow emergency response plan given in ISM manual (WI 1.4), like informing the Coast
guard/Local authorities/Nearest port, preparing rescue boat, fire fighting equipment in case fire, pollution
response in case of pollution( Refer SOPEP manual).
x Prior to any immediate refloating attempt the master should obtain full information about any possible
structural damage to the ship. If the ship is structurally intact and the surrounding circumstances have
been carefully considered, an immediate attempt may be made by using the own engines and other
means available within the ship.
x However always keeping in mind that such action is liable to cause additional damage to the ship
because of stresses rising beyond acceptable limits and changing stability conditions.
x If an early refloating attempt did not have any success or seems to be not reasonable, help from outside
will be necessary, either in the form of technical and/or nautical advice, lightening, tug assistance or other
means.

11-7 Pirates Attack

x If the vessel is required to proceed where piracy attacks is known to exist then master will get specific
instructions from the owners for the passage.
x However when towing, the tug and the towed object are venerable for pirates attack due to restriction of
maneuverability and speed. Hence to prevent the pirates from boarding the crew may use water jets
x For the safety of the crew all crew should go to a safe place Ex. engine room informing Coast guard/Local
authorities/Nearest port as per SSP.

11-8 Man overboard

If a man fell overboard either from tug or towed object, throw MOB marker immediately, reduce the speed and
sound emergency alarm. All the time a look out should be keeping a eye on the person in water and keep
informing the bridge with what ever means of communication available.
One team should prepare for launching of the rescue boat/workboat to retrieve the person from water as early as
possible it may not be possible to bring the tug close to the MOB due to the towing object.
If the MOB is not visible mark the position wind direction sea state and inform to Coast guard/Local
authorities/Nearest port. Follow emergency response plan given in ISM manual (WI 1.4)

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11-9 Contingency Plan in case of bad weather
The towing master should monitor weather reports at regular intervals and take corrective actions like altering the
course to reduce the weather impact before the onset of adverse weather. If prevailing conditions are not
conducive he should opt for port of refuge or ask for external help, with intimation to all parties concerned.

NOTE: Master should not hesitate to inform the local authorities such as concerned port, DGS, MMD and
coast guard in consultation with the ship owners/managers and seek assistance/ guidance . It is also the
responsibility of the master to keep updating the situation to all concerned.

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