LOCG-GEN-Guideline-002 Rev 1 - Barge Transportation

DOCUMENT CONTROL SHEET
GUIDELINES FOR MARINE OPERATIONS
Barge Transportation
1 January 2007 Completely revised and updated JCT DB AJS
0 May 2003 Reformatted version of original document VK DB AJS
Rev. Date Reason For Issue Author Checked Approved
LOC Doc. Title Barge Transportation
LOC Ref No. LOCG-GEN-Guideline-002
LOC Field Marine Operations Guidelines

London Offshore Consultants LOCG-GEN-Guideline-002 Rev.1
TABLE OF CONTENTS
PAGE
1. INTRODUCTION 1
1.1. Scope of Guidelines 1
1.2. Definitions 1
1.3. Reference Documents 3
1.4. Certificates of Approval 3
2. PLANNING OF MARINE OPERATIONS 4
2.1. General 4
2.2. Transportation Documentation 4
2.3 Safety Procedures, Emergency and Contingency Plans 5
2.4 Towing Routes 5
2.5 Vessel and Tow Gear Surveys 6
2.6 Design Environmental Criteria 7
2.7 Tow Simulations 8
2.8 Ice 8
3 MOTION RESPONSE CRITERIA 9
3.1 General 9
3.2 Standard Motion Criteria 9
3.3 Inland and Sheltered Water Criteria 10
4. STABILITY 12
4.1 Intact Stability 12
4.2 Intact Dynamic Stability 12
4.3 Damage stability 13
4.4 Damage Dynamic Stability 13
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5 GRILLAGE, SEAFASTENINGS AND CARGO DESIGN 15
5.1 Loads During Transportation 15
5.2 Stresses 16
5.3 Grillage 16
5.4 Seafastening 16
5.5 Barge Strength 17
5.6 Cargo Strength 17
5.7 Internal Seafastenings 18
5.8 Fatigue 18
6 OPERATIONAL ASPECTS 19
6.1 Departure Criteria 19
6.2 Weather Forecasting 19
6.3 Draft and Trim 19
6.4 Pre-Sail-Away Checks 20
6.5 Communication and Reporting 20
6.6 Offshore Handover 21
7 REQUIREMENTS FOR BARGES 22
7.1 General 22
7.2 Certification 22
7.3 Technical Information 22
7.4 Ballasting. 22
7.5 Watertight Integrity 23
7.6 Barge Deck Openings 23
7.7 Mooring Arrangements 23
7.8 Navigation Lights and Shapes 23
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7.9 Access 24
7.10 Fendering 24
8 BARGE TOWING ARRANGEMENTS 25
8.1 General 25
8.2 Tow Connections 25
8.3 Fairleads 25
8.4 Towing Bridle 25
8.5 Intermediate Tow Pennant 26
8.6 Shackles 26
8.7 Retrieving Arrangements 26
8.8 Emergency Towing Arrangements 27
9 REQUIREMENTS FOR TOWING VESSELS (TUGS) 28
9.1 General 28
9.2 Bollard Pull Requirements 28
9.3 Towing Winches 30
9.4 Towline Control 31
9.5 Towing Wire 31
9.6 Stretchers 32
9.7 Tailgates/Stern Rails 32
9.8 Additional Equipment 32
9.9 Bunkers 33
9.10 Manning 33
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1. INTRODUCTION
1.1. Scope of Guidelines
1.1.1 These guidelines are a basis for the planning, design and operational procedures for
cargo transportations on towed barges across the oceans or in sheltered waters, which
are subject to approval by a Marine Warranty Surveyor. Their purpose is to specify
appropriate standards, based on sound engineering and good marine practice, to ensure
that the tow, at all times, meets an acceptable level of safety.
1.1.2 The guidelines are based on experience over a large number of previous projects.
However, as knowledge advances in specific areas, it is recognized that these
guidelines may need to be modified to meet alternative or new methods of operation.
The general criterion is that the overall level of safety should not be reduced by the
introduction of novel or alternative proposals.
1.1.3 The guidelines are not intended to cover the safety of personnel or possible
environmental impacts of a tow and for certain barge transportations additional
requirements and recommendations may be appropriate.
1.1.4 The MWS will review and comment on all relevant specifications, transportation reports
and procedures, towing arrangements, grillage and seafastening design, choice of tugs
and barges and other relevant systems or equipment. Information shall be made
available to the MWS in sufficient time to enable completion of these reviews well before
the commencement of any transportation operation.
1.2. Definitions
1.2.1 Benign Area: An area that is free of traveling depressions, tropical revolving storms
(TRS) or monsoons. Seasonal changes in weather patterns may be considered. The
extent of a benign area should be agreed with the MWS when deciding on the weather
criteria for a specific voyage.
1.2.2 Bollard Pull: Continuous static bollard pull as defined by the towing vessel's Bollard Pull
Certificate.
1.2.3 Contractor: The Contractor who is responsible for the transportation operations.
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1.2.4 Cargo: Modules, topsides components, pipes, equipment or parts thereof being
transported on a barge.
1.2.5 COLREGS: International Regulations for Preventing Collisions at Sea, 1972 as

amended.
1.2.6 Contingency Plan: Pre-considered response to a deviation from an intended course of

action.
1.2.7 Fabricator: The company (or companies) that is responsible for the construction and
installation of the grillage and seafastenings.
1.2.8 Grillage: The temporary structural members that support the cargo and distribute the
vertical static and dynamic forces into the barge framing.
1.2.9 IOPP: International Oil Pollution Prevention Certificate (ref MARPOL).
1.2.10 MARPOL: International Convention for the Prevention of Pollution from Ships 1973/8, as
amended.
1.2.11 MBL: Minimum Break Load
1.2.12 MWS: Marine Warranty (Insurance) Surveyor.
1.2.13 Safety Management Certificate (SMC) – Document of Compliance (DOC): A document

issued by the Flag State or appointed Classification Society to a ship signifying that the
Company and its onboard ship management team operate in accordance with an
approved safety management system.
1.2.14 Seafastenings: Shall in general mean the temporary structural members that resist
rolling and pitching forces and restrain the cargo in the global horizontal and vertical
uplift directions.
1.2.15 SOLAS: Convention for the Safety Of Life At Sea, 1974 as amended.
1.2.16 SOPEP: Shipboard Oil Pollution Emergency Plan
1.2.17 Towmaster: Master of the tug or other person specified in the procedures as having
ultimate responsibility for the towing operation i.e. The Manager responsible for the tow.
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1.2.18 Unit: The combination of cargo and barge.
1.3. Reference Documents

1.3.1 MWS review of technical documents will include checks to current editions of relevant
national standards or codes as necessary for the country in which the operation is taking
place.
1.3.2 These Guidelines, where appropriate, refer to and are in general agreement with the
following documents:
IMO MSC Circ. 884 Guidelines For Safe Ocean Towing.
Annex to IMO Resolution A.893 (21) “Guidelines For Voyage Planning”.
Draft ISO 19901-6:2006 Petroleum and natural gas industries – Specific requirements
for offshore structures Part 6: Marine Operations
1.4. Certificates of Approval

1.4.1 A Certificate of Approval will be issued on site, immediately prior to sailaway, by the
attending representative of the MWS when he is satisfied that the preparations for
towage are complete, that the towed unit is fit to be towed and that the weather, tidal
conditions and forecast are satisfactory.
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2. PLANNING OF MARINE OPERATIONS

2.1. General
2.1.1 The planning of barge transportations shall be based on the use of well proven
principles, techniques, systems and equipment to ensure that the risk to personnel,
environment and cargo is as low as reasonably practicable.
2.1.2 The operations shall be planned to be performed within recognized safety/confidence

levels and procedures developed that are safe, practical and fit for purpose. All planning
shall be based, where possible, on the assumption that it may be necessary to interrupt
or reverse the operation.
2.1.3 If ports of refuge or areas of shelter are required for a tow then these shall be identified
and, if necessary, surveyed for suitability prior to commencement of the voyage.
2.2. Transportation Documentation

2.2.1 For ocean towages comprehensive transportation procedures and supporting
documentation including the requirements of IMO Resolution A.893 (21) “Guidelines For
Voyage Planning” shall be prepared. This documentation shall cover all normal,
contingency and emergency aspects of the operation and shall be available for approval
by the MWS.
2.2.2 Engineering evaluations, plans, drawings, calculations and other documentation shall
be prepared which demonstrate the structural adequacy of the cargo, the barge and
supporting grillage and cargo seafastenings.
2.2.3 The transportation documentation shall contain appropriate information including details
of the items listed below:
• Definition of start and end of transport

• Description of the items to be transported
• Organization and communication
• Site information for port of departure and arrival location
• Environmental criteria for the voyage
• Motion responses/design criteria/loadings
• Grillage and seafastenings
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• Barge and towing vessel(s), including tug bollard pull requirements

• Ballast plan, stability and damage stability calculations
• Voyage plan and possible ports of refuge or areas of shelter
• Towing procedure and configuration
• Main and emergency Towing Arrangements
• Description of planned transportation i.e. tow from port to port, tow from port to offshore
location, tow from port to an unprotected offloading shore location etc.
• Offshore handover (if applicable)
• Identification of planned offloading operation
• Time schedules
• Weather forecasting arrangements
• Recording and reporting procedures, including emergency contacts
• Contingency plans
• Required notification for Authorities/Regulatory Agencies
• Safety procedures
2.3 Safety Procedures, Emergency and Contingency Plans

2.3.1 Safety procedures shall be developed and included in the transportation documentation,
which shall address any reasonable need to deviate from the established procedures
and describe appropriate contingency plans.
2.3.2 Contingency and Emergency plans shall be included detailing the actions to be taken in
the event of equipment failure, damage, deterioration in weather or any other possible
delays and relevant considerations.
2.4 Towing Routes

2.4.1 A passage plan shall be prepared to demonstrate safe navigation from the port of
departure to the destination in accordance with Resolution A.893 (21) “Guidelines For
Voyage Planning”.
2.4.2 In selecting the route, the Contractor shall consider the following issues:
• Requirements for additional tugs to assist with the passage to open sea
• Navigation through restricted passages
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• Emergency shelter areas/ports of refuge

• Likely weather and sea state en route
• Requirements of governmental/local authorities
2.4.3 The selected route shall have adequate underkeel clearance and navigable width for the
tow. The minimum acceptable values will be dependent on:
• Accuracy of navigation;
• Adequacy of bathymetric survey data;
• Composition of the seabed or riverbed (i.e. soft soils or rock);
• Size and draft of the tow and its predicted motions;
• Tidal rise and fall including the possible effects of abnormally low tides and bathometric
pressure.
2.4.4 For transportations planned to depart from or arrive at locations or follow routes where
there is a lack of available and acceptable seabed and bathymetric data, appropriate
seabed surveys and soundings shall be carried out. This includes any ports of shelter,
areas of refuge or alternative tow routes, which are required for contingency planning.
2.4.5 If adequate information is not available regarding berths and mooring arrangements at
ports or locations of departure and arrival including any identified as “Safe Havens” for
contingency planning purposes then these should be surveyed to ensure that they are fit
for purpose. The arrangements should be suitable to safely secure the barge alongside
following loadout prior to sailaway or following arrival and before offloading the cargo.
2.5 Vessel and Tow Gear Surveys

2.5.1 The nominated transportation barge and tug(s), together with the tow gear, shall be
subject to survey by the MWS to confirm their suitability and fitness for the tow. These
suitability surveys should be performed sufficiently in advance of the operation to allow
adequate time for any recommendations resulting from the surveys to be addressed.
2.5.2 As part of the survey the MWS will also inspect all relevant documentation including
statutory and class certificates to ensure that the vessel and tow comply with the
regulations and that the certification is up to date.
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2.6 Design Environmental Criteria

2.6.1 Tows shall be designed to withstand the appropriate return period extreme
environmental conditions for the most exposed part of the route for the month or months
during which the transportation takes place. As general guidance, the criteria in Table
2.6.2 below may be applied
2.6.2 The return periods to be considered should be related to the planned duration of the tow
including contingency. For determining return periods for the tow where the destination is
an exposed or offshore location, the duration of the tow shall include any additional time
scheduled for discharge of the cargo and any standby time that may be reasonably
expected as a result of delays to prior operations or a restrictive weather window.
Table 2.6.2 — General guidance for the criteria for return periods
Duration of Tow Design environmental criteria
Up to 3 days Specific weather window
3 days to 1-week 1 year return period, seasonal
1 week to 1 month 10 year return period, seasonal
> 1 month 10 year return period, seasonal
The design wind velocity assumed in the above criteria is the 1 minute mean wind speed
at 10 meters above sea level.
2.6.3 For voyages exposed to the most severe weather for less than 30 days and greater than
7 days the 10 yr seasonal extreme may be modified for reduced exposure.
2.6.4 For voyages exposed to the most severe weather for less than 7 days the 1 yr seasonal
extreme may be modified for reduced exposure.
2.6.5 For long duration tows passing through areas having different characteristic sea states,
the worst sea state for the route shall be identified and used in the design of the cargo,
grillage and seafastenings.
2.6.6 For towing operations of a limited distance, with a short planned duration, reduced
environmental criteria may be proposed by the Contractor for approval by the MWS.
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2.7 Tow Simulations
2.7.1 Environmental criteria may also be developed from a wind and wave hindcast database
by performing a series of multiple tow simulations, with regularly spaced departure times
around a specific month over the number of years in the database. For each simulated
voyage the maximum wind speed and wave height experienced over the entire voyage
are recorded. From these records the probability distribution of these voyage-maxima
are used to determine the value with a specified risk of exceedance in a random
transport.
2.7.2 This simulation method is acceptable providing that there is an adequate hindcast
database and allowance is made for potential delays caused by weather, adverse
currents, avoidance of storms while under tow, failure of equipment etc. If the simulation
cannot accommodate for these possibilities then the average speed should be reduced
which will increase the conservatism of the predicted maxima.
2.7.3 Comparison with the applicable 10-year return storm data for the critical part of the
voyage shall be provided as a check of the database, methodology and predicted
maxima.
2.8 Ice
2.8.1 Where the presence of ice may affect the operation, ice movement records, forecasts
and monitoring shall be used to assist planning of the operation.
2.8.2 The effect of the additional weight of ice on the stability of the barge and on the strength
of the cargo, seafastenings and grillage should be considered.
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3 MOTION RESPONSE CRITERIA

3.1 General
3.1.1 The cargo, grillage, seafastenings and barge shall be designed to withstand the motions
and forces resulting from the design transportation conditions. It is recommended that
either a motion response analysis is made or that model tests are performed for each
transportation case.
3.1.2 The motion response analysis, should utilize proven software and techniques.
3.1.3 For both motion response analysis and/or model tests, a realistic combination of
environmental loads and wave directions, representing bow quartering and beam sea
conditions shall be used. If required the analysis shall be validated by correlation with
model tests for similar units and environmental conditions.
3.1.4 The maximum responses should be based on a 3hr exposure period.
3.1.5 The barge motions shall be analysed for a range of peak period (Tp) between
√ (13.Hsig) < Tp < √ (30.Hsig)
3.1.6 Particular attention should be given to conditions where the incident wave period is close
to the natural wave period of the unit. If the natural period is below the above range for
the maximum seastates, motions should also be determined for the highest seastate in
which the peak periods coincide with the natural period of the unit. The evaluations
should take account of the effect of the speed of the tow.
3.2 Standard Motion Criteria

3.2.1 For certain areas and seasons and assuming standard configurations and subject to
appropriate marine procedures, then the behaviour described in Table 3.2 may be
considered.
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Table 3.2 — Motion response for standard transportation
Type of Barge Roll Pitch Heave

vessel dimensions L & B amplitude amplitude acceleration
m degrees degrees m/s²
Large cargo LOA ≥ 76 and B ≥23 ± 20 ± 12.5 ± 0.2g

barges
Small cargo LOA < 76 or B < 23 ± 25 ± 15 ± 0.2g

barges
Barges operating All Barges ± 10 ±5 ± 0.1g

in benign areas (or as agreed (or as agreed
with MWS) with MWS)
LOA Length over all, in metres

B Breadth, in metres
3.2.2 The standard criteria shown above should be applied in accordance with the following:
• The roll and pitch values listed above should be assumed to apply for a 10
seconds full cycle period of motion
• The roll and pitch axes should be assumed to pass through the centre of
floatation.
• The phasing considered should be assumed to combine, as separate load cases,
the most severe combinations of:
- roll ± heave;
- pitch ± heave.
• For operations in benign areas the actual criteria adopted shall be agreed with
the local LOC office. Consideration may be given to such matters as the length of
the voyage, the risks involved and any mitigating factors for reducing the risks.
3.3 Inland and Sheltered Water Criteria

3.3.1 For inland and sheltered water transportation, whichever has the greatest effect amongst
the following should be taken into account:
• the static loads caused by an acceleration of 0.1 g applied parallel to the deck in
the roll or pitch direction;
• the static inclination caused by the design wind;
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• the most severe inclination in the damage condition, as determined by the

damage stability calculations. The additional heel or trim caused by the design
wind should be considered.
3.3.2 For barge movements of very short duration in sheltered waters such as turning of the
barge, in harbour moves and out of dock operations that are covered by a reliable
weather forecast, and have a duration anticipated to be less than 3 hrs seafastenings
may be designed for the following:
• the static loads caused by an acceleration of 0.1 g applied parallel to the deck in
the roll or pitch direction.
• For non-greased surfaces friction may be considered subject to agreement from

the MWS.
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4. STABILITY
4.1 Intact Stability
4.1.1 The intact stability, or intact range of stability, is the range between 0º heel or trim and
the angle at which the righting arm (GZ) becomes negative (see Figure 4.1).
Righting Arm (GZ)
Heel Angle
Figure 4.1 — Illustration of Stability Terms.
4.1.2 The transverse metacentric height (GM) must be positive, at zero angle of heel.
4.1.3 The range of transverse static stability should normally exceed 40 degrees. Correction
to values of GM to allow for free surface effects should be included in this computation.
The acceptability of barges with a range of 30 to 40 degrees will be dependent on
motion response predictions - see Section 3.1 Motion Response.
4.1.4 In the event of the range of static stability being greater than 30 degrees and less than
40 degrees, it shall be demonstrated that the maximum predicted roll angle is less than
the angle at which the maximum righting lever occurs.
4.1.5 A range of static stability less than 30 degrees will not normally be accepted.
4.2 Intact Dynamic Stability

4.2.1 The areas under the righting moment curve and the wind heeling moment (or wind
moment) curve should be calculated up to an angle of heel which is the least of:
• The angle corresponding to the second intercept of the two curves.
• The angle of downflooding.
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(A+B) ≥ 1.4(B+C)
Figure 4.2 – Intact Stability Requirement
4.2.2 Guidance on how to derive the wind heeling moment curve reference is made to IMO
resolution A.749 (18) Code on Intact Stability for all Types of Ships covered by IMO
Instruments.
4.2.3 The wind velocity used to compute the wind heeling moment curve should be the 1
minute sustained wind for the operation with return periods as defined in section 2.6
4.3 Damage stability
4.3.1 As a minimum, the barge should have sufficient stability and reserve buoyancy to remain
afloat at a waterline below any opening where progressive flooding may occur with any
one-compartment adjacent to the sea flooded.
4.3.2 Damage to any compartment above the intact waterline that could lead to loss of stability
should be considered when assessing damage stability.
4.3.3 The loss of water from a full compartment should be considered if it gives a more severe
result than the flooding of an empty compartment.
4.4 Damage Dynamic Stability

4.4.1 The area under the righting moment curve should be not less than the area under the
wind heeling moment curve.
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(A+B) > (B+C).
Figure 4.4 — Damage stability requirements
4.4.2 The areas under the righting moment curve and the wind heeling moment curve should
be calculated from equilibrium up to an angle of heel which is the least of:
• The angle corresponding to the second intercept of the two curves.
• The angle of downflooding.
4.4.3 The wind velocity used to compute the overturning moment curve should be 25 m/s. If
the design wind velocity for the operation, as defined in Section 2.6 is less than 25 m/s,
the design velocity should be used instead.
4.4.4 Where it is impracticable to comply with damage stability recommendations, a risk

assessment should be carried out, and appropriate mitigating measures taken.
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5 GRILLAGE, SEAFASTENINGS AND CARGO DESIGN

5.1 Loads During Transportation
5.1.1 The components of load to be considered when analyzing the total forces acting on the
cargo, the barge and grillage and seafastenings are those due to:
• The static weight of the cargo.

• The dynamic loads which result from the barge's motion in all six degrees of
freedom.
• The static component of weight which acts parallel to the barge deck when the barge
rolls or pitches.
• Wind load.
• Loads resulting from immersion of any part of the cargo
• Ballast distribution in the barge
• Ice where appropriate
5.1.2 Regarding the loads due to motions above, the combination of motions that give the
highest loading in any direction shall be considered. In the absence of information to the
contrary (such as a motion analysis taking account of phase relationships to compute
acceleration vectors), the highest loadings resulting from the following motions shall be
combined as two separate load cases:
• Roll, heave and sway

• Pitch, heave and surge
5.1.3 Loads may normally be calculated using the assumption that all motions approximate to
sinusoidal motions.
5.1.4 Structural loadings due to green water impact shall be based on the true relative motion
between the structure and wave surface.
5.1.5 Account shall also be taken of any substantial loads in the grillage and seafastenings
resulting from the relative deflections of barge and cargo, whether due to changes in
ballast arrangement or due to environmental effects.
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5.2 Stresses
5.2.1 The grillage and seafastenings shall be designed in accordance with a recognized
standard or code of practice. Wherever possible, the design should be carried out to the
requirements of one code only.
5.2.2 The seafastening shall be designed such that the static stresses in all members do not
exceed the allowable stresses in accordance with AISC Manual or other acceptable
code. The 1/3 increase in allowable stresses referred to in the AISC Manual may be
allowed for stresses in cargo, grillage and seafastening that result from the predicted
motions in extreme environmental conditions but should not be used for the design of
grillage and seafastening connections to the barge except when the condition of all
steelwork associated with the loadpath has been verified as being in an “as new”
condition.
(Note: The 13th edition of the ASIC Manual unifies the LRFD and ASD approaches into
one volume and does not, in general, permit the use of the 1/3 increase in stresses for
extreme environmental loadings. The API RP 2A, 21st edition with supplement 2
continues to allow the 1/3 increase for transportation and launch and LOC will continue
to accept the 1/3 increase in allowable stresses when used appropriately.)
5.3 Grillage
5.3.1 The grillage design and layout should take account of any limitations imposed by the
load-out method.
5.3.2 The basis for the design of the grillage shall be the loads derived from the vessel
motions as defined in Section 3 above.
5.3.3 The relative stiffness of the barge frames and bulkheads shall be taken into account
when deriving the load distribution between the grillage and the barge.
5.3.4 The effects of super-position of loads shall be accommodated in the design when
welds/connections are made between the grillage and barge deck following loadout.
5.4 Seafastening
5.4.1 The purpose of the seafastenings is to secure the cargo during the tow so that neither
the cargo nor barge suffers damage as a result of the loadings derived from the barge
motions caused by the design environment conditions.
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5.4.2 Primary seafastenings shall be designed to be removed easily without damage to the
cargo. During and following removal of primary seafastenings, adequate residual
seafastening shall remain to safely restrain the cargo until its removal from the barge.
5.4.3 The entire load path, including the potential sliding surfaces, should be demonstrated to
be capable of withstanding the design loads.
5.4.4 If the seafastenings are welded to the cargo it is recommended that they be fitted after
the barge has been ballasted to the transport condition.
5.5 Barge Strength

5.5.1 The calculated still water bending moment (SWBM) and shear force (SF) shall be
checked against the allowable SWBM and SF values approved by the Classification
Society. If they exceed the specified permissible loads then the Classification Society
shall be informed and their acceptance obtained.
5.5.2 Local barge strength calculations shall be required at highly stressed areas of the barge.
These calculations shall take account of any corrosion from the “as-built” scantlings.
5.6 Cargo Strength

5.6.1 It shall be demonstrated that the cargo has adequate structural strength to be
transported without damage from the maximum loadings resulting from the unit’s
motions under the design environment, as described in 2.6 or from the standard criteria
as given in section 3.2
5.6.2 Modules shall be generally analyzed as a three-dimensional elastic space frame,

including appropriate restraints to represent the grillage and seafastening support points.
The structural model shall include all primary and secondary members and may take
account of the shear stiffness of floor plating, if appropriate.
5.6.3 In addition to this global analysis, local analysis may also be required to quantify load
effects in localized highly loaded locations, such as at grillage support or seafastening
connection points, and to confirm the adequacy of equipment, support frames and
saddles and the connection of such items to the primary module members.
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5.7 Internal Seafastenings

5.7.1 Internal seafastenings shall be provided where necessary. These may be in the form of
temporary members to provide structural support during transportation, or the securing
of equipment and loose items forming part of the cargo. Protection against wave slam
or spray should also be provided as appropriate.
5.7.2 For major items of equipment calculations may be required. In other cases the
requirements for and suitability of internal seafastening may be agreed with the
attending MWS.
5.8 Fatigue
5.8.1 In general a fatigue analysis is required where the duration of the tow, nature of towing
route or season of tow indicate significant fatigue is possible. The following should be
agreed with the MWS:
• Sea state criteria.

• Type of analysis, deterministic or spectral.
• S-N curve(s) applicable.
• Stress concentration factors
5.8.2 The minimum allowable calculated fatigue life shall be in accordance with an accepted
code.
5.8.3 Whether or not fatigue analyses are performed, all seafastenings shall be designed for
good fatigue characteristics.
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6 OPERATIONAL ASPECTS
6.1 Departure Criteria
6.1.1 The departure of a tow will only be approved after receipt of a favorable 72-hour weather
forecast with an acceptable extended outlook. Areas subject to Tropical Revolving
Storms (Hurricanes, Cyclones and Typhoons) may require particular attention. Short
tows may be approved on shorter weather forecasts depending on the prevailing
circumstances.
6.2 Weather Forecasting

6.2.1 A weather forecast shall be obtained from a recognized meteorological agency, which
has detailed knowledge of the area covered by the forecast. For long tows it may be
necessary to use the services of more than one such organization
6.2.2 Weather forecasts shall be provided at 6 or 12-hour intervals, and shall contain forecasts
for the next 72-hours, with the weather outlook for the coming 3 to 5 days period.
Typically the forecast should include:
- a synopsis, barometric pressure, temperature;
- wind direction and velocity;
- waves and swell, including significant and maximum height, direction and period;
- visibility, rain, snow, sleet, icing and sea-ice;
- the confidence level of the forecast.
6.2.3 For certain tows it may be advisable to employ a meteorologist for the duration of the
tow, to provide specific forecasts for the tow route.
6.2.4 During a tow, suitable arrangements shall be made for the Tow Master to receive
weather forecasts and to have at least one redundant system for receiving forecasts.
6.3 Draft and Trim

6.3.1 The barge should be trimmed by the stern to give good directional stability. The trim
should normally be 1% of the barge length between perpendiculars.
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6.3.2 The barge shall be ballasted for zero heel. Tanks used for ballast shall, where possible,
be pressed full. Other tanks shall be stripped.
6.3.3 The mean tow draft should normally be between 40% and 55% of the barge depth.
Drafts outside this range may be acceptable providing it can be demonstrated that the
proposed draft will not increase the risk of damage to the cargo or barge.
6.4 Pre-Sail-Away Checks

6.4.1 Prior to the issue of the Certificate of Approval for the sail-away, all parties shall be
satisfied that the tow (tug, barge and cargo) is ready for departure.
6.4.2 Particular attention shall be paid to the following:
• All recommendations resulting from the barge tug and tow gear surveys have been
satisfactorily closed out.
• Barge documentation
• Grillage and seafastenings - completion and satisfactory NDT checks
• Internal seafastenings inspection
• Barge lights, shapes and power supply
• Barge draft, heel and trim
• Watertight integrity of barge
• Ballast pumps operable; fuel supplies sufficient
• Condition and preparation of main and emergency towing equipment
6.4.3 The attending MWS may make further recommendations.
6.5 Communication and Reporting

6.5.1 The Tow master should be fully briefed on all aspects of the tow and be aware of any
operational limitations and the contingency plan.
6.5.2 The Tow master shall report each 24-hours the following information:
• Position and time (GMT)

• Situation report, including weather, sea state and speed through water.
• Sailed distance during previous 24-hours
20
• Expected time of arrival (ETA)

• Relevant incidents concerning tug, barge or cargo, such as stoppages, failures or other
problems
6.5.3 If any emergency situation occurs the MWS shall be informed as soon as possible.
6.6 Offshore Handover

6.6.1 If an offshore handover is required then suitable procedures shall be prepared to ensure
a safe handover operation. For the C. of A. to remain valid LOC must approve any
modifications to the towing arrangements and the replacement tug.
21
7 REQUIREMENTS FOR BARGES

7.1 General
7.1.1 The proposed barge shall be inspected by the MWS and approval given subject to its
condition and the condition and suitability of the towing equipment and machinery.
Documentation required by the flag state and international convention shall be in order
and the barge shall be in Classification.
7.2 Certification
7.2.1 Certificates relating to the barge, which are in accordance with the relevant statutory
requirements, shall be carried on board the barge or lead tug for the duration of the tow.
7.3 Technical Information

7.3.1 The Contractor should supply the following particulars of the barge(s) proposed for
transportation:
• General Arrangement drawings.

• Deck load capacity plans for point loads and uniformly distributed loads.
• Typical mid-ship and longitudinal sections if required for evaluation of structural strength.
• Ballast capacity plan.
• Stability data.
7.3.2 If a compressed air ballasting system is fitted, full details shall be provided.
7.4 Ballasting.
7.4.1 The ballasting system should be in good condition and suitable for the following:
• Correction of draught or trim

• Damage control purposes in event of hull damage, grounding etc.
• Modification to the draft, trim, heel for launch or offshore installation (when applicable).
7.4.2 Specifications and operating instructions for the ballast system shall be readily available
and retained on board the lead tug with details of the ballast status during the tow.
7.4.3 The barge or tug must carry sufficient portable pumps and equipment capable of
emptying or filling any one wing tank within 6 hrs. Provision shall be made for handling
22
all pumps, hoses and other equipment. For tows that are always within 2 days sailing of
a port or where assistance is readily available this requirement may be waived subject to
agreement from the MWS.
7.5 Watertight Integrity

7.5.1 All weather deck openings shall have adequate securing arrangements to ensure
watertight integrity.
7.5.2 Door openings on weather decks shall be fitted with sills in accordance with International
Loadline Regulations.
7.5.3 Compartment manholes shall be properly secured with bolts and gaskets, which must be
maintained in good condition. A set of tools shall be provided on board for releasing and
re-fastening the manhole covers.
7.5.4 If manholes to critical compartments are covered by cargo, grillage or seafastenings,

care shall be taken to ensure they are properly secured before being covered.
7.6 Barge Deck Openings

7.6.1 Barges having low freeboards during load-out or launch should be provided with “top
hats” of 600mm height, with suitable means of fixing to the barge deck, which can be
used in an emergency to gain access through a manhole that may be awash.
7.6.2 At least one standpipe of 600 mm height shall be provided with suitable fittings, such
that it can be screwed into cap holes that may be awash.
7.7 Mooring Arrangements

7.7.1 Mooring bitts or bollards shall be fitted on either side of the barge, suitably spaced. At
least four suitably dimensioned mooring ropes in good condition shall be carried on
board. If the towing tug has spare mooring lines then this may be considered as a part
of the barge's mooring lines. Extra mooring lines may be required if the barge is moored
in an exposed location.
7.8 Navigation Lights and Shapes

7.8.1 Lights and shapes, which comply with International Regulations for Prevention of
Collision at Sea, shall be carried.
23
7.8.2 The lights shall have sufficient power from an independent source to last for the duration
of the voyage.
7.8.3 A full set of spare navigation lights and shapes shall be carried on the tug or barge. In
addition, spare parts for the navigation lights shall be carried.
7.9 Access
7.9.1 Safe ladders that extend from the manhole opening to the compartment bottom shall be
provided in each compartment.
7.9.2 Steel ladders shall be fitted on each side of the barge, extending to below the water line,
to permit access for a boarding party.
7.10 Fendering
7.11.1 It is recommended that adequate fendering is fitted for berthing operations.
24
8 BARGE TOWING ARRANGEMENTS

8.1 General
8.1.1 The barge shall be towed from the forward end using a bridle of suitable construction. If
two tugs are used, the bridle may be split and each tug connected to a single leg of the
bridle.
8.1.2 When assessing the strength of tow connections and fairleads on the barge and bridle,
the effect of the tug pulling at its maximum bollard pull in any direction shall be
considered.
8.1.3 All towing equipment shall be in satisfactory condition. Test certificates for all the items
specified in this Section 8 shall be valid and available for inspection. Certificates shall
provide clear identification of the respective equipment.
8.2 Tow Connections

8.2.1 Towline connections to the barge shall be of the quick release type where possible. For
strength purposes they shall be located over the intersections of transverse and
longitudinal bulkheads. They shall also be secured against premature release.
8.2.2 The breaking (ultimate) strength of the tow connections shall conform to the following:
• At least three times the static bollard pull of the tug

• Designed to be greater than the breaking load of the bridle
8.3 Fairleads
8.3.1 Capped fairleads shall be fitted forward of and in line with the tow connection points.
Anti-chafe protection shall be provided along the deck edge.
8.3.2 The breaking strength of the fairleads and their connections to the barge deck shall be
greater than that of the bridle.
8.4 Towing Bridle

8.4.1 The towing bridle shall consist of two legs having an included angle at the apex between
45° to 60° unless otherwise agreed.
25
8.4.2 If the bridle is a chain bridle it shall be composed of stud link chain, with enlarged open
links at each end to facilitate connections. Connection should be made without removal
of the stud from the stud link chain.
8.4.3 If a composite bridle is used it shall comprise two lengths of studded link chain,
extending beyond the deck edge, connected to wire pennants fitted with hard eye
thimbles.
8.4.4 The bridle legs shall terminate in a shackled connection at a towing ring, triangular plate
or other approved device.
8.4.5 The breaking strength of each bridle leg and bridle terminator shall generally be at least
three times the static bollard pull of the tug. Under no circumstances should the
breaking strength of each leg of the towing bridle be less than the MBL of the towing
wire.
8.5 Intermediate Tow Pennant

8.5.1 An intermediate wire tow pennant shall be included between the towing bridle and the
tug's main towline. The pennant shall be fitted with hard eye thimbles, and shall be at
least 10 meters in length.
8.5.2 The breaking strength of the wire pennant shall be no less than that of the main towline
of the tug, and shall be of the same lay as the main towline.
8.6 Shackles
8.6.1 The certified safe working load (SWL) of all shackles included in the towing arrangement
shall be greater than the static bollard pull of the tug to be used. Some reduction in this
requirement may be allowed for a tug with a bollard pull in excess of 100 tonnes, but in
any event their breaking load shall be greater than three times the bollard pull.
8.7 Retrieving Arrangements

8.7.1 A retrieval system shall be provided to recover the bridle in the event of the towline
parting.
8.7.2 The retrieving wire shall be connected at the bridle apex either to the triangular plate or
to an end link of the bridle leg. The wire shall be either led back to a retrieving winch,
26
suitably led via an "A" frame or block arrangement or an alternative system appropriate
for the area of operation shall be provided.
8.7.3 The retrieving winch shall be adequately secured and shall be capable of being manually
operated (even if it has its own power source). The capacity of the winch shall be
sufficient to take the load of the bridle, apex connection, pennant and connections with
some reserve. The winch drum capacity shall be such that the required length of wire
can be spooled.
8.8 Emergency Towing Arrangements

8.8.1 Emergency towing arrangements shall be provided for use in the event of loss of towline
or bridle recovery or other unforeseen circumstances. Two systems are suggested
below although modified forms of these may be accepted:
• Alternative I: Two spare towing connections shall be fitted forward, located inboard of
the main connections. A bridle, which may either be of chain or wire and chain, with a
triangular plate or towing ring at the apex, shall be attached to these connections. The
towing ring shall be secured to the barge by lashings. A pennant, with hard eye
thimbles, shall be shackled to the towing ring and clipped or lashed along the barge side,
outboard of all obstructions. At the stern of the barge a floating line with a buoy attached
shall be shackled to the end of the pennant and streamed astern.
• Alternative II: A single spare towing connection shall be fitted, located on the barge
centerline either forward or aft. If the connection is fitted forward, a pennant shall be
connected to it and led aft to a floating line, as in Alternative I. If the connection is fitted
aft the towing pennant shall be coiled on deck with the floating line connected to it.
8.8.2 The pennants and tow connections shall, in either of the above alternatives, be sized
similarly to the main towing equipment and shall be lead over the top of the main bridle.
27
9 REQUIREMENTS FOR TOWING VESSELS (TUGS)

9.1 General
9.1.1 The proposed tug(s) shall be inspected by the MWS and approval given subject to
condition and suitability of the vessel and its towing equipment, machinery and manning
and fuel requirements for the proposed operation. Documentation required by the flag
state shall be in order and the vessel shall be in Class unless specifically agreed
otherwise with the MWS.
9.1.2 Tugs, as opposed to supply and anchor handling vessels, are recommended for use on
ocean tows. However, each vessel will be considered on its merits and its condition at
the time of survey, account being taken of the nature of the proposed tow.
9.1.3 All towing equipment shall be in satisfactory condition. Test certificates for all items shall
be valid and available for inspection and shall provide clear identification of the
respective equipment.
9.1.4 The towing vessel shall have a spare towline that shall be similar in all respects to the
main towline unless otherwise agreed with the attending surveyor.
9.2 Bollard Pull Requirements

9.2.1 The total environmental load acting on the barge and cargo due to the combined effects
of the following conditions shall be calculated and the minimum tow-line pull required
(TPR) should be calculated to hold the barge at zero forward speed in a fully developed
gale defined as:
• Significant wave height (Hs): 5 meters

• Wind speed: 20 m/s (approx. 40 knots)
• Current: 0.5 m/s (approx. 1 knot)
(Ref: IMO MSC Circ. 884 Guidelines For Safe Ocean Towing.)
9.2.2 In the event of the tow encountering more severe conditions, provided the tow is in open
waters, it can be assumed that for a short duration the tow will drift because it is not
practical for tugs to hold the barge in such conditions.
28
9.2.3 The tow must be able to make reasonable speed with average weather conditions
throughout the passage. It is recommended that the tow be able to maintain a minimum
speed of 5 knots in good conditions, defined as:
• Significant wave height (Hs): 2 meters

• Wind speed: 10 m/s (approx 20 knots)
9.2.4 For benign weather areas, lesser criteria for calculation of TPR may be agreed.
Generally these should not be reduced below 15,0 m/s wind, 2,0 m significant sea state
and 0,5 m/s current, acting simultaneously.
9.2.5 The TPR should be related to the continuous static bollard pull (BP) of the tug(s)
proposed by:
⎛ T ⎞
TPR = ∑ ⎜ BP × e ⎟
⎝ 100 ⎠
where
Te is the tug efficiency in the sea conditions considered, %;
BP is the continuous static bollard pull of each tug;
⎛ T ⎞
⎜ BP × e ⎟ is the contribution to the TPR of each tug;
⎝ 100 ⎠
∑ is the sum for all tugs assumed to contribute to the TPR.
9.2.6 The tug efficiency, Te, depends on the size and configuration of the tug, the sea state
considered and the towing speed achieved. In the absence of alternative information, Te
may be estimated according to the following table:
29
Table 9.2.6 — Estimation of the tug efficiency
Continuous static Tug efficiency (Te) for various sea conditions

bollard pull (BP) %
tonnes Calm Hsig = 2.0 m Hsig = 5.0 m
BP < 30 80 50 + BP BP
30 < BP < 90 80 80 30 + 0.75x(BP-30)
BP > 90 80 80 75
Hsig Significant wave height, metres
BP Continuous static bollard pull, tonnes
Te Tug efficiency, in percentage of the bollard pull
9.3 Towing Winches

9.3.1 The towing vessel shall be fitted with suitable towing winches. Towing from a tow hook
will not be accepted for open sea towage.
9.3.2 Two towing drums shall be provided unless otherwise agreed by the MWS.
9.3.3 Where a second drum is not fitted on the tug for certain tows in benign areas and of
limited duration then means of reconnection must be supplied. The second or
emergency line on the tug shall be in good condition and of the required strength. There
must be suitable means for connecting the rope to the tug and making a rapid re-
connection to the emergency towline on the towed barge while ensuring that the
emergency tow rope(s) are not damaged.
9.3.4 The tow winch shall have a minimum holding power of 3 times the static bollard pull of
the tug at the inner layer on the drum.
9.3.5 All towing winches shall be fitted with an emergency release brake mechanism.
30
9.4 Towline Control

9.4.1 Towing pods where fitted shall be of adequate strength, and well faired to prevent
snagging.
9.4.2 Alternative arrangements for towline control may be accepted. If gog ropes are used
they should be adjustable from a remote station. If a single gog rope system is fitted
then the connection point shall be on the centerline of the vessel. A spare gog rope
shall be provided.
9.4.3 Mechanical or hydraulically operated stops to control the towline shall, if fitted, be well
maintained, and capable of being withdrawn or removed when not in use.
9.5 Towing Wire

9.5.1 For unrestricted ocean towages the length of the main and spare towing wire should
never be less than 650 metres and shall be determined as follows:
L = (BP/MBL) X 1800 Metres
9.5.2 In Benign Areas the length of the tow wire should never be less than 500 metres and
shall be determined as follows:
L = (BP/MBL) X 1200 Metres
9.5.3 For inland tows or very short tows different tow wire lengths may be accepted.
9.5.4 The wire shall be in good condition, free from kinks, snags and with no opening of
strands. Hard eye thimbles or towing sockets shall be fitted.
9.5.5 The MBL of the towing wire shall be no less than the following values:
Bollard Pull (BP) MBL

Less than 40 Tonnes 3 x BP
40 to 90 Tonnes (3.8 – BP/50) x BP
Over 90 Tonnes 2 x BP
(Ref: IMO MSC Circ. 884 Guidelines For Safe Ocean Towing.)
31
9.6 Stretchers
9.6.1 Stretchers shall only be connected between the tug's wire and the intermediate pennant
and not to the bridle apex connection. In general, a stretcher made up as a continuous
loop is preferable to a single line. The breaking load shall at least 1.5 times that of the
main towline, and hard eye thimbles are to be fitted. These ropes are to be in good
condition.
9.7 Tailgates/Stern Rails

9.7.1 For tows not considered as short tows the tailgate or stern rail, if fitted, shall have an
upper rail of radius not less than ten times the diameter of the main towline. Short tows
may be given special consideration.
9.7.2 Anti-chafe gear shall be carried on the tug and fitted as necessary. The stern rail shall
be well faired to prevent snagging.
9.8 Additional Equipment

9.8.1 The following additional equipment shall be carried on board
• Burning and welding equipment for use by the tug's crew during an emergency.
• Damage control equipment.
• A powered workboat for inspection and communication with the barge while undertow.
The tug shall be fitted with adequate means of launching the workboat in open sea
conditions.
• A searchlight to illuminate the tow during nighttime operations, should the tow's
navigation lights fail.
• Portable radio transmitter/receivers for communication should a party have to be placed
on board the tow for any reason.
• An adequate supply of shackles that is suitable for inclusion within the towing
arrangement.
• For all open sea tows the tug shall have at least one portable pump equipped with
means of suction and delivery, a self-contained power unit and sufficient fuel for 12 hrs
operation.
32
9.9 Bunkers
9.9.1 Adequate reserves of fuel and consumables shall be on board for the proposed tow. An
adequate amount of fuel at full speed consumption shall be kept in reserve and
arrangements made for re-fueling if necessary during the tow.
9.10 Manning
9.10.1 The towing vessel shall be manned by a sufficient crew complement who are properly
qualified and experienced. The crew complement should comply with the manning
requirements of the flag state and there should be sufficient crew to deal with
contingencies such as the parting of a tow wire and the need to board the tow.
33

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DOCUMENT CONTROL SHEET

GUIDELINES FOR MARINE OPERATIONS

1 January 2007 Completely revised and updated JCT DB AJS

0 May 2003 Reformatted version of original document VK DB AJS

Rev. Date Reason For Issue Author Checked Approved

LOC Doc. Title Barge Transportation

LOC Ref No. LOCG-GEN-Guideline-002

LOC Field Marine Operations Guidelines

1.1. Scope of Guidelines 1

1.3. Reference Documents 3

1.4. Certificates of Approval 3

2. PLANNING OF MARINE OPERATIONS 4

2.2. Transportation Documentation 4

2.3 Safety Procedures, Emergency and Contingency Plans 5

2.4 Towing Routes 5

2.5 Vessel and Tow Gear Surveys 6

2.6 Design Environmental Criteria 7

2.7 Tow Simulations 8

3 MOTION RESPONSE CRITERIA 9

3.2 Standard Motion Criteria 9

3.3 Inland and Sheltered Water Criteria 10

4.1 Intact Stability 12

4.2 Intact Dynamic Stability 12

4.3 Damage stability 13

4.4 Damage Dynamic Stability 13

5 GRILLAGE, SEAFASTENINGS AND CARGO DESIGN 15

5.1 Loads During Transportation 15

5.5 Barge Strength 17

5.6 Cargo Strength 17

5.7 Internal Seafastenings 18

6.1 Departure Criteria 19

6.2 Weather Forecasting 19

6.3 Draft and Trim 19

6.4 Pre-Sail-Away Checks 20

6.5 Communication and Reporting 20

6.6 Offshore Handover 21

7 REQUIREMENTS FOR BARGES 22

7.3 Technical Information 22

7.5 Watertight Integrity 23

7.6 Barge Deck Openings 23

7.7 Mooring Arrangements 23

7.8 Navigation Lights and Shapes 23

8 BARGE TOWING ARRANGEMENTS 25

8.2 Tow Connections 25

8.4 Towing Bridle 25

8.5 Intermediate Tow Pennant 26

8.7 Retrieving Arrangements 26

8.8 Emergency Towing Arrangements 27

9 REQUIREMENTS FOR TOWING VESSELS (TUGS) 28

9.2 Bollard Pull Requirements 28

9.3 Towing Winches 30

9.4 Towline Control 31

9.5 Towing Wire 31

9.7 Tailgates/Stern Rails 32

9.8 Additional Equipment 32

1.2.5 COLREGS: International Regulations for Preventing Collisions at Sea, 1972 as

1.2.6 Contingency Plan: Pre-considered response to a deviation from an intended course of

1.2.9 IOPP: International Oil Pollution Prevention Certificate (ref MARPOL).

1.2.11 MBL: Minimum Break Load

1.2.12 MWS: Marine Warranty (Insurance) Surveyor.

1.2.13 Safety Management Certificate (SMC) – Document of Compliance (DOC): A document

1.2.16 SOPEP: Shipboard Oil Pollution Emergency Plan

1.2.18 Unit: The combination of cargo and barge.

1.3. Reference Documents