M/V Sharief Falcon: Refer IRS Letter E-167873-223409 Dated, October 04, 2022

PMA-SOM-09-22
ANCHOR HANDLING Revision: 00

TOWING MANUAL Original date: 11.09.2022
M/V. SHARIEF FALCON Prepare by: ALLIANZ MARINE
Approved by: HSE &OPS Manager
M/V SHARIEF FALCON

IMO No.: 9543158 SEE LETTER:E-167873-223409
APPROVED
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DATE:04 Oct 2022
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NDI
ANREGI
STEROFSHI
PPI
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MUMBAI
TOWING MANUAL BOOKLET
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VESSEL MANGERS:
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ALLIANZ MARINE SERVICES.

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The Onxy Tower 1, Office No# 1001, The Greens, Sheikh Zayed Road,
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Post Box: 233926, Dubai, UAE.

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TEL: +971-4-3584388 FAX: +971-4-3584389

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EMAIL: ops@allianzmarine.org
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WEB: www.allianzmarine.org
Revision 00. Original Date: 11/09/2022. Version date: NA Page 1 of 283

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TABLE OF CONTENTS:
1.0 INTRODUCTION
2.0 COMPANY PROFILE & OBJECTIVE
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3.0 VESSEL PARTICULAR
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4.1 DEFINATION
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4.2 SCOPE AND APPLICATION
5.0 TOWLINE SYSTEM COMPONENTS 5-1
4,
INTRODUCTION
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5-2 TOWLINE SYSTEM COMPONENT
5-3 MAIN TOWING HAWSER
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5-3.1 WIRE ROPE HAWSER
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5-3.2 SYNTHETIC HAWSER
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5-4 SECONDARY TOWLINE 13
5-5 ATTACHMENT POINTS
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5-5.1 WINCHES AND TOWING MACHINES
5-5.2 BITTS
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5-5.3 PADEYES
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5-5.4 SMIT TOWING BRACKET da
5-5.5 TOWING HOOKS
5-5.6 CHOCKS
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5-5.7 FAIRLEADS
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5-6 CONNECTING HARDWARE (JEWELRY)

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5-6.1 SHACKLES
5-6.2 WIRE ROPE TERMINATION
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5-6.3 SYNTHETIC LINE TERMINATION

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5-6.4 SYNTHETIC SPRING

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5-6.5 BRIDLES
5-6.6 PENDANTS
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5-6.7 CHAIN STOPPER, CARPENTER STOPPER & PELICON STOPPER

5-6.8 CHAFTING GEAR
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5.7 LIST OF TOWING GEARS & ARRANGEMENT 5-7.1

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LIST OF COMMUNICATION
6-1 TOW PLANNING AND PREPERATION
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6-2 INTRODUCTION
6-3 LESSONS LEARNED
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6-4 STAFF PLANNING

6-5.2 MANNED TOWS
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6-5.3 TUG SELECTION

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6-5.4 SELECTING THE NAVIGATION TRACK

6-6 TOWING RESPONSIBILITIES
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6-7 PREPARING THE TOW

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6-7.1 TOWED VESSEL PROPELLER PREPERATION

6-7.2 REMOVING PROPELLER
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6-7.3 LOCKING PROPELLER

6-7.4 ALLOWING PROPELLER TO FREE WHEEL
6-7.5 STERN TUBE
6-7.6 BALLASTING OR LOADING FOR PROPER TRIM
6-7.7 BALLASTING FOR PROPER STABILITY
6-7.8 INSPECTION THE TOW FOR STRUCTURAL DAMAGE
6-7.9 LOCKING THE RUDDER
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6-7.10 INSTALLING NAVIGATIONAL LIGHT

6-7.11 SELECTING THE RIG
6-7.12 PREPARING TANK VENT
6-7.13 PREPARING FOR A RIDING CREW
6-8 ACCEPTING THE TOW
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6-8.1 INSPECTING THE TOW
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6-8.2 UNCONDITIONALLY ACCEPTING THE TOW
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6-8.3 ACCEPTING THE TOW AS A CALCULATED RISK
6-8.4 REJECTING THE TOW
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6-8.5 PREPARING FOR DEPARTURE
7-1 TOWING PROCEDURE
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7-2 INTRODUCTION
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7-1.1 PLANNING OF THE TOW
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7-1.2 ENGINE REVOLUTION DURING TOW
7-1.3 TOWING SELF PROPELLED RIGS ( OR OTHER VESSEL )
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7-3 INITIATING THE TOW
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7-2.1 ACCELERATING WITH A TOW
7-2.2 GETTING UNDERWAY FROM A PIER
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7-2.3 EMERGENCY CONNECTION TO A DISABLED VESSEL OR DERELICT
7-2.4 APPROACHING A DRIFTING TOW
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7-2.4.1 ESTABLISHMENT THE RELATIVE DRIFT da
7-2.4.2 SIMILAR DRIFT RATE
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7-2.4.3 DISSIMILAR DRIFT RATE
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7-2.4.4 PASSING THE TOW LINE

7-2.4.5 DISCONNECTING TOW WIRE
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7-2.4.6 EMERGENCY RELEASE OF TOW

7-2.4.7 TOWING IN BAD WEATHER
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7-2.4.8 TOWING IN SHALLOW WATER

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7-2.4.9 TOWING BY TWO OR MORE VESSEL AND RESPONSIBILITIES OF LEAD

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TUG
7-2.4.10 MAKING APPROACH
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7-2.4.11 METHODS OF POSITION FIXING

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7-2.4.12 ENTERING BUOY PATTERN

7-2.4.13 SLOWING THE TOW DOWN
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7-2.4.14 TOWING A CARGO BARGE IN A HIP TOW

7-2.4.15 ANCHORING A MANNED BARGE A TOW
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7-4 EMERGENCY TOWING PROCEDURE

7.4 TOWED OBJECT FLOODING
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8.0 NOTES FOR THE TOWING OPEARTION

9.0 ORGANIZATION
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9.2 RISK ASSESSMENT & RISK MATRIX

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10 ANNEXURES
11. REVIEW, APPROVAL, REVISION AND IDENTIFICATION OF CHANGES
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SECTION 1: Introduction
- This Manual is intended to provide guidance for safe anchor handling operations on board this vessel. It
should be read in conjunction with Company procedures, international guidelines and specific procedures
provided by charterers.
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- Anchor handling involves a number of special marine operations. The high tensions experienced in chains
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and wires may cause high heeling moments and may cause high transverse and/or astern movements of the
anchor handling vessel. The vessel’s motion through the water may also be affected by high hauling
speed on the anchor handling winch or as result of any loss of bollard pull. The vessel may be pulled astern
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at speed by the tension in a heavy anchor arrangement. Any simultaneous loss of thrust, for any reason,
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on the vessel may lead to a rotation which would lead to considerable extra transverse forces. Environmental
conditions will also influence the operations. For these reasons the vessel’s stability needs to be closely
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monitored.
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- Operations on deck involve other hazards of which all personnel should be aware. Familiarity with the contents
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of this manual is essential to all personnel involved in the anchor handling operations. Teamwork is essential.
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- It is not possible to describe every situation as all jobs are different but general guidelines for stability, winch
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handling and anchor handling operations are given below.
- The Master or any person, having any concerns about the Operation, will ‘STOP THE JOB’.
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SECTION 2: Objectives
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The objective of the Company is to provide a safe and quality assured service.
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Ensuring compliance with relevant regulations and standards in force;

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Ensuring compliance with safe working practices and maintaining a safe and healthy work
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environment;
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Maintaining the units, plants and equipment so as to ensure reliable performance;

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Identifying potential hazards to health, safety and the environment associated with the operations,
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evaluating the risks and establishing necessary safeguards;

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Continually improving the QHSE awareness and professional competence of the employees by
providing appropriate training including preparing for emergencies;
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Providing quality service to our customers and periodically reviewing the requirements of the
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customer to bring about improvement in our service.

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The objective of the Towing Manual is:

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To prepare the towed object and the towing vessel for the towing operation as per the requirements
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laid down by DGS;

Conduct the towing operation with utmost safety and concern for the environment;
Provide simplified yet effective procedures to promote the maritime trade in Indian coastal waters and
such operations proceeding overseas from Indian shores.

PMA-SOM-09-22
COMPANY QHSE POLICY:
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COMPANY INTRODUCTION:
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SECTION 3 : VESSEL PARTICULARS:
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SECTION 4 DEFINITIONS:
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a) “Certified Towing Vessel” means dedicated vessel designed, constructed and certified by the
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Flag Administration or Recognized Organization (RO) of the Flag & equipped with towing winch(s) or
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towing hook with release arrangements as the case may be.
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b) “Certified Towing Gear/ Equipments” means all certified towing gear / equipment’s as
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stipulated in the approved towing manual duly inspected and certified by the Flag / Recognized
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Organization (RO) for its fitness for the purpose of towing operations.
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c) “Certified Towage” means duly inspected & certified towing vessel and the certified towed ship/
object etc. as well as its certified towing equipment’s, having lawful cargo/goods/ certified cargo
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securing arrangements (stowage) and qualified master/ crew or persons if manned as per this
notice.
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d) “Certified Towed Object / Ship/vessels/Other Structure etc.” means ship/vessel/object etc.,

designed constructed and certified by the Flag Administration or Recognized Organization (RO) of
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the Flag.
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e) “Dry Tow” means the tow which is not falling under the category of wet to includes certified or
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uncertified tow.
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f) “Risk” means an undesirable outcome in the process of meeting an objective, performing task or
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engaging in an activity.
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g) “Specified Area of Operations” in terms of this notice means is the area of origin from Indian
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Ports/Places/ODA beyond steel structure etc., for which appropriate Certification by the
RO/MMD/DGS or Flag as the case may be is required.
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h) “Uncertified Tow “means any tow proceeding to sea which is not inspected and certified by the
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Flag Administration or Recognized Organization of the flag.

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i) “Wet Tow” means towed object i.e. partially or fully submerged namely pipeline, buoy, or oil rig
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part etc, travelling short distance in the field of Offshore Oil Development Area (ODA) or other
Coastal Waters of India or Overseas this may include certified or uncertified tow. Port/Inland Waters
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to other Ports, along the Indian Waters, within ODA and overseas and vice a versa through sea.
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PMA-SOM-09-22
j) “Special Movement of Towage” in terms of this notice means is the conduct of towing operations
within specified Area of Operations where the tow is likely to pose higher hazards or pose serious
danger to the shipping during such operations, and may include, tow having project cargo, rigs,
hazardous cargoes and ship hulk including incomplete
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k) "HarbourTowing" means towing with in harbour limits
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l) "Coastal Towing" means towing operations within the coastal waters of the state, In indin context
it means towing from one Indian port to another Indian port with distance from nearest land not to be
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more than 20 nautical miles during the towing voyage and may cross gulfs or similar features
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recognized by the administration as part of the coastal service.
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m) "Ocean Towing" means towing operations where the distance between designated ports of
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refuge or safe anchoring along the route is more than 24 hours, taken into weather conditions.
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n) "Coastal Waters" means area within 20 NM (as decided by the port authority) from the nearest
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port.
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o) "Bollard Pull" - Documented continuous bollard pull
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SECTION 4.1
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SCOPE AND APPLICATION

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The guideline mentioned in towing manual is applicable to National/International Ocean towing from
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one state to another state. These guidelines may also be used for any other ocean towing operation.
These guidelines are to be applied for commercial towage operation, which is not in the nature of
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salvage. Briefly describing for the ship concerned:

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Inland / Coastal/ ODA/ Emergency/ Ocean/ Unconventional towing including towing of odd object
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The fair and foul weather seasons on the Indian coast are as enumerated below:
Fair Weather Season
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The MS Notice issued by DGS has specified the fair-weather season as under:
In the Arabian Sea: 1st September to 31st May
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In Bay of Bengal: 1st December to 30th April

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Foul Weather Season

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The MS Notice issued by DGS has specified the foul weather season as under:
In the Arabian Sea: 1st June to 31st August
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In Bay of Bengal: 1st May to 30th November

Important - Towing operation during the foul weather season is generally discouraged by the
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Directorate General of Shipping.

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PMA-SOM-09-22
TOWLINE SYSTEM COMPONENTS 5.1 Introduction
This section presents guidance on the use of the wide variety of components available for use in
towing. Tow planners and tow ships should carefully consider relative advantages and disadvantages
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of each component when designing a tow rig. Consideration should be given to durability, availability,
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ease of handling, and other pertinent factors.
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5.2 Towline System Components
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The towline system is made up of many components. A tow hawser often called the towline or towline
connection is only one component of the towline system. Figure 5-1 illustrates a complete towline
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system. A towline system includes attachment points, rope terminations, and tension components
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such as chain pendants, wire rope pendants, and spring pendants. These elements are joined by
shackles, links, or other connecting hardware.
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A towline system is the tension-carrying link between tug and tow and must be able to withstand
steady loads, as well as dynamic peak loads, often called shock loads. The primary materials used in
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tension members are wire rope, synthetic fiber lines, and chain.
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All items must be sized for the towing loads with an appropriate factor of safety. Size and
compatibility are key considerations. The following is a list of factors that influence selection of the
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components of a towing system:
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• Strength (static loads, dynamic loads, fatigue) • Ability to nondestructively inspect

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• Elasticity (stretch vs. load over a full range of loads and over the lifetime of material, set or
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permanent stretch)
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• Predictability (strength and compliance)

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• External abrasion resistance

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• Internal abrasion resistance (related to fatigue life)

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• Weight and specific gravity

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• Survivability in a specific environment (effects of corrosion, ultraviolet light, sea water, acids,
temperature, moisture)
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• Ease of handling (surface characteristics: slippery, sticky, pliable, minimum bend radius)
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• Stowage (volume shrinkage upon drying, flexibility) • Adaptability to fittings and terminations
• Compatibility of fittings and terminations
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In various towing applications, one or more of these factors may have a predominant influence on the
choice of material. Chain, for example, often is selected as a chafing pendant or bridle because of its
abrasion resistance and survivability. When used as a leader chain (see Figure 5-1), provides
elasticity through catenary action rather than through material stretching. Likewise, polyester may be
suitable for a tow hawser or spring, but would not be selected as a chafing pendant. Wire rope is
generally favored for use as a tow hawser on ocean tugs because of its strength and reasonably high
abrasion resistance, with its flexibility, stow ability, and ease of handling also being important.
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5.3 Main Towing Hawser
The tow hawser is the primary tension element of the towline system. Tow hawsers are normally wire
rope or a synthetic line. The end of the hawser that extends to the tow is usually equipped with an
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end fitting such as a socket, thimble, or spliced eye; if the tug doesn’t have a towing machine or
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winch, both ends of the hawser may have fittings. When the tow hawser is part of a tug’s equipment,
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it is stowed on the drum of the towing machine, or in the case of synthetic line, in a bin below deck.
When the tow hawser is part of the towed vessel’s equipment, it may be stowed on a storage drum,
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reel, or brackets, or faked down in a tub, ready for use.
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5.3.1 Wire Rope Hawser
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Before the development of wire rope in the 19th century, the primary material used for tow hawsers
was natural fiber line made from manila, sisal, and hemp. As ships became larger, the diameter of
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natural fiber lines increased to the point where handling and storage became difficult. Because of its
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superior abrasion resistance and strength-to-weight and strength-to- size ratios, wire rope rapidly
replaced natural fiber lines for towing hawsers. Wire rope was accepted for towing despite being far
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less elastic than natural fiber lines. At first, elasticity loss was countered by using long spans of
hawser, where the weight of the wire rope formed a catenary in the wire and provided a measure of
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Later, tow ships often used manila spring pendants, or “springs,” in conjunction with wire rope to
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provide the needed elasticity. Today, synthetic fiber springs perform this function and are common in
commercial practice.
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5-3.2 Synthetic Hawser

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When synthetic fiber line was developed for commercial applications, it began to replace manila rope
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for towing springs and hawsers on small tugs. Synthetics also gained acceptance as open-ocean
towing hawsers, often replacing wire rope. The elasticity of synthetic hawsers easily absorbs tension
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caused by motion to experience problems, however, when using nylon line as the peak load
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mitigation system.
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Some of the problems were due to nylon being weaker when wet than when dry.
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Additionally, the safe working load (SWL) and factors of safety for nylon in the marine environment
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had not been adequately defined.

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5-4 Secondary Towline

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A secondary towline shall be rigged on all tows. The secondary towline is intended for emergency,
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short-term use. It may be of lesser strength than the primary towline (although it does not need to be)
and is often made up with synthetic line. Rigging methods will vary, depending on whether the tow is
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PMA-SOM-09-22
manned or unmanned. A secondary hawser is placed on the tow and is generally led down one side
of the deck edge, rigged with a heavy messenger led outboard of the ship’s structure, and terminated
by a lighter floating pendant with a marker buoy trailing astern of the tow. This system is rigged so
that the tug merely recovers a trailing messenger and heaves aboard the secondary towline for
connection to the hawser. A secondary tow system can be rigged to tow from either the bow or stern.
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5-5 Attachment Points
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This section discusses various types of attachment points on tows and describes the loading various
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types of attachments may be subjected to. Every possible effort should be made to ensure that an
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attachment point is subjected to only one type of load in a known direction.
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Horizontal and vertical pad eyes, for example, should be subjected to a force only perpendicular to
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the axis of the pin.
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The attachment points on tugs and tows transmit the towing load from the towline to the vessel.
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Attaching the towline system is of vital importance and must be given careful consideration with
regard to seamanship, rigging, and basic engineering mechanics.
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Attachment to the tow may be at a hard point specifically intended for towing, such as a deck pad
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eye, chain stopper, or specialized towing bracket, although many ships do not have an attachment
point specifically designed and fitted for towing. Some commercial ships are not designed to be
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towed, or the tow attachment is located somewhere other than originally designed. Often
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attachments require use of fittings or gear intended for other purposes, such as single point mooring
(SPM) fittings, bitts, anchor chain holding fittings, or the tow’s anchor chain. Sometimes, for planned
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tows, a new attachment point will be installed. The attachment point shall be inspected for planned
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tows. Non distinctive testing (NDT) shall include visual inspection of the attachment point and
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surrounding area and a dye-penetrant test of the pad eye or bitt attachment points is recommended.
If there is any doubt about the strength of the pad eye or attachment point, further testing and repairs
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are required.
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For an emergency tow, a makeshift connection, such as a heavy chain wrapped around a strong
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foundation, may be used. In every case, the material condition of the fittings and structures should be
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carefully inspected.
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Activity preparing a tow must arrange for engineering analysis to ensure a safe connection. An
important factor when locating and installing an attachment point is the need for an integrated
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attachment point and fairlead system.

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A fairlead ensures that the tow load is applied in the designed direction, i.e., no side loading.
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Therefore, attention should be paid to both the attachment point and the fairlead.
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A common failure of the attachment system involves gross structural failure of either the attachment
point or fairlead. This problem is especially relevant when towing mine craft, non- oceangoing craft,
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and wooden, aluminum, or fiberglass vessels. Fairleads on these types of vessels may not be strong
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enough to withstand towing loads.
5-5.1 Winches and Towing Machines
Although wire rope is somewhat easier to handle than wet manila line of equal strength, it cannot be
faked out on deck when hauled in. Powered winches and towing machines were a natural evolution,
providing the inhaul and storage features for wire rope hawsers, while eliminating the use of bitts and
PMA-SOM-09-22
hooks.
The principal functions of towing machines are:
• Acts as a hard point or attachment point for securing the towline to the tug.
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• Pays out and heaves in the towline during towing operations.
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• Transports or stows the towline as it is heaved in.
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• Acts as a quick-release device for disconnecting a towline if necessary during an emergency.
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• Acts as an automatic tension control device to limit or relieve peak dynamic loads in a towline
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system, thereby enhancing the life and utility of the equipment, increasing maximum speed, and
increasing safety.
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• Monitors and displays tow hawser conditions such as tension and scope.
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A towing machine has a power-driven drum that serves as an attachment point and stores unused
portions of the wire rope towing hawser.
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The powered drum is used to control the length of wire towline. More sophisticated machines also
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have an automatic reclaim capacity, which hauls back the hawser when tension decreases. Towing
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machines have a free-spooling feature that serves as a quick disconnect system for the towing
hawser.
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5-5.2 Bitts
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A bitt is a strong post used for belaying, fastening, and working ropes, hawsers and mooring lines.
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Bitts usually appear in pairs and are named according to their use. The term bollard is occasionally
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applied to a bitt, but more commonly is applied to a device on a pier for securing mooring lines.
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Towing or H-bitts are heavy steel castings or weldments secured to the ship’s structure. Generally
located near the tug’s pivot point, they provide the hard point that sustains athwart ship loads imposed
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by a towline when it sweeps the fantail. In tugs fitted with towing machines, the H-bitts are used to
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fairlead the main tow hawser to the drum to prevent transverse strain on the level wind mechanism
and are used to stop off the tow wire when is not recommended; such use is usually restricted to de-
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beaching operations or other instances when isolating the towing machinery from hawser tension is
necessary.
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5-5.3 Pad eyes

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The most frequent means of attaching a towline to the towed vessel is by means of a pad eye.
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Three distinct types of devices collectively are referred to as pad eyes. Personnel rigging the
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connection must understand design features. The three types of pad eyes found in towing are:
• Horizontal pad eye
• Vertical free-standing pad eye
• Towing bracket
PMA-SOM-09-22
Their distinctive feature is that the pin has a vertical axis. The towline, therefore, is free to sweep in the
horizontal plane, while constrained in the vertical plane.
There are two types of horizontal pad eyes in use today.
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• The integral-pin type comes with its own pin, with the female threads located in the base plate of the
pad eye. A locking device prevents pin rotation. This style pad eye has a lower profile, so the moment
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arm of the towing load is correspondingly lower to the deck. This allows for lower loading moments
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and eases the design of the structure. Additionally, the integral-pin pad eye allows the open or end
link of a chafing chain to be pinned directly to the pad eye, requiring no additional connecting jewelry.
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• The shackle-style pad eye is located on the forecastle. It is the standard fitting for the attachment of
chain stoppers to the forecastle deck. When using horizontal pad eyes, there is often insufficient
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space to accommodate the bolt of a safety shackle due to the pad eye’s low profile. chain stoppers
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are provided with a specially forged, screw pin shackle that is appropriate for use in a towing rig.
Chain stoppers and their associated pad eyes are nominally designed for only 60 percent of the
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anchor chain’s breaking strength. The strength of chain stoppers and their associated pad eyes must
be considered when using them as components in a towing system.
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The difference is in the shape of the eyehole.
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The eye of a shackle-pin type pad eye is a cylindrical hole through the plate designed to accept the
pin of a connecting shackle. In the dipped-shackle type pad eye, the hole is elongated and the
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bearing area of the hole is rounded so that the bow of the shackle can properly bear against the end
of the slot. In this case, the shackle’s pin is presented to the chafing pendant.
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The vertical free-standing pad eye is less resistant to lateral loads than the horizontal pad eye.
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The free-standing pad eye must be used with a towing fairlead strong enough to withstand the lateral
loads of the towline, to minimize the risk of tripping the pad eye. The width of the shackle-pin type
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pad eye plate should occupy 75 to 80 percent of the jaw width of the shackle, to prevent it from
racking and creating loads that tend to open the jaw of the shackle.
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5-5.4 Smit Towing Bracket
The Smit Towing Bracket consists of two vertical plates, similar to a pair of free-standing pad eyes,
2
with an elliptical pin fitted between them. The pin is fitted with a keeper key or locking pin and can be
2
released in an emergency. The principal advantage of the Smit Towing is accomplished by removing
20
the locking pin and driving the striking bar to port with a sledge, allowing the main pin to slide out of
the pear-shaped link.
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The design uses no shackle. This style of towing attachment, like the vertical free-standing pad eye,
is susceptible to tripping loads and is dependent upon the fairlead chock.
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In all cases, the dimensions must be checked carefully to ensure that properly sized jewelry is
available to make the connection.
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Towing hooks rarely are seen, but may be found on ocean going tugs. They are heavy steel hooks
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mounted on vertical pins that allow them to swing. Each hook is shock-mounted by using a heavy
compression spring and fitted with a quick-release device that trips the hook, much like a chain
stopper. The compression spring provides a small amount of dynamic load relief for the towline
system.

PMA-SOM-09-22
5-5.6 Chocks
2
Most tows make the towline connection on deck. Whether using a bridle arrangement or a single
2
point connection, the selection of the point where the towline (or bridle legs) crosses the deck edge is
20
critical to protect both the towline and the towed ship’s structure. These robust points include bull
noses, closed chocks, and roller chocks with a generous radius.
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Planned tows often will involve installation of a special fairlead, because the radii of chocks and other
fittings designed for mooring are generally not sufficient for towing. Emergency tows generally must
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make do with whatever is available, remembering that towline chafing and structural damage to the
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tow are probable. In this case, the towline component crossing the deck edge will usually be a chain,
heavier in size than otherwise would be required for strength alone.
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5-5.7 Fairleads
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Fairleads are used to lead mooring lines around obstructions and align them properly with winches or
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capstans. Fairleads are located to accommodate lines from both sides of the ship. Fairleads usually
have rollers to reduce line wear.
9
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5-4 Connecting Hardware (Jewelry)

23
Connecting hardware or towing jewelry used to rig the tow system include a variety of shackles, chain
2
detachable links, special fittings such as flounder plates, splices and end terminations for wire and
3-
synthetic line. This hardware is used to connect the various portions connected by using offset plate
shackles and pear shaped detachable links.
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5-6.1 Shackles
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Shackles are of generally are of two types viz. Anchor and Chain Shackle depends on purpose of
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deployment
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5-6.2 Wire Rope Terminations

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Three types of wire rope terminations are normally used in Navy towing applications: swaged,
spliced, and socketed. The wire rope swaging process attaches fittings to wire rope by means of cold
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plastic flow of metal under extremely high pressures.

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The process uses hydraulic presses in conjunction with suitable dies. The swaged fittings are
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usually made of special alloy steels. An advantage of this process is low cost and high efficiency.
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Swaged eyes are more common than spliced eyes. Existing swaging technology is so highly
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advanced that virtually all types of wire rope terminations can be made. Properly made swaged eyes
develop 85 percent of the strength of the wire. Swaged terminations are applied only to wire rope with
wire rope cores. A fiber rope core wire can be swaged by replacing the fiber core at the termination
with a strand of wire.
The second type of wire rope termination, the hand-spliced eye, has less strength than the breaking
strength of the wire. For instance, 15/8-inch to 2-inch hand-spliced eyes have 75 percent of the
PMA-SOM-09-22
breaking strength of the wire, while 2 1/4-inch and larger wires have an efficiency of 70 percent.
Nonetheless, hand-splicing enjoys continued popularity because of field repair capability.
A subset of a wire splice is the use of wire clips. This is the preferred over the hand splice because it
can withstand 80 percent of the wire’s breaking strength if completed properly. Both the hand-splice
2
and the wire clip termination have less strength than the breaking strength of the wire and should be
2
used only in an emergency (such as damage to or loss of the normal end fitting).
20
The third type of termination, the poured zinc or Spelter socket, is very common and is prepared in
4,
accordance with NSTM. This termination will withstand 100% of the rope’s breaking strength if
prepared properly. The end of the rope is seized and the strands are unlayed all the way to the
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individual wires. This broomed end is inserted into the socket and secured in place with the poured
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zinc. Epoxy-type poured sockets are not suitable for towing purposes.
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5-6.3 Synthetic Line Terminations
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In general, the same methods are used for splicing synthetic lines as for natural fiber line. When
splicing a synthetic fiber line, however, exercise care to maintain the stranded form. If this is not
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done, the strand will collapse and form a bundle of tangled yarns.
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Also, since the felting action (tendency to mat together) of synthetic fiber is considerably less than
that of natural fibers, more tucks are needed to produce a safe splice. This is generally true for lines
9
of plaited construction. For guidance in splicing single or double braided lines, consult the
40
manufacturer’s recommendation
23
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5-6.4 Synthetic Spring

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A spring is a line made of material exhibiting elastic behavior. In towing, a spring absorbs shocks due
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to dynamic loading of the towing system; this is one reason that the ocean towing industry first
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became interested in nylon and other synthetic fiber lines. Nylon replaced manila in hawsers and
spring pendants because of its superior elasticity and because it is smaller, lighter, and easier to
handle than manila of similar strength. Polyester has replaced nylon in most synthetic line towing
applications.
5-6.5 Bridles

PMA-SOM-09-22
If the tow has a configurational, operational, or directional stability problem that makes a single
pendant inadequate, a bridle should be rigged. Barges with square bows are rigged with bridles
because of the stabilizing effect produced by pulling from both legs of the bridle. Some barges have a
hull form and/or appendages that increase the directional stability of the barge; these barges may be
rigged with a pendant, rather than a bridle, attached on centerline. Chain is the preferred material for
bridles in deep ocean towing and often complements or substitutes for the wire pendant. Chain’s
2 2
advantage over wire comes from its greater weight per foot, which deepens the catenary, and from its
20
superior resistance to chafing. As a rule of thumb, the size of the chain to use for bridles and
pendants should be at least equal to the size of chain used to anchor the tow.
4,
The flounder plate, or fish plate, is a component of a typical towing bridle. A flounder plate is
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designed to distribute the towing force of a tug’s hawser to the separate legs of a bridle.
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5-6.6 Pendants
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A pendant is often used between the tow and towing hawser to facilitate the rigging problem of
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connecting heavy components. This is called a “lead” or “reaching” pendant. The lead pendant
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usually is wire rope and should have the same breaking strength as the main hawser.
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5-6.7 Chain Stoppers, Carpenter Stoppers, and Pelican Hooks

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The term “stopper,” as used in seamanship, describes a device or rigging arrangement that is used to
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temporarily hold a part of running rigging or ground tackle that may come under tension. There are
many types of stoppers and methods of attaching them to the tension members. Most stoppers
cannot be released under load and require the held line to be heaved in to slack the stopper and
allow its removal. Some stoppers, however, such as the pelican hook and carpenter stopper, can be
released when under load.
In towing applications, the stopper is usually connected to the deck pad by means of chain shackles.
PMA-SOM-09-22
It is used to hold a towing pendant on deck during the hookup and breaking of a tow.
2 2
5-6.8 Chafing Gear
20
Chafing gear is usually used to reduce wear on both the hawser and the tug’s structure.
4,
Chafing gear includes materials such as mats, battens, strips of leather, canvas, grease, worming,
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parcelling, roundings, and serving. Material specifically manufactured for chafing gear is also
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available and works very well. These materials lessen or prevent towline chafing and are applied at
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the point where the towline crosses the stern rail or other structure.
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Another method to control chafing is to periodically adjust the scope of the wire to reduce the wear on
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any one point. The amount of time between adjustments will depend on the behavior of the tow and
the sea state. This is called “nipping” the wire or “freshening the nip.”
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PMA-SOM-09-22
5-5 LIST OF TOWING GEARS ARRANGEMENT
2 2
20
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PMA-SOM-09-22
No. Name (Deck Fittings) Particulars
1 Towing Winch Drum Capacity= 1000m x Ø56mm Brake Holding – 200T. (Static 1st Layer)
22
20
4,
5-7.1 LIST OF COMMUNICATION EQUIPMENTS
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COMMUNICATION EQUIPMENT
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1. VHF DSC 1
2. VHF DSC 2
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3. SSAS
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4. MF/HF TRANSCEIVER
5. INMARSAT C
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6. NA VTEX
7. AIS
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8. SART-1 da
9. SART–2
10. GMDSS PORTABLE VHF
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11. EPIRB
12. RADAR
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PMA-SOM-09-22
SECTION 6
TOW PLANNING AND PREPARATION
2 2
6-1 Introduction
20
Because each tow is unique, the planning, preparation, and execution have to be carefully worked
4,
out each time. Tow preparations must be meticulous, uncompromising, and farsighted.
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Incidents involving loss of tows have demonstrated an absolute need for a thoroughly professional
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approach to towing. Tows have been damaged and lost by inattention to the basic principles of
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proper planning and preparation.
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The plan must cover all aspects of the tow and anticipate worst case scenarios. Planning a tow
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includes training personnel, practicing basic procedures, and devising safe evolutions.
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This section discusses tow planning and preparation in general terms.
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6-2 Lessons Learned da
9
As coastal/seagoing towing has evolved, several obvious lessons have been learned. Planning and
40
task analysis for towing operations, avoid the following situations when possible:
23
• Keeping tugs waiting while tows are being prepared or disposed of after the mission has been
accomplished. In this connection, when the draft of the towing tug is too great for the depth of the
2
water at either terminal, advance arrangements should be made to deliver or to take over the tow
3-
before the arrival of the deep sea tug.

87
• Employing large tugs to do work that available smaller and less powerful or less seaworthy tugs can
do.
67
• Employing small tugs to undertake work beyond their capacity.

• Employing tugs designed or especially suited for combat zone duty in rear areas.
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Large salvage tugs are well suited for combat towing and for emergency salvage or fire fighting in
combat areas.
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• Employing tugs that cannot survive moderate damage in forward combat areas. Survival factors
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include stability, reserve buoyancy, and subdivision, as well as being armed to ward off attacks by
enemy planes.
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• Routing tugs with large tows over areas where the water is too shallow for the hawser ’s catenary.
Arrangements should be provided for shortening the towline where necessary. Tows are frequently
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lost or involved in difficulties due to the towline fouling on submerged objects.

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• Unnecessarily employing tugs for standby duty on salvage or rescue operations.
Tugs should not be ordered to stand by unless there is a definite possibility that their services may be
needed and they are capable of rendering the service likely to be required. • Diverting rescue tugs
from areas where tugs equipped with rescue facilities, such as salvage or fire fighting, may be
required.

PMA-SOM-09-22
• Employing tugs for tows that could be undertaken by other craft scheduled to make the same
passage, or by a ship that could be more easily made available than a tug.
6-3 Staff Planning
2
The underlying issue of staff planning is sequencing all the required aspects of preparing the tow.
2
Orchestrating preliminary, operational, and post mission requirements is a fleet or group staff
20
planner’s mission. Care must be taken in planning a tow to select the proper gear and deciding on a
route and departure date. In doing so, a tug may avoid adverse weather conditions that might subject
4,
the towing systems to loads that exceed its safe working load.
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6-4 Towing Ship Selection
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In an ideal world, the staff planner would be able to match tug characteristics to the type of tow to
perform the tow in a cost effective manner. Because the fleet has been reduced in size, planning
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appears to be easier because the potential combination of choices is fewer with fewer towing assets.
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In reality, planning is more difficult because the staff planner often cannot properly match the size and
resistance properties of the towed vessel to the horsepower and bollard pull of the towing vessel.
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Fleet planners are sometimes forced to improperly size the ocean tug to the tow.
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Consequently, the only vessel available to tow a small, low resistance hull may be the largest and
most powerful ocean going tug in the fleet. In many cases, routine tows not requiring the capabilities
9
and manning of a fleet salvage tug can be contracted through MSC.
40
This reserves the fleet salvage tug for operations for which it is best suited.
23
2
6-5 Operational Considerations

3-
6-5.1 Support
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The staff planner must determine what support will be required for the tow at the point of origin, en
route, and at the point of debarkation.
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Included in support considerations are industrial support required for preparing the towing rig,
temporary berthing and messing for riding crews, refueling, provisioning, return of any special issue
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equipment, tasking orders, and the logistics of tug assist for getting underway and disconnecting.
Many of these functions may be passed to the towing ship Commanding Officer.
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6-5.2 Manned Tows

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The tow sponsor is responsible for providing riding crews for the towed vessel. While direct financial
support for riding crew transportation, messing, and berthing also resides with the tow sponsor, there
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are aspects of a riding crew that have to be integrated into the planning process for the towing ship.
Staff planners will determine:
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• If there is a need for joint training of the riding crew with the towing ship’s crew for a special tow
• If the riding crew will be berthed on the towing vessel
• How long before the tow departure the riding crew will have to be temporarily assigned to the towing
ship.

PMA-SOM-09-22
6-5.3 Tug Selection
When selecting a tow ship and support crew, consideration must be given to any anticipated
complications of the tow. For instance, if damage control or salvage may be required, (towing a
2
rescued vessel) experienced salvage personnel are essential. A fleet salvage vessel should be
2
selected or a similar vessel supplemented with a salvage crew. Commercial tow ships have limited
20
manning, and although capable, may be insufficient in number to perform all required tasks without
additional personnel.
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6-5.4 Selecting the Navigation Track
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The transit course should be determined using pilot charts as an aid. Locations along or near the
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track where a lee can be found should be noted. These can be utilized, when practicable, to effect
inspection, repair the tow, or take shelter in heavy weather. Routine navigational issues must be
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reviewed in the context of having a vessel in tow. Pilot charts, navigational charts and Fleet guides
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must be consulted for any restrictions for towing in general, as well as the particular tow. The
Navigator shall be familiar with charts of all areas to be crossed, including potential safe havens. He
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shall account for geographic features such as lees of headlands, effects of river outflows, and tidal
currents to determine the relative safety of a particular haven.
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When entering a safe haven, the Navigator shall be aware of water depths where the tow wire may
9
snag, and stand ready to recommend shortening the towline as required.
40
An early consideration in selecting the navigation track is the predicted weather enroute. Frequent
23
contact should be made with the Nautical Adviser to maintain an up-to-date weather picture, and
adjusted t rack accordingly. Anticipated heavy weather could require selecting a larger, more
2
3-
powerful towing asset. The towing command will use the Optimum Track Ship Routing System
(OTSR) to predict the weather along the planned navigational
87
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track and make any changes to the track that adverse weather dictates. A longer course on a
favorable weather track should be selected in favor of a shorter one with unfavorable weather. Little
-1
time is gained by taking a shorter track through bad weather. Once the navigation track
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has been selected, calculate total distance and estimate fuel required for the type of tow. If refueling
is required either at the tow termination or en route, contingencies must be formulated early in the
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planning process.
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It should be clearly understood in advance by any vessels taking the towed vessel into its berth how
close to shore the ocean tug expects to remain connected. The towing vessel must hand off the tow
to harbor tugs and pilots and pilot’s vessels at some point before mooring. If there is confusion, an
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accident may occur. Conversely, it should be understood how far from shore the harbor tugs are
prepared to retain charge of the tow. Both parties should advise of any weather and sea condition
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limitations on their abilities. If possible, a meeting of all vessel captains involved (tow ships and
harbor tugs) should be conducted prior to getting underway. All transfer procedures and special
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requirements can be worked out at this time.

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6-6 Towing Responsibilities
The towing master is responsible for the towing operation. In preparation for the towing operation the
towing master should consider these guidelines, as appropriate. The towing master should also
consider what regulations are applicable during the voyage, as well as ensuring that all relevant
safety measures as he finds necessary are implemented.
PMA-SOM-09-22
Engineer regarding the towing operation and safety measures & procedures to follow for safe
towage.
At any time if he is in doubt he should contact the shore office for guidance.
2
6-2 Preparing the Tow
2
20
A tow’s hull design may require taking numerous steps in preparing to tow. Examples include cranes,
pile drivers, dredges, dump scows or other equipment designed for operation in sheltered waters.
4,
Preparing the tow may include removing high weights, securing booms, dredge ladders, and other
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deck structures; adding or removing ballast or adjusting trim; stiffening the hull and performing other
functions. Heavy welded brackets must be used to secure heavy movable objects and a tow should
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always be secured for the worst sea conditions. Expect large angles of roll and pitch and secure all
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heavy objects accordingly.
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Hulls not considered seaworthy for Open Ocean tows should be transported as deck cargo or on
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board a floating dry dock, semi-submersible vessel, or LSD type ships.
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6-7.1 Towed Vessel Propeller Preparation
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A towed vessel’s propellers can be a valuable tool or an unpleasant obstacle during a tow.
9
In either case, they require special attention. Tow planners must decide whether to remove
40
propellers, lock them in place, or allow them to free-wheel. The procedure of free-wheeling propellers
is not recommended, but cannot always be avoided.
23
2
6-7.2 Removing Propellers

3-
For long-distance tows, fixed-pitch propellers may be removed to decrease towing resistance.
87
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For some hull forms, however, the added drag of locked propellers may be desirable for better
directional stability. Tow planners must also consider the economic feasibility of removing the
-1
propellers.
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6-7.3 Locking Propellers

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When propellers remain in place and are not allowed to free-wheel, lock the shafts by an installed
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shaft-locking device or by another suitable method as illustrated in Figure

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6-7.4 Allowing Propellers to Free-Wheel

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If any type of propeller must be allowed to free-wheel due to the condition of the towed vessel’s
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propulsion train, propulsion machinery must be disconnected from the shafts or adequate lubrication
provided.
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A means for lubricating the shaft bearings must be provided. The stern gland on the shaft will
normally be water-lubricated. Provision for this must be made while at the same time ensuring that
the water does not flood the space.
6-7.5 Stern Tube
There should be no leadoff at the stern tube. Equip the tow with extra packing for the stern gland to
PMA-SOM-09-22
allow emergency repair during transit. The gland should be tightened so there is no leakage with at
least two inches of room before its tightest position. Use locknuts to prevent backing off.
6-7.6 Ballasting or Loading for Proper Trim
2
Proper trim is important because it can affect stability, towing characteristics, and speed. Shifting
2
ballast, fuel, cargo, or equipment on board can bring about desired trim. Follow these guidelines
20
when adjusting the tow’s trim:
4,
• Trimming by the stern has proven to be a stable and directionally true towed ship load condition. A
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trim of one foot by the stern for each 100 feet of the tow’s length has proven a good trimming rule;
deep draft tows use somewhat less than one foot per 100 feet.
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• Completely fill all tanks or leave them empty to ensure there is no adverse free-surface effect.
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• Ensure all normally dry compartments are dry to avoid adverse stability effects of free surface areas
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and to provide greater reserve buoyancy.
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• Ensure bilges are free of oil and water to ensure that bilge flooding alarms are not tripped by
sloshing water. Oil in the bilge is a fire hazard and could foul alarm electrical contacts.
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• Close all sluice valves to prevent liquids from flowing between adjoining tanks.
9
40
• Ballast landing craft or craft with blunt or raked bows to prevent heavy pounding. Pounding can be
very destructive to the vessel’s bottom and other structural members. Preventing or reducing
23
pounding also reduces shock loads on the towing rig.

2
3-
• Ensure the tow has zero lists.

87
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Life saving appliance to be carried in case of emergency:

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Life saving appliance in the form of lifejackets and lifebuoys should be provided whenever personnel
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are likely to be onboard the tow even if only for short period. When personnel are expected on board
for longer period of time, life rafts should also be provided.
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Whenever the tow is continuously manned the crew should be provided with adequate radio
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equipment, means of communication, distress signals, life saving appliance and fire fighting
appliance.
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The tow should have life saving appliance and plan as per the Registry and in addition to intend
period of towing. All MS class vessels the life saving plan and equipment are to be approved as per
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applicable LSA code, SOLAS, other prevailing international and national regulation. For vessels not
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registered under MS act and dumb barge minimum life saving appliance should be present onboard
as per the relevant state law or maritime board.
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The Life saving appliance should be accessible to the vessel in case the towing vessel staff has to
board the vessel for any inspection and in the event of any causality when on the tow even if the
vessel is unmanned.

PMA-SOM-09-22
Weather protection of cargo

Safe, Profitable shipping is largely about the impact of the weather on the vessel and cargo, and
2
selecting the optimum route. Weather reports can help provide a greatly improved basis for making
2
sound decisions both on board and on shore. Deciding on the best route is especially difficult for
20
some routes during specific times of the year, thus increasing the safety of your cargo and vessel.
4,
Examination of securing arrangement
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Some important sources of danger:
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1. Cargo badly stowed or inadequately secured inside or on cargo units.
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2. Free surface effects in tank vehicles, tank containers or other bulk units which are slack.
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3. Poorly maintained or inadequately illuminated decks.
4. Wet decks.
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5. Failure to apply brakes correctly
6. Insufficient or incorrectly applied lashings or the use of lashing equipment of the wrong
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type or of inadequate strength with respect to mass and centre of gravity of the cargo unit
and the weather conditions likely to be encountered during the voyage.
9
40
Cargo shall be secured according to recognized principles, taking into account the dynamic
23
forces that may occur during sea transport and the most severe weather condition expected.
2
3-
Ship
handling decisions should take into account the type of cargo and stowage position of the cargo and
87
the securing arrangements.

67
1) Care should be taken to distribute the forces as evenly as possible.

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2) If in doubt the lashing arrangement should be verified using an acceptable calculation method.
3) The securing gear should be adapted to the cargo to be carried. ı Lashings are to be kept as short
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as possible.
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If during the voyage the officer on watch or crew of the tow or towing vessel notices that the
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equipment on either vessel has shifting or has broken loose from the sea fastening the tow to entail
changes of course, or speed, or both and head into wind and/or swell to reduce rolling, pitching and
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heaving motion if any encountered. If weather permits the workboat / rescue boat to be lowered for
necessary crew to board the tow if the same unmanned. However if the weather does not permit the
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launch of work / Rescue boat then the towing vessel to alter course and / or speed to reduce rolling to
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ensure minimum damage to the tow.
Prior to departure, a departure condition report for the tow or vessel shall be provided by the owners
or their agents, for the Master detail report as under for attending surveyor. This report should
contain as a minimum:

PMA-SOM-09-22
1) The documentation / Certification as appropriate

2) Lightship weight
3) Tabulation and distribution of ballast, consumables, and cargo, including any
hazardous materials
4) Calculated displacement and draughts
2
5) Actual draughts and displacement
2
6) For ships, a statement that the longitudinal bending and shear force are within
20
the allowable seagoing limits
7) Calculated VCG , GM and same within allowable limits
4,
8) GZ Curve and confirmation that it is within allowable limits.
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Stability of the tow, or Similar the information for commercial ships should be available in the ship’s
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Trim and Stability Booklet, as well as in the Deadweight Survey.
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When formal documentation of the ship’s stability is not available, stability may be approximated by
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timing the ship’s roll period.
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The roll period can be estimated accurately enough even in fairly calm water by watching the
masthead. Time several successive rolls (from extreme port to starboard back to extreme port is
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one period), then divide the total time by the number of rolls observed to obtain a good estimate. To
determine the adequacy of the roll stability, compare the time period with the value calculated from
9
the following formula:
40
where:
23
2
T=Time in seconds.
3-
T = (2 Beam)^0.5
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For adequate stability, the time in seconds for a ship to roll from port to starboard and back to port
must be equal to or less than the calculated time (T) in seconds. For example, for a ship with a
-1
beam of 100 feet, the time observed for the ship to complete a roll period must be less than the 20
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seconds calculated. If the observed time is longer than the calculated value, stability generally is
considered inadequate.
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Equally important is frequent checking for a change in the tow’s roll period.
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Even if overall criteria are satisfactory, investigate promptly any significant increase in period, since
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this suggests flooding and/or additional free surface.

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6-7.8 Inspecting the Tow for Structural Damage

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Every tow should be inspected to ensure that its structure is capable of withstanding the effects of
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towing. If there is any question about the vessel’s structural integrity or if the structure shows signs
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of extensive deterioration or damage, a qualified structural engineer should be consulted.
6-7.9 Locking the Rudder
Because a drifting rudder will cause the tow to behave erratically, the rudder should be generally
locked amidships. The method used to secure a rudder depends upon the tow’s steering gear.

PMA-SOM-09-22
• Yoke or tiller arm steering gear.
Structural steel can be welded across the tiller arm to suitable ship’s structure on either side. (An
independent engineering evaluation is required to ensure that both securing device and ship’s
structure are adequate).
2 2
• Vane type steering gear. Extend an emergency wrench (or wrenches) with a heavy channel or
20
beam to reach a strong ship structure. Use full penetration welds on both the wrench and the ship
structure.
4,
•Hydraulic steering gear. The rams can be secured by positioning the rudder amidships and
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securing the hydraulic system in an attempt to maintain a hydraulic lock. Sheet rubber is wrapped
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around the piston and split pipe is cut to the proper length so the ends bear against the cylinders
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and/or yoke. The split pipe should be secured in place with bands.
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Both rams should be secured in this fashion. Welding a plate or structural member to the yoke and
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to the foundation or ship’s structure adds security. Regardless of the securing method, an
independent check (by an industrial facility, structural engineer, or mechanical engineer) of the
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rudder securing method should be accomplished to ensure they are strong enough to withstand the
forces generated by the rudder.
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Forces on the rudder, even at low speeds through the water may be very large due to wave impact
9
and other sea action. These loads will be transmitted through the steering gear and absorbed by the
40
ship’s structure. It may not be possible to use any of the illustrated arrangements, as in the cases of
rescue and towing at sea under unfavourable weather conditions. A temporary means may then be
23
employed. Chain falls or come-along may also be used in conjunction with tiller arms or quadrants.
2
Where practical, chain should be used instead of wire rope. Ram hydraulic systems may be isolated
3-
in some installations to assist rudder locking. These methods are only temporary; a permanent
locking arrangement should be installed. For a manned tow, if the steering machinery is operable
87
and reliable, a decision may be made to steer the tow.

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6-7.10 Installing Navigational Lights

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The preparing activity must ensure a tow is equipped with proper navigational lights.
Specific requirements concerning the correct positioning, number and color of lights are
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contained in COLREGS-1972.
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6-7.11 Selecting the Rig

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Tow rig selection is best based on past performance and the unique needs of the upcoming tow.
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Although most Navy tows are simple, single-tug, single-unit operations, some tows are considerably
more complex, consisting of a single tug with multiple towed units. Occasionally the displacement of
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the towed unit requires using more than one tug. The following factors should always be considered
when selecting a towing rig: • Identify the type of towing rig required for all conditions anticipated
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during the transit and at either end of the tow.

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• Ensure that all rigging is adequate. If in doubt, use a higher safety factor. Pay particular attention to
protection from chafing.
• Ensure that multiple tows are configured for optimum sea keeping ability.
• Provide a secondary towing rig on the tow in case the primary system fails. • Provide for anchoring
the tow in case of emergency.
PMA-SOM-09-22
6-7.12 Preparing Tank Vents
Vents to tanks and other closed spaces should be covered with canvas socks to prevent water
entry, but not plugged so as to prevent the escape of air or gas. Plugged vents allow pressure to
2
build up within the tank with an increase of atmospheric temperature. Barge sides and decks have
2
been known to bulge severely when vents are plugged. Ensure hatches, scuttles, doors, portholes
20
and other watertight closures are provided with pliable gaskets and that material condition ZEBRA
is set throughout the tow. If vents may be subject to heavy weather flooding (such as vents near
4,
the waterline), it may be necessary to weld a blank over the opening to minimize the risk of
flooding.
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6-7.13 Preparing for a Riding Crew
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After receiving approval to use a riding crew, the Commanding Officer or the Officer-in- Charge of
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the riding crew must ensure that:
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• Adequate training and drills are performed.
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These include fire fighting; flooding and other material condition drills; drills for abandoning ship,
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boat launching, communications with the tug and securing a secondary towline.da
• Security watches of machinery, watertight integrity, the towline, navigational lights,
9
40
communications, and other watches as necessary shall be stationed.

23
• There is an adequate method of boarding the tow at sea. When feasible, fixed ladder rungs are
2
preferred. Figure depicts several methods for boarding ladders.

3-
• Radios, pumps, hoses, tools, fire-fighting equipment, and handling gear are positioned and ready
87
for use by the riding crew or tug personnel who board the tow. The towing plan also considers
67
requirements for messing and berthing quarters for the riding crew, auxiliary power, fuel, damage-
control equipment, and life-saving gear.
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2
6-3 Accepting the Tow

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6-8.1 Inspecting the Tow

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Prior to accepting a tow, the Commanding Officer or Master of the towing ship must inspect the tow
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to confirm its seaworthiness and readiness for tow. The inspection should include, but not be limited
to items listed in annex IV of M.S.Notice 08 of 2013 and this section.
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• Review the towing inspection checklist, shown in annex IV of M.S.Notice 08 of 2013, to ensure it is
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thorough, adequate, and properly completed.

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• Inspect tow rig, appendages, and attachment point to ensure that the tow is properly rigged per,
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applicable instructions, or guidance from the tow sponsor.

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• Inspect the towline, bridle, and associated towing gear for wear and to ensure that improper
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substitutions have not been made in fittings and materials. Typical items to look for include:
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— Mild steel substituted for forged steel in safety shackle pins.

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— Stainless steel substituted for other high strength alloys.

— Improperly sized components.
Note whether a retrieving wire is rigged and if proper mooring lines are available.
• Ensure cargo on the tow is properly secured to prevent shifting in heavy weather. • Ensure liquid
cargo tanks are pressed
full or left empty.

PMA-SOM-09-22
• Check all accessible spaces to make sure they are completely dry and watertight.
• Check to ensure that vents to tanks and other closed spaces are properly covered or sealed. •
Ensure hatches, scuttles, doors, portholes, and other watertight closures are provided with
pliable gaskets and that material condition ZEBRA is set.
• Ensure that running lights and flooding alarms are operating properly, that batteries are fully
2
charged and battery life is computed to be sufficient for the transit.
2
20
6-8.2 Unconditionally Accepting the Tow
4,
Upon satisfactory completion of the tow preparations and inspection, the Commanding Officer or
Master of the tug shall accept the tow, notify his operational commander, and proceed with the
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mission.
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6-8.3 Accepting the Tow as a Calculated Risk
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If unsatisfactory conditions of seaworthiness or readiness are found and the differences cannot be
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resolved at a local level, the Commanding Officer or Master of the towing ship should notify his
operational commander stating why the tow is unsatisfactory. The report should include
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recommendations for correcting each deficiency. If conditions or circumstances are such that a
calculated risk is involved, the Commanding Officer or Master of the towing ship should state that he
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will accept the tow only on a calculated risk basis. da
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6-8.4 Rejecting the Tow

23
If the tow is in such poor condition that towing would potentially endanger the tow or the tow ship,
the towing unit may reject the tow. Every effort should be made to correct any unsatisfactory
2
conditions prior to reaching the decision to reject a tow. But if the Commanding Officer or Master of
3-
the towing ship feels that the tow poses a serious risk, he should notify his operational commander
87
stating why the tow is unsatisfactory. The report should include recommendations for correcting the
deficiencies.
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6-8.5 Preparing for Departure

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With all other prerequisites completed, the suggested items to complete prior to departure include:
• Reconfirm the date and time of departure with tasking authorities
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• Recheck the weather forecast and suggested track immediately prior to departure.
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• Discuss harbour manoeuvres with local tug operators. A final tow conference of all parties
involved with local charts will provide a forum for clearing any uncertainty about manoeuvres. This
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is particularly useful when accepting a tow in an unfamiliar port.

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PMA-SOM-09-22
SECTION 7
TOWING PROCEDURES 7-1 Introduction
This chapter will provide some guidelines for operating while underway with a tow, picking- up a tow,
2
and releasing a tow. This information represents the cumulative knowledge of many operators gained
2
during years of towing. Although this will provide guidance for a number of situations, each tow is a
20
unique event with its own unique hazards. Caution and adherence to safety guidelines will help
minimize risk to personnel during this dangerous evolution.
4,
7-1.1 Planning of the Tow
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The tow shall not proceed to sea until a satisfactory inspection of the tow has been carried out by the
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Master and or by any other competent person. As such, the Hirer should ensure that the tow is ready
in all respects. However, going by experience, the Hirer may be represented only by an Agent and in
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case the Master before commencement of tow feels that sufficient manpower or other resources are
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not provided in port on the unit to be towed, he may issue appropriate protest to the Agent. However,
he must bear in mind that the eventual responsibility during the voyage will be his and therefore it
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would be safe and prudent for him to familiarize his crew with the barge's equipment, towing
arrangements and machinery so that they are capable of handling an emergency.
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Detailed reference shall be made to the Cargo Handling, Towing & Anchor Handling Manual which is
9
part of the Company’s Safety Management System and any other towing publications provided on
40
board.
23
The towing operation should not commence unless the environmental conditions prevailing, and
forecast, will allow the tow to achieve safe sea room where the tow is not endangered by a lee shore
2
or other navigational hazards.

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Where operational limitations have been identified for the tow, procedures should be put in place to
prevent the tow encountering conditions in excess of the limitations such as weather routing or safe
67
shelter locations, or both.

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For long duration towing operations passing through areas, having different sea state characteristics,
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the worst sea state for the route should be considered when selecting the cargo securing
arrangements and the equipment to ensure watertight integrity of the towed unit.
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If the tow is manned, adequate life-saving appliances in the form of lifejackets, life buoys and life rafts
shall be provided in addition to sufficient provisions, fuel and communication facilities. Should the
towline part, a manned unit will be in a better position to get reconnected as compared to an
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unmanned unit.
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The Master shall commence the tow only after he is satisfied that all arrangements are in place for
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the intended voyage. he shall carry out a thorough risk assessment with his staff before the start of
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the tow. When conditions envisaged change, fresh risk assessments are to be made.
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Towing Preparations
Each different method of connection presents different problems. Before connecting for tow all gear
should be checked and ready, i.e. gog eye bolted down, quarter bars and side gate bars bolted in
position, tow gate shut and bolted down.

PMA-SOM-09-22
Nylon towing spring should be flaked out on one side of the deck, the tow wire passed through a long
shackle on the monkey plate arrangement connecting the gog wires. Alternately where gog eye is
provided the work wire may be passed through the gog eye and shackled over the towing wire.
Shackles of correct SWL should be used in all towing connections including the shackles for gog
wires. Length of gog wire from gog eye to tow wire should be approximately from about 1.5 to 2
2
metres. However, in bad weather with ship pitching, it should be sufficiently long and not to put a
2
downward pull on the wire when the ships stern goes down in the trough of a wave. When
20
manoeuvring on short tow wire it may be an advantage to lengthen the gog to allow the vessel to turn
faster but the gog should never be lengthened past the point where the gog shackle will reach the
4,
crash barrier. A typical layout of gear using a triangular monkey plate and gog wires is shown in Fig.
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Connecting Tow
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If the tow is to be connected to a single pennant this will usually be handed to you on the crane.
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This wire should be placed in a pelican hook while nylon towing spring is being shackled to it.
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Once the connection is made disconnect pelican hook, all crew to stand clear and using engines pull
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nylon spring over stern. Pay out tow wire with winch in high gear gradually moving away from rig but
do not put strain on tow wire while paying out. It is not advisable to run tow wire out with winch out of
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gear, as the vessel may end up loosing the wire. If possible wire should be paid out running over the
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side or quarter so that it does not rough up the tow bar (or metal surface in contact with tow wire),
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however, if the tow bar is cut it is useful to run a file over it to take the sharp edges off, this should be
done before the tow bar is greased. When tow wire is out to the required length the rubber sleeve
which is held inboard along the tow wire (by passing a shackle aft of it and with the help of the tugger
wire holding it in place) is then run out to the point of contact between the wire and the ship. Then as
the wire moves across the stern, the sleeve rotates, ensuring that wear on the wire does not take
place.

PMA-SOM-09-22
If the vessel is to connect to a towing bridle from the forward end of the rig a heaving line will be
passed to her connected to a messenger. The messenger should be taken to the tugger winch or
drum end on towing winch. The bridle will consist of a large monkey face plate or a jumble of
shackles. Great care should be taken when pulling this load of ironwork over the tow bar and if
weather conditions permit timber should be used to ease the passage of the face plates over the tow
2
bar otherwise damage to tow bar will result. Once the bridle is on board connection is the same as for
2
single pennant towing except care is again needed putting the connection over the tow bar.
20
The length of wire used in towing depends on weather conditions and manoeuvring requirements. In
4,
general the worse the weather the longer the tow wire and if in doubt put the lot out, always keeping
at least one full wrap on drum. When manoeuvring with the rig to enter new location, about three
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miles off, tow should be slowed down and wire shortened up to 250 to 300 meters to give a smaller
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turning circle when holding Rig on location.
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7-1.2 Engine Revolutions during Tow
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When starting the tow after streaming the tow wire the engines should be gradually worked up to full
towing revs. The revs for towing depend largely on the engine exhaust gas temperatures and you
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should be advised by the Chief Engineer as to what the maximum revs can be, they will probably be
about 30 percent less than normal full running revs but it depends on type of rig and weather
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conditions. da
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7-1.3 Towing Self Propelled Rigs (or other Vessels)
40
Some rigs are now self propelled and often use their engines while being towed. There are two things
23
to watch when towing a self propelled rig (or other vessel) using her own engines:
2
1. The engines on rigs quite often break down or are shut down for a variety of reasons, if this
3-
happens you may find that your engine exhaust temperatures rise and a reduction of revs is required,
87
while rigs power is off. Always ask the rig to let you know when their propulsion units are off so that
you can watch the engine temperatures.
67
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2. Do not tell the rig you are going to alter course until you have done so, otherwise you may find
some over enthusiastic barge master has altered the Rigs course at the same time, you will then
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have the Rig steaming beside you instead of behind.

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7-2 Initiating the Tow
A tow can be picked up at a pier, in the stream, or at anchorage. When rescuing a disabled vessel or
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recovering a lost tow, it may be necessary to pick up a tow at sea. Oceangoing tugs should not be
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asked to manoeuvre unassisted in restricted waters. If possible, the tow should be delivered to the
ocean-going tug by harbour tugs. At the very least, harbor tugs should be available to assist the tug
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and tow to navigable waters. Positive communication between the tow ship, pilot, and assist tugs is
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essential and should be established as early as practical.

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7-2.1 Accelerating with a Tow
When getting a tow underway, always build up speed slowly. Judicious acceleration and deceleration
prevent damage to the towing gear.
Sudden speed increases will cause dramatic increases in towline tension and potentially place the
PMA-SOM-09-22
tow and crew in danger. An increase in towline scope should accompany speed increases.
This will help maintain catenary depth and reduce towline tensions. Good communication between
the tow ship and any assist tugs is also necessary for a safe underway.
2
Frequently the tow begins in restricted waters or a narrow channel. Beam winds or waves may force
2
the tow out of its channel or into the path of other ship traffic. Even if the tow has operable steering
20
machinery, the initial towing speed is often insufficient for control.
For these reasons, it is prudent to retain harbour tugs alongside the tow, or at least close by, until the
4,
towing ship’s commanding Officer has control of the tow within navigational constraints.
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Tow resistance increases with speed, yet water depth may not permit sufficient hawser pay-out to
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establish a catenary. A towing machine’s automatic features are especially useful in this situation.
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Also, synthetic springs can provide an excellent means of tension reduction while getting underway.
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7-2.2 Getting Underway from a Pier
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Getting underway from a pier with a tow requires that the Conning Officer be particularly aware of
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tides, currents, and wind. In addition, the Conning Officer should discuss intended procedures with
the harbour tug master and pilot before getting underway. When determining tugs to be used for
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assistance, consideration must be given to expected sea conditions. The size and number of tugs
must be sufficient to control the tow until pling the floating pendant directly from the tow ship. The
9
secondary tow pendant is rigged to deploy as the tow ship takes a strain.
40
• If the tow is manned, it may still be necessary to send a boarding party on board. If the riding crew
23
is not sufficiently large or able to handle re-rigging of the tow safely and adequately, the tug should
2
provide knowledgeable assistance.

3-
• The tug may use one or more of its small boats to act as a warping tug on a drifting tow, if the tow is
87
not too large.

67
The small boat can keep way on the tow near shoal water, or maintain a tows head into the seas,
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thereby facilitating recovery. The small boat may also change the heading of the tow as necessary.
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7-2.3 Emergency Connection to a Disabled Vessel or Derelict

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Devising a means of attachment is a critical concern when rescuing a disabled vessel or derelict. This
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is particularly important in the case of rescue towing, when time and shoreside support may not be
available for installing pad eyes and fairleads. Suggested attachment points of sufficient strength to
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tow in an emergency include: • Using the ship’s anchor chain

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• Using installed bitts or pad eyes

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• Wrapping a chain around a foundation structure such as a gun mount or winch • Welding a
pad eye to the deck
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7-2.4 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. Absolute
coordination between the Conning Officer and the fantail crew is essential.
Direct communication with personnel on the tow and all parties is crucial.
PMA-SOM-09-22
7-2.4.1 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 avoiding a collision. Despite
obvious differences in size and configuration, vessels’ rates of drift are also affected by a host of
2 2
other variables, including displacement, draft, stability, trim, damage, seas, wind, sail area, location of
20
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
4,
tend to head into the wind; ships having a greater portion of superstructure forward tend to lie with the
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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
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taken into consideration, the tug can make its approach.
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7-2.4.2 Similar Drift Rate
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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
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can then be passed.
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The tug keeps station while passing messengers and making the connection.
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7-2.4.3 Dissimilar Drift Rate
40
Where dissimilar drift rates exist, a downwind approach may be executed, as seen in Figure. When
23
approaching a ship lying broadside to the wind, tug speed should be slow, but fast enough to offer
2
good steerageway. Because on-station time is short, a messenger must be passed quickly. The
3-
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
87
sequences gradual.
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7-2.4.4 Passing the Towline

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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-
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throwing gun, small boat, buoyant float, helicopter, or any other expedient means. The hand-thrown
heaving line, backed up with a line-throwing gun, is a common and practical way of passing a
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messenger. An experienced seaman, under favorable circumstances, can accurately throw a heaving
line over 100 feet. Backup heaving lines should be coiled and ready on deck to minimize time
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between attempts, should the first attempt fail. Time considerations and attendant dangers, however,
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make it prudent to give as much time as possible to pass the messenger. Use of a line-throwing gun,
therefore, is the preferable procedure.
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• In some cases it may be imprudent to navigate close to a distressed ship. In this event, a boat can
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be used to pass the messenger. Line, free for running, should be faked down in the boat and on
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board the tug, with the maximum amount possible in the boat.

PMA-SOM-09-22
2 2
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• Buoys, life jackets, salvage floats, foam fenders, or drums can be attached to the messenger’s bitter
end and floated to the distressed ship. This can be expedited by the tug crossing the disabled ship’s
bow with the messenger streamed.
• Line-throwing guns can carry the bitter end of the messenger; an experienced seaman can safely
2
and accurately fire the gun a distance of over 300 feet. A heaving line can also be used effectively for
2
shorter passing distances. After a sufficient length of the initial messenger is on board, it may be run
20
through a block and the bitter end passed back to the tug where the tug’s machinery can haul the
heavy messenger and towing assembly on deck. The tow pendant is then made up to an available
4,
strong point on the derelict.
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7-2.4.5 Disconnecting Tow Wire
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Disconnecting is the reverse procedure of connecting. Gog wire should be left on the tow wire while
recovering till the nylon towing spring is on deck, anchor work wire can then be connected to towing
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spring and after disconnecting tow wire the spring can be wound up on anchor drum. If towing
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pennant/bridle from rig has recovery wire connected to it, towing shackle can be disconnected and
pennant/bridle dropped over the side, once again watch tow bar. If no recovery wire is fitted you will
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have to pass wire up on crane or send messenger back to rig so they can retrieve the bridle.
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7-2.4.6 Emergency Release of Tow
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Once the tow line has been paid out to the requisite length, the tow is held in position by the Tow
40
drum brake and the power to the winch is turned off. Dog clutch or equivalent, that couples the winch
drum to the power unit should be disengaged. In an unlikely event when the tow has to be released,
23
the Emergency tow release mechanism is activated. The Emergency Tow release mechanism
2
slackens the tension of the brake lining and thus allows the tow wire to freewheel. The entire reel of
3-
wire would unwind from the tow drum and the tow will get disconnected. As a back-up oxy-acetylene
cutting set should be standby.
87
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The emergency tow release arrangement comprises of a system of levers. Activation will cause a
power cylinder to lift and slacken the brake band. The operation of this power cylinder should be tried
-1
out as a part of planned maintenance to ensure that the system works during an emergency. Release
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procedure shall be displayed on the bridge.

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7-2.4.7 Towing in Bad Weather

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In bad weather the tow wire should be as long as possible and engine revs adjusted to keep a good
catenary on the wire. In very poor weather conditions it will probably be necessary just to hold the Rig
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into the wind and you will probably make no progress or even go backwards but as long as you
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maintain steerage way this should be no problem.

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Rubber sleeve on the tow wire should be examined for wear at least once a watch and if showing
signs of wear the wire should be hove in a little to put sleeve in new position on tow bar.
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If rubber sleeve is lost the tow bar should be kept well greased and tow wire shortened up about a
metre every six hours. (While towing do not pay out wire always heave in a little to "freshen the nip".)
This should also be done in fine weather if you are towing without a rubber sleeve. If it is possible,
avoid running before the wind and seas while towing or you will find that with your stern tied down by
the tow wire very heavy seas run right up the deck.
7-2.4.8 Towing in Shallow Water

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The highest cause of damage to a tow wire, after chafe on the tow bar (or other metal structure in
contact with tow wire) is the tow wire dragging on the sea bed in shallow water. It has been
calculated that a tow wire of about 750 metres can have a catenary of up to 60 metres in the middle,
towing at slow speeds. The length of tow/power used ratio should always be sufficient to keep the
2
wire well clear of the sea bed when navigating in shallow waters.
2
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7-2.4.9 Towing by Two or More Vessels and responsibilities of Lead Tug
4,
When two or three vessels are used to tow, one of them is designated lead tug and should coordinate
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the actions of the other vessels. The second and third towing vessels should take up station astern of
and to the side of the lead tug so that in case of steering difficulties or mistaken orders they will at
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least pass over the lead tug's tow wire and not collide with it. The Master of the lead tug discusses
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with the Tow-master the route to be followed by the rig and agrees on the reporting intervals: every
hour or every two hours. At these times the Officer of the watch will call up the Rig and give the
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current position of the tow and relevant details such as course and speed, distance covered by the
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tow, distance to go, ETA at location etc. The lead tug will instruct the side boats with regard to all
changes in course and speed and secure their acknowledgement.
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The lead tug is traditionally in charge of the tow and the Master has a positive responsibility for the
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tow: IT IS HIS RESPONSIBILITY TO MAKE SURE THAT THE TOW REMAINS SAFE DURING THE
TOW VOYAGE.
9
40
If it seems to the Master of the lead tug unwise to commence the tow or if already on tow and he
deems it necessary to slow down on account of approaching bad weather, he must put his views
23
positively and directly. If the rig keeps insisting that the tow be commenced or continued, it does
2
become difficult for the Master to refuse. In such a situation he must bear in mind that if the tow wire
3-
is broken it remains the responsibility of his Owners to replace it. Therefore, at this point he must put
the rig on notice stating that if the tow wire breaks it will be the responsibility of the Rig Owners/Oil
87
Company and that such responsibility will not be merely restricted to the parting of the tow wire or
67
any part of the tow system. In such an event messages must be made out to the Charterers and the
Owners as well.
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Once on location the Tow-master takes over and will generally use the side boats for positioning or
may release them for laying anchors while retaining the lead boat to maintain the rigs heading at the
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new location.
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7-2.4.10 Making Approach

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Course should be set to a point; five or six miles from the location, on the course that the rig wishes
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to enter the location on. When this point is reached tow should be slowed, entrance course steered
and tow wire shortened to around 250-300 metres. Careful observations of set and drift should also
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be made while on the run in course.

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7-2.4.11 Methods of Position Fixing

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There are at least two methods of positioning a rig on location. These are by a local positionfixing
system in association with pre-laid buoy pattern or by Satellite Navigation System. As far as towing is
concerned the latter method is the easiest because you can only act on instructions from the rig. The
satellite system is installed on the rig and gives a constant plotted position on a paper plotting chart.
The rig decides on its run in course and anchor drop positions and should keep you informed of all
course and speed alterations necessary to steer the required course and arrive at the predetermined
PMA-SOM-09-22
position. All you can do is follow their instructions. The local position-fixing system and buoy pattern
is a little more complicated as the success of the operation depends on the Master's ability to get the
rig into the right position in the buoy pattern. Figure shows a typical buoy pattern and you should
proceed as follows:
2
7-2.4.12 Entering Buoy Pattern
2
20
When making your run in on the entry course, ask the Survey boat and attending anchor handling
vessel to go ahead of you and mark the position of the gate buoys so that you can see the target you
4,
are aiming for, adjust your course allowing for leeway etc. to pass between these buoys. When you
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sight the gate buoys at one to two miles ask the boats to move on to the location marker buoy and
heading marker buoys. Speed should gradually be reduced and should be something less than 1 knot
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when reaching the anchor drop position. When the rig passes the gate buoys it will drop an after
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anchor and pay out cable as you proceed to the location marker buoy. You should steer to port or
starboard of the location buoy depending on set and drift and attempt to hold the rig near the location
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marker buoy. When the rig has run out sufficient anchor cable she will hold on the cable and the rig
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should stop just short of location marker buoy. There will then be a pendulum effect on the rig while
she swings between your ship and the anchor. This is the critical time in getting on location and every
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attempt should be made to hold the rig into the wind/current. You will be asked to maintain the
barge's heading and position till three or four anchors are run out. Usually the rig will move over
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towards an anchor being pulled out, this can be counteracted by moving to the other bow, however,
once two opposite anchors are out the Rig will not move very far from location.
9
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Every attempt should be made not to run down the location or the heading marker buoys as these
are the only indication you have of the rigs position in relationship to the well location. The location
23
buoy should end up under the forefoot of the rig, if it has not been run down by Rig or tow wire, this
buoy is an extremely useful indication of how far and in what direction the rig needs to be pulled to
2
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get her back on location. Just use enough engines to hold the ship with minimum weight on the tow
wire and if required to move the rig in a particular direction move to the position you wish to pull from
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before putting weight on. If you attempt to swing over on the tow wire with weight on you may drag
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the Rig's after anchor. In general if the location buoy is within 100 feet of the bow of the Rig just hold
it there, the rig can move up to it with her anchors and any attempt to get nearer by towing usually
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results in losing the buoy.

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7-2.4.13 Slowing the Tow Down

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As the rig approaches its new location a ship may be designated to slow it down, usually by
connecting to the stern.
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This job is not difficult as long as no alterations of course are required. However, should the rig need
to go round again, or for any reason change the direction of approach, the stern tug may be given new
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headings tens of degrees away from the correct heading. The only way of taking up this new heading
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is to reduce the weight in the tow-wire which, since the rig is moving, is making no change in direction
possible.
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The ship should therefore increase stern power until the tow-wire is slack, and then, when the master
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judges that there is a good catenary, turn the bow well past the new course and steam out in that
direction. If this manoeuvre is successful he will reach the new heading, which can be checked with
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the radar, before the tow-wire tightens up and pulls him stern-to once more. Then, by steaming slowly
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on the new course, he will take his part in changing the rig direction.
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7-2.4.14 Towing A Cargo Barge On A Hip Tow

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Towing end-on is common but when cargo barges have to be docked alongside a berth or moored
alongside a bigger barge then they have to be towed alongside the towing vessel or "Hip Towed".
When carrying out a hip tow:
1. Reduce speed to about 50 percent.

PMA-SOM-09-22
2. Shorten the tow wire sufficiently so that the (fig. 8a) bight of the shocker does not go in the water.
3. Walk the vessel to that side of the barge where you will make fast, say starboard side of the barge
as given in figure 8b.
2
4. The barge still has headway, bring the stern of the vessel in contact with the flat portion of the
2
barge's hull and turn hard over to starboard (fig. 8c) to nudge the barge. The barge will turn to port
20
and her stern will swing towards the vessel. Vessel to continue to swing to starboard and with the
barge turning to port (fig. 8d) she will soon come alongside. It is easy to visualize that without the
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nudge the boat will keep chasing the barge without coming alongside.
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5. Once alongside, pass the forward spring as the first line. This line plays a very important role in
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pulling and turning the barge. So this should always be the first line to be passed. The vessel's bows
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to be kept pressed against the barge and then pass the head line. Use the outboard engine to tow
(fig. 8e). During this operation while the fore part of the towing vessel will come firmly alongside the
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barge, the stern of the towing vessel i.e the propellers will extend outside the hull of the barge.
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6. Once the head line is passed, gently swing the bows away from the barge to port (fig.8f). The stern
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is then pressed in. Pass the stern lines one from outboard of barge to outboard side of the vessel and
one from inboard side of barge to inboard side of the vessel.
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7. Continue the port turn till the direction to steer is reached.
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7-2.4.15 Anchoring a Manned Barge on Tow

2
When preparing to anchor a manned barge on tow, reduce the tow length and the speed as the tow
3-
approaches the anchorage. (fig. 9a). If the barge is letting go only one anchor then she will swing with
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the change of tide, therefore bring her to an open area for anchoring.
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Commence turning, (fig. 9b) if required, so that the barge's stern eventually stems the tide. This
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should be done on slow speed using about 20 percent power on one engine so that the barge does
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not develop much headway in the opposite direction. Once the barge's stern is nearly into the tide
she will let go the anchor (fig. 9c). As and when the barge instructs to pull, go ahead on engine so
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that the barge can pay out on the anchor. This ahead pull will have to be gradually increased to pay
out more anchor wire in the water. (upto 60 percent on both engines). After paying out sufficient wire
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on the stern anchor the barge can drop one bow anchor, say the port bow anchor with an anchor
buoy connected (fig. 9d). She will then start heaving on the stern anchor.
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As she starts heaving on the stern anchor, the vessel should walk/move out to the starboard side of
the barge, so that when the vessel is pulled with the anchor of the barge, she is clear of the anchor
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buoy/wire of the barge's port bow anchor. Let go the vessel's anchor when the barge's anchor buoy is
in line with towing vessels bows (fig. 9e).
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Pay out on anchor to the required length and if the barge is still pulling on her stern anchor, put
anchor on brake and pay out for the remaining distance on the tow wire.

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7-3 Emergency Towing Procedures

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Note
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Should a tow present a direct danger to navigation, offshore structures or coastlines through
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breaking adrift or for some other cause, the master of the towing ship is bound by SOLAS V/2
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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
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communicate.
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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
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of operation. Refer AnnexI for IMO Resolution A765(18)

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PMA-SOM-09-22
Passing a tow to another tug
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Recovering a Lost Tow

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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
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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
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weather conditions, existing contingency plans, and assets available.

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• If
the tow is unmanned and the weather and seas favorable, a boarding party may be put on board
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the tow, a messenger passed, and the tow reconnected by routine procedures or connecting a
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secondary towline.
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• If
the tow is unmanned and the weather does not permit sending a boarding party, the tow ship
40
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.
23
2
APPROACHING A DRIFTING TOW

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There are as many variations of approaching a drifting tow as there are variables in wind and sea.
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Good seamanship is required to approach and safely take in a drifting tow of any size.
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7-3.1 ESTABLISHING THE RELATIVE DRIFT

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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
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other variables, including displacement,draft, stability, trim, damage, seas, wind, sail area, location of
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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
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tend to head into the wind; ships having a greater portion of superstructure forward tend to lie with
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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
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and wind taken into consideration, the tug can make its approach.
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7-3.2 SIMILAR DRIFT RATE

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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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DISSIMILAR DRIFT RATE

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Where dissimilar drift rates exist, a downwind approach may be executed, as seen in
3-
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When approaching a ship lying broadside to the wind, tug speed should beslow, but fast enough to
offer good steerageway. Because on-station time is short, a messenger must be passed quickly. The
67
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
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sequences gradual.
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Note : A towline is passed by messenger to the tow. It is generally preferable to have the tug pass the
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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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7.4 TOWED OBJECT FLOODING

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7-4.1 Partial Flooding

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• Inform the Company and the nearby port control.

• Shorten the tow as much as the situation permits and go alongside the towed object. If
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the tug cannot be taken alongside the towed object lower the rescue boat and board
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the towed object
• Investigate the reason for flooding and arrest the leak.

• Pump out the ingressed water using portable pumps or by any other means available.
• Observe for some time that there is no further leaks.
• Inform the same to Company and the nearby port control and continue the tow.
PMA-SOM-09-22
FULL FLOODING AND SINKING OF TOWED OBJECT INEVITABLE.
• Inform the Company and the nearby port control.
2
• Shorten the tow as much as the situation permits and go alongside the towed object. If the tug
2
cannot be taken alongside the towed object and the towed object is taking in water, be well away
20
from it and disconnect the tow. Note the position of the sinking towed object which helps in salvaging.
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• Inform the same to Company and the nearby port control and continue the tow
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Both the above conditions are for unmanned towed object. If manned shift all the persons from the
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towed object to the tug. Always keep all available communication channels open and continuously
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monitor
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COLLISION
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If collision occurs either to tug or towed object.
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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
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informing the Coast guard/Local authorities/Nearest port, preparing rescue boat, firefighting
equipment in case fire, pollution response in case of pollution( Refer SOPEP manual).
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GROUNDING
23
If grounding occurs either to tug or towed object.

2
Stop engines immediately and sound emergency alarm, take head count, evaluate the damage to
3-
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
87
equipment in case fire, pollution response in case of pollution( Refer SOPEP manual).
67
• Prior to any immediate refloating attempt the master should obtain full information about any
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possible structural damage to the ship. If the ship is structurally intact and the surrounding
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circumstances have been carefully considered, an immediate attempt may be made by using
the own engines and other means available within the ship.
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• 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.
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• 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,
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lightening, tug assistance or other means.

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PIRATES ATTACK
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• If the vessel is required to proceed where piracy attacks is known to exist then master will get
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specific instructions from the owners for the passage.

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• However when towing, the tug and the towed object are venerable for pirates attack due to
restriction of manoeuvrability and speed. Hence to prevent the pirates from boarding the crew
may use water jets
• 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.

PMA-SOM-09-22
MAN OVERBOARD
If a man fell overboard either from tug or towed object, throw MOB marker immediately, reduce the
2
speed and sound emergency alarm. All the time a look out should be keeping a eye on the person in
2
water and keep informing the bridge with whatever means of communication available. One team
20
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
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MOB is not visible mark the position wind direction sea state and inform to Coast guard/Local
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authorities/Nearest port. Follow emergency response plan given in ISM manual (WI 1.4)
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CONTINGENCY PLAN IN CASE OF BAD WEATHER
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The towing master should monitor weather reports at regular intervals and take corrective actions like
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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
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to all parties concerned.
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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
9
responsibility of the master to keep updating the situation to all concerned.
40
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PMA-SOM-09-22
SECTION 8
NOTES FOR THE TOWING OPERATION
2 2
8.1
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DURING THE TOWING OPERATION:-
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1. The Towing load should not exceed the safe working loads of the deck fittings as shown in 6.5
& 6.6.
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2. In heavy weather where the towing load increases significantly, special considerations are to
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be paid to the towing speed, towing lines arrangement and the ship's stability.
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3. Loading points on pedestal rollers are so high that great bending moments are generally
transferred to supporting structures. Pedestal Rollers should not be used in towing lines
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arrangement.
4. It is necessary to check the condition of the wire ropes / hawsers regularly.
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5. Whenever wire ropes are used as towing lines, it is necessary to grease up continuously in
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order to prevent wear of chains / ropes in Panama chock. da
6. Wear-out condition in Panama chocks should be constantly checked.
7. Rudder should be operated to improve the ship's movement of following to the towing ship, if
9
necessary in consultation with the Tug's Captain.
40
8. It should be confirmed in the engine, room if there is a problem of free propeller rotation.
9. It is necessary to determine in advance how to lock the propeller shaft, if required.
23
10. During the tow, the vessel must display necessary lights & signals as per COLREG.
2
11. All the crew members should be well informed of the work procedures and personnel
3-
distribution.
87
12. The person in charge of the work (Chief Officer) on Forecastle Deck (or Poop Deck) should
always remain in contact with the Captain, and finish the work as fast as possible.
67
13. The person in charge of the work should watch the movement of towing ship carefully. When
the towing line with eye splice is strained, he should evacuate the crews to safe places.
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Towage of Inland and Coastal class vessels

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When the object being towed is an IV class or CV class vessel - such vessels may have only a
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certificate of registry and as such following but not limited to best practices must be followed:
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• • Inspection of the towed object must be carried out

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• • Water tight integrity & sea worthiness to be checked

• • Certificates to be current
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• • Crane must e stowed and lashed for the tow passage

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• • If manned, clear communication at regular interval must be carried out

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• • Any other best practices to be adhered to

PMA-SOM-09-22
Towage of MODU
When the object being towed is a MODU i.e. a jack up rig, or a semi submersible rig - such
2
MODUs are class with classification societies and as such following but not limited to best
2
practices must be followed:
20
• • Inspection of MODU must e carried out
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•
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• Certificates to be current
• • The legs of the MODU in jacked up condition must be clear of seabed during tow
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• • Crane must e stowed and lashed for the tow passage
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• • If manned, clear communication at regular interval must be carried out
• •
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Any other best practices to be adhered to
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Towage of ODA cargo
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When the object being towed is an ODA cargo, such as SBMs, buoys etc, due diligence to be
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done and as such but not limited to best practices must be followed:
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• • Inspection of the towed object must be carried out
9
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• • Certificates to be current
23
• • Emergency towing line must be rigged and streamed and the tail buoy must be visible
• • Any other best practices to be adhered to
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Towage of odd object

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When the object being towed is odd shaped, for example a stinger belonging to pipe layer etc,
67
due diligence to be done and as such but not limited to best practices must be followed:
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• Inspection of the towed object must be carried out

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• Water tight integrity & sea worthiness to be checked

• Certificates to be current
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• Emergency towing line must be rigged and streamed and the tail buoy must be visible
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• Any other best practices to be adhered to

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Towage of dead ship
When the object being towed is a dead ship, such as a vessel bound for scrap yard etc., due diligence
to be done and as such but not limited to best practices must be followed:
2 2
• Inspection of the towed object must be carried out
20
• Water tight integrity & sea worthiness to be checked
• Certificates to be app
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• Crane and other deck gear must be stowed and lashed for tow passage
• Emergency towing line must be rigged and streamed and the tail buoy must be visible
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• Any other best practices to be adhered to
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Towing plan is developed in accordance with Annex V of M.S.Notice 08 of 2013. Emergency
arrangement will be at the Bow or at Stern of the towed object.
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SECTION 9-ORGANIZATION
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9.1 PERSONNEL DISTRIBUTION da
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The Towing operation should be conducted in accordance with the following organization chart.
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9.2 Risk Assessment & Risk Matrix
Purpose
2
The purpose of the procedure is to ensure that before carrying out towing operations on board, the
2
proposed relevant activities are subjected to a risk assessment.
20
The risk assessment will identify the hazards and detail the controls required to reduce the risks to a
level which is “AS LOW AS REASONABLY PRACTICABLE” (ALARP).
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Scope
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The procedure defines the actions which will be taken to carry out a risk assessment for all
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operational and task activities undertaken by personnel working on the vessels during a tow.
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Main Elements of Risk Assessment
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A risk assessment process must involve the following:
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a) Classifying different work activities associated with a task;
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b) Identifying hazards for each activity and the personnel at work; da
c) Correctly determining the risk;
d) Deciding if the risk is tolerable;
9
e) Preparing an action plan (putting in place appropriate risk control measures); f) Reviewing
40
adequacy of action plan;

23
g) Carrying out a fresh risk assessment if required.

2
Definitions
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Hazard- Hazard is a source of potential damage or a situation with potential for harm of damage.
67
Risk- Risk is chance of loss. It is a combination of 2 elements: The likelihood that a hazard may
occur; and
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The consequences of the hazardous event

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Risk Assessment - A process whereby hazards are identified and the likelihood of the hazard being
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realized is calculated.
Risk Control- A process which ensures that controls are put in place so that should a hazard be
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realized the effects are mitigated to a level which is as low as reasonably practicable. Reasonably
Practicable- The degree of risk in a particular activity can be balanced against the time, trouble, cost
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and physical difficulty of taking measures to avoid the risk. Risk Determination and Risk Assessment
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For determining Risk it is important to first ascertain the Hazard Severity and the Likelihood of
Occurrence.
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Hazard Severity can be categorized as:

1.Slightly Harmful (Non-Lost Time Injury or minor Property damage) [Rating:1]
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2.Harmful (Lost Time Injury or considerable Property damage) [Rating:2]

3.Extremely Harmful (Fatality or extensive Property damage) [Rating:3]

PMA-SOM-09-22
Likelihood of Occurrence can be categorized as:
1. Highly unlikely [Rating:1]
22
2. Unlikely (but can happen or happens occasionally) [Rating:2]
20
3. Likely (happens quite often or almost always happens) [Rating:3]
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TABLE I – ASSESSMENT OF RISK
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Severity/likelihood Slightly harmful(1) Harmful(2) Extremely
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Harmful(3)
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Highly Unlikely (1) Negligible (Trival) Low Risk Low Risk
Risk
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Unlikely(2) Low Risk Medium Risk Medium Risk
Likely(3) Low Risk Medium Risk High Risk
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KEY: ALARP = As Low As Reasonably Practicable
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Well before undertaking a towing operation, vessel to carry out a Risk Assessment. Assign a risk
40
rating as per the table below and put controls in place to keep the risk to as low as reasonably
23
practicable (ALARP).
2
TABLE II –RISK TYPE, RISK RATING & ACTION (RISK = SEVERITY x LIKELIHOOD OF
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OCCURENCE)
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Type of Risk Risk Rating

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NEGILIGIBLE 1 No further action required

(TRIVAL)
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LOW >1 up to 3 Additional controls not required, but must proceed with care
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MEDIUM >3 up to 6 Hazard to be investigated and risk control measures put into place
to reduce risk to ALARP
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HIGH >6 up to 9 Work shall not be started until risk is reduced. Work will be
prohibited if it is not possible to reduce risk even with unlimited
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resources. Work can start only after risk is brought down to

ALARP.
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Appendix of this Manual provides typical Risk Assessments in the 4 towing conditions mentioned in
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this Manual and in the MS Notice issued by DGS.

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PMA-SOM-09-22
APPENDIXES:
2 2
Appendix 1 – Forms and Checklists
20
Appendix 2 – Sharief Falcon Specifications.
4,
Appendix 3 – Risk Assessment
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Appendix 4 – Extract from Stability Booklet
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Appendix 5 – General Arrangement Plan
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Appendix 6 – Towing Plans
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Appendix 7 – Gear and / Equipment list and Certificates
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Appendix 8 – Bollard Pull certificate
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Appendix 9 – Emergency Contact List
Appendix 10 – Circulars
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Appendix 11 – Lloyd's open form
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Appendix 12 – TOWCON Sample

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Appendix 13 – Insurance (P&I) & (H&M)

23
Appendix 14 – IMO Resolution A.765.

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APPENDIX 1- FORMS AND CHECKLIST
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9
40
23
2
3-
87
67
-1
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tte
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S
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R

PMA-SOM-09-22
PRE-OPERATION CHECK LIST FOR ANCHOR HANDLING & TOWING – DECK

ALLIANZ-FRM-06.11
To be
No Item Checked Remarks
Checked by
Pre-rig move meeting held with responsible person from rig /
2
1. Master
barge including rig / barge move
2
Stability w/in prescribed limits.
20
2. Calculations are carried out clearly showing the loads / forces Master
(tension) that may occur.
4,
Master
3. Risk assessment has been done / reviewed
Ch/Mate
r0
Crew work / rest schedule made up and posted in Master
4.
wheelhouse, mess rooms and engine room Ch/Mate
e
Master
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5. Pre-job Safety Meeting held with all crew
Ch/Mate
6. Persons in charge on main deck nominated Master
ct
Crew equipped, and properly dressed with
,O
7. Chief Mate
Personal Protective Equipment
Present and future weather conditions
8. Master
ed
appraised
9. Control transfer : engine room to bridge Master
t
10. Control transfer : forward - aft da Master
11. Steering gear tested Master
12. Thrusters tested Master
9
13. Joystick system tested Master
40
14. Gyro compass error known Master

15. Radars tested and functioning Master
23
16. External communications tested Master

17. Portable VHFs tested and batteries charged Chief Mate
2
18. Searchlights tested and functioning Master

3-
19. Echo sounder tested and operational Master

20. Navigation lights and/or shapes displayed Master
87
21. Trim corrected/adjusted Master

22. Tuggers, capstans, deck crane tested Chief Mate
67
23. Pennant reels function tested Chief Mate

24. Deck lighting fully functional Chief Mate
-1
25. Tow Wire and Work Wire properly attached, spooled and ready Chief Mate
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26. Hand Tools in position aft Chief Mate

Tuggers spooled, Safety Hooks, Chain Tails checked and
27. Chief Mate
secured
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Boat Hooks, Hand Grapple, Heaving Lines, Buoy Lassos

28. Chief Mate
ready
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29. Safety Slings, Chain Stoppers ready Chief Mate

30. Shackles, Hinge Links, Chain Links checked Chief Mate
S
31. Pelican Hooks and Pennants checked Chief Mate

IR
32. Grapple, J-hook available Chief Mate

33. Dies, plates, inserts for stoppers dressed, ready Chief Mate
34. Stopper safety pins ready Chief Mate
er
35. Norman pins ready Chief Mate

ef
36. Suitcase wires checked, spooled up Chief Mate

37. Buoys, anchors, chasing gear checked Chief Mate
R
Revision 00. Original Date: 21/04/2016. Version date: N/A. 1/2

Prepared by: ALLIANZ QHSE Manager. Approved by: ALLIANZ Managing Director. Validated by: ALLIANZ QHSE Manager.

PMA-SOM-09-22
PRE-OPERATION CHECK LIST FOR ANCHOR HANDLING & TOWING – DECK

ALLIANZ-FRM-06.11
38. Roller surface clean Chief Mate

39. Fenders secured Chief Mate
40. Deck clear or items fully secured, clear of work area Chief Mate
2
Anchor handling/towing plan - received, clarified, Master
2
41.
understood, modified Ch/Mate
20
Special precautions noted - sub-surface obstructions, Master
42.
running parameters, decking of anchors etc Ch/Mate
4,
Special operations understood:
• Fishing
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• Grappling
Master
43. • Rigging
e
Ch/Mate
• deployment of buoys
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• Speed of deployment
• Support mooring rig
ct
Rig-up of anchor system confirmed.
Master
,O
44. Clarified - pennant make-up connections to use, buoy handling
Ch/Mate
system
Barge particulars noted:
ed
• number and type
• of anchors, bearings, distances, Master
t
45. da
• peculiarities of barge crane outreach Ch/Mate
• limitations, below water hull projections,
• winch characteristics
9
Soundings taken and noted of all tanks.
40
46. Chief Mate

Sounding tables on board.
TOWING : deck arrangements for securing Master
23
47.
tow wire on tow checked and adequate Ch/Mate
TOWING : emergency tow wire connected Master
2
48.
and in position Ch/Mate
3-
TOWING : Power for tow navigation lights

49. Chief Mate
87
sufficient for expected duration of tow

TOWING : Tow draft and trim checked and Master
50.
67
correct for towage Ch/Mate

Master
51. TOWING : Rudder on tow locked amidships
-1
Ch/Mate
TOWING : All W/T hatches and openings
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52. Chief Mate

on tow closed and secured
TOWING : Updated charts & publications
53. Master
tte
on board for voyage

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‡ The Master is reminded that he should, before every rig/barge move, request a meeting with the responsible person in charge
of the rig/barge move to discuss the operation. If no pre- rig/barge move meeting is held with the responsible person, an entry
S
must be made to that effect in the deck log, stating the reason for no meeting having been held.
IR
er
(To be completed by the Master and Chief Mate after each rig move and tow )
ef
Vessel Name: DATE:

R
RIG / TOW: LOCATION:

MASTER: CHIEF MATE:
Revision 00. Original Date: 21/04/2016. Version date: N/A.

2 /283

PMA-SOM-09-22
ANCHORING CHECK LIST

ALLIANZ-FRM-06.10
Vessel: Date:
2
The Master shall ensure the following…. Remarks
2
All instructions must be given from the Navigational Bridge.
20
Prior to anchoring, the anchor position should be selected taking into account the type of bottom, proximity of hazards, weather, sea
and tidal conditions, depth of water and ease of manoeuvring.
4,
The anchor position should be approached at reduced speed consistent with safety and stemming the current/tide and wind as far as
possible.
r0
One hour before anchor stations, the anchor gear should be checked and prepared for use. The windlass should be started and
tested.
e
The anchor should be properly positioned before letting go.
ob
Operations on the fo’c’sle shall be conducted by experienced personnel. If inexperienced personnel, or personnel under training are
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present they shall be properly briefed beforehand and closely supervised.
If the depth of water exceeds 25 metres, the anchor should descend by windlass power and it should not be released by gravity.
,O
Before any command is given to let go the anchor, communications should have been properly established between the bridge and
the anchor party.
ed
When the vessel is ‘brought up’ to a certain number of shackles, the compression bar should be on and the brake applied and
holding. Storm plates may be put in place. The gear should be disengaged from the gypsy and the appropriate signal displayed.
t
da
It is prudent to put the non-working anchor ready to ‘let-go’ when the vessel is brought up.
When weighing in, or paying out anchor cables, the anchor party officer must report upon sighting each shackle. It is normal practice
to use the Chief Mate in this capacity. Joining shackles should be marked with paint.
9
40
The cable should not be surged using brakes. The brakes may be applied, as appropriate, to check the cable.
The procedures for weighing anchor are as follows…. Remarks
23
The anchor party should be fully ready in sufficient time.

2
Sufficient warming up time for windlasses should be allowed.

3-
The anchor party should be adequately attired and equipped to carry out their duties
87
The engine room should be given sufficient notice for engine movements.
When at anchor stations, gear should be engaged, anchor wash must be turned on and personnel should be on standby for
67
instructions from the bridge.

Upon receipt of orders to weigh anchor, the anchor should be heaved in slowly for several minutes before applying full power. As
-1
each shackle is ‘brought home’ the anchor party officer should report the fact to the bridge.
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Engine power should be used to relieve any weight on the cable.

When the anchor is ‘aweigh’, the bridge should be informed immediately. In principle, ‘anchor aweigh’ means when the anchor is off the seabed,
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however, it is prudent for the vessel not to start making way until the anchor has been sighted when the report ‘clear anchor’ or ‘foul anchor’ should
be made accordingly. In the case of ‘foul anchor’, appropriate steps, according to the nature of the problem must be taken. Personnel should not be
confused between the terminology ‘clear anchor’ which means the anchor is not ‘fouled’ by any obstruction or debris from the sea bed, and ‘anchor
Le
clear’ which means the anchor is clear of the water.

S
Master Chief Officer Date/Time

IR
er
Additional personnel on the Bridge

ef
R
Name Rank Date/Time
This list is to be displayed on the Bridge

(This form must be scanned and saved for management/shore based personnel review purposes)
63 /283

PMA-SOM-09-22
COMPLETION CHECK LIST FOR ANCHOR HANDLING & TOWING

ALLIANZ-FRM-06.12
(To be completed by the Master and Chief Mate after each rig move and tow )
Vessel Name: DATE:
2
RIG / TOW: LOCATION:
2
20
MASTER: CHIEF MATE:
4,
To be
No Item Checked Remarks
checked by
r0
Bunkers ROB figures recorded and passed to
1. Master
e
barge/charterer if required
ob
Master
2. Third party equipment returned
ct
Chief Mate
,O
Damage to third party equipment noted and charterer Master
3.
informed Chief Mate
ed
Damage to vessel or equipment logged, and statement Master
t
4. da
passed to charterer Chief Mate
Barge given bearing, distance of any anchors
5. Master
9
deployed
40
6. Barge given details of pennant/buoy rig up used Master

23
2
Any own ship's gear used on rig, barge or Vessel

7. Chief Mate
3-
returned and on board

87
If damage sustained to own vessel during operations,

8. Damage Report made out and signed by rig, barge or Master
67
vessel Master
-1
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Master Name Chief Mate Name: Date/Time Master Signature

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Prepared by: ALLIANZ QHSE Manager. Approved by: ALLIANZ Managing Director. Validated by: ALLIANZ QHSE Manager. 64 /283
er
ef
R

PMA-SOM-09-22
ANCHOR HANDLING AND TOWING OPERATIONS CHECKLIST

ALLIANZ-FRM-06.13
Rig or Barge
Location: From To:
2 2
20
Sl. No ANCHOR HANDLING Checks Remarks
1. Pre-rig move meeting held with Barge Master/Rig Mover
4,
Anchor handling or towing plan received, clarified, understand,
2.
r0
modified if necessary
Pre- job safety/toolbox meeting held with crew, Risk assessment/JSA
e
3.
completed
ob
Special instructions noted – pipelines, sub surface obstructions running
4.
ct
parameters, decking of anchors, etc...
Special operations understood, fishing, grappling, rigging deployment of
,O
5.
buoys, speed of deployment, etc....
Rig up of anchor system confirmed , pennant make up connections of
ed
6.
use, buoy handling system
Barge particulars noted, number and type of anchors, bearings,
t
7.
da
distances, peculiarities of barge/rig crane outreach limitations below
water hull projections, barge’s winch characteristics noted
9
Consumables onboard checked –Fuel, lubes, potable water, provisions –
40
8.
sufficient for operation
9. Trim corrected and adjusted as desired
23
10. Positioning system working correctly and understood how it works

2
11. Appraisal of the weather conditions expected done

3-
For salvage operations of vessels in distress agreement reached with

12. Master of vessel for type of salvage agreement and head office approval
87
received
67
13. Work wire in good condition, spare work wire checked

14. Pennants received, checked, length confirmed, spooked as required
-1
15. Shackles, hinge links, connections received, checked and dressed.

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16. Plan to store and secure piggy back anchors and buoys ready
Steps taken to check the third party gear, buoys, chasers, shackles,
17.
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pigtails, sockets, etc....

18. Grapple/J hook rigged and ready if required by the operation
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19. All deck machinery tested and ready, tugger wires in good condition
For chain operations, correct Whelps are on the AHT drum checked and
20.
S
OK. Stopping the chain with either hydraulic means or devil’s claw ready
IR
Bucket with deck tools ready on the back deck, including shackles,
21.
crowbars , split pins lead pellets etc...
er
Buoy lasso rigged to work wire ready on back deck in case of working
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22. with buoys. Wooden wedges ready to lock the buoys in the position on
deck
R
Enough burning gear and bottles and hoses long enough to reach the
23.
back deck
Welding machine operational, enough cable to reach the back deck,
24.
sufficient electrodes
If working with pipe laying barge ensure suit case wire is spooled in the
25. AHT drum and fitted with a slip hook at the end.

PMA-SOM-09-22
Sl. No ANCHOR HANDLING Checks Remarks

Pelican hook rigged on back deck and/or karm forks dressed
1.
for the diameter of the pennants of the barge
2. Snatch blocks rigged on the main deck
3. Tugger wires ready on the main deck
2
4. Norman pins ready and/ or towing bits working properly
2
Bridge equipment, checked and working perfectly, running
20
5.
lights working, day shapes ready.
Main Engines, bow thruster, pitch controls, steering,
4,
generators, AHT winch, tugger winches, capstans, shark jaws,
r0
towing pins, hydraulic pumps, working perfectly and master
6.
fullt satisfied. Enough fuel, lube oil, hydraulic oil and pot
e
water for operation. Free surface in tanks eliminated as
ob
beast as possible. Sufficient oxygen and acetylene.
7. All watertight doors and hatched closed
ct
Ensure experience of the Chief Mate and Second Engineer to
,O
8. drive vessel and winch on a 24 hour operation job when
Master and Chief Engineer are off duty
ed
Ensure that deck ratings are familiar and experienced with
9.
the job to be done
t
Inspect the cargo rail/crash barrier for cracks or holes. da
10 Inspect the back deck for signs of metal fatigue or excessive
9
corrosion
40
TOWING OPERATIONS
11 Tow wire length , certification and condition noted,
23
emergency tow wire ready of required.

12 Tow bridle, tow pennant, emergency tow bridle and pennant
2
secured on tow, tow running lights working, power for

3-
running lights enough for the expected tow, water tight

87
doors and hatches closed and rudder if applicable lashed

13 Updated charts and publications on board for voyage
67
14 Aft fenders secured, fix or adjustable gob wire installed.

-1
Shock line or chain connected to the tow wire.

15 Bucket with deck tools including boat hook ready on the aft
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deck, split pins and connecting shackles ready

16 Karm forks/ shark jaws, tested, otherwise dead wires rigged
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with Pelican hooks ready

17 Towing pins tested and operating properly
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NAME Date Signature

Master:
er
Chief mate:
ef
Chief Engineer:
R

Prepared by: ALLIANZ QHSE Manager. Approved by: ALLIANZ Managing Director. Validated by: ALLIANZ QHSE Manager. 66 /283

PMA-SOM-09-22
TOW GEAR / LIFTING GEARS INSPECTION REPORT

ALLIANZ-FRM-06.38
Vessel:
2
WORK AND CRANE WIRES
2
20
Date Last Change
Nom dia Original Max Breaking ( Input “ETE” for
4,
Description Qty
(mm) Length (m) Load (T) end to end change
r0
or “N” for new wire)
e
Work wire
ob
Tugger wire (Port)
Tugger wire (Stbd)
ct
Rescue boat Davit wire
,O
Knuckle Crane/Boat
Deck Crane
ed
Main Deck Crane
Date Last Date Last Date Last
Description Remark (Cert No / Condition )
t
Inspected Greased Load Tested
da
Work wire
Tugger wire (Port)
9
Tugger wire (Stbd)
40
Rescue boat Davit wire

Knuckle Crane/Boat
23
Deck Crane
2
Main Deck Crane

3-
87
ROPES AND STRETCHERS

67
Circumference Diameter Length Breaking

Description Qty
-1
(mm) (mm) (mtr) strength (T)

Towing Stretcher/Nylon
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Rope
Mooring Rope/PP Rope
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Messenger Rope/Nylon
Rope
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Pick up rope/Nylon Rope

S
Date Last
Description Onboard Since Remark (Cert No / Condition )
IR
Inspected
Towing Stretcher/Nylon
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Rope
Mooring rope/PP Rope
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Mooring Rope/PP Rope

R
Messenger Rope/Nylon
Rope
Pick up rope/Nylon Rope
67 /283
Prepared by: ALLIANZ QHSE Director. Approved by: ALLIANZ Managing Director. Validated by: ALLIANZ QHSE Manager.

PMA-SOM-09-22

ALLIANZ-FRM-06.38
TOW GEARS
2 2
Safe working Date Last
20
Description Size Qty O/B Since
load (T) Inspected
Main tow wire
4,
Spare tow wire
r0
Towing pennant
Towing stretcher
e
Messenger rope
ob
Shackles 120 tons
Shackles 85 tons
ct
Shackles 55 tons
,O
Shackles 35 tons
Shackles 25 tons
ed
Shackles 17 tons
Shackles 12.5 tons
t
Description General Condition da Remark ( Cert No.)
Main tow wire
FWD tow wire
9
40
Towing pennant
Towing stretcher
23
Messenger rope
Shackles 120 tons
2
Shackles 85 tons
3-
Shackles 55 tons
87
Shackles 35 tons
Shackles 25 tons
67
Shackles 17 tons
Shackles 12.5 tons
-1
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COMPANY STANDARD COLOUR CODING FOR SHACKLES

120T GREY
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85T BLUE
55T ORANGE
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35T GREEN
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25T YELLOW
17T BROWN
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12.5T WHITE
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Delta Plate YELLOW

R

2 /283

PMA-SOM-09-22

ALLIANZ-FRM-06.38
MISCELLANEOUS
2 2
Date Last
20
Description Size SWL (T) Qty Onboard Since
Inspected
Turnbuckle
4,
Ratchet Binder
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Wire sling
Cargo Lashing Chain
e
Snatch Block
ob
Hook
Wire sleeve / Shoe
ct
(Protector)
,O
Description General Condition Remark ( Cert No.)
ed
Turnbuckle
Ratchet Binder
t
Wire sling da
Cargo Lashing Chain
Snatch Block
9
Hook
40
Wire sleeve / shoe

(Protector)
2 23
3-
INVENTORY OF SPARES
87
67
ITEMS QTY LOCATION KEPT

Socket Head
-1
Wire Lock
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Wire grease / Oil

tte
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69 /283
er
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R

PMA-SOM-09-22
TOWING LOG
ALLIANZ-FRM-06.14
Vessel Master
Date:
2
: Signature:
2
20
Breaking Length/dia Inspection
Main Towline:
strain (MT): meter: date:
ID Certificate
4,
Manufacturer:
Marks: Number:
r0
Re-Socketing /
Cropping:
e
ob
Spare Breaking Length/dia Inspection
Towline: strain (MT): meter: date:
ct
ID Certificate
Manufacturer:
Marks: Number:
,O
Re-Socketing /
Socket Type:
Cropping:
ed
Stretcher Hard or Soft
Length:
Construction: eyes:
t
Type Of
da
Connection:
9
Towline connected Position
Towed Object:
40
(date/time): :
Length Of Bridle Towline release Position
23
(M): (date/time): :
2
TOWED VESSEL PARTICULARS:

3-
Length (M): Breath (M):

87
Draft For’d (M): Draft Aft (M):

Gross Tonnage: Displacement:
67
Self Propulsion Self Propulsion

-1
Available: Used:
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TOW COMPLETED:
Total Distance
Average Speed:
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(N/Miles):
Days Hour Minute
Total time:
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: s: s:
Daily average fuel Total Fuel
Consumption: Consumption:
S
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PMA-SOM-09-22
2 2
20
4,
e r0
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da
9
40
23
APPENDIX 2 – SHARIEF FALCON SPECIFICATIONS:

2
3-
87
67
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PMA-SOM-09-22
2 2
20
4,
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ob
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,O
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da
9
40
23
2
3-
87
67
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PMA-SOM-09-22
2 2
20
4,
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t ed
da
APPENDIX 3 – RISK ASSESSMENT:
9
40
23
2
3-
87
67
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PMA-SOM-09-22
2 2
20
4,
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ob
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,O
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da
9
40
23
2
3-
87
67
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PMA-SOM-09-22
2 2
20
4,
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ob
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t ed
da
9
40
23
2
3-
87
67
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
d,
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da
9
40
23
-2
73
6 78
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PMA-SOM-09-22
2
02
,2
04
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O
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da
9
40
23
-2
73
6 78
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
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da
9
40
23
-2
73
6 78
-1
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
d,
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da
9
40
23
-2
73
6 78
-1
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
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da
9
40
23
-2
73
6 78
-1
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
d,
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da
9
40
23
-2
73
6 78
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
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da
9
40
23
-2
73
6 78
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
d,
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da
9
40
23
-2
73
6 78
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PMA-SOM-09-22
BREACH OF SECURITY:
2
02
,2
1. Regularly inspect the vessel: To monitor and ensure security measures, every security officer needs to
04
be vigilant on their vessel and always be looking for anything out of the ordinary.
2. Oversee maintenance to improve security: If there’s anything aboard the ship that doesn’t comply
er
with best security measures, it’s the job of officers to take care of it the right way.
ob
3. Manage the coordination and handling of cargo: When loading and unloading cargo, a security
officer needs to make sure to do everything according to protocol and ensure proper checks take place,
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as well as inspection of vessel stores and bunkers.
4. Proposing modifications: If there are any modifications to the security plan for the vessel, it’s the job
O
of the VSO to suggest these to the company security officer, so they can make a company-wide change
d,
to improve security.
5. Report problems: If a vessel audit discovers anything wrong, it’s the security officer’s job to report it
te
to the company safety officer so they can promptly implement corrective actions.
da
6. Assuring security awareness and vigilance: It’s not only the job of the VSO to monitor and be
vigilant about anything out of the ordinary, but the role of other crew members as well. The safety
9
officer should inspire the crew to be on alert and report potential threats.
40
7. Implement security training: It’s the job of safety officers to train their crew members about how to
23
behave during normal operations and emergency operations of security.

8. Report and record security incidents: Anytime there’s something out of the ordinary, it’s the security
-2
officer’s job to note and report their findings to the senior security officer and the company security
73
cfficer.
9. Ensure screening programs: The VSO needs to run screening programs like transportation worker
78
identification credential checks that clear crew members to work around the vessel by passing
background tests.
6
10. Monitor security equipment: A security officer must ensure security equipment is properly operated,
-1
tested, calibrated and maintained.

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11. Supervise and support crew members: A vessel’s security officer needs to make sure the crew
members are acting according to the security plan and regulations for their ship.
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2
02
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04
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APPENDIX 4 – EXTRACT FROM STABILITY BOOKLET:
9
40
23
-2
73
6 78
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PMA-SOM-09-22
2
02
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04
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O
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da
9
40
23
-2
73
6 78
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PMA-SOM-09-22
2
02
,2
04
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ob
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O
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da
9
40
23
-2
73
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APPENDIX 5 – GENERAL ARRANGMENT & CAPACITY PLAN:

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40
APPENDIX 6 – TOWING PLANS

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PMA-SOM-09-22
PROEDURES FOR TOWING:
2
1. Pull out the hawser from the one reel of the mooring winch.
02
2. Receive the messenger rope from the towing ship.
Pass the messenger rope through the chock and the bollard.
,2
3.
4. Wind the messenger rope up in the reel of the mooring winch.
04
5. Continue to wing up the messenger rope until the eye splice connected
with the messenger rope can be hooked on the bollard. Then stop the
er
winch.
ob
6. Wind off the hawser from an available second reel of the mooring winch
and connect it to the wire by using a stopper around 2nd bollard.
ct
7. Wind up the hawser in the second reel and Keep the tension on the
O
middle of the wire.
d,
8. Wind off the first hawser reel where the messenger rope is connected
te
and separate the wire with eye splice from the messenger rope.
da
9. Hook the eye splice at the end of the wire on the bollard (or) Use
alternative connecting methods.
9
10. Detach the stopper from towing wire.
40
23
-2
73
6 78
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tte
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R
2
02
,2
04
er
ob
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O
d,
te
da
APPENDIX 7 – GEAR AND/ EQUIPMENT LIST AND CERTIFICATES
9
40
23
-2
73
6 78
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PMA-SOM-09-22
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40
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40
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40
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40
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40
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40
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PMA-SOM-09-22
2
02
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04
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ob
ct
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d,
te
da
9
40
APPENDIX 8 – BOLLARD PULL TEST CERTIFICATE

2 23
3-
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PMA-SOM-09-22
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40
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40
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PMA-SOM-09-22
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9
40
2 23
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67
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PMA-SOM-09-22
2
02
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04
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ob
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te
da
APPENDIX 9 – EMERGENCY CONTACT LIST
9
40
2 23
3-
87
67
-1
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R
PMA-SOM-09-22
2
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9
40
2 23
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67
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PMA-SOM-09-22
2
02
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da
9
40
APPENDIX 10 – CIRCULARS
2 23
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PMA-SOM-09-22
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40
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40
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PMA-SOM-09-22
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APPENDIX 11- Lloyd’s open form:
da
9
40
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67
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PMA-SOM-09-22
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40
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40
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PMA-SOM-09-22
2
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da
9
40
APPENDIX 12 – TOWCON SAMPLE:

2 23
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PMA-SOM-09-22
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APPENDIX 13- INSURANCE (P&I) & (MLC):
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APPENDIX 14- IMO Resolution A.765:

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List of applicable statutory and classification society certificates:
Sr. No. Name of Certificates and Documents Issue Date Validity Date
2
02
1 Vessel's Specification N/A N/A
2 P & I Cover Note - Protection & Indemnity 20-Feb- 20-Feb-2023
,2
3 P & I Cover Note - Hull & Machinery 2022
15-Aug- 14-Aug-2023
04
4 Certificate of Registry 2022
08-Mar- Nil
5 Safe Manning Certificate 2016
30-Sep- 13-July-2023
er
6 Certificate of Class 2022
19-Sep- 19-Sep-2027
ob
7 International Load Line Certificate (>24m) 2022
19-Sep- 19-Sep-2027
ct
8 International Oil Pollution Prevention Cert (>400 GRT or >150 Fuel Tank 2022
19-Sep- 19-Sep-2027
2022
O
Capacity)
9 International Sewage Pollution Prevention Certificate 19-Sep- 19-Sep-2027
d,
10 International Air Pollution Prevention Certificate 2022
19-Sep- 19-Sep-2027
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11 Safety Construction Certificate (>500 GRT) 2022
19-Sep- 19-Sep-2027
12 Safety Equipment Certificate (>500 GRT)
da 2022
19-Sep- 19-Sep-2027
13 Safety Radio Certificate (>300 GRT) 2022
19-Sep- 19-Sep-2027
9
Special Purpose Ship Certificate (If the accommodation Capacity is 2022

40
Not Applicable
14 more than 12
23
apart fro m t he Manning Crew)

-2
15 Safety Management Certificate (>500 GRT) 28-Sep- 27-Mar-2023

2022
73
16 Document of Compliance for the company (>500 GRT) 05-May- 12-Feb-2024

17 International Tonnage Certificate 2022
27-July- Nil
78
18 International ship Security certificate(ISPS) (>500 GRT) 2013

28-Sep- 27-Mar-2023
6
19 Long Range Identification & Tracking (LRIT) 2022

04-Aug- Nil
-1
20 MLC or Statement of Compliance as per MLCconvension 2006 2011

20-Feb- 20-Feb-2023
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2
References.
02
,2
• MS Notice by DGS (Appendix 2) 4 Conditions specified for towing
04
Source: https://www.dgshipping.gov.in/content/msnotices.aspx
er
• TOWCON is an ocean towage agreement on a lump sum basis. It is not intended for use in port towing.
ob
ct
Source: https://www.bimco.org/contracts-and-clauses/bimco-contracts/towcon-2021#
O
• MS Notice 08 of 2013 (Conditions for Towing) and Annexures I, II, III, IV, V, VI, VII, VIII, IX, X, XI
d,
te
Source: https://www.dgshipping.gov.in/content/msnotices.aspx
da
• Lloyd Form – LOF 2011, LOF provides a regime for determining the amount of remuneration to be
awarded to salvors for their services in saving property at sea and minimising or preventing damage to
9
the environment.
40
23
Source: https://www.lloyds.com/resources-and-services/lloyds-agency/salvage-arbitration-branch/lloyds-
open-form-lof
-2
• IMO Resolution A.756, Solas Regulations, II-2/20 and 41-2

73
78
Source:
https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&cad=rja&uact=8&ved=2ahUK
6
EwiN3YXO1cP6AhVqzzgGHQTGDjMQFnoECAIQAQ&url=https%3A%2F%2Fwwwcdn.imo.org%2Fl
-1
ocalresources%2Fen%2FKnowledgeCentre%2FIndexofIMOResolutions%2FAssemblyDocuments%2FA.
rE
756(18).pdf&usg=AOvVaw3ylXw-weHLhhd-MEq1MH5l
tte
• SMS Forms / Checklist for Anchor handling and Towing, ALLIANZ-FRM- 06.10, 06.11, 06.12, 06.13,
06.14, 06.38.
Le
• Extract from Final stability booklet – Towing and Anchor handling Criteria.
S
IR
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19. REVIEW, APPROVAL, REVISION, AND
2
IDENTIFICATION OF CHANGES
02
,2
Vessel Officers shall Review the towing Manual at least annually or whenever there is a change to
04
activities, operating conditions and updated as and if necessary. to ensure its continuing suitability,
adequacy, effectiveness, and arrangement. Records of this review are maintained.
er
ob
Reviewed by Approved by Revision Changes
Validated by
(job title) (job title) (Nº and date) (chapter/reference)
ct
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da
9
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M/V Sharief Falcon: Refer IRS Letter E-167873-223409 Dated, October 04, 2022

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PMA-SOM-09-22

ANCHOR HANDLING Revision: 00

M/V SHARIEF FALCON

ALLIANZ MARINE SERVICES.

Post Box: 233926, Dubai, UAE.

TEL: +971-4-3584388 FAX: +971-4-3584389

Revision 00. Original Date: 11/09/2022. Version date: NA Page 1 of 283

5-6 CONNECTING HARDWARE (JEWELRY)

5-6.3 SYNTHETIC LINE TERMINATION

5-6.4 SYNTHETIC SPRING

5-6.7 CHAIN STOPPER, CARPENTER STOPPER & PELICON STOPPER

5.7 LIST OF TOWING GEARS & ARRANGEMENT 5-7.1

6-4 STAFF PLANNING

6-5.3 TUG SELECTION

6-5.4 SELECTING THE NAVIGATION TRACK

6-7 PREPARING THE TOW

6-7.1 TOWED VESSEL PROPELLER PREPERATION

6-7.3 LOCKING PROPELLER

6-7.10 INSTALLING NAVIGATIONAL LIGHT

7-2.4.4 PASSING THE TOW LINE

7-2.4.6 EMERGENCY RELEASE OF TOW

7-2.4.8 TOWING IN SHALLOW WATER

7-2.4.9 TOWING BY TWO OR MORE VESSEL AND RESPONSIBILITIES OF LEAD

7-2.4.11 METHODS OF POSITION FIXING

7-2.4.12 ENTERING BUOY PATTERN

7-2.4.14 TOWING A CARGO BARGE IN A HIP TOW

7-4 EMERGENCY TOWING PROCEDURE

8.0 NOTES FOR THE TOWING OPEARTION

9.2 RISK ASSESSMENT & RISK MATRIX

Revision 00. Original Date: 11/09/2022. Version date: NA Page 3 of 283

Ensuring compliance with relevant regulations and standards in force;

Maintaining the units, plants and equipment so as to ensure reliable performance;

evaluating the risks and establishing necessary safeguards;

customer to bring about improvement in our service.

The objective of the Towing Manual is:

laid down by DGS;

Revision 00. Original Date: 11/09/2022. Version date: NA Page 4 of 283

COMPANY QHSE POLICY:

Revision 00. Original Date: 11/09/2022. Version date: NA Page 5 of 283

Revision 00. Original Date: 11/09/2022. Version date: NA Page 6 of 283

SECTION 3 : VESSEL PARTICULARS:

Revision 00. Original Date: 11/09/2022. Version date: NA Page 7 of 283

d) “Certified Towed Object / Ship/vessels/Other Structure etc.” means ship/vessel/object etc.,

Flag Administration or Recognized Organization of the flag.

Revision 00. Original Date: 11/09/2022. Version date: NA Page 8 of 283

SCOPE AND APPLICATION

salvage. Briefly describing for the ship concerned:

In Bay of Bengal: 1st December to 30th April

Foul Weather Season

In Bay of Bengal: 1st May to 30th November

Directorate General of Shipping.

Revision 00. Original Date: 11/09/2022. Version date: NA Page 9 of 283

TOWLINE SYSTEM COMPONENTS 5.1 Introduction

• Strength (static loads, dynamic loads, fatigue) • Ability to nondestructively inspect

• Predictability (strength and compliance)

• External abrasion resistance

• Internal abrasion resistance (related to fatigue life)

• Weight and specific gravity

Revision 00. Original Date: 11/09/2022. Version date: NA Page 11 of 283

5.3 Main Towing Hawser

5-3.2 Synthetic Hawser

had not been adequately defined.