Bolivar, Joshua Meynard D.

Polaris 3A

1. State that both vessels should have everything prepared and have agreed on
communications before the arrival of towing the ship(5 pts);
Measures to consider when assisting a vessel
 First, the communication situation to be agreed on.
 Second insurance agreement no cure no pay be positive agreed and considering
arrangement of pertinence to stand the tonnage
Assisting a Vessel in Distress
You are obliged by law to render assistance to a vessel in distress if you can do
so without endangering your vessel or crew.
Consider the following measures so that you will be prepared to render assistance.
Planning and preparation before a tow commences might include:
 Assessing the size and type of vessels or barges to be towed and any
limitations of the tow.
 Confirmation that the tug is of suitable; size, manning, sea-keeping, horse
power (HP) and bollard pull (BP).
 Tow wire and towing equipment is suitable for the planned tow.
 Route to be taken and passage planned, including safe transit times
(day/night transits), times when passing through narrows, under bridges
or areas of high traffic density, tight bends in rivers and adjacent river
berths.
 Noting any areas of reduced depth, tidal limitations and currents expected
during the voyage. A list of bridges with maximum and minimum height;
tide height for each arch to be passed under showing the bridge’s
maximum air-drafts.
 Weather forecasts to include outlook for at least 48 hours.
 Confirmation of sufficient fuel, water, spares on board.
 Navigational information and warnings.
 Recommended speeds to comply with river regulations.
 Connection and disconnection arrangements.
 Stability of the tug and towed unit.
 Emergency contingency plans.

2. Describe how to approach a disabled vessel and pass the first connection by line-
throwing apparatus or other methods(5 pts);
Approach and Passing the Tow Line
A disabled vessel will normally drift more or less beam on to the wind and waves.
Depending on the hull configuration, weight distribution and superstructure they may drift
with the bow slightly upwind or downwind. The leeward side of the disabled vessel
should always be considered as potentially hazardous to the CRV.
The area extends not just directly downwind of the vessel but also in front of and
to leeward of its bow. As the vessel is pushed down wind by wave action it can also
accelerate forwards – this is especially prone to occur in vessels that are drifting in a
bow down attitude to the wind in the first place.

4 Different Methods Of Approach Depending On The Sea Conditions

 Parallel Approach calm to slight seas.
 45°Approach slight to moderate seas.
 Crossing the Bow moderate to rough seas.
 Crossing the Stern moderate to rough seas.
Parallel Approach As the name suggests the approach is made parallel to vessel
and hence generally beam on to the prevailing wind and waves. The tow line is generally
passed across when the CRV is in line with the foredeck of the other vessel.
45°Approach When conditions are such that a slow speed approach beam on to
the waves would produce an uncomfortable and possibly hazardous motion on the CRV
– then angling its approach to the wind & waves may be a better method. The approach
could me made from either the windward or leeward side of the disabled vessel,
(although passing the towline via a messenger line will obviously be easier from a
windward position), and then rounding up into the wind to hold station near by the vessel
until the tow line is attached. The actual angle of approach need not be at exactly 45°,
merely the angle that will best
suit the sea conditions.
Crossing the Bow In moderate or rough conditions then the safety of the CRV
and its crew may become the factor uppermost in the Skippers mind when assessing
which method of approach to use. Approaching the disabled vessel into the wind may be
the only safe and sensible approach. Once clear of the bow the CRV can be turned
through the wind to crab across the vessels windward
side, and the towline passed to the foredeck when it is directly downwind. Care should
be taken not to cross the bow so close as to endanger the CRV.
Crossing the Stern The approach is made towards the stern, and the towline
passed either to the vessels windward quarter, and then taken by its crew to the bow, or
once the CRV is clear of the windward quarter by crabbing across the wind to pass the
towline to the vessels bow. This approach is the safest for the CRV in heavy weather –
but due consideration must be made for the crew of the other vessel. Transferring the
line to the bow of the vessel on a cabin cruiser with narrows side decks or negotiating
the rigging and shrouds on a yacht may be difficult or downright dangerous.
3. State that the tow normally passes the messenger, followed by a wire messenger
to the towing vessel to haul across the towing wire( 5 pts);
The position the towing ship takes in relation to the tow during the approach
depends on which vessel drifts faster. When the towing ship drifts faster than the tow,
the towing ship takes position forward and to windward When the tow drifts faster, the
towing ship takes position ahead and to leeward. The idea is that one ship drifts past the
other, allowing more time for passing and hooking up the towline. The towing ship
always ensures there is plenty of room to maneuver.

4. Describe methods of securing the towing wire at the towing ship( 5 pts);
HANDLING TOWLINES
19-20. Three ways can be used for making up when towing alongside or towing
astern. When towing alongside, towlines can be made up as a single towline or the
towline can be doubled up. The method used will depend on the situation.
SINGLE-LINE LEAD
19-21. When leading out a towline, lead it out between the towing bitts and make
the eye fast to the bitt on the tow that is nearest to you. Then take in all the slack and
secure the line with figure eight or round turns.
DOUBLING UP A TOWLINE
19-22. In this method (see also Figure 19-4) the eye splice of the towline is put
over one of the bitts on the tug, and the bight of the line is then led around the bitt on the
tow. The bitter end of the tow line is made up on the same bitt as the eye. The bitter end
is lead from the outboard side, and one or two round turns are taken on the bitt, making
a figure eight of the line on the bitts.
 Doubling the lines gives added strength.
 When releasing the tow, you slack off on the line, cast off the eye from the bitt on
the tug, and take in the line. This eliminates the need of having to put an individual
aboard the tow to release the line.
RIGGING A STERN TOWLINE
19-23. To rig a stern towline, the towing hawser should be faked out in the fantail
of the tug (Figure 19-5). This will ensure that the hawser will pay out without becoming
fouled. The eye of the hawser is led back over the top of the "H" bitt, over the shoulder of
the horn, and back through the legs of the bitt (Figure 19-6). Then the hawser is payed
out. When you get close to the point where you are going to secure the tow, take a full
round turn and cross the line back onto itself. Then take two or three additional round
turns before you figure eight the line on the bitts, and finish it off with two or three turns
on the arm of the bitt.

5. Describe the preparations made by the disabled ship(5 pts);

1. Safety: Safety is the first and foremost aspect while carrying out any and every
duty on ship. Specifically speaking in this regard, the Chief Mate must be in contact with
 the Bridge at all times. All LSA/PPE must be donned and the crew must be pressed to
follow safety guidelines at every step. Ropes/wires under tension can be disastrous and
hence the crew must step aside to the safe zone when the same happens. It’s always
better to have the minimum required number of people on deck at the time to avoid
commotion and confusion.
2. Lights and Signals: The towed ship must comply with the Rules of the Road
and display relevant lights and signals. Their functionality must be checked before they
are due to be operated. It’s important to avoid putting vessels in the vicinity at risk
(thereby, avoiding the same to own vessel).
3. Draught: The vessel must have draught suited to her needs through the
duration of the voyage. It’s very important to consult relevant authorities about the
characteristics of the water body to prevent unnecessary events such as grounding.
4. Watertightness: Prior to the voyage, the watertight integrity of the various
openings must be checked. Hatches, portholes, valves etc. must be checked to ensure
that they’re in place for the duration of the voyage.
5. Securing Arrangements: Securing arrangements for the cargo, stores, galley
etc. must be exercised prior to the voyage to prevent unwanted collateral damage within
the vessel.
6. Stability: Perhaps the most important of them all is- stability. Towed vessel
should have sufficient stability with respect to all the conditions (loaded or ballast) that
are to come about during the course of the voyage.
7. Rudder/Propellor: As and when deemed necessary, the rudder is best kept
amidships. Along with that, the engine room must be informed well in advance to keep
the propeller shaft from turning.
8. Ship’s Particulars: A fully detailed data sheet of the ship’s particulars must be
kept at hand before the initiation of the voyage. This includes information to the last
details; anything that might come in handy to maintain the safety of the vessel and the
personnel involved in the procedure.
9. Sea State: The state of the sea is crucial to the degree of smoothness with
respect to the voyage. Information must be obtained to the closest accuracy about the
expected state of weather and sea, well prior to the voyage. All references such as VTS,
via VHF communication with coast stations, Admiralty Publications, bespoke ship
software etc. must be used to obtain specific information about the same.
10.The Emergency Towing Booklet: The emergency towing booklet, which
contains information pertinent to towing, must be kept handy and conspicuous before
and throughout the procedure. Although the booklet can only serve a purpose that is
more suggestive than coercive, it must be referred to as it has ship specific information
with the appropriate drawings and other towing arrangements.

6. State that the towing should be protected from chafing at fairleads(5 pts)
 The fairlead should be located as close as possible to the deck and, in any case,
in such a position that the chafing chain is approximately parallel to the deck when it is
under strain between the strongpoint and the fairlead.
The chafing chain should be long enough to ensure that the towing pennant
remains outside the fairlead during the towing operation. A chain extending from the
strongpoint to a point at least 3 m beyond the fairlead should meet this criterion.
One end of the chafing chain should be suitable for connection to the strongpoint.
The other end should be fitted with a standard pear-shaped open link allowing
connection to a standard bow shackle.
The chafing chain should be stowed in such a way that it can be rapidly
connected to the strongpoint.

7. State that wires and cables should be inspected frequently and the nip freshened
if any sign of wear or chafe is found(5 pts)
Wire rope inspection involves thoroughly checking wire ropes for damage
both before and after the use and also during routine checks.
Such inspection is dependent on the frequency of wire rope usage and its
core objective is to detect any and every deterioration and/or deformation
resulting from wire rope usage. If any damage is found, it must be reported to the
designated authority who can then take stock of the situation. If the damage can
be rectified, well and good, if not, then the wire rope must be replaced.
While inspecting the wire rope there are certain important considerations
that need to be kept in mind. Once such consideration is of course the frequency
of it use; but some other important aspects include:
 Application of the wire rope
 Operational conditions like weather etc.
 Manufacturers recommendations and statutory requirements
 Analysis of usage history
 Analysis of wire rope history of the previous wire rope used for the same
application
Whether maritime professionals are able to identify wire rope damage and
take note of the extent of the damage depends on the above mentioned
considerations.

8. State that the towed vessel should be steered to reduce yawing( 5 pts);
Countermeasures to Deal with Yawing.
(1) In order to reduce the yawing condition of the vessel being towed, we can
adjust the trim of the vessel being towed. By adjusting the trim of the vessel being
towed, the part of the vessel where face to the wind can be adjusted. We can decrease
the area of the vessel facing the wind so as to reduce the yawing condition of the vessel
being towed.
 (2) Adjust the course of the tug, steer a zig-zag maneuver. By doing this, the tug
can avoid the courses which are seriously influenced by the wind. In that case, the wind
will apply at the pivoting point of the vessel and the yawing condition will be reduced.
(3) Analyze the cause of yawing, if the yawing is mainly caused by the wind, we
can increase the speed of the tug so that the resultant force of the wind and the towing
force will reduce the yawing condition. On the other hand, if the yawing is mainly caused
by the current, then we can adjust the towing course to reduce the yawing condition.
(4) The vessel apply follow up rudder according to the tug. The vessel being
towed can apply a rudder angle the same as the tug applies to coordinate the two
vessels’ action. This method will reduce the yawing condition and will contribute a better
effect as the speed increases.
(5) We can make the vessel being towed dredge her anchor to reduce the
yawing condition. The vessel being towed lets go a stern anchor, thus the stern of the
vessel being towed will also be towed 2047 by her own anchor, the tug’s towing force
and the anchor’s towing force will apply on the vessel being towed simultaneously, the
two forces will make the vessel being towed in a line with the tug. This method will
reduce the yawing condition significantly, but the towing speed will also be reduced at
the same time.

9. Describe how to disconnect the tow on arrival at the destination( 5 pts); and
During disconnection, both the vessel’s and tug’s crew on deck should be
aware of the risk of injury if the towing gear is released from the tow in an
uncontrolled manner and avoid standing directly below.
They should also be aware that any towing gear which has been released and
is still outboard may 'foul' on the tug's propeller(s), steelworks or fendering,
causing it to come tight unexpectedly. The towline should always be lowered
onto the tug deck, never just ‘cast off’ and left to run.

10. Describe the arrangements for emergency towing of tankers greater than 50,000
tons deadweight(5 pts)
Towing components as specified in 2.2 for strength should have a working
strength of at least 1,000 kN for tankers of 20,000 tonnes deadweight and over but less
than 50,000 tonnes deadweight, and at least 2,000 kN for tankers of 50,000 tonnes
deadweight and over (working strength is defined as one half ultimate strength). The
strength should be sufficient for all relevant angles of towline, i.e. up to 90 degrees from
the ship's centreline to port and starboard and 30 degrees vertical downwards.
Such requirements make it necessary not only to strengthen the vessel’s hull at
the strong point for the towing attachment, but also at the fairlead point. The towing
pennant is required to have a length of at least twice the lightest seagoing ballast
freeboard at the fairlead, plus 50 metres. The requirements for the chafing gear allow for
different designs, but if a chain is used, it should be fixed to the strong point and reach at
least three meters beyond the fairlead.
Other components should have a working strength sufficient to withstand the
load to which such components may be subjected during the towing operation.