1

1. Introduction

In our modern world the transportation of dangerous goods such as oil, gases and

chemicals with its resulting harmful consequences in case of accidents stand in harsh

contrast with the growing shift of emphasis on preserving an intact environment.

In Germany the German Bight, an area with high ship traffic but surrounded with numer

ous islands and vast areas of ecological precious Wadden Sea is a very good example

for this actual conflict.

With the growth in size and numbers of modern cargo ships although the number of

accidents causing more complex environment damage are rising. Especially the

groundings of tanker ships like Amoco Cadiz and wood freighter Pallas are responsible

for many changes in legislations as well as a change in our society on ships safety.

After the grounding of wood freighter Pallas a so called independent commission of

experts lead by Dr. Claus Grobecker was introduced by the german government with the

goal to analyse the existing emergency recovery plan and develop ways of

improvement. After major difficulties were identified during rigging Emergency Towing

connections, especially in bad weather conditions recommendations on Emergency

Towing Systems were made. Germany strongly supported the mandatory Emergency

Towing Systems for tankers above 20,000tdw but failed to implement a new legislation

during the IMO sub-committee meetings. In the end the “MSC Circular 1255” was

2

created, an IMO circular that obligates ships owners for other ships than tankers above

20,000tdw to implement written “Emergency Towing Procedures”

In 2010, I started to implement a booklet on Emergency Towing Procedures for a bulk

carrier owned by the shipping company Schepers. During my work on the booklet I

started to question the effectiveness of the new Guidelines. That`s why I`ve chosen the

topic “Emergency Towing Procedures” with the objective to show that a proper

implementation of Emergency Towing Systems on board of all merchant ships above

300GT would be a much more worthy solution than the existing implementation of the

MSC Circular 1255.

In my thesis I briefly define and describe the nature of an emergency towing situation.

After the short introduction I highlight important aspects on emergency towing with a

strong focus on the dangerous and difficult parts. This proves the complexity of an

emergency situation where dedicated time to plan and experts are missing.

In the third chapter I give an overview of the previous events and explain the

Recommendation of exerts. Then I present the actual IMO-Resolution followed by an

overview of Emergency Towing Systems as claimed by many experts.

In the end I provide a logic conclusion favouring a fixed ETS for every seagoing ship.

My opinion is controversially discussed in the IMO committees. Many officials and

experts have different opinions on this topic. Until now it`s uncertain if the Emergency

Towing Procedure Booklet improves ships safety.

3

2. Emergency Towing

2.1. History and Definition of Emergency Towing

Until the 1980s professional salvage companies worked with a network of standby

Salvage tugs which were stationed on strategic points waiting for casualties to occur.

The tug which arrived first contracted the distressed vessel with Lloyd’s Open Form

“No Cure – No Pay”.

Figure: 1 No Cure – No Pay Salvage Agreement1

1 The Practice of Ocean Rescue page 248, Annex1

4

However several aspects lead to a steady decrease of accidents and fewer tugs:

- Increased integration2

- higher ergonomic standard (interaction between human and technique)

- better navigational aids

- ewer but bigger ships like VLCC needed bigger more expensive tugs

- Working conditions for crews improved resulting in more expenses

- Distressed vessels were looking for the cheapest tug, so traditional salvage

companies (LOF) were put out of business

That’s why in 1984 for example the German government provided with MV Mellum the

necessary capacities in case of an “emergency towing situation”.

Therefore the expression “emergency towing” was created by the government with best

intentions – to react as fast as possible in case of an emergency but without competing

against professional salvage companies.

However for a salvage tug company there is no “emergency towing” as far as there’s no

“emergency firefighting” for the firefighters. Once a vessel is “on the hook” during bad

weather conditions it would be irresponsible to let go in favor of another or several other

tugs.

The official definition: “Preparations for the establishment of a towing connection with a

casualty: Keeping of position or controlled drift of a casualty against wind and current

until manoeuvrability has been regained or a safe anchorage has been found or a

2 Research study programs: MASIS, ATOMOS, Regional Traffic Information Service, Man Ship Interface Systems

5

commercial salver has taken over or existing threats for marine traffic, the coast and/or

the environment can be assumed averted.”3

But “Emergency Towing” shouldn`t be misunderstood as an emergency towing

connection for a distress situation. Because the suitability of the tug and the quality of

the towing connection are most vital especially during an emergency towing situation

emergency towing should be understood as a towing connection, made as good as

possible under the prevailing circumstances with an Emergency Towing Vessel (ETV).

Figure 2:

UK ETV Anglian Princess during an

emergency towing exercise4

3 http://www.envir.ee/orb.aw/class=file/action=preview/id=831438/The+German+Emergency+Towing+Strategy.pdf

4 http://www.maritimejournal.com/__data/assets/image/0009/168048/Anglian_Princss.JPG

6

2.2. Reasons and Consequences of an Emergency Towing Situation

Accident:

Main Engine, Steering, Collision, Fire,

Explosion, Flooding, ..

Disabled Vessel

Emergency Anchoring

Resolving Problem

Emergency Towing

- Hard ground

- Wind + current

- Bad weather

- Hull integrity

threatened

- Cargo not secure

lashed

Might

Lead

Immediate

Danger requires

Action

If Fails

If Fails

Vessel is at a high risk

for causing pollution

Inform

ETV on Standby

7

The corollary of a Ship “Not Under Command” can be severe depending on the external

circumstances. At open sea with good weather conditions and no immediate danger in

close location an Emergency Towing Service might not be necessary.

But a main engine failure in a VTS with dense traffic under severe circumstances is a

really serious situation. In such an impasse the most important is to keep the crew safe.

A good Captain will, depending on the situation evacuate all but a basic crew with best

skills if safety permits. Depending on the weather conditions it might be impossible for a

helicopter to lift-off. Under such circumstances the salvage tug`s rescue boat is no better

solution, either. If the casualty at this time is already drifting in shallow water the hull

integrity can be disturbed due to contact with rocks or other obstacles.

The worst that can happen is a mixture of several reasons leading to a vessel in distress

under worst circumstances. These circumstances can directly lead to loss and Injury of

Crew, cause environmental damage and destroy the ships and it`s cargo.

8

2.3. Comparing Emergency Towing with Ocean Towage

This chapter gives a compromised overview to bear the most important aspects

regarding safety precautions and key decision points that must be assessed prior to

towing.

The U.S. Fleet Admiral Nimitz therefore incisively said:

"The time for taking all measures for a ship's safety is while still able to do so. Nothing

is more dangerous than for a seaman to be grudging in taking precautions lest they turn

out to be unnecessary. Safety at sea for two thousand years has depended on exactly

the opposite philosophy".5

As every towing action is unique in its requirements a survey will be held prior to

preparation. Key points of a first inspection will be the ship’s structural integrity, hull

thickness, stability markers, and the condition of ventilation flaps and other openings.

If any doubts remain usually a dry dock inspection will be held.

Then after a careful assessment of further information on ships stability, deck structures,

dead weight, etc. a proper tug for the specific job will be chosen.

5 U.S. ARMY TOWING MANUAL, SL740-AA-MAN-010,REVISION 3 from 2 July 2002, page 120

9

Next the right equipment for rigging a safe towing connection will be selected.

Countless requirements face a variety of possible towing equipment that can be used.

Some key points for different set-ups might be:

- Backup system available

- Weak point required

- Length of swell

- How much hawser flexibility required

- Towing machine used

- Navigating in ice

- Size of Fairleads

Emergency scenarios (fire, abandon ship, grounding, ..) including backup solutions must

be worked out, navigational preparation needs to be completed and the rigged towline

system has to be inspected.

As a precaution the Noble Denton Guidelines for marine transportations 6requires that all

“remaining heavy fuel must be identified and shall be minimized where possible”.

The towing of ships is a wide subject of study. Even after many years of practise

professional tug captains still can learn new lessons cause of the uniqueness of each

tow.

6 TECHNICAL POLICY BOARD GUIDELINES FOR MARINE TRANSPORTATIONS 0030/ND, page 93

10

The diagram shows the results after a comparison between ocean towing and

emergency towing. The ratio of uncertainties during emergency towing to regular ocean

towage is about 1:5. This clearly shows that strategies for emergency towing will

decided upon other factors. It lies in the nature of an emergency that safety is

impaired. Therefore creativity is needed. If there`s no attachment point strong enough

the whole anchor winch or a pair of two bitts will be used for securing the chaffing chain

0

5

10

15

20

25

30

35

40

45

Figure 3: Comparison between ocean towing andemergency towing

11

43

7 6

alienable

depends on variables of situation (weather, skills of crew, availability of winches, etc)

uncertain in emergency situation

not possible for whatever reason

11

or main hawser. Uncalculated risks must be taken to save the life of seaman and

prevent major damage to our environment. But with every additional uncertain factor the

risk for the life of the crew is rising. And especially if seaman are unprepared and have

no experience the success of establishing a towing connection can be drastically

reduced7. In an emergency situation immediate action is required and only limited

resources are available in a short period of time. Further and greater damage needs to

be avoided or at least kept as small as possible. The life of the crew and the

environment are threatened. The senior salvage Master and Captain of the ETV Abeille

Bourbon therefore concludes that success depends on “timely action by experienced

personnel and organization”8.

7 Helmepa / Tsavliris Salvage: A Guide for the Emergency Towing Arrangements, 1998

8 Claden, Responding to major marine casualty

12

2.4. Towing procedures for distressed ships

The phases of rescue towing with an ETV can be conventionally broken down into 9five

steps.

Step 1: Preparation of the tow gear while on route to the site of the casualty

Step 2: Assessment of actual conditions on arrival at the casualty

Step 3: Connecting the tow gear

Step 4: Getting the tow underway or clear of danger

Step 5: Delivery of the vessel to a safe place

During emergency towing step three is the most dangerous because in no other phase

all the crew is involved if the ships was not abandoned before. In the sub paragraphs I

only focus on step three to point out the importance of timely decisions taken by experts.

The scope of this chapter is to give a brief survey on methods and equipment involved in

emergency towing. First I will provide a matrix that shows how circumstances limit the

possibilities of how a towing connection can be established. Then from a casualties

perspective the two main basic procedures for initiating a connection are presented.

As each situation varies a basic procedure will be adopted depending on the prevailing

circumstances.

9 Rescue Towing, Volume One by Michael Hancox, ISBN: 1 870945395

13

2.4.1. Decision matrix for initiating the connection

Initiating the connection of the towing gear is the most dangerous part during an

emergency towing operation for both the tug and the casualty. Depending on the

circumstance initiating a towing connection can take a few hours or even is impossible.

As the situations vary there`s no common procedure. However after many years of

experience combined with creativity emergency towing vessels have developed some

general patterns that can be adapted and combined to solve a specific problem.

14

2.4.1.1. System decision Matrix for weather conditions

As all other existing Emergency Towing Booklets are providing decision matrix with

weather as the most important variable you can find a quick evaluation of usable

systems during bad weather conditions.

Bad weather

Crew onboard

Casualty

Abandoned Ship /

Fire / Flooding etc.

No

electricity

Very limited

time

All by ETV Depending on

Electricity

ETS by Casualty

ETS by

Helicopter

Figure 4: Bad weather matrix

15

Good weather

Crew onboard

Casualty

Abandoned Ship /

Fire / Flooding etc.

No

electricity

Very limited

time

All by ETV depending on freeboard or Heli

ETS by Casualty

ETS by

Helicopter

Figure 5: good weather matrix

Conclusion: Helicopter use is most affected by weather conditions. If no electricity is

available the ways of establishing a connection are most compromised.

16

2.4.1.2. System decision Matrix for Availability of Electricity

After realizing that the availability of electricity compromises the amount of usable

systems for emergency towing the most, a second matrix sorted by availability of

electricity is provided below.

Figure 6: electricity available matrix

Electricity available

Crew onboard

Casualty

Abandoned Ship /

Fire / Flooding etc.

Bad weather Very limited

time

All by ETV Depending on weather, Freeboard

and Heli

ETS by

Casualty

ETS by

Helicopter

17

No electricity

Crew onboard

Casualty

Abandoned Ship / Fire /

Flooding etc.

Bad

weather

Very limited

time

All by ETV Depending on weather, Freeboard and

Heli

ETS by

Casualty

ETS by

Helicopter

Figure 7: no electricity available matrix

Conclusion: Weather electricity is available or not doesn`t exclude a particular system

for initiating a connection and emergency towing. After comparing both decision matrix it

is clearly that electricity is the best variable cause it doesn`t exclude a certain system.

After electricity weather is the biggest influencing factor.

Electricity as a variable is a better decision cause it doesn`t exclude certain options. But

the availability or non-availability causing two different methods of rigging an emergency

towing system. If you take weather as an option you can only exclude but not choose

between certain methods as shown in the next chapters.

18

2.4.1.3. Decision Matrix for initiating a connection

In principal there are three options on how to initiate a towing connection.

A helicopter can transfer an Emergency Towing System (ETS) if the casualty is not

equipped or a messenger line can be used by the ETV or the casualty and being

transferred by shooting or throwing or lowering.

The helicopter transfer and shooting of a messenger line are good options if no winch

power is available on the casualty . Although there`s a lower risk cause tug and casualty

can for the main part of this procedure operate at a larger distance. Depending on the

circumstances a Dyneema Line can be used as a main hawser or the Dyneema Line

can be used as a “second” messenger line to get a steel hawser as main hawser.

Of course if a winch is still working a Steel Hawser is more resistant to chafing but is

less flexible which shouldn`t be a problem if an ETV is used. ETV`s are commonly

equipped with towing winches which monitor and adapt the load on the towing hawser.

If no power is available on the casualty, diesel powered ship cranes or fork lifts can be

used. As an additional option the tug can pull a strong (Dyneema) Messenger Line back

by its own winch so that the main hawser can be heaved up to the casualty. The main

hawser can be a strong Dyneema Line or a Steel Wire if circumstances and time allows

it.

19

The second option is to lower a messenger line which can be already connected to a

stronger mooring line with a marker buoy at the end. This option requires a much closer

distance between Tug and Casualty. Depending on the weather conditions the

messenger lines can float very close to the disabled casualty which can lead to an

accident (MV Hope Bay and ETV Oceanic).

From Tug to Casualty

Throwing (max=40m)

Heaving;

Shooting (max=100m)

Small boat,..

1. Heaving Line

2. Messenger Line

3. Dyneema

4. Steel if possible

Helicopter (not covered)

From Casualty to Tug

Throwing (max=40m)

Heaving;

Shooting (max=100m)

Small boat,..

1. Heaving Line

2. Messenger Line

3. Dyneema

4. Steel if possible

Lowering 1. Tug picks up an

arranged

combination of

messenger line and

hawser marked with

a buoy

ETS (own chapter)

Figure 8: initiating a towing connection

20

2.4.2. Examples of Towing Patterns

2.4.2.1. No Winch Power on Casualty

If the winches on the casualty aren`t working properly then with good luck, patience and

very good planning at least a temporary connection can be achieved.

However the lack of electricity means that work at night is limited and other useful

equipment can`t be used. Any diesel driven forklifts or cranes can be considered in

heaving heavy messenger lines or steel wire on board.

Method One:

Step 1:

- Heaving Line (green)

- 1” Messener Line (lila)

Step 2:

- Messenger Line (lila)

- First Dyneema Messenger

(red)

21

Step3:

- Messenger Line (lila) on

other Chock to haul in

- 2nd Dyneema Messenger

(red)

Step 4:

- Dyneema Messenger (red)

used to haul in

- Towing gear (brown)

Step 5:

- Tow gear made fast on

- Anchor winch or

- 2 set of Bitts

Figure 9: Drawings of different towing patterns

Note: if there`s not enough time then the Dyneema line can be used as temporary

towing gear. Later if more time is available or protected by island, etc. the Dyneema Line

has to be changed for a towing gear. Therefore the sequence is: Step 1, Step 4

(Dyneema as Towing Gear), Step 5;

22

Method two:

Step 1:

- Heaving Line (green)

- 1” Messener Line (lila)

Step 2:

- Messenger line (lila) is

used to haul around the

- Dyneema towing line

(red)

Step 3:

- After the Dyneema Line

is pulled around, restrain

stoppers can be rigged

on casualty

Step 4:

- The tug crew will shackle

up the Dyneema Line to

a tow pennant

Figure 10: Drawings of towing patterns

23

2.4.2.2. Winches on Casualty are working

Step 1:

- Heaving Line

(green) and

- Messenger Line

(lila)

- Messenger Line

(lila) and then

- Dyneema as towing

gear or even

stronger with

- Towing gear

(brown)

Figure 11: Drawings of towing patterns

24

2.4.2.3. Rigged Solutions

Chafing Chain or Fore leader Pennant secured around foundation of anchor winch

Figure 12: Drawing of Rigging Solution for Forward

Fore Leader Pennant secured on mooring bitts (each bollard one round), then

Chafing Chain or Fore leader Pennant secured around foundation of anchor winch

Figure 13: Drawing of very secure Rigging Solution for Forward Station

25

Chafing Chain or Fore leader Pennant secured around Bitts; if possible mooring winch

foundation can be used as well

Figure 14: Drawing of Rigging Solution on Aft Station

Fore Leader Pennant secured on mooring bitts (each bollard one round), then

Chafing Chain or Fore leader Pennant secured around foundation of anchor winch

Figure 15: Drawing of very secure Rigging Solution on Aft Station

26

2.4.3. Important Equipment Involved:

10Figure 16: Overview of Towing Components on Casualty

The three main parts of equipment that involves action of the casualty are:

- Main Towing Hawser

- Chafing Gear

- Point of Attachment

- Anchor and Anchor Chain

10

Navy Towing Manual, Revised 3

27

Main towing hawser

Figure 17: 11main towing hawser

The main towing 12hawser is a nautical term for a tick cable or wire rope used in towing

a ship or object. It is passed through the hawsehole or cat hole and located on the

hawse. Hawsers can be made of an inelastic material and to be combined with a spring

system. Since the shift of manila ropes to heavy wire ropes or wire chains a catenary got

very popular in taking the dynamic peak loads of the system. Of course the main hawser

can although be made of more elastic ropes so that they act both as a tension element

as well as a natural spring.

11

http://en.wikipedia.org/wiki/File:Ars52_towing_ssbn624.jpg

12 http://en.wikipedia.org/wiki/Hawser

28

Chafing Gear:

Figure 18: 13chafing during

towing on bitts

Figure 19: 14Typical outboard chafing end

Chafing is one of the biggest problems that occur during emergency towing with

synthetic Lines. A chain is more resistant against chafing but usually the ships fairleads

aren`t made to withstand forces that occur during ocean/emergency towing if a steel

made chafing pendant is used.

13

http://fjordinc.com/index.php/chafe-pro/why-you-should-use-chafe-pro

14 http://www.veristar.com/bvrules/B_10_s4_4_8.htm

29

Chocks and Fairleads:

15Figure 20: Chock as part of an ETS 16Figure 21: towing fairlead

Chocks mark points where the towing line crosses the deck of both tug and towed

vessel. Robust and wide chocks are critical for protecting the hawser and the ship’s

deck. Long passage towing usually involves the fitting of additional chocks or fairleads

cause mooring chocks are smaller and designed to withstand only forced that might

occur during mooring operations. In case of an emergency chafing boards and grease

can be used to ease friction on the hawser. Instead of a chafing board a steel chain can

be used.

Fairleads which can be fitted with additional rollers guide ropes around obstacles on

deck and lead them tidy to their winch or point of Fairleads are used to lead mooring

lines to their attachment point.

15

http://img.nauticexpo.com/images_ne/press/press-g/emergency-towing-arrangements-eta-P196937.jpg

16 http://www.tugboats.de/bilder_fuer_bericht_claus/towing%20fairlead_at_the_bow.jpg

30

Point of Attachment: Bitts, Padeyes, Smit Bracket, Towing Hooks, Towing Winches and

Towing Machines

17Figure 22: lead of

hawser through H-Bitt

towards winch

18Figure 23: 2 pairs of Bitts used to secure lines

A 19bitt is vertical post and strong point, usually one of a pair, set on the deck of a ship

and used to secure hawsers, ropes and cables on the towed ship.

On tugs H-Bitts made of heavy steel are used to lead the main hawser to the working

winch or towing machine. They`re located close to the pivot point of the tug and prevent

angular forces and strains to the winch.

17

http://www.vht-online.de/vht2008/pdf/Bollard-Pull.pdf - page 2

18 Navy Towing Manual

19 http://www.thefreedictionary.com/bitt

31

Mooring bitts or even a set of 2 bitts in line are commonly used for emergency towing.

Especially if time is critical mooring bitts are a very good choice as they`re easy to reach

even if no power is available and the crew of the casualty is used in securing lines on

the mooring bitts.

Before using bitts as strong point, strength criteria need to be checked.

If time is enough and the bitts are in line, then a double set of bitts should be used for

safety reasons. For one turn on the first set of bitts only 25-50% will be distributed to the

second set. However if two turn are made on the first set, then only 6-12% of the load

will be absorbed by the second pair of bitts. Therefore one turn on the first set of bitts is

the best solution.

In severe weather conditions the anchor winch or other major foundations on deck can

be used to secure the main hawser or chafing pendant.

32

Towing Winches and Towing Machines:

20Figure 24: single drum towing winch 21Figure 25: towing machine

A winch is now a standard equipment for towing and apart from the engine a tugs most

powerful equipment on-board even if they`re essentially the same since their

introduction. Today winches can be fitted with many different devices which increase

safety of the tow.

The ideal winch for emergency towing has the following specifications:

- Prevents uncontrolled movements of

the hawser

- cActs as an attachment point

- Emergency quick release - Monitors hawser condition

- Easy and fast paying out and heaving

in of hawser

- Controls tension of the hawser

20 http://img.nauticexpo.com/images_ne/photo-m2/towing-winch-electric-drive-single-drum-195975.jpg

21 http://tugster.files.wordpress.com/2009/03/aawn.jpg?w=500&h=375

33

Padeyes and Brackets:

22Figure 26: vertical free standing padeye 23Figure 27: 85 t SWL towing bracket

A 24padeye is a fitting having one or more eyes integral with a plate or base to provide

ample means of securing and to distribute the strain over a wide area. The eyes may be

either "worked" or "shackle."The popular device can be found with either horizontal or

vertical eyes and as a towing bracket. Compared to the horizontal padeye the vertical

free standing padeye is less resistant against lateral loads owed to its design that

hinders horizontal movements.The fact that for towing free rotation to all sides is vital

and that the horizontal padeye can be constructed with a lower profile makes the

horizontal padeye the most popular choicewhen it comes to towing.

Although chain stoppers are be used with care due to their lower breaking strength.

22

http://www.tpub.com/content/boats/TB-55-1900-232-10/TB-55-1900-232-100054.htm

23 http://www.towage-salvage.com/files/tow1_020.jpg

24 http://en.mimi.hu/boating/pad_eye.html

34

Smit Bracket

25Figure 28: 120ton smit

towing bracket for dia

64mm, dia 76mm

anchor chain

The smit towing bracket is very similar to a free standing padey but equipped with an

lock which is easily and safely released even under tight circumstances cause no

shackles are used.

25 http://www.exportdeck.com/144660/product-5867812/photo-7606683/smit-bracket.shtml

35

Anchor and Anchor Chain for Towing:

Figure 29: 26AHTS is handling a special lightweight oil rig anchor

Since the “Pallas” Incident the possibility of using the anchor chain for emergency

towing is a common thinking amongst seafarers.

In the offshore business Anchor Handling Tug Supply Vessels (AHTS) are used to

handle anchors for oil rigs and serve in case of an emergency as ETV.

26

http://www.seabedassist.nl/anchor_handling+.JPG

36

But if the Crew of an ETV is not trained and the ETV not equipped to handling the

J-Hook (250SWL and about 4tons) which is used to retrieve the anchor then it might be

quiet difficult to use the anchor or anchor chain for towing. Of course different anchors

which are marked with buoys are used to facilitate the hauling in.

If the anchor is still in the hawse then there are two options left.

First the anchor can be lowered so that the ETV picks it up with a chaser to pull it on the

deck with a strong winch. However due to the small distance this manoeuver is very

dangerous in bad weather conditions. But failure due to chasing is very unlikely.

The second option is to use the anchor chain without the anchor. Therefore the anchor

chain will be cut by acetylene and then shackled to the main hawser. The anchor chain

will then act as a chafing gear. Care must be taken that the anchor chain doesn’t fall

back into the chain locker. Depending on the size of the ship`s anchor gear power on

the winch might be required.

37

3. Implementation of Emergency Towing Procedures

Since humans began to navigate, the captain or pilot commanded his ship solely. In

1609 the Dutch jurist Hugo Grotius defined in his book “27Mare Liberum ”the Sea “as

being, like the air, limitless and therefore common to all people”. This understanding

worked well until the increased sea traffic along with bigger ships led to an increase of

maritime disasters. Hence the maritime society with ship owners, maritime insurance

companies and coastal states started to question the good old concept of “Freedom of

the Seas” along with the belief that a captain of a ship is free to navigate however he

wants.

In the past and now major accidents are the driving source for improving safety at sea.

For example after the titanic accident the SOLAS convention was introduced to establish

a common international standard for ships safety. After the sinking of tanker ship Erika in

1999, the European Union started to widen out common safety measures to enhance

the safety of ships and European coastlines.

After the tragic stranding of wooden freighter MV Pallas off the German coast close to

the isle of Amrum causing expansive damage to our environment

27

http://en.wikipedia.org/wiki/Mare_Liberum

38

In the past years design features have changed considerably and the speed of

the vessels has increased which lead to a reduced time to react in case of an

emergency. For example, stopping distances are measured from supertankers in miles

rather than meters. Effective safety margins for ships found in restricted waters have

been reduced because of the increased size and limited maneuverability of modern

cargo ships.

39

3.1. German History and the Pallas Incident

Already after the Amoco Cadiz Incident in March 1978 caused the German authorities to

assess how prepared they were to conquer a similar situation. It was very fast clear that

Germany had very little resources to fight pollution incident and apart from unsuitable

harbour tugs no emergency towing capability was provided. The assessment and years

of lobbying works from environmentalist finally convinced the German government to

act. Even if Germany has such a short coastline, it is highly vulnerable to pollution as the

later Pallas incident showed clearly. Dense traffic coming from Ems, Weser and Elbe is

surrounded with precious sensitive unique Wadden Sea which needs a good protection

plan. The initial German System was based upon pollution control that has already

occurred. Starting in 1979 with the purchase of several second-hand vessels Germany

quickly achieved an inventory of 22 vessels. Costs were sheared by the government and

the coastal state. In 1984 with the first government owned multipurpose vessel “Mellum”

Germany started a very own strategy amongst other European countries. With Mellum,

Germany followed a multipurpose strategy in contrary to for example Great Britain.

All German ETVs were and are equipped for pollution control and emergency towing

equipment. Apart of the own ETV Germany established in 1982 the “Emergency Towing

Agreement” with salvage companies which was renewed in 1994. According to the

agreement information about tugs is exchanged on a 24h basis and joint exercises are

conducted. In case of an Emergency the German government can use all tugs that are

40

included in the pool. The Agreement was a voluntary establishment as under federal law

the government already has the right to enforce a commercial tug owner to provide

whatever service is needed. Later in November 1994, the United Nations Convention on

the Law of the Sea came into force. With a 12nm extended Exclusive Zone Germany

needed to extend its emergency towing capabilities. Therefore the salvage tug

“Oceanic” was hired from beginning of March 1996. Apart from the two ETV which are

although fitted with antipollution equipment there were a total of 23 oil recovery crafts

stationed in the port of the North Sea and Baltic sea.

On the 25th October 1998 the wooden cargo of MV Pallas who was on a voyage from

Sweden to Casablanca caught fire. Due to the stormy weather the Danish MRCC

advised the freighter not to approach a port. After several attempts to extinguish the fire,

the captain sent a distress message. Hence the crew was rescued with SAR helicopters.

The German multipurpose ETV Mellum was able to send a boarding team by helicopter

to rig an emergency towing connection with double polypropylene wires.

A heavier hawser couldn`t be installed due to lack of winch power and because of the

heavy weather it was impossible for another tug to take over. After 16,5 hours the

emergency towing connection failed. Any further attempts to hinder the ship from

grounding on the 29th October 1998 didn`t succeed. The stranding of MV Pallas

because of major management errors and the environmental disaster alerted German

society. Under the pressure of media and a more ecology minded society the disaster

was taken serious by politicians and government.

41

3.2. Grobecker Report

On 10 February 1999 the Federal Department of Transport assigned an independent

commission of experts (Grobecker Commission) to draw up an evaluation of the current

emergency concept and to develop improvements for the protection of the German. The

report was submitted to the Federal Transport Minister on 16.02.2000.

The Grobecker Commission headed by Dr. Claus Grobecker recommended that the

proposal for 28ETS on tanker above 20,000 tdw shall be supported and extended to

“other ships”. The Grobecker commission explained in detail, that the initiating phase

constitutes a major problem in emergency towing. To rig durable towing connections

without the support of machinery is even for smaller ships very difficult or impossible.

But if ships are equipped with an Emergency Towing System then those difficulties are

to overcome . Later Germany supported successfully the implementation of Emergency

Towing Systems on tankers above 20.000. On 2926 November 2003 Germany proposed

the implementation of mandatory Emergency Towing Systems on all Ships >300GT,

except tug boats and fishing vessels but couldn`t convince other parties in the Sub-

Committee on ships design.

28

Bericht der unabhängigen Expertenkonferenz Pallas (Grobecker Bericht), Empfehlung 16

29 DE 47/24/1, Mandatory emergency towing systems (ETS) in ships other than tankers greater than 20,000 dwt

42

3.3. IMO History on ETS and ETP

As shipping is an international affair it`s affects reach not only one country but all nations

in the UN. This clearly means that safety is defined as a common standard on which

most countries agree upon. What a single country wants to accomplish can only be

achieved through proposals in committees and sub-committees controlled by the IMO.

After the oil spill of VLCC Amoco Cadiz in 1978 the IMO Resolution A.535(13)

“Recommendation on Emergency Towing Arrangements for Tankers” was adopted in

1983 which applied to all new tanker ships with a deadweight of 50,000tdw and more.

Then after several more accidents it took 11 years until the IMO-Resolution MSC.35(63)

went into force in 1994. The new regulation now applied to tanker ships above

20,000tdw. From then on Emergency Towing Systems had to be officially approved with

an adequate working strength for the applicable ship and working load. On forward

station an ETS must be ready within one hour. The aft ETS must be ready within 15

minutes.

43

3.4. Emergency Towing Procedures Booklet

3.4.1. Purpose and body30

In May 2008, the Maritime Safety Comitee approved MSC.1/Circ.1255 “Guidelines for

owners/operators on preparing emergency towing procedures”. These new amendments

to the International Convention for the Safety of Life at Sea, 1974 include the

amendments to chapter II-2, regulation 3-4.

According to the Circular procedures are to be carried onboard for use in emergency

situations and shall be based on existing arrangements and equipment available on

board the ship. The procedure, which need only to be verified as being onboard (not be

approved) by the Administration, is to include emergency towing arrangement drawings,

an inventory of equipment on board that can be used for emergency towing, means and

methods of communication; and sample procedures to facilitate preparation for and

conduct of emergency towing operations.

The adopted amendments will apply as follows (the dates are tentative):

• all passenger ships not later than 1 January 2010;

• all cargo ships constructed on or after 1 January 2010; and

30

GUIDELINES FOR OWNERS/OPERATORS ON PREPARING EMERGENCY TOWING PROCEDURES, MSC 1255

44

• all cargo ships constructed before 1 January 2010 not later than 1 January 2012

The procedures are meant to support the crew in establishing the safest and most

efficient course of action to be taken when confronted with an emergency that requires

towing.

The Emergency Towing Procedures Booklet is separated into five parts.

Usually after a summary of relevant ships data a quick decision matrix with

corresponding patterns are provided. Then in an additional chapter organizational

matters and explained sample procedures are shown. Normally in an appendix you can

find sample contact forms for ETVs, officials, etc.

45

3.4.2. Implementation of Guidelines31

Observations

2.1 Owners, operators and crews should take into consideration that the nature of an

emergency does not allow time for deliberation. Accordingly, the procedures should be

practiced beforehand.

Implementation:

- Implementation into ISM

- Line Handling and Blackout Problems can`t be practiced

- What can be practiced that is helpful in an emergency?

2.2 The towing procedures should be maintained on board the ship for ready use by the

ship’s crew in preparing their ship for towage in an emergency.

Implementation:

- 3 copies of booklet aboard ready for use by ship`s crew:

o Bridge

o Forecastle Space

o Ships office or cargo control room

o owners/operators one copy + one copy electronic format

31 IMO Circular GUIDELINES FOR OWNERSOPERATORS ON PREPARING MSC_Circ1255

46

2.3 The crew should have good knowledge of equipment stowage location and

accessibility . Any identified improvements to stowage arrangements should be

implemented.

Implementation:

- knowledge of equipment stowage location and accessibility will be

part of ships familiarization proved with signature

2.4 Crew dealing with an emergency situation should be aware of power availability

required for winches and tools, as well as for deck lighting (for bad/low visibility and night

time situations).

Implementation:

- Knowledge of power available to be checked by Chief Engineer

- Handheld Flashlights can be used

2.5 It is recognized that not all ships will have the same degree of shipboard

equipment, so that there may be limits to possible towing procedures. Nevertheless, the

intention is to predetermine what can be accomplished, and provide this information to

the ship’s crew in a ready-to-use format (booklet, plans, poster, etc.).

Implementation:

- Equipment for emergency towing to be identified and in case of an emergency

and prepared for ready-use

- Plans included in booklet so that one comprehensive format is available

47

Ship Evaluation

3.1 The owner/operator should ensure that the ship is inspected and its capability to

be towed under emergency situations is evaluated. Both equipment on board and

available procedures should be reviewed. Items that need to be inspected are

described in the following paragraphs.

Implementation:

- Review of General Plans

- Master Circular

- Target for next Inspection

3.2 The ability of the ship to be towed from bow and stern should be evaluated, and

the following items should be reviewed:

.1 line handling procedures (passing and receiving messenger lines, towlines, bridles);

and

Implementation:

- Sketch possibilities with strong points

- Contact Specialist

- Read Offshore Towing Books and implement to own ship

48

.2 layout, structural adequacy and safe working loads of connection points (fairleads

chocks, winches, bitts, bollards), etc.

Implementation:

- Identify Strong Points

- SWL of Bitts, Fairleads, Pannama Chocks, King Roller,

Anchor or Mooring Winch Fundament SWL

3.3 The on-board tools and equipment available for assembling the towing gear and

their locations should be identified.

These should include but not be limited to:

.1 chains;

.2 cables;

.3 shackles;

.4 stoppers;

.5 tools; and

.6 line throwing apparatus

Implementation:

- Identify useful equipment for emergency towing

- Sent Master Circular with Checklist to fill out and send back

- Compare to “wish list” and order necessary missing tools

49

3.4 The availability and characteristics of radio equipment on board should be

identified, in order to enable communication between deck crew, bridge and the

towing/salvage ship.

Implementation:

- Sent Master Circular with Checklist to fill out and send back

- Identify useful communication equipment for emergency towing and compare with

own list

3.5 Unless the safe working loads of connection points are known, these loads

should be determined by an engineering analysis reflecting the on-board conditions

of the ship. The Guidance on shipboard towing and mooring equipment

(MSC/Circ.1175) may be used for guidance.

Implementation:

- Read MSC/Circ. 1175

- In Case invite GL for determination

3.6 The evaluation should be performed by persons knowledgeable in towing

equipment and operations

Implementation:

- Check if own personal is capable of implementing ETPB into ISM or external

company will be contacted.

50

EMERGENCY TOWING BOOKLET

4.1 The Emergency Towing Booklet (ETB) should be ship specific and be presented in a

clear, concise and ready-to-use format (booklet, plan, poster, etc.).

Implementation:

- Each ship must be evaluate solely:

- Strong Points

- Arrangement and design of Aft station and Forward Station

- Ships data

- Communication Equipment

- Equipment checked

- Ship individual training

4.2 Ship-specific data should include but not be limited to:

.1 ship’s name;

.2 call sign;

.3 IMO number;

.4 anchor details (shackle, connection details, weight, type, etc.);

.5 cable and chain details (lengths, connection details, proof load, etc.);

.6 height of mooring deck(s) above base;

.7 draft range; and

.8 displacement range.

Implementation:

- Copy from General Plan and other Ship certificates

51

4.3 All procedures developed in accordance with section 5 should be presented in a

clear and easy to understand format, which will aid their smooth and swift application in

an emergency situation

Implementation:

- Implementation into a booklet

- Brief, logical comprehensive introduction with important knowledge

4.4 Comprehensive diagrams and sketches should be available and include the

following:

.1 assembly and rigging diagrams;

.2 towing equipment and strong point locations; and

.3 equipment and strong point

capacities and SWLs.

Implementation:

- Copy from Ships Drawings and Simplify as much as possible

52

4.5 A copy should be kept at hand by the owners/operators in order to facilitate the

passing on of information to the towage company as early as possible in the

emergency. A copy should also be kept in a common electronic file format, which will

allow faster distribution to the concerned parties.

Implementation:

- 1 paper copy for Designated Person

- 1 copy on computer of Designated Person

4.6 A minimum of three copies should be kept on board and located in:

.1 the bridge;

.2 a forecastle space; and

.3 the ship’s office or cargo control room.

Implementation:

- Include into Master Circular

- Check during ISM Inspection

53

DEVELOPING PROCEDURES

5.1 Ship-specific procedures should be identified during the ship’s evaluation

and entered accordingly in the ETB. The procedures should include, as a minimum, the

following:

.1 a quick-reference decision matrix that summarizes options under various

emergency scenarios, such as weather conditions (mild, severe), availability of

shipboard power (propulsion, on-deck power), imminent danger of grounding, etc.;

Implementation:

- Decision upon which criteria matrix should be:

- Weather Conditions?

- Time?

- Power for Winches?

.2 organization of deck crew (personnel distribution, equipment distribution,

including radios, safety equipment, etc.);

Implementation:

- Draw simple diagram of duties which considers emergency duties according

Muster List

54

.3 organization of tasks (what needs to be done, how it should be done, what is

needed for each task, etc.);

Implementation:

- Identify Important Points for a Checklist

- “Keep it simple” cause Master of ETV will take decisions and explain each step

anyway

.4 diagrams for assembling and rigging bridles, tow lines, etc., showing possible

emergency towing arrangements for both fore and aft. Rigged lines should

be lead such that they avoid sharp corners, edges and other points of stress

concentration;

Implementation:

- With prior collected information and ship inspection several simplified drawing

need to be implemented

.5 power shortages and dead ship situations, which must be taken into account,

especially for the heaving across of heavy towing lines;

Implementation:

- Consider Power Shortages into Towing Pattern Decision Matrix

55

6 a communications plan for contacting the salvage/towing ship . This plan lists

all information that the ship’s master needs to communicate to the salvage/towing ship.

This list should include but not be limited to:

.1 damage or seaworthiness;

.2 status of ship steering;

.3 propulsion;

.4 on deck power systems;

.5 on-board towing equipment;

.6 existing emergency rapid disconnection system;

.7 forward and aft towing point locations;

.8 equipment, connection points, strong points and safe working loads (SWL);

.9 towing equipment dimensions and capacities; and

.10 ship particulars;

Implementation:

- Checklist to be filled out and sent to ETV, owner, agent, etc.

.7 evaluation of existing equipment, tools and arrangements on board the ship for

possible use in rigging a towing

bridle and securing a towline;

Implementation:

- Make a List of Possible Equipment and tools that can be used and send to

Master of MV to evaluate and complete.

56

.8 identification of any minor tools or equipment providing significant improvements to

the “towability” of the ship;

Implementation:

- Sent Checklist to Master to fill out on: Shackles, Hammers, Chains, Towing Wire,

welding torch, etc.

.9 inventory and location of equipment on board that can be used during an

emergency towing situation;

Implementation:

- Locate and note chafing material, stoppers, chains, axe, welding torch, etc.

.10 other preparations (locking rudder and propeller shaft, ballast and trim, etc.); and

Implementation:

- During next inspection check rudder and propeller plans and manuals and copy

procedures into booklet

.11 other relevant information (limiting sea states, towing speeds, etc.).

Implementation:

- Evaluation upon ETV On scene manager

57

3.4.3. Controlling Authorities

Under the Paris memorandum (MoU) of 1982 all countries are entitled to control any

ship on IMO-Regulations and their implementation. IMO Resolution A. 787(19) was

therefore provides the legal base with the goal to reduce sub-standard vessels flagged

on third world countries. The MoU obligates to control minimum 25% of all seagoing

vessels. Under the MoU although the proper implementation of Emergency Towing

Procedures must be checked.

58

According to classification societies, German See-BG and U.S. Port State Control

Commanding Officer the following points will be checked:

Point to be checked: Comment/Critic

- copies on board - according to MSC 1255; ok

- List of on-board Equipment prepared

- Equipment available for use?

- Equipment useful for towing?

- Condition of equipment?

- Safe Working Loads integrated

- Very important aspect for

emergency towing

- According MSC 1255

- Procedure for Anchor Chain

- Not applicable on every ship

- Very seldom used for emergency

towing

- Only applicable in best weather

and best sea conditions

- Safety Exercises

- What can be exercised?

- Proof of Knowledge?

- Regular base

- According MSC 1255

Figure 30: Port State Controll Overview

The MSC Circular 1255 is meant to be considered as part of the emergency

59

preparedness required by element 8 of the ISM-Code.

The guidelines clearly point out the following points to be considered:

- Relevant equipment to be inspected on a regular base

- Crew questionnaire to be filled out correctly

- Safety meeting with dedicated crew on a regular base

- Engine department / Electrician to be aware of power failure problems

- Three copies available and readily available

- Any identified improvements should be sent to the company and re-implemented

into the procedures

It can be summarized that all three major societies which are responsible for controlling

the proper implementation of MSC Circular 1255 aren`t ready to check reasonably how

ship owners and ship’s crew implement the new standard.

Additionally it needs to be said that a proper checking would exceed the short time of a

port state control.

3.5. Emergency Towing Systems

60

After grounding of tanker Amoco Cadiz in 1974 32Emergency Towing Systems (ETS)

were introduced by IMO with resolution A.535(13) in 1983 for tankers greater than

50,000 tdw with recommendatory guidelines for their technical layout. Then because of

the grounding of tanker Braer in 1993 the amendments were expanded to tanker ships

above 20,000 tdw. Now SOLAS requires since 1 January 1999 according regulations 3-

4 that all tankers above 20,000 tdw must be equipped with an ETS for bow and aft.

3.5.1. Emergency Towing System for Helicopter and Salvage Tug

32 SUB-COMMITTEE ON SHIP DESIGN AND EQUIPMENT 47th session Agenda item 24 DE 47/INF.3

61

Figure 31: 33ETS for helicopter transfer prepared in port

The main parts of a helicopter or tug ETS are:

- Line Gun

- 1 or 2 Buoys to mark the messenger line

- Messenger Line

- Main Towing Hawser

- Chafing Pendant or chafing End from Main Hawser

- Shackles

- Box or Net for Transportation

- Additionally can be used: Sea Anchor, Equipment for Communication, Manuals,

etc

Helicopter transfer example: From Casualty to Tug

33 http://www.dec.state.ak.us/spar/perp/ets/

62

Phase Description

- Helicopter transports open cargo net

with rope/heavy tools

- Maybe Second and Third Lift with fore

leader pennant, chafing chain and

already connected heavy messengers

to enable fast rigging

- ETS will be rigged similar to mooring

lines in a way practical to send out

63

- The messenger line with the

messenger buoy and pick-up buoy will

be retrieved by the tug manually or

with an Orville Hook Retrieval System

- The messenger line will be heaved on

board of the tug and secured to the

own towing hawser which is

connected to the towing winch or

towing machine

- The tug starts towing the casualty

Figure 32: 34ETS Helicopter drill by Alaska Emergency Towing Systems Project

34

http://www.dec.state.ak.us/spar/perp/ets/

64

From Tug to Casualty

35

http://www.dec.state.ak.us/spar/perp/ets/

Phase Description

- The Messenger Line is delivered to the

casualty by shooting or throwing

- Crew on Casualty or Boarding team transfer

the messenger line through the most durable

(SWL) chock or Fairlead

- Depending on the weight of the main hawser

own winch power is needed

- If no winch power is available then two

chocks can be used to heave the hawser with

the winches from the tug

- If no own securing material can be used, bitts

have highest swl for securing

- If possible a second bitt should be used or

- an additional chain can turned around the

anchor winch or mooring winch

Figure 33: 35ETS Tug to Ship drill by Alaska Emergency Towing Systems

Project

65

3.5.2. On-board Emergency Towing System

According to IMO-Resolution MSC 35.(63) every tanker ship above 20,000dtw is

obligated to have an Emergency Towing System Installed since 1.1.1999 on both

forward station and aft station.

Once the installation of an ETS is completed no further costs are rising. The system

must be readily available. Some therefore can be activated by radio. The system can be

activated even if the manoeuvre station is under fire or the ship is unmanned.

In case of an emergency it makes it easier to initiate a durable connection. Even during

bad weather conditions the ETV can heave up the eye of the ETS with a J-Hook or a

similar device.

An ETS doesn`t require experts or a lot of time. Therefore it is the best choice for an

ordinary seaman which is usually not trained for such an emergency or already dealing

with other problems like fire, flooding, etc.

It`s usability is although proved by the IMO cause of its obligation for tanker ships.

Modern cargo ships can now store more oil than small tanker ships. Therefore an oil

caused by a non-tanker ship can be as dangerous as any other tanker ship accident,

especially if an accident happens in eco-sensitive area like the Wadden sea.

66

Figure 34 : Example for Installation of ETS 100/200 D – AF made by Aker Pusnes AS

The design and installation of Emergency Towing Systems on tankers above 20,000dtw

is now compulsory under the following legislations:

- IMO resolution MSC.35 (63)

- SOLAS V/15-1(b)

- LOOP regulations

- OPA 90

67

The system offers huge advantages cause it eases the problems that can occur:

- during initiating the connection

- caused by chaffing

- transferring lines

- during other accidents like fire, etc.

Figure 35. Forward and Aft Design of Pusnes AS

Figure 36. Forward Design of Pusnes AS

68

The main components of an Emergency Towing System used on tankers are:

- Strong Point: Smit bracket, Chain Stopper or included in the storage drum

- Chafing pendant: chafing chain, wire,..

- Dedicated Fairlead, Chock, ..

- Messenger rope, floating

- Buoy(s) to mark and pick up the messenger line

The ETS can be stored on the roller in a closed box on deck or under deck similar to the

anchor chain. The messenger part can be stored together or separated in another

closed box on deck.

69

ETS Retrieval by Orville Hook

Figure 37: 36Orville Hook used for retrieval lost towing line or ETS

In bad weather conditions or if the messenger line is nearby the casualty it might be very

difficult to retrieve the pick-up buoy. Orville hooks are used during ocean towing to

recover lost wire hawsers and therefore are only suitable to recover towing wires or

towing chains. The retrieval of synthetic wires is although possible but difficult cause

constant tension must be kept so that the retrieval systems doesn`t come off. An Orville

Hook System consists of a very good floating buoy a so called trailing buoy which is

connected to a chain and the “Orville Hook”. The tug then needs to circle around the lost

tow so that the hook will lock the lost tow.

36

Navy Towing Manual, Revised 3

70

4. Overall Conclusion

In case of an emergency it is absolutely vital to react timely, effective and with

competence.

In the last twenty years we`ve seen a lot of accidents causing devastating harm.

Every year around 100000 ships are crossing the German bight. International shipping

routes like the Kadetrinne with partly only 18m depth and about 4 big tanker ships

crossing daily are extreme vulnerable and therefore need special protection.

In the last 15 years Germany has done a lot to improve safety by providing an

emergency contingency plan with modern ETV`s and regular safety drills as well as

partnerships with neighbour countries like Denmark and Netherlands.

After the Pallas incident Germany tried to implement the Grobecker recommendation

Nr. 16 but only achieved a compromise, the MSC.1/Circ.1255 „Guidelines for Owner

/Operators on Preparing Emergency Towing Procedures.“ The Circular intends to assist

ISM personnel in the implementation of an „Emergency Towing Response Plan“ as part

of the emergency preparedness. The Guidelines require a listing of relevant information

together with a review of possible emergency towing patterns and an equipment

inventory suitable for emergency towing.

Several analyses of unsuccessful emergency towing incidents showed clearly that the

most dangerous and complicated part is the rigging of a durable towing connection.

In my thesis I repeatedly pointed out that in case of an emergency “timely action by

71

experienced personnel and organization”37 are the key to success. The IMO Guideline

requires a list of material that can be used for emergency towing, but “substitution of

materials can be dangerous as well as detrimental to the tow”38. For example the

softening point of polypropylene mooring lines is around 150°C, the melting point at ca.

170°C.

The Guidelines for Owner /Operators on Preparing Emergency Towing Procedures are

implemented by ISM dedicated personnel without any special qualification on

emergency towing. Most of the people I talked to are as well as authorities still

convinced that an anchor or anchor chain can be used for emergency towing.

Emergency towing with an anchor is a very dangerous operation for which you need a

boarding team of specialists and very good weather condition that you have a chance of

success.

Until now three sample forms of Emergency Towing Procedures exist. All three are

similar and made as complete as possible. Fear of responsibility in case of an

emergency leaves ISM personnel only one option – to cover everything that might be of

interest. Information which you can find on the wheelhouse poster and in nearly every

other safety documentation is repeated again and again. The goal to achieve a higher

standard of safety wasn`t achieved at all. But another proof of responsibility was created

to show the world that somebody is responsible – once again the owner and master of a

ship take a little more responsibility.

37

Charles Claden, Responding to a major marine casualty

38 Unites States Navy Towing Manual, 2002

72

So is it possible to be prepared for the next disaster?

It doesn`t matter what measures will be taken cause the next major emergency will

come. Even the best emergency contingency plan will show us the limits of “controlling

an emergency”. Why? Because it is the nature of an emergency to be uncontrollable.

But prevention is better than reducing damage. What we need in the future is a

dedicated and strong crew working with good seamanship.

Fatigue and poor education as part of the human factor are the cause of 60-70% of all

accidents. As emergency towing is necessary as a result of previous failures it is

therefore logical that the best way to improve safety is by reducing the risks of collisions,

fire, navigational errors and fatigue.

So I hope that in the future the IMO will widen up the existing regulations for Emergency

Towing Systems once again to at least all ships above 20,000dtw. All ships should

share the same safety standard that already works well on tanker ships above

20,000dtw. Especially high dense traffic zones with small deep see lines would benefit

from the new safety standard.

73

Sources:

Internet Sources:

Definition Emergency

http://www.businessdictionary.com/definition/emergency.html

Definition Emergency Towing

http://www.envir.ee/orb.aw/class=file/action=preview/id=831438/The+German+Emergen

cy+Towing+Strategy.pdf

UK ETV Anglian Princess during an emergency towing exercise

http://www.maritimejournal.com/__data/assets/image/0009/168048/Anglian_Princss.JP

G

Towing Hawser

http://en.wikipedia.org/wiki/File:Ars52_towing_ssbn624.jpg

http://en.wikipedia.org/wiki/Hawser

Chafing during towing on bitts

http://fjordinc.com/index.php/chafe-pro/why-you-should-use-chafe-pro

74

Typical outboard chafing end

http://www.veristar.com/bvrules/B_10_s4_4_8.htm

Figure 14: Chock as part of an ETS

http://img.nauticexpo.com/images_ne/press/press-g/emergency-towing-arrangements-

eta-P196937.jpg

Figure 15: Towing fairlead

http://www.tugboats.de/bilder_fuer_bericht_claus/towing%20fairlead_at_the_bow.jpg

Figure 16: lead of hawser through H-Bitt towards winch

http://www.vht-online.de/vht2008/pdf/Bollard-Pull.pdf - page 2

Definition of Bitt

http://www.thefreedictionary.com/bitt

Figure 18: single drum towing winch

http://img.nauticexpo.com/images_ne/photo-m2/towing-winch-electric-drive-single-drum-

195975.jpg

Figure 19: towing machine

http://tugster.files.wordpress.com/2009/03/aawn.jpg?w=500&h=375

75

Padeye Definition

http://en.mimi.hu/boating/pad_eye.html

Book: Mare Liberum

http://en.wikipedia.org/wiki/Mare_Liberum

Frequently used

http://www.towage-salvage.com

Alaska Emergency Towing Systems Project,

http://www.dec.state.ak.us/spar/perp/ets/

Padeye

http://www.tpub.com/content/boats/TB-55-1900-232-10/TB-55-1900-232-100054.htm

Towing bracket

http://www.towage-salvage.com/files/tow1_020.jpg

Figure 22: 120ton smit towing bracket for dia 64mm, dia 76mm anchor chain

http://www.exportdeck.com/144660/product-5867812/photo-7606683/smit-bracket.shtml

76

Figure 23: AHTS is handling a special lightweight oil rig anchor

http://www.seabedassist.nl/anchor_handling+.JPG

Figure 24: ETS for helicopter transfer prepared in port

http://www.dec.state.ak.us/spar/perp/ets/

Manuals from Aker Pusnes AS

http://www.akersolutions.com/en/

Figure 28: ETS Helicopter drill by Alaska Emergency Towing Systems Project http://www.dec.state.ak.us/spar/perp/ets/

77

Written Sources:

ECHNICAL POLICY BOARD GUIDELINES FOR MARINE TRANSPORTATIONS

0030/ND

Helmepa / Tsavliris Salvage: A Guide for the Emergency Towing Arrangements, 1998

U.S. Navigation and Vessel Inspection Circular 1992, Subject: Guidelines for wire rope

towing hawsers

Manuals of Aker Pusnes AS, Service Box 732, NO-4808 Arendal, Norway, E-mail:

pusnes@akersolutions.com, www.akersolutions.com/pusnes, Tel: +47 37 08 73 00,

Fax: +47 37 08 65 50

Noble Denton, TECHNICAL POLICY BOARD GUIDELINES FOR MARINE

TRANSPORTATIONS, 0030/ND REV 3

Noble Denton TECHNICAL POLICY BOARD GUIDELINES FOR THE APPROVAL OF

TOWING VESSELS, 0021/ND REV 7

The Practice of Ocean Rescue by R.E. Sanders, Revised 1977, Glasgow, Brown, Son &

Ferguson, Ltd. , Nautical Publishers,

78

U.S. ARMY TOWING MANUAL, 30 SEPTEMBER 1991

U.S. NAVY TOWING MANUAL, 1 JULY 2002, REVISION 3

Bericht der unabhängigen Expertenkomission „Havarie Pallas“ – Grobecker Bericht vom

16.2.2000

Aleutian Islands Emergency Towing System (ETS), ADEC Exercise Report, September

21, 2007

Aleutian Islands –Alaska Emergency Towing Systems, AIRA Advisory Panel Meeting,

September 1, 2009

Rescue towing by Michael Hancox, Volume One, Oifield Seamanship

Formal Safety Assessment on Emergency Towing Systems for other ships than tankers

³ 20,000 tdw as amended in October 2003 Funded by: German Federal Ministry for

Transport, Building and Housing Project No.: 1011 Prepared by: Captain Christian

Bahlke, Captain Ute Hannemann, Prof. Capt. Hermann Kaps,December 2001

IMO Mandatory emergency towing systems (ETS) in ships other than tankers greater

than 20,000 dwt,SUB-COMMITTEE ON SHIP DESIGN AND EQUIPMENT, 47th

session, Agenda item 24, DE 47/INF.3, 26 November 2003

79

IMO GUIDELINES FOR OWNERS/OPERATORS ON PREPARING EMERGENCY

TOWING PROCEDURES, Ref.: T4/3.01 MSC.1/Circ.1255, 27 May 2008

Responding to a major Marine Casualty, Charles Claden, Captain of the ETV Ebeille

Bourbon, Senior Salvage Master

Focus on Emergency Towing from Ecology’s Spill Prevention, Preparedness, and

Response Program, U.S.A.

Protection of the Wadden Sea from ship accidents through the establishment of a

„PSSA Wadden Sea“,WWF

THE STRANDING OF MV PALLAS OFF THE GERMAN COAST CLOSE TO THE ISLE

OF AMRUM,y Capt. Klaus Schroh, Federal Marine Pollution Control Unit of Germany,

Am Alfen Hafen 2 - D . 2747 CUXHAVEN Tel: 04721 56 74 80 - Fax: 04721 56 74 90 .

E-mail: schroh.sbm@gmw.de

Proceedings of the symposium on the behaviour of disabled large tankers, held jointly

by the Royal Institution of Naval Architects, the Royal Institute of Navigation and the

Nautical Institute at the Cunard International Hotel, Hammersmith, London, June 9 and

10, 1981

80

Disabled tankers : report of studies on ship drift and towage by Oil Companies

International Marine Forum (OCIMF)

Tugs and towing: A worldwide survey of the vessels, techniques and development of the

towage business Deep-sea towage, salvage and heavy lift markets by Drewry Shipping

Consultants

OCIMF recommendations on equipment for the towing of disabled tankers by Oil

Companies International Marine Forum (OCIMF) Modern towing by Blank, John S .

A guide for the emergency towing arrangements by Hellenic Marine Environment

Protection Association (HELMEPA) ; Tsavliris Salvage (International)

Towing Gear, Bollard Pull, Action to be taken when the ship is aground and statistics

from Verein Hanseatischer Transportversicherer

REPORT ON THE SELENDANG AYU INCIDENT, Prepared by Parker Associates Inc.

For Alaska Oceans Program, 3724 Campbell Airstrip Road Anchorage, Alaska 99504,

Phone: (907) 333-5189, Fax: (907) 333-5153, wbparker@gci.net, lakosh@gci.net, June

6, 2005

COMDTINST M16672.2A, COLREGS, United States Department of Transportation

USCG Navigation Rules-International and Inland, 23 December 1983

81

Knight's Modern Seamanship, John V. Noel, Ed., Van Nostrand Reinhold Co., 16th

edition, 1977. 4. NSTM 631, Preservation of Ships in Service (Surface Preparation and

Painting), 1 April 1981.

ATP-43 (NAVY), Ship-to-Ship Towing, Change 1, May 1987.

Recommendations on Emergency Towing Requirements for Tankers, International Mari-

time Organization,Resolution A-535 (13), 17 November 1983.

Peril at Sea and Salvage: A Guide for Masters, The International Chamber of Shipping,

Oil Companies International, Marine Forum (OCIMF), 2nd Edition, September 1982

OCIMF Standards for Equipment Employed in the Mooring of Ships at Single Point

Moorings, Oil Companies International Marine Forum, London, 1978.

82

Annex

Content of Annexes 82

Annex 1: Key Point Matrix 83

Annex 2: IMO MSC: Emergency towing arrangements on tankers 90

Annex 3: IMO MSC: Mandatory Emergency Towing Systems in Ships other than Tankers of not less than 20,000 DWT

94

Annex 4: IMO MSC Mandatory emergency towing systems (ETS) 102

Annex 5: Grobecker Committee Advice Nr. 16: 107

Annex 6: IMO MSC.1/Circ.1255 27 May 2008 109

Annex 1: Key Points Matrix39

39

U.S. NAVY TOWING MANUAL, SL740-AA-MAN-010, Revision 3, Appendix H

83

The following table provides some valuable key aspects for towing.

Then the points are evaluated for an “Emergency Towing Situation” .

- Yes

- Depends on Situation (Nature of

Accident, Good Seamanship, etc.)

- Not certain

- Not possible for whatever reason

Ship To Check for Ocean Towing ET Note

General Plan How to transmit?

Actual Stability (GM, KG, Roll period) Accident? New KG?

Ballast Onboard Accident? Cargo?

Search for Cracks Insufficient time

History of hull repairs? Actual Condition?

Any previous damages Reliable?

Type of Steering Equipment Rely upon ChEng

Plans of Steering Equipment Management?

Dry-dock Records available Reliable Records

Inspection of hull and equipment Insufficient time

Strongpoints fit for towing Checked?

84

Equipment on board for towing Proof of SWL?

Backup Equipment for towing Sufficient?

Communication Equipment Checked

ISM working?

Inspection of Safety Equipment ISM working?

Location and Inspection of Sea Valves,

Hatches, Ventilations, Doors,..

Regular serviced?

Ventilations sealed Watertight?

Condition of bilges Pumps working?

Electricity available?

Inspection of all compartments Time?

Too dangerous?

All equipment on deck secured Secured with wire or rope?

What equipment on deck?

All Alarms tested ISM?

Any damage?

Type or Rudder used Damage in ECR?

Plans, Instruction about Rudder Tidy bookkeeping?

How are Rudder(s) Locked Crew able to look rudder?

85

Propeller free rotating How to disconnect?

Inspection of Stern tube Any leaks?

How to access ship Crew able prepare access

points?

Weather Condition?

Prepare points of access Ship heeling?

Lower ladders (pilot,

gangway, etc) if possible

Flooding alarms checked ISM?

Any damage?

Condition of batteries ISM?

Any damage?

Appropriate Navigational lights Good Seamanship

Sensors working ISM?

Any damage?

Ship prepared for bad weather Good Seamanship?

Fire pumps Generators working?

Any damages?

Bilge pumps Generators working?

Any damages?

86

Auxiliary generator Any Problems or damage?

Quantities of fuel Leaks?

Fire fighting equipment Good Seamanship

Enough crew for emergency duties Crew injured?

Navigational equipment checked ISM

Route checking: ice, shallow water

Cargo Unknown!

Substances can mix with

each other!! Manufacturer

only gives advice for mixing

with water/sea water.

Dangerous Goods

Tug

Towing gear check

Attachement points checked

87

Connection points checked

Winch tested

Hawser checked and certified

Towing certificate

Towline

Weak points Insufficient info!

Too dangerous?

Boarding Team?

Inspection of tow

Tow maintenance (Chafing?)

Backup plan Unpredictable

How to disconnect (emergency) Depends fully on tug

master

Anchor

Emergency anchor Chain stoppers in use?

Water depth?

88

What emergency anchor Starboard or Port Anchor

Heavy weather High Risk?

Quick release Working?

Anchor winch Electricity Working?

Power supply for winch Any Problems now?

Future?

Crew

Nationality Communication

How many crew members available Any injured persons?

Experience of the crew Communication?

Explaining every step in

detail!

Working

Crew works as a team

Knowledge of each crew members

89

qualities

After command no explanation needed

Commander can rely upon crews

judgment

Condition of towline connection

Calculable Variables

Annex 2: Emergency towing arrangements on tankers

MSC 84/24/Add.1

ANNEX 2

90

Page 2

ANNEX

AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF

LIFE AT SEA, 1974, AS AMENDED

CHAPTER II-1

CONSTRUCTION – STRUCTURE, SUBDIVISION AND STABILITY,

MACHINERY AND ELECTRICAL INSTALLATIONS

Regulation 3-4 – Emergency towing arrangements on tankers

1 The existing regulation 3-4 is replaced by the following:

“Regulation 3-4

Emergency towing arrangements and procedures

1 Emergency towing arrangements on tankers

1.1 Emergency towing arrangements shall be fitted at both ends on board every tanker

of not less than 20,000 tonnes deadweight.

1.2 For tankers constructed on or after 1 July 2002:

91

.1 the arrangements shall, at all times, be capable of rapid deployment in the

absence of main power on the ship to be towed and easy connection to the

towing ship. At least one of the emergency towing arrangements shall be

pre-rigged ready for rapid deployment; and

.2 emergency towing arrangements at both ends shall be of adequate strength

taking into account the size and deadweight of the ship, and the expected

forces during bad weather conditions. The design and construction and

prototype testing of emergency towing arrangements shall be approved by

the Administration, based on the Guidelines developed by the

Organization*.

1.3 For tankers constructed before 1 July 2002, the design and construction of emergency

towing arrangements shall be approved by the Administration, based on the Guidelines

developed by the Organization*.

2 Emergency towing procedures on ships

2.1 This paragraph applies to:

.1 all passenger ships, not later than 1 January 2010;

.2 cargo ships constructed on or after 1 January 2010; and

.3 cargo ships constructed before 1 January 2010, not later than 1 January 2012.

2.2 Ships shall be provided with a ship-specific emergency towing procedure. Such a

procedure shall be carried aboard the ship for use in emergency situations and shall be

based on existing arrangements and equipment available on board the ship.

92

2.3 The procedure**

shall include:

.1 drawings of fore and aft deck showing possible emergency towing

arrangements;

.2 inventory of equipment on board that can be used for emergency towing;

.3 means and methods of communication; and

.4 sample procedures to facilitate the preparation for and conducting of emergency

towing operations.”

________

*

Refer to the Guidelines on emergency towing arrangements for tankers, adopted by

the Maritime Safety Committee by resolution MSC.35(63), as amended.

** Refer to the Guidelines for owners/operators on preparing emergency towing

procedures (MSC.1/Circ.1255).

2 The following new regulation 3-9 is added after the existing regulation 3-8:

“Regulation 3-9

Means of embarkation on and disembarkation from ships

93

1 Ships constructed on or after 1 January 2010 shall be provided with means of

embarkation on and disembarkation from ships for use in port and in port related

operations, such as gangways and accommodation ladders, in accordance with paragraph

2, unless the Administration deems that compliance with a particular provision is

unreasonable or impractical*.

2 The means of embarkation and disembarkation required in paragraph 1 shall be

constructed and installed based on the guidelines developed by the Organization**

.

3 For all ships the means of embarkation and disembarkation shall be inspected and

maintained**

in suitable condition for their intended purpose, taking into account any

restrictions related to safe loading. All wires used to support the means of embarkation

and disembarkation shall be maintained as specified in regulation III/20.4.”

_____________

*

Circumstances where compliance may be deemed unreasonable or impractical may

include where the ship:

.1 has small freeboards and is provided with boarding ramps; or

.2 is engaged in voyages between designated ports where appropriate shore

accommodation/embarkation ladders (platforms) are provided.

** Refer to the Guidelines for construction, installation, maintenance and inspection/survey

of accommodation ladders and gangways, to be developed by the Organization.

Annex 3: MANDATORY EMERGENCY TOWING SYSTEMS IN SHIPS OTHER THAN TANKERS OF NOT LESS THAN 20,000 DWT

94

INTERNATIONAL MARITIME

ORGANIZATION

IMO

E

SUB-COMMITTEE ON SHIP DESIGN AND

EQUIPMENT

49th session

Agenda item 7

DE 49/WP.5

22 February 2006

Original: ENGLISH

MANDATORY EMERGENCY TOWING SYSTEMS IN SHIPS OTHER THAN

TANKERS OF NOT LESS THAN 20,000 DWT

Report of the drafting group

GENERAL

95

1 The Drafting Group on Mandatory Emergency Towing Systems in Ships other than

Tankers of not less than 20,000 dwt met from 21 to 22 February 2006 under the chairmanship of

Mr. S. Assheuer (Germany) and was attended by representatives from the following Member

Governments:

CHINA NETHERLANDS

GERMANY NORWAY

ISRAEL REPUBLIC OF KOREA

ITALY SPAIN

JAPAN UNITED KINGDOM

MARSHALL ISLANDS UNITED STATES

and observers from the following non-governmental organizations in consultative status:

INTERNATIONAL CHAMBER OF SHIPPING (ICS)

INTERNATIONAL COUNCIL OF CRUISE LINES (ICCL)

THE ROYAL INSTITUTION OF NAVAL ARCHITECTS (RINA)

TERMS OF REFERENCE

96

2 The group was instructed, taking into account the comments and decisions made in

plenary, to:

.1 further develop the draft amendments to SOLAS regulation II-1/3-4 on

Emergency towing arrangements on tankers, on the basis of the report of the

correspondence group (annex 1 of document DE 49/7);

.2 develop guidelines for owners/operators on the development of emergency towing

procedures that will provide information to the master on how to prepare the ship

to be taken under tow [from the bow] for foreseeable scenarios, bearing in mind

that:

.1 such a document will be carried aboard the ship and available in

emergency situations;

.2 it will be based on an expert evaluation of existing arrangements and

equipment available on board the ship;

.3 it will furnish appropriate information on how that equipment should be

assembled; and

.4 it will include advice on other preparations that should be made for towing;

.3 advise the Sub-Committee whether a correspondence group should be established

and if so, prepare draft terms of reference for consideration by the

Sub-Committee; and

.4 submit a report to plenary on Thursday, 23 February 2006.

3 The group was also instructed by the Sub-Committee to take into consideration the following:

97

.1 the draft amendments should be applicable to new and existing ships (other than

tankers subject to existing SOLAS regulation II-1/3-4), with an assumed

entry-into-force date of 1 July 2008;

.2 the emergency towing procedures should be verified by the ship’s flag

administration; and

.3 the emergency towing procedures should be added to the list of documents to be

carried aboard all ships (FAL.2/Circ.87 – MEPC/Circ.426 – MSC/Circ.1151).

AMENDMENTS TO SOLAS REGULATION II-1/3-4

98

4 As instructed by the Sub-Committee, the group reviewed the draft amendments to SOLAS

regulation II-1/3-4 on Emergency towing arrangements on tankers, on the basis of the report of

the correspondence group (DE 49/7, annex 1). However, taking into consideration the comments

made in plenary to focus the SOLAS amendments on functional requirements for procedures

rather than requiring additional equipment the group considered it necessary to redraft annex 1 of

document DE 49/7. Eventually, the group unanimously agreed to the revised draft SOLAS

amendments as set out in the annex to this report.

5 In the context of the possible application of a proposed draft SOLAS amendment and in view

of the decision made in plenary to apply the proposed amendment to cargo ships above 500 gross

tonnage and all passenger ships, the group discussed possible difficulties regarding the

application to existing ships. The group noted that in existing ships, certain information may not

always be available, e.g. capacity of bollards. However, the group agreed that the proposed draft

SOLAS amendment should apply to existing ships and the above mentioned difficulties could be

taken into account when developing the guidelines for procedures. Bearing in mind that one date

of coming into force for all ships, both new and existing, could lead to a bottleneck in developing

the required procedures, the group agreed to split the date of entry into force in two phases: one

date for new ships, existing cargo ships above 20,000 dwt, and existing passenger ships; and

another date for existing cargo ships below 20,000 dwt two years later.

6 Noting that SOLAS regulation II-1/3-4 requires emergency towing arrangements on tankers of

not less than 20,000 dwt the group discussed the application of emergency towing procedures

also to such tankers. Noting further that the existing SOLAS requirements as well as the

guidelines on emergency towing arrangements for tankers adopted by resolution MSC.35(63) do

not explicitly contain requirements for procedures, but on the other hand most of those ships are

provided with respective procedures anyway, the group agreed to apply the new procedures also

to tankers of not less than 20,000 dwt.

7 The group noted the comments made during previous meetings and in the correspondence

group and discussed the exemption of ships fitted with redundant propulsion systems. Some

delegations were of the opinion that having a redundant propulsion would significantly reduce the

likelihood of a ship facing such emergency situations and consequently such additional

investments in the ship’s safety should be encouraged by exemptions, while other delegations felt

that emergency towing procedures would be beneficial also for ships having redundant

propulsion. However, after further discussion, the group agreed not to provide for exemption of

ships having redundant propulsion systems. In case of, for example, offshore supply vessels, it

was mentioned that in particular such ships could be used for towing and subsequently it could be

of additional value to reflect this different view in their onboard procedures.

99

8 In paragraph 2.2 of the terms of references the question was implied whether to limit the

procedures to towing over the bow only or not. Aside from possible misinterpretations in case of,

for example, double ended ferries, the group was of the opinion that there would be no benefits in

such a limitation, in particular as the additional burden to extend the considerations for

establishment of emergency towing procedures to towing over the aft would be minor.

Subsequently no such limitation to one end of a ship was included in the draft.

9 In the course of drafting the proposed SOLAS amendments a certain affinity to the ISM

requirements was noted and it was discussed whether the proposed text would thus be more

suitable as part of SOLAS chapter IX. However, having in mind the different concept in ship

management requirements, it was agreed that detailed requirements closely related to technical

equipment should better remain in chapter II-1 of SOLAS and to refer to implications regarding

ISM Code matters with a clear reference in the guidelines to be developed.

Certificates and documents required to be carried on board ships

10 The group discussed the term “verified” (see paragraph 3.2 above) and concluded this should

be considered as a verification that such procedures are available on board, rather than an

approval or verification of the content. The group concluded that such availability on board

could sufficiently be granted by inclusion of the emergency towing procedures in FAL.2/Circ.87 –

MEPC/Circ.426 – MSC/Circ.1151.

11 In line with paragraph 3.3 above, the group agreed that the emergency towing procedures

should be added to the list of documents to be carried on board ships and that circular

FAL.2/Circ.87 – MEPC/Circ.426 – MSC/Circ.1151 should be amended accordingly and invited

the Sub-Committee to concur with this decision and take appropriate action.

Other ship types

100

12 The group noted the special characteristics and operational environment of high-speed craft

and did not believe that it was in a position to assess the need for emergency towing procedures

for such craft. Subsequently the group proposes to the Sub-Committee to consider the need of

such procedures for high-speed craft.

13 Furthermore the group noted possible implications on navigational issues and thus propose to

request the Committee to inform the NAV Sub-Committee about the on-going work about

emergency towing procedures at the DE Sub-Committee.

ESTABLISHMENT OF AN INTERSESSIONAL CORRESPONDENCE GROUP

14 The group further recognized that they could not finalize the guidelines referred to in the

terms of reference. Therefore, the group considered that the guidelines will require further

substantive consideration and recommended that the Sub-Committee should re-establish the

correspondence group with the following terms of reference:

.1 further develop the guidelines for owners/operators on the development of

emergency towing procedures, on the basis of the report of the drafting group

(DE 49/WP.5); and

.2 to submit a report to DE 50.

ACTION REQUESTED OF THE SUB-COMMITTEE

15 The Sub-Committee is invited to approve the report in general and, in particular, to:

.1 approve the proposed draft amendment to SOLAS regulation II-1/3-4 on

emergency towing procedures (paragraphs 4 to 9 and annex);

.2 consider the question of application of emergency towing procedures to

high-speed craft and take action as appropriate (paragraph 12);

101

.3 inform the NAV Sub-Committee about the draft SOLAS amendment on

emergency towing procedures (paragraph 13);

.4 concur with the opinion of the group that the correspondence group should be

re-established with the proposed terms of reference (paragraph 14); and

.5 recommend to the Committee an extension of the target completion date for the

item to 2007.

***

Annex 4: MSC Mandatory emergency towing systems (ETS)

102

INTERNATIONAL MARITIME

ORGANIZATION

IMO

E

SUB-COMMITTEE ON SHIP DESIGN AND

EQUIPMENT

47th session

Agenda item 24

DE 47/24/3

11 December 2003

Original: ENGLISH

ANY OTHER BUSINESS

Mandatory emergency towing systems (ETS): Problems relating to offshore support vessels

Submitted by the International Marine Contractors Association (IMCA)

SUMMARY

Executive summary:

This document refers to a proposal made at MSC 76 to include a new

agenda item in the DE Sub-Committee work programme regarding

the mandatory introduction of emergency towing systems to ships

other than the present scope of application.

Action to be taken:

Paragraph 7

Related documents:

SOLAS chapter II-1/3-4; resolution MSC.35(63); MSC 76/20/3

103

1 At the seventy-sixth session of the Maritime Safety Committee, there was a submission by

Germany, in document MSC 76/20/3, regarding Emergency Towing Systems (ETS).

2 The recommendation is in essence, “to expand the mandatory equipment with ETS to all

merchant ships of 300 GT and above”. There is a proposal to include an agenda item in the work

programme of the DE Sub-Committee to “reconsider the present limitation of approved (ETS) …

and to expand the application to all merchant ships”.

3 The Marine Division Management Committee of the International Marine Contractors

Association (IMCA) has considered MSC 76/20/3. It considers that the implementation of

requirements based on proposals set out in that paper could prove extremely difficult, if not

impossible, for many offshore support vessels, particularly those involved in construction

operations. Such vessels are, for example, pipe layers, trenching vessels and all vessels which

operate with complex equipment deployed from the stern. For the sake of simplicity, this paper

refers to all types as ‘offshore support vessels’.

4 In addition to the physical difficulties envisaged, the particular nature of work in this

environment requires a strong focus on safety-related matters and, whilst the idea of having ETS

available seems in keeping with that, the practical effect could be to create extra hazards.

5 The following points highlight the issues identified so far.

.1 Stern ETS is nearly impossible on pipe laying vessels, trenching vessels and

similar vessels which are operating with equipment deployed from the stern, such

as a stinger and the stinger handling mechanism on a pipe layer; equipment on

trencher deployment cranes, construction and other vessels with A-frames and/or

other equipment on the stern.

.2 With regard to paragraph 3.2 of MSC 76/20/3, offshore support vessels are not

normally subject to the safety problems implicit in low manning.

104

.3 With regard to the lack of power availability referred to in paragraph 3.2 of

MSC 76/20/3, a large number of offshore support vessels are classed for dynamic

positioning (DP) operations and have redundant engine capacity in addition to

emergency auxiliary power. This means that a total black-out is extremely

unlikely and that even in the case of a total black-out, or with a fire in one of the

engine rooms, power can be available again in a short period of time.

.4 With regard to paragraph 3.3 of MSC 76/20/3 most offshore support vessels are

more likely to carry marine diesel oil and/or gas oil as opposed to heavy fuel oil.

.5 If ETS is to be accessible on board as required, pre-rigged and available within the

time frame envisaged by the requirements of MSC.35(63)* (that is (aft) for

deployment by one man with absence of ship's power in 15 minutes (in harbour

conditions) and forward in one hour), then it is certain to be necessary to stow the

tackle on deck. Even if it were possible to stow off-deck, a problem would arise

from the restricted amount of suitable storage space below or off-deck on most

offshore support vessels, especially any space that would be appropriate for rapid

deployment.

.6 The equipment required, such as chafing chain and a towing pennant, if

permanently deployed on the decks, will constitute a safety hazard on most of the

diverse types of offshore support vessels. These vessels have a restricted amount

of available deck space. The space that does exist is needed by the crew for

operations, these being more complex than are usual on conventional cargo

vessels.

.7 The complex nature of the deck work in operational conditions on most of the

various types of offshore support vessels is such that the addition of extra hazards

would not be welcome.

.8 Offshore support vessels often work in poor environmental conditions and if such

equipment is permanently on deck it will be subject to greater deterioration than

* Note: MSC.35(63) is referred to in SOLAS AMENDMENTS 2000 chapter II-I as a note under regulation 3-4.

105

on most other types of vessel. If it is heavily protected then that will be likely to

affect speed and ease of deployment.

.9 Offshore support vessels are usually working in areas where suitable assistance

can often be obtained relatively quickly from other vessels in that area, such as

anchor handlers and supply vessels, which are usually very suitable for salvage

assistance and usually have crews who are used to towing operations. Their

suitability is acknowledged in the annex to MSC 76/20/3.

.10 It is understood that the requirement to fit emergency towing systems (ETS) to the

stern derives from the dangers of sending crew forward from the accommodation

block in the adverse conditions likely to be prevalent when ETS is required. Many

offshore support vessels, for example those designed for supply and anchor

handling, have their accommodation situated forward and any requirement to send

crew aft, with the possibility of green seas breaking over the deck, is considered to

be incompatible with a Master’s duty of care to his crew.

.11 By design, these latter types of offshore support vessel have a reduced freeboard at

the stern. It is considered that should such a vessel be towed from the stern there

is the likelihood that the aft deck will become awash and that the vessel would

then suffer a consequent decrease in stability and control, which could be fatal to

the vessel. In these circumstances it is not considered possible for a tow to be

carried out safely.

6 For these reasons, IMCA believes that if the requirement for ETS is extended further then there

should be exceptions for offshore support vessels. IMCA would welcome being of assistance in

any technical investigations that the Committee considers should be undertaken.

Action requested of the Sub-Committee

106

7 The Sub-Committee on Ship Design and Equipment is invited to take note of the above

information and take action as appropriate.

__________

Annex 5: Grobecker Committee Advice Nr. 16:

107

108

109

Annex 6: IMO MSC.1/Circ.1255 27 May 2008

INTERNATIONAL MARITIME ORGANIZATION 4 ALBERT EMBANKMENT LONDON SE1 7SR

E Telephone: 020 7735 7611 Fax: 020 7587 3210

IMO

Ref.: T4/3.01 MSC.1/Circ.1255 27 May 2008

GUIDELINES FOR OWNERS/OPERATORS ON PREPARING EMERGENCY

TOWING PROCEDURES

1 The Maritime Safety Committee, at its eighty-fourth session (7 to 16 May 2008),

following a recommendation of the fiftieth session of the Sub-Committee on Ship Design

and Equipment, approved Guidelines for owners/operators on preparing emergency towing

procedures, set out in the annex, aimed at assisting owners/operators in preparing ship-

specific emergency towing procedures for ships subject to SOLAS regulation II-1/3-4.

2 The Guidelines are intended to help owners/operators to carry out the necessary steps in

establishing emergency towing procedures, provide information on the scope of the

emergency towing booklet and give guidance towards creating procedures for towage.

3 The procedures developed by means of these Guidelines aim at supporting the crew in

establishing the safest and most efficient course of action to be taken when confronted with

an emergency that requires towing.

110

4 Member Governments are invited to bring the annexed Guidelines to the attention of all

parties concerned for application in conjunction with SOLAS regulation II-1/3-4

(Emergency towing arrangements and procedures).

***

111

MSC.1/Circ.1255

ANNEX

GUIDELINES FOR OWNERS/OPERATORS ON PREPARING EMERGENCY

TOWING PROCEDURES

1 PURPOSE

The purpose of these Guidelines is to assist owners/operators in preparing ship-specific

emergency towing procedures for ships subject to SOLAS regulation II-1/3-4. The

procedures should be considered as part of the emergency preparedness required by

paragraph 8 of part A of the International Safety Management (ISM) Code.

2 OBSERVATIONS

2.1 Owners, operators and crews should take into consideration that the nature of an

emergency does not allow time for deliberation. Accordingly, the procedures should be

practiced beforehand.

2.2 The towing procedures should be maintained on board the ship for ready use by the

ship’s crew in preparing their ship for towage in an emergency.

2.3 The crew should have good knowledge of equipment stowage location and accessibility .

Any identified improvements to stowage arrangements should be implemented.

2.4 Crew dealing with an emergency situation should be aware of power availability

required for winches and tools, as well as for deck lighting (for bad/low visibility and night

time situations).

2.5 It is recognized that not all ships will have the same degree of shipboard equipment, so

that there may be limits to possible towing procedures. Nevertheless, the intention is to

predetermine what can be accomplished, and provide this information to the ship’s crew in a

ready-to-use format (booklet, plans, poster, etc.).

3 SHIP EVALUATION

3.1 The owner/operator should ensure that the ship is inspected and its capability to be

towed under emergency situations is evaluated. Both equipment on board and available

procedures should be reviewed. Items that need to be inspected are described in the

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following paragraphs.

3.2 The ability of the ship to be towed from bow and stern should be evaluated, and the

following items should be reviewed:

.1 line handling procedures (passing and receiving messenger lines, towlines, bridles); and

.2 layout, structural adequacy and safe working loads of connection points (fairleads

chocks, winches, bitts, bollards), etc.

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3.3 The on-board tools and equipment available for assembling the towing gear and their

locations should be identified. These should include but not be limited to: .1 chains; .2

cables; .3 shackles; .4 stoppers;

.5 tools; and .6 line throwing apparatus.

3.4 The availability and characteristics of radio equipment on board should be identified, in

order to enable communication between deck crew, bridge and the towing/salvage ship.

3.5 Unless the safe working loads of connection points are known, these loads should be

determined by an engineering analysis reflecting the on-board conditions of the ship. The

Guidance on shipboard towing and mooring equipment (MSC/Circ.1175) may be used for

guidance.

3.6 The evaluation should be performed by persons knowledgeable in towing equipment and

operations.

4 EMERGENCY TOWING BOOKLET

4.1 The Emergency Towing Booklet (ETB) should be ship specific and be presented in a

clear, concise and ready-to-use format (booklet, plan, poster, etc.).

4.2 Ship-specific data should include but not be limited to:

.1 ship’s name; .2 call sign; .3 IMO number; .4 anchor details (shackle, connection details,

weight, type, etc.); .5 cable and chain details (lengths, connection details, proof load, etc.); .6

height of mooring deck(s) above base; .7 draft range; and .8 displacement range.

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4.3 All procedures developed in accordance with section 5 should be presented in a clear

and easy to understand format, which will aid their smooth and swift application in an

emergency situation.

4.4 Comprehensive diagrams and sketches should be available and include the following:

.1 assembly and rigging diagrams; .2 towing equipment and strong point locations; and .3

equipment and strong point capacities and safe working loads (SWLs).

4.5 A copy should be kept at hand by the owners/operators in order to facilitate the passing

on of information to the towage company as early as possible in the emergency. A copy

should also be kept in a common electronic file format, which will allow faster distribution

to the concerned parties.

4.6 A minimum of three copies should be kept on board and located in:

.1 the bridge; .2 a forecastle space; and .3 the ship’s office or cargo control room.

5 DEVELOPING PROCEDURES

5.1 Ship-specific procedures should be identified during the ship’s evaluation and entered

accordingly in the ETB. The procedures should include, as a minimum, the following:

.1 a quick-reference decision matrix that summarizes options under various emergency

scenarios, such as weather conditions (mild, severe), availability of shipboard power

(propulsion, on-deck power), imminent danger of grounding, etc.;

.2 organization of deck crew (personnel distribution, equipment distribution, including

radios, safety equipment, etc.);

.3 organization of tasks (what needs to be done, how it should be done, what is needed for

each task, etc.);

.4 diagrams for assembling and rigging bridles, tow lines, etc., showing possible

emergency towing arrangements for both fore and aft. Rigged lines should be lead such that

they avoid sharp corners, edges and other points of stress concentration;

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.5 power shortages and dead ship situations, which must be taken into account, especially

for the heaving across of heavy towing lines; MSC.1/Circ.1255 ANNEX Page 4

.6 a communications plan for contacting the salvage/towing ship . This plan should

list all information that the ship’s master needs to communicate to the

salvage/towing ship. This list should include but not be limited to:

.1 damage or seaworthiness;

.2 status of ship steering;

.3 propulsion;

.4 on deck power systems;

.5 on-board towing equipment;

.6 existing emergency rapid disconnection system;

.7 forward and aft towing point locations;

.8 equipment, connection points, strong points and safe working loads

(SWL);

.9 towing equipment dimensions and capacities; and

.10 ship particulars;

.7 evaluation of existing equipment, tools and arrangements on board the ship for

possible use in rigging a towing bridle and securing a towline;

.8 identification of any minor tools or equipment providing significant improvements

to the “towability” of the ship;

.9 inventory and location of equipment on board that can be used during an

emergency towing situation;

.10 other preparations (locking rudder and propeller shaft, ballast and trim, etc.); and

.11 other relevant information (limiting sea states, towing speeds, etc.).

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