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Contents
Page
1. Main ................................................................................................................. 2
2. List of
2.1 List of communication equipment ................................................................ 2
2.2 List of power supply ..................................................................................... 2
2.3 Steering ........................................................................................................ 2
2.4 Anchors, chain cables and mooring ropes .................................................... 3
2.5 List of deck tools ........................................................................................... 3
2.6 Arrangement of deck facilities on upper deck in the bow ............................ 4
2.7 Arrangement of deck facilities on upper deck in the stern ........................... 5
3. Towing patterns ............................................................................................... 6
4. Decision matrix for determining towing pattern .............................................. 7
5. Organization
5.1 Personnel distribution ................................................................................... 8
5.2 List of tasks and necessary equipment .......................................................... 9
5.3 Notes for the towing operation ................................................................... 10
6. Examples of the procedures for connecting towing lines ............................... 10
Pattern 1-F: Use tug’s wire wire rope with one bollard .................................... 11
Pattern 2-F: Use tug’s wire rope rope with two bollards .................................. 14
Pattern 3-F: Use hawsers of the own ship ......................................................... 17
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1. Main particulars
(1) Ship's name Anne Sibum
(2) Call sign C4YC2
(3) IMO number 9396696
(4) Type of ship Container Vessel
Loa=151,72m
(5) Principal dimensions
Lpp×B×D=142,43m×23,40m×8,00m
Bow : 14,70 m
(6) Height of mooring deck above keel
Stern : 12,40 m
Draft and displacement Draft : 8,00m
(7)
at full load condition Displacement : 18.129MT
Draft and displacement Draft : 5.0m
(8)
at light ballast condition Displacement : 10.082MT
2. List of facilities
2.1 List of communication equipment
No. Name Particulars
(1) Inmarsat phone +870 600387030
(2) Wireless radio 1-MF/HF radio station
(3) Wireless radio 3-two-way VHF radio telephone
(4) Mobile telephone Phone number (+49 160 94877153 )
(5) Portable wireless radio 3-portable two-way VHF radio telephone
2.2 List of power supply equipment
No. Name Location Particulars
(1) Main generator In engine room D/G×3 : 550 kw each
(2) Emerg. generator On boat deck port side E/G×1 : 315 kw
(3) Portable generator None
In battery room on aft navig'n
(4) Battery for gen. use 2-DC 24V×200Ah,12hrs discharge
deck
(5) Do. for radio equip. Do. 2-DC 24V×200Ah,12hrs discharge
(6) Do. for emerg. gen. Do. 2-DC 24V,20hrs discharge
On ESB in emerg. generator
(7) Shore connection
room
2.3 Steering gears
No. Name Particulars
(1) Steering gear Rolls Royce, Rotary type
(2) Emerg.steering gear Rolls Royce, Rotary type
(3) Power source for (2) Emergency generator
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2.4 Anchors, chain cables and mooring ropes
No. Name Particulars SWL(kN)
2 Anchors, Type HHP POOL-TW fully balanced anchor
(1) Bower anchor
Weight 4500 kg each
Bower Chain, Grade Q3, Diameter 60mm 2767
(2) Chain cable
Anchor Chain Length XXX m each
Atlas Ropes
(3) Mooring rope 578
Diameter 56 mm, length 220m
(4) Chain cable stopper Roller bar type
2.5 List of deck tools
(Inventory to be inserted and maintained by crew)
No. Name Particulars
(1)
(2)
(3)
(4)
(5)
(6)
(7)
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2.6 Arrangement of deck facilities on upper deck in the bow
Name (deck machineries) Particulars
Rope Drum at first Layer:
Hauling force: 100 kN
Brake holding force on the drum: 300 kN
Nominal hauling speed: 15 m/min
Windlass
2 pcs. Electro Hydraulic Driven Maximum hauling speed: 30 m/min
&
Windlass & Mooring Winch with
mooring
Warping head Chain Wheel:
winch
Hauling force: 171 kN
Brake holding force on chain wheel: 1246,5 kN
Nominal hauling speed: 9 m/min
Maximum hauling speed: 18 m/min
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2.7 Arrangement of deck facilities on upper deck in the stern
Name (deck machineries) Particulars
Rope Drum at first Layer:
2 pcs. Electro Hydraulic Driven Hauling force: 100 kN
Mooring
Mooring Winch with Warping Brake holding force on the drum: 300 kN
winch
heads Nominal hauling speed: 15 m/min
Maximum hauling speed: 30 m/min
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3. Towing patterns
The towing pattern should be decided by the captain of the ship, in consultation with the captain of
the towing ship, by referring the following Decision Matrix. In considering the towing pattern, the
ship status and the surrounding conditions (e.g. weather conditions, availability of the propulsion
system and of power supply for deck machinery and imminent danger of grounding) should be
taken into account.
The primary towing patterns should be to tow from the bow. If it is not possible to tow from
the bow for some reasons such as collision, towing from the stern may be selected as an
alternative.
The towing patterns for this ship are the following 5 patterns in principle. The pattern is determined
by the captain or the headquarters in consultation with the towing company, taking into account of
the ship status and the surrounding conditions.
1) Pattern 1-F (towing from the bow)
Î Use tug’s hawser or tug’s wire rope and one bollard
2) Pattern 1-A (towing from the stern)
Î Use tug’s hawser or tug’s wire rope and one bollard
3) Pattern 2-F (towing from the bow)
Î Use tug’s wire ropes or chains and two bollards in order to distribute the towing force
4) Pattern 3-F (towing from the bow)
Î Use hawsers of the own ship
5) Pattern 3-A (towing from the stern)
Î Use hawsers of the own ship
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4. Decision matrix for determining towing patterns
Towing pattern
Condition Remarks
f/m the bow f/m the stern
In case the towing ship has the sufficient towing
force,
① The pattern 2-F should be taken, if it is
necessary to distribute the towing force into two
lines.
In case there is imminent
② However, when there is not enough time to make
danger such as grounding in
1-F 1-A arrangements for the pattern 2-F, the pattern 1 may
a short time; less than 1 hour
for instance. be taken on the condition that the towing force is
controlled not to exceed the strength of the deck
fittings.
③ Furthermore, at the later stage, the towing pattern
1 should be changed to the pattern 2 when there is
enough time to do so.
In case the towing ship has the sufficient towing
force,
① The pattern 2-F should be taken, if it is necessary
to distribute the towing force into two lines.
In case the weather is bad ② However, when making arrangements for the
when connecting the towing pattern 2-F may cause danger due to the bad
1-F 1-A
lines between the ship and weather, the pattern 1 may be taken on the condition
the towing ship that the towing force is controlled not to exceed the
strength of the deck fittings.
③Furthermore, at the later stage, the towing pattern
should be changed to the pattern 2-F when the
weather improves.
In case the towing ship has the sufficient towing
force,
① The pattern 2-F should be taken, if it is necessary
In case there is no power
to distribute the towing force into two lines.
supply for deck machinery to 1-F 1-A
② However, when there is no choice but to take the
handle the towing lines.
pattern 1 for unavoidable reasons, the towing force
should be controlled not to exceed the strength of
deck fittings.
In case the duration of being
towed is long; more than 1 2-F 1-A If possible, chain should be used.
day for instance.
In case towing apparatus is
The mooring hawser or other towing lines of the
not supplied from the towing 3-F 3-A
ship should be passed to the towing ship.
ship.
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5. Organization
5.1 Personnel distribution
The towing operation should be conducted in accordance with the following organization chart.
Bridge
Captain Towing
rd
ship
3 Officer (if any)
Watchkeeping rating (International
VHF16ch)
(Onboard wireless
On upper deck in bow / on upper deck in stern)
Chief officer 2nd officer
2nd engineer
Bosun
Seaman A (handling
mooring winch)
Seaman
B
Seaman Crews and bosun carry
C portable wireless radio.
Fireman
A
Fireman
B
Fireman
C
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5.2 List of tasks and necessary equipment
The following table shows the responsibilities of each crew and the necessary equipment for the
towing operation. Bosun should have deck tools (refer to 2.7 Table of deck tools) prepared and
provide crews with tools.
Necessary equipment
Title Duty Portable
Life saving on-deck
wireless
equipment tool
radio
Chief officer Chief person on deck ○ ○ ×
2nd officer Assistant to chief officer ○ ○ ×
2nd engineer Assistant to chief officer ○ ○ ×
Bosun Leader on deck directing work to members ○ ○ ×
Seaman A Operator of mooring winches ○ × ○
Seaman B Handling ropes ○ × ○
Seaman C Do. ○ × ○
Fireman A Do. ○ × ○
Fireman B Do. ○ × ○
Fireman C Do. ○ × ○
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5.3 Notes for the towing operation
(1) During the connecting operation
①All the crews should be well informed of the work procedures and personnel distribution.
②The person in charge of the work (chief officer) on F'cle deck (or Poop deck) should always
contact the captain, and finish the work as fast as possible.
③The person in charge of the work should watch the movement of towing ship carefully. When the
towing line with eye splice is strained, he should evacuate the crews to safe places.
(2) During towing operation
①It is necessary to grease up continuously in order to prevent wear of ropes in Panama chock when
wire ropes are used as towing lines.
②Wear-out condition in Panama chock should be constantly checked.
③Rudder should be operated to improve the ship's movement of following to the towing ship, if
necessary.
④It should be confirmed in the engine room if there is a problem of free propeller rotation.
It is necessary to determine in advance how to lock the propeller shaft.
6. Examples of the procedures for connecting towing lines
As examples of the procedures for connecting towing lines, the basic procedures for the pattern 1-F,
2-F and 3-F are shown below. The captain should decide the connecting procedures in
consideration of the arrangement of mooring equipment and the ship status after consulting with the
captain of the towing ship and inform the crews of the procedures.
(Note: The following examples are developed to be used as the common procedures for ordinary
ships. It should be noted, however, that the examples are developed for this exemplary ship and
that there may be cases where these examples are not applicable to other ships, especially of
which design and equipment are largely different from this exemplary ship.
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Example procedure for Pattern 1-F: Use tug’s wire rope with one bollard
(1) Pull out the hawser from the starboard
side hawser reel of the port side mooring
winch.
(2) Receive the messenger rope from the
towing ship.
(3) Pass the messenger rope through the
Panama chock and the bollard, and wind it
up in the starboard side hawser reel of the
port side mooring winch. Make sure the
rope is not rubbed with the corner of
bulwark stay near the Panama chock.
4) Raise the wire with eye splice connected
with the messenger rope to upper deck in
the bow through the Panama chock by
winding the starboard side hawser reel of
the port side mooring winch, and stop the
winch. Wind up the messenger rope in the
wire hawser reel of the port side mooring
winch so that the eye splice at the end of the
wire can be hooked on the bollard.
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Example procedure for Pattern 1-F: Use tug’s wire rope with one bollard (continued)
5) Wind off the hawser from the port side
hawser reel of the port side mooring
winch and connect it to the wire with eye
splice through the roller fairleader by
using the strop chain.
(6) Wind up the hawser in the port side
hawser reel of the port side mooring
winch and keep the tension on the middle
of the wire with eye splice.
(7) Wind off the starboard side hawser reel of
the port side mooring winch and separate the
wire with eye splice from the messenger
wire.
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Example procedure for Pattern 1-F: Use tug’s wire rope with one bollard (continued)
(8) Hook the eye splice at the end of the
wire on the bollard.
(9) Wind off the port side hawser reel of
the port side mooring winch and detach the
strop chain from the wire with eye splice.
(10) Make sure the wire with eye splice does not
touch the corner of any structures. Take in the
slack by pounding with a sledgehammer so that
the wire in the bollard is lowered as much as
possible.
(11) Lubricate the wire with eye splice with
grease where it is rubbed with the Panama chock
and finish the connecting operation.
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Example procedure for Pattern 2-F: Use tug’s wire rope with two bollards
(1) Pull out the hawser from the starboard
side hawser reel of the port side mooring
winch.
(2) Receive the messenger rope from the
towing ship.
(3) Pass the messenger rope through the
Panama chock and the bollard, and wind it up
in the starboard side hawser reel of the port
side mooring winch. Make sure the rope is
not rubbed with the corner of bulwark stay
near the Panama chock.
(4) Raise the wire with eye splice
connected with the messenger rope to
upper deck in the bow through the Panama
chock by winding the starboard side
hawser reel of the port side mooring
winch, and stop the winch. Wind the wire
in hawser reel of the port side mooring
winch up to the length in which eye splice
at the end of the wire can be hooked on the
bollard in behind through the bollard in
front.
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Example procedure for Pattern 2-F: Use tug’s wire rope with two bollards (continued)
(5) Wind off the hawser from the port
side hawser reel of the port side mooring
winch and connect it to the wire with
eye splice through the roller fairleader
by using the strop chain.
(6) Wind up the hawser in the port side
hawser reel of the port side mooring
winch and keep the tension on the
middle of the wire with eye splice.
(7) Wind off the starboard side hawser
reel of the port side mooring winch and
separate the wire with eye splice from
the messenger wire.
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Example procedure for Pattern 2-F: Use tug’s wire rope with two bollards (continued)
(8) Hook the eye splice at the end
of the wire on the bollard in behind
after winding the wire around the
bollard in front once.
(9) Wind off the port side hawser reel
of the port side mooring winch and
detach the strop chain from the wire
with eye splice.
(10) Make sure the wire with eye splice does not
touch the corner of any structures. Take in the slack
by pounding with a sledgehammer so that the wire
in the bollard is lowered as much as possible.
(11) Lubricate the wire with eye splice with grease
where it is rubbed with the Panama chock and
finish the connecting operation.
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Example procedure for Pattern 3-F: Use hawsers of the own ship
1) Wind off the hawsers from both the
starboard side hawser reel of the port
side mooring winch and the port side
hawser reel of the starboard side
mooring winch.
(2) Receive the messenger ropes from
the towing ship.
(3) Connect the messenger ropes to
the starboard side hawser and the port
side hawser of the mooring winch
through the fairleaders and the
bollards on both side.
(4) Raise the wires with eye splice
connected with the messenger ropes
to the towing ship through the
bollards and fairleaders on both side
by winding off the both side hawser
reels of the mooring winches, and
stop the winches after the hawsers
are fixed to the towing ship.
(5) Adjust winches so that the tension of
both sides becomes approximately the same
extent and make sure that the hawsers do not
touch the corners of any structures.
Then, disengage the clutches and apply
brakes of the winches, and finish the
connecting operation.
