International

Maritime &
Offshore
Safety
Training
Institute

Date Issued: March 2, 2015

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Introduction Offshore
Safety
Training
Institute

Towing operations do not, in general, occur often in the normal service of the majority
of vessels. Of course harbour and river tugs are utilised for port entries and departures,
however in these circumstances the towing is being performed by the tug. Towing
operations for the majority of seamen may therefore only ever be conducted in
emergency situations whereby assistance is offered to another vessel or where another
vessel offers assistance to the mariner’s own vessel.

For anchor handling vessels however, the ability to conduct towing operations for semi-
submersibles, jack-ups, barges and other monohull vessels is essential and an integral
part of the vessels function.

The knowledge and equipment required to perform these disparate operations are in
the most part common, however certain restrictions and considerations may affect only
certain towing operations
Date Issued: March 2, 2015
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Tow Route Planning Offshore

Safety
Training
Institute

A structured passage plan is necessary to be in place prior connection of the tow.

Although the towing operation is a specialised function, it should be stressed
that for the purposes of a passage plan, the requirements of the towing vessel
should not be overlooked in preference to the tow. It is often helpful to
assess the chosen passage plan arrangements for the towing vessel, towed
vessel and towing line separately and then as a unit. This method of examination
and assessment will ensure that all possible requirements are identified and may
prevent any future problems.

Date Issued: March 2, 2015

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General Considerations Offshore

Safety
Training
Institute

To ensure the most favourable route, the following factors should be taken into
consideration:
• The proximity of obstructions, land and other navigational hazards
• The availability of reliable charted data for the route
• The availability and reliability of navigation aids and features for position
fixing purposes.
• Areas of high traffic density (including fishing vessels and coastal traffic)
• The prevailing and forecasted weather conditions including wind, tides,
currents, swell and visibility
• Ships routeing schemes and ship reporting systems
• The state of readiness of all equipment onboard including anchor systems

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General Considerations Offshore

Safety
Training
Institute

While towing, further considerations with regards to the integrity of the tow
must also be allowed in addition to the standard route planning of any standard
vessel. The following factors should, as a minimum, also be taken into
consideration:
• The water depth at all times during the planned towing operation. The sag of
the tow line will be dependent, primarily, on the power being utilised in the
operation and the length of the tow line deployed. If the power in the tow is
reduced then the sag in the tow line will increase. Similarly, if the tow wire
deployed is increased, the sag in the tow line will also increase. The draft of
the tow as well as the towing vessel must also be considered.
• Weather and sea conditions will affect the ability of the towing vessel to tow
in a controlled manner. In particular, the windage of the towed vessel or unit
will affect the drift of the tow and hamper the towing vessel in its ability to
follow the planned route.

Date Issued: March 2, 2015

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General Considerations Offshore

Safety
Training
Institute

• Heavy weather will affect the movement of the towing vessel. This will in turn
increase the strain on the tow wire, particularly at the stern roller. Effective
tow wire management will be required to protect the tow during any heavy
weather conditions
• Current and tide conditions will, as with wind and sea conditions, affect the
movement of the to and therefore the ability of the towing vessel to
effectively maintain the planned tow route.
• In addition to ensuring that sufficient water is available for both the towing
vessel, the tow and the tow wire, the nature of the seabed must also be
ascertained. Any wrecks or obstructions that would not normally be of
significance for a standard passage, will be of extreme importance when a tow
wire is concerned. All subsea obstructions should be avoided.

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General Considerations Offshore

Safety
Training
Institute

• The availability of safe anchoring position, sheltered waters or port of refuge is

essential when a tow is involved. It may be that the tow is unmanned and therefore if
the tow line were to part in heavy weather, the tow could be lost. Any possibility of
heavy weather would therefore have to be assessed carefully and contingency
arrangements made for safe positioning of the tow.
• For the majority of towing operations, a single anchor handling vessel may be
utilised, with a second vessel in attendance for back-up purposes. However, for
longer tows, a single vessel may be all that is in attendance. The possibility of
assistance from local vessels should therefore be checked for the intended route.
• Communications between the two vessels should be established prior to connection
of the tow. In addition, it should be assumed that main power loss to either or both
vessels may be a possibility during the tow and therefore suitable battery operated
communications must be considered for emergency situations.

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General Considerations Offshore

Safety
Training
Institute

• Threat of pollution is of particular concern especially when the towed vessel is

unmanned. The Master of the towing vessel must be made aware of the state
of all tanks onboard the towed vessel and the integrity of the vessel as a unit.
• Local requirements with regards to ships routeing may impose constraints
upon towing vessels, including special reporting requirements or minimum
offshore distance to be maintained.

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Towing Semi-Submersibles Offshore

Safety
Training
Institute

• Towing of standard semi-submersibles is usually conducted by a single towing

vessel connected to the rig’s main towing bridle. However instances are also
common whereby two vessels will tow, each connected to a single leg of the
towing bridle or one vessel connected to each of two of the forward mooring
chains.
• Occasionally, three vessels will be utilised to tow a single unit. In these
instances, one vessel will be connected to the main towing bridle and the
remaining two vessels will be connected to the forward mooring chains.
• Generally the tow will be connected after the recovery of the rig’s secondary
anchors, prior to the recovery of the remaining primary anchors. The towing
vessel will remain in position to assist with the positioning of the rig during
the final stages of the recovery operation. Once all anchors are recovered, the
towing vessel will proceed on the tow route and issue safety warnings as
required.

Date Issued: March 2, 2015

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Towing Semi-Submersibles Offshore

Safety
Training
Institute

During the towing operation, a number of considerations must be taken into

account:
• The load on the tow wire should be carefully monitored and tow wire
freshened at intervals appropriate to weather conditions
• The position of the tow should be carefully monitored. In circumstances
where a tow drifts off to one side, it may be due to the weather
conditions, but could also indicate a failure in the towing bridle. A single
leg of the bridle may have failed, with all the load now placed on the
single remaining leg. The increased load may lead to this remaining leg
parting and therefore should be monitored closely.
• Whether towing on the main towing bridle or on the forward mooring
chains, limits on the lead of the tow wire will be necessary to protect both
the tow wire and rig structure from wire to steel contact.

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Towing Semi-Submersibles Offshore

Safety
Training
Institute

• Tow wire sag, towing vessel engine power and total tow wire deployed
will be subject to weather conditions with increasing environmental
factors requiring a reduction in engine power and / or an increase in the
deployed tow wire length
• An emergency towing arrangement and method for connection of this
back-up system should be available at all times. A floating buoy pick up
system is the ideal solution so that the towing vessel can retrieve the
back-up connection system streamed astern of the rig’s structure
• General tow wire management should be conducted

Date Issued: March 2, 2015

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Towing Jack-Up Rigs Offshore

Safety
Training
Institute

Towing of jack-up rigs is generally conducted by one or two anchor handling

vessels. Similar to semi-submersibles, the vessels will be connected at the bow
on a split towing bridle. This arrangement will be generally added for positioning
of the jack up on location, with a third vessel connecting to the jack-ups quarter
to provide increased maneuverability.

Date Issued: March 2, 2015

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Towing Jack-Up Rigs Offshore

Safety
Training
Institute

The following considerations should be made when towing jack-up rigs

• During a tow, the jack-up legs will be in the elevated position, with the legs
extended vertically in the air. This reduces the problems associated with
towing an object that may have a larger draft than the towing vessel, however
the air draught of the jack-up must now be considered and the towing route
amended accordingly, especially for river transits.
• The design of jack up rigs is such that when the legs are elevated and the rig is
under tow, a very small freeboard is available. This low freeboard is such that
the watertight integrity of the unit, prior to and throughout the towing
operation is a prime consideration. All watertight and weather tight
compartment must be secured for sea and all equipment secured and stowed
correctly.

Date Issued: March 2, 2015

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Towing Jack-Up Rigs Offshore

Safety
Training
Institute

• Due to low freeboard of the towed jack-up rig, the weather conditions during
the tow are of even more importance than any other towing operation. Even
moderate seas will cause the jack-ups deck to be awash and will severely
damage the rig if conditions prevail. It is therefore essential that suitable
emergency jacking locations are identified and available throughout the tow.
These emergency jacking locations are a requirement of the Health and Safety
Executive and provide areas of known seabed conditions where the jack up rig
can moor prior to the arrival of any heavy weather. Similarly, areas of shelter
such as fjords or coastal areas should also be identified prior to the
commencement of the towing operation.
• The high extension of the elevated jack-up rigs during a towing operation is
such that the stability of the self-elevating unit must be ascertained at all
stages of the operation.

Date Issued: March 2, 2015

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Towing Jack-Up Rigs Offshore

Safety
Training
Institute

• Although emergency jacking locations are identified prior commencement of

the towing operation, there must be available the contingency for the jack-up
rig to moor at very short notice and at any point on the tow route. For this
reason, jack-ups will usually be provided with side scan sonar equipment and
a qualified surveyor. In the event of the need for an emergency jacking
operation, the side scan sonar can be deployed and any obstructions or
obstacles identified. This method will be utilised to prevent damage to the rig
legs when jacking at an unsurveyed location.

Date Issued: March 2, 2015

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Towing Vessels and Barges Offshore

Safety
Training
Institute

• Towing operations for ship-shape vessels is very different to semi-submersibles and

self-elevating jack up rigs. Generally standard vessels will not be fitted with a
dedicated towing bridle (other than tankers) and as such specific towing
arrangements have to be made.
• In some circumstances, a smit towing bracket will be available on the bow of the
vessel and a chain/wire combination single leg towing systems can be connected, via
the smit bracket, to the towing vessels tow wire
• If no smit bracket arrangement is available, then it may be necessary for the towed
vessels anchor chain to be utilised. The anchor will be removed and then the towing
vessels tow wire connected directly into the anchor chain.
• Standard vessels with accomodation aft will naturally seek the wind (weather vaning)
and therefore they can be difficult to maneuver. The tow vessel should therefore
ensure that the towing operation is commenced with the tow heading into the wind.

Date Issued: March 2, 2015

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Towing Vessels and Barges Offshore

Safety
Training
Institute

• In any case the steering gear and/or engines of the towed vessel should either
be utilised to assist with the maneuvering of the tow or the rudder locked to
midships. This will not only assist with the maneuvering of the tow but also
minimise any damage that could be caused by the rudder slamming in heavy
seas. A rudder which is not secured will probably move a hard over position as
the towed vessel gathers sternway and thus make it extremely difficult to
maintain the vessel on the required heading.

Date Issued: March 2, 2015

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Towing Vessels and Barges Offshore

Safety
Training
Institute

• The table gives a very general

suggestion of the towing
characteristics that would be expected
for large cargo ship monohull vessels
being towed. Obviously these figures
are given as a guide only and the
actual characteristics will depend on
the environmental forces, windage
aread of the vessel, vessel type and
the actual deadweight of the towed
vessel and the capabilities of the
towing vessel.

Date Issued: March 2, 2015

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Towing Vessels and Barges Offshore

Safety
Training
Institute

• Generally barges (or dumb barges) will be provided without any crew
onboard. When required, personnel will be transferred to the barge for
seafastening work, mooring operations, tow connections and ballasting
operations.
• In addition, it is common to find that the barge will have no winches for
mooring or towing purposes and therefore the towing vessel may have to
improvise. The standard method for connection to a dumb barge is therefore
to utilise a messenger rope system.
• The towing of an unloaded barge is a simple operation as the barge will be
low in the water and therefore not prone to excessive environmental forces.
This situation changes radically as soon as any cargo or project equipment is
loaed onboard and the windage area of large topsides can cause maneuvering
difficulties. In these circumstances, the towing of a barge can be similar to the
towing of a standard vessel with the associated problems and considerations.

Date Issued: March 2, 2015

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Tow Wire Management Offshore

Safety
Training
Institute

• Prior to, during and on disconnection of any towing wire, the care and
management of the tow wire is essential to the integrity of the complete
operation.
• The tow wire is a single unit of equipment that should be looked upon as a
single point failure. Of course the majority of anchor handling vessels are
fitted with spare towing wire, however, the time and effort required to
connect such a back-up system could lead to excessive delays and leave the
tow in a dangerous position. The tow wire is therefore a critical equipment
and must be carefully monitored, maintained and inspected at all stages of
the operation and during periods of non use.

Date Issued: March 2, 2015

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Tow Wire Management Offshore

Safety
Training
Institute

During periods of non-use, the tow wire should be:

• Protected from the elements as much as possible. For exterior winch house
arrangements, the tow wire should be protected by a cover to prevent
excessive contact with salt and other contaminants
• Regularly lubricated to prevent internal and external corrosion

Date Issued: March 2, 2015

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Tow Wire Management Offshore

Safety
Training
Institute

During use, the integrity of the tow wire should be maintained including:
• Regularly freshening by paying out a short length of wire. This ensures that
the area of the tow that contacts with the stern roller will be altered and
therefore ensure that the excessive strain and wear do not cause a failure at
this one critical point.
• Means of protecting the tow wire from wear can also be used, including tow
wire protective sleeves and greasing of stern roller.
• When any tow wire is recovered to the tow wire drum, fresh water should be
used to clear the wire of any contaminants or debris.

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Tow Wire Management Offshore

Safety
Training
Institute

On deployment, recovery and disconnection of the towing wire, the opportunity

should be taken to inspect areas of the tow wire that are not usually visible when
stowed. Standard wire inspection principles apply to tow wires, as for any other
wire, and any damage, distortion, wear or deterioration should be carefully
noted.

Date Issued: March 2, 2015

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Tow Wire Catenary Offshore

Safety
Training
Institute

While towing, the Anchor handling Vessels tow wire will form a catenary from
the stern of the vessel to the towing bridle / connection point on the towed
object. This catenary may be a hazard when operating in shallow depths and / or
in areas where sub-surface obstructions are evident.
It is therefore essential to be aware that the tow wire may be at a depth below
the surface greater than the draft of the towing vessel or the tow and should
therefore be taken into consideration during any tow route planning.

Date Issued: March 2, 2015

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Tow Wire Catenary Offshore

Safety
Training
Institute

As a simple guide to tow wire catenary “sag”, the following calculation may be
utilised:
Max. Depth (m) = Length of Tow Wire2 (m) x Weight of Tow Wire Deployed (kg/m)
Tension at Winch (kg) x 8 (coefficient)

From the calculation it can be seen that to reduce the tow wire catenary depth
(or sag), the power on the anchor handling vessel can be increased (by increasing
the vessels speed) or the length of tow wire deployed can be reduced.

Date Issued: March 2, 2015

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General Towing Rules Offshore

Safety
Training
Institute
Pay close attention to:
• Towline, particularly prevention of any chafing or friction. Either use fiber protection, or regularly adjust wire
length.
• Towing speed and heading. Make changes very slowly and in a controlled way.
• Heaving in or paying out towline. When doing so, reduce engine thrust correspondingly to avoid damage to
towline.
• Vessels are normally equipped with a quick release. Any vessel without this must have cutting equipment
available for immediate use.
• When towing MOU, anchor chains are often the best towline hook-up. A good catenary is ensured if MOU pays
out a little anchor chain.
• Towing vessels should issue regular navigational warnings.
• During towing, any other deck work should be subject to a RA/JSA.
• In adverse weather the Master to consider if a gog wire should be used if practicable to control the towline.
• Towing in adverse weather, dynamic forces are significant. Exercise great caution, particularly when waves
come in astern.

Date Issued: March 2, 2015

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Rig Move Meeting

Offshore
Safety
Training
Institute

Operating company should arrange a rig move meeting before the operation starts. Rig move procedures
should be distributed before the meeting. Meeting should be attended by all relevant parties.
Meeting is intended to identify needs in connection with: • Anchor handling equipment
• Navigation and positioning
• Advance inspection of materials
• HAZOP or RA/JSA input for vessels and installation
• Drawings and sketches of anchor equipment
• Anchoring analysis, anchor pattern and rig move procedures
• Vessel requirements; quantity, technical specifications and vessel stability • Vessel and installation
manning
• Lines of Communication, as well as the communication plan

Date Issued: March 2, 2015

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Rig Move Procedures

Offshore
Safety
Training
Institute

The rig move procedures shall have an introduction that describes their purposes and defines the
roles and responsibilities of key personnel. It shall take a step-by-step approach to the rig move,
making maximum use of diagrams and contain the following:
• Positions, departure and arrival.
• Water depths
• Sea bottom conditions (and site specific conditions for jack up rigs).
• Rig / vessel communications
• Infrastructure (pipelines, templates etc).
• Field-specific requirements.
• Appendices should describe the anchor pattern with line lengths, and operations manual for
the running anchor issued by supplier.

Date Issued: March 2, 2015

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Bollard Pull Certification and Trials Offshore

Safety
Training
Institute

In order to establish the pulling capacity of a towing vessel, a physical

test of its capability may be carried out. This test is referred to as the
Bollard Pull Trials or Test.
It may be carried out when the vessel is a new building, when re-
engined or has new rudder / propellers fitted or for the purposes of
satisfying a specific requirement of a contract of towage. During
bollard pull tests, the towing machinery may also undergo a variety
of trials

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Aims of Bollard Pull Test Offshore

Safety
Training
Institute

1. Establish the maximum pulling capacity of the vessel when engines are
working at the manufacturers recommended maximum continuous
RPM
2. Establish the pulling force exerted at various settings of engine speed,
propeller pitch or engine configuration
3. Test the tow winch brake holding capacity with the winch drum full of
wire an the vessel worked up towards maximum bollard pull
4. Test the winch quick release mechanism when pulling at some
predetermined bollard pull usually between 30%/40% of maximum
power. This test may be in two parts, testing the quick release
mechanism when the winch is hauling in and when the winch is riding
on the brake.

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Aims of Bollard Pull Test Offshore

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Training
Institute

5. Test any winch spooling gear

6. Test the strength of fixed gog wire, guide pins or towing pods

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Test Conditions Offshore

Safety
Training
Institute

1. The clear water distance between the stern of the boat and the
point of attachment of the tow line should not be less than twice
the boats length (BP) and ideally between 300/350 meters
2. The water depth should be at least twice the boats maximum
draft
3. The test cell should have an accuracy of about +-2% and have a
Certificate of Calibration. A remote reading and recording
mechanism for the test cell is highly desirable
4. The weather conditions should be calm with minimum wind and
sea current

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Test Conditions Offshore

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Training
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5. The boat should be at her normal operational trim and draft

6. The maximum pull obtained should be held for at least ten
minutes with the boat on a steady course.
7. Due to the forces involved, adequate safety precautions and
procedures should be used to protect all those involved
8. Some authorities will require that items such as shaft generators
be utilised during bollard pull trials as this condition is closest to
“real” operational conditions. Similarly other main engine driven
auxiliaries may be used during the test period if that is the
“normal” machinery configurations

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Use of Results Offshore

Safety
Training
Institute

• The results of bollard pull test are of use only in that they show
what is achievable under fairly unique conditions
• A vessel at sea, towing and moving through the water uses a
certain amount of output power to propel herself through the
water
• The higher the tow speed, the more power is used for her own
propulsive effort

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Summary Offshore
Safety
Training
Institute

Issuing Authority Classification Society

Regulation Classification Society Rules and Regulations
Reason for Certification To determine the continuous and maximum bollard pull applicable for the vessel and its towing equipment
Validity No validity, however the bollard pull test will require to be repeated following any modifications to the
vessels engines, thrusters, structure or towing equipment. The bollard pull on the certificate is for the time of
the test only and would be expected to decrease as the vessel ages
Types of Survey(s) Initial survey and exmaination of the vessel with particular emphasis on the vessels engine power and towing
equipment. This is followed by a bollard test in accordance with the Classification Society Rules and
Regulations
Items Covered by the The certificate details the vessels particulars at the time of the survey, examination and bollard pull test,
Certificate and Surveys including: vessel particulars (engines, propellers, rudders, BHP), vessel heading, length of tow wire deployed,
draft (forward, midships and aft), ballast condition, fuel condition, stores, fresh water and lube oil condition,
weather conditions at the time of the test (wind, current, atmospherics), results of bollard pull test in a
graphical format and maximum and contnuous bollard pull results.

Statutory Certificate Yes

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Example of Towing (Semi-Sub)

Offshore
Safety
Training
Institute

Date Issued: March 2, 2015

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Example of Towing (Jack-Up)

Offshore
Safety
Training
Institute

Date Issued: March 2, 2015

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Example of Towing (FPSO)

Offshore
Safety
Training
Institute

Date Issued: March 2, 2015

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Example of Towing (Accommodation Barge)

Offshore
Safety
Training
Institute

Date Issued: March 2, 2015

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Example of Tanker Lifting

Offshore
Safety
Training
Institute

Date Issued: March 2, 2015

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Example of Towing Arrangement Offshore

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Training
Institute

Date Issued: March 2, 2015

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Example of Towing Arrangement Offshore

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Training
Institute

Date Issued: March 2, 2015

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Offshore
Safety
Training
Institute

Date Issued: March 2, 2015

INTERNAL
Revision Number: 1.0 Empowerment, Partnership, Innovation, Commitment... Our EPIC way of working.