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M/T “VSLNAME” IMO No: 9999999

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EMERGENCY TOWING BOOKLET

ALPHA MARINE CONSULTING LTD. MARINE CONSULTANTS & SURVEYORS T: +30 210 4518717 (5 LINES), F: +30 210 4283253 mail@alphamrn.com | www.alphamrn.com


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TOTAL SIXTY-TWO (62) SHEETS WITH COVER (EXCL. APPENDIX) VESSEL: TITLE:

M/T “VSLNAME”

IMO NO.:

9999999

EMERGENCY TOWING BOOKLET ALPHA MARINE CONSULTING LTD.

DWG. NO.:

xxxx-ETB

MARINE CONSULTANTS & SURVEYORS T: +30 210 4518717 (5 LINES), F: +30 210 4283253 mail@alphamrn.com | www.alphamrn.com

REVISION NO.: DATE:

0

DD/MM/YY


M/T “VSLNAME” EMERGENCY TOWING BOOKLET

PAGE 3 OF 62

TABLE OF CONTENTS

PAGE GENERAL...........................................................................................................4

1.1.

SCOPE................................................................................................................4

1.2.

MAIN PARTICULARS .........................................................................................5

2.

EMERGENCY TOWING FACILITIES.................................................................6

2.1.

COMMUNICATION EQUIPMENT.......................................................................6

2.2.

POWER SUPPLY EQUIPMENT .........................................................................7

2.3.

STEERING GEAR...............................................................................................7

2.4.

ANCHORS, CHAIN CABLES AND MOORING ROPES .....................................8

2.5.

FWD MOORING ARRANGEMENT.....................................................................9

2.6.

AFT MOORING ARRANGEMENT ....................................................................11

2.7.

DECK TOOLS AND OTHER EQUIPMENT.......................................................13

3.

EMERGENCY TOWING PROCEDURES .........................................................14

3.1.

GENERAL INSTRUCTIONS FOR EMERGENCY TOWING.............................14

3.2.

COMMUNICATION PLAN.................................................................................18

3.3.

TOWING MODES .............................................................................................23

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1.

3.4.

DECISION MATRIX FOR DETERMINING TOWING MODE ............................31

3.5.

ORGANIZATION OF DECK CREW ..................................................................32

3.6.

EXAMPLES OF TOWING LINE CONNECTING PROCEDURES.....................34 REFERENCE DRAWINGS ...............................................................................62

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4.

APPENDIX A Resolution MSC.256 (84)

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APPENDIX B MSC.1/Circ.1255

ALPHA MARINE CONSULTING LTD.


M/T “VSLNAME” EMERGENCY TOWING BOOKLET

PAGE 4 OF 62

1. GENERAL

1.1.

SCOPE

This booklet has been prepared in accordance with the requirements of the International Convention for the Safety of Life at Sea, 1974, Regulation II-1/3-4, as amended by Resolution MSC.256 (84), adopted on 16 May 2008, as well as with the requirements of MSC.1/Circ.1255, adopted on 27 May, 2008 (see Appendices A & B).

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The purpose of this booklet is to establish ship-specific emergency towing procedures based on arrangements and equipment available onboard the vessel. This booklet is to be carried onboard the vessel for use in emergency situations. The procedures developed in this booklet 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. The steps described herein should be considered as part of the emergency preparedness required by paragraph 8 of part A of the ISM Code.

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It is the responsibility of the Company and the Master to regularly review this booklet and ensure that the information contained herein is accurate and updated. The booklet is written in English, which is the working language of the crew.

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A minimum of three copies of this booklet should be maintained onboard the ship for ready use by the ship’s crew during emergency towage. One should be kept in the bridge, one in a forecastle space or appropriate space where easy entry is available at the ship’s fore part, and one at the ship’s office or Cargo Control Room.

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Furthermore, one copy should be kept by the Company in order to facilitate the passing on of information to the towage company in the event of an emergency. Finally, the booklet should be kept in common electronic format, which will allow faster distribution to the concerned parties.

ALPHA MARINE CONSULTING LTD.


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1.2.

PAGE 5 OF 62

MAIN PARTICULARS

Ship’s Name:

VSLNAME

Ship’s Type: Flag: Port of Registry: Call Sign: IMO Number:

9999999

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Classification: Gross Tonnage: Net Tonnage: Built by:

Length O.A.: Length B.P.:

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Breadth (mld.):

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Year Built:

Depth (mld.):

Draught at Full Load Condition:

Draught at Light Ballast Condition :

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Displacement at Full Load Condition:

Displacement at Light Ballast Condition:

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Height of Mooring Deck abv. BL at Bow: Height of Mooring Deck abv. BL at Stern:

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PAGE 6 OF 62

2. EMERGENCY TOWING FACILITIES

2.1.

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The on-board tools, arrangements and equipment of the vessel, available for assembling during an emergency situation, are described in the following paragraphs. Care should be taken so that the safe working loads are marked on the connection points. If this is not the case, these loads may be determined by an engineering analysis reflecting the on-board conditions of the ship according to MSC/Circ.1175. The crew should have good knowledge of equipment stowage location and accessibility. Any identified improvements to stowage arrangements should be implemented.

COMMUNICATION EQUIPMENT

The radio equipment available onboard, enabling communication between deck crew, bridge and the towing / salvage vessel, is given in the Table below: Communication Equipment Name

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No. 1

3 4

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2

6

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7 8 9

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Particulars


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2.2.

PAGE 7 OF 62

POWER SUPPLY EQUIPMENT

The power generating machinery available onboard for supplying winches, tools and deck lighting (during low visibility and night-time situations) are given in the Table below: Power Supply Equipment No.

Name

Location / Use

Particulars

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2.3.

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STEERING GEAR

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In some cases it may be necessary for the towed vessel to use its steering, if possible, in an effort to assist the towing vessel with manoeuvres or keep steady on the required course. The available steering gear onboard is given in the Table below:

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Steering Gear

No.

Name

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1 2 3

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Particulars


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2.4.

PAGE 8 OF 62

ANCHORS, CHAIN CABLES AND MOORING ROPES

The anchors, chain cables & mooring ropes available onboard are given in the Table below: Anchors, Chain Cables & Mooring Ropes No.

Name

SWL (MT)

Particulars

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3 4 Mooring Ropes No.

Size (dia. x length – mm x m)

Location

Quan.

Breaking Strength (MT)

Quan.

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Breaking Strength (MT)

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No. 1

Material

Size (dia. x length – mm x m)

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Wires on Winch Drums

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2.5.

PAGE 9 OF 62

FWD MOORING ARRANGEMENT , the fwd mooring

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According to the vessel’s “Mooring Arrangement”, Dwg. No. arrangement is as follows: UPPER DECK (FWD)

Fwd Mooring Arrangement

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PAGE 10 OF 62

Fwd Mooring Equipment Name

Particulars

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Mark

Fwd Mooring Fittings Name (Deck Fittings)

Particulars

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Mark

ALPHA MARINE CONSULTING LTD.

SWL (MT)

Quan.


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2.6.

PAGE 11 OF 62

AFT MOORING ARRANGEMENT , the aft mooring

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According to the vessel’s “Mooring Arrangement”, Dwg. No. arrangement is as follows: UPPER DECK (AFT)

Aft Mooring Arrangement

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PAGE 12 OF 62

Aft Mooring Equipment Name

Particulars

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Mark

Aft Mooring Fittings Name (Deck Fittings)

Particulars

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Mark

ALPHA MARINE CONSULTING LTD.

SWL (MT)

Quan.


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2.7.

PAGE 13 OF 62

DECK TOOLS AND OTHER EQUIPMENT

Deck tools and other equipment that may be used to improve the “towability” of the vessel are given in the Tables below:

Deck Tools No.

Name

Remarks

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2 3 4

Other Equipment

Name / Particulars

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No.

Cranes

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Access Ladders

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5

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PAGE 14 OF 62

3. EMERGENCY TOWING PROCEDURES

In this section, ship-specific emergency towing procedures are described and presented in a clear and easy to understand format, ensuring their smooth and swift application during an emergency situation. The Company and crew should take into consideration that the nature of an emergency does not allow time for deliberation. Therefore, all procedures should be practiced beforehand. GENERAL INSTRUCTIONS FOR EMERGENCY TOWING

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When a vessel becomes disabled, the primary objective is to keep it away from hazards or shallow water. It must then be repaired or rely on another vessel for towing to a safe place for repairs. Before attempting to be towed by another vessel, the Master must bear in mind that his primary duty is to save lives and must first assess the dangers or risks involved in this type of operation. Emergency towing will usually be undertaken with the most suitable vessel available in the vicinity, considering the suitability of own vessel for such an operation and assessing the possibility of damage. However, in the unlikely event of the Master having a choice of vessel able to provide a tow, the most likely order of preference would be a salvage tug, anchor handler, harbour tug, warship and then any other suitable vessel.

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The subject vessel has properly identified suitable strong points, fairleads and other equipment that may be used if towing becomes necessary (see Section 2). Assessment of urgency

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The Master must immediately assess the dangers to which the vessel is exposed and the urgency with which assistance may be required from outside sources. Account should be taken of all circumstances, including the following: Safety of personnel. Proximity to shore or shoal water, or fixed objects. Weather and sea conditions. Current and tide. Nature of seabed and shoreline. Potential for safe anchoring. Availability of assistance. Damage already sustained by the vessel. Risk of further damage to the vessel. Prospect of maintaining communications. Threat of pollution or environmental damage. Threat to navigation. Manpower and material requirements.

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In addition to the necessity of limiting any threat to life, vessel and cargo, the necessity to avoid or reduce the risk of pollution or environmental damage cannot be overstressed.

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PAGE 15 OF 62

Readiness of emergency towing arrangements To ensure rapid deployment of the emergency towing arrangements, the Master must ensure that:

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Aft emergency towing arrangements are pre-rigged and capable of being deployed in a controlled manner in harbour conditions in not more than fifteen (15) minutes. Forward emergency towing arrangements are capable of being deployed in harbour conditions in not more than one (1) hour.

Preparations for towing

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Because these systems are intended for use in emergency situations, it is important that they are readily available for use at all times. The components of the system should be located permanently at or near to the strong point site and kept free of obstructions so they are always ready for immediate deployment. The emergency towing arrangements fitted on the vessel may not be suitable for a long distance tow, but are more than adequate for a limited duration of tow, to pull the ship away from or restrict her drifting towards immediate danger.

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Once the Master has decided that he requires the assistance of a towing vessel, he should immediately begin to plan the possible methods of making the towing connection. The nature and extent of the vessel’s damage will be relevant in deciding whether it should be towed from the bow or the stern to minimise further damage while under tow. Early communications should be established with the towing vessel to exchange information and determine the equipment available on the vessel to be towed and the proposed towing method (see Section 3.2). It should be noted that during towing, the greatest stresses on the towing system occur when the inertia of the disabled vessel is being overcome and, later, during its tendency to yaw. In order to minimise the risk of parting the tow line, the highest possible resilience should be incorporated. One possible means of achieving this is by lowering the vessel’s anchor and cable a little way and connecting the tow line directly to the cable with the anchor still attached.

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All crewmembers should be well informed on emergency towing procedures and relevant allocation of personnel. Connecting the tow Prior to commencing the towing operation, communication procedures should be established between the vessels. No action should be taken with regard to navigation or engine manoeuvres by any Master without first informing the other.

ALPHA MARINE CONSULTING LTD.


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PAGE 16 OF 62

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Adequate manpower should be standing by to make the connection. If the vessel is to be towed by a dedicated towing vessel, the tug will use its own wire and chain combination. In the event of the assisting vessel not being a dedicated towing vessel, the vessel’s own towing system will be utilized. Initially, a light line will be used to take on board a messenger, which in turn will pass a tow line between the vessels. When the towing wire is passed to the vessel to be towed, the messenger connection to the towing wire may be rigged as shown in the Figure below:

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Figure (1.3.1)

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Should it prove impossible to lift the tug’s gear onboard, then the method shown in the Figure below should be used. According to this method, a light line followed by a heavy messenger are passed back to the tug, after which the chafe chain and towing line are heaved up to the towing point on the disabled vessel, using the tug’s own power. If this is impracticable, an alternative may be to lower an anchor into the water to enable the tug to connect a line directly to the anchor cable. Once the tug line is secure, several shackles of cable chain may then be paid out, provided that the agreement of the tug Master has been obtained.

ALPHA MARINE CONSULTING LTD.


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The tow line may be secured onboard the disabled vessel in several ways, for example by either turning up on two or more sets of bitts or securing the chafe chain in a towing bracket or in a chain stopper, as shown in the Figure below:

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When the anchor cable is used, precautions should be taken to prevent the cable from running out, by employing claws, pawls or other mechanical means. If the disabled vessel is to be towed by stern, the after mooring winches and mooring wires can be set up to form a bridle using suitable shackles. It should be remembered that the holding power of the winch brakes can vary considerably, depending on the type and condition of the brake linings fitted, therefore, the winches should be left in gear with power and brakes on during the towing. When taking the tug’s connection onboard, remember that it is not easy to hold a large tug in one position and that the quicker the connection is made: - The less risk of the tug getting in a difficult position. - The less risk of failing to make the connection. - The less risk to vessel and personnel involved in the operation.

ALPHA MARINE CONSULTING LTD.


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PAGE 18 OF 62

The person in charge of the emergency towing operation should monitor the movement of the towing vessel carefully.

Towing

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Occasionally it may be necessary for the towed vessel to use its steering, if it can be used, in an effort to assist the towing vessel with any manoeuvres and assist in keeping the tow steady on the required course. If the disabled vessel’s steering cannot be used, the rudder should, where possible, be secured in the amidships position. Where it is advisable to secure the propeller to avoid engine damage, this can usually be done by engaging the turning gear although this may be more successful on a motor ship than a turbine ship. Alterations to the trim of the disabled vessel within permissible stress limits may help to improve manoeuvrability under tow. In some cases it may also be necessary to grease the wire ropes continuously in order to prevent their wear when used as towing lines. The condition of chocks should also be frequently checked.

COMMUNICATION PLAN

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While under tow, warnings to other ships will be transmitted by the tug and at night a keen watch should be maintained from the tow, with visual signals being made to approaching vessels. The daylight signal lamp is very useful by day or night to give warning signals to vessels on a closing course.

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The purpose of the following communication plan is to provide a ready-to-use template used for contacting the salvage / towing vessel. This plan lists all information required to be communicated from the vessel’s Master to the salvage / towing vessel. An example is also provided in order to assist the Master in properly preparing the plan.

ALPHA MARINE CONSULTING LTD.


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PAGE 19 OF 62

Communication Plan No.

Item

Current status Day/Month/Year

Present time

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Current position

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Cause of requesting towage

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Weather conditions

Velocity (m/s)

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Wind velocity and direction

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Wave height

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Weather forecast

Direction

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(m)

Speed (kn)

Direction

Drifting speed and direction

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8

Time

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Flooding (if any, describe the status)

Yes

No

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Cargo (if any, describe the type)

Yes

No

12

Fore draught

(m)

13

Aft draught

(m)

14

Can be towed from the bow?

Yes

No

15

Can use power on board?

Yes

No

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Can use deck lighting for the towing line connection?

Yes

No

17

Can use the mooring winch for winding the towing line?

Yes

No

Imminent danger (e.g. grounding) (if any, describe the expected danger)

Yes

No

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9

ALPHA MARINE CONSULTING LTD.

Status :

Status : Status : Status : Status :


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No.

19 20 21

Current status

Can use the mooring equipment on the deck for the towing line connection? Can use towing lights (side lights, stern lights)? Ready to display the black diamond? Can use the rudder (describe the status)? If the rudder is damaged, what is the current rudder angle and is it possible to return to midship?

Status : Yes

No

Yes

No

Yes

No

Yes

No

Yes

No

Yes

No

Yes

No

Can use the main engine?

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Can control the trim?

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Is there heeling?

Yes

No

Yes

No

Status : Status :

Status : Status : Status :

How to prevent free propeller rotation?

Oil leakage from the stern tube (if any, describe the status)

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27

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23

26

Status :

Status :

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22

Item

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Status :


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PAGE 21 OF 62

Communication Plan (Example) No.

Item

Current status Day/Month/Year

Present time

2

Current position

3

Cause of requesting towage

4

Weather conditions

Velocity (m/s)

Wind velocity and direction

6

Wave height

7

Weather forecast

8

Drifting speed and direction

9

Imminent danger (e.g. grounding) (if any, describe the expected danger)

Yes

No

Flooding (if any, describe the status)

Yes

No

Cargo (if any, describe the type)

Yes

No

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5

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11

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Speed (kn)

10

Time

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1

Direction

Direction

Note:

Status :

Fore draught

(m)

13

Aft draught

(m)

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12

14

Can be towed from the bow?

Yes

No

15

Can use power on board?

Yes

No

16

Can use deck lighting for the towing line connection?

Yes

No

17

Can use the mooring winch for winding the towing line?

Yes

No

ALPHA MARINE CONSULTING LTD.

Status : Status : Status : Status :


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No.

19 20 21 22 23

Item

Current status

Can use the mooring equipment on the deck for the towing line connection? Can use towing lights (side lights, stern lights)? Ready to display the black diamond? Can use the rudder (describe the status)? If the rudder is damaged, what is the current rudder angle and is it possible to return to midship? Can use the main engine?

Status : Yes

No

Yes

No

Yes

No

Yes

No

Yes

No

Yes

No

Status : Status : Status :

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Status :

Status : Status :

Can control the trim?

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Is there heeling?

No

Yes

No

Yes

No

Status :

How to prevent free propeller rotation?

Oil leakage from the stern tube (if any, describe the status)

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27

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26

Yes

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Status :


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3.3.

PAGE 23 OF 62

TOWING MODES

The towing modes for this ship are the following 8 modes in principle. The pattern is determined by the vessel’s Master in consultation with the towing company, taking into account the vessel’s status and the surrounding conditions. 3.3.1. Mode 1-F (Towing from the Bow)

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Use ship’s chain.

Note: The symmetrical arrangement (starboard side) may also be used.

ALPHA MARINE CONSULTING LTD.


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PAGE 24 OF 62

3.3.2. Mode 1-A (Towing from the Stern)

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Use ship’s emergency towing arrangement.

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3.3.3. Mode 2-F (Towing from the Bow)

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Use ship’s wire rope and a bollard.

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Note: The symmetrical arrangement (starboard side) may also be used.

ALPHA MARINE CONSULTING LTD.


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3.3.4. Mode 2-A (Towing from the Stern)

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Use ship’s wire rope and a bollard.

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Note: The symmetrical arrangement (starboard side) may also be used.

ALPHA MARINE CONSULTING LTD.


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PAGE 27 OF 62

3.3.5. Mode 3-F (Towing from the Bow)

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Use the ship’s hawsers.

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3.3.6. Mode 3-A (Towing from the Stern)

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Use the ship’s hawsers.

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3.3.7. Mode 4-F (Towing from the Bow)

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Use tug’s wire rope and a bollard.

Note: The symmetrical arrangement (starboard side) may also be used.

ALPHA MARINE CONSULTING LTD.


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PAGE 30 OF 62

3.3.8. Mode 4-A (Towing from the Stern)

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Use tug’s wire rope and a bollard.

Note: The symmetrical arrangement (starboard side) may also be used.

ALPHA MARINE CONSULTING LTD.


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3.4.

PAGE 31 OF 62

DECISION MATRIX FOR DETERMINING TOWING MODE

Decision Matrix

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Towing mode f/m the f/m the bow stern

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Condition

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Remarks


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ORGANIZATION OF DECK CREW

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3.5.

PAGE 32 OF 62

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PAGE 33 OF 62

Crew Responsibilities

Duty

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Rank

Necessary equipment Life Portable Deck saving wireless tool equip’t radio

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EXAMPLES OF TOWING LINE CONNECTING PROCEDURES

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3.6.

PAGE 34 OF 62

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3.6.1. Mode 1-F: Using ship’s chain.

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3.6.2. Mode 1-A: Using ship’s emergency towing arrangement

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PAGE 42 OF 62

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3.6.3. Mode 2-F: Using ship’s wire ropes.

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PAGE 43 OF 62

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3.6.4. Mode 2-A: Using ship’s wire ropes.

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3.6.5. Mode 3-F: Using the ship’s hawsers.

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3.6.6. Mode 3-A: Using the ship’s hawsers.

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3.6.7. Mode 4-F: Using tug’s wire rope.

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3.6.8. Mode 4-A: Using tug’s wire rope.

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4. REFERENCE DRAWINGS

Title

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No.

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APPENDIX A

Resolution MSC.256 (84) (adopted on 16 May 2008):

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Adoption of Amendments to the International Convention for the Safety of Life at Sea, 1974, as amended


MSC 84/24/Add.1 ANNEX 2 Page 1 ANNEX 2 RESOLUTION MSC.256(84) (adopted on 16 May 2008) ADOPTION OF AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED THE MARITIME SAFETY COMMITTEE,

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RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING FURTHER article VIII(b) of the International Convention for the Safety of Life at Sea (SOLAS), 1974 (hereinafter referred to as “the Convention”), concerning the amendment procedure applicable to the Annex to the Convention, other than to the provisions of chapter I thereof,

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HAVING CONSIDERED, at its eighty-fourth session, amendments to the Convention, proposed and circulated in accordance with article VIII(b)(i) thereof,

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1. ADOPTS, in accordance with article VIII(b)(iv) of the Convention, amendments to the Convention, the text of which is set out in the Annex to the present resolution;

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2. DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the said amendments shall be deemed to have been accepted on 1 July 2009, unless, prior to that date, more than one third of the Contracting Governments to the Convention or Contracting Governments the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world’s merchant fleet, have notified their objections to the amendments;

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3. INVITES SOLAS Contracting Governments to note that, in accordance with article VIII(b)(vii)(2) of the Convention, the amendments shall enter into force on 1 January 2010 upon their acceptance in accordance with paragraph 2 above; 4. RECOMMENDS the Contracting Governments concerned to issue certificates complying with the annexed amendments at the first renewal survey on or after 1 January 2010; 5. REQUESTS the Secretary-General, in conformity with article VIII(b)(v) of the Convention, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Contracting Governments to the Convention; 6. FURTHER REQUESTS the Secretary-General to transmit copies of this resolution and its Annex to Members of the Organization, which are not Contracting Governments to the Convention.


MSC 84/24/Add.1 ANNEX 2 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

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Regulation 3-4 – Emergency towing arrangements on tankers The existing regulation 3-4 is replaced by the following: “Regulation 3-4

Emergency towing arrangements and procedures 1

Emergency towing arrangements on tankers

For tankers constructed on or after 1 July 2002: .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 prerigged 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*.

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1.1 Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight.

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

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


MSC 84/24/Add.1 ANNEX 2 Page 3 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. The procedure** shall include: .1

drawings of fore and aft deck showing possible emergency towing arrangements;

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

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means and methods of communication; and

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sample procedures to facilitate the preparation for and conducting of emergency towing operations.”

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2.3

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Refer to the Guidelines for owners/operators on preparing emergency towing procedures (MSC.1/Circ.1255).

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Refer to the Guidelines on emergency towing arrangements for tankers, adopted by the Maritime Safety Committee by resolution MSC.35(63), as amended.

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

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“Regulation 3-9 Means of embarkation on and disembarkation from ships

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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*.

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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.

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Refer to the Guidelines for construction, installation, maintenance and inspection/survey of accommodation ladders and gangways, to be developed by the Organization.


MSC 84/24/Add.1 ANNEX 2 Page 4 CHAPTER II-2 CONSTRUCTION – FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION Regulation 10 – Fire fighting 3

The following new paragraph 4.1.5 is added after the existing paragraph 4.1.4:

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“4.1.5 By the first scheduled dry-docking after 1 January 2010, fixed carbon dioxide fireextinguishing systems for the protection of machinery spaces and cargo pump-rooms on ships constructed before 1 July 2002 shall comply with the provisions of paragraph 2.2.2 of chapter 5 of the Fire Safety Systems Code.” Regulation 19 – Carriage of dangerous goods 4

In paragraph 4, the words “, as defined in regulation VII/2,” are deleted.

Regulation 20 – Protection of vehicle, special category and ro-ro spaces

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5 The existing paragraph 6.1.4 is replaced by the following paragraph 6.1.4 and new paragraph 6.1.5 is added after paragraph 6.1.4 as follows:

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“6.1.4 The requirement of this paragraph shall apply to ships constructed on or after 1 January 2010. Ships constructed on or after 1 July 2002 and before 1 January 2010 shall comply with the previously applicable requirements of paragraph 6.1.4, as amended by resolution MSC.99(73). When fixed pressure water-spraying systems are fitted, in view of the serious loss of stability which could arise due to large quantities of water accumulating on the deck or decks during the operation of the fixed pressure water-spraying system, the following arrangements shall be provided: .1 in passenger ships:

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.1.1

in the spaces above the bulkhead deck, scuppers shall be fitted so as to ensure that such water is rapidly discharged directly overboard, taking into account the guidelines developed by the Organization*;

.1.2.1 in ro-ro passenger ships, discharge valves for scuppers, fitted with positive means of closing operable from a position above the bulkhead deck in accordance with the requirements of the International Convention on Load Lines in force, shall be kept open while the ships are at sea;

.1.2.2 any operation of valves referred to in paragraph 6.1.4.1.2.1 shall be recorded in the log-book; .1.3

in the spaces below the bulkhead deck, the Administration may require pumping and drainage facilities to be provided additional to the requirements of regulation II-1/35-1. In such case, the drainage system shall be sized to remove no less than 125% of the combined capacity of both the water-spraying system pumps and the required number of


MSC 84/24/Add.1 ANNEX 2 Page 5 fire hose nozzles, taking into account the guidelines developed by the Organization*. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment;

in cargo ships, the drainage and pumping arrangements shall be such as to prevent the build-up of free surfaces. In such case, the drainage system shall be sized to remove no less than 125% of the combined capacity of both the water-spraying system pumps and the required number of fire hose nozzles, taking into account the guidelines developed by the Organization*. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing system controls. Bilge wells shall be of sufficient holding capacity and shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment. If this is not possible, the adverse effect upon stability of the added weight and free surface of water shall be taken into account to the extent deemed necessary by the Administration in its approval of the stability information**. Such information shall be included in the stability information supplied to the master as required by regulation II-1/5-1.

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6.1.5 On all ships, for closed vehicles and ro-ro spaces and special category spaces, where fixed pressure water-spraying systems are fitted, means shall be provided to prevent the blockage of drainage arrangements, taking into account the guidelines developed by the Organization*. Ships constructed before 1 January 2010 shall comply with the requirements of this paragraph by the first survey after 1 January 2010.” ________ *

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Refer to the Guidelines for drainage systems in closed vehicle and ro-ro spaces and special category spaces, to be developed by the Organization. Refer to the Recommendation on fixed fire-extinguishing systems for special category spaces, adopted by the Organization by resolution A.123(V).

CHAPTER III LIFE-SAVING APPLIANCES AND ARRANGEMENTS

Regulation 6 − Communications 6

The existing paragraph 2.2 is replaced by the following: “2.2

Search and rescue locating devices

At least one search and rescue locating device shall be carried on each side of every passenger ship and of every cargo ship of 500 gross tonnage and upwards. At least one search and rescue locating device shall be carried on every cargo ship of 300 gross tonnage and upwards but less than 500 gross tonnage. Such search and rescue locating


MSC 84/24/Add.1 ANNEX 2 Page 6 devices shall conform to the applicable performance standards not inferior to those adopted by the Organization*. The search and rescue locating devices** shall be stowed in such location that they can be rapidly placed in any survival craft other than the liferaft or liferafts required by regulation 31.1.4. Alternatively one search and rescue locating device shall be stowed in each survival craft other than those required by regulation 31.1.4. On ships carrying at least two search and rescue locating devices and equipped with free-fall lifeboats one of the search and rescue locating devices shall be stowed in a free-fall lifeboat and the other located in the immediate vicinity of the navigation bridge so that it can be utilized on board and ready for transfer to any of the other survival craft.”

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Refer to the Recommendation on performance standards for survival craft radar transponders for use in search and rescue operations, adopted by the Organization by resolution MSC.247(83) (A.802(19)), as amended) and the Recommendation on performance standards for survival craft AIS Search and Rescue transmitter (AIS SART), adopted by the Organization by resolution MSC.246(83). One of these search and rescue locating devices may be the search and rescue locating device required by regulation IV/7.1.3.

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Regulation 26 − Additional requirements for ro-ro passenger ships The existing paragraph 2.5 is replaced by the following:

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“2.5 Liferafts carried on ro-ro passenger ships shall be fitted with a search and rescue locating device in the ratio of one search and rescue locating device for every four liferafts. The search and rescue locating device shall be mounted inside the liferaft so its antenna is more than one metre above the sea level when the liferaft is deployed, except that for canopied reversible liferafts the search and rescue locating device shall be so arranged as to be readily accessed and erected by survivors. Each search and rescue locating device shall be arranged to be manually erected when the liferaft is deployed. Containers of liferafts fitted with search and rescue locating devices shall be clearly marked.”

CHAPTER IV RADIOCOMMUNICATIONS

Regulation 7 − Radio equipment: General 8

In paragraph 1, subparagraph .3 is replaced by the following: “.3 a search and rescue locating device capable of operating either in the 9 GHz band or on frequencies dedicated for AIS, which:”


MSC 84/24/Add.1 ANNEX 2 Page 7 APPENDIX CERTIFICATES Record of Equipment for Passenger Ship Safety Certificate (Form P) 9 In the Record of Equipment for Passenger Ship Safety Certificate (Form P), in section 2, the existing item 11.1 is replaced by the following:

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“11.1 Number of search and rescue locating devices 11.1.1 Radar search and rescue transponders (SART) 11.1.2 AIS search and rescue transmitters (AIS-SART)”, and in section 3, the existing item 6 is replaced by the following: “6 Ship’s search and rescue locating device 6.1 Radar search and rescue transponder (SART) 6.2 AIS search and rescue transmitter (AIS-SART)”.

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Record of Equipment for Cargo Ship Safety Equipment Certificate (Form E)

10 In the Record of Equipment for Cargo Ship Safety Equipment Certificate (Form E), in section 2, the existing item 9.1 is replaced by the following:

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“9.1 Number of search and rescue locating devices 9.1.1 Radar search and rescue transponders (SART) 9.1.2 AIS search and rescue transmitters (AIS-SART)”.

Record of Equipment for Cargo Ship Radio Certificate (Form R)

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11 In the Record of Equipment for Cargo Ship Safety Radio Certificate (Form R), in section 2, the existing item 6 is replaced by the following:

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“6 Ship’s search and rescue locating device 6.1 Radar search and rescue transponder (SART) 6.2 AIS search and rescue transmitter (AIS-SART)”.

Record of Equipment for the Nuclear Passenger Ship Safety Certificate (Form PNUC) 12 In the Record of Equipment for Nuclear Passenger Ship Safety Certificate (Form PNUC), in section 2, the existing item 11.1 is replaced by the following: “11.1 Number of search and rescue locating devices 11.1.1 Radar search and rescue transponders (SART) 11.1.2 AIS search and rescue transmitters (AIS-SART)”, and in section 3, the existing item 6 is replaced by the following: “6 Ship’s search and rescue locating device 6.1 Radar search and rescue transponder (SART) 6.2 AIS search and rescue transmitter (AIS-SART)”.


MSC 84/24/Add.1 ANNEX 2 Page 8 Record of Equipment for the Nuclear Cargo Ship Safety Certificate (Form CNUC) 13 In the Record of Equipment for Nuclear Cargo Ship Safety Certificate (Form CNUC), in section 2, item 9 is deleted and items 10, 10.1 and 10.2 are renumbered as items 9, 9.1 and 9.2 respectively; and the renumbered item 9.1 is replaced by the following: “9.1 Number of search and rescue locating devices 9.1.1 Radar search and rescue transponders (SART) 9.1.2 AIS search and rescue transmitters (AIS-SART)”,

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and in section 3, the existing item 6 is replaced by the following: “6 Ship’s search and rescue locating device 6.1 Radar search and rescue transponder (SART) 6.2 AIS search and rescue transmitter (AIS-SART)”.

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APPENDIX B

MSC.1/Circ.1255 (adopted on 27 May 2008):

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Guidelines for Owners/Operators on Preparing Emergency Towing Procedures


INTERNATIONAL MARITIME ORGANIZATION 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: 020 7735 7611 Fax: 020 7587 3210

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Ref.: T4/3.01

MSC.1/Circ.1255 27 May 2008

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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.

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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.

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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.

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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).

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MSC.1/Circ.1255 ANNEX GUIDELINES FOR OWNERS/OPERATORS ON PREPARING EMERGENCY TOWING PROCEDURES

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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. OBSERVATIONS

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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.

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2.3 The crew should have good knowledge of equipment stowage location and accessibility . Any identified improvements to stowage arrangements should be implemented.

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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).

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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

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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. 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

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layout, structural adequacy and safe working loads of connection points (fairleads chocks, winches, bitts, bollards), etc.


MSC.1/Circ.1255 ANNEX Page 2

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;

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.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.

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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.

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3.6 The evaluation should be performed by persons knowledgeable in towing equipment and operations. EMERGENCY TOWING BOOKLET

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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.). 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

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.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. 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.

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DEVELOPING PROCEDURES

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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: 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.;

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organization of deck crew (personnel distribution, equipment distribution, including radios, safety equipment, etc.);

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organization of tasks (what needs to be done, how it should be done, what is needed for each task, etc.);

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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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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

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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;

.4 on deck power systems;

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.3 propulsion;

.5 on-board towing equipment;

.6 existing emergency rapid disconnection system; .7 forward and aft towing point locations;

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

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.9 towing equipment dimensions and capacities; and .10 ship particulars;

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identification of any minor tools or equipment providing significant improvements to the “towability” of the ship;

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evaluation of existing equipment, tools and arrangements on board the ship for possible use in rigging a towing bridle and securing a towline;

inventory and location of equipment on board that can be used during an emergency towing situation;

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.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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Emergency Towing Booklets (ETB)