Safety Guidelines For Design, Construction & Operation of Tugs

Safety Guidelines for Design, Construction & Operation of Tugs
A Harmonised Class Approach
Bureau Veritas
Lloyd’s Register of Shipping
American Bureau of Shipping
Draft Version 1.6

17 May 2010
Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
Table of contents
1 Introduction 4
1.1 General 4
1.2 Typical operational profiles 4
1.2.1 Harbour tugs 4
1.2.2 Seagoing tugs 4
1.2.3 Escort tugs 5
1.3 Typical tug types 5
1.3.1 Conventional tugs 5
1.3.2 Tractor tugs 5
1.3.3 Reverse tractor tugs and Azimuth Stern Drive tugs 5
2 General 7
2.1 Service notations 7
2.2 Definitions 7
2.2.1 Bollard Pull 7
2.2.2 Maximum steady towline force during escort operations 8
2.2.3 Reference towline force 9
2.2.4 Design Load 9
2.2.5 Winch brake holding force 9
2.2.6 Towline breaking strength 9
2.2.7 Manoeuvrability coefficient of escort tug 10
3 Stability 11
3.1 Scope of application 11
3.2 Openings 11
3.2.1 General 11
3.2.2 Closing appliances 11
3.2.3 Ventilation of machinery spaces and emergency generator room 11
3.2.4 Reduced height of ventilator coamings for machinery spaces
and emergency generator room 11
3.3 Intact stability criteria 12
3.3.1 General 12
3.3.2 Criteria regarding righting arm curve properties 12
3.3.3 Severe wind and rolling criterion (weather criterion) 13
3.3.4 Additional intact stability criteria for service notations
harbour tug and tug 13
3.3.5 Additional intact stability criteria for service notation escort tug 14
3.3.6 Elements affecting stability 16
3.3.7 Elements reducing stability 17
4 Towing equipment 18
4.1 Towing equipment for service notations harbour tug and tug 18
4.1.1 General 18
4.1.2 Information to be submitted 18
4.1.3 Design Loads 19
4.1.4 Strength criteria 19
4.1.5 Towing hook 20
2
4.1.6 Towing winch 20

4.1.7 Towline 21
4.1.8 Control arrangements 21
4.1.9 Towing equipment foundations 21
4.1.10 Fendering 21
4.1.11 Load tests 22
4.2 Towing equipment for service escort tug 22
4.2.1 General 22
4.2.2 Information to be submitted 22
4.2.3 Design Loads 23
4.2.4 Strength criteria 23
4.2.5 Towing winch 23
4.2.6 Towline 24
4.2.7 Control arrangements 24
4.2.8 Towing equipment foundations 25
4.2.9 Escort tug performance trial guidelines 25
5 Safety equipment 27
5.1 Fire Safety 27
Sec 1 Fire Pumps and Fire Main Systems 27
Sec 2 Fire Safety Measures 31
Sec 3 Fixed fire detection and fire-alarm systems 35
Sec 4 Fire-Extinguishing Arrangements 35
Sec 5 Fire Fighting Equipment 37
Sec 6 Alternative design and arrangements 38
5.2 Life Saving Appliances 40
5.3 Radio Installation 41
5.4 Navigation equipment 42
5.5 Anchor equipment 42
5.5.1 Equipment number 42
5.5.2 Wire ropes 45
5.5.3 Tugs of less than 500 gt 45
5.5.4 Number of anchors 46
5.5.5 Anchors 47
5.5.6 High holding power anchors 47
5.5.7 Chain cables 48
5.5.8 Water depths greater than 82.5 m 48
6 Assisted ship 49
6.1 Towing fittings 49
6.2 Side structure 49
7 Safety management – SAFMAN notation 50
3
1 Introduction
1.1 General
It is acknowledged that tugs are specifically designed to execute a number of dedicated

tasks under certain pre-determined environmental conditions. Both the tasks and the
operational profiles show a broad variation. Therefore, differences between tugs can be
very significant in terms of general arrangement design, hull lines, structural
reinforcements, machinery and electrical systems, deck and towing equipment and safety
systems.
In order to provide the industry with adequate guidelines and rules, the class requirements
for tugs should take this variation into account. A logical way of doing so is to define a
set of different service notations for tugs, which reflect the nature of operation of the tug
as well as the operational profile. The class requirements for each type of tug are then
defined as a function of the selected service notation.
1.2 Typical operational profiles
1.2.1 Harbour tugs

Harbour tugs are considered to assist ships and/or units while entering or leaving port and
during berthing and unberthing operations. Harbour tugs are considered to navigate in
calm stretches of water (sheltered area). Usually harbour tugs work from a fixed port; the
crew is very familiar with the operating area and shore side facilities for maintenance,
repairs, spare parts, etc. are directly available. In case of emergency shore side assistance
is directly available.
1.2.2 Seagoing tugs

Seagoing tugs are considered to assist ships and/or units in ports as well as at sea.
Seagoing tugs can either operate without any restriction (deep sea towage, in any sea area
and any period of the year) or within short distance from shore (coastal towage) or at a
specified location (offshore terminal tugs).
For coastal towage and offshore terminal tugs the crew is considered to be familiar with
the operating area and shore side facilities for maintenance, repairs, spare parts, etc. are
readily available. It is also considered that in case of emergency shore side assistance is
readily available if the tug does not proceed in the course of the voyage more than four
hours at operational speed from a place of safe sheltered anchorage.
For deep sea towage the crew is not necessarily familiar with the operating area and shore
side facilities for maintenance, repairs, spare parts, etc. are generally not readily available.
It is also considered that in case of emergency shoreside assistance is not readily
available.
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1.2.3 Escort tugs

Escort tugs are specifically engaged in escorting ships and offshore units during
navigation. Escort tugs are considered to operate in sheltered (confined) waters and in
open sea areas.
If escort tugs operate from a fixed station, the crew is familiar with the operating area and
shore side facilities for maintenance, repairs, spare parts, etc. are readily available. It is
considered that in case of emergency shoreside assistance is readily available if the tug
does not proceed in the course of the voyage more than four hours at operational speed
from a place of safe sheltered anchorage.
If escort tugs are engaged in deep sea voyages it is considered that the crew is not
necessarily familiar with the operating area and shoreside facilities for maintenance,
repairs, spare parts, etc. are generally not readily available. It is also considered that in
case of emergency shoreside assistance is not readily available.
1.3 Typical tug types
This section provides a general description of typical tug types used for towing and
pushing operations. It is recognised that other, specialised tug types exist in addition to
the ones specified here.
1.3.1 Conventional tugs

Conventional tugs have one or two screw propellers arranged athwartship (may be either
fixed pitch or controllable pitch). The towing point may be slightly abaft the centre of
buoyancy for towing astern using a towing hook (European tugs) or further aft for
traditional alongside towing on a hook (American tugs).
1.3.2 Tractor tugs

Tractor tugs are designed for pulling astern and for pushing (ahead and/or astern). The
thrust can be directed in all directions (360 degrees azimuth), using (two) steerable
propellers or cycloidal propulsion (Voith-Schneider) which are located forward (usually
not more than 30% of the ship length from the forward end).
A skeg or vertical stabilizing fin is located at the aft ship, acting as a pivot point.
Normally the towing point is located at the centre of the skeg (bollard or staple) and paid
out through the towing winch. With the towing point aft a tractor tug can render strain on
the towline while pulling in all directions.
1.3.3 Reverse tractor tugs and Azimuth Stern Drive tugs

Reverse tractor tugs and Azimuth Stern Drive (ASD) tugs are equipped with two
steerable propellers at the aft end (approximately 10% of the length forward from the aft
end).
Reverse tractor tugs are specially designed for assisting over the bow (both towing and
pushing) and are equipped with a large forward towing winch.
5
ASD tugs can assist both over the bow (using the forward towing winch or push bow), as
well as perform line towing over the stern (using a second towing winch or towing hook).
The aft towing point of ASD tugs is usually located 35 to 40% of the length forward of
the aft end.
6
2 General
2.1 Service notations
On the basis of the operational profiles of tugs as described in 1.2 the following service
notations are defined:
harbour tug (maximum bollard pull = T kN)

for ships specially equipped for towing and/or pushing within the limits of a port
tug (maximum bollard pull = T kN)

for ships specially equipped for towing and/or pushing in offshore conditions
escort tug (maximum steering force = TY kN at speed VY kn, maximum breaking

force = TX at speed = VX kn)
for ships specially equipped for towing/and or pushing, having equipment for escorting
ships or floating units during navigation. Escorting is considered to include (emergency)
steering, braking and otherwise controlling the assisted ship or floating unit during
navigation, typically moving at speeds in excess of 6 kn. The steering and braking forces
are generated through the simultaneous action of the hydrodynamic forces acting on the
hull of the escort tug and the thrust force(s). The requirements for escort tugs consider in
particular high speed escort operations, with the escort tug manoeuvring within the
typical speed range of 6 to 12 kn (powered indirect mode).
The service notations tug and escort tug may be completed by the following additional
service feature:
sailing time 4 h from a safe sheltered anchorage

if the operational profile of the ship is such that a safe sheltered anchorage can be reached
within four hours sailing time, assuming normal operation at the maximum draught.
It is possible to assign more than one service notation to a ship engaged in towing
activities.
Other service notations for tugs, such as salvage tug or anchor handling tug, as well as
related service notations, such as supply vessel, fire-fighting ship and stand-by rescue
vessel, are not considered within the present framework of the harmonisation project.
2.2 Definitions
2.2.1 Bollard Pull

The Bollard Pull (T), in kN, is the maximum sustained towline force of the tug when
towing at maximum power (100% MCR) and zero forward speed, to be initially specified
by the Designer and to be verified by a full scale test witnessed by the Society in
accordance with a recognised standard.
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For tugs capable of towing by the stern (ahead towing) as well as by the bow (astern
towing), both the maximum ahead bollard pull and maximum astern bollard pull test are
to be witnessed by the Society. In such case the maximum value obtained from the two
tests will be indicated in the service notation.
Where the value of the Bollard Pull is not provided, the following default value is to be
used:
- T = 0.179NPS for propellers not fitted with nozzles;
- T = 0.209NPS for propellers fitted with nozzles.
where:
N: Number of propellers;
PS : Maximum continuous power per propeller shaft, in kW.
2.2.2 Maximum steady towline force during escort operations

The maximum steady towline force during escort operations (T), in kN, is the maximum
towline force during escort operations excluding short time duration dynamic effects, to
be initially specified by the Designer and to be verified by the Society on the basis of the
results of:
- full scale tests, or
- model tests, or
- a computer simulation programme accepted by the Society.
Figure 2.1: Typical escort configuration
In particular, the maximum steady towline force during escort operations is to be

evaluated in relation to the maximum steering force, TY, and the maximum breaking
force, TX, where:
TY : Maximum steering force, in kN, applied by the tug on the stern of the escorted
ship, which is the transverse component of the maximum steady towline force T
with respect to the longitudinal axis of the escorted ship (see Figure 2.1), for the
associated speed VY, in kn;
8
TX : Maximum braking force, in kN, applied by the tug on the stern of the escorted
ship, which is the longitudinal component of the maximum steady towline force
T with respect to the longitudinal axis of the escorted ship (see Figure 1), for the
associated speed VX, in kn.
The speeds VY and VX are to be within the applicable range of speeds at which the escort
operations is undertaken.
Full scale trials, where applicable, should be performed in accordance to the escort tug
performance trials guidelines.
2.2.3 Reference towline force

The reference towline force T, in kN, to be submitted by the Designer, is considered to
represent:
- the Bollard Pull for service notations harbour tug and tug, see 2.2.1;
- the maximum steady towline force during escort operations for service notation
escort tug, see 2.2.2.
2.2.4 Design Load

The Design Load DL, in kN, is the force taken into consideration for the strength
assessment and testing of the towing equipment and the associated supporting structures.
The Design Load is defined as follows:

DL = DAF T
where,
DAF : Dynamic Amplification Factor
The DAF takes into account dynamic effects.
For the strength assessment of the towing equipment all possible towline directions under
the relevant operating conditions are to be considered.
Reference values for the DAF are given in 4.1.3 for service notations harbour tug and
tug, and in 4.2.3 for service notation escort tug.
2.2.5 Winch brake holding force

The winch brake holding force is the maximum tension load a towing winch can
withstand without slipping of the brake
2.2.6 Towline breaking strength

The towline breaking strength is the minimum tension force required to cause a failure of
the towline (breaking of towline).
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2.2.7 Manoeuvrability coefficient M of escort tug

The manoeuvrability coefficient M of escort tug is defined as:
M = mTY
where,
m: Coefficient, to be taken as the lesser of:
- m = 31 / t;
- 1.0.
t: Manoeuvring time, in s, used by the tug to pass from the position which provides
the maximum steering force TY on one side of the escorted ship to the mirror
position on the other side, with respect to the longitudinal axis of the escorted ship
(see Figure 1). The towline angle α need not be taken greater than 60°, where α is
defined in Figure 1.
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3 Stability
3.1 Scope of application
All tugs having a Load Line length LLL equal to or greater than 24 m may be assigned
class only after it has been demonstrated that their intact stability is adequate. Adequate
intact stability means compliance with standards laid down by the relevant
Administration or with the requirements specified in this chapter taking into account the
tug’s size and type. In any case, the level of intact stability is not to be less than that
provided by the Rules.
The Rules also apply to tugs with a load line length LLL of less than 24 m in length.
3.2 Openings
3.2.1 General
Ventilator openings are to be provided with efficient weathertight closing appliances of
steel or other equivalent material.
3.2.2 Closing appliances

Ventilators need not be fitted with closing appliances, unless specifically required by the
Society, if the coamings extend for more than:
- 4.5 m above the deck in position 1;
- 2.3 m above the deck in position 2.
For tugs of not more than 100 m in length, the closing appliances are to be permanently
attached to the ventilator coamings.
Where, for tugs of more than 100 m in length, the closing appliances are not permanently
attached, they are to be conveniently stowed near the ventilators to which they are to be
fitted.
3.2.3 Ventilation of machinery spaces and emergency generator room

In order to satisfactorily ensure, in all weather conditions:
- the continuous ventilation of machinery spaces,
- and, when necessary, the immediate ventilation of the emergency generator room,
the ventilators serving such spaces are to comply with 3.2.2, i.e. their openings are to be
so located that they do not require closing appliances.
3.2.4 Reduced height of ventilator coamings for machinery spaces and emergency
generator room
Where, due to the ship' s size and arrangement, the requirements in 3.2.3 are not
practicable, lesser heights may be accepted for machinery space and emergency generator
room ventilator coamings fitted with weathertight closing appliances in accordance with
3.2.1 and 3.2.2 in combination with other suitable arrangements, such as separators fitted
with drains, to ensure an uninterrupted, adequate supply of ventilation to these spaces.
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In such case the machinery space and emergency generator room openings shall:
- have a minimum coaming height of 900 mm above the deck,
- be positioned in a protected location such as to minimise the exposure to green water
(athwartship outboard facing openings are not acceptable),
- be equipped with efficient protective louvers, means for drainage and mist
eliminators,
- and, be taken into account in the stability calculations as unprotected openings.
3.3 Intact stability criteria
3.3.1 General
Loading conditions to be included in the stability booklet:
- lightship condition
- ship in ballast in the departure condition, without cargo but with full stores and fuel
- ship in ballast in the arrival condition, without cargo and with 10% stores and fuel
remaining
- ship in the departure condition at the waterline corresponding to the maximum
draught, with full stores, provisions and consumables
- same conditions as above, but with 10% stores and consumables
For the lightship condition, not being an operational loading case, the Society may accept
that part of the mentioned criteria is not fulfilled.
For the loading condition corresponding to the maximum draught deck cargo may be
applied to arrive at the required draught. Attention is to be paid to the associated wind
profile for verification of the severe wind and rolling criterion, refer to 3.3.3.
3.3.2 Criteria regarding righting arm curve properties

The following criteria of part A, paragraph 2.2 of the International Code on Intact
Stability, 2008 (IMO Resolution MSC.267(85), adopted on 4 December 2008) are to be
complied with:
- criteria of paragraph 2.2.1, regarding the required area under the righting arm curve
(GZ);
- criterion of paragraph 2.2.2, regarding the minimum righting arm and the angle at
which it reaches the required value;
- criterion of paragraph 2.2.3, regarding the angle of heel in degrees at which the
righting arm curve reaches its maximum.
For certain ships the requirement contained in paragraph 2.2.3 of the International Code
on Intact Stability, 2008, may not be practicable. In cases of ships with a particular design
and subject to the prior agreement of the flag Administration, the Society may accept an
angle of heel max less than 25° but in no case less than 15°, provided that the area ‘A’
below the righting arm curve is not less than 0.070 m.rad up to an angle of 15° when the
maximum righting arm (GZ) occurs at 15° and 0.055 m.rad up to an angle of 30° when
the maximum righting arm (GZ) occurs at 30° or above.
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Where the maximum righting arm (GZ) occurs at angles of between 15° and 30°, the
corresponding area under the righting arm curve should be not less than the value
obtained, in m.rad, from the following formula:
A = 0.055 + 0.001(30° − max )
where:
max : Angle of heel, in degrees, at which the righting arm curve reaches its maximum
value.
It is to be noted that the criterion of paragraph 2.2.4 of the International Code on Intact
Stability, 2008, requiring that the initial metacentric height GM0 is to be not less than
0.15 m, is considered not sufficient for towing operations and should not be used as a
design criterion. In this respect reference is made to the additional intact stability criteria
of 3.3.4 and 3.3.5.
3.3.3 Severe wind and rolling criterion (weather criterion)

The criteria of part A, paragraph 2.3 of the International Code on Intact Stability, 2008
(IMO Resolution MSC.267(85), adopted on 4 December 2008) are to be complied with.
3.3.4 Additional intact stability criteria for service notations harbour tug and tug
All the loading conditions reported in the trim and stability booklet in which towing
operations are envisaged are also to be checked in order to investigate the ship’s
capability to support the effect of the towing force in the beam direction.
For all loading conditions the stability calculations are to be performed on the basis of the
maximum sustained towline force ahead for towing over the stern and the maximum
sustained towline force astern for towing over the bow, as applicable. For the definition
of the maximum sustained towline force reference is made to 2.2.3.
The values of the maximum sustained towline force ahead and maximum sustained
towline force astern, as applicable, are to be clearly specified by the Designer in the
stability calculations. In addition, a clear graphical representation of the location of all
towing points, such as staples, bollards and hooks, as well as the propeller(s) is to be
included in the stability booklet by the Designer, together with the vertical distance, in m,
from each of the towing points to the baseline and from the centreline of the propeller(s)
to the base line.
A harbour tug or tug may be considered as having sufficient stability, according to the
effect of the towing force acting in the beam direction of the tug, if the following
condition is complied with, (see Figure 3.1):
A B
where:
A: Area, in m.rad, contained between the righting arm and the heeling arm curves,
measured from the heeling angle C to the heeling angle D;
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B: Area, in m.rad, contained between the heeling arm and the righting arm curves,
measured from the heeling angle = 0° to the heeling angle C;
C : Heeling angle of equilibrium, corresponding to the first intersection between
heeling and righting arm curves;
D : Heeling angle, to be taken as the lesser of:
- heeling angle corresponding to the second intersection between heeling and
righting arms heeling and righting arm curves;
- angle of downflooding.
The heeling arm curve is to be calculated as follows:

THc
bH = cos θ
9.81∆
where:
bH : Heeling arm, in m;
T: Reference towline force, in kN, to be taken as the Bollard Pull, see 2.2.3;
H: Vertical distance (in m), between the towing point (staple, hook or equivalent
fitting) and the centreline of the propeller(s);
c: Coefficient to be taken equal to:
- c = 0.50 for ships with non-azimuth propulsion (conventional tug);
- c = 0.70 for ships with azimuth propulsion (tractor tug, reverse tractor tug and
ASD tug);
∆: Loading condition displacement, in t;
θ: Angle of heel, in deg.
Figure 3.1: Heeling and righting arms curves
3.3.5 Additional intact stability criteria for service notation escort tug
All the loading conditions reported in the trim and stability booklet in which escort
towing operations are envisaged are also to be checked in order to investigate the ship’s
capability to support the effect of the steering force in the beam direction of the tug.
14
For all relevant loading conditions the stability calculations are to be performed on the
basis of the heeling moment induced by the maximum steering force which can be
generated by the simultaneous action of the hydrodynamic forces acting on the hull of the
escort tug and the thrust force(s), at the designated speed.
The values of the maximum steering force and the associated heeling arm are to be
clearly specified by the Designer in the stability calculations. In addition, a clear
graphical representation of the location of all escort towing points, such as staples and
bollards, is to be included in the stability booklet by the Designer, together with as the
vertical distance from each of these escort towing points to the base line.
It is not acceptable to perform the stability calculations with a reduced steering force on
the basis of a passive (towline force) limiting device on the winch.
An escort tug may be considered as having sufficient stability, according to the effect of
the steering force acting in the beam direction, if the three following conditions are
complied with:
A 1.25B
C 1.40D
f>0
where:
A: Righting arm curve area, in m.rad, measured from the heeling angle C to a
heeling angle of 20° (see Figure 3.2);
B: Heeling arm curve area, in m.rad, measured from the heeling angle C to a heeling
angle 20° (see Figure 3.2);
C: Righting arm curve area, in m.rad, measured from the 0° heel to the heeling angle
D (see Figure 3.3);
D: Heeling arm curve area, in m.rad, measured from 0° heel to the heeling angle D
(see Figure 3.3);
C: Heeling angle of equilibrium corresponding to the first intersection between
heeling and righting arms, to be obtained when the maximum steering force TY,
defined in 1.2.3, is applied from the tug;
D: Heeling angle, to be taken as the lesser of:
- the angle of downflooding;
- 40°;
- the heeling angle corresponding to the second intersection between heeling
and righting arms heeling and righting arm curves;
f: Minimum freeboard, in m, along the length of the vessel, corresponding to the
heeling angle C (heeling angle of equilibrium).
15
Figure 3.2: Definition of areas A and B Figure 3.3: Definition of areas C and D
The heeling arm curve is to be obtained either from the results of full scale tests or model
tests, or alternatively, the results of a computer simulation program accepted by the
Society, for the maximum steering force TY, see 2.2.2.
Where the heeling arm is obtained from results of a computer simulation programme, the
heeling arm is to be multiplied by a safety factor γE to cover uncertainties resulting from
the assumptions on which the simulation model has been based. Typical issues to be
addressed include hydrodynamic lift computation, interaction between hull, skeg and
(steerable) propellers, flow separation, water pile up, effects of waves and/or swell and
dynamic effects before a steady state is reached (e.g. during initiation and turning
manoeuvres). In general, γE is to be taken as 1.05. However, the Society may consider a
different value for γE on the basis of available validation data between the computer
simulation results and full scale test or model test results.
Moreover, the heeling arm is to be assumed constant from the angle of equilibrium C to
an angle equal to 20°.
3.3.6 Elements affecting stability

A number of influences such as beam wind on ships with large windage area, icing of
topsides, water trapped on deck, rolling characteristics, following seas, etc., which
adversely affect stability, are to be taken into account.
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3.3.7 Elements reducing stability

Provisions are to be made for a safe margin of stability at all stages of the voyage, regard
being given to additions of weight, such as those due to absorption of water and icing and
to losses of weight such as those due to consumption of fuel and stores.
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4 Towing equipment
4.1 Towing equipment for service notations harbour tug and tug
4.1.1 General
The attachment of the towline to the tug structure is to be designed such as to minimise
heeling moments in normal working conditions (normally at the centreline of the tug.
Effective means are to be provided to lead and restrain the towline within the design limit
of its sweep.
Reliable quick release arrangements which facilitate towline release regardless of the
angle of the towline or the angle of heel of the tug are to be provided. The quick release
device for the towing hook or towing winch is to be operable from the bridge with full
view and control of the operation.
Towing winch and hook materials are to comply with the applicable class requirements
for materials.
GUIDANCE NOTE
- Testing of towing winches
- Towing winches will be subjected to a test load equal to the design load.
- The hauling speed under the maximum pulling load will be determined.
- The braking and safety equipment shall be tested under the Design Load and Bollard Pull.
- The safe operation of the towing winch from all control stands has to be demonstrated.
- Piping systems shall be tested in accordance with Class requirements.
- Testing of towing hooks
- Towing hooks will be subjected to a force equal to the design load in an approved testing facility.
- The proper functioning of the quick release systems has to be demonstrated under the following
test load cases:
- Towline pulling in the horizontal plane;
- Towline pulling in a direction 600 upward with respect to the horizontal plane.
- Piping systems shall be tested in accordance with Class requirements.
- Testing of equipment guiding the towline:
- Testing of equipment guiding the towline hooks will be subjected to a load which results from the
Design Load acting along the most onerous load path.
- Testing and survey regime:

- A functional test of safety equipment of the towing hook (viz. emergency quick-release system) is
to be performed at least once a month;
- At intermediate and special surveys the towing hook will be load-tested with the Design Load and
thoroughly examined.
- The proper functioning of the emergency quick-release system has to be checked.
4.1.2 Information to be submitted

The following specific information and plans are to be submitted for approval or
information, as applicable:
- Towing arrangements, including lines of action, magnitudes and corresponding
points of application of towline pulls and towing equipment;
- Towing equipment foundation arrangements;
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- Towing winches plans and arrangements, including shafting, gearing, brakes and
clutches;
- Details of the breaking strength of the components of the towing system, together
with maximum winch brake holding force, or equivalent, of towing winches where
applicable;
- Diagrams of hydraulic, electrical and control systems of the towing equipment.
4.1.3 Design Loads

Reference values for the Design Loads to be used in design and testing of towing
equipment are given in Table 4.1. The Design Load includes dynamic components of the
towline force through the Dynamic Amplification Factor designated in brackets, see also
2.2.4.
Table 4.1: Reference Design Loads (harbour tug, tug)

harbour tug tug
Bollard Pull T Design Load DL Bollard Pull T Design Load DL
[kN] [kN] [kN] [kN]
T 200 [2]T T 400 [2.5]T
200 < T < 800 [(2600 − T ) / 1200]T 400 < T < 1000 [(3400 − T ) / 1200]T
T 800 [1.5]T T 1000 [2]T
For winches and their supporting structure the Design load DL is also to be taken as not
less then the winch brake holding force, see 2.2.5.
For the evaluation of the Design Load all possible directions of the towline under all
operating conditions are to be considered.
4.1.4 Strength criteria

Towing equipment and associated foundations should be capable of sustaining the Design
Load DL, defined in 4.1.3, without exceeding the following strength criteria:
- Normal stress σ 0.80Sy;
- Shear stress τ 0.50Sy;
- Equivalent stress σVM 0.85Sy,
where:
Sy : Minimum yield stress of the material, in N/mm2, to be taken as 235/k;
k: Material factor, defined as function of the minimum guaranteed yield stress SeH,
see Table 4.2;
SeH : Minimum guaranteed yield stress of material, in N/mm2.
19
Table 4.2: Material factor k

SeH (N/mm2) K
235 1
315 0.78
355 0.72
390 0.68
4.1.5 Towing hook

Design and scantlings of the towing hook and associated attachments should be capable
of sustaining the Design Load DL without exceeding the design criteria specified in 4.1.4.
GUIDANCE NOTE
Slipping shall be possible from the bridge as well as from at least one other place in the vicinity of the hook
itself, from where in both cases the hook can be easily seen.
4.1.6 Towing winch

Design and scantlings of the towing winch, bollard, bitt and/or staple and should be
capable of sustaining the Design load DL without exceeding the design criteria specified
in 4.1.4.
Towing winch should be provided with an emergency quick-release device operable

locally at the winch and from the bridge for all operational modes. The quick release
system time delay between initiating and release starting should be as short as practicable.
The speed of emergency paying out is to be suitable for the intended operation and the
system should be operable independently of the winch power supply.
The towline attachment to the winch drum shall be provided by means of a weak link or
equivalent.
The towing winch may be equipped with a device for automatic adjustment of tow.
GUIDANCE NOTE
- It is recommended that, whenever practicable, the towing winch should be fitted with equipment for
measuring the tension in the towline. This equipment should, as a minimum, record the mean tension
and the tension peaks, and the information should be displayed in the wheelhouse.
- A spooling device shall be provided suited for the winch configuration and towline type.
- Means to be provided to prevent the towline from slipping over the end-discs bounding the winch-
drum. Viz. end-discs with a diameter well in excess of the towline’s outer layer diameter.
- A secondary supply of power to the winch drive shall be available in case the primary source fails.
- Winch drums of multi-drum type winches shall have independent drives.
- When austenitic steel wires or synthetic ropes will be used, drum dimensions will be specially
considered, taking into account the towline manufacturer’s recommendations.
- The speed of emergency paying out of the towline is to be suitable for the intended operation of the
tug.
- The applicable procedures for quick-release systems, including time delays and release speed, shall be
communicated to the tug’s crew and vital information shall be displayed next to the control desk or
another appropriate location.
- After a quick release of the towline the brakes will be available immediately again.
- After a quick release of the towline the winch motor will not be automatically activated.
20
4.1.7 Towline
The breaking strength of towline is not to be less then Design Load DL.
GUIDANCE NOTE
- The towline shall be protected from being damaged by chafing and abrasion.
- The total length of the towline shall be such that at least three turns of the towline always will remain
on the drum.
4.1.8 Control arrangements

The force necessary to operate the quick release of the towing hook while under load is to
be not greater then 150 N.
All control devices shall be protected against unintentional operation.
Wherever practicable, control levers are to be moved in the direction of the intended
towline movement.
GUIDANCE NOTE
- Operating levers:
- when released should return into the non-activated position automatically;
- should be secured in the non-activated position;
- should be secured against unintentional operation;
- Winch controls shall be arranged such that these are activated in a logical direction with respect to the
anticipated action.
4.1.9 Towing equipment foundations

Design and scantling of the towing equipment foundations should be capable of
sustaining the Design Load DL without exceeding the design criteria.
4.1.10 Fendering
An efficient fender system is to be fitted at parts of the tug structure intended for pushing.
The fender system purpose is to limit the dynamic component of the pushing force and to
distribute the pushing force to the assisted ship and tug structure.
The design of the fender pushing area and fender stiffness should result in a limited and
homogeneously distributed pressure on the structure of the tug and the assisted ship. The
fender supporting structure should be designed to adequately support maximum expected
fender loads.
For pushing operations without tug bouncing off of the assisted ship the Design Load DL,
in kN, for the tug fender supporting structure may be taken as follows:
DL = 1.5T
where:
T: Reference towline force, in kN, to be taken as the Bollard Pull, see 2.2.3;
A performance test may be undertaken to test and demonstrate the fendering system and
its supporting structure.
21
GUIDANCE NOTE
- It is considered that pushing operations are undertaken up to the point where bouncing off starts
taking place. The loads associated with the bouncing back of the tug against the assisted ship are
considered outside the scope of normal operation.
- In general, a strong fender for the protection of the tug' s sides is to be fitted at deck level.
Alternatively, loose side fenders may be fitted, provided that they are supported by vertical ordinary
stiffeners extending from the lightship waterline to the fenders themselves. Particular attention is to be
paid to the fender system located at the parts of the tug intended for pushing.
- Characteristics of the fenders with efficient reduction of the dynamic component will include a
fender’s long displacement, constant resistance force and high damping material.
4.1.11 Load tests

The emergency quick-release arrangement should be tested with the Design Load DL to
the surveyor’s satisfaction. During the test the time lapse between activating and
operation of the system should be assessed.
The towing equipment is to be tested and the tug bollard pull assessed by performing the
Bollard pull test, see 2.2.1.
GUIDANCE NOTE
The Bollard Pull test may be carried out in accordance with LR’s Bollard Pull Certification Procedure
Guidance Information.
4.2 Towing equipment for service notation escort tug
4.2.1 General
The attachment of the towline to the tug structure is to be located as low as practicable.
Rollers or fairleads are to be arranged so as to contain the towline within the design limit
of its sweep.
Towing winch and hook materials are to comply with the applicable class requirements
for materials.
4.2.2 Information to be submitted

The following specific information and plans are to be submitted for approval or
information, as applicable:
- Towing arrangements including towline path and minimum breaking strength of
towline components;
- Preliminary calculations of the maximum steering force TY, in kN, at the intended
speeds VY, in kn;
- Preliminary calculations of the maximum steering force TX, in kN, at the intended
speeds VX, in kn;
- Towing equipment foundation arrangements;
- Towing winches plans and arrangements, including shafting, gearing, brakes and
clutches;
- Details of the breaking strength of the components of the towing system, together
with maximum winch brake holding force, or equivalent, of towing winches where
applicable;
22
- Diagrams of hydraulic, electrical and control systems of the towing equipment.

- Circuit diagrams of hydraulics, electrical and control systems of the winch.
4.2.3 Design Loads

Reference values for the Design Loads to be used in design and testing of towing
equipment are given in Table 4.3. The Design Load includes dynamic components of the
towline force through the Dynamic Amplification Factor designated in brackets, see also
2.2.4.
Table 4.3: Reference Design Loads (escort tug)

escort tug
Towline Force T Design Load DL
[kN] [kN]
T 500 [3]T
500 < T < 1000 [(2000 − T ) / 500]T
T 1000 [2]T
For winches and their supporting structure the Design load DL is also to be taken as not
less then the winch brake holding force, see 2.2.5.
For the evaluation of the Design Load all possible directions of the towline under all
operating conditions are to be considered.
4.2.4 Strength criteria

Towing equipment and associated foundations should be capable of sustaining the Design
Load DL, defined in 4.2.3, without exceeding the following strength criteria:
- Normal stress σ 0.80Sy;
- Shear stress τ 0.50Sy;
- Equivalent stress σVM 0.85Sy,
where:
Sy : Minimum yield stress of the material, in N/mm2, to be taken as 235/k;
k: Material factor, defined as function of the minimum guaranteed yield stress SeH,
see Table 4.2;
SeH : Minimum guaranteed yield stress of material, in N/mm2.
4.2.5 Towing winch

The towing winch, bollard and bitts and/or staples are to be capable of sustaining the
design Load DL without exceeding the design criteria. These items are to comply with a
recognized standard or code of practice. The installation of these items is to be to
satisfaction of the Surveyor.
The towing winch is to include a system of continuous load monitoring, with a bridge
readout display.
23
The towing winch is to include an overload prevention system, which is to be operational

during escort duties. The overload prevention system is to be designed with the capability
to pay out the towline in a controlled manner when the load reaches 50% of the design
Load DL, and is capable of altering the Master and crew.
Towing winch should be provided with an emergency quick-release device operable

locally at the winch and from the bridge for all operational modes. The quick release
system time delay between initiating and release starting should be as short as practicable.
The speed of emergency paying out is to be suitable for the intended operation and the
system should be operable independently of the winch power supply.
The towing winch may be equipped with a device for automatic adjustment of tow.
GUIDANCE NOTE
- It is recommended that, whenever practicable, the towing winch should be fitted with equipment for
measuring the tension in the towline. This equipment should, as a minimum, record the mean tension
and the tension peaks, and the information should be displayed in the wheelhouse.
- A spooling device shall be provided suited for the winch configuration and towline type.
- Means are to be provided to prevent the towline from slipping over the end-discs bounding the winch-
drum. Viz. end-discs with a diameter well in excess of the towline’s outer layer diameter.
- A secondary supply of power to the winch drive shall be available in case the primary source fails.
- Winch drums of multi-drum type winches shall have independent drives.
- When austenitic steel wires or synthetic ropes will be used, drum dimensions will be specially
considered, taking into account the towline manufacturer’s recommendations.
- The speed of emergency paying out of the towline is to be suitable for the intended operation of the
tug.
- The applicable procedures for quick-release systems, including time delays and release speed, shall be
communicated to the tug’s crew and vital information shall be displayed next to the control desk or
another appropriate location.
- After a quick release of the towline the brakes will be available immediately again.
- After a quick release of the towline the winch’s motor will not be activated automatically.
4.2.6 Towline
The breaking strength of the towline is not to be less then the Design Load DL.
GUIDANCE NOTE
- The towline shall be protected from being damaged by chafing and abrasion.
- The total length of the towline shall be such that at least three turns of the towline always will remain
on the drum.
4.2.7 Control arrangements

All control devices shall be protected against unintentional operation.
Wherever practical, control levers are to be moved in the direction of the intended
towline movement.
GUIDANCE NOTE
- Operating levers:
- when released should return into the non-activated position automatically;
- should be secured in the non-activated position;
- should be secured against unintentional operation;
24
- Winch controls shall be arranged such that these are activated in a logical direction with respect to the
anticipated action.
4.2.8 Towing equipment foundations

Design and scantling of the towing equipment foundations should be capable of
sustaining the Design Load DL without exceeding the design criteria.
4.2.9 Escort tug performance trials guidelines

Escort tug performance trials are to be carried out in calm weather conditions and in the
presence of a Society’s Surveyor:
- Steering and breaking force capability test;
- Bollard Pull test.
A record of the results is to be kept on board the escort tug.
The steering and breaking force capability test is a test by which the steering force TY and
breaking force TX are determined when towing at a range of towing angles from 0 to 90
degrees and for ranges of operating speeds up to and including the maximum escort speed.
The trials are to be done under the following conditions:

- The performance number may be determined with speed V between 6 and 12 kn;
- If both sets of numerals are determined during these trials then the class notation will
include them all;
- A trials plan which includes the estimated forces is to be submitted and approved
prior to trials being undertaken;
- The trials of the escort tug are to be performed using a ship capable of maintain
almost constant heading and speed when subjected to the steering and breaking
forces from the escort tug.
Prior to commencing a trial the following data are to be recorded:

- Wind speed and direction;
- Sea state;
- Current speed and direction;
- Water depth;
- The main particulars and the loading conditions of the assisted ship;
- Loading conditions of the escort tug.
The following parameters are to be continuously recorded during the test:

- Position, speed and heading of the assisted ship and the escort tug.
- Towing force T;
- Angle of towline ;
- Heel angle of the escort tug;
- Direction of thrust and power absorbed by all propellers and thrusters of the tug.
- Rudder (or thruster) angles of the tug.
The length of the towline is to represent a typical operating condition and is to be

recorded prior to and at the completion of the test.
25
The steering and breaking forces for a given speed and angle can be calculated by using
the average values of the recorded towline force.
26
5 Safety equipment
5.1 Fire safety
5.1.1 Fire safety objectives

The fire safety objectives of this chapter are to:
- Prevent the occurrence of fire and explosion;
- Reduce the risk to life caused by fire;
- Reduce the risk of damage caused by fire to the tug and the environment;
- Contain, control and suppress fire and explosion in the compartment of origin; and
- Provide adequate and readily accessible means of escape for crew.
5.1.2 Achievement of the fire safety objectives

The fire safety objectives set out above could be achieved by ensuring compliance with
Sections 1 to 6, or by alternative design and arrangements which comply with Section 6.
A tug could be considered to achieve the fire safety objectives set out in first paragraph
when either:
- The vessel' s designs and arrangements, as a whole, comply with Sections 1 to 5, as
applicable;
- The vessel' s designs and arrangements, as a whole, have been reviewed and approved
in accordance with Section 6; or
- Part(s) of the vessel' s designs and arrangements have been reviewed and approved in
accordance with Section 6 and the remaining parts of the vessel comply with the
relevant Recommendations in Sections 1 to 5.
Section 1 Fire Pumps and Fire Main Systems
1.1 Purpose
The purpose of this requirement is to suppress and swiftly extinguish a fire in the space of
origin. For this purpose, the following functional requirements should be met:
- Fixed fire extinguishing systems should be installed, as applicable, having due regard
to the fire growth potential of the protected spaces; and
- Fire extinguishing appliances should be readily available.
1.1.1 Capacity
The total capacity of the main fire pump(s) is not to be less than:
Q = (0.145(L(B + D)) 1 2 + 2.170) 2 , but need not exceed 25 m3/hour,
where:
B: Greatest moulded breadth of vessel, in m
D: Moulded depth to bulkhead deck, in m
L: Freeboard Length, in m
Q: Total capacity, in m3/hour
27
1.1.2 Fire pumps

Generally one main power pump and one portable fire pump should be provided as
Specified below.
1.1.2.1 Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps,
provided that they are not normally used for pumping oil, and that, if they are subject to
occasional duty for the transfer or pumping of fuel oil, suitable changeover arrangements
are fitted.
1.1.2.2 A power pump is a fixed pump driven by a power source other than by hand. An
independently driven power pump is independent from the main engine(s).
1.1.2.3 In tugs classed for navigation in ice, the fire pump sea inlet valves should be
provided with ice clearing arrangements.
1.1.2.4 Relief valves should be provided in conjunction with any fire pump if the pump is
capable of developing a pressure exceeding the design pressure of the water service
pipes, hydrants and hoses. These valves should be so placed and adjusted as to prevent
excessive pressure in any part of the fire main system.
1.1.2.5 Where a centrifugal pump is provided in order to comply with this sub-Section, a
non return valve should be fitted in the pipe connecting the pump to the fire main.
1.1.3 Portable fire pumps

1.1.3.1 Portable fire pumps should comply with the following:
(a) The pump should be self-priming.
(b) The total suction head and the net positive suction head of the pump should be
determined taking account of actual operation, i.e. pump location when used.
(c) The portable fire pump, when fitted with its length of discharge hose and nozzle,
should be capable of maintaining a pressure sufficient to produce a jet throw of at least 12
m, or that required to enable a jet of water to be directed on any part of the engine room
or the exterior boundary of the engine room and casing, whichever is the greater.
(d) Except for electric pumps, the pump set should have its own fuel tank of sufficient
capacity to operate the pump for three hours. For electric pumps, their batteries should
have sufficient capacity for three hours.
(e) Except for electric pumps, details of the fuel type and storage location should be
carefully considered. If the fuel type has a flashpoint below 60°C, further consideration to
the fire safety aspects should be given.
(f) The pump set should be stored in a secure, safe and enclosed space, accessible from
open deck and clear of the Category ' A'machinery space.
(g) The pump set should be easily moved and operated by two persons and be readily
available for immediate use.
(h) Arrangements should be provided to secure the pump at its anticipated operating
position(s).
(i) The overboard suction hose should be non-collapsible and of sufficient length, to
ensure suction under all operating conditions. A suitable strainer should be fitted at the
inlet end of the hose.
(j) Any diesel-driven power source for the pump should be capable of being readily
started in its cold condition by hand (manual) cranking. If this is impracticable,
consideration should be given to the provision and maintenance of heating arrangements,
so that readily starting can be ensured.
28
1.1.3.2 Alternatively to the requirements of 1.1.3.1 a fixed fire pump may be fitted, which
should comply with the following:
(a) The pump, its source of power and sea connection should be located in accessible
positions, outside the compartment housing the main fire pump.
(b) The sea valve should be capable of being operated from a position near the pump.
(c) The room where the fire pump prime mover is located should be illuminated from the
emergency source of electrical power, and should be well ventilated.
(d) Pump is required to supply water for a fixed fire-extinguishing system in the space
there the main fire pump is situated, it should be capable of simultaneously supplying
water to this system and the fire main at the required rates.
(e) The pump may also be used for other suitable purposes, subject to the approval in
each case.
(f) Pressure and quantity of water delivered by the pump being sufficient to produce a jet
of water, at any nozzle, of not less than 12 m in length. For vessels of less than 150 GT,
the jet of water may be specially considered.
1.1.3.3 For vessels less than 150 GT fitted with an approved fixed fire-fighting system in
the engine room, portable pumps may be omitted.
1.1.3.4 Means to illuminate the stowage area of the portable pump and its necessary areas
of operation should be provided from the emergency source of electrical power.
1.2 Fire main

1.2.1 The diameter of the fire main should be based on the required capacity of the fixed
main fire pump(s) and the diameter of the water service pipes should be sufficient to
ensure an adequate supply of water for the operation of at least one fire hose.
1.2.2 The wash deck line may be used as a fire main provided that the requirements of
this sub-Section are satisfied.
1.2.3 All exposed water pipes for fire-extinguishing should be provided with drain valves
for use in frosty weather. The valves should be located where they will not be damaged
by tug operations.
1.3 Pressure in the fire main

1.3.1 When the main fire pump is delivering the quantity of water required by 1.1.1, or
the fire pump described in 1.1.3.2, through the fire main, fire hoses and nozzles, the
pressure maintained at any hydrant should be sufficient to produce a jet throw at any
nozzle of not less than 12 m in length. (For vessels less than 150 GT, the jet of water may
be specially considered).
1.4 Fire Hydrants

1.4.1 Number and position of hydrants
1.4.1.1 For vessels less than 150 GT the number and position of the hydrants should be
such that at least one jet of water may reach any part normally accessible to the crew,
while the tug is being navigated and any part of any deck space when empty.
Furthermore, such hydrants should be positioned near the accesses to the protected spaces.
(At least one hydrant should be provided in each Category ' A'machinery space).
29
1.4.1.2 For vessels equal or greater than 150 GT the number and position of hydrants
should be such that at least two jets of water not emanating from the same hydrant, one of
which should be from a single length of hose, may reach any part of the vessel normally
accessible to the crew while the vessel is being navigated and any part of any cargo
spaces when empty. Furthermore, such hydrants should be positioned near the accesses to
the protected spaces. Other Requirements specified by the Administration may be
considered.
1.4.2 Pipes and hydrants

1.4.2.1 Materials readily rendered ineffective by heat should not be used for fire mains.
Where steel pipes are used, they should be galvanized internally and externally. Cast iron
pipes are not acceptable. The pipes and hydrants should be so placed that the fire-hoses
may be easily coupled to them. The arrangement of pipes and hydrants should be such as
to avoid the possibility of freezing. In vessels where deck cargo may be carried, the
positions of the hydrants should be such that they are always readily accessible and the
pipes should be arranged, as far as practicable, to avoid risk of damage by such cargo.
There should be complete interchangeability of hose couplings and nozzles.
1.4.2.2 A valve should be fitted at each fire hydrant so that any fire-hose may be removed
while the fire pump is at work.
1.4.2.3 Where a fixed fire pump is fitted outside the engine room, in accordance with
1.1.3.2:
(a) an isolating valve should be fitted in the fire main so that all the hydrants in the vessel,
except those in the Category ' A'machinery space, can be supplied with water. The
isolating valve should be located in an easily accessible and tenable position outside the
Category ' A'machinery space; and
(b) the fire main should not re-enter the machinery space downstream of the isolating
valve.
1.5 Fire-hoses
Fire-hoses should be of approved non-perishable material. The hoses should be sufficient
in length to project a jet of water to any of the spaces in which they may be required to be
used. Their length, in general, is not to exceed 18 m. Each hose should be provided with a
nozzle and the necessary couplings. Fire-hoses, together with any necessary fittings and
tools, should be kept ready for use in conspicuous positions near the water service
hydrants or connections.
1.5.2 One hose should be provided for each hydrant. In addition one spare hose should be
provided onboard.
1.6 Nozzles
1.6.1 For the purpose of this Chapter, standard nozzle sizes are 12 mm, 16 mm or 19 mm,
or as near thereto as possible, so as to make full use of the maximum discharge capacity
of the fire pump(s).
1.6.2 For accommodation and service spaces, the nozzle size need not exceed 12 mm.
30
1.6.3 The size of nozzles used in conjunction with a portable fire pump need not exceed
12 mm.
1.6.4 All nozzles should be of an approved dual purpose type (i.e. spray/jet type)
incorporating a shut-off.
Section 2 Fire Safety Measures
2.1 Purpose
The purpose of this regulation should contain a fire in the space of origin. For this
purpose, the following functional requirements should be met:
- The vessel should be subdivided by thermal and structural boundaries;
- Thermal insulation of boundaries should have due regard to the fire risk of the space
and adjacent spaces;
- The fire integrity of the divisions should be maintained at openings and penetrations.
2.1.1 Structural fire protection

Item Space Separation by From space
[(1]) Machinery Space A-60, tug/escort tug Accommodation /
Class ‘A’ > 4 h from port or control stations /
safe sheltered area corridors /
A-30, tug/escort tug staircases / service
≤ 4 h from port or spaces
safe sheltered area of high fire risk /
A-0, harbour tug ro-ro spaces /
vehicle
spaces
[(2)] Machinery Space A-0 Other than above

Class ‘A’ [item (1)]
[(3)] Galley A-0 Unless specified

otherwise
[(4)] Service space of B-15 Unless specified

high fire above [item (1)]
risk other than
galley
[(5)] Corridor B-0 Unless specified

Staircase / escape above [item (1)]
route
2.1.1.1 The hull, superstructure, structural bulkheads, decks and deckhouses should be
constructed of steel or other equivalent material. For the purpose of applying the
definition of steel or other equivalent material, as given in SOLAS, the '
applicable fire
31
exposure'should be one hour. Vessels built of materials other than steel should be
specially considered.
2.1.1.2 Stairways should be enclosed, at least at one level, by divisions and doors or
hatches, in order to restrict the free flow of smoke to other decks in the vessel and the
supply of air to the fire. Doors forming such enclosures should be self-closing.
2.1.1.3 Openings in ' A'Class divisions should be provided with permanently attached
means of closing which should be at least as effective for resisting fires as the divisions in
which they are fitted.
2.1.1.4 Interior stairways serving machinery spaces, accommodation spaces, service
spaces or control stations should be of steel or other equivalent material.
2.1.1.5 Doors should be self-closing in way of Category ' A'machinery spaces and galleys,
except where they are normally kept closed.
2.1.1.6 Where ' A'Class divisions are penetrated for the passage of electric cables, pipes,
trunks, ducts, etc., or for girders, beams or other structural members, arrangements should
be made to ensure that the fire resistance is not impaired. Arrangements should also
prevent the transmission of heat to un-insulated boundaries at the intersections and
terminal points of the divisions and penetrations by insulating the horizontal and vertical
boundaries or penetrations for a distance of 450 mm.
2.1.2 Materials
2.1.2.1 Paints, varnishes and other finishes used on exposed interior surfaces should not
be capable of producing excessive quantities of smoke, toxic gases or vapours and should
be of the low flame spread type in accordance with the IMO FTP Code, Annex 1, Parts 2
and 5.
2.1.2.2 Except in cargo spaces or refrigerated compartments of service spaces, insulating
materials should be non-combustible.
2.1.2.3 Where pipes penetrate ' A'or ‘B’ Class divisions, the pipes or their penetration
pieces should be of steel or other approved materials having regard to the temperature
and integrity Recommendations such divisions are required to withstand.
2.1.2.4 Pipes conveying oil or combustible liquids through accommodation and service
spaces should be of steel or other approved materials having regard to the fire risk.
2.1.2.5 Materials readily rendered ineffective by heat should not be used for overboard
scuppers, sanitary discharges and other outlets which are close to the waterline, and
where the failure of the material in the event of fire would give rise to the danger of
flooding.
2.1.2.6 Primary deck coverings within accommodation spaces, service spaces and control
stations should be of a type which will not readily ignite, or give rise to toxic or explosive
hazards at elevated temperatures in accordance with the IMO FTP Code, Annex 1, Parts 2
and 6.
2.1.2.7 Materials used for insulating pipes, etc., in machinery spaces and other
compartments containing high fire risks should be non-combustible. Vapour barriers and
adhesives used in conjunction with insulation, as well as the insulation of pipe fittings,
for cold service systems need not be of non-combustible materials, but they should be
kept to the minimum quantity practicable and their exposed surfaces should have low
flame spread characteristics.
32
2.1.3 Surface of insulation

2.1.3.1 In spaces where penetration of oil products is possible, the surface of the
insulation should be impervious to oil or oil vapours. Insulation boundaries should be
arranged to avoid immersion in oil spillage.
2.1.4 Ventilation systems

2.1.4.1 Ventilation fans should be capable of being stopped and main inlets and outlets of
ventilation systems closed from outside the spaces being served.
2.1.4.2 Ventilation ducts for Category ' A'machinery spaces should not pass through
accommodation spaces, galleys, service spaces or control stations, unless the ducts are
constructed of steel and arranged to preserve the integrity of the division.
2.1.4.3 Ventilation ducts for accommodation spaces, service spaces or control stations
should not pass through Category ' A'machinery spaces or galleys unless the ducts are
constructed of steel and arranged to preserve the integrity of the division.
2.1.4.4 Ventilation arrangement for store rooms containing highly flammable products
should be specially considered.
2.1.4.5 Ventilation systems serving Category ' A'machinery spaces and galley exhaust
ducts should be independent of systems serving other spaces.
2.1.4.6 Ventilation should be provided to prevent the accumulation of gases that may be
emitted from batteries.
2.1.4.7 Ventilation openings may be fitted in and under the lower parts of cabin, mess and
dayroom doors in corridor bulkheads. The total net area of any such openings is not to
exceed 0,05 m2. Balancing ducts should not be permitted in fire divisions.
2.1.5 Oil fuel arrangements

2.1.5.1 In a tug in which oil fuel is used, the arrangements for the storage, distribution
and utilization of the oil fuel should be such as to ensure the safety of the vessel and
persons on board.
2.1.5.2 Oil fuel tanks situated within the boundaries of Category ' A'machinery spaces
should not contain oil fuel having a flashpoint of less than 60°C.
2.1.5.3 Oil fuel, lubricating oil and other flammable oils should not be carried in fore
peak tanks.
2.1.5.4 (a) Oil fuel lines shall be arranged far apart from hot surfaces, electrical
installations or other sources of ignition and shall be screened or otherwise suitably
protected to avoid oil spray or oil leakage onto the sources of ignition. The number of
joints in such piping systems shall be kept to a minimum.
(b) surfaces with temperatures above 220°C which may be impinged as a result of a fuel
and/or hydraulic oil system failure shall be properly insulated. Precautions shall be taken
to prevent any oil that may escape under pressure from any pump, filter or heater from
coming into contact with heated surfaces.
(c) External high-pressure fuel delivery lines between the high pressure fuel pumps and
fuel injectors shall be protected with a jacketed piping system capable of containing fuel
from a high-pressure line failure. A suitable enclosure on engines having an output of 375
kW or less having fuel injection pumps serving more than one injector may be used as an
alternative to the jacketed piping system.
33
2.1.6 Special arrangements in Category ' A'machinery spaces and where necessary other
machinery spaces
2.1.6.1 The number of skylights, doors, ventilators, openings in funnels to permit exhaust
ventilation and other openings to machinery spaces should be reduced to a minimum
consistent with the needs of ventilation and the proper and safe working of the tug.
2.1.6.2 Skylights should be of steel and are not to contain glass panels. Suitable
arrangements should be made to permit the release of smoke, in the event of fire, from
the space to be protected.
2.1.6.3 Windows should not be fitted in machinery space boundaries. This does not
preclude the use of glass in control rooms within the machinery spaces.
2.1.6.4 Means of control should be provided for:
(a) opening and closure of skylights, closure of openings in funnels which normally allow
exhaust ventilation, and closure of ventilator dampers;
(b) permitting the release of smoke;
(c) closing power-operated doors or actuating release mechanism on doors other than
power-operated watertight doors;
(d) stopping ventilating fans; and
(e) stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps
and other similar fuel pumps.
2.1.6.5 The controls required in 2.1.6.4 should be located outside the space concerned,
where they will not be cut off in the event of fire in the space they serve. Such controls
and the controls for any required fire-extinguishing system should be situated at one
control position or grouped in as few positions as possible. Such positions should have a
safe access from the open deck.
2.1.7 Arrangements for gaseous fuel for domestic purposes

2.1.7.1 Where gaseous fuel is used for domestic purposes, the arrangements for the
storage, distribution and utilization of the fuel should be specially considered.
2.1.8 Space heating

2.1.8.1 Space heaters, if used, should be fixed in position and so constructed as to reduce
fire risks to a minimum. The design and location of these units should be such that
clothing, curtains or other similar materials cannot be scorched or set on fire by heat from
the unit.
2.2 Means of escape

Purpose
The purpose of this requirement is to provide means of escape so that persons on board
can safely and swiftly escape to the lifeboat and liferaft embarkation deck. For this
purpose, the following functional requirements should be met:
- Safe escape routes should be provided;
- Escape routes should be maintained in a safe condition, clear of obstacles; and
- Additional aids for escape should be provided as necessary to ensure accessibility,
clear marking, and adequate design for emergency situations.
34
2.2.1 Stairways, ladders and corridors serving crew spaces and other spaces to which the
crew normally have access should be arranged so as to provide ready means of escape to
a deck from which embarkation into survival craft may be effected.
2.2.2 There should be at least two means of escape, as widely separated as possible, from
each section of accommodation and service spaces and control stations. For a tug the
escapes should be positioned either at the centerline, or Centerline-Portside, Centerline-
Starboard side or Starboard side-Portside. Having the escapes both on one side of the
vessel should be avoided.
(a) The normal means of access to the accommodation and service spaces below the open
deck should be arranged so that it is possible to reach the open deck without passing
through spaces containing a possible source of fire (e.g. machinery spaces, storage spaces
of flammable liquids).
(b) The second means of escape may be through portholes or hatches of adequate size and
preferably leading directly to the open deck.
(c) Dead-end corridors having a length of more than 7 m should not be accepted.
2.2.3 At least two means of escape should be provided from machinery spaces, except
where the small size of a machinery space makes it impracticable. Escape should be by
steel ladders that should be as widely separated as possible.
Section 3 Fixed fire detection and fire-alarm systems
An approved and fixed fire detection system should be installed in all Category ‘A’
machinery spaces. Manual activating units should be positioned near each emergency exit.
Section 4 Fire-Extinguishing Arrangements
Purpose
The purpose of this requirement should suppress and swiftly extinguish a fire in the space
of origin. For this purpose, the following functional requirements should be met:
- Fixed fire-extinguishing systems should be installed, as applicable, having due
regard to the fire growth potential of the protected spaces; and
- Fire-extinguishing appliances should be readily available.
4.1 Fixed Fire-extinguishing arrangements in Category 'A'machinery spaces

4.1.1 Machinery spaces of category ' A'on vessels with GT greater than or equal to 150
except for harbour tugs, should be provided with an approved fixed fire extinguishing
system, as specified in paragraph 4.2.
4.2 Fixed Fire-extinguishing systems

4.2.1 Fixed fire-fighting systems where required, should be in accordance with the
requirements of the IMO FSS Code.
35
4.3 Protection of paint lockers and flammable liquid lockers

4.3.1 The Recommendations for the protection of paint lockers and flammable liquids
lockers should be specially considered.
4.4 Fixed Fire-extinguishing systems not required by this Chapter

4.4.1 If such a system is installed, it should be of an approved type.
4.5 Portable Fire-extinguishers

4.5.1 Approved types
4.5.1.1 All fire-extinguishers should be of approved types and designs.
4.5.2 Extinguishing medium

4.5.2.1 The extinguishing media employed should be suitable for extinguishing fires in
the compartments in which they are intended to be used.
4.5.2.2 The extinguishers required for use in the machinery spaces of cargo vessels using
oil as fuel should be of a type discharging foam, carbon dioxide gas, dry powder or other
approved media suitable for extinguishing oil fires.
4.5.3 Capacity
4.5.3.1 The capacity of required portable fluid extinguishers should not exceed more than
13,5 litres but not less than 9 litres. Other extinguishers should be at least as portable as
the 13,5 litre fluid extinguishers, and should have a fire-extinguishing capability at least
equivalent to a 9 litre fluid extinguisher.
4.5.3.2 The following capacities may be taken as equivalents:
- 9 litre fluid extinguisher (water or foam);
- 5 kg dry powder;
- 5 kg carbon dioxide.
4.5.4 Spare charges

4.5.4.1 A spare charge should be provided for each required portable fire-extinguisher
that can be readily recharged on board. If this cannot be done, duplicate extinguishers
should be provided.
4.5.5 Location
4.5.5.1 The extinguishers should be stowed in readily accessible positions and should be
spread as widely as possible and not be grouped.
4.5.5.2 One of the portable fire-extinguishers intended for use in any space should be
stowed near the entrance to that space.
4.5.6 Portable fire-extinguishers in accommodation spaces, service spaces and control

stations
4.5.6.1 Accommodation spaces, service spaces and control stations should be provided
with a sufficient number of portable fire-extinguishers to ensure that at least one
extinguisher will be readily available for use in every compartment of the crew spaces. In
any case, their number should be not less than three, except where this is impractical for
36
very small vessels, in which case one extinguisher should be available at each deck
having accommodation or service spaces, or control stations.
Section 5 Fire Fighting Equipment
The fire fighting equipment should comply with the minimum requirements as specified
below:
5.1 Fire-fighter’s outfit (which includes an axe)

5.1.1 Except for harbour tugs, at least one fire-fighter’s outfit complying with the
Requirements of the IMO FSS Code, should be provided on board.
5.2 Fire control plans

5.2.1 Description of plans
5.2.1.1 In all tugs, general arrangement plans should be permanently exhibited for the
guidance of the vessel' s officers, using graphical symbols that are in accordance with
IMO Resolution A.952(23), which show clearly for each deck the control stations, the
various fire sections enclosed by steel or ' A'Class divisions, together with particulars of:
- The fire detection and fire-alarm systems;
- Fixed fire-fighting system;
- The fire-extinguishing appliances;
- The means of access to different compartments, decks, etc.;
- The position of the fireman' s outfits;
- The ventilating system, including particulars of the fan control positions, the position
of dampers and identification numbers of the ventilating fans serving each section;
and
- The location and arrangement of the emergency stop for the oil fuel unit pumps and
for closing the valves on the pipes from oil fuel tanks.
5.2.1.2 Alternatively, the details required by 5.2.1.1 may be set out in a booklet, a copy of
which should be supplied to each officer, and one copy is at all times to be available on
board in an accessible position.
5.2.1.3 The plans and booklets should be kept up to date, any alterations being recorded
thereon as soon as practicable. Description in such plans and booklets should be in the
official language of the Flag State and in the language as shown in the following Table 2.
In addition, instructions concerning the maintenance and operation of all the equipment
and installations on board for the fighting and containment of fire should be kept under
one cover, readily available in an accessible position.
Table 2 - Service Restrictions Language

Tug, Escort Tug, > 4 h from port or safe sheltered area: English
Tug, Escort Tug, < 4 h from port or safe sheltered area and Harbour Tug: Official
language(s) of the Administration(s) concerned with the ship’s service, or language(s)
recognized by such Administration(s) (possibly English).
However, description in such plans and booklets for ships engaged in domestic service
only may be in the official language of the Flag State only.
37
5.2.1.4 In all tugs greater than or equal to 150 GT, a duplicate set of fire-control plans or
a booklet containing such plans should be permanently stored in a prominently marked
weather tight enclosure outside the deckhouse for the assistance of shoreside fire fighting
personnel.
5.2.1.5 For Harbour tugs, it is recommended to store a duplicate set of the fire-control
plan at a shore side facility.
Section 6 Alternative design and arrangements
6.1 Purpose
The purpose of this recommendation should provide a methodology for alternative design
and arrangements for fire safety.
6.2 General
6.2.1 Fire safety design and arrangements may deviate from Sections 1 to 6 of this
Chapter, provided that the design and arrangements meet the fire safety objectives and
the functional Recommendations.
6.2.2 When fire safety design or arrangements deviate from the requirements of this
Chapter, engineering analysis, evaluation and approval of the alternative design and
arrangements should be carried out in accordance with this regulation *.
* Reference can be made to MSC/Circ. 1002 Guidelines on alternative design and
arrangements for fire safety
6.3 Engineering analysis

6.3.1 The engineering analysis should be prepared and submitted to the Member Society,
based on the guidelines developed by the International Maritime Organization and should
include, as a minimum, the following elements:
(a) determination of the vessel type and space(s) concerned;
(b) identification of recommendation(s) with which the vessel or the space(s) will not
comply;
(c) identification of the fire and explosion hazards of the vessel or the space(s) concerned:
- Identification of the possible ignition sources;
- Identification of the fire growth potential of each space concerned;
- Identification of the smoke and toxic effluent generation potential for each space
concerned;
- Identification of the potential for the spread of fire, smoke or of toxic effluents from
the space(s) concerned to other spaces;
(d) determination of the required fire safety performance criteria for the vessel or the
space(s) concerned:
- Performance criteria should be based on the fire safety objectives and on the
functional Recommendations of this Chapter;
- Performance criteria should provide a degree of safety not less than that achieved the
recommendation in Sections 1 to 6; and
- Performance criteria should be quantifiable and measurable;
38
(e) detailed description of the alternative design and arrangements, including a list of the
assumptions used in the design and any proposed operational restrictions or conditions;
and
(f) technical justification demonstrating that the alternative design and arrangements meet
the required fire safety performance criteria.
6.4 Evaluation of the alternative design and arrangements

6.4.1 The engineering analysis required in paragraph 7.3 should be evaluated and
approved by Member Society taking into account the guidelines developed by the
International Maritime Organization.
6.4.2 A copy of the documentation, as approved by the Member Society, indicating that
the alternative design and arrangements comply with this regulation should be carried
onboard the vessel.
6.5 Re-evaluation due to change of conditions

6.5.1 If the assumptions, and operational restrictions that were stipulated in the alternative
design and arrangements are changed, the engineering analysis should be carried out
under the changed condition and should be approved by Member Society.
Table 5.1: Fire Safety Requirements

service notation tug, escort tug harbour tug
> 4 h from port ≤ 4 h from port
additional service feature or safe or safe (in port)
sheltered area sheltered area
fire pumps
150 gt
independently driven power pumps 1 1 1
power pumps 1 1 -
hand pumps - - 1
< 150 gt
independently driven power pumps - - -
power pumps 1 1 1
hand pumps 1 1 -
portable or fixed emergency fire pump 11,2 11,2 -
fire hydrants
150 gt
Sufficient number and so located that at least
the number of powerful water jets can reach 2 2 2
any normally accessible part of ship
< 150 gt
Sufficient number and so located that at least
the number of powerful water jets can reach 1 1 1
any normally accessible part of ship
number of number of number of
fire hoses (length 3) hydrants hydrants hydrants
+ 1 spare hose + 1 spare hose + 1 spare hose
with coupling and nozzles X X X
hose nozzles
dual purpose (spray/jet) with 12 mm jet and
X X X
integral shut-off; jet may be reduced to 10 mm
39
and shut-off omitted for hand pump hoses

portable fire extinguishers
machinery spaces (one extinguisher per 375
kW of internal combustion engine power 4 2/≤6 2/≤6 2/≤6
(capacity 45 l fluid or equivalent)
fixed fire extinguishing systems

150 gt
Category A machinery spaces X X -
fixed fire detection system
X X X
(Category A spaces)
fireman’s outfit
complete outfit 1 1 -
fireman’s axe 1 1 1
150 gt
fire control plan 1 1 1
means of escape
accommodation and service spaces 2 2 2
machinery spaces 5 2 2 2
Notes:
1. For vessels less than 150 GT fitted with an approved fixed fire-fighting system in the engine room,
portable pumps may be omitted.
2. When a portable / emergency firepump is fitted, (independent) power pump may be omitted.
3. Sufficient in length to project a jet of water to any of the spaces in which they may be required to be
used.
4. Alternatives may be proposed taking into consideration the size of vessel and the installed power.
5. Unless when the small size of the machinery space makes it unpractical.
5.2 Life saving appliances
Table 5.2: Requirements for life saving appliances (LSA)

life rafts
100% capacity on each side / easy side to side
transfer 1
X X
or
150% capacity on each side
1
hydrostatic releases X X
1
Illumination and operating instructions X X
MOB arrangement
rescue boat X2 X2 -
Jason’s cradle X X X
search light X X X
Lifebuoys
with smoke/light 2 1 1
with light 1 1 1
with lifeline 1 1 1
lifejackets with lights
each person on board X X X
immersion suit
40
each person on board X X -

other equipment
rocket parachute flares 12 6 -
red hand flares 6 2 2
smoke signals 2 buoyant 2 2
line throwing apparatus 1 1 -
general alarm X X X
communication system
to engine room / accommodation / deck X X X
documentation on board
fire and safety plan X X X
training and instruction manual X X X
SOLAS life saving table X X X
muster list and emergency instructions X X X
Notes:
1. A float free buoyant apparatus is to be provided
2. The ships’ operational working area, manoeuvrability, size, freeboard and propulsion arrangement
may be taken into consideration for the evaluation of the applicability of the requirement for a rescue
boat
5.3 Radio installation
Table 5.3: Requirements for radio installation

general requirements
300 gt
SOLAS (A1+A2+A3+A4, as applicable) X X X
< 300 gt
no duplication of equipment required X X X
specific requirements
VHF / DSC 1 1 1
SART 1 1 1 1
EPIRB / satellite 1 1 (A2+A3) -
EPIRB / VHF - 1 (A1) -
NAVTEX 1 1 -
MF / DSC 1 - 2 -
INMARSAT C 1 - 2 -
GMDSS porto 1 1 1
dedicated radio emergency emergency
electrical power supply
battery battery battery
Notes:
1. SART is not required if the 406 MHZ EPIRB provided has a 121.5 MHz frequency transmitting
capability and is of the non-float free type for placing in a life raft.
2. MF / DSC or INMARSAT C depending on region.
41
5.4 Navigation equipment
Table 5.4: Requirements for navigation equipment

general requirements
SOLAS Ch V is to be taken into account for all
ships on all voyages
the administration shall determine to what
extent the provisions of SOLAS Ch V do not
X X X
apply to the following ships:
• tugs below 150 gt on any voyage
• tugs below 150 gt not engaged on
international voyages 1
specific requirements
radar 1 1 -
magnetic compass 12 12 1
gyro compass 12 12 -
2
GPS compass 1 12 -
GPS 2 1 1
AIS 1 1 1
nautical charts / ECDIS 1 1 1
daylight signalling lamp 1 1 1
echo sounding 1 1 1
IAMSAR 1 1 1
code of signals 1 1 1
Notes:
1. International voyage: voyage from a country to which the SOLAS Convention applies to a port
0utside such country, or conversely.
2. Optional 2 out of 3
5.5 Anchor equipment
5.5.1 Equipment number

The Equipment Number EN is to be obtained from the following formula:
EN = ∆2 3 + 2.0(aB + h i b i ) + 0.1A
where:
∆: Moulded displacement of the ship, in t, to the summer load waterline;
a: Distance, in m, from the summer load waterline amidships to the upper deck;
B: Moulded breadth, in m;
hi : Height, in m, on the centreline of each tier of houses having a breadth greater than
B/4;
bi : Breadth, in m, of the widest superstructure or deckhouse of each tier having a
breadth greater than B/4;
A: Area, in m2, in profile view, of the hull, superstructures and houses above the
summer load waterline which are within the equipment length of the ship and also
have a breadth greater than B/4;
42
LE : Equipment Length, in m, defined as equal to the Rule length (L), without being
taken neither less than 96% nor greater than 97% of the total length of the summer
load waterline.
Table 5.5: Equipment for EN 205
Stockless bower anchors Stud link chain cable for bower anchors
Min. dia.
E.N.
Mass per
Total Extra
No. * anchor
length (m) Mild steel Special special
(kg)
Gr. 1 quality Gr. quality
(mm) 2 (mm) Gr. 3
(mm)
1 2 3 4 5 6 7
205-240 3 660 302.5 26 22 20.5
240-280 3 780 330 28 24 22
280-320 3 900 357.5 30 26 24
320-360 3 1020 357.5 32 28 24
360-400 3 1140 385 34 30 26
400-450 3 1290 385 36 32 28
450-500 3 1440 412.5 38 34 30
500-550 3 1590 412.5 40 34 30
550-600 3 1740 440 42 36 32
600-660 3 1920 440 44 38 34
660-720 3 2100 440 46 40 36
720-780 3 2280 467.5 48 42 36
780-840 3 2460 467.5 50 44 38
840-910 3 2640 467.5 52 46 40
910-980 3 2850 495 54 48 42
980-1060 3 3060 495 56 50 44
1060-1140 3 3300 495 58 50 46
1140-1220 3 3540 522.5 60 52 46
1220-1300 3 3780 522.5 62 54 48
1300-1390 3 4050 522.5 64 56 50
1390-1480 3 4320 550 66 58 50
1480-1570 3 4590 550 68 60 52
1570-1670 3 4890 550 70 62 54
1670-1790 3 5250 577.5 73 64 56
1790-1930 3 5610 577.5 76 66 58
1930-2080 3 6000 577.5 78 68 60
2080-2230 3 6450 605 81 70 62
2230-2380 3 6900 605 84 73 64
2380-2530 3 7350 605 87 76 66
2530-2700 3 7800 632.5 90 78 68
2700-2870 3 8300 632.5 92 81 70
2870-3040 3 8700 632.5 95 84 73
3040-3210 3 9300 660 97 84 76
43
3210-3400 3 9900 660 100 87 78

3400-3600 3 10500 660 102 90 78
3600-3800 3 11100 687.5 105 92 81
3800-4000 3 11700 687.5 107 95 84
4000-4200 3 12300 687.5 111 97 87
4200-4400 3 12900 715 114 100 87
4400-4600 3 13500 715 117 102 90
4600-4800 3 14100 715 120 105 92
4800-5000 3 14700 742.5 122 107 95
5000-5200 3 15400 742.5 124 111 97
5200-5500 3 16100 742.5 127 111 97
5500-5800 3 16900 742.5 130 114 100
5800-6100 3 17800 742.5 132 117 102
6100-6500 3 18800 742.5 120 107
6500-6900 3 20000 770 124 111
6900-7400 3 21500 770 127 114
7400-7900 3 23000 770 132 117
7900-8400 3 24500 770 137 122
8400-8900 3 26000 770 142 127
8900-9400 3 27500 770 147 132
9400-10000 3 29000 770 152 132
10000-10700 3 31000 770 137
10700-11500 3 33000 770 142
11500-12400 3 35500 770 147
12400-13400 3 38500 770 152
13400-14600 3 42000 770 157
14600-16000 3 46000 770 162
Table 5.5: Equipment for EN < 205

Stud link chain cable for bower Stream wire or
Stockless bower anchors
anchors chain
Stockl Min. dia.

E.N. Mass
ess Total Breaking
per Length
No. stream length Special strength
anchor Mild steel (m)
anchor (m) quality (kN)
(kg) Gr. 1
(kg) Gr. 2 or 3
(mm)
(mm)
1 2 3 4 5 6 7 8 9
50-70 2 180 60 220 14.0 12.5 80 65
70-90 2 240 80 220 16.0 14.0 85 75
90-110 2 300 100 247.5 17.5 16.0 85 80
110-130 2 360 120 247.5 19.0 17.5 90 90
130-150 2 420 140 275 20.5 17.5 90 100
150-175 2 480 165 275 22.0 19.0 90 110
175-205 2 570 190 302.5 24.0 20.5 90 120
All ships are to be provided with equipment in anchors and chain cables, or wire ropes
according to 5.5.2, to be obtained from Table 5.5 and Table 5.6, as applicable, based on
their Equipment Number EN. For tugs with restricted navigation the equipment in
44
anchors and chain cables may be reduced. For tugs with navigation notation coastal area
the reduction comprises of entering in Table 5.5 or Table 5.6, as applicable, one line
higher, while for tugs with navigation notation sheltered area the reduction comprises of
entering in Table 5.5 or Table 5.6, as applicable, two lines higher, as based on their
calculated Equipment Number EN.
5.5.2 Wire ropes

Wire ropes may be used as an alternative two chain cables as follows:
- Where L < 30 m, may be replaced with wire ropes of equal minimum breaking
strength, which should:
- Have a length 1.5 times that for chain cable required by Table 5.5, and,
- Have a short length of Grade 2/1 chain cable is to be fitted between the wire rope
and the anchor, having a length equal to 12.5 m or the distance from the anchor
in the stowed position to the winch, whichever is the lesser;
- Where 30 m L 40 m one chain cable may be replaced with wire rope meeting the
requirements of L > 40 m, while the other chain cable may be replaced with wire
rope meeting the requirements of L < 30 m;
- Where 40 m < L 90 m, both chain cables may be replaced with wire rope of equal
minimum breaking strength which should:
- Have a length 1.5 times that for chain cable required by Table 5.5, and,
- Have a minimum mass per unit length of 30% that of Grade 2 chain cable
required by Table 5.5, and,
- Have a short length of chain cable is to be fitted between the wire rope and the
anchor, having a length equal to 12.5 m or the distance from the anchor in the
stowed position to the winch, whichever is the lesser;
5.5.3 Tugs of less than 500 gt

For tugs of less than 500 gt, the EN may be obtained from the following simplified
formula:
EN = K (LBD) 2 3
where:
D: Moulded depth, in m;
K: Coefficient depending on the service notation and optional additional service
feature, as shown in Table 5.7.
Table 5.7: Equipment coefficient K

service notation additional service feature K
harbour tug - 1.20
sailing time 4 h from a
tug 1.20
safe sheltered anchorage
tug - 1.30
escort tug 1.20
escort tug - 1.30
45
5.5.4 Number of anchors

Tugs are to be provided with equipment in stockless anchors, chain cables and/or wire
ropes. This equipment is to be obtained as a function of the Equipment Number EN.
The number of anchors, as obtained from the equipment table depends on the service
notation and optional additional service feature, the propulsion arrangement and the
application of a fixed fire fighting installation. In general, the recommended number of
anchors and chain cables is shown in Table 5.8.
Table 5.8: Number of anchors and chain cables

service notation additional service feature Nr
harbour tug - 1
tug 2
tug - 2
escort tug 2
escort tug - 2
A reduction of the number of anchors and chain cables can be accepted as depicted in
Table 5.9 if the following conditions, based on redundancy principles, are complied with:
- The tug is equipped with at least twin propulsion, of which each main engine can
maintain sufficient propulsion power to safely return to berth . For this purpose, the
main engines should be able to run self-supporting, i.e. independent of generator sets
intended for auxiliary power, unless these are able to run parallel and, in case of
black-out, have automatic starting and connecting to switchboard within 45 seconds;
- A single failure, except fire, should not cause total propulsion failure;
- A fixed fire fighting installation is provided.
Table 5.9: Reduced number of anchors and chain cables based on redundancy principles
service notation additional service feature Nr
harbour tug - 0
tug 1
tug - 2
escort tug 1
escort tug - 2
It may be considered by the tug builder and operator to apply a spare anchor as an
alternative to a second bow anchor. In such case special provisions, such as a crane and
suitable storage space for the spare anchor, are to be present on board and the weight and
dimensions of the anchor are to be such that it can be handled swiftly. For tugs with the
additional service features sailing time 4 h from a safe sheltered anchorage,
effectively operating in a fixed and limited area, the spare anchor may be stored ashore.
46
5.5.5 Anchors
Anchors are to be of an approved design. The design of all anchor heads is to be such as
to minimize stress concentrations, and in particular, the radii on all parts of cast anchor
heads are to be as large as possible, especially where there is considerable change of
section.
Anchors which must be specially laid the right way up, or which require the fluke angle
or profile to be adjusted for varying types of sea bed, will not generally be approved for
normal ship use, but may be accepted for offshore units, floating cranes, etc. In such
cases suitable tests may be required.
The mass of each bower anchor given in Table 5.5 or Table 5.6, as applicable, is for
anchors of equal mass. The masses of individual anchors may vary by ± 7 per cent of the
masses given in the Table, provided that the total mass of the anchors is not less than
would have been required for anchors of equal mass.
The mass of the head, including pins and fittings, of an ordinary stockless anchor is to be
not less than 60 per cent of the total mass of the anchor.
When stocked bower or stream anchors are to be used, the mass `ex-stock’ is to be not
less than 80 per cent of the mass given in Table 5.5 or Table 5.6, as applicable, for
ordinary stockless bower anchors. The mass of the stock is to be 25 per cent of the total
mass of the anchor, including the shackle, etc., but excluding the stock.
5.5.6 High holding power anchors

Anchors of designs for which approval is sought as high holding power anchors are to be
tested at sea to show that they have holding powers of at least twice those of approved
standard stockless anchors of the same mass.
If approval is sought for a range of sizes, then at least two sizes are to be tested. The
smaller of the two anchors is to have a mass not less than one-tenth of that of the larger
anchor, and the larger of the two anchors tested is to have a mass not less than one tenth
of that of the largest anchor for which approval is sought.
The tests are to be conducted on not less than three different types of bottom, which
should normally be soft mud or silt, sand or gravel, and hard clay or similarly compacted
material.
The test should normally be carried out from a tug, and the pull measured by
dynamometer or derived from recently verified curves of tug rev/min against bollard pull.
A scope of 10 is recommended for the anchor cable, which may be wire rope for this test,
but in no case should a scope of less than 6 be used. The same scope is to be used for the
anchor for which approval is sought and the anchor that is being used for comparison
purposes.
47
High holding power anchors are to be of a design that will ensure that the anchors will
take effective hold of the sea bed without undue delay and will remain stable, for holding
forces up to those required in this section, irrespective of the angle or position at which
they first settle on the sea bed when dropped from a normal type of hawse pipe. In case of
doubt, a demonstration of these abilities may be required.
When high holding power anchors are used as bower anchors, the mass of each such
anchor may be 75 per cent of the mass given in the Table 5.4 or Table 5.5, as applicable,
for ordinary stockless bower anchors.
5.5.7 Chain cables

Chain cables may be of mild steel, special quality steel or extra quality steel in
accordance with the requirements of Rules for Materials and are to be graded in
accordance with Table 5.10.
Table 5.10: Grades of chain cables

Range of UTS
Material Grade
(N/mm2)
Mild steel 1 300 to 490
Special quality steel 2 490 to 690
Extra special quality steel 3 > 690
The designation “Grade 1” may be replaced, at discretion of the Society, by “Grade 1a”
where UTS is greater than but not exceeding 400 N/mm2 or by “Grade 1b” where UTS is
greater then 400 but not exceeding 490 N/mm2.
Grade 1 material having a tensile stress of less than 400 N/mm2 (41 kgf/cm2) is not to be
used in association with high holding power anchors. Grade 3 material is to be used only
for chain 20.5 mm or more in diameter.
Where stream anchors are used in association with chain cable, this cable may be either
stud link or short link.
The form and proportion of links and shackles are to be in accordance with the Rules for
Materials.
5.5.8 Water depths greater than 82.5 m

Where Owners require equipment for anchoring at depths greater than 82.5 m, it is their
responsibility to specify the appropriate total length of the chain cable required for this
purpose. In such cases, consideration can be given to dividing the chain cable into two
unequal lengths.
48
6 Assisted ship
6.1 Towing fittings
The assisted ship towing equipment is regulated by the following documents:

- SOLAS regulation II-1/3-8 Towing end mooring equipment;
- IACS UR A2 Requirement concerning mooring, anchoring and towing;
- Class Rules;
- OCIMF Mooring Equipment Guidelines can be used for design purposes.
For emergency towing arrangements, ships subjected to SOLAS regulation II-1/3-4 are to
comply with that regulation and resolution MCS 35(63).
The maximum applied towing load applied by a tug is to be less then the Safe Working
Load used for mooring fittings.
It is required that the fittings Design Load and Safe Working Load be defined according
to IACS UR A2 requirements. The IACS UR A2 requirements are defined for a vessel
within a harbour or sheltered area and may not be adequate for the assisted ship offshore
towing.
6.2 Side structure
To ensure integrity of the assisted ship structure during pushing operations it is necessary
that the tug loads are applied on locally reinforced structure for tug pushing and the tug
maximum applied pressure on the escorted ship structure is to be less then the design load
for that part of the structure.
The reinforced areas on the assisted ship side should be designed to take in account tug
motions and to be clearly marked. The assisted ship side structure strength should be
easily communicated between the tug and assisted ship.
The assisted ship side strength capacity at the tug pushing areas is not classification
requirements. If required pressures are specified for new ships in the building
Specification and, if requested, the Society will check that the structure is indeed strong
enough for that pressure.
49
7 Safety management – SAFMAN notation

[RESERVED]
50

Safety Guidelines For Design, Construction & Operation of Tugs

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Safety Guidelines for Design, Construction & Operation of Tugs

A Harmonised Class Approach

Draft Version 1.6

4.1.6 Towing winch 20

It is acknowledged that tugs are specifically designed to execute a number of dedicated

1.2 Typical operational profiles

1.2.1 Harbour tugs

1.2.2 Seagoing tugs

1.2.3 Escort tugs

1.3 Typical tug types

1.3.1 Conventional tugs

1.3.2 Tractor tugs

1.3.3 Reverse tractor tugs and Azimuth Stern Drive tugs

harbour tug (maximum bollard pull = T kN)

tug (maximum bollard pull = T kN)

escort tug (maximum steering force = TY kN at speed VY kn, maximum breaking

sailing time 4 h from a safe sheltered anchorage

2.2.1 Bollard Pull

2.2.2 Maximum steady towline force during escort operations

Figure 2.1: Typical escort configuration

In particular, the maximum steady towline force during escort operations is to be

2.2.3 Reference towline force

2.2.4 Design Load

The Design Load is defined as follows:

The DAF takes into account dynamic effects.

2.2.5 Winch brake holding force

2.2.6 Towline breaking strength

2.2.7 Manoeuvrability coefficient M of escort tug

3.2.2 Closing appliances

3.2.3 Ventilation of machinery spaces and emergency generator room

3.3 Intact stability criteria

3.3.2 Criteria regarding righting arm curve properties

3.3.3 Severe wind and rolling criterion (weather criterion)

The heeling arm curve is to be calculated as follows:

Figure 3.1: Heeling and righting arms curves

3.3.6 Elements affecting stability

3.3.7 Elements reducing stability

- Testing and survey regime:

4.1.2 Information to be submitted

4.1.3 Design Loads

Table 4.1: Reference Design Loads (harbour tug, tug)

4.1.4 Strength criteria

Table 4.2: Material factor k

4.1.5 Towing hook

4.1.6 Towing winch

Towing winch should be provided with an emergency quick-release device operable

4.1.8 Control arrangements

All control devices shall be protected against unintentional operation.

4.1.9 Towing equipment foundations

4.1.11 Load tests

4.2 Towing equipment for service notation escort tug

4.2.2 Information to be submitted

- Diagrams of hydraulic, electrical and control systems of the towing equipment.

4.2.3 Design Loads

Table 4.3: Reference Design Loads (escort tug)

4.2.4 Strength criteria

4.2.5 Towing winch

The towing winch is to include an overload prevention system, which is to be operational

Towing winch should be provided with an emergency quick-release device operable

4.2.7 Control arrangements

4.2.8 Towing equipment foundations

4.2.9 Escort tug performance trials guidelines

A record of the results is to be kept on board the escort tug.

The trials are to be done under the following conditions:

Prior to commencing a trial the following data are to be recorded:

The following parameters are to be continuously recorded during the test: