SHIP HANDLING

ALARMS AND INDICATORS

ALARM: IT IS A SYSTEM THAT ANNOUNCES A CONDITION REQUIRING ATTENTION, TO BE
AUDIBLE, WITH OR WITHOUT VISUALMEANS. IMO RESOLUTION A. 686 (17) STATES THAT
ALARMS TO BE CLEAR, CONSISTENT AND UNAMBIGUOUS.
1. SHOULD BE PROVIDED WITH BACKUP SUPPLY. WITH AUTOMATIC MODE OF CHANGEOVER
WHEN REQUIRED.
2. ALARMS SHOULD BE TESTED PERIODICALLY, GENERALLY DURING DRILLS. CREW TO BE
FAMILIAR WITH THE TEST PROCEDURES. A SCHEDULE SHOULD BE IN PLACE FOR TESTING OF
ALARMS.
3. IF THE ALARM IS FOUND FAULTY CORRECTIVE ACTION SHOULD BE TAKEN.
4. THE PRESENCE OF ALARMS AND INDICATIONS SHOULD BE MINIMIZED ON THE BRIDGE IN
ORDER TO AVOID ANY DISTURBANCES DURING NAVIGATION.
5. FALSE ALARMS IN NORMAL WORKING CONDITIONS TO BE PREVENTED.
6. THE Db LEVEL OF THESE ALARMS SHOULD BE NON ADJUSTABLE.
7. PA SYSTEM CAN BE USED FOR GENERAL EMERGENCY AND FIRE. IT IS TO OVERRIDE OTHER
INPUTS AND ANY VOLUME CONTROLS AND PREVENT FEEDBACK AND OTHER
INTERFERENCE. IT SHOULD BE PROTECTED AGAINST UNAUTHORISED USE.
8. TYPES OF ALARMS:- EMERGENCY, PRIMARY AND SECONDARY.
9. ALARMS TO BE PROVIDED WITH AUDIBLE AND VISUAL MEANS EXCEPT EMERGENCY ALARM
WHICH IS ONLY AUDIBLE. IN ACCOMODATION WHERE THERE IS HIGH NOISE LEVEL, IT
SHOULD BE SUBSTITUTED WITH VISUAL ALARM.
10. EMERGENCY ALARM: WHEN HUMAN LIFE OR VESSEL OR MACHINERY AT STAKE
a. GENERAL EMERGENCY: MUSTER OF ALL CREW AND PASSENGERS,
b. FIRE: IT SUMMONS THE CREW ONLY,
c. PERSONAL HAZARD ALARM:
i. FIRE EXTINGUISHING MEDIUM BEING RELEASED,
ii. POWER OPERATED WATER TIGHT DOOR.
THE ABOVE TWO ALARMS ARE AUDIBLE AND VISUAL.
11. PRIMARY ALARMS: A CONDITION REQUIRING PROMPT ACTION TO AVOID EMERGENCY.
a. MACHINERY: MALFUNCTION OR ABNORMAL CONDITION.
b. STEERING: MALFUNCTIN OR ABNORNAL CONDITION, HYDRAULIC FAULTS.
c. MAIN ENGINE CONTROL SYSTEM.
d. BILGE HIGH LEVEL ALARM.
e. ENGINEER’S CALL ALARMS.
f. FIRE DETECTION ALARM.
g. CARGO: REEFER, HIGH LEVEL ALARM.
h. GAS DETECTION.
i. SLIDING DOOR HYDRAULIC FAULT.
j. FAILURE OF POWER SUPPLY.
12. SECONDARY ALARMS: CALL RECEIVED, ACCEPTED AND CANCELLED.
a. HOSPITAL CALL,
b. REEFER CALL,
c. DSC.

BEACHING AND STRANDING

QUESTION ASKED:
1. IN WHAT CIRCUMSTANCES IS THE VESSEL BEACHED? DISCUSS THE PROCEDURES REQUIRED
BEFORE BEACHING? WHAT FACTORS WILL YOU BEAR IN MIND WHILE BEACHING TO ENSURE
SAFE REFLOATING? (FEB 10, NOV 09)
2. IN WHAT CIRCUMSTANCES IS THE VESSEL BEACHED? IF YOU DECIDE TO GO AHEAD AND
BEACH YOUR SHIP, WHAT FACTORS YOU WOULD CONSIDER BEFORE DECIDING ON THE
CHOICE OF BEACH? HOW WILL YOU CARRY OUT THIS OPERATION SAFELY? (JAN 09)

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3. DESCRIBE THE PROCEDURES AND PRECAUTIONS TO BE OBSERVED DURING AND AFTER
BEACHING? (NOV 08)
4. WHAT IS THE ESSENTIAL DIFFERENCE BETWEEN STRANDING AND BEACHING? (AUG 08)

GROUNDING IS THE TOUCHING OF THE SHIP’S BOTTOM WITH THE GROUND, WHETHER
DELIBRATE OR INVOLUNTARY. STRANDING IS AN ACCIDENTAAL GROUNDING DUE TO HEAVY
WEATHER EFFECT, MACHINERY BREAKDOWN OR NEGLIGENCE. IF IT IS NOT SEVERE AND IS A
SIMPLE LIGHT TOUCHING OF THE BOTTOM, AFTER WHICH THE SHIP IS EASILY REFLOATED,
THAN THE GROUNDING IS NOT TERMED STRANDING.
BEACHING IS INTENTIONAL OR VOLUNTARY GROUNDING TO TEMPORARILY SAVE THE
DAMAGE SHIP, WHICH MAY BE FOUNDERING, OR TO PREVENT IMMINENT COLLISION. IT IS
BETTER TO BEACH A DAMAGED SHIP THAN TO LET HER SINK.
IF PREPARATORY TIME IS AVAILABLE, A CAREFUL STUDY OF LARGE-SCALE CHARTS AND A
BOAT SURVEY SHOULD BE MADE TO SELECT A SUITABLE STRAND FOR BEACHING. STRAND IS
THE PART OF THE SHOAL BETWEEN THE LOW AND HIGH WATER MARKS. IT SHOULD BE
SOUNDED AND SWEPT BY A WIRE-DRAG BETWEEN BOATS, TO FIND THE ACTUAL TOPOGRAPHY
AND ITS SLOPE. ACTUAL TIDAL DATA SHOULD BE OBSERVED. THE FOLLOWING SHOULD BE
CONSIDERED IN THE SELECTION OF A SUITABLE BEACH.
1. FIRM, DRY AND SMOOTH SEABED. VIZ SAND, GRAVEL OR SHINGLE. IT SHOULD BE FREE
FROM ROCKS AND GRAVEL.
2. GENTLE SLOPE,
3. LITTLE OR NO CURRENT,
4. NOT SUBJECT TO HEAVY SURF AND SCOURING,
5. NOT EXPOSED TO BAD WEATHER,
6. A SMALL TIDAL RANGE, WHICH IS BETTER THAN NONE OR TOO LARGE.

PRECAUTIONS;
1. A LOSS OF STABILITY OCCURS LIKE THE ONE EXPERIENCED WHEN THE VESSEL TAKES THE
BLOCKS. IF THE SHIP HAS A LARGE TRIM OR THE SLOPE IS LARGE, A HEAVY LIST MAY
DEVELOP AS THE TIDE FALLS. THE SHIP MAY SIMILARLY TAKE A LIST WHEN ONE END LIFTS
AGAIN ON RISING TIDE.
2. BEACHING IS BEST DONE AT HIGH WATER OR ON A FALLING TIDE, SO THE SHIP SETTLES ON
THE SEABED SLOWLY AS THE TIDE RECEDES. TO PREVENT HER FROM GETTING REFLOAT
AND THEN BEING PUSHED FURTHER ONSHORE IN STAGES, SHE WOULD HAVE TO BE DRIVEN
HARD ASHORE THUS STRAINING HER BOTTOM PLATING.
3. BEACHING IS DONE WITH THE IDEA TO REFLOAT THE SHIP AFTER RECTIFYING THE GREATER
DANGER. HENCE THIS CONSIDERATION WILL BE PARAMOUNT IN PLANNING THE BEACHING.
THE VESSEL CAN BE BEACHED EITHER BOW-ON OR STERN-ON DEPENDING UPON THE SIDE
WHICH IS DAMAGED. IF THE MIDSHIP AREA IS DAMAGED THEN IT IS THE CHOICE OF THE
MASTER.

SCOURING:
SCOURING MAY BE DEFINED AS REMOVAL OF SILT AROUND THE HULL OF A STRANDED SHIP
WHICH MAY BE HOLDING THE VESSEL IN POSITION. TUGS CARRY OUT THE SCOURING USING
THE STREAM OF WATER FROM THEIR PROPEELERS AND DIRECTED AS FAR DOWN AS POSSIBLE
TO SCOUR AWAY THE SEA BED SILTING UP THE STRANDED HULL. SCOURING IS EMPLOYED
WHEN A STRANDED SHIP CANNOT MOVE BY HER OWN POWER, BY GROUND TACKLE OR BY
DIRECT TOWING. IT MAY BE USED TO MAKE THE VESSEL SETTLE DEEPER IN WATER AND MAKE
HER AFLOAT, OR TO DREDGE A DEEP CHANNEL TO SEAWARD, OR TO DREDGE CAVITIES
BENEATH THE KEEL. ANY SMALL VESSEL, LIKE A TRAWLER, TRIMMED SUITABLY BY STERN
CAN BE USED FOR THIS PURPOSE. BEFORE DOING THIS AREA SHOULD BE ROUGHLY SURVEYED
AND DEPTHS SUBSEQUENTLY CHECKED FREQUENTLY. IT IS QUITE POSSIBLE THAT SAND
SCOURED MAY CAUSE A SHOAL TOWARDS SEAWARD, WHICH SHOULD BE AVOIDED.
OTHERWISE, VESSEL WILL STRAND AGAIN, SHORTLY AFTER REFLOATING.

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ADVANTAGES OF BOW-ON BEACHING
1. THERE IS A CLEAR VIEW OF THE BEACH DURING THE OPERATION, HENCE IT IS EASIER TO
CON THE SHIP.
2. STRENGTHENED BOW WILL CUSHION THE POUNDING EFFECT.
3. STERN SUCTIONS ARE NOT CHOCKED.
4. PROPELLER AND RUDDER ARE ALWAYS IN DEEPER WATER,
5. STERN ANCHOR IS USABLE, BOW ANCHORS CAN ALSO BE USED.

DIS-ADVANTAGES OF BOW-ON BEACHING

1. VESSEL WILL SLEW WITH THE TIDE, THERE WILL BE A NEED FOR ANTI-SLEW WIRES.
2. GROUND TACKLE IS DIFFICLUT TO LAY IN ORDER TO REFLOAT THE VESSEL.

ADVANTAGES OF STERN-ON BEACHING

1. BOW BUOYANCY IS LESS SO IT IS UNLIKELY TO SLEW WITH THE TIDE.
2. IT IS EASY WITH THE HELP OF A MEDITERRANEAN MOOR, THIS PREVENTS SLEWING AND
HELPS IN PULLING THE SHIP OUT EASILY.
3. THE AHEAD ENGINE POWER IS GENERALLY 1.6 TIMES THE STERN POWER SO IT IS EASIER TO
GET OFF THE BEACH.
4. THE VULNERABLE AND BUOYANT STERN-END IS NOT SUBJECT TO STRONG SEA AND
WEATHER CONDITIONS, SO THE SHIP IS MORE STABLE AND SECURE.

DIS-ADVANTAGES OF STERN-ON BEACHING

1. IT ALLOWS THE PROPELLER AND RUDDER TO CLOSE THE BOTTOM WITH THE RISK OF MORE
DAMAGE,
2. IT IS DIFFICULT TO CON THE VESSEL STERN-IN.

BEACHING PROCEDURES
1. SLACK WATER AFTER HIGH TIDE IS THE BEST, AS A RUNNING STREAM WILL HAMPER THE
OPERATION.
2. APPROACH AT RIGHT ANGLES TO THE BEACH, ALLOWING FOR THE WIND AND TIDE.
3. IF POSSIBLE, LAY OUT THE ANCHORS AND CABLES IN POSITION.
4. KEEP ENOUGH STEERAGE WAY TO PREVENT DRIFT OF SEAWARD END.
5. DO NOT STOP ENGINES ON TOUCHING THE BOTTOM IMMEDIATELY, BUT DRIVE UP THE SHIP
FIRMLY. REDUCE POSSIBILTY OF POUNDING.
6. TAKE BALLAST AT THE END AGROUND TO KEEP IT THERE FIRMLY.
7. SOUND ALL BILGES AND TANKS, CHECK THE VESSEL FOR ANY DAMAGE.
8. CHECK THE HATCHES, THEY MAY HAVE SPRUNG FROM THERE POSITION.
9. CHECK THE DEPTH OF WATER AROUND THE SHIP, AND CHECK THE NATURE OF THE
BOTTOM.
10. NOTE THE DRAFT, COMPARING IT WITH FLOATATION DRAFT GIVES A ROUGH IDEA OF THE
LOST BUOYANCY.
11. KEEP THE GROUND TACKLES TIGHT TO HOLD THE SEAWARD END AGAINST WIND AND
SEA/TIDE.
12. USE TUGS TO CARRY OUT THE HEAVY BOWER ANCHORS. DO NOT USE SHIP’S BOATS FOR
THIS PURPOSE.
13. USE SHIP’S BOATS FOR SURVEY AROUND THE SHIP AND FOR FERRYING PERSONNEL IN THE
AREA.
14. LINES SHOULD BE SEND FROM THE SHOREWARD END TO STAKES WHICH WILL HAVE TO BE
DRIVEN TO A DEPTH OF ABOUT 1 M TO AN ANGLE AWAY TO HOLD THE TAUT LINES.
15. LIGHTEN THE SHIP SO SHE CAN GO UP FARTHER INSHORE.
16. REPAIRS CAN BE CARRIED OUT DURING LOW WATER WHEN THE HULL IS EXPOSED.

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MAN OVERBOARD TURNS AND PROCEDURES
QUESTIONS ASKED:
1. DESCRIBE ALL THE TURNS AND IN WHICH WEATHER ARE THEY SUITABLE?
2. STATE OTHER ACTIONS TO BE TAKEN IN THIS EMERGENCY.

MAN OVERBOARD ACTIONS:

1. TAKE IMMEDIATE AVOIDING ACTION BY PUTTING THE RUDDER HARD OVER ON THE SIDE
THE MAN HAS FALLEN.
2. RELEASE LIFEBUOY WITH LIGHT AND SMOKE SIGNAL ON THE SIDE THE CREW MEMBER HAS
FALLEN OVERBOARD.
3. SOUND GENERAL EMERGENCY ALARM, ANNOUNCE ON THE P.A. “MAN OVERBOARD ON
PORT/STBD SIDE”.
4. POST A LOOKOUT WITH BINOCULARS AND INSTRUCTIONS TO MAINTAIN A CONTINUOUS
WATCH ON THE MAN OVERBOARD.
5. ENGAGE HAND STEERING AND COMMENCE A RECOVERY MANOEUVER.
6. NOTE SHIP’S POSITION, WIND SPEED AND DIRECTION AND TIME, INFORM MASTER, IF NOT
ALREADY ON BRIDGE.
7. INFORM E/R AND GET ENGINE STANDBY.
8. MUSTER RESCUE BOAT’S CREW, PREPARE RESCUE BOAT FOR LAUNCHING; DISTRIBUTE
PORTABLE VHF RADIOS FOR COMMUNICATION.
9. RIG PILOT LADDER / NETS TO ASSIST IN THE RECOVERY.
10. BROADCAST URGENCY MESSAGE TO SHIPS IN THE VICINITY.
11. MANEUVER THE SHIP TO WINDWARD OF MOB TO CREATE LEE FOR RESCUE BOAT.
12. MAKE LOG ENTRIES OF THE EVENTS.
13. GIVE FIRST AID AND TREAT FOR HYPOTHERMIA (IF ANY) AND FOR SHOCK.
14. CANCEL URGENCY SIGNAL AFTER RECOVERING MOB.

WILLIAMSON TURN:
1. IT IS RELIABLE WHEN IN DARKNESS, POOR VISIBILITY, BAD WEATHER OR WHEN TIME OF
ACCIDENT IS UNKNOWN BECAUSE VESSEL CAN COME TO HER ORIGINAL TRACK VERY
CLOSELY.
2. IT IS A DELAYED ACTION OR A PERSON MISSING SITUATION.
3. WITHOUT REDUCING THE SPEED PUT HELM HARD OVER TO ONE SIDE.
4. AFTER DEVIATION FROM THE ORIGINAL COURSE BY 60 – 70 DEG, RUDDER IS GIVEN HARD
OVER TO THE OTHER SIDE.
5. WHEN HEADING 20 DEG SHORT OF OPPOSITE COURSE, RUDDER IS PUT AMIDSHIPS AND
VESSEL STEADIED ON RECIPROCAL COURSE.
DISADVANTAGES:
1. IT TAKES THE VESSEL FARTHER AWAY FROM THE MAN OVERBOARD.
2. MAY TAKE A FEW MINUTES LONGER TO EXECUTE THAN A NORMAL TURNING CIRCLE.
3. AT SOME STAGE OF THE TURN, THE STERN PASSES ACROSS THE LINE OF SIGHT TO THE MAN.

SINGLE TURN (270 MANEUVER) (ANDERSON TURN):

1. USED IN AN ‘IMMEDIATE ACTION SITUATION.
2. RUDDER IS PUT HARD OVER TO THE SIDE OF THE CASUALTY.
3. AFTER DEVIATION FROM THE ORIGINAL COURSE BY 250, RUDDER TO AMIDSHIPS POSITION
AND THE SHIP IS QUICKLY STOPPED.
4. APPROACH IS MADE TOWARDS THE PERSON FROM THE WINDWARD SIDE.
5. IT IS VERY USEFUL WHEN THE POINT TO BE REACHED REMAINS VISIBLE THROUGHOUT.
6. IT IS THE FASTEST RECOVERY METHOD. IT IS GOOD FOR SHIPS WITH TIGHT TURNING
CIRCLES AND IS MOSTLY USED BY SHIPS WITH CONSIDERABLE POWER.

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DISADVANTAGE:
IT IS DIFFICULT FOR SINGLE SCREW VESSELS BECAUSE APPROACH TO PERSON IS NOT
STRAIGHT.

SCHARNOW TURN:
1. TO BE USED IN A PERSON MISSING SITUATION, WHEN THE TIME ELAPSED BETWEEN THE
OCCURRENCE OF THE INCIDENT AND THE START OF THE MANEOUVRE IS KNOWN.
2. RUDDER IS PUT HARD OVER TO ONE SIDE.
3. AFTER DEVIATION FROM THE ORIGINAL COURSE BY 240 DEG, RUDDER IS PUT HARD OVER
TO THE OTHER SIDE.
4. WHEN HEADING 20 SHORT OF OPPOSITE COURSE, RUDDER IS PUT AMIDSHIPS SO THAT SHIP
WILL TURN TO OPPOSITE COURSE.
5. IT TAKES VESSEL BACK INTO HER WAKE. IT SAVES TIME AS LESS DISTANCE IS COVERED.
DISADVANTAGE:
1. IT CANNOT BE CARRIED OUT EFFECTIVELY UNLESS THE TIME ELAPSED BETWEEN
OCCURRENCE OF THE INCIDENT AND THE COMMENCEMENT OF THE MANEUVER IS KNOWN.
2. IF THE TIME ELAPSED IS TOO LESS THEN THE DISTANCE OF ABOUT 1-2 NM BETWEEN THE
MANEOUVRE START POINT AND THE TIME WHEN SHE COMES TO HER RECIPROCAL COURSE
IS LEFT UNSEEN. THERE ARE CHANCES OF THE PERSON BEING IN THIS AREA.

SINGLE DELAY TURN:

1. VESSEL IS CONTINUED ON ORIGINAL COURSE FOR A FEW MINUTES DEPENDING ON THE
SPEED, LENGTH OF THE SHIP AND HER TACTICAL DIAMETER.
2. THEN HELM PUT HARD OVER ON EITHER SIDE.
3. WHEN THIS TURN IS RESORTED TO, RELEASING THE SECOND LIFEBUOY MAY BE USEFUL IN
ESTBILISHING A LINE OF DIRECTION FOR THE SHIP AS SHE RETURNS.
4. SPEED IS REDUCED IN LATTER HALF OF THE TURN AND STRAIGHT LINE MADE FOR MOB.

DOUBLE TURN:
1. THE MAN IN THE WATER REMAINS ON THE SAME SIDE OF THE SHIP THROUGHOUT THIS
MANEUVER.
2. INITIALLY, A TURN IS MADE UNDER FULL HELM TOWARDS THE VICTIM AND THE SHIP
STEADIED ON RECIPROCAL COURSE.
3. A STRAIGHT RUN IS THEN MADE UNTIL THE MAN IS APPROXIMATELY THREE POINTS ABAFT
THE BEAM.
4. NOW ANOTHER FULL TURN IS MADE. THE SHIP IS AGAIN BROUGHT ROUND, BUT THIS TIME IS
STEADIED ON THE ORIGINAL COURSE AND PLACED SLIGHTLY TO WINDWARD OF MAN, SO
THAT THE SHIP CAN DRIFT TOWARDS HIM WHEN THE SPEED IS REDUCED.
5. THE AUTOMATIC RETURN FEATURE OF THIS TURN CAN BE USED ONLY IF THE MAN CAN BE
CLEARLY KEPT IN SIGHT.
IAMSAR

QUESTIONS ASKED:
1. IN A SAR OPERATION HOW IF THE CO-ORDINATION CARRIED OUT ON THE SCENE OF THE
DISTRESS. IN CASE YOU HAVE BEEN SELECTED AS THE ON-SCENE COMMANDER, WHAT ARE
YOUR DUTIES AS PER IAMSAR. EXPLAIN SECTOR SEARCH (JAN 08, MAY 08, MAY 09)
2. WHAT IS THE PURPOSE OF IAMSAR? DESCRIBE NATIONAL AND REGIONAL SAR SYSTEM
ORGANISATION. DESCRIBE SUITABLE SEARCH PATTERN FOR A MAN-OVERBOARD WITH
ONLY ONE SHIP AT LOCATION (AUG 08)
3. WHAT ARE THE DUTIES OF SMCs AND OSCs. DESCRIBE PARALLEL SWEEP SEARCH.(JAN09)
4. CONTENTS OF IAMSAR VOL III. (JUL 09)
5. WHAT ARE THE OBLIGATIONS OF THE MASTER ON RECEIVING A DISTRESS MESSAGE. WHAT
IS THE LEGALITY OF SUCH OBLIGATION? DESCRIBE VARIOUS SEARCH PATTERNS AS PER
IAMSAR. (FEB 10)

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THE PURPOSE OF IAMSAR IS TO PROVIDE GUIDANCE TO THOSE WHO:
1. OPERATE AIRCRAFT, VESSELS OR OTHER CRAFT, AND WHO MAY BE CALLED UPON TO USE
THE FACILITY TO SUPPORT SAR OPERATIONS.
2. MAY NEED TO PERFORM ON-SCENE CO-ORDINATOR FUNCTIONS FOR MULTIPLE FACILITIES
IN THE VICINITY OF A DISTRESS SITUATION.
3. EXPERIENCE ACTUAL OR POTENTIAL EMERGENCIES, AND MAY REQUIRE SEARCH AND
RESCUE (SAR) ASSISTANCE.
IAMSAR VOL III: MOBILE FACILITIES:
IT IS INTENDED TO BE CARRIED ABOARD RESCUE UNITS, AIRCRAFT AND VESSEL TO HELP
PERFORMANCE OF SAR AND ON SCENE FUNCTION SAR ASPECTS INVOLVING THEIR OWN
EMERGENCIES. THUS IT PROVIDES GUIDANCE ON SAR ASPECTS TO ALL THESE THREE
CATEGORIES.

CONTENTS OF VOL III:

ABBREVIATIONS AND ACRONYMS
GLOSSARY
SECTION I : OVERVIEW
SECTION II: RENDERING ASSISTANCE
SECTION III: ON SCENE COORDINATION
SECTION IV: ON BOARD EMERGENCIES
APPENDIX A: REG V / 10- OF SOLAS
APPENDIX B: SEARCH ACTION MESSAGE
APPENDIX C: FACTORS AFFECTING OBSERVER EFFECTIVENESS
APPENDIX D: STANDARD FORMAT FOR SITREP
APPENDIX E: SAR BRIEFING AND DEBRIEFING FORM

DUTIES AND OBLIGATIONS OF A MASTER ON RECEIVING A DISTRESS MESSAGE

UNDER LONG-STANDING TRADITIONS OF THE SEA AND VARIOUS PROVISIONS OF
INTERNATIONAL LAW, SHIP MASTERS ARE OBLIGATED TO ASSIST OTHERS IN DISTRESS AT SEA
WHENEVER THEY CAN SAFELY DO SO. THE RESPONSIBILITIES TO RENDER ASSISTANCE TO A
DISTRESSED VESSEL OR AIRCRAFT ARE BASED ON HUMANITARIAN CONSIDERATIONS AND
ESTABLISHED INTERNATIONAL PRACTICE. SPECIFIC OBLIGATIONS CAN BE FOUND IN SEVERAL
CONVENTIONS, INCLUDING THE FOLLOWING:
1. CONVENTION ON INTERNATIONAL CIVIL AVIATION
2. INTERNATIONAL CONVENTION ON MARITIME SEARCH AND RESCUE
3. REGULATION V/33 OF SOLAS.

THE SAR SYSTEM HAS THREE GENERAL LEVELS OF COORDINATION AND VARIOUS
COORDINATORS ARE:
1. SAR COORDINATORS (SCs): THEY ARE TOP LEVEL SAR MANAGERS. EACH STATE WILL HAVE
ONE OR MORE PERSONS OR AGENCIES.
THEY HAVE OVERALL RESPONSIBILITY FOR:
1. ESTABLISHING, STAFFING, EQUIPPING & MANAGING SAR SYSTEM,
2. ESTABLISHING RCCS & RSCS,
3. PROVIDING OR ARRANGING FOR SAR FACILITIES,
4. COORDINATING SAR TRAINING,
5. DEVELOPING SAR POLICIES.

2. SAR MISSION COORDINATOR: EACH SAR OPERATION IS CARRIED OUT UNDER THE
GUIDANCE OF AN SMC. THIS FUNCTION EXISTS ONLY FOR THE DURATION OF A SPECIFIC SAR
INCIDENT AND IS NORMALLY PERFORMED BY THE RCC CHIEF OR A DESIGNEE. THE SMC
MAY HAVE ASSISTING STAFF.

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SMC DUTIES INCLUDE:
1. OBTAIN AND EVALUATE ALL DATA ON EMERGENCY,
2. ASCERTAIN TYPE OF EMERGENCY EQUIPMENT CARRIED BY DISTRESSED CRAFT
REMAIN INFORMED OF PREVAILING ENVIRONMENTAL CONDITIONS,
3. PLOT THE AREAS TO SEARCH AND DECIDE ON METHODS AND FACILITIES TO BE USED,
4. DEVELOP THE SEARCH ACTION PLAN AND RESCUE ACTION PLAN,
5. COORDINATE THE OPERATION WITH ADJACENT RCCS WHEN APPROPRIATE,
6. ARRANGE FOR DELIVERY OF SUPPLIES FOR SURVIVORS,
7. MAINTAIN ACCURATE AND CHRONOLOGICAL RECORD,
8. ISSUE PROGRESS REPORTS,
9. RECOMMEND TO RCC CHIEF THE ABANDONING/SUSPENDING OF THE SEARCH,
10. RELEASE SAR FACILITIES WHEN ASSISTANCE NO LONGER REQUIRED,
11. PREPARE A FINAL REPORT.

3. ON SCENE COORDINATOR: WHEN TWO OR MORE SAR FACILITIES ARE WORKING TOGETHER
ON THE SAME MISSION, ONE PERSON ON-SCENE MAY BE NEEDED TO COORDINATE THE
ACTIVITIES OF ALL PARTICIPATING FACILITIES. THE SMC DESIGNATES AN OSC, WHO MAY
BE THE PERSON IN CHARGE OF A:
1. SRU, SHIP OR AIRCRAFT PARTICIPATING IN SEARCH, OR NEARBY FACILITY IN POSITION
TO HANDLE OSC DUTIES.
2. THE PERSON IN CHARGE OF THE FIRST FACILITY TO ARRIVE AT THE SCENE WILL
NORMALLY ASSUME THE OSC FUNCTION UNTIL THE SMC ARRANAGES FOR THE PERSON
TO BE RELIEVED.

DUTIES OF OSC WILL INCLUDE:

1. COORDINATE OPERATIONS OF ALL SAR FACILITIES ON-SCENE,
2. RECEIVE SEARCH ACTION PLAN OR RESCUE ACTION PLAN FROM THE SMC OR PLAN THE
SAME, IF NO PLAN IS OTHERWISE AVAILABLE,
3. COORDINATE ON SCENE COMMUNICATIONS,
4. MONITOR THE PERFORMANCE OF OTHER PARTICIPATING FACILITIES,
5. MAKE PERIODIC SITUATION REPORTS (SITREPS),
6. MAINTAIN A DETAILED RECORD OF THE OPERATION,
7. MAINTAIN COMMUNICATION WITH SMC.

PLANNING AND CONDUCTING THE SEARCH:

SEARCH PATTERNS AND PROCEDURES MUST BE PREPLANNED SO AS TO ENABLE MINIMUM
DELAY, RISKS AND MAXIMUM EFFICIENCY. STANDARD SEARCH PATTERNS HAVE BEEN
DEVISED TO MEET DIFFERING SITUATIONS. THEY ARE BASED ON VISUAL SEARCH AND HAVE
BEEN SELECTED FOR SIMPLICITY AND EFFECTIVENESS.
1. THE OSC SHOULD OBTAIN A SEARCH ACTION PLAN FROM THE SMC VIA THE RCC OR RSC
ASAP.
2. OSC SHOULD KEEP THE SMC INFORMED AT REGULAR INTERVALS AND WHENEVER THE
SITUATION HAS CHANGED.
3. DATUM IS ESTABLISHED, WHICH DEPENDS:
REPORTED POSITION AND TIME OF THE SAR INCIDENT.
TIME INTERVAL BETWEEN INCIDENT AND ARRIVAL OF SAR FACILITIES
ESTIMATED MOVEMENT OF DISTRESSED CRAFT DUE TO DRIFT
4. TRACK SPACING: MOST SEARCH PATTERNS CONSIST OF PARALLEL TRACKS OR SWEEPS
COVERING A RECTANGULAR AREA. THE DIFFERENCE BETWEEN ADJACENT TRACKS IS
CALLED THE TRACK SPACING.
RECOMMENDED UNCORRECTED TS ARE PROVIDED IN IAMSAR MANUAL ALONG WITH
CORRECTION FACTORS WHICH DEPEND ON WEATHER CONDITIONS. UNCORRECTED TS IS
MULTIPLIED BY CORRECTION FACTOR TO GET THE RECOMMENDED CORRECT TS.TS DOES
NOT APPLY TO SECTOR SEARCH PATTERN. TS IS DENOTED BY S.

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5. SEARCHING SPEED: ALL FACILITIES SHOULD PROCEED AT SAME SPEED AS DIRECTED BY
OSC. THIS IS NORMALLY THE MAXIMUM SPEED OF THE SLOWEST SHIP.
6. SEARCH AREA: SEARCH RADIUS IS COMPUTED USING 2 METHODS:
1) IF SEARCH TO COMMENCE IMMEDIATELY, ASSUME R = 10 NM
2) COMPUTE THE AREA AS ADVISED IN IAMSAR
A = V X T X S; S = TS , T = TIME FOR WHICH CRAFT WILL SEARCH, V = CRAFT’S SPEED.
7. GENERAL: A SMALL OBJECT COULD EASILY BE MISSED DURING DAYTIME, BUT ITS LIGHTS,
FLARES ETC CAN BE EASILY SEEN AT NIGHT. IT IS A GOOD IDEA WHEN SEARCHING FOR
SURVIVORS TO STOP ENGINES AND LISTEN TO CRIES FOR HELP OR SEARCH FOR ANY LIGHTS
AT NIGHT.
VARIOUS SEARCH PATTERNS:
1. EXPANDING SQUARE SEARCH (SS):
1. MOST EFCETIVE WHEN LOCATION OF OBJECT KNOWN,
2. CSP IS ALWAYS THE DATUM,
3. APPROPRIATE FOR SMALL VESSELS AND BOATS TO SEARCH FOR SURVIVORS IN WATER
WITH LITTLE OR NO LEEWAY,
4. ACCURATE NAVIGATION REQUIRED. FIRST LEG USUALLY ORIENTED DIRECTLY INTO THE
WIND TO MINIMIZE NAVIGATIONAL ERRORS.

2. SECTOR SEARCH (VS):

1. MOST EFFECTIVE WHEN POSITION OF SEARCH OBJECT ACCURATELY KNOWN AND
SEARCH AREA IS SMALL,
2. USED TO SEARCH A CIRCULAR AREA CENTERED ON DATUM POINT.
3. DUE TO SMALL AREA INVOLVED PROCEDURE MUST NOT BE USED SIMULTANEOUSLY BY
MULTIPLE VESSELS/ AIRCRAFTS,
4. AN AIRCRAFT AND A VESSEL MAY BE USED TOGETHER TO PERFORM INDEPENDENT
SECTOR SEARCHES OF SAME AREA,
5. A SUITABLE MARKER (SMOKE FLOAT OR RADIO BEACON) MAY BE DROPPED AT DATUM
POINT FOR REFERENCE OR NAVIGATIONAL MARK,
6. FOR VESSELS, SEARCH PATTERN RADIUS IS USUALLY BETWEEN 2 NM AND 5 NM AND
TURN IS 120 DEGREES, NORMALLY TO STARBOARD.

3. TRACK LINE SEARCH (TS):

1. NORMALLY USED WHEN AN AIRCRAFT OR VESSEL HAS DISAPPEARED WITHOUT A TRACE
ALONG A KNOWN ROUTE,
2. OFTEN USED AS INITIAL SEARCH EFFORT DUE TO EASE OF PLANNING AND
IMPLEMENTATION,
3. CONSISTS OF RAPID AND REASONABLY THOROUGH SEARCH ALONG INTENDED ROUTE OF
THE DISTRESSED CRAFT.
4. SEARCH MAY BE ALONG ONE SIDE OF TRACK LINE AND RETURN IN THE OPPOSITE
DIRECTION ON THE OTHER SIDE (TSR: TRACK LINE SEARCH, RETURN),
5. SEARCH MAY BE ALONG THE INTENDED TRACK AND ONCE ON EACH SIDE, THEN , THEN
SEARCH FINALLY CONTINUES ON ITS WAY AND DOES NOT RETURN (TSN: TRACK LINE
SEARCH, NOT RETURN),
6. AIRCRAFTS ARE FREQUENTLY USED FOR TS DUE THEIR HIGH SPEED.

4. PARALLEL SWEEP SEARCH (PS):

1. USED TO SEARCH A LARGE AREA WHEN SURVIVOR LOCATION NOT KNOWN,
2. MOST EFFECTIVE OVER WATER OR FLAT TERRAIN,
3. THE CSP IS IN ONE CORNER OF THE SUB AREA, ONE HALF TRACK INSIDE THE RECTANGLE
FROM EACH OF THE TWO SIDES FORMING THE CORNER,
4. SEARCH LEGS ARE PARALLEL TO EACH OTHER AND TO THE LONG SIDES OF THE SUB
AREA,
5. IT CAN BE USED BY 2, 3, 4, 5 OR MORE SHIPS.

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5. CREEPING LINE SEARCH, COORDINATED (CSC):
1. THE AIRCRAFT DOES MOST OF THE SEARCHING, WHILE SHIP STEAMS ALONG A COURSE
AT A SPEED AS DIRECTED BY OSC,
2. IT GIVES A HIGHER PROBABILITY OF DETECTION THAN CAN NORMALLY BE ATTAINED
BY AN AIRCRAFT SEARCHING ALONE,
3. SHIP SPEED VARIES ACCORDING TO SPEED OF AIRCRAFT AND SIZE OF THE PATTERN.

6. CONTOUR SEARCH (OS):

1. USED AROUND MOUNTAINS AND IN VALLEYS WHEN SHARP CHANGES IN ELEVATION
MAKE OTHER PATTERNS NOT PRACTICAL,
2. SEARCH IS STARTED FROM HIGHEST PEAK AND GOES FROM TOP TO BOTTOM WITH NEW
SEARCH ALTITUDE FOR EACH CIRCUIT,
3. SEARCH ALTITUDE INTERVALS MAY BE 150M TO 300M,
4. IF THE MOUNTAIN CANNOT BE CIRCLED, SUCCESSIVE SWEEPS AT THE SAME ALTITUDE
INTERVALS AS LISTED ABOVE SHOULD BE FLOWN ALONG ITS SIDE,
5. VALLEYS ARE SEARCHED IN CIRCLES, MOVING THE CENTRE OF THE CIRCUIT ONE TRACK
SPACING AFTER EACH COMPLETED CIRCUIT.

CONCLUSION OF SEARCH:
1. UNSUCCESSFUL SEARCH: THE SEARCH TO BE CONTINUED UNTIL ALL REASONABLE HOPES
OF FINDING ANY SURVIVORS IS OVER. THE FACTORS TO DETERMINE TERMINATION OF
SEARCH ARE:
1. PROBABILITY THAT THE SURVIVORS, IF ALIVE, WERE IN THE AREA,
2. PROBABILITY OF DETECTION OF SEARCH OBJECT, IF IN THE AREA,
3. ENDURANCE OF SEARCH UNITS,
4. PROBABILITY OF SURVIVORS BEING ALIVE.
2. SUCCESSFUL SEARCH: THE OSC SHOULD ENSURE THAT ALL SURVIVORS ARE ACCOUNTED
FOR. THE OSC SHOULD INFORM ALL SEARCH UNITS OF TERMINATION OF SEARCH AND
INFORM THE SMC:
1. THE TOTAL NUMBER OF PERSONS WHO WERE ONBOARD THE DISTRESSED CRAFT,
2. NUMBER AND DESTINATIONS OF SHIPS WITH SURVIVORS AND NUMBER AND IDENTITIES
OF SURVIVORS ON EACH SHIP,
3. PHYSICAL CONDITION OF THE SURVIVORS,
4. WHETHER MEDICAL AID IS REQUIRED OR NOT,
5. STATE OF THE DISTRESSED CRAFT AND IF IT IS A HAZARD TO NAVIGATION.

VESSEL TRAFFIC SERVICES

QUESTIONS ASKED:
1. DESCRIBE SALIENT FEATURES OF VESSEL TRAFFIC SERVICES, SHIP REPORTING SYSTEM? (MAY
08)
2. DEFINE VTS. WHAT ARE ITS MAIN AND AUXILLARY PURPOSES? DESCRIBE ITS MAIN PARTS,
RESOURCES AND FUNCTIONS IN DETAILS (AUG 08)
3. EXPLAIN THE COMMON THEME IN SHIP ROUTEING, SHIP REPORTING SYSTEMS AND VESSEL
TRAFFIC SERVICES. DESCRIBE HOW A VTS ASSISTS IN ACHIEVING SAFETY AND EFFICIENCY IN
NAVIGATION. (JAN 09)
4. TRAFFIC SEPARATION SCHEME AND VTS HAVE GREATLY CONTRIBUTED TO REDUCTION IN SHIP
COLLISIONS. DISCUSS THIS STATEMENT AND JUSTIFY. (JUL 09)

VESSEL TRAFFIC SERVICES

OBJECTIVES OF THE VTS, AS SHIP’S ROUTEING AND SHIP REPORTING SYSTEMS, IS TO IMPROVE
SAFETY OF NAVIGATION, SAFETY OF LIFE AT SEA AND PROTECTION OF MARINE ENVIRONMENT.
VARIOUS OFFSHORE INSTALLIONS AND THE NATURE OF TRAFFIC AND TOPOGRAPHY OF AN AREA
CREATES A HINDERANCE AND DANGER FOR NAVIGATION AND THUS INCREASES THE RISK OF
COLLISION.

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AS PER IMO “A VTS IS A SERVICE PROVIDED BY A COMPETENT AUTHORITY TO IMROVE THE SAFETY
AND EFFICIENCY OF NAVIGATION AND ALSO PROTECT THE MARINE ENVIRONMENT. THE SERVICE
SHOULD HAVE THE ABILITY TO INTERACT WITH THE TRAFFIC AND TO RESPOND TO TRAFFIC
SITUATIONS, DEVELOPING IN THE VTS AREA.”

TYPES OF VTS:
1. COASTAL VTS: IT IS MAINLY CONCERNED WITH THE VESSEL TRAFFIC PASSING THROUGH THE
AREA. IT RENDERS AN INFORMATION SERVICE ONLY.
2. PORT/HARBOUR VTS: THIS IS MAINLY CONCERNED WITH THE VESSEL TRAFFIC TO AND FROM A
PORT OR HARBOUR(S). IT USUALLY PROVIDES NAVIGATIONAL ASSISTANCE AND/OR A TRAFFIC
ORGANISATION SERVICE.

PRIMARY PURPOSES OF A VTS:

1. PREVENTION OF POLLUTION.
2. IMPROVE SAFETY AND EFFICIENCY OF NAVIGATION.
3. PORT AND HARBOUR TRAFFIC SURVEILLANCE.
4. MAINTAINING THE RESPECTIVE TSS, NAVIGATION MARKS AND WATERWAYS.
5. PLANNING NAVIGATION AND MOVEMENT OF SHIPS TO AVOID CONGESTION IN THE AREA.
6. PROVIDING NAVIGATIONAL ASSISTANCE AND INFORMATION ABOUT THE MOVEMENT OF
TRAFFIC IN THE VICINITY.
7. MONITORING THE TRAFFIC IN THE VICINITY AND GIVING THEM GUIDANCE AS REQUIRED.

AUXILLARY PURPOSES OF A VTS:

1. AREA SURVEILLANCE
2. TRAFFIC SEPARATION SCHEME
3. MOVEMENT REPORTING SCHEME
4. VESSEL TRAFFIC CENTRE

PARTS OF VTS:
1. AREA SURVEILLANCE
2. TRAFFIC SEPARATION SCHEME
3. MOVEMENT REPORTING SCHEME
4. VESSEL TRAFFIC CENTRE

RESOURCES OF A VTS:
1. FOR SURVEILLANCE: RADARS, SATELLITES, GPS TRANSPONDERS, WEATHER SENSORS, CLOSED
CIRCUIT T.V., PATROL BOATS AND LOW RANGE AIR CRAFTS.
2. FOR TSS: SEPARATION SCHEMES, SEPARATION ZONES, COASTAL AND INSHORE TRAFFIC,
PRECAUTIONARY AREAS, BUOYAGE SYSTEM.
3. FOR MRS: RADARS, PATROL BOATS, VHF/ HF OR SATELLITE
4. FOR VTC: CONTROL TOWER, VISUAL SIGHTINGS, RADARS, COMPUTERS, LIGHT VESSELS AND
MICROWAVE LINKS.

THE ADVANTAGES OF IMPLEMENTING A VTS:

1. IT PERMITS IDENTIFICATION AND MONITORING OF VESSELS.
2. VESSEL MOVEMENTS CAN BE PLANNED AND NAVIGATIONAL INFORMATION AND ASSISTANCE
PROVIDED.
3. IT IS ALSO USEFUL IN POLLUTION PREVENTION AND THE CO-ORDINATION OF POLLUTION
RESPONSE.
4. COLLISION AVOIDANCE
5. MORE CONFIDENCE INSTILLED IN THE NAVIGATOR
6. OPTIMUM USE OF SPACE
7. INCREASED TURNOVER OF SHIPS
8. READY AVAILABILITY OF NAVIGATIONAL WARNINGS
9. BETTER MONITORING AND ASSISTANCE TO DISABLED SHIP
10. BETTER MONITORING AND ASSISTANCE TO DISABLED SHIPS.

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TOWING AND E.T.A.
QUESTIONS ASKED:
1. YOUR VESSEL IS REQUIRED TO TOW A DISABLED VESSEL. DISCUSS THE VARIOUS ASPECTS OF
THIS OPERATION IN CONTEXT WITH: PREPARING YOUR VESSEL, MEANS OF TOWING, MAKING
CONTACT, PRECAUTIONS TO BE OBSERVED DURING THE VOYAGE. (JAN 08), (NOV 09)
2. WITH THE HELP OF A SKETCH, DESCRIBE THE ARRANGEMENT OF EMERGENCY TOWING CARRIED
ONBOARD TANKERS. WHAT IS ITS PURPOSE. (NOV 08), (JAN 09)

PREPARATION OF OWN VESSEL

1. THE MASTER SHOULD CHECK THAT HE IS PERMITTED TO CARRY OUT THE TOWING OPERATION
UNDER THE CHARTER PARTY AND BILLS OF LADING.
2. IN ANY CASE, THE AGREEMENT SHOULD BE CONFIRMED WITH THE OWNERS, WHO WILL HAVE
TO ARRANGE FOR ADDITIONAL INSURANCE COVER.
3. THE MASTER OF THE DAMAGED SHIP WILL DECIDE THE PLACES OF REFUGE.
4. A TOWING CERTIFICATE WILL BE ISSUED WHICH WILL INDICATE THE GENERAL ROUTE,
INDICATING ANY SPECIAL CONDITIONS.
5. A CONTINGENCY PLAN SHOULS BE IN PLACE FOR ADVERSE WEATHER, PARTICULARLY OF
ARRANGEMENT FOR HEAVING-TO AND TAKING SHELTER.
6. TOWS SHOULD EXHIBIT LIGHTS AND SHAPES AS PER COLREGS AND IN MANNED SOUND
APPROPRIATE SOUND SIGNALS.
7. THE MASTERS OF BOTH THE VESSELS SHOULD BE SATISFIED THAT THE TOWING OPERATION HAS
A REASSONABLE CHANCE OF SUCCESSFUL COMPLETION, CONSIDERING THE SIZE OF THE SHIPS,
POWER OF THE ENGINES, FUEL RESERVES, EQUIPMENT AVAILABLE AND DISTANCE TO A SAFE
PORT.
8. THE MASTERS SHOULD HAVE SUFFICIENT WEATHER DATA. FOR A TOW UPTO 5 YEARS
STATICTICS UPTO ONE YEAR ARE CONSIDERED. FOR A TOW MORE THAN 5 DAYS, THAT OF LAST
TEN YEARS ARE CONSIDERED TO DETERMINE THE MOST UNFAVOURABLE WEATHER
CONDITIONS EXPERIENCED ON THE PASSAGE.
ADDITIONAL PREPARATION FOR THE VESSEL BEING TOWED
1. PRIOR TO SAILING THE W/T INTEGRITY IS TO BE CHECKED.
2. WHEN APPROPRIATE THE RUDDER TO BE SECURED AMIDSHIPS AND MEASURES TAKEN TO
PREVENT THE PROPELLER SHAFT FROM TRAILING DURING THE TOW.
3. THE TOW SHOULD BE AT A SUITABLE DRAUGHT AND SUFFICIENTLY TRIMMED FOR THE
VOYAGE.
4. IT IS TO HAVE ADEQUATE INTACT STABILITY IN ALL CONDITIOND EXPECTED DURING THE
VOYAGE.
5. THE TOW SHOULD BE EQUIPPED WITH A SUITABLE ANCHOR TO HOLD IT IN SEVERE WEATHER.
THIS SHOULD HAVE AN EMERGENCY RELEASE SYSTEM.
6. THE TOW SHOULD BE EQUIPPED WITH LIFEJACKETS AND LIFEBUOYS EVEN IF PERSONNEL
BOARD IT FOR A SHORT PERIOD OF TIME. FOR LONGER PERIODS LIFERAFTS ARE TO BE
PROVIDED. IF THE TOW WILL BE CONTINUOUSLY MANNED, IT SHOULD BE EQUIPPED WITH
DISTRESS SIGNALS, PROPER LSA AND FFA GEAR AND RADIO COMMUNICATION EQUIPMENT.
7. THE TOW SHALL HAVE BOARDING FACILITIES RIGGED ON BOTH SIDES FOR USE AT ALL TIMES.
8. THE TOW IS TO HAVE A CERTIFICAT OF FITNESS TO BE TOWED.
9. THE QUANTITY OF OIL ONBOARD TO BE KEPT MINIMUM FOR THE TOWING OPERATION AND
SAFETY, TO REDUCE THE POLLUTION RISK.
MEANS OF TOWING
1. THE EQUIPMENT TO BE USED SHOULD BE OF ADEQUATE STRENGTH AND SUITABLE FOR THE
PARTICULAR TOW.
2. THE DESIGN OF THE TOW FITTINGS SHOULD BE SUCH SO AS TO WITHSTAND EVEN THE MOST
UNFAVOURABLE WEATHER CONDITIONS.
3. THERE SHOULD BE SUFFICIENT SPARES ONBOARD TO REMAKE THE TOW IN CASE IT PARTS.
4. THE TOWING VESSEL SHOULD HAVE A SECONDARY MEANS SO THAT IT IS READILY
RECOVERABLE BY THE TOWING SHIP, IN CASE THE PRIMARY EQUIPMENT FAILS.
5. ALL WIRE ENDS SHOULD BE HARD EYES.

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6. GOB ROBS SHOULD BE USED TO PREVENT ATHWARTSHIP PULL.
7. A BRIDLE SHOULD BE USED TO CONNECT THE MAIN TOWING ROPE TO THE TOW.
8. CHAINS TO BE USED IN CHAFING AREAS.
9. THE MAIN TOWLINE CAN BE A STEEL OR A FIBRE ROPE.
10. IN PLANNES TOWING, THE TOW HAS A BRIDLE SECURED TO STRONGPOINTS, THE OTHER ENDS
SHACKLED TO A MONKEY PLATE, TO WHICH IS ALSO SECURED THE TOWING PENNANT. THE
TOWING PENNANT AND THE MAIN TOWLINE IS CONNECTED BY A SHOCK-LINE.
11. THE ANCHOR CABLE CAN ALSO BE USED AS A MEANS OF TOWING, IT ALSO PROVIDES THE NICE
CATENARY THUS ELIMINATING THE USE OF A SPRING LINE.
MAKING CONTACT
1. THE METHOD USED DEPENDS ON THE WEATHER CONDITIONS. IN VERY BAD WEATHER, IF THERE
IS NO URGENCY, IT IS MORE SENSIBLE TO WAIT FOR THE WEATHER TO IMPROVE.
2. AFTER ASCERTAINING THE RELATIVE DRIFT, THE TOWING MASTER WILL MANEOUVRE HIS SHIPS
CLOSE TO THE OTHER SHIPS STERN OR BOW.
3. THE CONNECTION IS ESTABILISHED BY A HEAVING LINE OR LTA.
4. A FLOATING LINE WITH A BUOY MAY ALSO BE STREAMED BY THE EITHER SHIP TO BE PICKED UP
BY THE OTHER SHIP.
5. IN SUITABLE WEATHER CONDITIONS, A BOAT CAN BE LOWERED TO CARRY THE MESSENGER
LINE ACROSS.
6. WHEN PASSING LINES THE TWO SHIPS SHOULD NOT HAVE ANY WAY ON OTHER THAN DRIFT.
7. THE MESSENGER IS CONNECTED TO THE TOWLINE, WHICH IS SECURED FOR THE TOWING.
8. A SECOND MESSENGER LINE SHOULD ALSO BE PASSED AND SECURED FOR USE IN EMERGENCY
IF THE TWLINE PARTS. THIS STANDBY MESSENGER LINE SHOULD HAVE SUFFICIENT SLACK TO
PREVENT IT FROM TAKING WEIGHT IF THE TOWLINE PARTS.
STARTING THE TOW
1. THE TOWLINE SHOULD NEVER BE STRESSED OTHERWISE IT WILL PART.
2. THE ENGINES SHOULD BE STARTED AT A MINIMUM RPM AND THE TOWLINE VEERED FROM BOTH
ENDS UNTIL THE REQUIRED LENGTH IS PAID OUT.
3. AS THE STRAIN IS FELT ON THE TOWLINE, THE ENGINE RPM IS REDUCED FOR A WHILE AND THEN
INCREASED AGAIN AS THE TOW BUILDS A MOMENTUM
4. THE ENGINE SHOULD BE USED ASTERN AS IT CAN FOUL THE TOW LINE.
5. THE CATENARY OF THE TOWLINE SHOULD NEVER BE LOST AS IT ACTS AS A GOOD SHOCK
ABSORBER.
6. THE TOW LINE SHOULD ALWAYS BE TOUCHING THE WATER.
PRECAUTIONS DURING THE PASSAGE
1. THE TOWLINE SHOULD NEVER BREAK THE WATER SURAFCE.
2. THE NIPS OF THE TOWLINES SHOULD BE FRESHENED REGULARLY.
3. THE FAIRLEADS TO BE GREASED EVERY WATCH TO PREVENT FRICTION, PADDING OR CANVAS
RENEWED AS REQUIRED.
4. IF THE TOWLINE TENDS TO BREAK SURFACE, THE SPEED SHOULD BE REDUCED OR THE LINE
LENGTHENED.
5. CARE SHOULD BE TAKEN DURING ALTERING COURSE TO AVOID STRESS ON THE TOWLINE,
CHANGES TO BE MADE IS SMALL STEPS.
EMERGENCY PROCEDURES
1. EMERGENCY STOPPING: THE QUICKEST WAY OF STOPPING IS BY TURNING THE TOW IN A TIGHT
CIRCLE, WHICH REDUCES THE FORWARD MOTION STRAIGHTAWAY.
2. CONTINGENCY PLANS: THESE SHOULD EXIST ONBOARD FOR THR FOLLOWING CASES:
1. THE TOW LISTING OR TRIMMING EXCESSIVELY,
2. SHIFTING OF CARGO IN THE TOW,
3. FIRE ON THE VESSELS,
4. FLOODING OF THE VESSELS,
5. PARTING OF TOWLINE,
6. MANOVERBOARD ON THE VESSELS,
7. MAIN ENGINE FAILURE ON THE TOWING VESSEL,
8. NAVIGATION IN RESTRICTED VISIBILITY,
9. ONSET OF HEAVY WEATHER,
10. SINKING OF THE TOW.

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