The towing pennant should have a hard eye-formed termination allowing connection to a standard bow shackle.ĭesigns of emergency towing arrangements in accordance with these Guidelines should be prototype tested to the satisfaction of the Administration.ģ. The chafing chain should be stowed in such a way that it can be rapidly connected to the strongpoint. The other end should be fitted with a standard pear-shaped open link allowing connection to a standard bow shackle. One end of the chafing chain should be suitable for connection to the strongpoint. A chain extending from the strongpoint to a point at least 3 m beyond the fairlead should meet this criterion. The chafing chain should be long enough to ensure that the towing pennant remains outside the fairlead during the towing operation. The chafing chain should be stud link chain. If a chafing chain is to be used, it should have the following characteristics: The fairlead should be located as close as possible to the deck and, in any case, in such a position that the chafing chain is approximately parallel to the deck when it is under strain between the strongpoint and the fairlead.ĭifferent solutions on design of chafing gear can be used. The vending ratio (towing pennant bearing surface diameter to towing pennant diameter should be not less than 7 to 1.) The fairlead should give adequate support for the towing pennant during towing operation which means bending 90°to port and to starboard side and 30°vertical downwards. The strongpoint can be designed integral with the fairlead.įairleads should have an opening large enough to pass the largest portion of the chafing gear, towing pennant or towing line. The inboard end fastening should be a stopper or bracket or other fitting of equivalent strength. The bow and stern strongpoint and fairleads should be located so as to facilitate towing from either side of the bow or stern and minimize the stress on the towing system. The towing pennant should have a length of at least twice the lightest seagoing ballast freeboard at the fairlead plus 50 m.Ģ.5 Location of strongpoint and fairlead: up to 90° from the ship’s centerline to port and starboard and 30° vertical downwards.Ģ.3.2 Other components should have a working strength sufficient to withstand the load to which such components may be subjected during the towing operation. The strength should be sufficient for all relevant angles of towline, i.e. The major components of the towing arrangements should consist of the following:Ģ.3.1 Towing components as specified in 2.2 for strength should have a working strength of at least 1,000 kN for tankers of 20,000 tonnes deadweight and over but less than 50,000 tonnes deadweight and at least 2,000 kN for tankers of 50,000 tonnes deadweight and over(working strength is defined as one half ultimate strength). Figure shows arrangements which may be used as reference. The arrangements should at all times be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing vessel. The emergency towing arrangements should be so designed as to facilitate salvage and emergency towing operations on tankers primarily to reduce the risk of pollution. REQUIREMENTS FOR THE ARRANGEMENTS AND COMPONENTS:
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