BS ISO 16548-2013 Ships and marine technology Ship design General guidance on emergency towing procedures《船舶和海洋技术 船舶设计 应急牵引规程的通用指南》.pdf

《BS ISO 16548-2013 Ships and marine technology Ship design General guidance on emergency towing procedures《船舶和海洋技术 船舶设计 应急牵引规程的通用指南》.pdf》由会员分享，可在线阅读，更多相关《BS ISO 16548-2013 Ships and marine technology Ship design General guidance on emergency towing procedures《船舶和海洋技术 船舶设计 应急牵引规程的通用指南》.pdf（42页珍藏版）》请在麦多课文档分享上搜索。

1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationBS ISO 16548:2012Ships and marine technology Ship design General guidance on emergency towing proceduresBS ISO 16548:2012 BRITISH STANDARDNational forewordThis British Standard i

2、s the UK implementation of ISO 16548:2012. The UK participation in its preparation was entrusted to T e c h n i c a l Committee SME/32/-/8, Ships b) Inventory of equipment on board that can be used for emergency towing;c) Means and methods of communication;d) Sample procedures to facilitate the prep

3、aration for and the conducting of emergency towing;e) Organization of tasks; andf) Communication plan listing all information that is required to be communicated to the towing ship.4.1.2 A minimum of three copies should be kept on board and located in the following locations:a) The bridge;b) A forec

4、astle space; andc) The ships office or cargo control room.4.1.3 Owners, operators and crew should take into consideration that the nature of an emergency does not allow time for deliberation. Accordingly, the procedures should be practiced beforehand.4.2 Limitation during towing operation4.2.1 Not a

5、ll ships have the same degree of shipboard equipment, so there may be limits to possible towing procedures. Nevertheless, the intention of this International Standard is to predetermine what can be accomplished.4.2.2 The towing load should not exceed the safe working loads of deck fittings and the a

6、llowable working load of that deck structure as shown in Figures C.1 and C.2. When heavy weather which will significantly increase the towing load is forecasted, special considerations are to be paid to the towing speed, towing line arrangement, and the ships stability.4.2.3 The loading points on st

7、and-rollers are so high that great bending moments are generally transferred to the supporting structures. Consequently, stand-rollers are not to be used in towing line arrangement as far as practicable.2 ISO 2012 All rights reservedBS ISO 16548:2012ISO 16548:2012(E)4.3 Masters response4.3.1 The mas

8、ter of a ship or ship owners representative, when recognizing that the ship is in distress and may need towing assistance, should make the initial notification of the incident to the following parties:a) Flag states;b) Nearest Coastal state; andc) Other relevant parties (shipper, insurer, company, a

9、uthorities, etc.).4.3.2 The master should complete Tables E.1 through E.4 and prepare to communicate with the towing ship.4.3.3 All information in Annexes C and D should be delivered to the towing ship.4.3.4 The master should ensure that towing lines do not become taut until towing lines are tied to

10、 the connection system of the towing ship and that everyone on deck has been notified.4.3.5 When the power system on board is not available or alternative connection procedures are introduced by the towing ship, the master should try to make the best decision possible considering the ships current s

11、tatus in consultation with the towing ship.4.3.6 When an alternative procedure is adopted, it should be clearly communicated to all crew.4.3.7 The master should ensure that survival craft are made ready for use.4.4 Safety considerations4.4.1 The Chief Officer on the mooring deck should be in contact

12、 with the Bridge at all times.4.4.2 Everyone on deck should be equipped with personnel life saving appliances and be alert to avoid hazardous situations such as slips, trips, falls, etc.4.4.3 All crew should be well informed of the work procedures and tasks.4.4.4 When the towing line becomes straine

13、d in tension, all on-deck staff should be evacuated to a safe location.4.4.5 The crew should have a good knowledge of equipment stowage locations and their accessibility. Any identified improvements to stowage arrangements should be implemented.4.4.6 While engaged in towing operations, the minimum n

14、umber of crew essential to carry out duties are to be on deck, and they should never be exposed to a rope or wire under tension or load. Wherever possible, the deck should be cleared of crew while towing.4.4.7 Regular maintenance of emergency towing equipment is of utmost importance for emergency re

15、adiness.4.5 Towing preparations4.5.1 The towed ship is to display the navigation lights, shapes and, if manned, make sound signals required by the International Regulations for Preventing Collisions at Sea, 1972, as amended. Due ISO 2012 All rights reserved 3BS ISO 16548:2012ISO 16548:2012(E)conside

16、ration should be given to the reliability of the lights and sound signals and their ability to function for the duration of the voyage.4.5.2 Prior to sailing, the watertight integrity of the towed ship should be confirmed by an inspection of the closing arrangement for all hatches, valves, air pipes

17、, and other openings through which water might enter. It should also be confirmed that any watertight doors or other closing arrangements within the hull are securely closed and that any portable closing plates are in place.4.5.3 The securing arrangements and weather protection for the cargo, equipm

18、ent and store carried on the towed ship should be carefully examined to ensure that they are adequate for the voyage.4.5.4 When appropriate, the rudder should be secured in the amidships position and measures should be taken to prevent the propeller shaft from turning.4.5.5 The towed ship should be

19、at a suitable draught for the intended voyage.4.5.6 The towed ship should have adequate intact stability in all the loading and ballast conditions to be used during the voyage.4.5.7 Life saving appliances in the form of lifejackets and lifebuoys should be provided whenever personnel are likely to be

20、 on board the towed ship even if only for short periods of time. When personnel are expected to remain on board for longer periods of time, life rafts should be provided. Other life saving appliances, including distress signals, fire appliances and radio equipment, including means of communication w

21、ith the towing ship, should be provided whenever the towed ship is continually manned.5 Decision matrix for determining towing patternThe towing pattern should be decided by the ships master, in consultation with the master of towing ship, by using the following decision matrix (see Annexes A and B)

22、.The ship should be towed from the bow as far as possible. If it is not possible to tow from the bow because of grounding, collision, etc., towing from the stern may be selected as an alternative.For determining the towing pattern, the following status and surrounding conditions should be taken into

23、 account:a) Ships position;b) Weather and sea conditions;c) Short-term marine forecast for the area of the incident;d) Direction and rate of drift;e) Weather forecast for the area of emergency towing operation;f) Distance and estimated time to any possible towing position;g) Availability of propulsi

24、on system; andh) Availability of power supply for deck machinery.4 ISO 2012 All rights reservedBS ISO 16548:2012ISO 16548:2012(E)Annex A (informative) Towing patterns and decision matrixA.1 GeneralTypical towing patterns stated either in this Annex or in IMO DE52/INF.2 are applicable.A.2 Towing from

25、 bowFigures A.1, A.2 and A.3 show the typical arrangements of a towing line connection for towing from bow.Key1 bollard2 towing line3 towing shipFigure A.1 Pattern F1 ISO 2012 All rights reserved 5BS ISO 16548:2012ISO 16548:2012(E)Key1 bollard2 towing line3 delta plate4 towing shipFigure A.2 Pattern

26、 F26 ISO 2012 All rights reservedBS ISO 16548:2012ISO 16548:2012(E)Key1 chain stopper2 chafing chain3 towing line4 towing shipNote Use a chafing chain from a chain stopper or Smit bracket (if ETS is fitted).Figure A.3 Pattern F3A.3 Towing from sternFigures A.4, A.5 and A.6 show the typical arrangeme

27、nts of a towing line connection for towing from stern. ISO 2012 All rights reserved 7BS ISO 16548:2012ISO 16548:2012(E)Key1 bollard2 towing line3 towing shipFigure A.4 Pattern A18 ISO 2012 All rights reservedBS ISO 16548:2012ISO 16548:2012(E)Key1 bollard2 towing line3 delta plate4 towing shipFigure

28、A.5 Pattern A2 ISO 2012 All rights reserved 9BS ISO 16548:2012ISO 16548:2012(E)Key1 strong point2 towing line3 towing shipNote Use a storage drum and strong point (if ETS is fitted).Figure A.6 Pattern A3A.4 Decision matrixTables A.1 and A.2 show the typical decision matrix for towing patterns.10 ISO

29、 2012 All rights reservedBS ISO 16548:2012ISO 16548:2012(E)Table A.1 Decision matrix (if ETS is not fitted)ConditionTowing patternStatusBow SternImminent and immediate dan-ger, e.g. risk of grounding in less than 1 hF1A11. Pattern F1 or A1 is to be used provided that the towing force is controlled s

30、o as not to exceed the Safe Working Load (SWL) of the deck fittings. 2. If the weather is severely bad, the additional towing lines are to be connected between the towed ship and the towing ship.The duration of being towed is longF2A21. If possible, the two (2) sets of towing lines are to be used. 2

31、. If possible, a chain is to be used so that the towing force can be controlled so as not to exceed the Safe Working Load (SWL) of deck fittings.Table A.2 Decision matrix (if ETS is fitted)ConditionTowing patternStatusBow SternImminent and immediate dan-ger, e.g. risk of grounding in less than 1 hF3

32、A31. Pattern A3 is the preferred method in this condition, time of deployment is less than 15 min. 2. Pattern F3 is the alternative if the time allowed is 1 h. ISO 2012 All rights reserved 11BS ISO 16548:2012ISO 16548:2012(E)Annex B (informative) Procedures for connecting towing linesB.1 GeneralTypi

33、cal towing procedures stated either in this Annex or in IMO DE52/INF.2 are applicable.This clause describes the towing patterns of F1, F3, A1, and A3. Similar procedures should be adopted for the other patterns.The typical procedures are introduced for connecting towing lines in either the on-deck p

34、ower available case or not.Any identified improvement recognized through mariners experience should be implemented.In case power is not available on the towed ship to take the towline with mooring winches etc., the towing ship shall prepare light towing gears which can be taken up on the towed ship

35、and connected manually after discussion with the towed ship.In this case, the towed ship shall make good use of tackles and chain blocks available aboard the towed ship for manually hauling in towlines.Necessary gear, if sufficiently light, will be brought to the towed ship to take in the towing lin

36、e.In bad weather/seas, the towing ship shall wait for improvement in heavy seas and carry out the towing line connection within safe capacity as long as there is no imminent danger, e.g. grounding.Should the towing ship be unable to prepare such light towing gears that can be taken up manually, the

37、towed ship shall provide a towing bridle, e.g. consisting of a bundle of mooring hawsers, and let it drift on the sea to be picked up by the towing ship for subsequent connection.The towed ship shall discuss the pulling power capability with the towing ship so that it can be verified that the towing

38、 line and all in line tackle have sufficient strength to withstand the expected towing loads.The method of taking the towing line in on the towed ship using the towing ships power shall only be done when safety is ensured after thorough discussions between the towing ship and the towed ship. In that

39、 case, the towing ship and the towed ship shall pay due attention to the load that may break the messenger rope, most likely, or other riggings which consist of the entire towing line, if the towing ship and towed ship face rolling and pitching motion by waves or the towing line is caught somewhere

40、in passing through fairlead and the chain stoppers.B.2 Towing from bow (Pattern F1a if on-deck power is available)a) Tie the end of the heaving rope with the bollard or cleat on deck of the towed ship.b) Throw the other end of heaving rope to the towing ship.c) Connect the heaving rope with the mess

41、enger rope and the connected messenger rope with the towing line on towing ship.d) Wind the heaving rope by using warping head of deck machinery on the towed ship.e) Receive the messenger rope from the towing ship.12 ISO 2012 All rights reservedBS ISO 16548:2012ISO 16548:2012(E)f) Pass the messenger

42、 rope through the shipside fairlead on the towed ship.Key1 towed ship2 messenger rope3 towing line4 towing shipFigure B.1 Procedures for connecting towing lines of the Pattern F1a (1)g) Wind the messenger rope by using warping head of deck machinery until the eye splice of the towing line reaches th

43、e bollard on towed ship. ISO 2012 All rights reserved 13BS ISO 16548:2012ISO 16548:2012(E)Key1 towed ship2 messenger rope3 bollard4 towing line5 towing shipFigure B.2 Procedures for connecting towing lines of the Pattern F1a (2)h) Connect the rope stopper between the towing line and the bollard on t

44、he towed shipKey1 towed ship 4 rope stopper2 messenger rope 5 towing line3 bollard 6 towing shipFigure B.3 Procedures for connecting towing lines of the Pattern F1a (3)14 ISO 2012 All rights reservedBS ISO 16548:2012ISO 16548:2012(E)i) Hook the eye splice of the towing line to the bollard on the tow

45、ed ship.j) Detach the rope stopper and the messenger rope from the towing line on the towed ship.k) Drive the towing ship forward to start towing.B.3 Towing from bow (Pattern F1b if on-deck power is NOT available)a) Tie the end of the heaving rope with the bollard or cleat on deck of the towed ship.

46、b) Throw the other end of the heaving rope to the towing ship.c) Connect the heaving rope with the messenger rope and the connected messenger rope with the towing line at the towing ship.d) Pull up the heaving rope to the towed ship up to the messenger rope and pass it through the opening shipside f

47、airlead.e) Return the messenger rope to the towing ship by using bollard and/or stand roller and shipside fairlead on the towed ship.f) Wind up the messenger rope by using the winch on the towing ship until the eye splice of the towing line reaches the bollard of the towed ship.Key1 towed ship2 mess

48、enger rope3 bollard4 towing line5 towing shipFigure B.4 Procedures for connecting towing lines of the Pattern F1b (1)g) Connect the rope stopper between the towing line and the bollard on the towed ship.h) Hook the eye splice of the towing line to the bollard on the towed ship.i) Detach the rope sto

49、pper and the messenger rope from the towing line on the towed ship. ISO 2012 All rights reserved 15BS ISO 16548:2012ISO 16548:2012(E)j) Drive the towing ship forward to start towing.Key1 towed ship2 towing line3 bollard4 towing shipFigure B.5 Procedures for connecting towing lines of the Pattern F1b (2)B.4 Towing from stern (Pattern A1- if on-deck power is available)The procedures introduced in B.2 are applicable for the towing from stern as well.B.5 Towing from stern (Pattern A1- if on-deck power i