RULES AND REGULATIONS FOR THE CLASSIFICATION OF SHIPS, July 2001

Tugs Part 4, Chapter 3

Sections 1, 2 & 3

Section • A1 tug protected waters service; or

• A1 escort tug protected waters service; or
1 General • A1 escort tug (pt) protected waters service, (see Pt
1, Ch 2,2.3.5); or
2 Longitudinal strength • 100A1 tug with service restriction notation; or
• 100A1 escort tug with service restriction notation;
3 Floors in single bottoms or
• 100A1 escort tug (pt) with service restriction notation;
4 Panting and strengthening of bottom forward whichever is applicable.

5 Machinery casings 1.2.5 The Regulations for classification and the assign-
ment of class notations are given in Pt 1, Ch 2 to which
6 Freeing arrangements reference should be made.

7 Towing arrangements
1.3 Information required
8 Fenders
1.3.1 In addition to the information and plans required by
9 Escort operation Pt 3, Ch 1,5, plans covering the following items are to be
submitted for approval where applicable:
• Support structure and foundations of towing equipment.
• Skegs, propeller guards and other structures which
support the weight of the vessel during dry-docking.
■ Section 1
1.3.2 The following supporting documents are to be
General submitted for information:
• Towing arrangements, including lines of action,
1.1 Application magnitudes and corresponding points of application of
towline pulls on towing equipment.
1.1.1 Sections 1 to 8 of this Chapter apply to tugs, but are • Details of the breaking strength of the components of the
not applicable to offshore tugs/supply ships, which are dealt towline system, together with maximum pull and brake
with in Chapter 4. holding load, or equivalent, of towing winches where
applicable.
1.1.2 Section 9 of this Chapter applies to tugs and
offshore supply ships intended to provide escort operation.

1.1.3 The scantlings and arrangements are to be as

required by Chapter 1 except as otherwise specified. The ■ Section 2
draught, T, used for the determination of scantlings is to be
not less than 0,85D. Longitudinal strength
2.1 General
1.2 Class notations
2.1.1 The longitudinal strength standard is to comply with
1.2.1 In general, tugs for unrestricted service complying the relevant requirements of Pt 3, Ch 4.
with the requirements of Sections 1 to 8 will be eligible to be
classed 100A1 tug. 2.1.2 The requirements of Pt 3, Ch 4,8.3 regarding
loading instruments are not applicable to tugs.
1.2.2 Tugs for unrestricted service complying with the
requirements of this Chapter, except 9.3, will be eligible to be
classed 100A1 escort tug.

1.2.3 Tugs for unrestricted service complying with the ■ Section 3

requirements of this Chapter will be eligible to be classed Floors in single bottoms
100A1 escort tug (pt). The extension (pt) is explained in 9.3.
3.1 Floors
1.2.4 Tugs intended to be operated only in suitable areas
or conditions which have been agreed by the Committee, as 3.1.1 Single bottom floors are to be in accordance with
defined in Pt 1, Ch 2,2.3.5 to 2.3.9, will receive individual the requirements of Ch 1,7, except that floors clear of the
consideration of the basis of the Rules with respect to the machinery space may be flanged in lieu of a face plate being
environmental conditions agreed for the design basis and fitted.
approval. In particular, tugs complying with the requirements
of this Chapter and Pt 3, Ch 13,7 for the relevant reduced
equipment requirements, will be eligible to be classed:

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RULES AND REGULATIONS FOR THE CLASSIFICATION OF SHIPS, July 2001

Tugs Part 4, Chapter 3

Sections 4 to 7

■ Section 4 ■ Section 7
Panting and strengthening of Towing arrangements
bottom forward
7.1 Towing equipment
4.1 Panting region reinforcement
7.1.1 For tugs which normally tow over the stern with the
4.1.1 The arrangements to resist panting required by main towline connection to the hull ahead of the propellers,
Pt 3, Ch 5 do not apply to tugs less than 46 m in length. In the position of towline connection is normally to be five to
tugs 46 m or more in length, additional stiffening is also to be 10 per cent of the ship’s length abaft amidships, but in no
fitted in the ’tween decks throughout the panting region. circumstances is it to be sited forward of a position, five per
cent of the ship’s Rule length abaft the longitudinal centre of
gravity of the tug in any anticipated condition of loading.
4.2 Strengthening of bottom forward
7.1.2 The attachment of the towline to the tug is to be
4.2.1 The requirements for strengthening of bottom located as low as practicable in order to minimize heeling
forward detailed in Pt 3, Ch 5 do not apply to tugs. moments arising from working conditions. Reliable slip
arrangements which facilitate towline release regardless of the
angle of the towline are to be provided.

7.1.3 It is recommended that the slip arrangements

■ Section 5 should also be operable from the bridge. The arrangements
should be tested to the Surveyor’s satisfaction. The breaking
Machinery casings strength of the hook, or its equivalent, should generally be
50 per cent in excess of that of the towline, see Pt 3,
5.1 Escape hatches Ch 13,7.

5.1.1 Any emergency exit from the machinery room to the

deck is to be capable of being used at extreme angles of heel, 7.2 Towing equipment foundations
and should be positioned as high as possible above the
waterline and on or near the ship’s centreline. Covers to 7.2.1 Direct support for towing equipment by means of
escape hatches are to have hinges arranged athwartships. pillars and/or pillar bulkheads is to be arranged as far as this
Coaming heights are to be at least 600 mm above the upper is practicable.
surface of the deck.
7.2.2 The design load for the support structure in way of
towing equipment is to be not less than the breaking strength
of the towline system. The design load is also to be taken as
not less than the breaking strength of the tow hook or the
■ Section 6 brake holding load, or equivalent, of the winch, whichever is
Freeing arrangements appropriate.

6.1 General 7.2.3 Scantlings of pillars and pillar bulkheads are to be in

accordance with Ch 1,4.4.
6.1.1 If the only means of access to the wheelhouse is
external, then stormboards, or an equivalent, are to be fitted 7.2.4 Scantlings of deck girders and transverses forming
between the deckhouse and the ship's sides forward of any the support structure of towing equipment are to be
deckhouse doors up to the height of the bulwark rail. A gap determined by direct calculations using the following stresses:
is to be left between the deck and the bottom board for
freeing purposes.
τ=
87
k
N/mm2 ( 8,9
k
kgf/mm2 )
σ=
150
k
N/mm2 ( 15,3
k
kgf/mm2 )
σe =
213
k
N/mm2 ( 21,7
k
kgf/mm2 )
where
τ= shear stress, in N/mm2
σ= bending stress, in N/mm2
k = material factor, see Pt 3, Ch 2,1.2
σe = equivalent stress, in N/mm2
σ2 + 3τ2

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RULES AND REGULATIONS FOR THE CLASSIFICATION OF SHIPS, July 2001

Tugs Part 4, Chapter 3

Sections 7, 8 & 9

7.2.5 Generally, the foundations of towing fairleads are to

be carried through the deck and integrated into suitable
underdeck structure.

7.2.6 On tugs which utilise an indirect method of towing,

attention is drawn to the increased out-of-plane forces that Assisted ship
occur in towing fairleads.

α Fs β
■ Section 8
Fenders Fb
Ft

8.1 Ship’s side fenders

8.1.1 An efficient fender is to be fitted to the ship’s side at Escort tug

deck level extending all fore and aft. 5801/01

Ft = force exerted by the tug on the assisted ship via the towline
Fs = steering (athwartships) component of Ft
Fb = breaking (longitudinal) component of Ft
■ Section 9 α
β
=
=
angle between assisted ship's transverse axis and towline
angle between centreline of assisted ship and centreline of tug
Escort operation
Fig. 3.9.1
9.1 General Forces generated during a typical escort mode

9.1.1 An escort tug is a tug intended for escort operation.

Escort operation is an operation in which the tug closely
follows the assisted ship providing control by steering and 9.3 Performance trials
braking, as necessary.
9.3.1 Performance trials of the escort tug are optional.
9.1.2 Escort tugs are to be capable of utilizing methods Escort tugs which carry out performance trials in accordance
of towing through which steering and braking forces are with the requirements of this Section, will be eligible for the
generated by a combination of propulsive and hydrodynamic notation extension (pt), see 1.2.3, 1.2.4 and Ch 4,1.2.2.
forces developed by the tug, acting on the towline to the
attended ship, see example in Fig. 3.9.1. 9.3.2 A trials plan, which includes the estimated forces, is
to be submitted and approved prior to trials being undertaken.
9.1.3 The intact stability of the tug during escort
operation is to comply with a Standard recognized by the 9.3.3 The trials of the escort tug are to be performed
National Administration with whom the ship is registered using a ship capable of maintaining almost constant heading
and/or by the National Administration within whose territorial and speed when subjected to the steering and braking forces
jurisdiction the tug is intended to operate, as applicable. from the escort tug.
Attention is drawn to the inherent problems relating to the
quick release of the towline and the sudden loss of propulsion 9.3.4 The following trials are to be carried out in calm
power during the escort operation in addition to the maximum weather conditions and in the presence of an LR Surveyor:
steering and breaking forces. • Steering and braking force capability test, see 9.3.6.
• Bollard pull test, see 9.3.8.
A record of the results is to be kept on board the escort tug.
9.2 Towing arrangements
9.3.5 Prior to commencing a trial, the following data are
9.2.1 The specified breaking strength of the towline is to to be recorded:
be at least 2,5 x maximum design towline force. • Wind speed and direction.
• Sea state.
9.2.2 The towing winch is to include a system of • Current speed and direction.
continuous load monitoring, with a bridge readout display and • Water depth.
an overload prevention system, which is to be operational • The main particulars and the loading condition of the
during escort duties. The overload prevention system is to be assisted ship.
designed with the capability to pay out the towline in a • Loading condition of the escort tug.
controlled manner when the load reaches the maximum
design towline force, and is to be capable of alerting the
Master and crew.

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RULES AND REGULATIONS FOR THE CLASSIFICATION OF SHIPS, July 2001

Tugs Part 4, Chapter 3

Section 9

9.3.6 Steering and braking force capability test is a test

by which the steering force, F s, and braking force, F b, are
determined when utilizing the method, shown in Fig. 3.9.1, of
towing at a range of towline angles, α, from 0 to 90 degrees
and for a range of operating speeds up to and including the
maximum escort speed. The following parameters are to be
continuously recorded during the test:
• Position, speed and heading of the assisted ship and the
escort tug.
• Towline force, Ft.
• Angle of towline, α.
• Heel angle of the escort tug.
• Direction of thrust and power absorbed by all propellers
and thrusters of the tug.
• Rudder angles of the tug.

9.3.7 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. The steering and braking forces for a
given speed and angle can be calculated by using the average
values of the recorded towline force.

9.3.8 Bollard pull test is to be carried out in accordance

with LR’s Bollard Pull Certification Procedures Guidance
Information.

4 LLOYD’S REGISTER OF SHIPPING