ABS RULLES

Anchor Handling and Towing

CONTENTS

1- General
• Application
• Classification
• General Arrangement Plan
• Structure Plans
• Machinery Plans
2- Definitions
• Static Bollard Pull
• Reference Load (2016)
• Operational Pull
• Winch Hoisting Capacity Winch Brake Holding Capacity
• Winch Rendering Capacity
• Towing Winch Emergency Release System (QR+ Notation)
3- Stability
• Intact Stability
• Subdivision and Damage Stability
4- Vessel Design
• Side Structures
• Work Deck
• Reinforcement against Impact, Wear and Tear
• Work Deck Protection
• Anchors and Chains Securing Means
• Cargo Rail
• Arrangements for Shifting Anchors and Chains
• Weather Deck Openings
• Steering Gear
• General
• Steering Gear (2014)
• Rudder
• Thrusters
• Special Arrangements
• Vessels with Bow Designed for Push Function
• Submission of Plans and Data
• Bow Structure
• Fandering
5- Anchor Handling and Towing Gear
• General
• Arrangement
• Work Deck
• Gear
• Towing and Anchor Handling Lines
• Towline
• Anchor Handling Line
• Bend Radius
• Anchor Handling/Towing Winch and Accessories
• Arrangement and Control
• Mechanical Design
• Towing Pins and Towing Eyes
• Shark Jaws (2016)
• Stern Roller
• Bollards and Other Deck Fittings (2018)
• A-frame or Shear Leg Type Crane
1- General:
• Application
The requirements in this apply to Offshore Support Vessels equipped for the handling of anchors of offshore floating
installations or equipped for towing operations.

• Classification
classification ✠A1 Offshore Support Vessel (AH) is to be assigned to Offshore Support Vessels
equipped for anchor handling.

The classification ✠A1Offshore Support Vessel (TOW) is to be assigned to Offshore Support Vessel
equipped for towing.

Where a vessel is equipped for multi-function operations, the appropriate class notations are to be
assigned. For example, an Offshore Support Vessel equipped for anchor handling and towing is to be
assigned the classification ✠A1Offshore Support Vessel (AH,TOW).

General Arrangement Plan (2020)

Anchor handling and towing arrangement plan showing all of the equipment/components of the handling
and towing system such as winches, ropes and/or wires, components on anchor handling line path and
towline path, quick release devices/emergency release systems (if installed) and control stations as well
as design criteria including the expected static bollard pull (BP), reference load (RL), hoisting, brake
holding and rendering capacities of the winch, quick release speed, as applicable and the most extreme
towline directions, etc.
• Structure Plans
i) Structural details of supporting structures in way of the anchor handling and towing winches
ii) Structural details of stern roller, towing pins, shark jaw and their supporting structure
iii) Details of stow racks, cargo rails, crash rails and supporting structures
iv) Spare chain locker(s) structural details including chutes (if installed)
v) Structural details of A-frame and deck cranes, if certification is requested
vi) Structural details of supporting structures of A-frames and deck cranes
vii) Detailed drawings showing dimensions, materials, welding details, as applicable, of stern rollers and
towing eyes/hooks (if installed), etc.
viii) Design analysis of structures and deck fittings on the load path
ix) Non-destructive testing (NDT) plans

• Machinery Plans
i) Anchor handling and towing winch assembly plans including prime mover and brakes
ii) Detailed drawings showing dimensions, materials, welding details, as applicable, of all load bearing
components of the winch
iii) Shark jaws and towing pins units assembly plans
iv) Detailed drawings showing dimensions, materials, welding details, as applicable, of shark jaws and
towing pins
v) Detailed drawing of quick release devices, where the entry QR in the Record is requested
vi) Design analyses for load bearing components. Analyses for gears are to be in accordance with a
recognized standard vii) Nondestructive testing (NDT) plans
viii) Hydraulic piping system diagram along with system design pressure, relief valve setting, bill of
2- Definitions
• Static Bollard
Pull Static bollard pull (BP) is the maximum sustained towline force the vessel is capable of generating at
maximum power (100% MCR) and zero forward speed. This force (BP) is to be initially specified by the
Designer and is to be verified by a bollard pull test, which will be entered in the Record

• Reference Load (2016)

Reference Load (RL) is to be calculated as below:
For T ≤ 40 tf (39 Ltf); RL = 2 . 5T
For 40 tf < T < 100 tf RL = [(346 . 6 – T)/122] tf(Ltf)
For T ≥ 100 tf (98 Ltf); RL = 2 . 0T
where
T = BP for towing line and towing winch = design load of anchor handling: maximum forces from the hoisting,
rendering and braking including dynamic effects, whichever is greater, stipulated by the owner. Maximum force
specified is not to be more than BP verified by a bollard pull test.

• Operational Pull
Operational pull (OP) is the pull at a given speed that is actually available for the anchor handling operation,
with propulsive power deductions due to station keeping as well as environmental and resistance forces
accounted for. Operational pull is always lower than bollard pull
• Winch Hoisting Capacity
• Winch Brake Holding Capacity
The winch brake holding capacity is the maximum line pull (tension force) a winch can withstand without
slipping of the brake.

• Winch Rendering Capacity

The winch rendering capacity is the maximum line pull (tension force) at the drum exit when the drum just starts
rotating in the opposite direction of the applied driving torque with a first layer of rope wound on the drum..

• Towing Winch Emergency Release System (QR+ Notation) (2020)

i) Emergency release system refers to the mechanism and associated control arrangements that are used to
release the load on the towline in a controlled manner under both normal and dead-ship conditions.
ii) Maximum design load is the maximum load that can be held by the winch as defined by the manufacturer
(the manufacturer’s rating).
iii) Girting means the capsize of a tug when in the act of towage as a result of the towline force acting
transversely to the tug (in beam direction) as a consequence of an unexpected event (could be loss of
propulsion/steering or otherwise), whereby the resulting couple generated by offset and opposing transverse forces
(towline force is opposed by thrust or hull resistance force) causes the tug to heel and, ultimately, to capsize. This may
also be referred to as ‘girthing, ‘girding’ or ‘tripping’.
iv) Fleet angle is the angle between the applied load (towline force) and the towline as it is wound onto the winch drum.
3- Stability

• Intact Stability
The intact stability of anchor handling and/or towing vessels is to comply.
Stability calculations and corresponding information for the Master are to be submitted for review and approval. The
submission of evidence showing approval by an Administration of stability of the vessel for the towing operations in
accordance with a recognized standard may be acceptable.

• Subdivision and Damage Stability

The subdivision and damage stability of anchor handling and/or towing vessels are to comply.

4- Vessel Design

• Side Structures
For vessels subject to impact loads during anchor handling or towing operations.

• Work Deck
- Reinforcement against Impact, Wear and Tear
Plating thickness at the aft portion of the work deck is to be increased to protect the structure against heavy impact
loads and wear and tear. It is recommended that minimum plating thickness in this area be not less than 25 mm (1 in.).
Alternative arrangements will be considered on case by case basis for re-enforcement against impact and wear and
 - Work Deck Protection
The aft deck areas exposed to anchor drags should not be fitted with sheathings or if present, the sheathings are to
be suitably protected. In addition, any protrusion above deck such as coamings, manholes, lashing pad eyes, etc.
shall be avoided. The deck plating thickness in these areas shall be suitably increased to allow for abrasion and
mechanical damage.
- Anchors and Chains Securing Means
Pad eyes for securing and/or moving the anchors and/or chains are to be welded directly to the deck plating without
doublers. The deck in way of the pad-eyes is to be adequately reinforced. Removable pad eyes are to have firm
attachment to the deck sockets or holdings. All pad eyes are to be permanently marked with bead welded SWL
values.
- Cargo Rail
The cargo rail may be constructed from stanchions topped with the rails, which are to be provided with towline
stoppers limiting the line’s sweep. The towline lay over the rail should be such as to provide safe and unobstructed
passage behind the cargo rails. Cargo rails installed athwartship just abaft of the anchor handling/towing winch, are
to protect the winch against damage from work deck operations, as well as to separate and support the wires/chains
coming off the winch.
- Arrangements for Shifting Anchors and Chains
The foundations of tugger winches and/or capstans are to be welded directly to the deck plate and with adequate
reinforcement underneath.

• Weather Deck Openings

Openings in the weather deck leading to spaces below the freeboard or superstructure deck, including emergency
exits, are to be protected with sill height of doors at least for companionways. Access openings, including
emergency exits, are to be located clear off the towline sweep area.
• Steering Gear
- General
Anchor handling and towing vessels are to have suitable steering gear and arrangements to ensure course keeping capability
under all normal anchor handling and towing operation conditions.
- Steering Gear
the steering gear is to be capable of turning the rudder from 35° on one side to 30° on the other side within 20
seconds, when the vessel is running ahead at maximum service speed. An alternative test procedure may be
considered for demonstrating this capability.
- Rudder
Rudder size and rudder force are to be suitable for the expected anchor handling / towing conditions and speed. The
speed of the vessel used for the rudder design is not to be taken less than 10 knots.
- Thrusters
Where azimuthal thrusters or azimuthing pods are fitted as necessary means for maneuvering of the vessel.\
- Special Arrangements
Steering units, thruster types and combination arrangements not explicitly covered by this Subsection will be
considered based on the manufacturer’s submittal on design and engineering analysis.

• Vessels with Bow Designed for Push Function

- Submission of Plans and Data
The following additional documentation shall be submitted for review and approval:
i) Forebody plan showing the reinforcements and the maximum design force.
ii) Fendering arrangement.
- Bow Structure
The bow structural arrangement shall be in compliance with the following:
3- Fendering
A robust and efficient fendering system is to be fitted in way of the bow areas intended for pushing. The fendering
system's purpose is to distribute the pushing force and limit its dynamic component on the hull structure of both
the tug and the assisted ship and to preclude structural damage during push functions. Hard wood, rubber profile
inserts or other types of fenders shall be provided with carlings or other effective means of stiffening to effectively
distribute the fender loads to the hull structure.
5- Anchor Handling and Towing Gear

• General
Vessels with notation AH are to be fitted with the following items:
 Anchor handling winch(es)
 Stern roller for anchor handling operations
 Towing pins in way of the stern roller for limiting transverse movement of the line or chain
 Equipment for temporarily securing an anchor (e.g., shark jaw, etc.)
Vessels with notation TOW are to be fitted with the following items:
 Towing winch or towing eyes/hook
 Heavy duty bollards (if installed for towing specially)

• Arrangement
1. Work Deck
Safe havens and escape routes for personnel from the work deck are to be properly marked and kept clear at all
times. A crash barrier (cargo rail) fitted along each side of the deck and/or aft may be the method of providing a
safe haven.
2-. Gear
Anchor handling and towing winches, storage reels, towing hook, towing bitt and towing bollard are to be located
as low as practicable, and preferably be arranged in the way of the vessel’s centerline in such a position that the
working point of the line force is to be close to, but abaft of, the center of gravity of the vessel in the expected
operational conditions.
Towing pins, towing eyes (if provided) and wire stoppers are to be arranged so as to contain the towline within
the design limits of its sweep and slack. Means are to be provided to lead and spool the towline on the winch
• Towing and Anchor Handling Lines

1- Towline
The towline may be either steel wire or fiber rope of the appropriate diameter. The breaking strength of towline is
to be not less than the Reference Load (RL).
2- Anchor Handling Line
The anchor handling line may be either steel wire or fiber rope of the appropriate diameter. The breaking strength
of anchor handling line is to be not less than the Reference Load (RL).
3- Bend Radius
Cargo rails, bulwarks, stern rail, tailgate and other structural elements on which the towline or anchor handling line
may bear during normal operations are to have a suitable bend radius

• Anchor Handling/Towing Winch and Accessories

A. Arrangement and Control

1- Control Stations Anchor handling and towing winches are to be capable of being operated from control stations
located on the bridge and at least one additional position on deck with a clear view to the drums. Each control
station is to be equipped with suitable control elements, such as operating levers, with their functions clearly
marked. Wherever practical, control levers are to be moved in the direction of the intended towline movement. The
operating lever, when released, is to return into the stop position automatically and is to be capable of being
secured in the stop position. Means are to be provided for measuring the tension of the anchor handling/towing
line, for display at the control desk on the navigation bridge or another appropriate location for initial and periodic
calibration of line tension measuring instrumentation.
2- Quick Release Device
The quick release device for either the anchor handling or towing rope or wire is to be operable from the control
station on the bridge or other normally manned location in direct communication with the bridge. The quick release
device is to be capable of disengaging the line at any combination of expected trim and heel. It is to be operable in
a black-out of the electrical power system and protected against unintentional operation. Procedures describing
emergency release methods, time delays and release speed are to be specified and posted at the control stands.
3- Power Supply
Where the power supply for normal operation of the anchor handling or towing winch is taken from the same
source for propulsion, such as shaft generator, shaft power take-off (PTO), an independent (redundant) power
supply with sufficient capacity for the winch operation is to be available to ensure the vessel’s maneuvering
capability during anchor handling or towing operations is not degraded.

B. Mechanical Design
1- Anchor Handling Winch
(a) Winch Brakes. Each winch is to be provided with a power control braking means such as regenerative,
dynamic, counter torque breaking, controlled lowering or a mechanically controlled braking means capable of
maintaining controlled lowering speeds.
● Winch Holding Capacity: The holding capacity of the anchor handling winch (anchor handling line in the first
layer) shall correspond to 80% of the minimum breaking load of the anchor handling line (see 5D-3-4/5.3), but
need not exceed reference load RL as defined in 5D-3-1/9.3. The maximum stress in each load bearing
components will not exceed minimum specified yield strength (or 0.2% proof stress) of the material.
● Braking Capacity: The capacity of brake on drum is to be capable of holding at least 1.25 times the maximum
torque created from the anchor handling line at design load T as defined in 5D-3-1/9.3. The stress level of load
bearing components is to be limited to 0.67 times minimum specified yield strength. In addition, the brake is to be
capable of stopping the rotation of the drum from its maximum rotating speed. Evaluation by means of Finite
2- Towing Winch
The towing winch is to be capable of sustaining RL without permanent deformation.
3- Towline Attachment
Anchor handling and towing winches are to be designed in such a way as to allow release of drums and the fast
release of lines in an emergency and in all operating conditions. The speed of paying out the lines is to be such as
to relieve the tension forces acting on the winch as quickly as possible. The end attachment of the lines to the
winch drums is to be of limited strength to allow the lines to part from the winch drums.
4- Winch Supporting Structures
Supporting structural elements of the anchor handling winch are to be capable of sustaining the maximum brake
holding capacity. In addition, the buckling strength of supporting structural elements is to be sufficient. Doubler
plates are not allowed between the winch foundation and the deck plating, a thicker insert plate is to be applied, if
necessary. Stresses in the structural elements supporting the winch are not to exceed:
Normal stress = 0.75ܻ
Shear stress = 0.45ܻ
Where ܻ is the specified minimum tensile yield strength or yield point. When the evaluation of the winch
supporting structure is carried out by direct analysis using finite element methods,

C- Towing Pins and Towing Eyes

1- Pins and Eyes
Recessed towing eyes, if provided, are to be integrated into deck structure. The recesses are to be drained
directly overboard and protected when not in use by flush steel covers. Towing pins and towing eyes are to be
capable to of sustaining the Reference Load (RL) considering the most extreme towline directions (see 5D-3-
4/7.5.1 FIGURE 1) specified by the designer without permanent deformation. In no case is the most extreme
direction of towline to be not less than 60 degrees to either side in relation to the ship’s centerline and 30 degrees
2- Shark Jaws
Shark jaws and supporting structures are to be capable of sustaining the Reference Load (RL) of the anchor line
or towline considering the most extreme line arrangement (see 5D-3-4/7.5.1 FIGURE 1) without exceeding the
stress limits
3- Stern Roller
The length of stern roller (or rollers) is to be kept to a minimum, and sufficient to accommodate the widest
anticipated anchor to be served.
The minimum external diameter of the stern roller is to be:
Dsr = 17dw mm(in . )
where dw, r is the nominal anchor handling wire rope diameter in mm (in.)

FIGURE 2
The roller, pin connections, foundations and supporting structure are to be designed to the breaking strength of the
anchor line. The load is to be applied as shown in 5D-3-4/7.9 FIGURE 2. The stresses are not to exceed the
following the limits
4- A-frame or Shear Leg Type Crane
Where an A-frame or shear leg type crane is installed for anchor handling, it is to be certified for compliance with
Chapter 2, “Guide for Certification of Cranes”, of the Lifting Appliances Guide.