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Table of contents
1 Introduction 4
1.1 General 4
1.2 Typical operational profiles 4
1.2.1 Harbour tugs 4
1.2.2 Seagoing tugs 4
1.2.3 Escort tugs 5
1.3 Typical tug types 5
1.3.1 Conventional tugs 5
1.3.2 Tractor tugs 5
1.3.3 Reverse tractor tugs and Azimuth Stern Drive tugs 5
2 General 7
2.1 Service notations 7
2.2 Definitions 7
2.2.1 Bollard Pull 7
2.2.2 Maximum steady towline force during escort operations 8
2.2.3 Reference towline force 9
2.2.4 Design Load 9
2.2.5 Winch brake holding force 9
2.2.6 Towline breaking strength 9
2.2.7 Manoeuvrability coefficient of escort tug 10
3 Stability 11
3.1 Scope of application 11
3.2 Openings 11
3.2.1 General 11
3.2.2 Closing appliances 11
3.2.3 Ventilation of machinery spaces and emergency generator room 11
3.2.4 Reduced height of ventilator coamings for machinery spaces
and emergency generator room 11
3.3 Intact stability criteria 12
3.3.1 General 12
3.3.2 Criteria regarding righting arm curve properties 12
3.3.3 Severe wind and rolling criterion (weather criterion) 13
3.3.4 Additional intact stability criteria for service notations
harbour tug and tug 13
3.3.5 Additional intact stability criteria for service notation escort tug 14
3.3.6 Elements affecting stability 16
3.3.7 Elements reducing stability 17
4 Towing equipment 18
4.1 Towing equipment for service notations harbour tug and tug 18
4.1.1 General 18
4.1.2 Information to be submitted 18
4.1.3 Design Loads 19
4.1.4 Strength criteria 19
4.1.5 Towing hook 20
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
1 Introduction
1.1 General
In order to provide the industry with adequate guidelines and rules, the class requirements
for tugs should take this variation into account. A logical way of doing so is to define a
set of different service notations for tugs, which reflect the nature of operation of the tug
as well as the operational profile. The class requirements for each type of tug are then
defined as a function of the selected service notation.
For coastal towage and offshore terminal tugs the crew is considered to be familiar with
the operating area and shore side facilities for maintenance, repairs, spare parts, etc. are
readily available. It is also considered that in case of emergency shore side assistance is
readily available if the tug does not proceed in the course of the voyage more than four
hours at operational speed from a place of safe sheltered anchorage.
For deep sea towage the crew is not necessarily familiar with the operating area and shore
side facilities for maintenance, repairs, spare parts, etc. are generally not readily available.
It is also considered that in case of emergency shoreside assistance is not readily
available.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
If escort tugs operate from a fixed station, the crew is familiar with the operating area and
shore side facilities for maintenance, repairs, spare parts, etc. are readily available. It is
considered that in case of emergency shoreside assistance is readily available if the tug
does not proceed in the course of the voyage more than four hours at operational speed
from a place of safe sheltered anchorage.
If escort tugs are engaged in deep sea voyages it is considered that the crew is not
necessarily familiar with the operating area and shoreside facilities for maintenance,
repairs, spare parts, etc. are generally not readily available. It is also considered that in
case of emergency shoreside assistance is not readily available.
This section provides a general description of typical tug types used for towing and
pushing operations. It is recognised that other, specialised tug types exist in addition to
the ones specified here.
A skeg or vertical stabilizing fin is located at the aft ship, acting as a pivot point.
Normally the towing point is located at the centre of the skeg (bollard or staple) and paid
out through the towing winch. With the towing point aft a tractor tug can render strain on
the towline while pulling in all directions.
Reverse tractor tugs are specially designed for assisting over the bow (both towing and
pushing) and are equipped with a large forward towing winch.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
ASD tugs can assist both over the bow (using the forward towing winch or push bow), as
well as perform line towing over the stern (using a second towing winch or towing hook).
The aft towing point of ASD tugs is usually located 35 to 40% of the length forward of
the aft end.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
2 General
2.1 Service notations
On the basis of the operational profiles of tugs as described in 1.2 the following service
notations are defined:
The service notations tug and escort tug may be completed by the following additional
service feature:
It is possible to assign more than one service notation to a ship engaged in towing
activities.
Other service notations for tugs, such as salvage tug or anchor handling tug, as well as
related service notations, such as supply vessel, fire-fighting ship and stand-by rescue
vessel, are not considered within the present framework of the harmonisation project.
2.2 Definitions
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
For tugs capable of towing by the stern (ahead towing) as well as by the bow (astern
towing), both the maximum ahead bollard pull and maximum astern bollard pull test are
to be witnessed by the Society. In such case the maximum value obtained from the two
tests will be indicated in the service notation.
Where the value of the Bollard Pull is not provided, the following default value is to be
used:
- T = 0.179NPS for propellers not fitted with nozzles;
- T = 0.209NPS for propellers fitted with nozzles.
where:
N: Number of propellers;
PS : Maximum continuous power per propeller shaft, in kW.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
TX : Maximum braking force, in kN, applied by the tug on the stern of the escorted
ship, which is the longitudinal component of the maximum steady towline force
T with respect to the longitudinal axis of the escorted ship (see Figure 1), for the
associated speed VX, in kn.
The speeds VY and VX are to be within the applicable range of speeds at which the escort
operations is undertaken.
Full scale trials, where applicable, should be performed in accordance to the escort tug
performance trials guidelines.
where,
DAF : Dynamic Amplification Factor
For the strength assessment of the towing equipment all possible towline directions under
the relevant operating conditions are to be considered.
Reference values for the DAF are given in 4.1.3 for service notations harbour tug and
tug, and in 4.2.3 for service notation escort tug.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
where,
m: Coefficient, to be taken as the lesser of:
- m = 31 / t;
- 1.0.
t: Manoeuvring time, in s, used by the tug to pass from the position which provides
the maximum steering force TY on one side of the escorted ship to the mirror
position on the other side, with respect to the longitudinal axis of the escorted ship
(see Figure 1). The towline angle α need not be taken greater than 60°, where α is
defined in Figure 1.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
3 Stability
3.1 Scope of application
All tugs having a Load Line length LLL equal to or greater than 24 m may be assigned
class only after it has been demonstrated that their intact stability is adequate. Adequate
intact stability means compliance with standards laid down by the relevant
Administration or with the requirements specified in this chapter taking into account the
tug’s size and type. In any case, the level of intact stability is not to be less than that
provided by the Rules.
The Rules also apply to tugs with a load line length LLL of less than 24 m in length.
3.2 Openings
3.2.1 General
Ventilator openings are to be provided with efficient weathertight closing appliances of
steel or other equivalent material.
For tugs of not more than 100 m in length, the closing appliances are to be permanently
attached to the ventilator coamings.
Where, for tugs of more than 100 m in length, the closing appliances are not permanently
attached, they are to be conveniently stowed near the ventilators to which they are to be
fitted.
3.2.4 Reduced height of ventilator coamings for machinery spaces and emergency
generator room
Where, due to the ship' s size and arrangement, the requirements in 3.2.3 are not
practicable, lesser heights may be accepted for machinery space and emergency generator
room ventilator coamings fitted with weathertight closing appliances in accordance with
3.2.1 and 3.2.2 in combination with other suitable arrangements, such as separators fitted
with drains, to ensure an uninterrupted, adequate supply of ventilation to these spaces.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
In such case the machinery space and emergency generator room openings shall:
- have a minimum coaming height of 900 mm above the deck,
- be positioned in a protected location such as to minimise the exposure to green water
(athwartship outboard facing openings are not acceptable),
- be equipped with efficient protective louvers, means for drainage and mist
eliminators,
- and, be taken into account in the stability calculations as unprotected openings.
3.3.1 General
Loading conditions to be included in the stability booklet:
- lightship condition
- ship in ballast in the departure condition, without cargo but with full stores and fuel
- ship in ballast in the arrival condition, without cargo and with 10% stores and fuel
remaining
- ship in the departure condition at the waterline corresponding to the maximum
draught, with full stores, provisions and consumables
- same conditions as above, but with 10% stores and consumables
For the lightship condition, not being an operational loading case, the Society may accept
that part of the mentioned criteria is not fulfilled.
For the loading condition corresponding to the maximum draught deck cargo may be
applied to arrive at the required draught. Attention is to be paid to the associated wind
profile for verification of the severe wind and rolling criterion, refer to 3.3.3.
For certain ships the requirement contained in paragraph 2.2.3 of the International Code
on Intact Stability, 2008, may not be practicable. In cases of ships with a particular design
and subject to the prior agreement of the flag Administration, the Society may accept an
angle of heel max less than 25° but in no case less than 15°, provided that the area ‘A’
below the righting arm curve is not less than 0.070 m.rad up to an angle of 15° when the
maximum righting arm (GZ) occurs at 15° and 0.055 m.rad up to an angle of 30° when
the maximum righting arm (GZ) occurs at 30° or above.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
Where the maximum righting arm (GZ) occurs at angles of between 15° and 30°, the
corresponding area under the righting arm curve should be not less than the value
obtained, in m.rad, from the following formula:
A = 0.055 + 0.001(30° − max )
where:
max : Angle of heel, in degrees, at which the righting arm curve reaches its maximum
value.
It is to be noted that the criterion of paragraph 2.2.4 of the International Code on Intact
Stability, 2008, requiring that the initial metacentric height GM0 is to be not less than
0.15 m, is considered not sufficient for towing operations and should not be used as a
design criterion. In this respect reference is made to the additional intact stability criteria
of 3.3.4 and 3.3.5.
3.3.4 Additional intact stability criteria for service notations harbour tug and tug
All the loading conditions reported in the trim and stability booklet in which towing
operations are envisaged are also to be checked in order to investigate the ship’s
capability to support the effect of the towing force in the beam direction.
For all loading conditions the stability calculations are to be performed on the basis of the
maximum sustained towline force ahead for towing over the stern and the maximum
sustained towline force astern for towing over the bow, as applicable. For the definition
of the maximum sustained towline force reference is made to 2.2.3.
The values of the maximum sustained towline force ahead and maximum sustained
towline force astern, as applicable, are to be clearly specified by the Designer in the
stability calculations. In addition, a clear graphical representation of the location of all
towing points, such as staples, bollards and hooks, as well as the propeller(s) is to be
included in the stability booklet by the Designer, together with the vertical distance, in m,
from each of the towing points to the baseline and from the centreline of the propeller(s)
to the base line.
A harbour tug or tug may be considered as having sufficient stability, according to the
effect of the towing force acting in the beam direction of the tug, if the following
condition is complied with, (see Figure 3.1):
A B
where:
A: Area, in m.rad, contained between the righting arm and the heeling arm curves,
measured from the heeling angle C to the heeling angle D;
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
B: Area, in m.rad, contained between the heeling arm and the righting arm curves,
measured from the heeling angle = 0° to the heeling angle C;
C : Heeling angle of equilibrium, corresponding to the first intersection between
heeling and righting arm curves;
D : Heeling angle, to be taken as the lesser of:
- heeling angle corresponding to the second intersection between heeling and
righting arms heeling and righting arm curves;
- angle of downflooding.
where:
bH : Heeling arm, in m;
T: Reference towline force, in kN, to be taken as the Bollard Pull, see 2.2.3;
H: Vertical distance (in m), between the towing point (staple, hook or equivalent
fitting) and the centreline of the propeller(s);
c: Coefficient to be taken equal to:
- c = 0.50 for ships with non-azimuth propulsion (conventional tug);
- c = 0.70 for ships with azimuth propulsion (tractor tug, reverse tractor tug and
ASD tug);
∆: Loading condition displacement, in t;
θ: Angle of heel, in deg.
3.3.5 Additional intact stability criteria for service notation escort tug
All the loading conditions reported in the trim and stability booklet in which escort
towing operations are envisaged are also to be checked in order to investigate the ship’s
capability to support the effect of the steering force in the beam direction of the tug.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
For all relevant loading conditions the stability calculations are to be performed on the
basis of the heeling moment induced by the maximum steering force which can be
generated by the simultaneous action of the hydrodynamic forces acting on the hull of the
escort tug and the thrust force(s), at the designated speed.
The values of the maximum steering force and the associated heeling arm are to be
clearly specified by the Designer in the stability calculations. In addition, a clear
graphical representation of the location of all escort towing points, such as staples and
bollards, is to be included in the stability booklet by the Designer, together with as the
vertical distance from each of these escort towing points to the base line.
It is not acceptable to perform the stability calculations with a reduced steering force on
the basis of a passive (towline force) limiting device on the winch.
An escort tug may be considered as having sufficient stability, according to the effect of
the steering force acting in the beam direction, if the three following conditions are
complied with:
A 1.25B
C 1.40D
f>0
where:
A: Righting arm curve area, in m.rad, measured from the heeling angle C to a
heeling angle of 20° (see Figure 3.2);
B: Heeling arm curve area, in m.rad, measured from the heeling angle C to a heeling
angle 20° (see Figure 3.2);
C: Righting arm curve area, in m.rad, measured from the 0° heel to the heeling angle
D (see Figure 3.3);
D: Heeling arm curve area, in m.rad, measured from 0° heel to the heeling angle D
(see Figure 3.3);
C: Heeling angle of equilibrium corresponding to the first intersection between
heeling and righting arms, to be obtained when the maximum steering force TY,
defined in 1.2.3, is applied from the tug;
D: Heeling angle, to be taken as the lesser of:
- the angle of downflooding;
- 40°;
- the heeling angle corresponding to the second intersection between heeling
and righting arms heeling and righting arm curves;
f: Minimum freeboard, in m, along the length of the vessel, corresponding to the
heeling angle C (heeling angle of equilibrium).
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
Figure 3.2: Definition of areas A and B Figure 3.3: Definition of areas C and D
The heeling arm curve is to be obtained either from the results of full scale tests or model
tests, or alternatively, the results of a computer simulation program accepted by the
Society, for the maximum steering force TY, see 2.2.2.
Where the heeling arm is obtained from results of a computer simulation programme, the
heeling arm is to be multiplied by a safety factor γE to cover uncertainties resulting from
the assumptions on which the simulation model has been based. Typical issues to be
addressed include hydrodynamic lift computation, interaction between hull, skeg and
(steerable) propellers, flow separation, water pile up, effects of waves and/or swell and
dynamic effects before a steady state is reached (e.g. during initiation and turning
manoeuvres). In general, γE is to be taken as 1.05. However, the Society may consider a
different value for γE on the basis of available validation data between the computer
simulation results and full scale test or model test results.
Moreover, the heeling arm is to be assumed constant from the angle of equilibrium C to
an angle equal to 20°.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
4 Towing equipment
4.1 Towing equipment for service notations harbour tug and tug
4.1.1 General
The attachment of the towline to the tug structure is to be designed such as to minimise
heeling moments in normal working conditions (normally at the centreline of the tug.
Effective means are to be provided to lead and restrain the towline within the design limit
of its sweep.
Reliable quick release arrangements which facilitate towline release regardless of the
angle of the towline or the angle of heel of the tug are to be provided. The quick release
device for the towing hook or towing winch is to be operable from the bridge with full
view and control of the operation.
Towing winch and hook materials are to comply with the applicable class requirements
for materials.
GUIDANCE NOTE
- Testing of towing winches
- Towing winches will be subjected to a test load equal to the design load.
- The hauling speed under the maximum pulling load will be determined.
- The braking and safety equipment shall be tested under the Design Load and Bollard Pull.
- The safe operation of the towing winch from all control stands has to be demonstrated.
- Piping systems shall be tested in accordance with Class requirements.
- Testing of towing hooks
- Towing hooks will be subjected to a force equal to the design load in an approved testing facility.
- The proper functioning of the quick release systems has to be demonstrated under the following
test load cases:
- Towline pulling in the horizontal plane;
- Towline pulling in a direction 600 upward with respect to the horizontal plane.
- Piping systems shall be tested in accordance with Class requirements.
- Testing of equipment guiding the towline:
- Testing of equipment guiding the towline hooks will be subjected to a load which results from the
Design Load acting along the most onerous load path.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
- Towing winches plans and arrangements, including shafting, gearing, brakes and
clutches;
- Details of the breaking strength of the components of the towing system, together
with maximum winch brake holding force, or equivalent, of towing winches where
applicable;
- Diagrams of hydraulic, electrical and control systems of the towing equipment.
For winches and their supporting structure the Design load DL is also to be taken as not
less then the winch brake holding force, see 2.2.5.
For the evaluation of the Design Load all possible directions of the towline under all
operating conditions are to be considered.
where:
Sy : Minimum yield stress of the material, in N/mm2, to be taken as 235/k;
k: Material factor, defined as function of the minimum guaranteed yield stress SeH,
see Table 4.2;
SeH : Minimum guaranteed yield stress of material, in N/mm2.
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GUIDANCE NOTE
Slipping shall be possible from the bridge as well as from at least one other place in the vicinity of the hook
itself, from where in both cases the hook can be easily seen.
The towline attachment to the winch drum shall be provided by means of a weak link or
equivalent.
The towing winch may be equipped with a device for automatic adjustment of tow.
GUIDANCE NOTE
- It is recommended that, whenever practicable, the towing winch should be fitted with equipment for
measuring the tension in the towline. This equipment should, as a minimum, record the mean tension
and the tension peaks, and the information should be displayed in the wheelhouse.
- A spooling device shall be provided suited for the winch configuration and towline type.
- Means to be provided to prevent the towline from slipping over the end-discs bounding the winch-
drum. Viz. end-discs with a diameter well in excess of the towline’s outer layer diameter.
- A secondary supply of power to the winch drive shall be available in case the primary source fails.
- Winch drums of multi-drum type winches shall have independent drives.
- When austenitic steel wires or synthetic ropes will be used, drum dimensions will be specially
considered, taking into account the towline manufacturer’s recommendations.
- The speed of emergency paying out of the towline is to be suitable for the intended operation of the
tug.
- The applicable procedures for quick-release systems, including time delays and release speed, shall be
communicated to the tug’s crew and vital information shall be displayed next to the control desk or
another appropriate location.
- After a quick release of the towline the brakes will be available immediately again.
- After a quick release of the towline the winch motor will not be automatically activated.
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4.1.7 Towline
The breaking strength of towline is not to be less then Design Load DL.
GUIDANCE NOTE
- The towline shall be protected from being damaged by chafing and abrasion.
- The total length of the towline shall be such that at least three turns of the towline always will remain
on the drum.
Wherever practicable, control levers are to be moved in the direction of the intended
towline movement.
GUIDANCE NOTE
- Operating levers:
- when released should return into the non-activated position automatically;
- should be secured in the non-activated position;
- should be secured against unintentional operation;
- Winch controls shall be arranged such that these are activated in a logical direction with respect to the
anticipated action.
4.1.10 Fendering
An efficient fender system is to be fitted at parts of the tug structure intended for pushing.
The fender system purpose is to limit the dynamic component of the pushing force and to
distribute the pushing force to the assisted ship and tug structure.
The design of the fender pushing area and fender stiffness should result in a limited and
homogeneously distributed pressure on the structure of the tug and the assisted ship. The
fender supporting structure should be designed to adequately support maximum expected
fender loads.
For pushing operations without tug bouncing off of the assisted ship the Design Load DL,
in kN, for the tug fender supporting structure may be taken as follows:
DL = 1.5T
where:
T: Reference towline force, in kN, to be taken as the Bollard Pull, see 2.2.3;
A performance test may be undertaken to test and demonstrate the fendering system and
its supporting structure.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
GUIDANCE NOTE
- It is considered that pushing operations are undertaken up to the point where bouncing off starts
taking place. The loads associated with the bouncing back of the tug against the assisted ship are
considered outside the scope of normal operation.
- In general, a strong fender for the protection of the tug' s sides is to be fitted at deck level.
Alternatively, loose side fenders may be fitted, provided that they are supported by vertical ordinary
stiffeners extending from the lightship waterline to the fenders themselves. Particular attention is to be
paid to the fender system located at the parts of the tug intended for pushing.
- Characteristics of the fenders with efficient reduction of the dynamic component will include a
fender’s long displacement, constant resistance force and high damping material.
The towing equipment is to be tested and the tug bollard pull assessed by performing the
Bollard pull test, see 2.2.1.
GUIDANCE NOTE
The Bollard Pull test may be carried out in accordance with LR’s Bollard Pull Certification Procedure
Guidance Information.
4.2.1 General
The attachment of the towline to the tug structure is to be located as low as practicable.
Rollers or fairleads are to be arranged so as to contain the towline within the design limit
of its sweep.
Towing winch and hook materials are to comply with the applicable class requirements
for materials.
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For winches and their supporting structure the Design load DL is also to be taken as not
less then the winch brake holding force, see 2.2.5.
For the evaluation of the Design Load all possible directions of the towline under all
operating conditions are to be considered.
where:
Sy : Minimum yield stress of the material, in N/mm2, to be taken as 235/k;
k: Material factor, defined as function of the minimum guaranteed yield stress SeH,
see Table 4.2;
SeH : Minimum guaranteed yield stress of material, in N/mm2.
The towing winch is to include a system of continuous load monitoring, with a bridge
readout display.
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The towing winch may be equipped with a device for automatic adjustment of tow.
GUIDANCE NOTE
- It is recommended that, whenever practicable, the towing winch should be fitted with equipment for
measuring the tension in the towline. This equipment should, as a minimum, record the mean tension
and the tension peaks, and the information should be displayed in the wheelhouse.
- A spooling device shall be provided suited for the winch configuration and towline type.
- Means are to be provided to prevent the towline from slipping over the end-discs bounding the winch-
drum. Viz. end-discs with a diameter well in excess of the towline’s outer layer diameter.
- A secondary supply of power to the winch drive shall be available in case the primary source fails.
- Winch drums of multi-drum type winches shall have independent drives.
- When austenitic steel wires or synthetic ropes will be used, drum dimensions will be specially
considered, taking into account the towline manufacturer’s recommendations.
- The speed of emergency paying out of the towline is to be suitable for the intended operation of the
tug.
- The applicable procedures for quick-release systems, including time delays and release speed, shall be
communicated to the tug’s crew and vital information shall be displayed next to the control desk or
another appropriate location.
- After a quick release of the towline the brakes will be available immediately again.
- After a quick release of the towline the winch’s motor will not be activated automatically.
4.2.6 Towline
The breaking strength of the towline is not to be less then the Design Load DL.
GUIDANCE NOTE
- The towline shall be protected from being damaged by chafing and abrasion.
- The total length of the towline shall be such that at least three turns of the towline always will remain
on the drum.
Wherever practical, control levers are to be moved in the direction of the intended
towline movement.
GUIDANCE NOTE
- Operating levers:
- when released should return into the non-activated position automatically;
- should be secured in the non-activated position;
- should be secured against unintentional operation;
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
- Winch controls shall be arranged such that these are activated in a logical direction with respect to the
anticipated action.
The steering and breaking force capability test is a test by which the steering force TY and
breaking force TX are determined when towing at a range of towing angles from 0 to 90
degrees and for ranges of operating speeds up to and including the maximum escort speed.
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Safety Guidelines for Design, Construction & Operation of Tugs – Draft Version 1.6 – 17 May 2010
The steering and breaking forces for a given speed and angle can be calculated by using
the average values of the recorded towline force.
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5 Safety equipment
5.1 Fire safety
1.1 Purpose
The purpose of this requirement is to suppress and swiftly extinguish a fire in the space of
origin. For this purpose, the following functional requirements should be met:
- Fixed fire extinguishing systems should be installed, as applicable, having due regard
to the fire growth potential of the protected spaces; and
- Fire extinguishing appliances should be readily available.
1.1.1 Capacity
The total capacity of the main fire pump(s) is not to be less than:
Q = (0.145(L(B + D)) 1 2 + 2.170) 2 , but need not exceed 25 m3/hour,
where:
B: Greatest moulded breadth of vessel, in m
D: Moulded depth to bulkhead deck, in m
L: Freeboard Length, in m
Q: Total capacity, in m3/hour
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1.1.3.2 Alternatively to the requirements of 1.1.3.1 a fixed fire pump may be fitted, which
should comply with the following:
(a) The pump, its source of power and sea connection should be located in accessible
positions, outside the compartment housing the main fire pump.
(b) The sea valve should be capable of being operated from a position near the pump.
(c) The room where the fire pump prime mover is located should be illuminated from the
emergency source of electrical power, and should be well ventilated.
(d) Pump is required to supply water for a fixed fire-extinguishing system in the space
there the main fire pump is situated, it should be capable of simultaneously supplying
water to this system and the fire main at the required rates.
(e) The pump may also be used for other suitable purposes, subject to the approval in
each case.
(f) Pressure and quantity of water delivered by the pump being sufficient to produce a jet
of water, at any nozzle, of not less than 12 m in length. For vessels of less than 150 GT,
the jet of water may be specially considered.
1.1.3.3 For vessels less than 150 GT fitted with an approved fixed fire-fighting system in
the engine room, portable pumps may be omitted.
1.1.3.4 Means to illuminate the stowage area of the portable pump and its necessary areas
of operation should be provided from the emergency source of electrical power.
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1.4.1.2 For vessels equal or greater than 150 GT the number and position of hydrants
should be such that at least two jets of water not emanating from the same hydrant, one of
which should be from a single length of hose, may reach any part of the vessel normally
accessible to the crew while the vessel is being navigated and any part of any cargo
spaces when empty. Furthermore, such hydrants should be positioned near the accesses to
the protected spaces. Other Requirements specified by the Administration may be
considered.
1.5 Fire-hoses
Fire-hoses should be of approved non-perishable material. The hoses should be sufficient
in length to project a jet of water to any of the spaces in which they may be required to be
used. Their length, in general, is not to exceed 18 m. Each hose should be provided with a
nozzle and the necessary couplings. Fire-hoses, together with any necessary fittings and
tools, should be kept ready for use in conspicuous positions near the water service
hydrants or connections.
1.5.2 One hose should be provided for each hydrant. In addition one spare hose should be
provided onboard.
1.6 Nozzles
1.6.1 For the purpose of this Chapter, standard nozzle sizes are 12 mm, 16 mm or 19 mm,
or as near thereto as possible, so as to make full use of the maximum discharge capacity
of the fire pump(s).
1.6.2 For accommodation and service spaces, the nozzle size need not exceed 12 mm.
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1.6.3 The size of nozzles used in conjunction with a portable fire pump need not exceed
12 mm.
1.6.4 All nozzles should be of an approved dual purpose type (i.e. spray/jet type)
incorporating a shut-off.
2.1 Purpose
The purpose of this regulation should contain a fire in the space of origin. For this
purpose, the following functional requirements should be met:
- The vessel should be subdivided by thermal and structural boundaries;
- Thermal insulation of boundaries should have due regard to the fire risk of the space
and adjacent spaces;
- The fire integrity of the divisions should be maintained at openings and penetrations.
2.1.1.1 The hull, superstructure, structural bulkheads, decks and deckhouses should be
constructed of steel or other equivalent material. For the purpose of applying the
definition of steel or other equivalent material, as given in SOLAS, the '
applicable fire
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exposure'should be one hour. Vessels built of materials other than steel should be
specially considered.
2.1.1.2 Stairways should be enclosed, at least at one level, by divisions and doors or
hatches, in order to restrict the free flow of smoke to other decks in the vessel and the
supply of air to the fire. Doors forming such enclosures should be self-closing.
2.1.1.3 Openings in ' A'Class divisions should be provided with permanently attached
means of closing which should be at least as effective for resisting fires as the divisions in
which they are fitted.
2.1.1.4 Interior stairways serving machinery spaces, accommodation spaces, service
spaces or control stations should be of steel or other equivalent material.
2.1.1.5 Doors should be self-closing in way of Category ' A'machinery spaces and galleys,
except where they are normally kept closed.
2.1.1.6 Where ' A'Class divisions are penetrated for the passage of electric cables, pipes,
trunks, ducts, etc., or for girders, beams or other structural members, arrangements should
be made to ensure that the fire resistance is not impaired. Arrangements should also
prevent the transmission of heat to un-insulated boundaries at the intersections and
terminal points of the divisions and penetrations by insulating the horizontal and vertical
boundaries or penetrations for a distance of 450 mm.
2.1.2 Materials
2.1.2.1 Paints, varnishes and other finishes used on exposed interior surfaces should not
be capable of producing excessive quantities of smoke, toxic gases or vapours and should
be of the low flame spread type in accordance with the IMO FTP Code, Annex 1, Parts 2
and 5.
2.1.2.2 Except in cargo spaces or refrigerated compartments of service spaces, insulating
materials should be non-combustible.
2.1.2.3 Where pipes penetrate ' A'or ‘B’ Class divisions, the pipes or their penetration
pieces should be of steel or other approved materials having regard to the temperature
and integrity Recommendations such divisions are required to withstand.
2.1.2.4 Pipes conveying oil or combustible liquids through accommodation and service
spaces should be of steel or other approved materials having regard to the fire risk.
2.1.2.5 Materials readily rendered ineffective by heat should not be used for overboard
scuppers, sanitary discharges and other outlets which are close to the waterline, and
where the failure of the material in the event of fire would give rise to the danger of
flooding.
2.1.2.6 Primary deck coverings within accommodation spaces, service spaces and control
stations should be of a type which will not readily ignite, or give rise to toxic or explosive
hazards at elevated temperatures in accordance with the IMO FTP Code, Annex 1, Parts 2
and 6.
2.1.2.7 Materials used for insulating pipes, etc., in machinery spaces and other
compartments containing high fire risks should be non-combustible. Vapour barriers and
adhesives used in conjunction with insulation, as well as the insulation of pipe fittings,
for cold service systems need not be of non-combustible materials, but they should be
kept to the minimum quantity practicable and their exposed surfaces should have low
flame spread characteristics.
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2.1.6 Special arrangements in Category ' A'machinery spaces and where necessary other
machinery spaces
2.1.6.1 The number of skylights, doors, ventilators, openings in funnels to permit exhaust
ventilation and other openings to machinery spaces should be reduced to a minimum
consistent with the needs of ventilation and the proper and safe working of the tug.
2.1.6.2 Skylights should be of steel and are not to contain glass panels. Suitable
arrangements should be made to permit the release of smoke, in the event of fire, from
the space to be protected.
2.1.6.3 Windows should not be fitted in machinery space boundaries. This does not
preclude the use of glass in control rooms within the machinery spaces.
2.1.6.4 Means of control should be provided for:
(a) opening and closure of skylights, closure of openings in funnels which normally allow
exhaust ventilation, and closure of ventilator dampers;
(b) permitting the release of smoke;
(c) closing power-operated doors or actuating release mechanism on doors other than
power-operated watertight doors;
(d) stopping ventilating fans; and
(e) stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps
and other similar fuel pumps.
2.1.6.5 The controls required in 2.1.6.4 should be located outside the space concerned,
where they will not be cut off in the event of fire in the space they serve. Such controls
and the controls for any required fire-extinguishing system should be situated at one
control position or grouped in as few positions as possible. Such positions should have a
safe access from the open deck.
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2.2.1 Stairways, ladders and corridors serving crew spaces and other spaces to which the
crew normally have access should be arranged so as to provide ready means of escape to
a deck from which embarkation into survival craft may be effected.
2.2.2 There should be at least two means of escape, as widely separated as possible, from
each section of accommodation and service spaces and control stations. For a tug the
escapes should be positioned either at the centerline, or Centerline-Portside, Centerline-
Starboard side or Starboard side-Portside. Having the escapes both on one side of the
vessel should be avoided.
(a) The normal means of access to the accommodation and service spaces below the open
deck should be arranged so that it is possible to reach the open deck without passing
through spaces containing a possible source of fire (e.g. machinery spaces, storage spaces
of flammable liquids).
(b) The second means of escape may be through portholes or hatches of adequate size and
preferably leading directly to the open deck.
(c) Dead-end corridors having a length of more than 7 m should not be accepted.
2.2.3 At least two means of escape should be provided from machinery spaces, except
where the small size of a machinery space makes it impracticable. Escape should be by
steel ladders that should be as widely separated as possible.
An approved and fixed fire detection system should be installed in all Category ‘A’
machinery spaces. Manual activating units should be positioned near each emergency exit.
Purpose
The purpose of this requirement should suppress and swiftly extinguish a fire in the space
of origin. For this purpose, the following functional requirements should be met:
- Fixed fire-extinguishing systems should be installed, as applicable, having due
regard to the fire growth potential of the protected spaces; and
- Fire-extinguishing appliances should be readily available.
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4.5.3 Capacity
4.5.3.1 The capacity of required portable fluid extinguishers should not exceed more than
13,5 litres but not less than 9 litres. Other extinguishers should be at least as portable as
the 13,5 litre fluid extinguishers, and should have a fire-extinguishing capability at least
equivalent to a 9 litre fluid extinguisher.
4.5.3.2 The following capacities may be taken as equivalents:
- 9 litre fluid extinguisher (water or foam);
- 5 kg dry powder;
- 5 kg carbon dioxide.
4.5.5 Location
4.5.5.1 The extinguishers should be stowed in readily accessible positions and should be
spread as widely as possible and not be grouped.
4.5.5.2 One of the portable fire-extinguishers intended for use in any space should be
stowed near the entrance to that space.
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very small vessels, in which case one extinguisher should be available at each deck
having accommodation or service spaces, or control stations.
The fire fighting equipment should comply with the minimum requirements as specified
below:
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5.2.1.4 In all tugs greater than or equal to 150 GT, a duplicate set of fire-control plans or
a booklet containing such plans should be permanently stored in a prominently marked
weather tight enclosure outside the deckhouse for the assistance of shoreside fire fighting
personnel.
5.2.1.5 For Harbour tugs, it is recommended to store a duplicate set of the fire-control
plan at a shore side facility.
6.1 Purpose
The purpose of this recommendation should provide a methodology for alternative design
and arrangements for fire safety.
6.2 General
6.2.1 Fire safety design and arrangements may deviate from Sections 1 to 6 of this
Chapter, provided that the design and arrangements meet the fire safety objectives and
the functional Recommendations.
6.2.2 When fire safety design or arrangements deviate from the requirements of this
Chapter, engineering analysis, evaluation and approval of the alternative design and
arrangements should be carried out in accordance with this regulation *.
* Reference can be made to MSC/Circ. 1002 Guidelines on alternative design and
arrangements for fire safety
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(e) detailed description of the alternative design and arrangements, including a list of the
assumptions used in the design and any proposed operational restrictions or conditions;
and
(f) technical justification demonstrating that the alternative design and arrangements meet
the required fire safety performance criteria.
6.4.2 A copy of the documentation, as approved by the Member Society, indicating that
the alternative design and arrangements comply with this regulation should be carried
onboard the vessel.
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where:
∆: Moulded displacement of the ship, in t, to the summer load waterline;
a: Distance, in m, from the summer load waterline amidships to the upper deck;
B: Moulded breadth, in m;
hi : Height, in m, on the centreline of each tier of houses having a breadth greater than
B/4;
bi : Breadth, in m, of the widest superstructure or deckhouse of each tier having a
breadth greater than B/4;
A: Area, in m2, in profile view, of the hull, superstructures and houses above the
summer load waterline which are within the equipment length of the ship and also
have a breadth greater than B/4;
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LE : Equipment Length, in m, defined as equal to the Rule length (L), without being
taken neither less than 96% nor greater than 97% of the total length of the summer
load waterline.
Stockless bower anchors Stud link chain cable for bower anchors
Min. dia.
E.N.
Mass per
Total Extra
No. * anchor
length (m) Mild steel Special special
(kg)
Gr. 1 quality Gr. quality
(mm) 2 (mm) Gr. 3
(mm)
1 2 3 4 5 6 7
205-240 3 660 302.5 26 22 20.5
240-280 3 780 330 28 24 22
280-320 3 900 357.5 30 26 24
320-360 3 1020 357.5 32 28 24
360-400 3 1140 385 34 30 26
400-450 3 1290 385 36 32 28
450-500 3 1440 412.5 38 34 30
500-550 3 1590 412.5 40 34 30
550-600 3 1740 440 42 36 32
600-660 3 1920 440 44 38 34
660-720 3 2100 440 46 40 36
720-780 3 2280 467.5 48 42 36
780-840 3 2460 467.5 50 44 38
840-910 3 2640 467.5 52 46 40
910-980 3 2850 495 54 48 42
980-1060 3 3060 495 56 50 44
1060-1140 3 3300 495 58 50 46
1140-1220 3 3540 522.5 60 52 46
1220-1300 3 3780 522.5 62 54 48
1300-1390 3 4050 522.5 64 56 50
1390-1480 3 4320 550 66 58 50
1480-1570 3 4590 550 68 60 52
1570-1670 3 4890 550 70 62 54
1670-1790 3 5250 577.5 73 64 56
1790-1930 3 5610 577.5 76 66 58
1930-2080 3 6000 577.5 78 68 60
2080-2230 3 6450 605 81 70 62
2230-2380 3 6900 605 84 73 64
2380-2530 3 7350 605 87 76 66
2530-2700 3 7800 632.5 90 78 68
2700-2870 3 8300 632.5 92 81 70
2870-3040 3 8700 632.5 95 84 73
3040-3210 3 9300 660 97 84 76
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All ships are to be provided with equipment in anchors and chain cables, or wire ropes
according to 5.5.2, to be obtained from Table 5.5 and Table 5.6, as applicable, based on
their Equipment Number EN. For tugs with restricted navigation the equipment in
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anchors and chain cables may be reduced. For tugs with navigation notation coastal area
the reduction comprises of entering in Table 5.5 or Table 5.6, as applicable, one line
higher, while for tugs with navigation notation sheltered area the reduction comprises of
entering in Table 5.5 or Table 5.6, as applicable, two lines higher, as based on their
calculated Equipment Number EN.
where:
D: Moulded depth, in m;
K: Coefficient depending on the service notation and optional additional service
feature, as shown in Table 5.7.
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The number of anchors, as obtained from the equipment table depends on the service
notation and optional additional service feature, the propulsion arrangement and the
application of a fixed fire fighting installation. In general, the recommended number of
anchors and chain cables is shown in Table 5.8.
A reduction of the number of anchors and chain cables can be accepted as depicted in
Table 5.9 if the following conditions, based on redundancy principles, are complied with:
- The tug is equipped with at least twin propulsion, of which each main engine can
maintain sufficient propulsion power to safely return to berth . For this purpose, the
main engines should be able to run self-supporting, i.e. independent of generator sets
intended for auxiliary power, unless these are able to run parallel and, in case of
black-out, have automatic starting and connecting to switchboard within 45 seconds;
- A single failure, except fire, should not cause total propulsion failure;
- A fixed fire fighting installation is provided.
Table 5.9: Reduced number of anchors and chain cables based on redundancy principles
service notation additional service feature Nr
harbour tug - 0
sailing time 4 h from a
tug 1
safe sheltered anchorage
tug - 2
sailing time 4 h from a
escort tug 1
safe sheltered anchorage
escort tug - 2
It may be considered by the tug builder and operator to apply a spare anchor as an
alternative to a second bow anchor. In such case special provisions, such as a crane and
suitable storage space for the spare anchor, are to be present on board and the weight and
dimensions of the anchor are to be such that it can be handled swiftly. For tugs with the
additional service features sailing time 4 h from a safe sheltered anchorage,
effectively operating in a fixed and limited area, the spare anchor may be stored ashore.
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5.5.5 Anchors
Anchors are to be of an approved design. The design of all anchor heads is to be such as
to minimize stress concentrations, and in particular, the radii on all parts of cast anchor
heads are to be as large as possible, especially where there is considerable change of
section.
Anchors which must be specially laid the right way up, or which require the fluke angle
or profile to be adjusted for varying types of sea bed, will not generally be approved for
normal ship use, but may be accepted for offshore units, floating cranes, etc. In such
cases suitable tests may be required.
The mass of each bower anchor given in Table 5.5 or Table 5.6, as applicable, is for
anchors of equal mass. The masses of individual anchors may vary by ± 7 per cent of the
masses given in the Table, provided that the total mass of the anchors is not less than
would have been required for anchors of equal mass.
The mass of the head, including pins and fittings, of an ordinary stockless anchor is to be
not less than 60 per cent of the total mass of the anchor.
When stocked bower or stream anchors are to be used, the mass `ex-stock’ is to be not
less than 80 per cent of the mass given in Table 5.5 or Table 5.6, as applicable, for
ordinary stockless bower anchors. The mass of the stock is to be 25 per cent of the total
mass of the anchor, including the shackle, etc., but excluding the stock.
If approval is sought for a range of sizes, then at least two sizes are to be tested. The
smaller of the two anchors is to have a mass not less than one-tenth of that of the larger
anchor, and the larger of the two anchors tested is to have a mass not less than one tenth
of that of the largest anchor for which approval is sought.
The tests are to be conducted on not less than three different types of bottom, which
should normally be soft mud or silt, sand or gravel, and hard clay or similarly compacted
material.
The test should normally be carried out from a tug, and the pull measured by
dynamometer or derived from recently verified curves of tug rev/min against bollard pull.
A scope of 10 is recommended for the anchor cable, which may be wire rope for this test,
but in no case should a scope of less than 6 be used. The same scope is to be used for the
anchor for which approval is sought and the anchor that is being used for comparison
purposes.
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High holding power anchors are to be of a design that will ensure that the anchors will
take effective hold of the sea bed without undue delay and will remain stable, for holding
forces up to those required in this section, irrespective of the angle or position at which
they first settle on the sea bed when dropped from a normal type of hawse pipe. In case of
doubt, a demonstration of these abilities may be required.
When high holding power anchors are used as bower anchors, the mass of each such
anchor may be 75 per cent of the mass given in the Table 5.4 or Table 5.5, as applicable,
for ordinary stockless bower anchors.
The designation “Grade 1” may be replaced, at discretion of the Society, by “Grade 1a”
where UTS is greater than but not exceeding 400 N/mm2 or by “Grade 1b” where UTS is
greater then 400 but not exceeding 490 N/mm2.
Grade 1 material having a tensile stress of less than 400 N/mm2 (41 kgf/cm2) is not to be
used in association with high holding power anchors. Grade 3 material is to be used only
for chain 20.5 mm or more in diameter.
Where stream anchors are used in association with chain cable, this cable may be either
stud link or short link.
The form and proportion of links and shackles are to be in accordance with the Rules for
Materials.
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6 Assisted ship
6.1 Towing fittings
For emergency towing arrangements, ships subjected to SOLAS regulation II-1/3-4 are to
comply with that regulation and resolution MCS 35(63).
The maximum applied towing load applied by a tug is to be less then the Safe Working
Load used for mooring fittings.
It is required that the fittings Design Load and Safe Working Load be defined according
to IACS UR A2 requirements. The IACS UR A2 requirements are defined for a vessel
within a harbour or sheltered area and may not be adequate for the assisted ship offshore
towing.
To ensure integrity of the assisted ship structure during pushing operations it is necessary
that the tug loads are applied on locally reinforced structure for tug pushing and the tug
maximum applied pressure on the escorted ship structure is to be less then the design load
for that part of the structure.
The reinforced areas on the assisted ship side should be designed to take in account tug
motions and to be clearly marked. The assisted ship side structure strength should be
easily communicated between the tug and assisted ship.
The assisted ship side strength capacity at the tug pushing areas is not classification
requirements. If required pressures are specified for new ships in the building
Specification and, if requested, the Society will check that the structure is indeed strong
enough for that pressure.
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