What the examiner is actually testing
The examiner wants to see a Master who has thought through the operation before the towline goes across — not someone who reacts piece by piece. Pass-standard answers demonstrate command-level risk assessment: you identify hazards, assign responsibilities, communicate with all parties, and have contingencies ready. A watchkeeper answer lists equipment; a Master answer describes a managed evolution.
The underlying knowledge
Before anything else: situation assessment
Establish the nature of the casualty — is the vessel taking on water, is there a fire risk, what is her manoeuvring state? This determines whether you are the towing vessel, the tow, or handing over to a professional salvor. Be clear on the salvage law implication: rendering assistance under SOLAS V/33 does not automatically create a salvage claim, but a commercial tow under Lloyd's Open Form (LOF) does. As Master you must understand what you are signing.
The form used depends on the circumstances:
- Vessel in danger → the default salvage contract is LOF (Lloyd's Open Form 2024, the current edition**)**. It operates on a "no cure no pay" basis; the award is assessed by Lloyd's arbitrators. As Master you have authority to sign in a genuine emergency when the owner cannot be reached, but you must attempt contact and log every attempt.
- Planned commercial tow, vessel not in danger → a salvage contract is inappropriate. The correct instruments are BIMCO TOWCON (lump-sum remuneration) or TOWHIRE (daily hire rate), both of which carry pre-agreed commercial terms and carry no salvage award mechanism. Signing LOF for a routine planned tow would expose the owner to an unjustified salvage claim.
Never allow the nature of the agreement to be blurred by time pressure at the towline stage — clarify which form applies before lines are passed.
Towing vessel preparations
- Structural assessment: identify the strongest attachment points — bitts, cleats, or dedicated towing bollards rated for the load. Never use anchor windlass warping drums as primary attachment unless designed for towing loads.
- Tow line selection and rigging: use the longest, heaviest line practicable to provide catenary — the natural sag absorbs snatch loads. A spring or bridle at each end distributes load and reduces yaw. Mark the catenary's clearance above the water so the crew on watch can monitor it.
- Chafing protection: where the line bears on fairleads, rubbing strakes, or the stern, protect with fire hose, leather, or heavy cloth. Chafe is the primary cause of towline failure.
- Crew briefing and emergency stations: assign dedicated watch on the towline with authority to slip or cut. Agree the slip signal — typically VHF combined with an agreed sound signal — before the tow commences.
- Manoeuvring restrictions: brief the bridge on the dramatically reduced ability to manoeuvre, the risk of the tow over-running in a seaway, and the need to avoid turns that bring the tow beam-on to the sea.
- Speed: keep to a speed the towline geometry can safely absorb. Excessive speed straightens the catenary and removes all shock absorption.
Being towed — preparations aboard the casualty
- Establish damage control status first: shore the flooding, fight the fire, then accept the tow.
- Assign a dedicated officer to the towline connection; they maintain communication with the tug and can slip on command.
- Ensure adequate helm and power if available to assist steering and reduce yaw; if propulsion is available, use it to keep the towline taut.
- Remove all personnel from the direct line of a towline under tension — a parted towline is lethal.
- Anchor ready: if the tow parts in confined waters, anchoring may be the only option to prevent grounding.
- Advise port authority, coastguard (MRCC), and flag state if appropriate; update the passage plan and NOTAMs.
Communications and documentation
Agree and confirm on VHF: towing speed, course, emergency signals, and slip procedure. Log everything — time tow commenced, configuration, persons briefed, weather, and any changes. If a salvage contract is involved, note the terms and do not sign under duress without authority from the owner. Confirm on VHF — and record in the log — whether the arrangement is salvage (LOF 2024) or a commercial tow (TOWCON/TOWHIRE), since the financial and legal consequences for the owner differ fundamentally.
Structuring your spoken answer
Open by stating your immediate priority — assess the situation and make the vessel safe before connecting the tow. Then move through: assessment → agreement with the other vessel (including which contractual form applies) → rigging and chafe protection → crew briefing and emergency slip arrangement → communications and documentation. End by noting that the plan must be continuously reviewed as conditions change. This structure signals command-level thinking rather than a checklist recitation.