3-8.12 USE OF LIVERPOOL BRIDLE.
In operating the Liverpool Bridle, limit the tension to the safe working load of the bridle's 1 5/8-inch wire rope
The Liverpool Bridle, as shown m Figure 3-14, is a towline harness designed to permit a towing vessel to maintain fine
control over heading and position. It is particularly useful when it is necessary to have the heading of the tug different
from the direction of application of towing force. The lazy jacks are retrieving lines only and take no strain. The section
of the hawser between the carpenter stopper and the winch takes only light strain. Thus configured, the point of tow is
forward of the vessels' normal pivot point, and the tug is able to maneuver to keep her head in the desired direction. By
rigging a bridle on either side of the tug, the towing point can be shifted from side to side to facilitate ship control.
The Liverpool Bridle is needed m circumstances (typically strandings) where currents and weather make it impossible for
a conventionally rigged tug to maintain its station in relation to the tow. The Liver- pool Bridle requires the use of a
towing winch. Its components are two pendants of 15/8-inch wire rope with a soft eye spliced in one end and an eye with
a thimble spliced in the other end. One pendant is used on the starboard side, the other on the port side. The pendants
should be sufficiently long so that they will run slack from the forward rail or shoulder bitts, which are closest to the pivot
point of the ship, outboard and in over the quarter to a point on the centerline about 20 feet abaft the towing H-bitts. The
Liverpool Brldle requires:
a. One carpenter stopper secured to the towline.
b. A 15/8-inch wire rope pendant with soft eye and thimble, length to suit ship.
c.Two 3-inch synthetic fiber lazy jacks made in the following lengths: one 50 feet long and the other 100 feet long, both
with eye and thimble spliced in one end. A typical application of a Liverpool Bridle is shown in Figure 3-15.
3-8.13 TRANSFER OF PERSONNEL AND FREIGHT . Simple light line procedures are used for small freight. During
these transfers it may be advantageous, as in fueling, for the transferring ship to keep station on the tug.
Transfer of personnel and mail should be by means of boat or helicopter. In unusual circumstances, transfer of
personnel is accomplished by rigging a highline, or, if necessary, a Stokes stretcher. Conditions permitting, a rubber raft
or boat should be used to effect transfer to avoid the maneuvering restrictions of underway replenishment.
3-8.14 BACKING DOWN WITH A TOW.
Except in an emergency, backing down with a tow is not recommended. If a collision with another ship is
imminent and backing down appears necessary, it may be attempted.
If backing down is necessary, great care must be taken not to foul the towline in the propeller. Tow position and speed of
advance must be considered to avoid collision.
3-9 COMMUNICATIONS BETWEEN SHIPS
Most communication between ships, tug-and-tow and tug-and-tug is by radio. A tug may en-counter circumstances such
as loss of radio, radio silence, weatheror foreign language barriers that require an alternate means of communicating.
The most commonly-accepted methods for communicating between ships at sea are identified in theInternational Code
Of Signals, (Ref 6). Since these signals are standardized and well-known, they should eliminate