# Port of Refuge: How a Casualty Tow Is Routed There

> What a port of refuge is, how a casualty tow is routed there, and what it means for chandlers, agents, bunker suppliers and repair yards.

URL: https://vesselreach.si/blog/port-of-refuge-how-a-casualty-tow-is-routed-there | Published: 2026-10-30 | Guide | Topic: Finding port-call opportunities

## In short

A port of refuge is a port where a damaged or disabled vessel is taken for shelter, repairs or survey when continuing the voyage is unsafe. The casualty tow is routed by the master, salvor, hull underwriters and coastal state, balancing distance, shelter, repair capability and permission to enter, so the call is unplanned and handled through salvage, general average or insurers rather than the normal charterer.

## Key takeaways

- A port of refuge call is driven by a casualty, not cargo, so it usually arrives with no berth window and a tow-dependent ETA.
- The salvor, master and hull underwriters route the tow, and the coastal state can refuse entry to a casualty carrying hazardous cargo.
- Chandlers and bunker suppliers may be asked to stand by before the ETA is fixed, or to deliver to an anchorage instead of a berth.
- Payment for a port of refuge call runs through salvage, general average or the insurer, not the owner or charterer account.
- Agents should keep a casualty response pack with tug contacts, anchorage limits and surveyor availability ready before the tow arrives.

## At a glance

- **What: What is a port of refuge?** A port a damaged or disabled vessel is taken to for shelter, survey or repairs when continuing the voyage is unsafe, as in the HMM Platinum container fire case. ([The Maritime Executive](https://maritime-executive.com/article/hmm-containership-heading-to-port-of-refuge-due-to-container-fire))
- **Who: Who handles the response?** Salvage teams, the vessel's owner and the operator issue updates and manage the response, as Seaspan and HMM did during two containership fires at sea. ([The Maritime Executive](https://maritime-executive.com/article/salvage-teams-continue-to-fight-fires-on-two-boxships-at-sea))
- **Where: Where was the HMM Platinum heading?** The vessel was approaching South Africa while displaying restricted manoeuvrability on AIS, according to The Maritime Executive in October 2026. ([The Maritime Executive](https://maritime-executive.com/article/hmm-containership-heading-to-port-of-refuge-due-to-container-fire))
- **Why: Why does routing matter?** Least-time routing depends on forecast sea state, so the chosen port can change as weather develops, as described in route optimisation research in Geoscientific Model Development. ([Geoscientific model development (Copernicus Publications)](https://doi.org/10.5194/gmd-9-1597-2016))
- **How: How is the tow planned?** Route optimisation models compute least-time routes from wave forecasts, while collision avoidance during the tow still depends on watchkeeping and seamanship. ([IEEE Access](https://doi.org/10.1109/access.2020.3022600))

A port of refuge is a port a damaged or disabled vessel is taken to for shelter, repairs or survey when continuing the voyage is unsafe. The vessel does not call to trade; it arrives under tow or on its own power, and the port call is driven by the casualty rather than by cargo.

For maritime service providers, that distinction matters. A port of refuge call is unplanned, often urgent, and usually handled by the vessel's P&I club (the mutual insurer covering third-party liabilities) and the salvor rather than the normal charterer. The work that follows is real: tugs, fenders, surveyors, hot work, provisions and crew support.

## What is a port of refuge?

A port of refuge is a place where a ship in distress can anchor or berth to make the vessel safe. The master or salvor chooses it when weather, fire, flooding or structural damage makes the original destination unreachable or unsafe.

The legal and commercial framework is usually general average and salvage, not the ordinary port call. That changes who authorises spending, who signs the PDA (pro forma disbursement account, the agent's estimate of port costs), and how quickly suppliers get paid.

The HMM containership HMM Platinum was heading to a port of refuge after a container fire, according to [The Maritime Executive](https://maritime-executive.com/article/hmm-containership-heading-to-port-of-refuge-due-to-container-fire) (October 2026). The vessel displayed restricted manoeuvrability on AIS as it approached South Africa, which is exactly the condition that turns a routine call into a casualty response.

## How a casualty tow is routed to a port of refuge

Routing is a decision made under pressure by the master, the salvor, the hull underwriters and the coastal state. It balances distance, shelter, repair capability and legal permission to enter.

1. **Assess the casualty.** The salvor and master establish whether the vessel can move, what stability remains, and whether cargo is still burning or shifting.
2. **Pick candidate ports.** The shortlist is based on distance, tug availability, water depth, berth or anchorage space, and whether a shipyard can handle the damage.
3. **Check permission.** Coastal states can refuse entry to a casualty carrying hazardous cargo. A port of refuge is not a right; it is a negotiated arrangement.
4. **Plan the tow.** The salvor sets the tow route, speed and weather window. Route optimisation models such as VISIR, described in [Geoscientific Model Development](https://doi.org/10.5194/gmd-9-1597-2016) (2016), compute least-time routes from wave forecasts, which is the same logic behind routing a tow away from heavy weather.
5. **Mobilise the port.** The agent books tugs, pilots, fenders and a berth. The chandler and bunker supplier are told to stand by, often before the ETA is fixed.

Collision avoidance during the tow is a separate problem. Research in [IEEE Access](https://doi.org/10.1109/access.2020.3022600) (2020) explored COLREG-compliant collision avoidance for unmanned surface vehicles using deep reinforcement learning, which reflects how much of tow routing still depends on watchkeeping and seamanship rather than automation.

## Why the port call is different from a normal arrival

A port of refuge call usually arrives with no berth window, no confirmed cargo operation and no ordinary ETA (estimated time of arrival, the time a vessel expects to reach port). The agent works from the salvor's tow plan instead.

ElementNormal port callPort of refuge callTriggerCargo or scheduleCasualty or weatherWho instructsCharterer or operatorSalvor, master and underwritersETAPlanned windowTow-dependent, often movingMain workCargo, bunkers, storesSurvey, repairs, tugs, safetyPayment routeOwner or charterer accountSalvage, general average or insurer

The table matters for quoting. A chandler asked to supply a casualty vessel may be asked to wait, to deliver to an anchorage rather than a berth, or to accept a security arrangement instead of a normal credit line.

## Recent casualties show how the work lands

Salvage teams were still fighting fires on two containerships at sea in October 2026, according to [The Maritime Executive](https://maritime-executive.com/article/salvage-teams-continue-to-fight-fires-on-two-boxships-at-sea). Both Seaspan, as owner of the Espirito Santo Express, and HMM issued updates on the response.

When a fire is controlled, the next decision is where to take the ship. That decision creates the port of refuge call, and with it demand for tugs, surveyors, repair crews and fresh stores. The containership fire salvage post on this blog covers where that work goes in more detail.

Ports are also investing in the infrastructure that casualty response depends on. MARAD awarded $498 million under its Port Infrastructure Development Program, according to [The Maritime Executive](https://maritime-executive.com/article/marad-awards-498m-in-port-grants-as-aapa-calls-for-new-appropriations) (October 2026), while the American Association of Port Authorities called for new appropriations.

Coordination across clusters and time zones is part of the job. [Seatrade Maritime News](https://www.seatrade-maritime.com/maritime-transportation/bringing-together-international-maritime-clusters) (October 2026) described shipping as depending on communication and cooperation across geographies and political circumstances, which is precisely what a casualty tow demands.

## What the routing decision means for suppliers

For a chandler, bunker supplier, agent or repair yard, the practical question is whether your port is on the salvor's shortlist, and whether you hear about the tow before it arrives.

- **Agents:** prepare a casualty response pack with tug contacts, anchorage limits and surveyor availability.
- **Chandlers:** hold a standing list of items a damaged vessel needs first, such as fenders, cleaning gear, fresh water and provisions.
- **Bunker suppliers:** expect a casualty stem to be small, urgent and authorised by the salvor or insurer rather than the charterer.
- **Repair yards:** confirm which damage types you can quote for and how quickly you can survey a vessel at anchorage.

Route planning research in [Geoscientific Model Development](https://doi.org/10.5194/gmd-9-1597-2016) shows that least-time routing depends on forecast sea state, which means the port chosen can change as weather develops. Suppliers who track vessel movements rather than waiting for a confirmed berth booking gain hours that matter.

Maritime law and training also shape how crews handle a casualty. A paper in [Transactions on Maritime Science](https://doi.org/10.7225/toms.v05.n01.007) (2016) examined the role of maritime law in seafarer training under STCW amendments, which is relevant when a master must decide whether to accept a tow or a port of refuge.

Port security rules can add another layer. The US Coast Guard imposed additional security conditions on vessels arriving in American waters after calling at Somali ports, [Splash247](https://splash247.com/us-tightens-entry-rules-for-ships-calling-at-somali-ports/) reported in October 2026. A casualty vessel with an unusual port history may face extra checks before entry.

## How VesselReach helps

VesselReach turns vessel movements into conversations with the people who authorise the work. For a casualty tow heading to your port, that means reaching the right desk before the ship arrives.

- **Vessel intelligence:** VesselReach shows vessels near your selected ports and scheduled arrivals, which means you see an inbound tow or a diverted vessel while there is still time to prepare a quote.
- **Decision-maker discovery:** VesselReach identifies operations, technical and procurement roles at the company behind the vessel, which means your enquiry reaches the superintendent or agent who signs the order rather than a general inbox.
- **Multichannel outreach:** VesselReach runs staged email, WhatsApp and phone outreach, which means urgent casualty work can be offered on the channel the recipient actually answers.

Book a VesselReach demo to see how vessel arrivals at your ports become qualified sales opportunities.

## Key facts

- According to The Maritime Executive (October 2026), the HMM containership HMM Platinum was heading to a port of refuge after a container fire and displayed restricted manoeuvrability on AIS as it approached South Africa. ([The Maritime Executive](https://maritime-executive.com/article/hmm-containership-heading-to-port-of-refuge-due-to-container-fire))
- According to The Maritime Executive (October 2026), salvage teams were still fighting fires on two containerships at sea, with Seaspan as owner of the Espirito Santo Express and HMM both issuing updates on the response. ([The Maritime Executive](https://maritime-executive.com/article/salvage-teams-continue-to-fight-fires-on-two-boxships-at-sea))
- According to The Maritime Executive (October 2026), MARAD awarded $498 million under its Port Infrastructure Development Program while the American Association of Port Authorities called for new appropriations. ([The Maritime Executive](https://maritime-executive.com/article/marad-awards-498m-in-port-grants-as-aapa-calls-for-new-appropriations))
- According to Geoscientific Model Development (2016), the VISIR route optimisation model computes least-time nautical routes for small vessels from wave forecasts. ([Geoscientific model development (Copernicus Publications)](https://doi.org/10.5194/gmd-9-1597-2016))
- According to Splash247 (October 2026), the US Coast Guard imposed additional security conditions on vessels arriving in American waters after calling at Somali ports. ([Splash247](https://splash247.com/us-tightens-entry-rules-for-ships-calling-at-somali-ports/))

## Frequently asked questions

### What is a port of refuge?

A port of refuge is a port a damaged or disabled vessel is taken to for shelter, survey or repairs when continuing the voyage is unsafe. The call is driven by the casualty rather than by cargo operations, and it is usually handled by the salvor and insurers. ([The Maritime Executive](https://maritime-executive.com/article/hmm-containership-heading-to-port-of-refuge-due-to-container-fire))

### How is a casualty tow routed to a port of refuge?

The master and salvor assess the vessel, shortlist ports by distance, shelter and repair capability, check permission from the coastal state, plan the tow route and weather window, then mobilise tugs, pilots and a berth at the chosen port. ([Geoscientific model development (Copernicus Publications)](https://doi.org/10.5194/gmd-9-1597-2016))

### Why was the HMM Platinum heading to a port of refuge?

The HMM containership HMM Platinum was heading to a port of refuge after a container fire and displayed restricted manoeuvrability on AIS as it approached South Africa, according to The Maritime Executive in October 2026. ([The Maritime Executive](https://maritime-executive.com/article/hmm-containership-heading-to-port-of-refuge-due-to-container-fire))

### How can port suppliers win work from a casualty tow?

Suppliers can prepare a casualty response pack with tug contacts, anchorage limits, surveyors and urgent stores. Tracking vessel movements and reaching the agent or superintendent before arrival gives more time to quote than waiting for a confirmed berth booking.

### Do port security rules affect a casualty vessel's entry?

They can. The US Coast Guard imposed additional security conditions on vessels arriving in American waters after calling at Somali ports, Splash247 reported in October 2026, which shows how port history can add checks before entry. ([Splash247](https://splash247.com/us-tightens-entry-rules-for-ships-calling-at-somali-ports/))

## Sources

1. [The Importance of Maritime Law in Seafarer Training Pursuant to Amendments to the STCW Convention](https://doi.org/10.7225/toms.v05.n01.007), Transactions on Maritime Science (University of Split), 2016-04-20
2. [COLREG-Compliant Collision Avoidance for Unmanned Surface Vehicle Using Deep Reinforcement Learning](https://doi.org/10.1109/access.2020.3022600), IEEE Access, 2020-01-01
3. [VISIR-I: small vessels – least-time nautical routes using wave forecasts](https://doi.org/10.5194/gmd-9-1597-2016), Geoscientific model development (Copernicus Publications), 2016-05-02
4. [HMM Containership Heading to Port of Refuge Due to Container Fire](https://maritime-executive.com/article/hmm-containership-heading-to-port-of-refuge-due-to-container-fire), The Maritime Executive, 2026-10-12
5. [Salvage Teams Continue to Fight Fires on Two Boxships at Sea](https://maritime-executive.com/article/salvage-teams-continue-to-fight-fires-on-two-boxships-at-sea), The Maritime Executive, 2026-10-23
6. [Bringing together international maritime clusters](https://www.seatrade-maritime.com/maritime-transportation/bringing-together-international-maritime-clusters), Seatrade Maritime News, 2026-10-23
7. [US tightens entry rules for ships calling at Somali ports](https://splash247.com/us-tightens-entry-rules-for-ships-calling-at-somali-ports/), Splash247, 2026-10-29
8. [MARAD Awards $498M in Port Grants as AAPA Calls for New Appropriations](https://maritime-executive.com/article/marad-awards-498m-in-port-grants-as-aapa-calls-for-new-appropriations), The Maritime Executive, 2026-10-28

## More on this topic

A port of refuge is a port a damaged ship is taken to when it cannot safely continue its voyage. The vessel usually arrives under tow, and the call is handled by the salvor and insurers rather than the charterer. Routing depends on distance, shelter, repair capability and permission from the coastal state. Recent containership fires show how quickly such a call can be triggered. For chandlers, agents, bunker suppliers and repair yards, the opportunity is to track the inbound tow and reach the right decision-maker before the vessel arrives.

A port of refuge call is not a normal arrival: the vessel comes in under tow, the ETA keeps moving, and the salvor and insurers authorise the spending rather than the charterer. That changes how a pro forma disbursement account is signed and how quickly suppliers get paid. For chandlers, agents, bunker suppliers and repair yards, the practical edge is seeing the diverted vessel before the berth is confirmed.

A casualty tow is routed by the master, the salvor, the hull underwriters and the coastal state, who weigh distance, shelter, tug availability and repair capability before granting entry. The HMM containership HMM Platinum headed for a port of refuge after a container fire, The Maritime Executive reported in October 2026. Payment runs through salvage, general average or the P I club rather than the charterer, so a pro forma disbursement account is authorised differently. VesselReach, built by CatalystIQ, is an AI-powered maritime sales intelligence and outreach platform for ship chandlers, bunker suppliers, port agents, repair yards and marine service companies; it shows vessels near your ports so a diverted ship is visible before the berth is fixed.

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