If you are taking a disabled vessel in tow at sea and the weather is good you should not have any problem. The lines are run and secured as you would any vessel that you are towing. The towing vessel starts ahead slow on the course that the disabled vessel happens to be heading and uses every precaution to prevent a jerk on the line. Before changing course, you should wait until both ships have way and are moving steadily with a good tension on the tow line.
In bad weather, towing should not be made unless circumstances make it necessary. The running of lines in a heavy sea is a lot more difficult, especially if the vessel to be towed is unable to assist by placing herself in a good position. In really heavy weather, it would be necessary to proceed so slow that little or no time would be lost by waiting for the weather to get better.
Disabled vessels lie in different positions relative to the wind,it depends on the size and position of the superstructure, the trim. If there is more superstructure forward than aft, the vessel will lie with the wind from abaft the beam to astern. Vessels with more superstructure amidships will lie with the wind abeam, and those with superstructure aft, such as tankers, will lie head into the wind. All vessels make leeway and, if lying at an angle to the wind, headway or stern way of 1 to 3 knots. Vessels down by the head tend to head into the wind, and vice versa.
If a tug with a deckhouse forward and a flat stern is the towing vessel, she should approach downwind and just clear of the bow, except when the vessel to be towed lies head into the wind. In this case, the approach of the tug is still downwind but just ahead of the vessel, using the engines to keep her position and clear.
Here is how a towing operation might go. It will be assumed that one vessel is going to tow another and that the weather is rough, but not rough enough to make towing impracticable. The disabled vessel will be lying with the wind and sea abaft the beam. You should have some means of communications with the other vessel. The first line to be run will be a light one by which the heavier ones can be hauled across. There may be special circumstances when it will be desirable for the disabled vessel to run lines, but under ordinary circumstances it is more convenient for the towing vessel to run them. Once the first line is across, the heavier lines are run and made fast to the anchor cable of the vessel to be towed. A good length of cable is paid out 20 to 45 fathoms is none too much for heavy work and the line made secure on both ships. Chafing gear is used wherever it is needed. And when all is ready, the engines are started ahead as slowly as possible and stopped the moment the line begins to get tight. Then a few more turns are made and so on until the inertia of the tow is overcome and both ships are moving slowly with a steady tension on the line. The revolutions are then increased little by little and the course changed gradually. When the tow is finally straightened out and moving steadily, the speed is worked up to that at which it is best.
After settling down to a steady rate of towing, the lines should be examined, the strain divided as evenly as possible, chafing gear renewed wherever necessary, etc. crew should be stationed night and day to watch the lines on both ships, with axes and unshackling tools ready for slipping.
