There may be special circumstances which will make it desirable for the disabled vessel to run the lines, but under ordinary circumstances it is more convenient for the towing vessel to run them. Having gotten the first light line across, by whatever method, the heavier lines are run and made fast to the bower-cable of the vessel to be towed. A good length of cable is paid out ;-60 or 75 fathoms is none too much for heavy work ;— and the line made secure on both ships as has been described in § I, chafing-gear being used liberally wherever it can be needed. In the meantime, full instructions about starting are given to the Chief Engineer, and when all is ready the engines are started ahead as slow as possible, and stopped the moment the line begins to tauten out; 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, as may be necessary. When, finally, the tow is straightened out and moving steadily, the speed is worked up to that at which it is thought wise to continue.

In all changes of course, the tow puts her helm at first to the side opposite that of the leader, and so steers around into the leader's wake.

If the sea is such as makes it dangerous to tow to windward, it is worth while to consider whether a port cannot be made on a course which will present fewer difficulties, even if the distance is much greater.

After settling down to a steady rate of towing, the lines should be examined, springs hauled taut afresh, the strain divided as evenly as possible, chafing gear renewed wherever necessary, etc. Hands should be stationed night and day to watch the lines on both ships, with axes and unshackling tools ready for slipping hurriedly if necessary. It is well to have a light "messenger' line between the ships, for hauling messages across and for use in running a new line in case of necessity. This line should be left slack and should have ample length to allow for the fact that if the tow-line parts the leading ship will forge ahead considerably before she can be stopped. If such a line is not used, messages may be floated across by paying out and hauling in a light line like an old-fashioned log-line.

The towing vessel should use oil freely as in Plate 160.

Standard Towing Equipment, United States Navy. All capital ships of the United States Navy carry the Standard Towing Equipment shown in Plates 179 and 180.

The approved method of taking a vessel in tow is as follows: Directions for Towed Vessel. Unshackle both bower cables at the five-fathom shackle, each anchor having first been secured by two housing-stoppers on the five-fathom shot. Reeve the free ends of the bower cables out through the bow chocks, bring them in on the forecastle and shackle them together, forming a bridle, taking care to have all clear for veering the bridle outside when ready.

Shackle the end of the steel towing hawser to the bridle and flake the hawser on the forecastle, clear for running. Remember that the end which is shackled up to the bridle will go out last. Put check-stoppers of one-inch manila on the bights of the hawser to check it when it is payed out.

Bend a 3-inch manila line to a spar. Put the spar overboard and pay out the line. The spar will probably drift to windward; or, what amounts to the same thing, it will drift to leeward more slowly than the ship.

Directions for Towing Ship. Take position about one-half mile astern of the ship to be towed, and a little to windward. Secure the bridle around the turret. Flake down the towing hawser (21⁄2-inch diameter wire), shackling one end to the bridle and the other to an 8-inch manila hawser, this hawser being also flaked down clear for running. To the free end of the 8-inch manila line bend one end of a 3-inch manila line which has been led aft from the forecastle, outside of all, and in through the stern towing chock.

All being ready on both ships, the towing ship steams slowly up to the spar,-the location of which is signalled by the towed ship-picks it up (on the forecastle) and bends the 3-inch manila line which the spar has floated across, to her own similar line leading from aft. The bight of the 3-inch lines is then thrown overboard, and the towed ship takes in the slack. When the line is clear of the screws of the towing ship she manoeuvres to gain a favorable position, the 3-inch line being payed out as is found necessary by the towed ship. When a favorable position has been attained, the towed ship hauls in the 3-inch line, followed by the 8-inch, and finally by the end of the steel towing

hawser. The two towing hawsers are shackled together, and payed out. When the chain bridle is reached (on the towed ship) it is payed out carefully and the two cables are veered away to whatever scope is considered advisable. Sixty fathoms is recommended.

The precautions to be observed in starting ahead and in increasing speed have been detailed in an earlier part of this Chapter.

§ IV. TOWING ENGINES. TOWING ALONGSIDE.

Fowing Engines. (Plates 181 and 182.) In the United States, vessels designed especially for towing are in most cases fitted with towing-engines, which carry the line on a reel and pay out and haul in automatically as may be necessary to keep the tension constant; the resistance of the tow being borne entirely by the steam pressure in the cylinders. If the tension on the hawser rises momentarily above this steam pressure, the drum revolves and pays out line. This action opens the regulating valve and increases the steam pressure in the cylinders until this pressure balances the tension on the line. If, later, the tension decreases, the steam pressure will be in excess and the drum will revolve and reel in the line, but at the same time the regulating valve will close in part, and the pressure will fall until it meets and balances the tension. In this way, the line is paid out or reeled in only just enough to meet the condition of things prevailing at any given moment, and the average length of line remains practically constant.

There can be no question of the enormous advantage in towing resulting from the use of these engines. A point of great, though perhaps secondary, importance, is that if the towing vessel stops, or if for any other reason the tow ranges up and slacks the line, the engine takes in the slack at once and keeps it clear of the screw. If it is found desirable at any time to shorten in the line, reducing the distance between the vessels, it can be done without difficulty. This may be important in passing around bends in a channel, or for taking in the line preparatory to casting off.

It is not the least of the advantages of the towing engine that it makes the use of wire-rope perfectly safe in all weathers.

Towing Alongside. When towing in port or in confined waters, the tug should be made fast alongside if possible, as this gives