TOWING.

Towing operations by Safety Boats are to be considered as Rescue Operations, and should only be attempted where absolutely necessary. Towing another vessel astern or alongside can be potentially dangerous, and the Cox’n should carefully consider the situation before attempting a tow. If in doubt the Cox’n will summon assistance and will ensure the safety of persons on board the casualty vessel by taking them aboard the Safety Boat.

TOWING OPERATIONS.

The Cox’n must consider:

1. Is it safe for the Safety Boat to tow this craft or is another vessel in the area more suitable?

2. Is it safe for the persons to stay aboard the casualty vessel whilst under tow?

3. Are the weather conditions such that it would be safer to recover the persons and leave the vessel?

4. Are there any other dangers which would make it safer to recover the persons and leave the vessel?

5. What method is to be used to tow the vessel to safety.

TOWING ASTERN.

This is the safest and most frequently used method to tow another vessel using a Safety Boat and can be used in a wide range of weather conditions.

A long towing rope is to be connected to the towing bridle using a figure of eight descender or a large ring or shackle. The towing bridle is fixed to two strong points, cleats or towing eyes, on the stern of the Safety Boat. The other end of the towrope is to be connected to a strong point on the vessel to be towed. In poor weather conditions the towrope needs to be as long as possible.

In heavy weather and large seas the length of tow must be adjusted so that both Safety Boat and casualty are climbing waves. If the length of tow is such that they in the same trough between successive waves, they casualty may ‘surf’ down the face of a wave, out of control, and broach or ram the stern of the Safety Boat.

When towing displacement boats, the speed of the tow should never exceed the maximum hull speed of the casualty.

A crewman must attend the towline at all times during the towing operation, to maintain contact with the casualty vessel, to ensure that the towline does not become

wrapped around the propeller if the tow rope goes slack, and to be able to cast off the tow rope quickly if the situation dictates.

Towing Astern

Adjust the length of the tow rope to keep both the Safety Boat and the casualty

climbing waves at the same time.

If the casualty vessel exhibits a tendancy to broach whilst under tow a coil of spare line should be streamed over the stern of the casualty, the line still coiled up. This will act as a form of brake, and help to prevent the casualty moving so fast through the water, thus keeping weight on the tow line which will decrease the likelihood of a broach.

Depending upon conditions at the time it may be expedient either:

To attach the towline securely to the casualty and facilitate easy slipping from the Safety Boat,

                                                            OR

To attach the tow securely to the Safety Boat and facilitate easy slipping from the casualty.

The decision as to which method is used will depend on many factors, particularly casualty crew condition, and can only be  made by the Safety Boat Coxn. at the time.

THE TOW SHALL AT ALL TIMES BE CONNECTED IN SUCH A WAY AS TO BE ABLE TO “QUICK RELEASE” IF NECESSARY.

TOWING ALONGSIDE.

DISABLED CRAFT WHICH HAVE TAKEN OR WHICH ARE IN DANGER OF TAKING WATER SHOULD NEVER BE TOWED ALONGSIDE.

This method is suitable only in calm conditions or in a harbour area to come alongside. This method offers far superior control during manoeuvring.

Four ropes are required, two will be used as springs:

            1. From the forward anchor point of the Safety Boat to an after strong point

                on the vessel to be towed.

            2. From the stern of the Safety Boat to the bow of the vessel to be towed.

            3. Short rope from the stern of the Safety Boat to the stern of the vessel

                to be towed.

            4. Short rope from the bow of the Safety Boat to the closest strong point

                of the vessel to be towed.

The Safety Boat should be positioned so that its engine is well astern of the vessel to be towed with springs 1 and 2 fitted and tightened as far as possible.

Put the safety boat into slow ahead gear and retighten the stern spring as much  as possible, then engage slow astern gear and retighten the bow spring. Tighten breast ropes 3 and 4 and the tow is ready.

If the Safety Boat engine is not positioned far enough astern of the vessel to be towed the safety boat will not have steerage, therefore reposition the Safety Boat. Towing should be done in a slow manner, retightening the ropes as necessary.

TURNING PORT & STARBOARD.

With the Casualty and Safety Boat positioned as in the diagram, boat handling will be totally different to normal. Turns to Starboard will be performed relatively easily as the engine of the Safety Boat  will be pushing in the right direction, however, turns to port will require a different procedure and some prior planning.

To turn to port in a situation as depicted in the diagram, put the gearchange to neutral, turn the helm to STARBOARD, engage reverse gear, and briefly apply throttle. This action will have the effect of dragging the bow of the casualty in the direction required, to port. Once the bow of the casualty is pointing in the required direction, engage neutral, return the helm to the required position and resume normal operation.

During the course of an alongside tow, particularly in confined waters, it may be necessary to alternate between forward and reverse operations frequently and rapidly.

COMING ALONGSIDE.

Coming alongside should be done with the minimum of throttle and gear changing from ahead to astern. The Cox’n should take full advantage of tide and wind conditions and approach slowly from down wind/tide at an angle of approx. 30 degrees. The crew, briefed beforehand, will make ready the necessary ropes and prepare to fend off. Just before contact, turn the bow away, put the helm amidships and engage astern gear.

Towing Alongside.

Four ropes are required:

1.       Forward anchor point on Safety Boat to after strong point on casualty.

2.       Stern of Safety Boat to forward strongpoint of casualty.

3.       Stern of Safety Boat to stern of casualty.

4.       Bow of Safety Boat to closest strong point on casualty.

RIGHTING CAPSIZED DINGHIES.

The degree of assistance that you render in this case will depend entirely upon whether the crew of the capsized boat are uninjured and capable of helping themselves.

Your presence, an encouraging word or a helping hand with the mast or centreboard or bringing the boat head to wind after righting may be all that is necessary.

If you are required to assist to right the dinghy then the best approach is towards the forestay. The Safety Boat crew can ‘walk, the mast up towards the Safety Boat hull. This, combined with the efforts of the dinghy crew, is normally enough to right the dinghy. This method is of particular use when assisting single handed dinghies or those crewed by children when the ability of the crew to help themselves will decrease rapidly.

Remember to assist for long enough for the crew to re-board and prepare for sailing.

If a greater degree of assistance is required, consider recovering the casualties from the water into the Safety Boat, this will not only remove the casualties from danger, but will also give you more manpower in the Safety Boat.

Approach the capsized dinghy from the forestay, or if it safe to do so, alongside the centreboard, with the Safety Boat facing in the same direction as the casualty dinghy. The Safety Boat can then be used as a stable platform from which to work, allowing the crew to exert leverage either from the centreboard or via the jib sheet pulled over the hull. These techniques are easier if the Safety Boat can manoeuvre itself and the casualty dinghy head to wind.

Fully inverted boats are either:

a.       In deep water with the mast clear of the bottom

b.      In shallow water with the mast touching the sea bed.

Where a. applies, come alongside the leeward side and try to sink the leeward quarter to bring the boat into the 90 degree capsize position. If successful the method above should do the trick, if it does not work, try taking the jib sheet over the dinghy, aft of the centreboard if it is still in place, stand on the gunwale and pull. An alternative method is to tow the dinghy slow ahead which may screw it round to the 90 degree capsize position.

In case b., take the dinghy crew aboard the safety boat which will release any weight off the hull and may then release the mast from the sea bed, any swell may be of assistance. Once the mast is free, treat as in a. above.

Remember to keep your crew briefed on your plan, also, the dinghy crew may be of great assistance, so, keep them briefed too.

Righting Capsized Dinghies.

Approach towards the forestay and walk the mast upright.

Righting capsized Dinghies

If the mast is stuck in the mud, take the jib sheet over the boat

and drive the Safety Boat away from the casualty.

RIGHTING CAPSIZED CATAMARANS

The righting of capsized catamarans requires some special techniques, and a high degree of co-operation between the Safety Boat crew and the casualty crew, however, provided both crews work together as a team, righting catamarans should present no great problem.

It is vitally important that, before attempting to right a capsized catamaran, the bows of the catamaran are brought head to wind. If not, the catamaran, on righting, may either sail off, possibly without the crew, or, capsize the other way, on top of the crew.

During the routine for righting a capsized catamaran, definite actions are required of  each part of the team as follows.

When inverted

Cat Crew  Stand on the outside gunwale on the leeward hull, near the stern, using the righting rope to support you and wait. The stern will sink, the opposite bow will rise and the vessel will move to the 90 degree capsize position.

If this does not work, probably because the casualty’s sails will not let it right, release halyards as necessary and ‘drop’ the sails, i.e. pull them to the surface.

Safety Boat Crew.  Ask the casualty crew to pass you the main halyard. manoeuvre the Safety Boat so as to position the mast of the casualty pointing into the wind, and use the main halyard to pull the masthead to the surface.

Righting capsized Catamarans.

‘Drop’ the sails, take the main halyard to the Safety Boat and pull the masthead to the surface.

When in 90 degree position.

Cat Crew. If the kite is up, lower it and stow it on the mainsail, just above the boom. Make sure the mast is pointing into the wind. Make sure all control lines, ijncluding mainsheet traveller, are uncleated and free.

Take righting rope over the top of the upper hull and lean out. If this does not work, take the righting rope through a crewmembers trapeze hook, under the front beam and back to the crewmembers hand, the crewmember can then lean out without hurting their arms. The second crewmember can then stand on the trapeze harness, thus getting the maximum amount of weight over the side.

When the boat rights it is important that the crew grabs the beam close to the lower hull in order to prevent the boat capsizing the other way.

Once righted the crew should re-board the cat over the front beam inside the hulls.

Safety Boat Crew. If the casualty crew is unable to right the boat from the 90 degree position, make sure the mast is pointing into the wind, and lift the masthead and push the boat up while the crew are leaning out. Alternatively, secure a line to the end of the righting line and drive the Safety Boat away from the casualty. Do not secure the line to the Safety Boat, be ready to release the line as soon as the casualty starts to right.

To tow a catamaran all sails must be lowered and/or furled.

Remember: A catamaran with sails set is liable to sail off by itself as soon as it is righted and in certain circumstances may be able to ‘outsail’ a Safety Boat.

Righting Capsized Catamarans

If the crew are unable to right the boat,

take the righting line over the top hull

and drive the Safety Boat away.