CHAPTER XXI.

VESSELS' LIGHTS AND THE RULE OF THE ROAD.

THE following articles from the "Revised International Regulations for Preventing Collisions at Sea," are adopted for the naval service of the United States, in so far as the navigation of naval vessels outside of United States territorial waters is concerned:

ARTICLE I. Preliminary.-In the following rules every steamship which is under sail and not under steam is to be considered a sailing ship; and every steamship which is under steam, whether under sail or not, is to be considered a ship under steam.

ARTICLE II. Rules concerning Lights.-Lights mentioned in the following articles numbered 3, 4, 5, 6, 7, 8, 9, 10 and 11, and no others, shall be carried in all weathers from sunset to sunrise.

ARTICLE III. A sea-going steamship when under-way shall carry:

(a.) On or in front of the foremast, at a height above the hull of not less than 20 feet, and if the breadth of the ship exceeds 20 feet, then at a height above the hull not less than such breadth, a bright white light, so constructed as to show an uniform and unbroken light over an arc of the horizon of twenty points of the compass, so fixed as to throw the light ten points on each side of the ship, viz., from right ahead to two points abaft the beam on either side, and of such a character as to be visible on a dark night, with a clear atmosphere, at a distance of at least five miles.

(b.) On the starboard side, a green light so constructed as to show an uniform and unbroken light over an arc of the horizon of ten points of the compass, so fixed as to throw the light from right ahead to two points abaft the beam on the starboard side, and of such a character as to be visible on a dark night, with a clear atmosphere, at a distance of at least two miles.

(c.) On the port side, a red light so constructed as to show an uniform and unbroken light over an arc of the horizon of ten points of the compass, so fixed as to throw the light from right ahead to two points abaft the beam on the port side, and of such a character as to be visible on

(d.) The said green and red side lights shall be fitted with inboard screens projecting at least three feet forward from the light, so as to prevent these lights from being seen across the bow.

ARTICLE IV. A steamship, when towing another ship, shall, in addition to her side lights, carry two bright white lights in a vertical line one over the other, not less than three feet apart, so as to distinguish her from other steamships. Each of these lights shall be of the same construction and character, and shall be carried in the same position as the white light which other steamships are required to carry.

ARTICLE V. A ship, whether a steamship or sailing ship, when employed either in laying or picking up a telegraph cable, or which, from any accident, is not under command, shall at night carry, in the same position as the white light which steamships are required to carry; and if a steamship, in place of that light, three red lights in globular lanterns, each not less than ten inches in diameter, in a vertical line one over the other, not less than three feet apart; and shall by day carry in a vertical line one over the other, not less than three feet apart, in front of but not lower than her foremast-head, three black balls or shapes, each two feet in diameter.

These shapes and lights are to be taken by approaching ships as signals that the ship using them is not under command, and cannot therefore get out of the way.

The above ships, when not making any way through the water, shall not carry the side lights, but when making way shall carry them.

ARTICLE VI. A sailing ship under way, or being towed, shall carry the same lights as are provided by Article 3 for a steamship under way, with the exception of the white light, which she shall never carry.

ARTICLE VII. Whenever, as in the case of small vessels during bad weather, the green and red side lights cannot be fixed, these lights shall be kept on deck, on their respective sides of the vessel, ready for use, and shall, on the approach of or to other vessels, be exhibited on their respective sides in sufficient time to prevent collision, in such manner as to make them most visible, and so that the green light shall not be seen on the port side nor the red light on the starboard side.

To make the use of these portable lights more certain and easy, the lanterns containing them shall each be painted outside with the color of the light they respectively contain, and shall. be provided with proper screens.

*Knowing that port wine is red, the side lights may be easily remembered.

ARTICLE IX. A pilot vessel, when engaged on her station on pilotage duty, shall not carry the lights required for other vessels, but shall carry a while light at the mast-head, visible all round the horizon, and shall also exhibit a flare-up light, or flare-up lights, at short intervals, which shall never exceed fifteen minutes.

A pilot vessel, when not engaged on her station on pilotage duty, shall carry lights similar to those of other ships.

ARTICLE X. (a.) Open fishing boats and other open boats, when under way, shall not be obliged to carry the side lights required for other vessels, but every such boat shall, in lieu thereof, have ready at hand a lantern with a green glass on the one side and a red glass on the other side, and on the approach of or to other vessels such lantern shall be exhibited, in sufficient time to prevent collision, so that the green light shall not be seen on the port side nor the red light on the starboard side.

(b.) A fishing vessel and an open boat, when at anchor, shall exhibit a bright white light.

(c.) A fishing vessel, when employed in drift-net fishing, shall carry on one of her masts two red lights in a vertical line one over the other, not less than three feet apart.

(d.) A trawler at work shall carry on one of her masts two lights in a vertical line one over the other, not less than three feet apart, the upper light red and the lower green, and shall also either carry the side lights required for other vessels, or, if the side lights cannot be carried, have ready at hand the colored lights, as provided in Article 7, or a lantern with a red and a green glass, as described in paragraph (a) of this article.

(e.) Fishing vessels and open boats shall not be prevented from using a flare-up in addition, if they desire to do so.

(f.) ..........

(g.) All lights required by this article, except side lights, shall be in globular lanterns so constructed as to show all round the horizon.

ARTICLE XI. A ship which is being overtaken by another shall show from her stern to such last-mentioned ship a white light or a flare-up light.

ARTICLE XII. Sound signals for a fog, &c.-A steamship shall be provided with a steam-whistle or other efficient steam-sound signal, so placed that the sound may not be intercepted by any obstructions, and with an efficient foghorn to be sounded by a bellows or other mechanical means,

In fog, mist, or falling snow, whether by day or night, the signals described in this article shall be used as follows, that is to say:

(a.) A steamship under way shall make with her steam-whistle, or other steam-sound signal, at intervals of not more than two minutes, a prolonged blast.

(b.) A sailing ship under way shall make with her foghorn, at intervals of not more than two minutes, when on the starboard tack one blast, when on the port tack two blasts in succession, and when with the wind abaft the beam three blasts in succession.

(c.) A steamship and sailing ship, when not under way, shall, at intervals of not more than two minutes, ring the bell.

ARTICLE XIII. Speed of ships in a fog.-Every ship, whether sailing ship or steamship, shall, in a fog, mist, or falling snow, go at a moderate speed.

ARTICLE XIV. Steering and sailing rules.-When two sailing ships are approaching one another so as to involve risk of collision, one of them shall keep out of the way of the other, as follows, viz.:

(a.) A ship which is running free shall keep out of the way of a ship which is close-hauled.

(b.) A ship which is close-hauled on the port tack shall keep out of the way of a ship which is close-hauled on the starboard tack.

(c.) When both are running free with the wind on different sides, the ship which has the wind on the port side shall keep out of the way of the other.

(d.) When both are running free with the wind on the same side, the ship which is to windward shall keep out of the way of the ship which is to leeward.

(e.) A ship which has the wind aft shall keep out of the way of the other ship.

ARTICLE XV. If two ships under steam are meeting end on, or nearly end on, so as to involve risk of collision, each. shall alter her course to starboard, so that each may pass on the port side of the other.

This article only applies to cases where ships are meeting end on, or nearly end on, in such a manner as to involve risk of collision, and does not apply to two ships which must, if both keep on their respective courses, pass clear of each other.

The only cases to which it does apply are, when each of the two ships is end on, or nearly end on, to the other; other words, to cases in which, by day, each ship sees the masts of the other in a line, or nearly in a line, with her own; and, by night, to cases in which each ship is in such a position as to see both the side lights of the other.

ARTICLE XVI. If two ships under steam are crossing so as to involve risk of collision, the ship which has the other on her own starboard side shall keep out of the way of the other.

ARTICLE XVII. If two ships, one of which is a sailing ship and the other a steamship, are proceeding in such directions as to involve risk of collision, the steamship shall keep out of the way of the sailing ship.

ARTICLE XVIII. Every steamship, when approaching another ship so as to involve risk of collision, shall slacken her speed or stop and reverse if necessary.

ARTICLE XIX. In taking any course authorized or required by these regulations, a steamship under way may indicate that course to any other ship which she has in. sight by the following signals on her steam-whistle, viz.:

One short blast to mean "I am directing my course to starboard." Two short blasts to mean "I am directing my course to port." Three short blasts to mean "I am going full speed astern."

The use of these signals is optional; but if they are used the course of the ship must be in accordance with the signal made.

ARTICLE XX. Notwithstanding anything contained in any preceding article, every ship, whether a sailing ship or a steamship, overtaking another, shall keep out of the way of the overtaken ship.

ARTICLE XXI. In narrow channels every steamship shall, when it is safe and practicable, keep to that side of the fair-way or midchannel which lies on the starboard side of such ship.

ARTICLE XXII. Where, by the above rules, one of two ships is to. keep out of the way, the other shall keep her course.

ARTICLE XXIII. In obeying and construing these rules, due regard shall be had to all dangers of navigation, and to any special circumstances which may render a departure from the above rules necessary in order to avoid immediate danger.

ARTICLE XXIV. No ship to neglect proper precautions. -Nothing in these rules shall exonerate any ship, or the owner, or master, or crew thereof, from the consequences of any neglect to carry lights or signals; or of any neglect to keep a proper lookout, or of the neglect of any precaution

ARTICLE XXV. Rules for Harbors and Inland Waters. -Nothing in these rules shall interfere with the operation of a special rule, duly made by local authority, relative to the navigation of any harbor, river, or inland navigation.

ARTICLE XXVI. Signal Lights for Squadrons and Convoys.-Nothing in these rules shall interfere with the operation of any special rules made by the government of any nation with respect to additional station and signal lights for two or more ships of war, or for ships sailing under convoy.

Diagrams Illustrating, the Rule of the Road at Sea. Plate 108, Figures 1 to 7, are suggestions for the handling of steamers, Figure 8 for vessels close-hauled under canvas alone.

In addition to the side-lights mentioned herein, an approaching steamer shows her white mast-head light, the mast-head light having a compass range equal to that of both side lights, and being visible at more than twice the distance.

In Figure 1, A and B are in such positions that each sees both side lights of the other, dead ahead, or nearly so. This is the case provided for in Article XV. Both A and B put their helms to port without hesitation.

In Figure 2, A sees on her starboard side the green light of B, and B sees on her starboard side the green light of A; they are therefore passing to starboard. The precaution of giving a good berth in passing should be taken by putting the helms of both vessels to starboard, if necessary, till out of danger of collision.

In Figure 3, A sees on her port side the red light of B, and B sees on her port side the red light of A; they are therefore passing to port. If in any doubt as to the distance at which they would pass by continuing on their course, both vessels should put their helms to port until out of danger of collision.

In Figure 4, A sees, a point or more on her starboard bow, the red light of B, and B sees on her port bow the green light of A. The vessels are converging, and A has the other vessel evidently on her own starboard side. It is A's duty to keep clear, which may be done by slowing, putting helm a-port, and stopping, if necessary, to pass astern of B. B stands on, minding her port helm in this case.

In Figure 5, A sees, a point or more on her port bow, the green light of B, and B sees on her starboard bow the red light of A. The vessels are converging, and A has the other vessel clearly on her own port side. A stands on; it is B's duty to keep clear, which may be done by slowing, porting and stopping, if necessary, to pass astern of A; in which case A minds her port helm.

In Figure 7, A sees ahead, or very nearly ahead, the green light of B, and B, whether he sees only A's green light, as at B, or both of A's lights, as at B₂ B₃, has A evidently on his starboard side. B is crossing the bows of A in some direction to starboard. B probably starboards to avoid collision, in which case A starboards if necessary.

Figure 8 represents a sail B₁ B₂ B₃ close-hauled on the port tack, giving way to A₁ A₂ A₃ close-hauled on the starboard tack by porting, A holding her own on her course close-hauled.

NOTES ON THE RULES OF THE ROAD.

The general rule of the road for steamers is the same as the general rule of the pavement for foot passengers, that in all ordinary cases two steamships meeting face to face, or "end on or nearly end on," so as to involve risk of collision, shall port; that is to say, shall keep to the right. Nothing could be more simple than this.

But a man who crosses from the extreme left of a pavement to its right side because he sees another man approaching to his right, cannot justify his proceeding by this rule. He was obviously not "end on or nearly end on," and by his action he places himself in the way of the other.

The particular rule of the road for steamers is that if they are crossing, that steamer which has the other on her own right hand side shall keep out of the way.

There are eight cases in which it is your duty to alter course to avoid the risk of collision:

1. In a steamer meeting a steamer end on, or nearly end on.

2. In a steamer nearing a sailing vessel.

3. In a steamer approaching another on your own starboard side.

4. If under sail on the port tack, nearing a vessel under sail on the starboard tack.

5. If under sail going free, meeting a vessel under sail close-hauled.

6. If under sail going free, nearing another vessel under sail to leeward, also going free with the wind on the same side.

7. If under sail going free with the wind on the port side, meeting another vessel under sail going free with wind on the starboard side.

In only one of these cases is it right to port the helm without further consideration, viz., in the first case.

In all other cases the course should not be altered until by bearings taken at an interval, or by bringing the ship on with some part of the rigging, and watching whether she draws aft or forward, it is ascertained that the vessels are converging, and which is the best way to alter the course to avoid collision.

A fruitful cause of collision is that the ship which has by the rules to alter her course does not do so promptly and sufficiently to show to the other ship that she knows her duty and is performing it. When this is not done the other ship is often led to adopt some wrong course to avoid collision, and thus bring it to pass. Decide upon your action and then act promptly. If under steam, a slight yaw will show the direction you intend to take; if under sail and about to tack, let fly the jib sheet; if about to bear up, shiver the mizzen topsail or brail up the spanker.

AIDS TO MEMORY.
BY THOMAS GRAY.

1. Two Steamships Meeting:

When both side lights you see ahead,
Port your helm and show your RED.

2. Two Vessels Passing:

GREEN to GREEN or RED to RED,
Perfect safety-go ahead!

3. Two Steamships Crossing:

(NOTE-This is the position of greatest danger, requiring caution and judgment.)

If to your starboard RED appear,
It is your duty to keep clear;
To act as judgment says is proper:-
To port, or starboard, back, or stop her!

But, when upon your port is seen
A steamer's starboard light of GREEN,
There's not so much for you to do,
For GREEN to port keeps clear of you.

4. All Ships must keep a good Lookout, and Steam-vessels stop, &c.

Both in safety and in doubt,
Always keep a good lookout.
In danger with no room to turn,
Ease her! Stop her! Go astern.

UNITED STATES PILOT RULES FOR LAKE AND SEABOARD.

Rules and Regulations for the government of pilots navigating seas, gulfs, lakes, bays, sounds, or rivers, except rivers flowing into the Gulf of Mexico, and their tributaries. Revised and adopted by the Board of Supervising Inspectors, June 10, 1871. (Amended to February 28, 1882.)

RULE I.-When steamers are approaching each other "head and head," or nearly so, it shall be the duty of each steamer to pass to the right, or port side of the other; and the pilot of either steamer may be first in determining to pursue this course, and thereupon shall give, as a signal of his intention, one short and distinct blast of his steam-whistle, which the pilot of the other steamer shall answer promptly by a similar blast of his steam-whistle, and thereupon such steamers shall pass to the right, or port side of each other. But if the course of such steamers is so far on the starboard of each other as not to be considered by pilots as meeting "head and head," or nearly so, the pilot so first deciding shall immediately give two short and distinct blasts of his steam-whistle, which the pilot of the other steamer shall answer promptly by two similar blasts of his steam-whistle, and they shall pass to the left, or on the starboard side, of each other.

NOTE.-In the night, steamers will be considered as meeting "head and head" so long as both the colored lights of each are in view of the other.

RULE II.-When steamers are approaching each other in an oblique direction (as shown in diagram of the fourth situation) they shall pass to the right of each other, as if meeting "head and head," or nearly so, and the signals by whistle shall be given and answered promptly, as in that case specified.

RULE III.-If, when steamers are approaching each other, the pilot of either vessel fails to understand the

RULE IV.-When steamers are running in a fog or thick weather, it shall be the duty of the pilot to cause a long blast of the steam-whistle to be sounded at intervals not exceeding one minute.

Steamers, when DRIFTING or at ANCHOR in the fair-way of other vessels in a fog or thick weather, shall ring their bells at intervals of not more than two minutes.

RULE V.-Whenever a steamer is nearing a short bend or curve in the channel, where from the height of the banks or other cause, a steamer approaching from the opposite direction cannot be seen for a distance of half a mile, the pilot of such steamer, when he shall have arrived within half a mile of such curve or bend, shall give a signal by one long blast of the steam-whistle, which signal shall be answered by a similar blast, given by the pilot of any approaching steamer that may be within hearing. Should such signal be so answered by a steamer upon the farther side of such bend, then the usual signals for meeting and passing shall immediately be given and answered; but if the first alarm-signal of such pilot be not answered, he is to consider the channel clear and govern himself accordingly.

RULE VI.-The signals, by the blowing of the steam-whistle, shall be given and answered by pilots, in compliance with these rules, not only when meeting "head and head," or nearly so, but at all times when passing or meeting at a distance within half a mile of each other, and whether passing to the starboard or port.

RULE VII.-When two steamers are approaching the narrows known as "Hell Gate," on the East River, at New York, side by side, or nearly so, running in the same direction, the steamer on the right or starboard hand of the other (when approaching from the west), when they shall have arrived abreast of the north end of Blackwell's Island, shall have the right of way, and the steamer on the left or port side shall check her way and drop astern. In like case when two steamers are approaching from the east, and are abreast at Negro Point, the steamer on the right or starboard hand of the other shall have the right of way, and shall proceed on her course without interference, and the steamer on the port side of the other shall keep at a safe distance astern (not less than three lengths) until both steamers have passed through the difficult channel.

N. B.-The foregoing rules are to be complied with in all cases except when steamers are navigating in a crowded channel, or in the vicinity of wharves; under such circumstances. steamers must be run and managed with great caution, sounding the whistle, as may be necessary, to guard against collision or other accidents.

SECTION 4,233, REVISED STATUTES.-Rule 24. In construing and obeying these rules, due regard must be had to all dangers of navigation, and to any special circumstances which may exist in any particular case rendering a departure from them necessary in order to avoid immediate danger.

RULE IX.-All double-ended ferry-boats on lakes and seaboard shall carry a central range of clear, bright, white lights, showing all around the horizon, placed at equal altitudes forward and aft, also such side-lights as specified in section 4,233, Revised Statutes, Rule 3, paragraphs B and C.*

Local inspectors in districts having ferry-boats, shall, whenever the safety of navigation may require, designate for each line of such boats a certain light, white or colored, which shall show all around the horizon, to designate and distinguish such lines from each other, which light shall be carried on a flag-staff amidship, fifteen feet above the white range-lights.

The line dividing jurisdiction between Pilot-Rules on Western Rivers, and Lakes and Seaboard, at New Orleans, shall be the lower limits of the city.

EXTRACTS FROM REVISED STATUTES.

RULE VI. River steamers navigating waters flowing into the Gulf of Mexico, and their tributaries, shall carry the following lights, namely: One red light on the outboard side of the port smoke-pipe, and one green light on the outboard side of the starboard smoke-pipe. Such lights shall show both forward and abeam on their respective sides.

RULE VII. All coasting steam vessels, and steam vessels,

* Same as Article III. (b), International Regulations.

DIAGRAMS.

The following diagrams are intended to illustrate the working of the foregoing system of colored lights, and are to be used by pilots in connection with the rules, as sailing directions on meeting or nearing other steamers:

FIRST SITUATION.

Here the two colored lights, visible to each, will indicate their direct approach (" head and head ") toward each

other. In this situation it is a standing rule that both shall put their helms to port and pass to the right, each having previously given one blast of the steam-whistle.

SECOND SITUATION.

Here the green light only will be visible to each, the screens preventing the red light from being seen. They

are therefore passing to starboard, which is rulable in this

THIRD SITUATION.

A and B will see each other's red light only, the screens preventing the green lights from being seen. Both vessels are evidently passing to port, which is rulable in this situation, each pilot having previously signified his intention by one blast of the steam-whistle.

FOURTH SITUATION.

This is a situation requiring great caution; the red light of B in view to A, and the green light of A. in view to B, will inform both that they are approaching each other in an oblique direction. A should put his helm to port, and pass

astern of B, while B should continue on his course, or port his helm, if necessary to avoid collision, each having previously given one blast of the steam-whistle, as required by the rules, when passing to the right.

FIFTH SITUATION.

This is a situation requiring great caution; the red light of A in view to B, and the green light of B in view to A,

SIXTH SITUATION.

In this situation the steamer A will only see the red light of the steamer B in whichever of the three positions the latter may happen to be, because the green light will be hid from view; A will be assured that the port side of B is toward him, and that the latter is therefore crossing the bows

of A in some direction to port; A will therefore (if so near as to fear collision) port his helm with confidence, and pass clear. On the other hand, the steamer B, in either of the three positions, will see both the red and green lights of A, by which the former will know that the steamer is approaching directly toward him; B will act accordingly, and keep away if necessary.

SEVENTH SITUATION.

In this situation the steamer A will only see the green light of the steamer B, in whichever of the three positions the latter may happen to be, because the red light will be hid from view; A will be assured that the starboard side

of B is toward him, and that the latter is therefore crossing the bows of A in some direction to starboard; A will therefore (if so near as to fear collision) starboard his helm with confidence and pass clear. On the other hand, the steamer B, in either of the three positions, will see both the red and green lights of A, by which the former will know that a steamer is approaching directly toward him; B will act accordingly, and keep away if necessary.

The manner of fixing the colored lights should be particularly attended to. They will require to be fitted each with a screen of wood or canvas, on the inboard side, and close to the light, in order to prevent both being seen at the same moment from any direction but that of right ahead, each light being visible, singly, to two points abaft the beam.

This is important, for without the screens any plan of bow-lights would be ineffectual as a means of indicating the direction of steering. This will be readily understood by a reference to the preceding illustrations, where it will appear evident that in any situation in which two vessels may approach each other in the dark the colored lights will instantly indicate to both the relative course of each; that is, each will know whether the other is approaching directly or crossing the bows either to starboard or port.

This intimation, with the signals by whistle, as provided, is all that is required to enable vessels to pass each other in the darkest night with almost equal safety as in broad day. If at anchor, all vessels, without distinction, must exhibit a bright white light at least twenty feet above the surface of the water.

BUOYS.

ON THE COAST OF THE UNITED STATES.

In approaching the channel, &c., from seaward, red buoys with even numbers will be found on the starboard side of the channel, and must be left on the starboard hand in passing in.

In approaching the channel, &c., from seaward, black buoys with odd numbers will be found on the port side of the channel, and must be left on the port hand in passing in.

Buoys painted with red and black horizontal stripes will be found on obstructions with channel ways on either side of them, and may be left on either hand in passing in.

Buoys painted with white and black perpendicular stripes will be found in mid-channel, and must be passed close-to to avoid danger.

All other distinguishing marks to buoys will be in addition to the foregoing, and may be employed to mark particular spots.

Buoys to mark abrupt turning points in channels, or obstructions requiring a specific and prominent mark, may be fitted with staves surmounted by balls, cages, triangles, and other distinctive marks. Yellow buoys, without numbers, are used to mark any danger at a quarantine station.

The largest description of buoys (" mammoth" or special buoys) are to mark the approaches to channels over seaward bars and isolated shoals, rocks, or other obstructions to navigation which lie at considerable distances from the coast.

First and second class buoys are to mark the approaches to, the obstructions in, and to point out and mark the limits of channels leading to the principal harbors along the coast, and also to mark the channels and obstructions adjacent to the coast and those in the large bays and sounds.

Second and third class buoys are to mark the approaches to and the channels and obstructions of the lesser harbors, bays, &c.

Nun or can buoys liable to be damaged or swept away by floating ice are removed on the approach of freezing weather, and spar buoys put in their places. In the spring the larger buoys are replaced.

Small spar-buoys are to mark channels and obstructions in shoal-water navigation.

Different channels in the same bay, sound, river, or harbor are marked, as far as practicable, by different descriptions of buoys. Principal channels are marked by nun-buoys, secondary channels by can-buoys, and minor channels by spar-buoys. When there is but one channel,

Buoys are placed in the best positions to mark obstructions or define channels, and are made to float as high and as nearly upright as possible during the strongest winds and tides. White numbers, as large as the class of the buoy will admit, are painted on four sides of red and black buoys, and the other distinguishing marks made to show as prominently and at as great a distance as possible.

Vessels approaching or passing light-vessels of the United States, in thick, foggy weather, will be warned of their proximity by the alternate ringing of a bell and sounding of a fog-horn on board of the light-vessel, at intervals not exceeding five minutes. Canada is buoyed on the same system.

ENGLAND.

The side of the channel to be considered starboard or port with reference to the entrance to any port from seaward.

The entrance of channels or turning points shall be marked by spiral buoys, with or without staff and globe, or triangle, cage, &c.

Single colored can buoys, either black or red, will mark the starboard side, and buoys of the same shape and color, either checkered or vertically striped with white, will mark the port side; further distinction will be given, when required, by the use of spiral buoys, with or without staff and globe or cage, globes being on the starboard hand and cages on the port hand.

Where a middle ground exists in a channel, each end of it will be marked by a buoy of the color in use in that channel, but with horizontal rings of white, and with or without staff and diamond or triangle, as may be desirable. In case of its being of such extent as to require intermediate buoys, they will be colored as if on the sides of a channel. When required, the outer buoy will be marked by a staff and diamond, and the inner one by a staff and triangle.

Wrecks will still continue to be marked by green nun-buoys.

All buoys have their names painted on them in conspicuous letters.

IRELAND.

Harbors, rivers, and channels are marked by either black or red buoys on the starboard hand when entering from the sea, and on the port hand by buoys of the same color as those on the starboard hand, with the addition of a white belt; and middle dangers are marked by white buoys surmounted by a black beacon.

SCOTLAND.

Entering port, &c., from seaward, red buoys must be left on the starboard hand in passing in.

Entering port, &c., from seaward, black buoys must be left on the port hand in passing in.

Buoys painted red and black are placed on detached dangers, and may be passed on either hand.

Fairway buoys are plainly marked. Wreck buoys are painted green.

All buoys have their names painted on them.

Liverpool is buoyed on the same system.

FRANCE.

On entering a channel from seaward, all buoys and beacons painted red with a white band near the summit must be left to starboard; those painted black must be left to port; buoys that can be left on either side are colored red with black horizontal bands. That part of a beacon below the level of high water and all warping buoys are colored white. The small rocky heads in channels are colored in the same way as the beacons when they have a surface sufficiently conspicuous.

Each buoy has upon it the name of the danger it is meant to distinguish; likewise its number, commencing from seaward. The even numbers are on the red buoys, and the odd numbers on the black buoys. The letters and numbers are white, and from ten to twelve inches in length.

All jetty heads and turrets are colored above half-tide level, and on the former a scale of metres is marked from the same level.

HOLLAND.

On entering the channel, etc., from seaward, white buoys must be left on the starboard hand, and black buoys on the port hand.

BELGIUM.

Same system as Holland.

REPORTS REQUIRED IN THE CASE OF A COLLISION.

In the event of a collision, the commanding officer is to furnish the department with the following information:

1st. His own report, that of the pilot, of the officer of the deck and other officers who witnessed the occurrence. The statements are to be exemplified by a diagram, and must contain the courses steered, the point at which the vessel was first seen, the time when the engine was stopped, if in motion at what speed at the moment of collision.

Written statements and estimate of damage from the officers of the other vessel must be procured if possible; also a survey of the injury to both vessels, made by United States officers.

If the vessel is in charge of a pilot, and the collision was due to his acting in violation of the rules, the fact must be established in the report, and no pilotage paid him.

Changes suggested in Existing Rules. Several of the rules have been regarded as open to discussion, and as some of them may be modified in the near future, attention may be briefly directed to those most frequently questioned.

International Rule IX. seems especially unfortunate. The nature of the duty performed by pilot boats may bring them very close aboard when furnishing pilots, and they have no lights displayed to show the direction in which they are standing, at a time when such lights would be of the greatest use. The recent sinking of the New York pilot boat Columbia, with all hands, by the steamer Alaska, was possibly due in part to the absence of side lights on board the former.

International Rule XII. could be so modified as to replace, in a sea-way, the present meaningless sound of the whistle by a series of blasts, showing, at least approximately, the course of the ship. The whistle would then do for steamers in a fog what their side lights accomplish at night. Evidently if lights were only needed to indicate position, one light might (like the present fog-whistle) suffice for the purpose. As it is, we have three lights, to show approximate course, as well as position. For the same reason, course signals should be made by vessels in a fog. Without going into details, it may be suggested that if a steamer were furnished with two whistles (one with whistle and one with horn sound), a code of four blasts as a maximum would be sufficient to indicate every alternate point of the compass. Such signals could be made automatically.

International Rule XIX. gives certain optional whistle signals for indicating intended course, in clear weather. It is regretted that such signals were not made obligatory, and that the successful experience of years in United States waters was not sufficient to prove the value of this peculiarly American idea.

International Rule XXI. might be modified to secure right of way for large vessels in very narrow channels where there is plenty of fairway on either side for smaller craft. At present, a very large ship of deep draft, while

A rule observed by pilots in the waters of New York harbor has the sanction of established custom. It consists in giving right of way to ferryboats about to enter their slips. This is probably because of the difficulty that such a craft would have in getting fairly pointed again for her slip, if obliged to reverse to clear a passing vessel, in the prevailing strong tides of the North and East Rivers. We are informed that this same practice is sanctioned by local custom at most United States ports where strong currents prevail.

Crossing Wheel Ropes. Officers accustomed to the usual action of wheel (and helm) in sea-going men-of-war may be reminded that the pilot laws require steam vessels navigating inland waters of the United States to arrange their steering apparatus so that the wheel goes in the same direction as the helm. This is precisely contrary to the practice in sea-going craft.

CHAPTER XXII.

GETTING UNDERWAY UNDER SAIL.

Remarks on Casting. When there is plenty of sea-room, and the wind is fair, it is best to cast under the head-sails and to make sail when before the wind.

In casting with the square sails set, ships invariably gather sternway the moment the anchor breaks ground. On this account, and under these circumstances, it is considered a good general rule (in the case of a foul wind) to cast with the head towards the nearest of the neighboring dangers, to make a stern board while the anchor is being catted, then to fill and make sail enough to insure going about in stays when requisite.

When there is not room to admit of going much astern, set the main-sail before starting the anchor, if possible, or as soon after as it will take, and have a purchase all ready to clap on the cable the moment that the anchor promises to give a heavy heave; otherwise the ship may go tripping it astern into shoaler water, and certainly will be unmanageable until it is at the bows.

As a general rule, and one not to be neglected, when weighing one anchor have the other ready for letting go, and as soon as an anchor is weighed get it ready for letting go at once.

Before getting under way, shift the helm over two or three times, to insure the rendering of the wheel ropes, and that the tiller is clear in its sweep.

When you have room, and are pitching, it will be best to get the anchor up before making sail. By so doing you will ease the chain, capstan, &c.

When about to get under way (the ship being tide rode and the wind aft), the comparative strength of wind and tide must be well considered before coming to the decision to make sail and weigh, or to weigh first and to make sail afterwards. For it does not look seamanlike to see a ship under canvas forging ahead over her anchor, tearing the copper off her bottom, and sheering unmanageably about before breaking ground; and it is equally bad management when the anchor is hove up and the ship is drifted by the tide without steerage way.

If the wind were light, it would be necessary to make

TO GET UNDER WAY AND STAND OUT ON A WIND.
(CASE 1, PLATE 109.)

Having the vessel in readiness for sea. and unmoored, prepare to get under way as under ordinary circumstances, with the wind fair for standing out of the harbor.

Rig the capstan and fish-boom, reeve the cat and fish purchases, ship the gratings, swifter the bars, call:

UP ANCHOR!

If there are two capstans, the one on the gun-deck is manned by the port watch.* The principal stations are:

Forecastlemen to clean off chain with hose, stand by with cat, fish, &c.

Mastmen see gear ready for making sail.

Quartermaster and men stationed at the wheel go to their stations; also, leadsmen in both chains or quarter boats.

Gunner's gang tend chain around capstan, fore and main topmen port watch be ready to bitt or unbitt, tend stoppers, or at controllers, &c. Master-at-arms and servants or berth-deck cooks tend berth-deck compressors; tierers in the chain locker. Man the bars, HEAVE AROUND! and heave in the cable to a short stay.

As soon as "brought to," the first lieutenant orders the navigator to inform him when the chain is in to a certain scope, say fifteen fathoms chain in five fathoms water, though it depends entirely upon the strength of the wind and sea.** When in to the required scope, the navigator orders, AVAST HEAVING! and reports to the first lieutenant, who then directs the men to be sent up (supposing it a frigate) to make sail.

The cable being in to a short stay, Heave and paul! stopper the cable well, and unship the bars, on the spar deck.

Stations for making sail! LAY ALOFT SAIL LOOSERS! and when the men are aloft and ready, LAY OUT AND LOOSE! Man the topsail sheets and halliards! In the meantime the forecastle men are loosing the head sails, and the afterguard the spanker; when ready, Stand by! LET FALL! SHEET

* The steam capstans adopted for use in the service will modify this arrangement of stations.

** The old rule for a short stay was, that the cable should be on a line with the foretopmast stay.

The following orders are commonly used, sail being made:

Man the port head braces! Starboard main, port cross-jack braces! -or, the reverse, as you wish to cast (after part generally to after, forward part to head braces).

Let go and overhaul the lifts! Clear away all the bowlines! Tend the lee braces!

Haul taut!

BRACE UP!

BRACE ABOX!

It will be observed that the booms are not triced up when loosing to get under way.

The sails being set, Man the bars! ship and swifter them; HEAVE AROUND! at the same time giving her a sheer with the helm. The officer of the forecastle reports when the cable is "up and down," and also when the anchor is aweigh! at the former report, Man the jib and flying jib halliards! The fore topsail pays her head off, and as soon as the head sails will take the right way, LET GO THE DOWN-HAULS, HOIST AWAY! Put the helm a-lee for sternboard, at the same time, heave the anchor up to the bows; and as soon as it is high enough, Avast heaving! Paul the capstan! stopper the cable; cat and fish the anchor. When she has fallen off sufficiently, RIGHT THE HELM! Brace around the head yards, and set the spanker. Trim the yards and stand out to sea, making sail as required.

As soon as the anchor is catted and fished, the navigator causes the cable to be bitted and cleared for running, and having nothing more to do in that station, repairs to his station to assist in conning the ship, or acting as pilot. Having passed the bar-buoy, and seeing that all the sails are properly set, the anchors and boats secured, and no further necessity for all hands to be on deck, the first

* With a full crew the topsail can be sheeted home and hoisted at the same time; otherwise start the halliards well up before getting the sheets close home. See page 340.

leave their stations and the lieutenant of the watch takes the trumpet, receiving the course from the pilot or navigator.

In some cases, though rarely, the captain gets the ship under way. When he does not, the first lieutenant does it, though the captain is still responsible for the manner in which it is done.

In getting under way in a spacious harbor, where you have sufficient room, if circumstances will admit of it, it is advisable, particularly if blowing fresh, to keep the foretop-sail to the mast until the anchor is catted and fished; to do which set the spanker as soon as, or before, she breaks ground, and keep the head sails down; or flow the jib-sheet.

Should it blow sufficiently fresh, and present appearances of heavy weather outside, it is advisable to reef the topsails while setting them.

When getting under way to stand off on a wind, the spanker may be set, and very often is, when sail is made; guying the boom on the lee quarter, or the side to which you cast, as this catches the vessel should she be inclined to fall off too much.

MAKING SAIL.

Making sail to royals should be done rapidly; the sheets got close home, or "home alike," and the sails hoisted up taut.

There are two ways of making sail: first, order the top-gallant and royal yardmen to "keep fast," and not let their sails fall till ordered; then, as soon as the topsail yards are mast-headed, LET FALL, SHEET HOME AND HOIST THE TOPGALLANT SAILS! and as soon as they are up, LET FALL, SHEET HOME, AND HOIST THE ROYALS! Second, as most commonly practised, let everything fall together, sheet home and hoist the topsails, and then the topgallant sails and royals in quick succession.

Before breaking ground, be sure the ship has the right sheer, or the jibs may take the wrong way and the ship fail to cast as desired.

If you cannot break ground and are apprehensive that the anchor has hooked under a rock or permanent moorings, clew up and furl, and let go the other anchor; then bring the buoy-rope in through the sheet hawse pipe, and endeavor to weigh it by that means, or get out the launch and let her weigh it. Should the buoy-rope prove unequal to the strain, send a hawser down over the buoy-rope by a

A steamer can generally break her anchor out by stoppering well the cable and going ahead slowly.

TO GET UNDER WAY FROM FIXED MOORINGS.

Proceed as in the above, bracing the yards as you wish to cast, then slip the moorings and trim the yards to the course, or use a spring from the moorings if circumstances require, taking both ends of the spring inboard that you may let go one end, unreeve and haul it on board.

TO GET UNDER WAY AND STAND OUT BEFORE THE WIND.
(CASE 2.)

In some cases, particularly with the wind directly out of the harbor, vessels are got under way under the jib and spanker alone, thus: having those sails loosed and ready for setting, Man the bars! and heave the anchor right up to the bows, giving her a sheer with the helm whichever way you wish to cast. It is always advisable, if possible, to cast from the anchor; that is, if heaving up the port anchor to cast to starboard; because it is easier thus hove up to the bows after it is atrip, and the cat more readily hooked. As soon as the anchor is aweigh, hoist the jib; and as she pays off, haul out the spanker. Keep her under this sail, until the anchor is catted and fished; then hard up, brail up the spanker, make sail and stand out.

LYING IN AN OPEN ROADSTEAD
BY THE STARBOARD ANCHOR, HEAD TO THE WIND, BLOWING DIRECTLY OUT-TO GET UNDER WAY IN THE SHORTEST MANNER POSSIBLE. (CASE 3.)

Having everything in readiness, "bring to" on the cable, Man the bars! Heave taut! off stoppers, and HEAVE AROUND! When the cable is up and down, Clear away the jib! put the helm to port for sternboard, and continue heaving until the anchor is up to the bows; Paul the capstan! Cat and fish the anchor. As soon as the anchor is aweigh, hoist the jib.

She is now paying off under the jib. As soon as she gathers headway, SHIFT THE HELM! Stations for loosing sail! ALOFT SAIL LOOSERS! LAY OUT AND LOOSE! Man the topsail sheets and halliards! When before the wind, and ready for letting fall, RIGHT THE HELM! LET FALL,

RIDING HEAD TO WIND,
WITH A ROCK OR SHOAL ASTERN, AND CLOSE ABOARD-TO GET UNDER WAY AND MAKE SAIL, BY THE WIND, ON THE STAR-. BOARD TACK. (CASE 4.)

The object now is to get the vessel under way without losing anything, either in drift after the anchor is aweigh, or in falling off after casting.

Having hove in to a safe scope, run out a hawser ahead, with a kedge, from the starboard bow; and having let it go, haul the hawser well taut; masthead the topsail and topgallant yards, having the sails loosed, and only confined to the yards by the quarter gaskets; brace the yards sharp up by the port braces, fore and aft; loose the courses, jib and spanker, and have them ready for setting; the starboard jib-sheet aft, and the fore and main tacks and sheets stretched along the deck.

Man the bars and heave around briskly, until the anchor is up, taking in at the same time the slack of the hawser; cat and fish the anchor; and have it ready for letting go as soon as possible.

Man the hawser and warp the vessel ahead, sheering her with the starboard helm. Have the topsail sheets well manned, and as soon as the kedge is short apeak, or comes home, sheet home the topsails, run up the jib, haul out the spanker, with the boom on the port quarter; and as soon as the jib takes, with the wind on the starboard bow, run the kedge up to the bows.

As she falls off, and the moment the topsails take, draw the jib, set the courses and topgallant sails, and right the helm. Should the kedge come home before it is apeak, make sail immediately, hauling in the hawser at the same time.

If she is falling off rapidly when the topsails take, set the spanker and mainsail alone, easing off the jib-sheet; and as she comes to, board the fore tack, haul aft the jib-sheet, and meet her with the helm.

If, when the kedge is aweigh, she should fall off to starboard, and bring the wind on the port bow, let go the anchor and bring her up. By this process you have warped
25

If, while warping ahead, the kedge comes home, or the hawser parts, proceed at once to make sail or let go the anchor.

ANCHORED ON A LEE SHORE,
TO GET UNDER WAY AND STAND OFF. (CASE 5.)

When close to a lee shore, with too much wind or sea to get the anchor easily, or when you cannot afford to go astern, the ship must be cast with a spring, and the anchor abandoned. Thus, supposing that the ship is riding by the starboard anchor, and that it is determined to cast to port, brace the yards up on the starboard tack, have the sails ready for setting, with the number of reefs in that may be necessary; hoist the topsail yards sufficiently high for setting the topsails, and cast as many gaskets off as can be spared. Pass one end of a buoy-rope in through the riding cable hawse-hole, and make it fast to that cable forward of the bitts, stopping it along to the cable at intervals to prevent fouling, put a buoy on the outer end, and hang it outside all to the bumpkin. If riding with nearly a whole cable out, prepare to disconnect its end from the slip in the locker, drive the shackle-pins out and see the cable clear for running. If riding with only part of a cable out, you may be able to disconnect further up, and thereby save so much chain; but it would not be prudent to unshackle until the ship is sure of going the right way, for a flaw of wind might bring her to, after having gone off to port a certain number of points. and it would then be necessary to hold on for another trial. In such case, unusual strain would be brought on the cable fastenings, and if they carried away or rendered, and the cable were unshackled, you would be adrift; but were it still connected, it would bring you up.

Pass the end of a hawser from the starboard quarter outside all, and make it fast for a spring to the riding cable at the hawse-hole; haul it taut, make fast and have an axe ready for cutting it. Haul the head sheets aft on the starboard side. Be all ready to loose and make sail and veer cable. Put the helm a starboard, and when the ship's head is sheering to port, hoist the head sails, veer away cable, and put the helm amidships; when the head sails have taken well and the ship is evidently swinging from her quarter by the spring, disconnect the cable, warning the people to stand clear of the end, and let go the buoy. Set the courses and then the topsails, if not able to set all at

GETTING UNDER WAY IN A TIDEWAY.

In the foregoing examples, we have had nothing to consider, in getting under way, but the effect of the sails and helm on the vessel; but in a tideway, we have also the force of the current to guard against, or profit by, during the operation.

Definition of Tides. A windward tide, is when the wind and tide are contrary.

A leeward tide, is when the wind and tide are together. A windward ebb, is when the tide is setting out, and the wind blowing in.

A windward flood, is when the tide is setting in, and the wind blowing out.

A leeward ebb, is when the tide and wind are both setting out.

A leeward flood, is when the wind and tide are both setting in.

A spring tide is the highest tide, and occurs just subsequent to the full and change of the moon.

A neap tide is the lowest tide, occurring when the moon is near the first and third quarters.

Lying at anchor in a tideway, a vessel will ride to the wind or tide whichever is the stronger; and whatever influence the rudder has upon her movements, caused by the resistance which either side of it presents to the force of the water against it (which will act upon the stern of the vessel until checked by the cable, in proportion to the velocity of the current), that effect will evidently be the same, whether she is forced through the water by the sails or by other means; or being stationary, if the water rushes past her.

RIDING HEAD TO WIND AND TIDE,
TO GET UNDER WAY, CASTING TO PORT, AND STAND OUT ON THE STARBOARD TACK. (CASE 6, PLATE 109.)

Heave short, keeping the helm a-starboard, which (the tide acting on the port side of the rudder), will bring the wind a little on the starboard bow. Set the topsails; brace the after yards up by the port, and the head yards by the starboard braces; have the jib and spanker ready for setting; man the bars and heave the anchor up to the bows. The moment the anchor is aweigh, hoist the jib; and the moment she has paid off sufficiently (which she will) to

TO BACK ASTERN. (CASE 7, PLATE 109.)

If you have not room to cast, either to port or starboard, from your anchorage-suppose a vessel on each quarter-weigh the anchor, and drift down between the vessels before you cast, thus:

Heave short; set the topsails and spanker; brace all the yards about halfway up by the port braces; then heave in on the cable, and as soon as the anchor is aweigh, put the helm to port; the tide acting against the starboard side of the rudder, casts the stern to port; the sails being aback, she will soon gather sternboard, when the effect of the tide upon the rudder will be lost; but the resistance by stern-board on the port side of the rudder and the effect of the spanker will counteract the tendency of the fore topsail to pay her off. In this manner let her drift down with the tide, between the two vessels. Should she pay off too much you may bear the spanker boom well over to windward, and brace the mizzen topsail sharp up. Should she, in sternboard, be in danger of fouling the one vessel, she will increase the distance from the other, when you may brail up the spanker, shiver the after yards, hoist the jib, and let her go around before the wind, righting the helm as she gathers headway.

In like manner a vessel may be backed astern where there is no tide.

But this manoeuvre should not be attempted except with a smart working ship, as a sluggish vessel or one that takes a rank sheer, will be likely to foul one of the two dangers before any change in the disposition of canvas will affect her movements. Therefore, with an ordinary cruising vessel, getting under way under sail, proceed as follows:

Heave short; set the topsails, reefed if necessary, and keep the yards square; the helm amidships. Heave in again, and when she breaks ground and starts astern, paul the capstan and stopper the cable. You may thus club down, and when clear of danger heave up briskly, wear and make sail as requisite.

For instances of CLUBBING, see Appendix I.

WIND-RODE, WITH A WEATHER TIDE,
TO WEIGH ANCHOR, CAST TO STARBOARD, AND GET BEFORE THE WIND IN THE SHORTEST MANNER POSSIBLE. (CASE 8, PLATE 109.)

Heave short; set the topsails and loose the jib; brace the head yards sharp up by the port braces; and leave the

By the above arrangement of sail, the ship will get a rank sternboard, particularly if blowing fresh, and cut a broad sheer before gathering headway. This may be avoided as follows: brace the after yards about halfway up by the starboard braces, taking care to have the port after braces manned, so that they may be squared in again as she pays off; when, proceed as before. It is necessary to the perfect success of this evolution that the main and mizzen topsail should be kept shivering until the yards are square.

The latter method is only necessary when getting under way from a close berth. If blowing very fresh and no room to spare, the yards may be mast-headed and the fore-topsail alone sheeted home; which, with the jibs, will pay her off with little sternboard; when before the wind, make sail.

TIDE-RODE, WIND TWO POINTS ON STARBOARD BOW,
TO GET UNDER WAY, CASTING TO STARBOARD. (CASE 9.)

Heave short, keeping the helm to port, which, from the effect of the tide upon the starboard side of the rudder, will bring her head to wind. Set the topsails, bracing up the after yards by the starboard and the head yards by the port braces; set the spanker and bear the boom well over on the starboard quarter; have the jib loosed and ready for setting, with the port sheet aft. In this position, the vessel will not remain steady, but will come up and fall off; man the bars, and heave up-and-down; and, as she comes head to wind, weigh the anchor and hoist the jib, still keeping the helm to port; the head sails, and the effect of the tide upon the rudder before she gathers sternboard, will pay her head off to starboard. The moment she gathers sternboard, shift the helm; as she falls off, having the wind on the port bow, shift over the head sheets, brail up the spanker, if necessary, and proceed as before directed in filling away and making sail.

Should she not pay off to starboard the moment the anchor is aweigh, owing to her not being head to wind; or should she, by the force of the tide on the port quarter, and wind on the after sails, be kept from falling off sufficiently to fill the head yards, it will be necessary to veer cable and

See also Club-hauling, Chapter XXIV.

RIDING TO AN EBB TIDE,
WITH THE WIND ON THE STARBOARD QUARTER-TO GET UNDER WAY AND MAKE SAIL ON THE PORT TACK, NOT HAVING ROOM TO MAKE THE FIRST STRETCH ON THE STARBOARD TACK. (CASE 10, PLATE 109.)

Set the topsails when the anchor is at a short stay, leaving the head yards square, and bracing the after yards up by the starboard braces. The moment the anchor is aweigh, put the helm hard a-starboard. The fore topsail being full will give her headway, which may be increased by letting fall the foresail, and hauling it aboard; and the starboard helm will pay her head around to port, hauling out the spanker as it will take; which, with the after yards, will bring her to the wind, bracing up the head yards as she comes to, and meeting her with the helm.

RIDING TO A WINDWARD TIDE, WIND AFT.
TO GET UNDER WAY AND STAND OUT BEFORE THE WIND. (CASE 11.)

Make every preparation for weighing, heave in, loose the jib, heave up the anchor, run up the jib; cat and fish the anchor and make all sail.

If in a crowded harbor, narrow channel, or where it would be necessary to have the ship under immediate command, proceed as follows: Suppose the ship to be riding by the port cable, heave short, loose and make sail, sheer her with the port helm and bring the wind on the starboard quarter; brace the yards up by the starboard braces and keep them shivering by the helm. Heave up, fill the after and square the head yards; haul aft the starboard jib sheet; cat and fish the anchor; up helm; fill the head and shiver the after yards, getting the ship before the wind, when make sail.

RIDING TO A WINDWARD TIDE, WIND AFT.
TO GET UNDER WAY AND STAND OUT ON A WIND. (CASE 12.)

Make the usual preparations and commence heaving in; loose the jib and spanker; (riding by the port cable as before and wishing to cast on the starboard tack) top up

EBB TIDE-WIND ATHWART. (CASE 13, PLATE 109.)

Heave short, loose sail, and set the topsails; fill the fore and mizzen and leave the main square. Then heave up; cat and fish the anchor, keeping the ship hove to, and either tack or wear. Tacking or wearing will, however, depend on circumstances, and the amount of room to windward or to leeward.

If to tack-hoist the jib, fill away the main topsail, haul out the spanker, and set topgallant sails, &c.

If to wear-hoist the jib, up helm, shiver the after sails, &c.

If she does not lie steady with the main yard square, brace it sharp aback, as in the figure.

WEIGHING FROM A LEE SHORE,
SHIP RIDING TO THE COAST CURRENT. (CASE 14, PLATE 109.)

A vessel has rode out a gale on a lee shore; it is desirable to weigh and stand off; but a strong current sets along the land, and the wind blows in on the off-shore bow, as indicated by the arrows in the cut. Under these circumstances there may be two methods of getting under way.

Case 14 a represents the position of the ship riding by the starboard cable. Make the accustomed preparations, and heave in to a short scope without tripping. Bend a spring from the port quarter to the cable; haul it taut and secure it well. Have a slip-rope around the spring from the port bow to insure its not being carried under the forefoot by the weight of the chain. Make sail to topsails, mainsail and spanker-bracing the after yards sharp up by the starboard braces, and the head yards abox, or rather pointed to the wind. Put the helm hard aport; stream the buoy; slip the cable; the spring will bring the chain on the other how, and cast the ship to starboard. When it will take, hoist the jib, right the helm, slip the spring, and trim the head yards, as necessary.

Case 14 b, in which the position of the ship is again illustrated. Here, in lieu of slipping and using the spring, the anchor is hove up, and the ship backed off, by putting the helm to starboard, instead of port, as in the previous case, while the head yards are braced sharp abox, and the after

RIDING TO LEE TIDE.
DANGER ASTERN, AND ON EACH BEAM. (CASE 15, PLATE 109.)

Heave short without tripping, loose sail, and set the fore-topsail and fore-topgallant sail; lead along the halliards of all the head sails, as also the fore tack and sheet, and brace the head yards sharp up by the port braces.

Mast-head the after yards, keeping them square, and stopping the sails up with rope-yarns. Put the helm hard aport, heave up briskly, trip the anchor, let fall the foresail, hoist the jib, with the sheets to windward, and wear short round on the ship's heel, shifting the helm when necessary. When before the wind, check the port head braces, make after-sail, and stand out with the wind on the quarter.

NOTE. Have an, anchor ready to let go in case the ship should cast the wrong way; and observe to give her a rank sheer with the port helm, before the anchor breaks ground, hoisting the head sails as soon as the vessel's head passes the direction of the wind.

WIND AND TIDE CONTRARY.
SHIP ATHWART THE STREAM. (CASE 16.)

If to get before the wind, square the after and brace abox the head yards. Heave up the anchor, and when the fore-topsail shivers, square the head yards.

If to make sail by the wind, brace sharp up the after yards, square the head ones-heave up the anchor, and when the ship comes to, brace up forward.

STRONG WIND AND LEE TIDE.
WITH A SHOAL ASTERN. (CASE 17, PLATE 109.)

With regard to the manner of executing this manoeuvre, there seems to be a difference of opinion among seamen; it is, however, generally conceded, that the following method is the most certain and secure:

Heave in to a short scope, and make sail to single-reefed topsails; lead along the tacks and sheets, jib-halliards, and

NOTE. This supposes the case of casting to port. If to starboard, reverse the yards, and put the helm the contrary way.

TO STAND OUT WITH A FREE WIND,
PASSING BETWEEN TWO SHIPS ANCHORED CLOSE ABOARD. (CASE 18.)

The usual preparations having been made, the topsail yards mast-headed and sails stopped up, heave in to a short stay and let go the stream anchor, the hawser coming in, through the after chain pipe or warping chock; heave up the bower and let the ship wind round and ride by the stream. Heave up the stream, sheet home the topsails, drop the foresail, &c., &c.

This may also be done in a narrow channel, when, by the usual method, there is risk of backing ashore; or a steamer may be thus winded and pointed fair for going out of a small harbor.

MAKING SAIL FROM A SPRING LAID OUT BY ANOTHER VESSEL.

On one occasion, in 1831, in order to save a French merchant brig from being wrecked, Capt. Harding ventured to anchor the Jaseur in the narrow and dangerous pass of Tamatave (Madagascar), in very squally and unsettled weather. We* dropped anchor in the brig's hawse about a cable and a half to windward, and immediately veered about seventy or eighty fathoms of cable; at the same time, we ran the end of the stream cable out to her, and a lieutenant was sent with all the boats to her assistance.

On getting on board, he found, from the short and broken sea then running, that it would be impossible to heave the vessel ahead without great risk to both vessels; under these circumstances he took the following method: He made a spring of the Jaseur's stream cable on the port side, all the yards were braced up for the port tack, the pinnace was made fast to the stream cable, a sufficient number of men sent aloft to have the topsails and courses ready to let fall at a moment's notice; when everything was quite ready for cutting the cable and spring, and making sail at the same time, the spring was then tautened, so as to bring the wind well on the port bow; the moment she had sheered sufficiently

* Captain Liardet, R. N.

For handling a vessel under sail in a tideway, see Appendix I.

Remarks on Weighing. It must be remembered, that a ship which has to wear in getting under way, will seldom readily pay off until the anchor is close up to the bow. Therefore, under such circumstances, heave up as briskly as possible.

If a ship has a leading wind and is anchored in a narrow channel. or in the midst of a number of vessels, she would be got under way before the weather tide is done, as it would be extremely difficult to cast her upon the lee tide.

Should it blow fresh upon the windward tide, so as to force her "end on" over her cable, it would be impossible to heave it in without sheering her over from side to side, and heaving in briskly as the ship slacks her cable; but as this would be attended with considerable danger by the sudden bringing up of the ship upon each sheer, it would be prudent to heave apeak upon the first setting of the windward tide, and before the ship swings, to bring the wind aft.

The Kedge and Toggle. When using a spring the weighing of the kedge may be much facilitated by bending the hawser to the crown of the anchor, and securing it to the ring by means of a squilgee toggle. If the anchor has been carried out by a boat let her hang on to the buoy, and at a signal from the ship pull out the toggle, when the kedge may be run up to the quarter, and when the ship finds room she will heave to and pick up the boat.

CHAPTER XXIII.

THE DECK.-MAKING AND TAKING IN SAIL.

On getting clear of the harbor, the first lieutenant causes everything about the decks to be secured for sea; the boatswain, upon receiving the order, secures the anchors, and, if a long passage is anticipated, the chains are unbent and the hawse-bucklers put in. If the chains are not unbent the hawse-pipes are closed by means of jackasses (canvas bags stuffed with oakum). The chains after being cleaned are paid below. Dry and stow away everything used in getting under way.

If the vessel be under sail alone, the anchors and chains are kept ready for use until a good offing is made.

On piping down from getting under way the first lieutenant turns the deck over to the officer having the watch, who is at once to acquaint himself with the position of the ship, her condition, and all orders remaining to be executed.

Before losing sight of the land, the navigator takes the departure, puts over the patent log and sets the course, when the officer of the deck will commence heaving the log and marking the log-book. The chafing gear will now be put on, the boats topped up and secured, and the studding-sail gear will be rove, if not done before leaving port.

The Officer of the Deck. An outline of the daily routine at sea will be found in the internal rules and regulations of the ship, but a few minor details may be here mentioned. Let it be supposed that an officer is called at 3:50 A.M. to keep the morning watch. Ten minutes is the usual time allowed for him to reach the deck. Having received all the orders, information, &c., he will, on the watch being reported up, and the wheel and lookouts relieved, "relieve the watch," and have the watch on deck mustered. In the meanwhile he "passes the course" to the man at the wheel, looks at the compass if going free or under steam, or at the sails if "full and by," and this he should frequently repeat during the watch. After the mustering of the watch it is well to make a rapid survey of the deck, to see that the yards and sheets are properly trimmed, weather lifts and weather braces taut; lights burning brightly, lookouts properly stationed, and to give any cautionary orders to the officer of the forecastle he

Except when making such inspections, or when obliged to satisfy himself personally of any fact, the officer of the deck should make it a rule to stay at his proper station, on the bridge or horse-block. He should observe this rule, especially when giving orders, instead of rushing about, as is too often the case, to assist in carrying out his own commands.

The captain of each part of the ship should be supplied with a list of his men. Petty officers may generally be relied upon to muster their own parts and to report absentees, if there are no junior officers available for this duty.

The very great advantage of calling the watch ten or fifteen minutes before eight bells, giving the men time to prepare for their watch, and to be mustered before the time for relieving, may be here reiterated (see Organization, p. 305). It would add to the health and comfort of the crew, to the safety of the ship when under sail, and relieve the mind of the officer of the deck of the anxiety felt during that painful interregnum when neither watch feel it incumbent to "man the main clew-garnets and buntlines," let it look never so squally to windward.

The habit cannot be too earnestly recommended to the young watch officer of anticipating various emergencies and casualties, such as a man falling overboard, parting rigging, &c., &c., and determining what should be done in each event, when it does occur, the right order may burst involuntarily from the lips, and the mind be fully prepared for the necessary evolution.

The orders of the executive officer in reference to washing clothes or scrubbing decks, called "morning orders," and usually written in an order book, are put in execution immediately after mustering the watch, unless trimming yards, or other essential duties, or want of light prevent. If clothes are to be washed, the command is given to "lay up the rigging fore and aft" and "sweep down," and the boatswain's mate is ordered to call the "watch scrub and wash clothes." A certain time should be allowed for washing-not over an hour-and the clothes should be neatly stopped on the lines so as to lap, each piece, by an inch or two, the white and blue separate, the former always being above or on a different set of lines, that they may not be soiled by the dripping of the latter.

At sunrise the order is given, Lay in, deck lookouts! Lay aloft to the masthead! The lights are taken in, forward officers called, and the master-at-arms directed to turn out and report up the idlers.

The mates of the decks get their orders from the officer of the deck. If the main deck is to be washed, the second

At six bells the boatswain will be directed to "call all hands and pipe the hammocks up," after which get all the sheets home and sails taut up.

If on a wind, proceed as follows:

Get a jigger on the main tack, slacking the weather lift and lee brace, and the sheet if necessary. Then haul taut the lift and brace, haul aft the sheet. Now get jiggers on the weather, then the lee topsail sheet, getting them home alike; overhauling well the clew-lines and reef-tackles, slacking the halliards and tending the topgallant sheets. Then clap on to the topsail halliards, heaving off the lee brace and tending the weather one and the topgallant sheets. Get the topsail up to a taut leech, then haul home the topgallant sheets, pull up on the halliards-always attending the braces and the sheets of the sail next above, and then get the royal sheets close home and the sail up taut. Proceed similarly on the fore and mizzen, haul the heads of the fore-and-aft sails chock out, and then the sheet or foot out-haul aft.

See the head-sails hoisted with a taut luff, and trim aft the sheets.

If free, with studding-sails set, get the lower studding-sail halliards up, then trim the out-haul. With the other studding-sails, get the tacks boom-ended, halliards chock up and sheets trimmed, in the order named.

In trimming studding-sails, if the tack of the sail will not reach the boom end when the halliards are up, the boom has probably been rigged too far out.

The sails being trimmed, put the tops to rights, hammock cloths and boom cover smoothed over and stopped down, bright-work cleaned, chains swept out, peajackets put in the bags and stowed away, and rain clothes hung on the jackstays between the launches.

An officer should never leave anything to be done by his relief which he should have performed himself.

At sunset the command is given, Station deck lookouts! and Lay down from the mast-head!-the side lights are lighted and placed in position, in the light-boxes. Send aloft the masthead light if under steam.

Half an hour before each meal the ship's cook makes his report at the mast; before breakfast and supper that "tea-water is ready for serving out," and at 11:30 brings the dinner for inspection. If nothing has occurred to interfere with the regular meal hours he is ordered to serve out.

Everything affecting the health and comfort of the crew should receive the earnest attention of the officers. There

MAKING AND TAKING IN SAIL.

Young officers should make themselves familiar with the lead of the running rigging, and where it belays, and on first getting to sea, it is well to exercise the crew at manning the ropes, that they may learn their lead and be enabled to find them on the darkest night.

To Set a Foresail, give the order

Man the fore tack and sheet!

At this command the men jump to their stations, the fore-tack and sheet are manned, one hand being by each clew-garnet, and the buntlines and leechlines let go.

Lay down on the fore yard and overhaul the rigging!

At this order, one or two of the topmen lay down, and overhaul, through their blocks, the buntlines and leech-lines.

If the weather is moderate, as soon as the officer of the deck sees that the men are at the stations, he orders-

Clear away the rigging! HAUL ABOARD!

At this the clew-garnets are let go, the tack hauled forward, and the sheet aft.

The Mainsail is set in the same manner, substituting main for fore; and to get the tack close down, it is advisable, if the yard is braced sharp up, to ease off the lee main brace,* and overhaul the weather clew-garnet, weather main-topsail clewline and main lift. After the tack is down, brace up the yard, haul taut the lift; reeve and haul the bowline.

When the yards are square, and the wind directly aft, the mainsail is never set, but is hauled up snugly; with the wind quartering, the lee clew may be set to great advantage. To do so, Man the main sheet! Overhaul the main buntlines and leechlines! When ready:

Ease down the lee clew-garnet! HAUL AFT!

The weather clew is kept fast.

* Not applicable to the fore, as the brace has more of a horizontal lead.

Man both fore sheets!

The rigging being let go and overhauled as before, order

DOWN FORESAIL! As the sail comes down, take through the slack of the tacks; haul taut both lifts, haul through the slack of the sheets.

To set the Courses (by the wind), order-

Man the fore and main tacks and sheets!

Lay down on the lower yards to overhaul the rigging!

When the gear is reported all manned-

Haul taut! Clear away the rigging! HAUL ABOARD!

To take in a Course in moderate weather. If a foresail, order, Man the fore clew-gar nets and buntlines! The clew-garnets and buntlines being manned, men stationed at the tack, sheet, and bowline, order-

Haul taut! UP FORESAIL!

The tack, sheet, and bowline, are let go, the clews of the sail are run up by the clew-garnets, the body by the buntlines; man the leechlines and haul the leeches to the yard.

In a fresh breeze, or gale of wind, it is necessary, in order to avoid shaking or flapping the sail, which may split it, to proceed thus: If you wish to set a course, the yard being braced up, everything being manned, order-

Ease down the lee clew-garnet! HAUL AFT!

Then when the clew is sufficiently aft to fill the sail-

Ease down the weather clew-garnet! HAUL ABOARD!

To take it in, under similar circumstances, the men being stationed, order, Ease off the fore-tack and bowline! HAUL UP TO WINDWARD! Then, Ease off the sheet! HAUL UP TO LEEWARD! Having the buntlines well manned, run them up the moment the sheet is started; the lee clew being the first set, and the last taken in, steadies the sail during the operation.*

Setting the mainsail when bracing up, it is better to get the tack down before the lee brace is near the sharp-up mark.

On setting courses by the wind, before hauling aboard, check the lee braces, for the bunt of the sails may nip or be jammed between the yard and the stay, and at all events, the main tack will come down better.

Topsails are the first sail set in getting under way, when cruising under sail, and the last taken in, in coming to anchor, except the spanker. At sea they remain constantly set, are reduced by reefing, in fresh winds, but never taken in except in gales of wind, or for the purpose

* In taking in a course, blowing fresh, haul taut the lee lift before starting the tack.

To set a Topsail. The yard being square and on the cap, order

Stand by to lay aloft, sail-loosens of the fore (main or mizzen) top-sail! LAY ALOFT! When the men are aloft, LAY OUT AND LOOSE!

The top-gallant studding-sail booms need not be triced up. The men lay out on the yard, and loose the sail by casting off the gaskets. While doing which

Man the topsail sheets and halliards! Tend the braces!

The clew lines are tended and buntlines let go, and overhauled aloft, the gaskets cast off, the bunt-jigger unhooked, and the men on the yard holding up the sail by hand, it is reported ready. The sheets being well manned, the order is given, Stand by! LET FALL! SHEET HOME! LAY IN! LAY DOWN FROM ALOFT! The clews of the sail are hauled out to the lower yard-arms by the sheets, until the foot of the sail is taut, hands easing away the clewlines as the sheets go home.* Meanwhile:

HOIST AWAY THE TOPSAIL!

The yard is hoisted by the halliards, until the leeches of the sail are taut, keeping the topsail reef tackles, topgallant sheets and studding sail tacks, and the topsail clewlines and topmast studding sail halliards well overhauled.

To take in a Topsail, as in coming to anchor. Man the topsail clew jiggers and buntlines! Weather braces! At this order, the clew-jiggers and buntlines are manned; hands stationed by the sheets, halliards, bowlines, and braces; the latter for the purpose of squaring the yards if braced up; have a hand on each lower yard-arm to render the sheets through their sheaves; order, Clear away the topsail sheets, CLEW UP! The clews are hauled up by the clew-jiggers, and the body by the buntlines; when the sail is up, and the weather braces manned, Settle away the topsail halliards! SQUARE AWAY! The yard is now lowered on the cap and squared in at the same time, the buntlines and clew-jiggers are kept some distance above the yard.

Clew Catchers are sometimes used. They consist of travelers, variously fitted, which go around the lower lift and secure to the clew of the topsail. Such an arrangement may be useful when the topsail sheets are known to be much worn and easily parted. But a sound topsail sheet will only carry away in bad weather; then, the

* In setting the light sails, the men are ordered in before sheeting home, to avoid accidents due to the motion of the yards, which have considerable play.
In heavy weather, or whenever there are men on the lower yards, it would be well to observe the same rule in sheeting home the topsails.

To Set a Close-Reefed Topsail. Brace up the topsail yard sufficiently, and the lower yard more than the topsail yard. Haul taut the lee topsail brace, then having loosed and let fall, Man the topsail sheets! Attend the gear, let go and overhaul the buntlines, Ease down the lee clewline, HAUL HOME THE LEE SHEET! keeping the vessel off if necessary; then, Ease down the weather clewline! HAUL HOME THE WEATHER SHEET! Man the halliards and sway the yard clear of the cap. Trim the yards, haul taut the weather-brace and haul the bowline.*

To Take in a Topsail in a Gale. Say the fore: Man the fore-topsail clewlines and buntlines, weather fore-topsail brace! The weather clewline is manned best; hands by the lee brace, sheets, and halliards; when ready, keep the ship off a point, ease off a fathom of the lee sheet, Settle away the halliards! BRACE IN AND CLEW DOWN! Ease away the weather sheet! CLEW UP TO WINDWARD! The weather clewline and both buntlines are run up; Ease away the lee sheet! CLEW UP TO LEEWARD! The weather brace is hauled in when the yard is clewed down. Point the yard to the wind, steady it well, and furl the sail.

To take in a close-reefed topsail with the wind abaft the beam, haul up the lee clewline first; brace the yard in by the weather brace until it is pointed to the wind, if possible, before laying out to furl.

In taking it in before the wind, with the watch, haul up one clew at a time, hauling up both buntlines as before; brace the yard sharp up and shiver the sail; then lay out and furl it.

In furling a sail in a gale, secure the yard well before sending the men out; and when out, render them all the assistance possible with the helm.

To Take in and Furl the Mizzen Topsail in a Gale. Man the mizzen-topsail clewlines and buntlines, lee mizzen topsail brace! Hands by the sheets and halliards, weather brace and bowline. When ready, Settle away the halliards! CLEW DOWN! Hauling in on the lee brace; Ease away the sheets! CLEW UP! The yard is pointed to the wind, and the gear hauled close up; Lay aloft all the mizzen topmen!

LAY OUT AND FURL THE MIZZEN TOPSAIL!

To Set a Topgallant-sail. Order, Lay aloft and loose the fore (main or mizzen) topgallant sail! Man the

* In all cases of hoisting a square sail attend the sheets of the sail next above.
26

To Take in a Topgallant-sail. Lay aloft to furl the fore (main or mizzen) topgallant sail! Man the: fore topgallant clewlines! Weather fore-topgallant brace, When the clewlines and weather brace are manned, hands by the sheets, halliards and lee brace; if in a moderate breeze, order, Haul taut! IN FORE-TOPGALLANT SAIL! The sail is clewed up, halliards let go, buntline hauled up, and the yard braced in at the same time. In a fresh breeze, order-

Round in the weather brace! Ease away the lee sheet and halliards! CLEW DOWN! Let go the weather sheet! CLEW UP! If the wind is aft, or on the quarter, order, Let go the halliards! CLEW DOWN! Let go the sheets! CLEW UP! Squaring the yard as it comes down by the braces, and starting the sheets when down. The sail being clewed up, steady the yard by the braces, and then order, LAY OUT AND FURL!

The three topgallant-sails are set and taken in, in the same manner, giving the order, Lay aloft and loose the topgallant sails! and Man the topgallant clewlines, &c., &c.

In taking in a topgallant-sail in a fresh breeze, ease the lee sheet, but do not let it go until the yard is well started in and down. This will keep the yard from cockbilling and. make it easier to clew down. But have the lee clew hauled up before the weather sheet is started.

To Set or Take in the Royals. Proceed as with the topgallant-sails, in moderate weather. The flying jib generally goes with the royals, and the following are the orders:

Aloft and loose the royals! Clear away the flying-jib!

When ready-

LET FALL, SHEET HOME! HOIST AWAY THE ROYALS AND FLYING-JIB!

To take them in, Aloft to furl the royals! Man the royal clewlines, flying jib downhaul! Haul taut! IN ROYALS, DOWN FLYING-JIB! FURL THE ROYALS! STOW THE FLYING-JIB!

If the royals have been kept on too long, handle them in

When the flying-jib is taken in under similar circumstances, let go the halliards, but do not start the sheet till the sail is about half way down, then keep easing off till the sail is down, otherwise it is likely to be split. Do not haul over the weather sheet until the sail is nearly stowed and the men on the boom are ready to receive the clew.

To Set a Head Sail. The manner of setting and taking in all the head sails is the same. To set the jib give the order, Clear away the jib! Man the halliards! Have a hand by the downhaul to clear it away, and, in case of the fore-topmast staysail or jib, send a hand out to light up the hanks. When ready, Let go the downhaul! HOIST AWAY! When up taut, trim the sheet.

In setting a jib, the sheet should not be kept taut, but eased, to let the sail go up; and observe, at the conclusion, that both the stay and the guys are taut.

To Take it In. Man the jib downhaul! Have a hand at the halliards and sheets. When manned, Mind your weather helm! (if blowing fresh), Let go the halliards! HAUL DOWN! By easing off the sheet as the halliards are let go, the pressure of the hanks on the stay is relieved, and the sail comes down easily. LAY OUT AND STOW THE JIB! When stowed, take in the slack of the halliards and sheets.

The Spanker, being at one extremity of the lever, governs the vessel more or less in all the evolutions. It serves to bring her to the wind, or to prevent her from falling off; is always set at sea, except with the wind aft or well on the quarter; and in coming to anchor, is the last sail taken in, as it is used to bring the vessel up head to wind, after the topsails are clewed up.

In Setting the Spanker, top the boom up by both topping-lifts (if two are used), after which overhaul the lee one. Man the spanker outhauls! Have hands by the clew-rope, head-downhaul and brails, and hands aloft to overhaul them. Let go the brails! HAUL OUT! Slack the weather yang, and trim the sheet.

To Take it In. Man the spanker brails! Bead downhaul! Have the lee brails well manned, and hands to take in the slack of the weather ones; and hands by the outhauls. Let go the outhauls! BRAIL UP! At the same time, haul up the clew rope, haul the boom amidships and crotch it, or in wearing, haul it over on the weather

To Set a Spanker or Trysail Blowing Fresh. Clear away the spanker! When the furling line is cast off, Man the foot outhaul! Clear away the brails, HAUL OUT! easing away the clewrope and brails. Having steadied the foot of the sail, Man the head outhaul! Clear away the downhaul, HAUL OUT! easing off the weather yang. Then trim aft the foot outhaul.

To Take it In when blowing. Man the head downhaul and brails! Lee brails best. Clear away the head outhaul! BRAIL UP! checking the foot outhaul if necessary. When the head is down, ease away the foot outhaul and brail up snug. The wind being now out of the sail, the brails may be slacked enough to haul up the clew. Steady the gaff and boom amidships.

A trysail is handled in a similar way.

Staysails. Set between the fore and main masts, are the main topmast and topgallant staysails; the first is stowed, when not set, under the fore-top, and the other in or above the fore-top.

There may be also mizzen topmast and topgallant staysails.

They are set like the head-sails, the sheets leading down on deck, and belayed in the lee gangway.

These sails are only used in light weather, with the wind free. They are termed lifting sails.

Studding, or Steering Sails, in light or moderate weather, with the wind free or aft, are used with great advantage, to increase the speed of a vessel. The weather topmast and topgallant studding-sails may be set with the wind one point free, or forming an angle of seven points with the keel. The lower studding-sail can only be used to advantage with the wind abaft the beam. With the wind aft and yards square, studding sails are set on both sides. The topgallant studding sail is generally set first.

The Topgallant Studding-sail. At sea, this sail is kept in the top, stowed up and down in the topmast rigging. To set it, order

Stand by to set the - topgallant stun'-sail!

Haul taut the topgallant lift.* One of the quarter-watch repairs to the topsail yard, where he converts the boom tricing-line into an "in-and-out jigger," and toggles the heel of the boom to a bull's-eye, which traverses on the jack-stay fitted for the purpose, or there may be a quarter-strap. (See Rigging Ship, p. 138.)

* It is observed that the support thus obtained is trifling. If, through neglect, the lift is not overhauled again after the studding-sail has been taken in, the yard itself will be endangered if the topgallant sail has to come in quickly.

Haul taut! RIG OUT! HOIST AWAY!

When the boom is sufficiently out (which will be known by the mark on it), the heel is secured, keeping it on the right slue for the tack. As the sail goes up, the topmen take in the slack of the tack. When it is above the topsail yard, out squilgee, haul out the tack, run up the halliards and finally trim down the sheet.

To Take it In. Order, Stand by to take in the topgallant stun'sail! Man the sheet and downhaul, have a. hand by the halliards, by the tack, and on the topsail yard to rig in the boom; order, Lower away! HAUL DOWN! RIG IN! Let the topmen rouse the sail well abaft the topgallant sail, keep fast the tack while you lower the halliards, or the sail will fly forward of the topgallant sail, and render the operation more difficult. When the sail is in, take the jigger off the topgallant lift, if used.

The fore and main are generally set and taken in together.

A topgallant studding-sail is fitted with a downhaul bent to the inner end of the yard, and leading down into the top; by this it may be easily hauled down in taking in, and dipped forward when necessary.

The Topmast Studding-sail. To set it, order, Stand by to set the topmast stun'sail! Get a burton on the topsail yard and haul it well taut; the upper block of the burton being generally taken to the topmast cap to give a better angle of support; get the sail out, and make up ready for sending aloft; overhaul down and bend on the halliards and tack; have one squilgee strap around the sail, and another around the halliards and outer yard-arm, to keep it up and down in hoisting; hook the in-and-out jigger on the lower yard for rigging out the boom. Having the gear manned-

Set taut! RIG OUT! HOIST AWAY!

When the sail is high enough above the yard to clear the brace, out squilgee! As it is run up to the topsail yard-arm, take in the slack of the tack and light the downhaul over the brace-block. Haul the tack close out, hoist the sail up taut, in the top trim the short sheet and dip the downhaul and deck sheet. As soon as the boom is out, its heel is lashed to the fore yard, and the in-and-out jigger shifted for rigging in.

In-and-out Jigger. A gun-tackle purchase is used thus: To rig out, the outer tail-block is secured to the neck of the boom-iron, the inner one to the heel of the studding-sail boom; the fall is rove through a leading block, and then down on deck. In shifting it to rig in the

To take in the Topmast Studding-sail. Order, Man the topmast stun'-sail downhaul! or, Stand by to take in, &c. Man the downhaul, deck-sheet, in-and-out jigger; and have hands by the halliards, tack, and short sheet in the top.

Lower away! HAUL DOWN, RIG IN! Lower away the halliards, and haul the sail down to the boom by the down-haul; then let go the tack and haul down on the downhaul and sheet together, rigging in the boom at the same time. Take the burton off the topsail yard! Make up the sail, hitch the halliards to the clew of the topsail; stop the bights of the tack, boom-brace and lower studding-sail halliards to, the pacific iron; having the tack over the fore brace. Stop in the gear along the fore yard, thence down the swifter, bights at the slings of the yard triced up by a tricing line.

The downhaul and sheets are made up with the sail.

A fore topmast studding-sail is often carried when running before a fresh breeze, such as would reduce a ship to double-reefed topsails if close-hauled; in which case the boom should be well supported. In large vessels there is a brace to the boom, but, in addition, to take the upward strain, the lower studding-sail halliards are used as a jumper, thus: Toggle them above the boom, bring the standing part down, and set it up securely in line with the boom. This acts as a martingale.

A main topmast studding-sail is carried, in some vessels, with the wind abaft the beam, and has great effect in increasing the speed. It is set and taken in like the fore.

In some vessels the topmast studding-sail tack is brought in along the yard, and the boom brace fitted with a short pendant and whip purchase, which is thought to be a proper method for a large vessel, having only the brace to attend to in trimming the yard; but generally the brace and tack are rove through the sheaves of a double-block in the main rigging, and both belayed close together.

To set a Lower Studding-sail. Order, Stand by to set the starboard (or port) lower stun'-sail! Get it out and make it up for setting; overhaul down the outer and inner halliards, and bend them on, the former to the yard, and the latter to the inner head-earing of the sail; overhaul in and bend on the outhaul to the clew; pass a stop around the sail, and secure it by a double squilgee, the tripping-line from it leading in on deck.* Haul well taut the

* The tripping-line for the topmast stun'-sail squilgee also leads on deck, that for the topgallant stun'-sail in the top. These are single. See Fig. 475, Plate 110.

Haul taut! HOIST AWAY, HAUL OUT! taking in the slack of the outhaul and inner halliards. When halfway up between the deck and lower yard, haul out the squilgee, and as the sail falls, haul out on the outhaul, and hoist the sail up taut to the topmast studding-sail boom; then haul out the outhaul and pull up on the inner halliards. Reeve the sheet through a thimble or block on the goose-neck of the lower boom, and haul it well taut. The lower boom is trimmed by the fore yard, so that the sail may set, as nearly as possible, parallel with the foresail.

To take In, order, Stand by to take in the lower stun'-sail! Man the clewline, sheets, and inner halliards, have hands by the outer halliards and outhaul, Ease away the outhaul! CLEW UP! The outhaul being let go, the clew is hauled up to the yard; then, Lower away, HAUL IN! Ease off the outer halliards, and haul in on the inner halliards, sheet, and clewline. When the sail is inboard and over the forecastle, Lower away the inner halliards! The sail being down, make it up. To get the lower boom alongside: Man the after guy! Tend topping lift and forward guy! Set taut! HAUL AFT! get the boom in its place and trice up the gear.

To Set all the Studding-sails on One Side. Order-

Get the starboard (or port) stun'-sails ready for setting!

Preparations are made as described, with the addition of topping up the lower boom ready for rigging out. When the officer of the forecastle reports-

"All ready forward, sir!" order

Set taut!

RIG OUT! SWAY TO HAND!

At this order the booms are rigged out together; the topgallant studding-sails swayed aloft and just clear of the topsail brace-blocks, the topmast studding-sail above the fore brace-block, and the inner halliards of the lower studding-sail pulled well up. The men then shorten in on the halliards, when order

Haul taut! HOIST AWAY! Fig. 475. OUT SQUILGEES!

The tacks are hauled close out and the halliards taut up. Fig. 476.

To Take them In.

Stand by to take in all the starboard (or port) stun'-sails!

When all is reported ready

Haul taut! Ease away the out-haul! CLEW UP! LOWER AWAY!

HAUL DOWN! RIG IN!

The sails and booms all come in together.

If studding-sails are to be set on both sides, at the same. time, have all hands called to "make sail," and order, Starboard watch, starboard side; Port watch, port side! Then order, Stand by to set stun'-sails both sides! and proceed as in setting on one side, taking care that the yards are square, and the lifts, burtons, and braces, well taut.

Handling Studding-Sails. In setting studding-sails in a strong breeze, if you can keep the ship away until they are becalmed, you will get them up and well set when the gear would not otherwise stand.

In bracing forward, studding-sail tacks, boom braces, jumper and topping-lifts require careful attention.

In bracing in, unless the boom brace be manned, the chances will be in favor of the boom going anywhere but in a line with the yard.

Preparatory to setting studding-sails, let the topgallant clewline be hauled taut, that the man who goes out on the topsail-yard may have something to hold on to; and in hoisting the lower studding-sail, be careful that the yard is not brought up with a jerk against the topmast studding-sail boom, as by the neglect of this point, the boom is often sprung. After the sail is set, the topping-lift should be slacked sufficiently to bring the outer leech taut.

Topgallant Studding-Sails. In setting a lee topgallant studding-sail forward of the sails, in lieu of stopping the halliards to the upper yard-arm (which is the outer one), bring them down to the lower yard-arm, so that in hoisting, the sails will capsize over, as it were, and bring the extremity, to which the halliards are stopped, uppermost. Sway higher, out squilgee and let the men on the topsail-yard cant the yard forward, which under these circumstances, may be readily done without getting foul. If the sail should be already set, and it is desirable to "dip" it forward, lower it about halfway down, ease off the tack, and let the man on the topsail-yard get hold of the outer leech. In this way the inner yard-arm is immediately canted clear of the topgallant sail.

But unless all the gear of a topgallant studding-sail is dipped forward with it, it will be awkward to handle when required to come in quickly, and the dipping is therefore not recommended.

In taking in topgallant studding-sails, ease away on the halliards and haul down the downhaul, keeping fast the tack until the yard is well inside the leech of the topgallant sail, when you may ease off the tack, and by hauling down on the sheet and downhaul, the sail comes in without difficulty.

Topmast Studding-sails. In hauling down, ease away the tack just before the outer arm of the yard touches the boom end; and if the tack jambs, which is not unfrequent, rig in the boom at once. The leverage is great, and boom-irons are frequently broken in this way.

In dipping the main-topmast studding-sail before the sail, the wind will be just enough on the opposite quarter to glance off the topsail and blow the inner leech aft. If the course can be altered, the sail may readily be handled, otherwise the short way is to haul down, stop the bowline in on the main yard, and set the studding-sail before all.

Lower Studding-sails. Whenever the lower studding-sail has been carried with the yards much forward, get a good pull of the after-guy before starting anything, else the lower boom will fly forward when the outhaul is let go.

Should the lower boom get under the bows, and the topmast studding-sail boom be in, put the lower halliards with a bowline knot round the lower boom, and haul them out with the lower outhaul; then, with these and the topping-lift from the fore yard, it may be got up. If not, secure the heel, disconnect the goose-neck, and whip the spar up heel foremost.

Of course, if the ship can be kept away, and the fore-yard braced in, all will be easier.

The operation of taking in a